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HomeMy WebLinkAbout17 - Bicycle Master PlanCITY OF F NEWPORT REACH City Council Staff Report October 28, 2014 Agenda Item No. 17 TO: HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL FROM: David A. Webb, Public Works Director- (949) 644 -3330, dawebb @newportbeachca.gov PREPARED BY: Brad Sommers, Senior Civil Engineer PHONE: (949) 644 -3326 TITLE: Receive and Adopt the 2014 City of Newport Beach Bicycle Master Plan ABSTRACT: On May 28, 2013 the City Council awarded a Professional Services Agreement to Alta Planning and Design for the preparation of the City of Newport Beach Bicycle Master Plan. This comprehensive, citywide Bicycle Master Plan has been developed with considerable public input to meet the goal of planning for and encouraging safe and responsible cycling within the City. On September 3, 2014 the Bicycle Master Plan Oversight Committee recommended the final draft of the Bicycle Master Plan be presented to the City Council for consideration of adoption. Staff recommends the City Council receive and adopt the document to provide future guidance for bicycle related facilities, programs and policies within the City of Newport Beach. RECOMMENDATION: a) Receive and adopt the 2014 City of Newport Beach Bicycle Master Plan; and b) Direct staff to proceed with implementation of the various identified facilities, programs and policies within the Bicycle Master Plan. FUNDING REQUIREMENTS: Although there is no fiscal impact directly related to the adoption of the Bicycle Master Plan, the document includes facility, policy and program recommendations that will require funding and resources to complete. Funding for implementation of the recommendations will be requested through project planning and /or programmed as part of the annual budget process. Staff also plans to pursue outside grant funding opportunities as they arise. 17 -1 DISCUSSION: Bicycle Master Plan Project Background As part of the 2012 Citizens Bicycle Safety Committee's (CBSC) annual report, the CBSC's primary recommendation was for the City to develop a comprehensive, citywide Bicycle Master Plan (BMP) to promote cycling safety and responsible cycling within the City. Considering the CBSC's recommendation, the City Council authorized staff to move forward with the BMP project and awarded a Professional Services Agreement on May 28, 2013 to Alta Planning and Design to provide consulting services for the plan's development. The project was managed by the Public Works Department and the City project team included staff members from both the Community Development and Police Departments. On March 12, 2013 the City Council adopted Resolution 2013 -25, creating the Bicycle Master Plan Oversight Committee ( BMPOC) to provide input, guidance and hold public forums for the creation of the BMP. The committee was comprised of seven community members and chaired by Council Member Tony Petros and was supported by Public Works, Community Development and Police Department staff. Public Input Public input was vital in the development of the BMP to ensure the document addressed the desires of the cycling community while balancing the needs of all roadway users. Knowing this, the project team created many opportunities to engage the public. In addition to the ten publically noticed and attended BMPOC meetings, the project team reached out to the public as follows: • Created a project- specific web page; • Maintained an active e-mail distribution list to broadcast project updates and meeting notices; • Prepared an electronic and paper survey to gather public input; • Created a unique interactive bike facilities map to receive comments on the existing and proposed bicycle networks; • Held four Public Outreach events at locations frequented by cyclists; • Held a Community Open House at the Central Library; • Held a Youth Workshop at Ensign Middle School; • Held a Public Agency Stakeholders Meeting to discuss project with adjacent agencies; and • Provided a 30 day review and comment period for the Draft BMP. Through these numerous public outreach events and meetings, the public helped to define and document the existing conditions, and their comments led to the creation of the recommendations detailed in the plan. Recommendations Applying the "Five E's" of bicycle planning (Engineering, Encouragement, Education, Enforcement, and Evaluation), and in consideration of the information received through the public outreach efforts, the project team created recommendations related to facility improvements and programs. Recommendations related to facilities include physical changes, generally through construction projects, to the roadways, trails and paths within the City. The BMP identifies approximately 140 facility recommendations that include such items as the addition /modification of off- street bike trails /paths; on- street bike lanes, bicycle boulevards, and roadway improvements. The table below quantifies the facility improvements by comparing the proposed bicycle network mileage with the existing and planned. 17 -2 Facility Type Existing Planned* BMP Proposed Total (Miles) (Miles) (Miles) (Miles) Off -Road Bike Trail 18.9 1.3 7.7 27.9 Bike Lane 40.4 9 19.8 69.2 On- Street Bike Route 8.1 0 18.6 26.7 Bicycle Sidewalks 25.5 0 0 25.5 Total 92.9 10.3 46.1 149.3 'Planned mileage relates to future facilities being built by projects that are currently underway. As detailed in the table above, the recommended facility improvements will add an additional 46 miles to the existing and planned 103 bicycle network miles. Section 5.2 of the plan: Bicycle Network Recommendations, includes details regarding the proposed facility recommendations. In addition to the facility recommendations, the plan identifies approximately 30 bicycle - related programs derived to encourage cycling within the City, educate roadway users, enforce current laws, and evaluate the effectiveness of the implemented programs and improvements. Section 5.5 of the plan: Recommended Programs, includes details regarding the proposed programs such as: • Creation of Education Opportunities for cyclists; • Applying for a 'Bicycle Friendly Community" Designation; • Implementation of Bicycle Hubs; • Development of a Complete Streets Policy; and • Amendment to Bicycle Parking Policies related to off - street parking lots. Through the committee and public review process, additional recommendations were developed that did not fit into either the facility or program categories. Found in section 5.2.8 of the plan (Other Recommendations) and in section 5.3 (Recommended End -of -Trip Bicycle Facilities), these recommendations include discussion regarding the following: • Back Bay Drive — Reallocation of the right of way to better suit all users; • Ocean Front Path — Recommendation for a comprehensive study of the multi -use path; • Traffic Signal Timing and Detection Improvements — Continued review of new technologies and strategies to facilitate cycling through signalized intersections; • Coordination with Other Agencies — Work with other Stakeholder Agencies to ensure cooperation in the implementation of the BMP; • Construction /Maintenance Items Placed in Bicycle Lanes — Further coordination with maintenance companies /contractors to minimize the closure of bike lanes; and • Bicycle Parking and Rack equipment and location recommendations. Plan Implementation Prior to starting this BMP process, the City already had over 92 miles of bicycle facilities in place and had a planned bicycle network identified in the previous Circulation Element. During the development of the BMP, staff continued with the process of implementing several projects of what would become recommendations in the BMP. Projects, such as the recently completed Eastbluff Drive -Ford Road Bike Lane improvement project, as well as the installation of new bicycle racks in CdM and on the Peninsula are directly derived from public input into the BMP process. Other projects, such as the current Newport Boulevard improvement project, will address BMP recommendations as part of a pending larger Capital Improvement Program (CIP). Throughout the BMP development process, Public Works staff has worked to incorporate new bicycle facilities and bicycle improvements into planned roadways, intersections, building and park projects. To help organize the facility recommendations, the plan includes a ranking of the recommended facility improvement projects based on specific criteria, such as public input, accident history, and connectivity to local and regional destinations. Although this ranking may be considered for the development of new projects, lower ranked projects may be constructed prior to higher ranked projects depending on funding and opportunities to incorporate the work into other CIP or private development projects. Appendix 1 17 -3 details the ranking criteria and the full list of tiered projects can be found in Appendix J of the BMP. As a part of the BMP draft review process, the BMPOC requested a list of projects that could be constructed in advance of the other projects regardless of their ranking. In response, the Project Team created a short list of facility recommendations and programs, noting them as 1st Priority Projects. These are planned to begin within the next couple budget cycles. The following list includes the proposed 1st Priority Projects: • Newport Heights to the Beach bike route improvements; • Santiago Bike Boulevard; • Multi -use sidewalk improvements; • Bayside Drive complete street improvements; • Pacific Coast Hwy /Newport Coast Drive right turn striping enhancements; and • Coyote Canyon Landfill - a Class 1 trail that could work whether the landfill stays as -is or is converted to a public golf course. In addition to the 1 st Priority facility improvements listed above, the following 1 st Priority programs are proposed: • Update Sidewalk Cycling Resolution (Resolution 82 -148); • Create a Family Education Program; • Implement the "Be Seen in Newport Beach" education /encouragement campaign; and • Create a Bike Parking in -lieu Policy for private off street parking lots. Funding and Resources As the BMP is envisioned as a 20 year program (just as many of our master plans are), funding this endeavor would represent a large long term commitment by the City and its taxpayers. The estimated construction cost of the facility recommendations is approximately $22,400,000 (today's dollars) with an annual maintenance cost of approximately $900,000. The current estimate for this work is expected to increase over time with inflation and for other possible unforeseen issues, such as environmental constraints, permitting requirements and conditions, design and right of way acquisition costs. In addition, some projects may stall or be cancelled because it may be determined as a practical impossibility or due to lack of sufficient funds. The plan identifies potential outside funding sources in Appendix K: Potential Funding Sources. Many of the listed sources are related to current competitive grant programs and may apply to specific recommendations within the plan. When reviewing the grant opportunities, it is important to be aware of the constraints associated with the funding. Staff's prior experience with various grant programs will be used to match grant opportunities with appropriate projects to ensure the best use of City resources, funding and timeliness of project delivery. At times, this review may determine that the grant funding requirements and constraints may hinder the project and, therefore, the recommendation may be to not apply for certain grant applications. In addition to the anticipated capital funding outlay, implementation of the plan will require dedication of additional staff and /or consultant resources. The current heightened focus on bicycle infrastructure improvements and development of the BMP was accomplished by shifting, and in some cases postponing other priorities of key staff members, as well as bringing on consultants to back -fill for staff. In some cases, this has slowed the delivery of some transportation projects. In order to implement all the identified projects, programs, and outreach within the BMP in a timely manner, additional long -term staffing resources may need to be considered. Bicycle Master Plan Maintenance In order to maintain this BMP and ensure it continues to address the needs of the community, the following items are planned: 17 -4 Conduct an annual review of bicycle - related metrics, including annual bicycle counts and bicycle - involved incident review; Include an update of the BMP component implementation to the City Council in coordination with the annual budget process; and Review the Bicycle Master Plan document on a five year cycle. In accordance with City Council Resolution 2013 -25, the Bicycle Master Plan Oversight Committee will sunset upon adoption of the City of Newport Beach Bicycle Master Plan by City Council. The City wishes to thank the members of the Bicycle Master Plan Oversight Committee for the significant hours and efforts put into development of the BMP. Committee members' contributions to the effort were vital to producing an effective outreach effort and final document. Committee members were: Council Member Tony Petros (chair) Michael Alti Lou Cohen John Heffernan Robert Kahn Greg Kline Sean Matsler Frank Peters ENVIRONMENTAL REVIEW: Staff recommends the City Council find this action is not subject to the California Environmental Quality Act ( "CEQA ") pursuant to Sections 15060(c)(2) (the activity will not result in a direct or reasonably foreseeable indirect physical change in the environment) and 15060(c)(3) (the activity is not a project as defined in Section 15378) of the CEQA Guidelines, California Code of Regulations, Title 14, Chapter 3, because it has no potential for resulting in physical change to the environment, directly or indirectly. Separate environmental reviews will be completed as required as part of the various projects and programs identified within the Bicycle Master Plan. NOTICING: The agenda item has been noticed according to the Brown Act (72 hours in advance of the meeting at which the City Council considers the item). ATTACHMENTS: Description Attachment A - 2014 City of Newport Beach Bicycle Master Plan 17 -5 .jY �P A mwF tw Z s \% _i ATTACHMENT A >. , t CITY OF NEWPORT BEACH BICYCLE MASTER PLAN ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN City of Newport Beach Bicycle Master Plan ACKNOWLEDGMENTS Bicycle Master Plan Oversight Committee Councilmember Tony Petros, Chair Michael Alti Lou Cohen John Heffernan Robert Kahn Greg Kline Sean Matsler Frank Peters City of Newport Beach Dave Kiff, City Manager Dave Webb, Public Works Director Brad Sommers, Project Manager Fern Nuenc, Associate Planner Lt. Jeff Lu, Newport Beach Police Officer Lt. Tom Fischbacher, Newport Beach Police Officer Alta Planning + Design Brett Hondorp, Principal Paul Martin, Project Manager Ryan Johnson, Planner Brianne Clohessy, Planner James Powell, Designer RBF Consulting Susan Harden, Vice President Michelle Lieberman, Senior Associate Stantec Rock Miller, Traffic Engineer Melissa Dugan, Engineer ALTA PLANNING + DESIGN a lta a @h u z w. t /Fp M 0.N�' CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table of Contents 1 Introduction .................................................................................................................................. ............................... 1 1.1 Purpose of the Bicycle Master Plan ........................................................................... ..............................1 1.2 Benefits of Bicycling ....................................................................................................... ..............................1 1.3 Plan Organization ............................................................................................................ ..............................2 2 Vision, Goals, Objectives, and Policy Actions .................................................................... ..............................3 2.1 Vision .................................................................................................................................... ..............................3 2.2 Goals, Objectives, and Policies .................................................................................... ..............................3 2.3 Existing Plans and Policies ............................................................................................ ..............................7 3 Existing Conditions ..................................................................................................................... .............................23 3.1 Setting and Land Use .................................................................................................... .............................23 3.2 Existing Bicycle Facilities and Programs ................................................................. .............................25 3.3 Past Bicycle - Related Projects ...................................................................................... .............................37 3.4 Pending Bicycle - Related Projects .............................................................................. .............................37 4 Needs Analysis .............................................................................................................................. .............................38 4.1 Types of Cyclists ............................................................................................................... .............................38 4.2 Public Outreach ............................................................................................................... .............................39 4.3 Bicycle Commuter Estimates and Forecasts .......................................................... .............................43 4.4 Bicycle Counts .................................................................................................................. .............................48 4.5 Bicycle Incident Analysis .............................................................................................. .............................51 5 Recommended Bicycle Facilities and Programs ............................................................... .............................56 5.1 Planned Bicycle Network Projects ............................................................................ .............................56 5.2 Bicycle Network Recommendations ........................................................................ .............................56 5.3 Recommended End -of -Trip Bicycle Facilities ........................................................ .............................72 5.4 Wayfinding and Signage Plan .................................................................................... .............................73 5.5 Recommended Programs ............................................................................................ .............................74 6 Implementation and Funding ................................................................................................. .............................88 6.1 Bicycle Facility Project Prioritization ........................................................................ .............................88 6.2 Total Recommended Bicycle Facility Costs ............................................................ .............................90 6.3 Maintenance Cost Estimates ....................................................................................... .............................90 6.4 Implementation Strategies .......................................................................................... .............................90 6.5 Potential Funding Sources ........................................................................................... .............................92 6.6 Active Transportation Program (ATP) Compliance .............................................. .............................92 IV ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN List of Tables Table 2 -1 Goals, Objectives, and Policy Actions ........................................................................ ..............................3 Table 2 -2 Bicycle - Related Policies in the Circulation Element .............................................. .............................10 Table 2 -3 Bicycle- Related Policies in the Recreation Element .............................................. .............................10 Table 2 -4 Bicycle - Related Policies in the Natural Resources Element ................................ .............................11 Table 2 -5 Bicycle - Related Municipal Code Ordinances ......................................................... .............................11 Table 2 -6 California Green Code Bicycle Parking Requirements ......................................... .............................21 Table 3 -1 Mileage of Existing Bicycle Facilities ......................................................................... .............................25 Table 3 -2 Completed Projects /Actions 2009 - 2014 .................................................................. .............................37 Table 3 -3 Scheduled Projects 2014-2015 ................................................................................... .............................37 Table 4-1 Model Estimate of Current Walking and Bicycling Trips ..................................... .............................44 Table 4 -2 Current Walking and Bicycling Trip Replacement ................................................ .............................45 Table 4 -3 Benefits of Current Bicycling and Walking Trips .................................................... .............................46 Table 4-4 Project Area Future Demographics ........................................................................... .............................46 Table 4 -5 Mode Split Comparison with Neighboring Cities ................................................. .............................47 Table 4 -6 Future (2030) Bicycling and Walking Trips .............................................................. .............................47 Table 4 -7 Benefits of Future Bicycling and Walking Trips ...................................................... .............................48 Table 4-8 Bicycle Count Locations ............................................................................................... .............................49 Table4 -9 Bicycle Count Results .................................................................................................... .............................49 Table 4-10 Bicycle Riders Counted by Location .......................................................................... .............................50 Table4 -11 Hourly Bicycle Count Results ...................................................................................... .............................50 Table 4 -12 Bicycle - Related Incidents by Year .............................................................................. .............................54 Table4 -13 Highest Bicycle - Related Incident Roadways .......................................................... .............................54 Table4 -14 Bicycle-Related Incidents by Day of the Week ....................................................... .............................54 Table 4 -15 Bicycle - Related Incidents by Combination of Modes Involved ......................... .............................54 Table4 -16 Bicycle - Relatedlncidents by Mode of Party at Fault ............................................ .............................54 Table 5 -1 Programmed Bikeway Projects .................................................................................. .............................56 Table 5 -2 Planned Bikeway Projects ............................................................................................ .............................56 Table5 -3 Recommended Bikeway Network Mileage Totals ................................................. .............................57 Table 5 -4 Proposed Class/ Shared -Use Paths ........................................................................... .............................59 Table 5 -5 Proposed /Enhanced Class 11 Bike Lanes ................................................................... .............................60 Table 5 -6 Proposed /Enhanced Class Ill Bike Routes ................................................................ .............................62 Table 5 -7 Sidewalks - Bicycle Riding Allowed .......................................................................... .............................64 Table 5 -8 Proposed Bicycle Boulevards ...................................................................................... .............................66 Table 5 -9 Proposed Spot Improvements - City ......................................................................... .............................68 Table 5-10 Proposed Spot Improvements - Caltrans/ OCParks .............................................. .............................69 ALTA PLANNING + DESIGN V CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table5 -11 Recommended Programs ............................................................................................ .............................74 Table6 -1 Tier 1 Projects ............................................................................................................... .............................89 Table 6-2 Total Cost of Bicycle Facility Recommendations ................................................... .............................90 Table 6 -3 Bicycle Facility Costs by Tier ........................................................................................ .............................90 G Bicycle Facility Design Guidelines ........................................................ ............................... ............................130 Table 6-4 Bikeways Maintenance Cost Estimates ................................................................... .............................90 Table 6 -5 Recommended Measures of Effectiveness .......................................................... ............................... 91 Table F-1 Weekday Bicycle Count Results(Thursday,October17, 2013- 7:OOAM to 9:OOAM) ............ 129 Table F -2 Weekend Bicycle Count Results (Saturday, October 19, 2013 - 10:00AM to 1:00 PM) .......... 129 Table F-3 Weekend Bicycle Count Results(SaturdayOctober19, 2013- 7:OOAM to 9.00AM) .............130 Table H-1 Design Standards for Recommended Sign Types ............... ............................... ............................192 Table H-2 CA MUTCD Sign Modifications .................................................. ............................... ............................197 Table H -3 Specifications for Signage Implementation .......................... ............................... ............................197 Table H-4 Key Destinations by Category ................................................... ............................... ............................197 Table H -5 Recommended Measures of Effectiveness ............................. ............................... ............................199 Table 1-1 Ranking Criteria and Weighting ............................................... ............................... ............................ 204 Table 1 -2 Ranking Maximum Score ....................................................................................... ............................... 206 Table J -1 Tier 1 Projects (Score of 29- 40) .................................................. ............................... ............................208 Table J-2 Tier 2 Projects (Score of 24-28) .................................................. ............................... ............................211 Table J -3 Tier Projects (Score of23 or less) ........................................................................ ............................... 214 Table K -1 Potential Funding Sources ......................................................... ............................... ............................219 Table L -1 Active Transportation Program (ATP) Compliance ......................................... ............................... 224 Appendices A Locations Where Bicycle Riders are Permitted on Sidewalks (City Council Resolution 82 -148) ..94 B Bicycle Safety Guidelines Brochure ....................................................................................... .............................99 C Citizens Bicycle Safety Committee 2012 Final Report ................... ............................... ............................102 D Task Force on Cycling Safety Final Report 2010 .............................. ............................... ............................109 E Past and Planned Bicycle - Related Projects ....................................... ............................... ............................122 FBicycle Count Tables .................................................................................. ............................... ............................128 G Bicycle Facility Design Guidelines ........................................................ ............................... ............................130 HWayfinding and Signage Plan ................................................................ ............................... ............................190 1 Bicycle Facilities Prioritization Methodology ................................... ............................... ............................202 J Recommended Bicycle Facilities and Prioritization Rankings .... ............................... ............................207 KPotential Funding Sources ...................................................................... ............................... ............................218 L Active Transportation Program (ATP) Compliance Table ............. ............................... ............................223 VI ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN The Newport Beach Bicycle Master Plan is intended to guide the development and maintenance of a comprehensive bicycle network and set of programs within the City for the next 20 years. This chapter presents the reason for creating the Newport Beach Bicycle Master Plan, how the community has been involved in the planning process, and the framework for the ensuing chapters. 1.1 Purpose of the Bicycle Master Plan The Newport Beach Bicycle Master Plan provides a broad vision, as well as strategies and actions, to improve conditions for bicycling throughout the City. As a means of bettering the bicycling environment, This Plan provides direction for expanding the existing bikeway network, connecting gaps within the City, and connecting to adjacent cities. In addition to providing recommendations for bikeways and support facilities, The Plan offers recommendations for education, encouragement, enforcement, and evaluation programs. 1.2 Benefits of Bicycling Bicycling is a low -cost and healthy transportation option that provides economic and livability benefits to communities. When residents and visitors bicycle for a trip, it alleviates congestion, minimizes greenhouse gas emissions, and helps extend and improve the quality of people's lives. Below is a brief overview of the benefits of greater investments in bicycling. 1.2.1 Environmental Benefits Due to emissions from "cold starts' (i.e., when a car has not been driven in a few hours and the engine is cool), a one -mile automobile trip emits up to 70 percent as much pollution as a 10 -mile excursion. This means that when people decide to bicycle or walk even just for very short trips, they are still significantly reducing their environmental footprint'. Decreasing greenhouse gas emissions helps the region meet state legislated targets set by Assembly Bill 32 and Senate Bill 375. From reducing local levels of harmful pollutants that cause asthma and other respiratory illnesses to addressing global climate change, higher rates of bicycling provide tangible, significant air quality benefits. INTRODUCTION Bicycling also does not pollute water as driving an automobile does. Cars leak oil, petroleum products and other toxins onto road surfaces that eventually make their way to storm drains, creeks, and large bodies of water. This "non -point source" pollution is a major threat to urban aquatic habits, contaminates drinking water, and can cause major illness. Some toxins and metals accumulate in sea life and cause medical problems to people when eaten. Others cause explosive growth of algae, which depletes water of oxygen, killing fish and aquatic life'. Every bicycle trip is one less opportunity for these toxins to enter the environment, which on a large scale can make the difference in the health of local water ways and aquatic systems. 1.2.2 Economic Benefits to Cities Multiple studies have shown that bikeable neighborhoods are more livable and attractive, helping increase home values3 and retain a more talented workforce that result in higher property tax revenues and business competitiveness. Similarly, bike lanes can improve retail business directly by drawing customers and indirectly by supporting the regional economy. Patrons who bike to local stores have been found to spend more money when visiting local businesses than patrons who drive 4. The League of American Bicyclists reports that bicycling makes up $133 billion of the US economy, funding 1.1 million jobs'. The League also estimates bicycle - related trips generate another $47 billion in tourism activity. Many communities have enjoyed a high return on their investment in bicycling. For example, the Outer Banks of North Carolina spent $6.7 million to improve local bicycle facilities, and reaped a reported benefit of $60 million of annual economic activity associated with bicycling. 1.2.3 Benefits to Households and Individuals Biking is notjust a form of travel; it is an important form of exercise. Many public health experts associate the rising and widespread incidence of obesity with automobile - dominant development patterns and lifestyles that limit such daily forms of physical activityb. This association is perhaps most apparent, and acute, with respect to children and school travel. After decades of declining rates of walking and biking — from roughly half of all non -high school students in 1968 to just 14 percent in 2009 — obesity ' Bay Area Air Quality Management District. (2007). Source Inventory of Greenhouse Gas Emissions. ' City and County of Honolulu Department of Environmental Services 'Cortright, Joe for CEOs for Cities. (2009). Walking the Walk: How Walkability Raises Home Values in US Cities ' The Clean Air Partnership. (2009). Bike Lanes, On- Street Parking and Business: AStudy ofBloor Street in Toronto's Annex Neighborhood. ' Flusche, Darren for the League ofAmerican Bicyclists. (2009). The Economic Benefits of Bicycle Infrastructure Investments. 6 October 27, 1999 issue of the JAMA ALTA PLANNING + DESIGN INTRODUCTION among youth has become an epidemic'. In California, one in three kids age 9 -17 are now at risk of becoming or are already overweight'. For children, the Center for Disease Control and Prevention recommends 60 minutes of daily aerobic exercise. The CDC recommends 75 to 150 minutes of vigorous exercise, in combination with muscle strengthening exercises, for adults on a weekly basis. For many adults and children, walking or biking to work or school is a viable - if not the only - option for achieving these recommended exercise regimens. Bicycle infrastructure also provides transportation choices to those who cannot or do not drive, including people with disabilities, youth, seniors, and people with limited incomes. Families that can replace some of their driving trips with bicycling trips spend a lower proportion of their income on transportations, freeing additional income for local goods and services. For others who do not live within walking distance of their employment site, or who work a distance from transit routes, bicycling may provide the only affordable and reliable means of commuting. 1.3 Plan Organization The Newport Beach Bicycle Master Plan is organized into the following chapters: • Chapter 2: Vision, Goals, Objectives, and Policy Actions summarizes existing regional plans and policies that relate to the bicycle planning efforts in the City. • Chapter 3: Existing Conditions presents the existing bicycling facilities and programs within the City. Additionally, past expenditures and planned improvements are identified. • Chapter 4: Needs Analysis presents the types of cyclists discussion, review of public participation, forecasts the benefits of increased bicycle activity within the community, reviews current bicycling activity, and incident history. Collectively these items provide the basis for recommendations identified this Plan. Chapter 5: Recommended Bicycle Facilities & Programs identifies the bikeway network CITY OF NEWPORT BEACH BICYCLE MASTER PLAN recommendations, and proposed education, encouragement, evaluation, and enforcement programs. Chapter 6: Implementation & Funding presents implementation strategies and funding recommendations included in this Plan. Image I - Residents riding near Castaways Park 'United States Department of Transportation, National Household Travel survey e The California Endowment. (No Date). Fighting California's Childhood Obesity Epidemic. ( http:// www .calendow.org /Grticie.aspx ?id =348) 'Center for Neighborhood Technology. (2005). Driven to Spend: Pumping Dollars out of Our Households and Communities. ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 2.1 Vision The City of Newport Beach has prepared a comprehensive, citywide Bicycle Master Plan that combines the necessary elements for the City to plan, design, and construct cycling improvements; create a comprehensive bicycle network; and to develop sustainable bicycle - friendly policies, education, and outreach. 2.2 Goals, Objectives, and Policy Actions This section outlines the goals, objectives, and policy actions that support the vision of the Plan and serves to guide the development of the bicycle network. In order to conduct a thorough and accurate planning process, it is important to establish a set of goals, objectives, and policies that will serve as the basis for the recommendations in this Plan. Goals, objectives, and policies guide the way public improvements are made, where resources are allocated, how programs are operated, VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS and City priorities are determined. The goals, objectives, and policies in this Plan are derived from information gathered over the course of the planning process, including community input from public workshops, as well as a review of bicycle master plans from other cities. Goals are broad statements that express general public priorities. Goals are formulated based on the identification of key issues, opportunities, and problems that affect the bikeway system. Objectives are more specific than goals and are usually attainable through strategic planning and implementation activities. Implementation of an objective contributes to the fulfillment of a goal. Policies are rules and courses of action used to ensure plan implementation. Policies often accomplish a number of objectives. Table 2 -1 outlines the goals, objectives, and policy actions of the Newport Beach Bicycle Master Plan. Table 2 -1 Goals, Objectives, and Policy Actions Create a bicycle - friendly environment throughout Newport Beach for all types of bicycle riders and all trip purposes in accordance with the 5 E's (Education, Encouragement, Enforcement, Engineering, and Evaluation). Objective 1.1 Expand the existing bicycle networkto provide a comprehensive, network of Class I, Class II, and Class III facilities that increases connectivity between homes,jobs, public transit, and recreational resources in the Newport Beach. Policies 1.1.1. Develop an extensive bicycle facility network through the use of standard and appropriate innovative treatments. 1.1.2. Plan and install new bicycle lanes on major arterials with sufficient width. 1.1.3. Plan and install new bicycle paths in utility corridors, and extend existing bicycle paths. 1.1.4. Where feasible, Class I shared -use paths should be a consideration of future developments. 1.1.5. Plan and install shared lane markings ( "sharrows ") and signage on appropriate bicycle routes where bicycle lane implementation is demonstrated to be infeasible. 1.1.6. Plan and install bicycle facilities adjacent to schools. 1.1.7. Promote the preservation of bicycle access within all roadway rights -of -way, as well as the development of innovative, safety- enhanced on- street facilities, such as bicycle boulevards. 1.1.8. Encourage reallocation of roadway rights -of -way where appropriate to accommodate bicycling and bicycle facilities. 1.1.9. Ensure that all facilities are designed consistently in accordance with the latest Federal, State, and local standards. 1.1.10. Provide amenities and enhancements along City bicycle facilities that increase utility and enjoyment for the individual rider. 1.1.11. Support bicycle improvement projects that close gaps in the regional bicycle network either by implementing specific projects recommended in the Plan or through other treatments. ALTA PLANNING + DESIGN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 2-1 Goals, Objectives, and Policy Actions (continued) 1.1.12. Encourage bicycle projects that connect local facilities to the bicycle corridors. 1.1.13. Work cooperatively with adjoining jurisdictions to coordinate bicycle planning and implementation activities. 1.1.14. Promote consistent signage that directs bicyclists to neighborhood destinations and increases the visibility of the regional bicycle network. 1.1.15. Pursue diverse sources of funding and support efforts to maintain or increase federal, state and local funding for the implementation of Bicycle Master Plan programs and infrastructures. 1.1.16. Ensure that detours through or around construction zones are designed safely and conveniently, and are accompanied with adequate signage for cyclists and motorists. 1.1.17. Coordinate and communicate with affected jurisdictions and agencies regarding bicycle facilities planning and implementation, including Caltrans facilities located in the City. Objective 1.2 Support bicycle- transit integration to improve access to major employment and other activity centers and to encourage multimodal travel for longer trip distances. Policies 1.2.1. Coordinate with transit providers to ensure bicycles can be accommodated on all forms of transit vehicles and that adequate space is devoted to their storage on board whenever possible. 1.2.2. Coordinate with transit agencies to install and maintain convenient and secure short - term and long -term bike parking facilities - racks, on- demand bike lockers, in- station bike storage, and staffed bicycle parking facilities - at transit stops, stations, and terminals. 1.2.3. Encourage the installation of regional on- demand bike lockers that are accessible using a fare payment card that allows users to access a variety of transit modes administered by multiple agencies. 1.2.4. Encourage bicycle - friendly development activity and support facilities, such as bicycle rental and repair, around transit stations. 1.2.5. Provide current and relevant information to bicyclists regarding bike parking opportunities located at transit stations through a variety of formats, such on City websites and regional bike maps. 1.2.6. Provide guidelines regarding bicycle accessibility on transit and widely distribute and publicize these guidelines. 1.2.7. Work with transit operators to develop, implement, maintain, expand, and enforce improved intermodal bicycle access. 1.2.8. Work with transit to Allow cyclists with disabled bicycles (due to mechanical failure or incident) to bring them on transit vehicles, interior space permitting and at the vehicle operator's discretion, when the vehicle either does not have bicycle racks or have racks that are full. Objective 1.3 Encourage the use of bicycles for everyday transportation by ensuring the provision of convenient and secure bicycle parking and support facilities region -wide and promote facilities to the public. Policies 1.3.1. Install and support short -term, long -term, and high capacity bicycle parking within the public right -of -way and on public property, especially in high demand locations, such as near commercial centers. 1.3.2. Encourage the installation of additional bicycle parking at public schools and colleges. 1.3.3. Encourage property owners to install bicycle parking facilities on private property. 1.3.4. Consider a citywide policyto allow private business /property owners to provide bicycle parking in lieu of an automobile parking space in a private off - street surface parking lot. 1.3.5. Provide bicycle parking that is sheltered from inclement weather, where feasible. ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS Table 2 -1 Goals, Objectives, and Policy Actions (continued) 1.3.6. Prepare recommended bicycle parking standards that provide context sensitive solutions for the location and number of spaces that should be provided. 1.3.7. Develop additional guidelines for placement and design of bicycle parking within City rights -of -way. 1.3.8. Adopt bicycle parking ordinances or modify existing sections of the municipal code to encourage bicycle - parking in each individual building of large, multiple - building developments. 1.3.9. Create policies or programs that incentivize building owners and employers to provide showers and clothing lockers along with secure bike parking in areas where employment density warrants. 1.3.10. Provide current and relevant information to cyclists regarding bike parking opportunities throughout the City through a variety of formats. 1.3.11. Consider the installation of bike stations and attended bicycle parking facilities at major events and destinations. 1.3.12. Consider a bike sharing program with distribution stations located in major employment and other activity centers throughout the region. .. 2.0: A Safe Bicycling Environment Create a safe bicycling environment in Newport Beach through comprehensive education of cyclists, pedestrians, motorists, and professionals whose work impacts the roadway environment, enforcement of traffic laws to reduce bicycle related conflicts, and maintenance of bicycle facilities. Objective 2.1 Increase education of bicycle safety through programs and trainings of the general public and City employees. Policies 2.1.1. Create, fund, and implement bicycle- safety curricula and provide to the general public and targeted populations, including tourists, and diverse age, income, and ethnic groups. 2.1.2. Provide bicycle- safety information in languages that are widely used in Newport Beach, including Spanish. 2.1.3. Partner with neighboring jurisdictions and other agents to distribute bicycle- safety education materials. 2.1.4. Encourage schools to develop and provide bicycle- safety curricula for use in elementary, middle, and high schools. 2.1.5. Support programs that educate professional and non - professional motorists, bicyclists, and the general public about bicycle operation, bicyclists' rights and responsibilities, and lawful interactions between motorists and cyclists. 2.1.6. Support marketing and public awareness campaigns aimed at improving safety. 2.1.7. Provide a user education program developed and promoted to encourage proper trail use and etiquette. Objective 2.2 Continue enforcement activities that enhance safety of bicyclists on bike paths and roadways. Policies 2.2.1. Continue enforcement of unsafe bicyclist and motorist behaviors and laws that reduce bicyclist /pedestrian /motorist incidents and conflicts. 2.2.2. Continue enforcement on shared -use and bicycle paths. 2.2.3. Continue bicycle- mounted patrol officers. 2.2.4. Promote efficient mechanisms for reporting behaviors that endanger cyclists. 2.2.5. Continue bicycle theft investigations and encourage more residents to voluntarily register their bikes ALTA PLANNING + DESIGN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Tablet -1 Goals, Objectives, and Policy Actions (continued) Objective 2.3 Maintain bicycle facilities that are clear of debris and provide safe riding conditions. Policies 2.3.1. Establish routine maintenance schedule and standards for bicycle facilities for sweeping, litter removal, landscaping, repainting of striping, signage, and signal actuation devices. 2.3.2. Plan for cyclist safety during construction and maintenance activities. 2.3.3. Encourage and empower citizens to report maintenance issues that impact bicyclist safety. 2.3.4. Establish a routine maintenance program which responds to both citizen and City employee reports. •. 0 of • Develop a region -wide infrastructure and institutional culture that respects and accommodates all users of the road, leading to a more balanced transportation system. Objective 3.1 Integrate consideration of bicycle travel into all roadway planning, design, and construction. Policies 3.1.1. Incorporate the Newport Beach Bicycle Master Plan in whole or by reference into the City's General Plan and amend sections of the General Plan that are relevant to bicycling according to the goals of this Plan. 3.1.2. Ensure that all current and proposed Area Plans' objectives and policies are consistent with the goals of the Newport Beach Bicycle Master Plan. 3.1.3. Support the incorporation of bicycle facilities into other capital improvement projects, where appropriate, to ensure maximum leveraging of funds from outside sources. 3.1.4. Improve the safety of all road users through the implementation of neighborhood traffic calming treatments region -wide. Objective 3.2 Foster community support for bicycling by raising public awareness about bicycling and supporting programs that encourage more people to bicycle. Policies 3.2.1. Support marketing and public awareness campaigns through a variety of media aimed at promoting bicycling as a safe, healthy, cost - effective, environmentally beneficial, enjoyable transportation choice. 3.2.2. Support programs aimed at increasing bicycle trips by providing incentives, recognition, or services that make bicycling a more convenient transportation mode. 3.2.3. Promote bicycling at City- sponsored and public events, such as Earth Day, Bike to Work Day /Month, farmer's markets, public health fairs, art walks, craft fairs, civic events. 3.2.4. Apply for the designation of "Bicycle Friendly Community" through the League of American Bicyclists. 3.2.5. Expand bicycle promotion and incentive programs for City employees to serve as a model program for other Newport Beach employers. 3.2.6. Encourage and promote bicycle related businesses within Newport Beach. Objective 3.3 Continuously monitor and evaluate Newport Beach's implementation progress of Bicycle Master Plan policies, programs, and projects. Policies 3.3.1. Establish a monitoring program or database to measure the effectiveness and benefits of the Newport Beach Bicycle Master Plan. 3.3.2. Track citywide trends in bicycle commuting through the use of Census data, travel surveys, and bicycle counts. 3.3.3. Establish a staff mobility coordinator position to implement the plan. 3.3.4. Ensure that Bicycle Master Plan programs and projects are implemented in an equitable manner, geographically and socioeconomically. 3.3.5. Regularly monitor bicycle safety and seek a continuous reduction in bicycle - related incidents. ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 2.3 Existing Plans and Policies This chapter presents existing plans and policies relevant to the Newport Beach Bicycle Master Plan. It is organized by City of Newport Beach, County of Orange, and other plans and policies. 2.3.1 City of Newport Beach General Plan (2006) The 2006 Newport Beach General Plan is the first comprehensive revision of the City's General Plan in more than thirty years. The General Plan is meant to guide the City toward achieving what the community wants Newport Beach to be now and in 2025. There are four Elements in the General Plan that provide guidance on bicycle planning in the City. These include the Circulation, Recreation, Natural Resources, and Land Use Elements. Circulation Element The Circulation Element states that it aims to be an Element that is friendly to pedestrians and bicycles. The Element includes the City's existing Bikeways Master Plan, which consists of a map of existing and proposed bicycle facilities, as shown in Figure 2 -1, and the following definitions of Bicycle Trails: • Bicycle Lane: A lane in the street, either the parking lane or a separate lane, designated for the exclusive or semi - exclusive use of bicycles. Through travel by motor vehicles or pedestrians is not allowed, vehicle parking may or may not be allowed. Cross flow by motorists to gain access to driveways and parking facilities is allowed. Separation from the motor vehicle travel way is normally by a painted solid stripe. Bicycle lanes and bicycle routes together are also known as Class III bicycle trails. • Bicycle Route: A shared right -of -way for bicycle operation, whether or not it is specified by signs or markings. All main streets and highways by authority of the California Vehicle Code include bicycle routes as defined herein. Bicycle lanes and bicycle routes together are also known as Class 3 bicycle trails. • Bicycle Trail: A pathway designated for the use of bicycles which is physically separated from motor vehicle traffic. Pedestrian traffic may or may not be excluded. Bicycle trails are also known as Class 1 bicycle trails. ALTA PLANNING + DESIGN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS Backbone Bikeway: Backbone bikeways are major through bikeways, as shown on the Master Plan of Bikeways. They are primarily on major roads. Backbone bikeways may connect to regional trails, as shown in the Master Plan. Secondary Bikeway: Secondary bikeways connect to backbone trails and serve cyclists and children riding to and from school. Secondary bikeways may also be a bicycle lane, route, or trail. Image 2 - Newport Beach General Plan, Adopted July 25, 2006 VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS C 6 a L N v h a 3 Y O] t v 6 N m O 4 3 v z N 0) a 7 W CITY OF NEWPORT BEACH BICYCLE MASTER PLAN x v _ 'gm z z Oa z z LL 2 U(D ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN The Bikeways Master Plan map identifies four of the six types of bikeways existing in Newport Beach: Bicycle paths (Class I Bikeways), bicycle lanes (Class II Bikeways), bicycle routes (Class III Bikeways), and bicycle trails (Class IV Bikeways). Class I, II, and III Bikeways are Caltrans definitions to describe the varying levels of separation of bicycle facilities from motor vehicles. Class IV is not a Caltrans term; the City uses it to describe separated unpaved trails designated for the use of bicyclists and pedestrians. In addition to the types of facilities listed above, the City has designated off road facilities in the form of sidewalk bikeways, which provide improved bike safety for recreational riders and children within high use corridors in the vicinity of schools, beaches, and residential neighborhoods. The Circulation Element includes a discussion of the types of bicyclists using the aforementioned facilities. It states: The needs of bicyclists will vary with the function of the trip and the speed and skilllevel of the rider. Those residents who use bicycles daily for their primary means of transportation are concerned with utilizing the most convenient and direct route available to reach their destination. These bicyclists normally will select a route along a primary or a major highway. In contrast, the recreational rider might choose a route for its scenic interest such as a ride on a bike trail separated from vehicular traffic. Thus, it is necessary to provide bicycle facilities for bicyclists along major transportation corridors as well as residential and scenic areas. It is also necessary to provide bicycle facilities which separate faster cyclists from pedestrian travel and slower cyclists, integrating bicycle travel more closely with vehicular traffic, and bicycle facilities which separate slower cyclists from motor vehicle traffic. Table 2 -2 displays policies in the Circulation Element that relate to bicycling in Newport Beach. ALTA PLANNING + DESIGN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS Image 3 - Public enjoyment of Upper Newport Harbor Image 4 - Upper Newport Harbor trailhead at Constellation Drive VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 2 -2 Bicycle - Related Policies in the Circulation Element Recreation Element trails at Crystal Cove State Park. Table 2 -3 identifies CE 5.1.3 Pedestrian Require new development projects to include safe and attractive sidewalks, Improvements in New walkways, and bike lanes in accordance with the Master Plan, and, if feasible, trails. Development Projects this Bicycle Master Plan. CE 5.1.5 Bikeway System Cooperate with state, federal, county, and local agencies to coordinate bikeways and trails throughout the region. CE 5.1.6 Bicycle Supporting Incorporate bicycle and pedestrian facilities in the design plans for new streets and Facilities highways and, where feasible, in the plans for improving existing roads. CE 5.1.7 Bicycle Safety Provide for safety of bicyclists, equestrians, and pedestrians by adhering to current national standards and uniform practices. CE 5.1.8 Bicycle Conflicts with Minimize conflict points among motorized traffic, pedestrians, and bicycle traffic. Vehicles and Pedestrians CE 5.1.9 Integrated Bicycle Coordinate community bicycle and pedestrian facilities in a citywide network for Improvements continuity of travel. CE 5.1.10 Bicycle Trail Signage Develop and implement a uniform signing program to assist the public in locating, recognizing, and utilizing public bikeways and trails. CE 5.1.11 School Access Work with schools to promote walking, biking, safe drop -off, and other improvements. CE 5.1.14 Newport Harbor Trails Develop and implement a long -range plan for public trails and walkways to access and Walkways all appropriate commercial areas of the harbor, as determined to be physically and economically feasible. CE 5.1.16 Bicycle and Pedestrian Provide for the safety of bicyclists and pedestrians through provision of adequate Safety facilities, including maintenance of extra sidewalk width where feasible. CE 6.2.1 Alternative Promote and encourage the use of alternative transportation modes, such as Transportation Modes ridesharing, carpools, van pools, public transit, bicycles, and walking; and provide facilities that support such alternate modes. CE6.2.2 Support Facilities for Require new development projects to provide facilities commensurate with Alternative Modes development type and intensity to support alternative modes, such as preferential parking for carpools, bicycle lockers, showers, commuter information areas, rideshare vehicle loading areas, water transportation docks, and bus stop improvements. Recreation Element trails at Crystal Cove State Park. Table 2 -3 identifies The Recreation Element highlights that bikeways are policies in the Recreation Element that relate to trails, available in Newport Beach for recreation in addition to which can accommodate bicyclists and thus are relevant to transportation. For example, bicyclists use the unpaved this Bicycle Master Plan. Table 2 -3 Bicycle- Related Policies in the Recreation Element R1.4 Density Bonuses Consider development of incentives such as density bonuses for private commercial, office, and other developments to provide usable open space such as rooftop courts, pocket parks, public plazas,jogging trails, and pedestrian trails. R 3.3 Facility Design Design guardrails on parks, piers, trails, and public viewing areas to take into consideration the views at the eye level of persons in wheelchairs. R9.1 Provision of Public Provide adequate public access to the shoreline, beach, coastal parks, trails, and bay, Coastal Access acquiring additional public access points to these areas and provide parking, where possible. 10 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Natural Resources Element VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS The primary objective of the Natural Resources Element roadway space, bicycling is included in this Element is to provide direction regarding the conservation, as a means of preserving natural resources. Table 2 -4 development, and utilization of natural resources. Because identifies policies that reference bicycling in the Natural bicycle infrastructure can reduce the need for paved Resources Element. Table 2 -4 Bicycle- Related Policies in the Natural Resources Element NR 6.4 Transportation Demand Implement the Transportation Demand Management (TDM) Ordinance, which Management Ordinance promotes and encourages the use of alternative transportation modes, and Any bicycle that is attached or fastened to any City property, including a bicycle rack, provides those facilities such as bicycle lanes that support such alternate modes. NR 6.5 Local Transit Agency Collaborate with local transit agencies to: develop programs and educate Collaboration employers about employee rideshare and transit; establish mass transit impounded by the City. Any bicycle which has been impounded by the City and held mechanisms for the reduction of work - related and non - work - related vehicle trips; for ninety (90) days without redemption by or on behalf of the lawful owner thereof promote mass transit ridership through careful planning of routes, headways, shall, if saleable, be sold at such time and place and in such a manner as required by origins and destinations, and types of vehicles; and develop bus shelters, bicycle Civil Code Section 2080 et seq. lanes, and other bicycle facilities. Land Use Element The Land Use Element does not specifically identify linkages between land use planning and bicycle transportation planning, but includes policies that impact bicycle planning. There are many references in the Element to creating walkable neighborhoods with buffers between the sidewalk and street, which can be accomplished through separated bicycle facilities and bike parking. Municipal Code This section presents sections in the Newport Beach Municipal Code that are relevant to bicycling. Relevant ordinances are shown in Table 2 -5. Table 2 -5 Bicycle - Related Municipal Code Ordinances Section Regulation Chapter 11.04: Parks, park facilities, and beaches 11.04.090 Abandoned Any bicycle that is attached or fastened to any City property, including a bicycle rack, Bicycle. or left in a park, park facility, on a beach, or oceanfront boardwalk for a period of forty -eight (48) hours or longer shall be deemed abandoned property and may be impounded by the City. Any bicycle which has been impounded by the City and held for ninety (90) days without redemption by or on behalf of the lawful owner thereof shall, if saleable, be sold at such time and place and in such a manner as required by Civil Code Section 2080 et seq. Chapter 12.16: Enforcement and obedience 12.16.070 Bicycles and Every person riding a bicycle or riding or driving an animal upon a highway shall be Animals. granted all of the rights and shall be subject to all of the duties applicable to the driver of a vehicle by this title except those provisions which by their very nature can have no application. Chapter 12.32: Restricted use of certain streets 12.32.060 Pedestrians and The provisions of Sections 12.32.020' and 12.32.030' shall not apply to pedestrians Bicycles Exempted. or to persons riding bicycles and shall not be used for the purpose of restricting or impairing access to Balboa Island by pedestrians or such persons. 12.32.095 Balboa Peninsula The provisions of Section 12.32.090 shall not apply to pedestrians or to persons riding Traffic Access — Exemptions. bicycles and shall not be used for the purpose of restricting or impairing access to Balboa Peninsula by pedestrians or bicyclists. 'Commercial Vehicles Prohibited From Using Certain Streets — Signposting. 'Exceptions to Balboa Island Restrictions ALTA PLANNING + DESIGN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 2 -5 Bicycle- Related Municipal Code Ordinances Section Regulation Chapter 12.56: Bicycles - Registration and regulations 12.56.025 Voluntary A. Any person who is a resident of the City may apply to the Police Department for a Licensing. bicycle license. B. Fees for bicycle license issuance or renewal, shall be established by resolution of the City Council. Fees shall be waived for all individuals who obtain a bicycle license or renewal at a City sponsored bicycle safety program. 12.56.030 Operating Bicycle C. Prohibition. No person shall operate or ride a bicycle upon any sidewalk in the City. on Sidewalk. D. Exceptions. The provisions of this section shall not apply to: 1. Sidewalks on which bicycles are permitted pursuant to a resolution adopted by the City Council; 2. Tricycles which measure less than one of the following: a. Eighteen (18) inches from ground level to the neck joint, b. Twenty -four (24) inches in width measured from the outer rear wheels, c. Eighteen (18) inches in front tire diameter, or d. Twelve (12) inches in rear tire diameter. 3. To a bicycle operated by any peace officer employed by the City of Newport Beach and acting within the course and scope of his or her employment. 12.56.040 Operating a A. No person shall operate or ride a surrey cycle or pedicab upon any sidewalk, Surrey Cycle or Pedicab. boardwalk or any public pier in the City. B. Any person who operates a surrey cycle or pedicab rental service, shop or facility must inform each person who rents a surrey cycle or pedicab at the time of the rental, in writing, of the restrictions contained in this section. Each rental surrey cycle or pedicab shall be posted to clearly inform each rider of the particular areas in the City where surrey cycles and pedicabs are prohibited. C. Any person who operates a surrey cycle or pedicab rental service, shop or facility, shall affix to each rented surrey cycle or pedicab, a flag of sufficient size and color to increase visibility of the surrey cycle or pedicab. The flag, which shall be of international orange or similar color, and of sufficient size to enhance the visibility of the surrey cycle or pedicab, shall be affixed so that it reaches three feet above the highest portion of the surrey cycle or pedicab. 12.56.050 Designation of The specified portions of the following streets are designated as bicycle lanes and Bicycle Lanes. shall be marked and signed in an appropriate manner. • Southerly side of Cliff Drive from Kings Place to Dover Drive. • Southerly side of Riverside Avenue —Cliff Drive from Coast Highway to El Modena Avenue. • Westerly side of Eastbluff Drive from Back Bay Drive to two hundred (200) feet northerly of Mar Vista Drive. • Southerly side of Vista del Sol from Vista del Oro to Eastbluff Drive. 12.56.060 Obedience to When signs are erected on any street or sidewalk giving notice that a portion of that Signs. street or sidewalk has been designated as a bicycle lane, no person shall drive, park, or operate any vehicle or any bicycle or other wheeled device or conveyance in any manner contrary to the directions posted on such signs. 12.56.070 Placement of Whenever this Code or any ordinance or resolution of the City designates any portion Appropriate Signs. of a street or sidewalk as a bicycle lane, the City Traffic Engineer shall place and maintain signs giving notice thereof, and no such regulation shall be effective unless such signs are in place. 12 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS Table 2 -5 Bicycle - Related Municipal Code Ordinances Section Regulation 12.56.080 Motorized The licensing requirements of this chapter are applicable to motorized bicycles as that Bicycles. term is defined by the California Vehicle Code. Chapter 13.18: Use of public sidewalks for outdoor dining 13.18.025 Outdoor Dining Outdoor dining shall be prohibited on sidewalks designated by City Council resolution Prohibited on Joint Bicycle/ for joint bicycle /pedestrian use. Pedestrian Sidewalks. Chapter 20.44: Transportation demand management requirements 20.44.010 Purpose. The purpose of this chapter is to implement the requirements of Orange County's Congestion Management Program. The requirements of this chapter are intended to: B. Promote and encourage the use of alternative transportation modes, including ridesharing, carpools, vanpools, public bus and rail transit, bicycles and walking, as well as those facilities that support the use of these modes; 20.44.030 Transportation A. Program Preparation. Applicants for projects covered by this chapter shall prepare Demand Management a transportation demand management program applicable to the proposed project Program. that will: 2. Promote and encourage the use of alternative transportation modes (e.g., ridesharing, carpools, vanpools, public transit, bicycles and walking); 20.44.050 Site Development Projects subject to the requirements of this chapter shall be subject to the following Requirements. site development requirements. Required improvements shall be reviewed and approved by the review authority concurrent with other project approvals. B. Bicycle Racks /Lockers. Bicycle lockers or bicycle racks, as determined by the review authority, shall be provided for use by employees or tenants. A minimum of two lockers per one hundred (100) employees shall be provided. Lockers may be located in a required parking space. Newport Banning Ranch Planned Community Development Plan (2011) The Newport Banning Ranch Planned Community (NBR - PC) is a 401 -acre site in unincorporated Orange Couty, in the City's Sphere of influence. Located north of West Coast Highway, south of 19th Street, and east of the Santa Ana River. The Banning Ranch Development Plan establishes appropriate zoning and regulates land use and development consistent with the General Plan for the 41 acres of the site located within the City. The Banning Ranch Development Plan of the NBR -PC establishes land use district designations for open space, park and recreation, visitor - serving resort, residential, commercial, and mixed -use residential /commercial uses for the Project site. The Banning Ranch Development Plan also includes a circulation plan and infrastructure facilities to serve future development. The Bluff Park District (BP) includes 20.9 gross acres to serve as a passive recreational area that allows footpaths, view overlooks, picnic and information gathering areas, a bluff -top trail, and access to a pedestrian and bicycle bridge over the West Coast Highway. The bridge will cross the highway from the south - western edge of the Resort Colony to West Newport Park. The Banning Ranch Development Plan includes a network of new public roadways that provide access from West Coast Highway, 15th Street, 16th Street, 17th Street, and 19th Street. Traffic calming design features are recommended for local roads within the NBR -PC. Figure 2 -2 illustrates the Banning Ranch trails plan. Several of the Districts' regulations include bicycle parking requirements. Within the Visitor - Serving Resort /Residential (VSR /R) Districts, bike racks must be provided at a minimum ratio of one bicycle space per 2,500 gross square feet of commercial area. In Residential Development Districts, a minimum of one bicycle space per ten dwelling units must be provided within multi - family residential projects. At Homeowner Association (HOA) recreation facilities, bicycle racks must be provided as determined at the time of Site Development Review for the facility, and no less than 10 lockable spaces must be provided. ALTA PLANNING + DESIGN 13 VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Figure 2 -2 Newport Banning Ranch Proposed Bicycle Facilities '•wa TO ll and Fai —ew h'eu e 6e,l Pre e a • _r "Sf lines. Q Fn V✓e8r W ccaat XrHhwaY and Y � BeeM � ffJ /l)f /'fF /fl) 11 F 2 m ACOE Wetlands Rigiaanll. Mee LowleM..PreMe Tn Trei "d Preae,ve i8M 6Peel Lawlantl - -r Open Spece Preserve a VemelPmunrem,etivearee A 17th Amal k 'e 3 s y Largeawgn NMUSD _ Sgx Peiking Panda Nauh@ISVee1 eMevl9N BVmRY \ �� ` v \ � grjk m 1.n' 4ing y aF VuaPoM I r ' xccr ONe \ Soullrern Arroyo 5 61reN - ©ae cuxxecnoxa xumu ®rreufl9 - _ a a.wme�wa•i�e u.•wa'wc'npi.a v — emn Paxnwry.e mural 'tll ^Pmgmei w � Lmnm. mxgo. mural �'; � PMing Honk canner commomyP.re svmnamAi•v,vmwe�urrea laa maul ;I � - M,IIh— TnTa BaP.,,a;re.wrea.. M,aa.,,, n..lxarei.l rwn.inmq— RNmaul Sa Ah C—ndt, Pork coxxeerpxx 1Neer 10i Air Ing 6Peree _Nai'n P'*mi —ee mx MOrm1 ev / e ePa. ii—r ree1'amu.a — Ar Wepoeee Peeest CIASI W"ra spwaN Sunset Ridge Park 9 Bvare.lPmiory..a waaaz�mi..1 a enaga onr waarcoPar Lraneny e ay.ix lormixl 9 RA �1 C.... _. � ra..m..P.i ma..l OCEAN � y ses- wxa \\ reNrel \ ® wde Panay Exhibit 4 -1 NEWPORT BANNING RANCH Master Trails and Coastal Access Plan MASTER DEVELOPMENT PLAN Kwt\ 14 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 2.3.2 Orange County Transportation Authority OCTA Commuter Bikeways Strategic Plan (2009) The Orange County Transportation Authority (OCTA) developed the Commuter Bikeways Strategic Plan (CBSP), which outlines OCTA's roles in bikeways planning. These include: Suggesting regional priorities for optimal use by local jurisdictions Assisting in coordinating plans between jurisdictions Providing planning and design guidelines; and Participating in outreach efforts to encourage bicycle commuting There is a chapter discussing each City's bikeway planning and bicycling conditions. Existing and proposed bikeways in Newport Beach are shown in Figure 2 -3. OCTA Districts 1 and 2 Bikeways Strategy (2013) The Regional Bikeways Planning effort led by the Orange County Transportation Authority (OCTA) plans to expand upon the 2009 OCTA Commuter Bikeways Strategy Report to identify potential regional bikeway improvements in Supervisorial Districts 1 and 2 (which include Newport Beach). While this planning process has been initiated and coordinated by OCTA, local jurisdictions will bring projects from concept to construction. Phase 1 of the effort is the Bikeways Strategy. The Strategy identifies regional bikeway corridors that connect to major activity centers including employment areas, transit stations, colleges and universities. The regional bikeway corridors have been identified based on consensus - building and facilitation efforts. In Phase 2, feasibility studies will be developed to provide design recommendations to the local jurisdictions. The Strategy aims to enhance community interaction and provide increased travel choices for a variety of residents within northwestern Orange County. The integrated planning effort establishes routes for focused attention to improve bikeways for cyclists of all skill levels, coordinate cross - jurisdictional efforts, and serve major destinations and employment centers. The coordinated efforts by OCTA and member agencies can result in improved bicyclist safety, reduced automobile trips, reduced fuel consumption and emissions, and improved community health outcomes. VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS A total of eleven regional bikeway corridors are proposed, three of which are partially within Newport Beach. The corridors include key connections to existing regional bikeway routes, as well as to major destinations within the districts. The corridors in Newport Beach are discussed below and shown in Figure 2 -4. Corridor B: Bristol -Bear This primarily north -south corridor runs from the Santiago Creek Trail in the north to the Upper Newport Bay trail system in Newport Beach. The corridor would utilize Bear Street to cross over the 1 -405 freeway and under the SR -73 freeway and Bristol Street to cross under the SR -55 freeway. The Bristol -Bear corridor would link with the PE ROW and Slater - Segerstrom corridors. The Bristol -Bear corridor is 12.2 miles long, with 2.8 miles of the route already possessing bikeway facilities of some type. The corridor will provide access to the Santiago Creek Trail and the Newport Back Bay trails. Corridor C: Pacific Coast Highway The Pacific Coast Highway (PCH) corridor runs primarily along State Route 1 from Seal Beach to Newport Beach. PCH within the Strategy study area is primarily within the State of California's jurisdiction and is operated/ maintained by Caltrans, except for the section between Jamboree Road and Newport Coast Drive in the City of Newport Beach. The proposed corridor would both create many miles of new bikeways and enhance existing Class II on- street facilities. Major destinations along the PCH corridor include the Newport Beach Peninsula, Upper Newport Bay, and beaches and coastal parks. Corridor K: Indianapolis- Fairview This corridor forms a loop that connects to the PCH corridor in downtown Huntington Beach and Newport Beach at Back Bay, while also crossing near recreational and civic uses in Costa Mesa. The Indianapolis- Fairview corridor provides an inland bicycle route for the coastal cities of Huntington Beach, Costa Mesa, and Newport Beach, better serving residential neighborhoods. The corridor serves Upper Newport Bay, Newport Harbor High School, and PCH. ALTA PLANNING + DESIGN is VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS 16 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN t r S ALTA PLANNING + DESIGN m O °' N O O X w a CL (n cn U) cn (n U) m cm m U U U ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN _ s S o ; _ E _ Zo - i illllllllll m H V O �/\ 3 a I _ i z a z 0 ALTA PLANNING + DESIGN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS Destination 2035: Long Range Transportation Plan (2010) The 2010 Long -Range Transportation Plan (LRTP) is OCTA's vision of how people, goods, and services will use the transportation system for work, commerce, school, and recreational travel. Goals and objectives have been developed that address travel needs and challenges associated with providing a balanced transportation system that meets the future needs of the residents, workers, and visitors. The three overarching goals identified in the LRTP include: Expand Transportation System Choices Improve Transportation System Performance Ensure Sustainability The LRTP recommends providing funding for local jurisdictions to implement and expand bicycle facilities and infrastructure as a means of transportation demand management, noting one of its achievements is planning to increase bicycle facility miles to over 75 percent above 2008 levels.00TA's ongoing role in regional bikeways planning includes the following: Promoting the consideration of bicyclists within environmental and planning documents prepared by local agencies Maintaining the countywide bicycle transportation plan Encouraging local agencies to coordinate their bikeways planning efforts with the CBSP Working with local agencies to submit projects for state, federal and local funding opportunities as these become available The LRTP highlight's OCTA's role in the CBSP, stating OCTA will continue to support bicycle commuting by providing amenities on buses (e.g. racks) and encouraging cities and the County to adopt policies that promote investment in bicycle amenities, increases in bicycle infrastructure, and promotion of programs that encourage or incentivize bicycle travel. OCTA will also encourage multi -modal transportation hubs, including bicycle parking and rental onsite. The LRTP is currently being updated by OCTA. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 2.3.3 Southern California Association of Governments (SCAG) SCAG Regional Transportation Plan/ Sustainable Communities Strategy (2012) The Regional Transportation Plan (RTP) has the primary goal of increasing mobility for the region's residents and visitors. The Sustainable Communities Strategy (SCS), part of the RTP, demonstrates the region's ability to attain and exceed the GHG emission - reduction targets set forth by the ARB. The 2012 -2035 RTP /SCS includes a strong commitment to reduce emissions from transportation sources to comply with SB 375, improve public health, and meet the National Ambient Air Quality Standards as set forth by the federal Clean Air Act. Its emphasis on transit and active transportation will allow residents to lead a healthier, more active lifestyle. The RTP /SCS contains a host of improvements to the region's multimodal transportation system, including increasing bikeways from 4,315 miles to 10,122 miles, bringing a significant amount of sidewalks into compliance with the Americans with Disabilities Act (ADA), safety improvements, and various other strategies. Figure 2 8 shows proposed bikeways in the SCAG planning region. The following are policies and goals related to preparation of the Newport Beach Bicycle Master Plan: • Policy 4: Transportation demand management (TDM) and non - motorized transportation will be focus areas, subject to Policy 1 • Goal: Encourage land use and growth patterns that facilitate transit and non - motorized transportation • The entire RTP /SCS can be found at: http: / /rtpscs. scag.ca.gov/Pages/default.aspx 18 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 3 Z 6 Y m Q O cc Q N N 3 O{ a u a 'o u °e m F i N 41 f' p -s' — - -- - —" 1 -4 9 J {7 r a_ r i a o a7 W 1� f;1 7 VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS � {a jU .I -reaeg e{ueg ALTA PLANNING + DESIGN P? G� C � T 3 d m Y w m 9 N L ' 3 0 $ r Y � T w W Q W 3 N i. I VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS 2.3.4 State of California SB 99/AB 101 — California Active Transportation Program (2013) On September 26, 2013 the Governor of California signed legislation creating the Active Transportation Program (ATP). The ATP essentially consolidates several previously separate active transportation funding sources, including the state's Bicycle Transportation Account, Safe Routes to School, and Transportation Alternatives Program (except for Recreational Trails Program funds). The first grant cycle was open in Spring 2014, and it is expected that the next cycle will be open in Spring 2015. Background: The goals of the Active Transportation Program are to: • Increase the proportion of biking and walking trips. • Increase safety for non - motorized users. • Increase mobility for non - motorized users. • Advance the efforts of regional agencies to achieve greenhouse gas reduction goals. • Enhance public health, including the reduction of childhood obesity through the use of projects eligible for Safe Routes to Schools Program funding. • Ensure disadvantaged communities fully share in program benefits (25% of program). • Provide a broad spectrum of projects to benefit many types of active transportation users. The Active Transportation Program is funded from various federal and state funds appropriated in the annual Budget Act. These are: 100% of the federal Transportation Alternative Program funds, except for federal Recreation Trail Program funds appropriated to the Department of Parks and Recreation. $21 million of federal Highway Safety Improvement Program funds or other federal funds. • State Highway Account funds. In addition to furthering the goals of this program, all Active Transportation Program projects must meet eligibility requirements specific to the Active Transportation Program's funding sources. Matching Requirements No match from project sponsors is required for the Active Transportation Program funds awarded in the statewide competitive, small urban, or rural programs. The match required for federal funding may be met through the use of toll credits, through State Highway Account Funds in CITY OF NEWPORT BEACH BICYCLE MASTER PLAN the Active Transportation Program, or through the use of other non - federal funds committed to the project. Large MPOs, in administering a competitive selection process, may require a funding match for projects selected through their competitive process. While the statewide competitive program does not require matching funds, applicants from within a large MPO should be aware that the requirements in these two competitions may differ. For more information on the Active Transportation Program: http://www.dot.ca.gov/hq/LocalPrograms/atp/index.html AB 1371 - Three Feet for Safety Act (2013) Signed by the Governor in September 2013, the Three Feet for Safety Act requires drivers who pass cyclists from behind to provide at least 3 feet of clearance. However, if traffic or roadway conditions prevent motorists from giving bicycle riders 3 feet of clearance, drivers must "slow to a speed that is reasonable and prudent" and wait to pass the cyclist only when doing so does not endanger the bicycle rider. The Act makes a violation of these provisions an infraction punishable by a $35 fine. The Act also requires the imposition of a $220 fine on a driver if a collision occurs between a motor vehicle and a bicyclist causing bodily harm to the bicyclist, and the driver is found to be in violation of Act's provisions. The law took effect on September 16, 2014. For complete text of the bill: http: / /leginfo.legislature. ca.gov /faces /bi II NavClient.xhtml ?bil I_id= 201320140AB1371 AB 417 — Bicycle Transportation Plans Exempted from CEQA (2013) In 2013, California State legislators passed Assembly Bill No. 417, an exemption for bicycle transportation plans from CEQA requirements. This key legislation alleviates the legal and financial burden associated with preparing Environmental Impact Reviews (EIRs) for bicycle transportation projects. It also reduces individuals' ability to hinder the development of bicycle facilities through the courts. Generally speaking, AB 417 helps to streamline the process of designing and implementing bicycle transportation projects. California Green Building Code (2011) The California Green Code includes standards for bicycle parking requirements for new development. The California Green Code requirements are presented in Table 2 -6. 20 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS Category Bicycle Parking and Changing Rooms Table 2 -6 California Green Code Bicycle Parking Requirements Description Comply with sections 5.106.4.1 and 5.106.4.2; or meet local ordinance or the University of California Policy on Sustainable Practices, whichever is stricter. Short -Term Bicycle If the project is expected to generate visitor traffic, provide permanently anchored bicycle Parking racks within 100 feet of the visitors' entrance, readily visible to passers -by, for 5 percent of visitor motorized vehicle parking capacity, with a minimum of one two -bike capacity rack. Long -Term Bicycle For buildings with over 10 tenant - occupants, provide secure bicycle parking for 5 percent Parking of motorized vehicle parking capacity, with a minimum of one space. Acceptable parking facilities shall be convenient from the street and may include: • Covered, lockable enclosures with permanently anchored racks for bicycles • Lockable bicycle rooms with permanently anchored racks • Lockable, permanently anchored bicycle lockers Image 5 - The new Civic Center was constructed consistent with the California Green Code and attained a LEED Gold rating. AB 1358 - California Complete Streets Act of 2008 The 2008 California Complete Streets Act requires that municipalities, "upon any substantive revision of the circulation element of the general plan, modify the circulation element to plan for a balanced, multimodal transportation networkthat meets the needs of all users of streets, roads, and highways, defined to include motorists, pedestrians, people bicycling, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation, in a manner that is suitable to the rural, suburban, or urban context of the general plan." For more information: opr.ca.gov /docs /Update_GP_ Guidel ines_Complete_Streets.pdf Caltrans Deputy Directive DD -64 -R7 - Complete Streets - Integrating the Transportation System (2008) Following passage of the State's Complete Streets Act, Caltrans adopted its own Complete Streets policy, which requires Caltrans to provide "for the needs of travelers of all ages and abilities in all planning, programming, design, construction, operations, and maintenance activities and products on the State Highway System." The Caltrans policy is supported by Federal law requiring safe accommodation for all users and State law that Caltrans provide an integrated multi -modal system. It also helps local governments meet their requirement under State law (AB 1358) to include Complete Streets in their General Plans. ALTA PLANNING + DESIGN 21 VISION, GOALS, OBJECTIVES, AND POLICY ACTIONS State and federal laws require the Department and local agencies to promote and facilitate increased bicycling and walking. The California Vehicle Code (CVC) (Sections 21200- 21212) and the Streets and Highways Code (Sections 890 - 894.2) identify the rights of people bicycling and walking and establish legislative intent that people of all ages using all types of mobility devices are able to travel on roads. People bicycling and walking and other non - motorized travelers are permitted on all State facilities, unless expressly prohibited (CVC, section 21960). Therefore, the Department and local agencies have the duty to provide for the safety and mobility needs of all who have legal access to the transportation system. Department manuals and guidance outline statutory requirements, planning policy, and project delivery procedures to facilitate multimodal travel, which includes connectivity to public transit for people bicycling and walking. In many instances, roads designed to Department standards provide basic access for bicycling and walking. This directive does not supersede existing laws. To ensure successful implementation of "complete streets,' manuals, guidance, and training will be updated and developed. More information can be found at: http://www.dot.ca.gov/hq/tpp/0ffices/ocp/complete- streets.htmi SB 37S - Sustainable Communities and Climate Protection Act of 2008 The Sustainable Communities and Climate Protection Act (SB 375) supports the State of California's climate action goals to reduce greenhouse gas (GHG) emissions through coordinated transportation and land use planning with the goal of fostering more sustainable communities. Under SB 375, the California Air Resources Board (ARB) sets regional targets for GHG emissions reductions from passenger vehicle use. In 2010, ARB established these targets for 2020 and 2035 for each region covered by one of the State's metropolitan planning organizations (MPO); the Southern California Association of Governments (SCAG) is the MPO covering the San Gabriel Valley. SCAG has prepared a "sustainable communities strategy' (SCS) to guide regional efforts to meet GHG emission reduction targets. Encouragement of non - motorized transportation modes is one tactic to lower transportation - related emissions. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN SB 375 also establishes incentives to encourage local governments and developers to implement the SCS. For instance, developers can get relief from certain environmental review requirements under the California Environmental Quality Act (CEQA) if their new residential and mixed -use projects are consistent with a region's SCS that meets the targets (see Cal. Public Resources Code §§ 21155, 21155.1, 21155.2, 21159.28.). For more information, visit: http: / /www.arb.ca.gov /cc/ sb375 /sb375.htm AB 32 - Global Warming Solutions Act of 2006 In 2006, the California Legislature passed and the Governor signed the Global Warming Solutions Act, which sets the 2020 greenhouse gas emissions reduction goal into state law. It also directed the California Air Resource's Board to develop action plans for meeting those GHG reduction targets. SB 375, adopted in 2008 to require coordination of transportation and land use planning, is one of the tools supporting ARB's goals. More information on AB 32, including a timeline for implementation, is available on the ARB's website: http://www.arb.ca.gov/cc/ab32/ab32.htm 22 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 3.1 Setting and Land Use 3.1.1 Setting The City of Newport Beach is located on the coast of Orange County. It is bordered by Costa Mesa, Irvine, Huntington Beach, and Laguna Beach. The City has an estimated population of 85,323' people. The purpose of this chapter is to identify the existing bicycling conditions in Newport Beach. 3.1.2 Land Use Figure 3 -1 presents Newport Beach's land use map. Single - family unity residential homes account for approximately 34 percent of the City's land area while eight percent is occupied by multi - family buildings. Parks, open space, and recreational facilities account for approximately nine percent of land. Commercial and office land uses each account for approximately four percent of the City. This land use pattern makes Newport Beach a place where people can both live and work. In addition to accommodating residents, the vast amount of commercial designations, parks, open space, and recreational facilities make the City a tourist destination. Image 7 - Corona Del Mar Christmas Walk ' 2008 -2012 American Community5urvey, 5 -Year Estimates EXISTING CONDITIONS Image 6 - Crystal Cove State Park Image 8 - Fashion Island is a regional shopping center, attracting visitors from outside of the City. ALTA PLANNING + DESIGN 23 EXISTING CONDITIONS N N N a c a z V a co 0 3 v 2 M d a 3 01 LL 24 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 3.2 Existing Bicycle Facilities and Programs As defined by the League of American Bicyclists, bicycle - friendly cities demonstrate achievements in each of five categories, often referred to as the Five E's of bicycle planning. The Five E's are: • Engineering • Encouragement • Education Enforcement Evaluation Engineering includes bicycle facilities, bicycle parking, signage, and maintenance. The other four E's are categorized as programs: encouragement, education, enforcement, and evaluation. Programs are a great way to maximize use of bicycle facilities. Production of bike maps and creation of special events encourage people to ride bicycles. Education programs improve safety and awareness. Programs that enforce legal and respectful driving and bicycling make novice bicyclists feel more secure. Evaluation programs provide a method for monitoring improvements and informing future investments. Collectively the Five E's can enhance the bicycling experience in Newport Beach. Analysis of Newport Beach's existing facilities and programs within the framework of the Five E's is one way to assess the City's bicycle - friendly status. The City of Newport Beach has a growing network of bicycle paths, lanes, and routes throughout the City. Programs to support bicycling have also been implemented by the City. This section presents existing facilities and programs in order to identify where new facilities are needed and what programs will better support bicycling throughout the City. 3.2.1 Engineering Existing Bicycle Facilities This report refers to standard bikeway definitions identified by Caltrans in Chapter 1000 of the Highway Design Manual (Caltrans HDM). Additional concepts for bicycle facilities have been promoted and implemented throughout the United States; however, they have not been adopted for use in the Caltrans HDM. Upon preparation of the proposed network for the City, new bicycle facilities and concepts will be further discussed related to applicability and liability. The City currently has EXISTING CONDITIONS approximately 84 miles of bicycle facilities including Class I shared -use paths, Class II bike lanes, and Class III bike routes. Figure 3 -2 illustrates the three types of standard bikeways that currently exist in the City. The existing network is fairly well- connected, providing access to popular commercial areas, destinations, and employment centers. The existing bicycle facilities enable bicyclists to not only travel within Newport Beach, but to surrounding cities as well. Consistent with City Municipal Code Section 12.56.30 and City Council Resolution 82 -148, bicycle riding is allowed on various sidewalks throughout the City such as Eastbluff Drive, Marguerite Avenue, and Coast Highway. Appendix A provides a list of locations where sidewalk riding is permitted per Municipal Code Section 12.56.30 and City Council Resolution 82 -148. Additional locations allow sidewalk cycling, indicating an update to the current resolution is needed. Table 3 -1 shows the existing mileage for each type of facility. Figure 3 -3 displays the existing bikeway network. Table 3 -1 Mileage of Existing Bicycle Facilities Facility Type Class I Shared-Use Paths Mileage 18.9 Class II Bike Lanes 40.4 Class III Bike Routes 8.1 Sidewalks — Bicycle Riding Allowed 25.5 Total 92.9 Image 9- Bicycle crossing signage on Balboa Peninsula ALTA PLANNING + DESIGN 25 EXISTING CONDITIONS Figure 3 -2: Caltrans Bikeway Classifications SHARED -USE PATH NQ MQTQR VEHICLES Provides completely separated right -of -way for exclusive use by bicycles and pedestrians with cross-flow minimized BIKE LANE BIKE LANE Provides striped lane for one -way bike travel on a street or highway BIKE ROUTE CITY OF NEWPORT BEACH BICYCLE MASTER PLAN V- 10'¢ypical width T graded shoulders rec ulreci Provides for shared - use with motor vehicles, typically on lower volume roadways share 1 1, (ml Lane Lane to W-S' inn curb & gutter) Shoulder Iravel navel Shoulder 4'min Lane Lane 4'min sources: Caltrans Highway Design Manual (2013), Federal Highway Administration's MUTCD (2009), California MUTCD (2012). Graphic refined for use in Newport Beach. 26 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN EXISTING CONDITIONS As shown in Table 3 -1, slightly less than half of the 1. The Marine Avenue bridge linking to Balboa Island existing bikeway mileage within the City are on- street allows bicyclists to ride on the sidewalk. Ramps are bike lanes (Class II). A few locations have unique bicycle provided on the north side of the bridge to guide facilities that do not match the standard bikeway cyclists on /off the sidewalk. Signs are provided on the definitions discussed above. The following is a list of south side of the bridge reminding cyclists to not ride unique bicycle treatments within the City: on the sidewalks on Balboa Island. Image 10 - Striping on the west side of the Marine Avenue bridge Bicycle Facilities Image 11 - Ramps on the east side of the bridge 2. A Contra -Flow bike lane located on Seashore Drive between Orange Street and 32nd Street allows bicyclists to ride two -way on a street restricted to one -way southbound travel for automobiles. Image 12 - Contra -Flow lane on 32 "d Street Image 73 - Contra -Flow bike lane on Back Bay Drive ALTA PLANNING + DESIGN 27 EXISTING CONDITIONS 3. A Contra -Flow bike lane located on Back Bay Drive between Shellmaker Road and Eastbluff Drive allows bicyclists to ride two -way on a street restricted to one - way northbound travel for automobiles. 4. On- street bike lanes are provided on Irvine Avenue near Newport Harbor High School and Ensign Middle School, however, on- street parking is allowed between Cliff Drive and 151h Street. On- street parking is restricted during the morning school commute approaching the school and during the afternoon school commute leaving the school to facilitate school - related bicycle travel. This bicycle lane configuration is identified in the Caltrans Highway Design Manual (HDM) where the vast majority of bicycle travel would occur during the hours of the parking prohibition. 5. The City has painted sharrows on a few roadways with Class III routes. Sharrows, or shared lane markings, are roadway stencils used to encourage bicycle travel and proper positioning within the lane by cyclists. Sharrows are located on Coast Highway in Corona del Mar, and along Bayside Drive between El Paseo and Carnation Avenue. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Image 14 -On- street parking and bike lane on Irvine Avenue Image 15 - Sharrows located along Coast Highway in Corona del Mar 28 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 6. Bicycle lanes are provided on either side of the Via Lido Bridge and an extension to the bridge has been added on the north side serving pedestrian travel. Signage is provided directing cyclists to use the sidewalk on the north side of the Via Lido Bridge. Image 16 - Bike lane on the west side of the Via Lido Bridge EXISTING CONDITIONS Image 17- Signage on Via Lido Bridge The Ocean Front Trail provides a shared -use path between 36" Street and E Street on Balboa Peninsula. A walk zone prohibits bicycling through the plaza at the base of the Newport Pier, and bicycle traffic is directed through the parking lot between 23rd Street and 211t Place. Signage and pavement markings are provided to identify a speed limit for cyclists, and to remind users that the facility is shared by multiple user types and to encourage p appropriate trail etiquette. Image 18 - Signage and striping on Ocean Front Trail ALTA PLANNING + DESIGN 29 EXISTING CONDITIONS O d z Ol U U C1 CP C N W M �1 d i CA iL CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 30 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Signage The California Manual on Uniform Traffic Control Devices (CA MUTCD) and the CA HDM outline the requirements for bikeway signage. The Bike Lane Sign (R81) is required at the beginning of each designated bike lane and at each major decision point. The Bike Route Sign (D11 -1) is required on Class III facilities. Shared -use paths require additional standardized signs to help manage different user groups. The City has installed CA MUTCD standard signs along the appropriate bikeways. In addition to standard CA MUTCD signs, various warning, informational and regulatory signs have been installed. Signs located along the Ocean Front Trail inform trail users of bicycle cross - traffic. Advisory signs indicating to bicyclists to "Watch Downhill Speed" are located on steep downhill sections of Newport Coast Drive, Ridge Park Road, Vista Ridge Road, and San Joaquin Hills Road. Informational signs have been installed on Bayside Drive to increase awareness for use of the sharrows. Where bicycles are allowed on sidewalks, the City has installed signage indicating to bicyclists that they are allowed to do so. Appendix A provides a list of locations where sidewalk riding is allowed. Wayfinding signage has also been installed along populartrails such as the Back Bay Loop and the Mountains to Sea Trail. sidewalk on Eastbluff Road EXISTING CONDITIONS BIKE LANE M D11 -1 Image 79 - Caltrans Bikeway Signs Image 27 - Wayfinding with logos direct bicyclists to local trails ALTA PLANNING + DESIGN 31 EXISTING CONDITIONS Bicycle Parking Bicycle storage can range from a simple and convenient bicycle rack to storage in a bicycle locker or cage that protects against weather, vandalism and theft. The City does not currently have an inventory of existing bicycle parking locations. Short -term bicycle racks can be found at some major destinations, including racks at the Newport Pier, along the Ocean Front Trail on the Image 22 - New bicycle rack in Corona del Mar Image 23 - New bicycle racks at 1511 Street on the Peninsula CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Peninsula, Fashion Island, and most parks throughout the City. Custom bike racks have been installed in Corona del Mar Village and at the 1511 Street public pier. Many bicyclists resort to securing their bike to street fixtures such as trees, lights, telephone poles, and parking meters when sufficient parking facilities are not provided. Image 24 - Bicycles secured to street fixtures Image 25 - Short -term bicycle parking at Newport Pier 32 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN End -of -Trip Facilities The presence and quality of trip -end facilities (e.g., showers, lockers, and changing facilities) can greatly influence a person's decision to complete a trip via bicycle. These facilities enable cyclists to change into work attire (especially after riding in wet or hot conditions). The City has incorporated trip -end facilities into new municipal buildings, such as the new Civic Center, but currently does not have an inventory of existing end -of -trip facilities. Bicycle Signal Detection Bicycle detection at actuated traffic signals allows bicyclists to trigger a green light, even when no motor vehicle is present. California Assembly Bill 1581 requires all new and replacement actuated traffic signals' to detect bicyclists and to provide sufficient time for a bicyclist to clear an intersection from a standing start. Caltrans Policy Directive 09 -06 clarifies the requirements and permits any type of detection technology. The most common technologies are in- pavement loop detectors and video detection. More recently, microwave detection has been used to detect and differentiate between bicyclists and motor vehicles. Current traffic signals have Bicycle Push Buttons that can be actuated by a cyclist to provide the green phase. The City complies with the Caltrans Policy Directive by installing detector loops designed to detect bicycles during pavement rehabilitation and traffic signal upgrade projects. Traffic signal timing is reviewed and updated as necessary through traffic signal corridor timing projects, such as the Traffic Signal Modernization Project and the Orange County Transportation Authority (OCTA) Traffic Light Synchronization Projects. EXISTING CONDITIONS The City is currently reviewing other bicycle - capable technologies, such as video and radar detection for future inclusion into the traffic signal system. Multi -Modal Connections Integrating bicycling into daily transit trips offers an efficient means of traveling using multiple modes of transportation. Approximately eight percent of residents use public transit to commute to work or school. Newport Beach is served by multiple Orange County Transportation Authority (OCTA) bus routes, providing access to major shopping and commercial areas, as well as the beach. The Newport Transportation Center, located at 1550 Avocado Avenue, serves as a hub for transit routes in the City of Newport Beach. All OCTA buses are equipped with bicycle racks located at the front of the vehicle that can carry two bicycles at a time. Figure 3 -4 displays the transit routes and stops that serve Newport Beach. The University of California, Irvine (UC Irvine) provides the Anteater Express shuttle service free of charge for students and faculty between the UC Irvine campus and Newport Beach. The Anteater Express Newport Beach route travels on Bison Avenue, Jamboree Road, Coast Highway, Newport Boulevard, and Balboa Boulevard. The Anteater Express shuttle service runs Monday through Friday, and the shuttles include bike racks. In addition to bus routes, the Balboa Island Ferry runs from the Balboa Peninsula to Balboa Island. The ferry runs each day from 6:30 AM to 12:00 AM, docking about every five minutes. Bicycles are allowed onboard, providing bicyclists with easy access to Balboa Island. Image 26 - Bicycles are allowed on board the Balboa Island Ferry 2 Actuated traffic signals stay red until the signal detects a car or bicyclist that is waiting for the light to turn green. ALTA PLANNING + DESIGN 33 EXISTING CONDITIONS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 34 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Maintenance Street maintenance programs aid in the quality and longevity of bicycle facilities. The City currently has a Street Maintenance program that provides staff with guidelines to inspect, schedule, and repair City streets, alleys, and bike trails. The program provides maintenance of signs, pavement markings, curb markings, street name signs, and roadway striping. In addition to as- needed repairs, the program annually repaints school pavement legends and inspects school regulatory and warning signs. Street sweeping occurs twice a month for 239 miles of streets and 33 miles of alleys. The Capital Improvement Program (CIP) serves to develop and construct major public improvements and address significant maintenance items. The CIP prioritizes and allocates funding for large scale projects including roadway resurfacing, repair projects, and improvements within the City. 3.2.2 Education Same Rules Same Road Campaign The City's Same Rules Same Road program includes street light banners, Sharrow informational business cards, and a website. As part of this program, The Bike Safety website provides resources to community members for information about bicycling in Newport Beach. The website includes: Bicycle trails map • Bicycle Master Plan Oversight Committee (BMPOC) information and agendas • City Council staff reports relevant to bicycling • Safety Guidelines for Bicyclists and Motorists brochure A tentative list of potential bicycle safety improvements California Driver Handbook sections: Sharing the Road and Traffic Lanes Information about the Bicycle Safety Improvement Fund A copy of the Safety Guidelines for Bicyclists and Motorists brochure is provided in Appendix B. EXISTING CONDITIONS 3.2.3 Encouragement Citywide Bicycle Route Map The City created a GIS -based bicycle route map that is currently posted on the City's website. Staff is soliciting comments and questions from the public on the map, its contents, or additional bike - related information. Memorial Bike Ride and Bicycle Safety Improvement Fund On October 28, 2012, the City hosted the Memorial Bike Ride to pay tribute to cyclists that had recently perished in cycling incidents in Newport Beach. The community- raised funds raised for this ride were matched by the City at a 3 to 1 ratio and put into a special Bicycle Safety Improvement Fund. Image 27- Sharrow Informational Business Card (front and back) ALTA PLANNING + DESIGN 35 EXISTING CONDITIONS Bike to Work Day /Month The City currently hosts an annual Bike to Work Day every May to promote the enjoyment and benefits of bicycling to work. The City should look for more opportunities to promote bicycling for work commutes throughout Bike Month in May. In addition, OCTA hosts an annual Bike Rally for Bike to Work Month every May. BikeNewportBeach Neighborhood Bike Rides In fall 2013, BikeNewportBeach.org has organized multiple family - friendly neighborhood bike rides with help from local bike shops and the City Parks and Recreation Department. The first ride was the Saturday before Halloween in Corona del Mar, while the second ride was the Wednesday before Thanksgiving, with both starting at the Civic Center. A third ride, the Harbor View Holiday Lights Ride, was organized on December 23rd and was oriented towards viewing holiday decorations and lights in the Harbor View neighborhood. Image 28 - Harbor View Holiday Lights Ride Image 29 - Decorated home visited during Holiday Lights Ride CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 3.2.4 Enforcement Bicycle Safety Operation The Newport Beach Police Department (NBPD) conducts specialized Bicycle Safety Operations annually. This enforcement campaign targets vehicle, bicycle and pedestrian safety. The goal of this program is to educate bicyclists about how to safely and legally use the roads. In addition to bicyclists, this program seeks to educate motorists how to share the roadway with bicyclists and pedestrians. The NBPD provides additional enforcement programs that help with bicycle and motorist safety in the City such as Driving Under the Influence (DUI) checkpoints, texting /cell phone enforcement activities, and school liaisons. Police Department Activity in the schools includes Bike Rodeos, which are educational activities to teach school -age children safe cycling habits and minor bicycle maintenance, and assignment of a School Resource Officer to each public high school and middle school. By educating roadway users about the rules, laws and safe behaviors, and enforcing them, bicycle and pedestrian incidents can be reduced. The Police continue enforcement of Municipal Code violations in order to maintain safe operations. An Administrative Citation carries a $100 fine for a first offense in one year. Bicycle Registration Program The City currently provides a voluntary bicycle licensing program for any resident of Newport Beach, with licenses available at both the Police Department and Fire Department for $2.00 each. Residents are encouraged to license their bicycles with the City to aid law enforcement in the recovery of stolen bicycles. 3.2.5 Evaluation Bicycle Master Plan Oversight Committee The Bicycle Master Plan Oversight Committee ( BMPOC) was established in 2013, composed of seven community members appointed by the Mayor and ratified by City Council, The Chair of the Committee is a City Council member appointed by the Mayor. The Committee was tasked with review and to give input, guidance, and a public forum for the preparation of the Bicycle Master Plan. City staff members from the Public Works Department, Community Development Department, and Police Department attend the BMPOC meetings. Each Committee meeting was advertised and opened to the public. 36 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN EXISTING CONDITIONS Citizens Bicycle Safety Committee Table 3-2 Completed Projects /Actions 2009 -2014 The Citizens Bicycle Safety Committee (CBSC) was established in 2010 and sunset in 2013. The CBSC reviewed existing bicycle infrastructure and identified potential improvements to promote bicycling and encourage safe use of the roadways. A key accomplishment of the CBSC was the installation of sharrows on Coast Highway in Corona del Mar. Along with the sharrows, an outreach and education program was implemented to teach local cyclists about their benefits and use. The CBSC prepared the 2012 annual report which is included in Appendix C. Survey of Newport Beach Bicycle Rental Shops CBSC member Michael Alti conducted a survey of bicycle rental shops in Newport Beach in September, 2012. Owners and /or representatives of eight rental shops on the Peninsula were interviewed. The purpose of this survey was to determine safety measures or instructions provided by the shops, obtain demographics or statistics about customers and history of accidents, and determine their impressions of bicycle safety in Newport Beach. Task Force on Cycling Safety The Task Force was established in 2009, made up of six citizens, all local cyclists. Other participants included the City's Traffic Engineer, representatives of the Police Department, the Public Information Officer, representatives of the Orange County Bicycle Coalition, and other members of the public. The Task Force was asked to make recommendations to improve safety for bicyclists on the roads, encourage cyclists to abide by the laws, and encourage motorists to be respectful of bicyclists' rights. The Task Force created a Final Report with recommendations to the City, which is included in Appendix D. 3.3 Past Bicycle - Related Projects The City has completed numerous bicycle facility improvements in recent years. Table 3 -2 shows the completed actions /projects from 2009 to 2014. A more detailed list, as well as planned projects with cost estimates, can be found in Appendix E. Description Ocean Front Signage Improvements Completion Date Fall 2009 Bayside Drive Sharrows Fall 2010 Bicycle Downhill Advisory Signs Spring 2011 Castaways Trail Improvements Summer 2011 Fernleaf Ramp Sign Revisions Fall 2011 Remove Raised Pavement Markers Fall 2011 Bayside Drive Bike Ramp Improvements Fall 2011 Bonita Canyon Drive Bike Lane Improvements Winter2011 Coast Highway Bike Lane Improvements Winter 2011 Coast Highway Alternate Bike Route Winter 2012 Newport Center Bike Lane Installation Spring 2012 Coast Highway Bike Lane Improvement at Jamboree Road Fall 2012 Coast Highway Corona del Mar Sharrow Project Fall 2012 32nd Street Bike Lane Project Spring 2013 Avocado Avenue Bike Lane Project Spring 2014 Bayside Drive Sharrow Extension Project Spring 2014 3.4 Pending Bicycle - Related Projects The City has programmed and obtained funding for multiple bike lane projects as shown in Table 3 -3. Table3 -3 Scheduled Projects 2014 -2015 ALTA PLANNING + DESIGN 37 NEEDS ANALYSIS 4.1 Types of Bicyclists This Plan seeks to address the needs of all bicyclists and potential bicyclists and therefore it is important to understand the needs and preferences of all types of bicyclists to develop a successful plan. Bicyclists' needs and preferences vary among skill levels and trip types. In addition, the propensity to bicycle varies from person to person, providing insight into potential increases in bicycling rates. Generally, bicycling propensity levels can be classified into four categories, displayed in Figure 4 -1 Strong and Fearless bicyclists will ride on almost any roadway despite the traffic volume, speed and lack of bikeway designation and are estimated to be less than one percent of the population. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 2. Enthused and Confident bicyclists will ride on most roadways if traffic volumes and speeds are not high. They are confident in positioning themselves to share the roadway with motorists and are estimated to be five percent of the population. 3. Interested but Concerned bicyclists will ride if bicycle paths or lanes are provided on roadways with low traffic volumes and speeds. They are typically not confident cycling with motorists. Interested but Concerned bicyclists are estimated to be 60 percent of the bicyclist population and the primary target group that will bicycle more if encouraged to do so. 4. No WoyNo How are people that do not consider cycling part of their transportation or recreation options and are estimated to be 35 percent of the population Figure 4-7 Types of Cyclists * Strong and Fearless ( <1 %) Jb * O Enthused and Confident (5 %) Interested but Concerned (60 %) - - - - - - - - - - - - - - - - G "J G 'J e J v'J G "J G 'J G J G•'J G "J G'J G'J G'J G`'J G"J G-J G'J GJ G'J G'J G?J G'?J G?J GaJ G?J G?J G�J GaJ G�J G�J G` J G J G" J G'J G J G• J G" J G'J G'J G•" J G" J G'J G'J > > > > > > > > G' J G "J G'J G'J G•'J G'J G' J G'J G•'J G' J G J G'J G• � J 7 7 7 7 7 7 7 7 7 7 7 7 7 7 G•'J G'J G`J G "J G'J 4-'J G °J G'J G'J G'J G'J G'J G•'J G'J Source: wwwportlandoregon.gov /transportation /article /264746 38 ALTA PLANNING+ DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN The needs of bicyclists also vary among trip purposes. For example, people who bicycle for performance - recreational purposes may prefer long and straight unsignalized roadways, while bicyclists who ride with their children to school may prefer direct roadways with lower vehicular volumes and speeds. This Plan considers these differences and develops a bikeway network to serve all user types. This section describes the different types of bicyclists and the respective needs for these categories of bicyclists. Commuters - adults who regularly bicycle between their residences and work. Enthusiasts - skilled adults. • Casual/ Family/ Elderly riders -adults who use bicycles for running errands, recreation, tourism, exercise, or as a family activity • School Children -children who bicycle to school. An effective bicycle network accommodates bicyclists of all abilities. Casual bicyclists generally prefer roadways with low traffic volumes and low speeds. They also prefer paths that are physically separated from roadways. Because experienced bicyclists typically ride to destinations or to achieve a goal, they generally choose the most direct route, which may include arterial roadways with or without bike lanes. Bicyclists of all abilities and purposes ride everyday in Newport Beach. Parents bicycle with their children to school, people bicycle to work, community members bicycle to transit stations, and recreational bicyclists ride through the City on extended bicycle trips. Recent technology, such as electric bicycles, has encouraged less capable bicycle riders to enjoy the benefits of cycling. At times, this has also allowed bicyclists to utilize facilities such as on- street bike lanes that they may not normally feel able to ride in safely and comfortably. 4.2 Public Outreach During the summer and fall of 2013, the project team conducted a number of outreach activities to engage the community in identifying initial challenges, opportunities, and ideas for improving the cycling experience in Newport Beach. The following community engagement activities occurred: Community Outreach Booths McFadden Plaza /Newport Pier, August 24, 2013 Eastbluff Drive Adjacent to the Back Bay Trail, October 27, 2013 West Newport Park at Orange Street, April 27, 2014 Eastbluff Drive Adjacent to the Back Bay Trail, May 31, 2014 NEEDS ANALYSIS Bicycle Master Plan Oversight Committee Meetings • July 1, 2013 • September 3, 2013 • October 7, 2013 • December 2, 2013 • February 3, 2014 • March 3, 2014 • April 7, 2014 Community Open House • November4,2013 • Online Survey • September 17 to December 31, 2013 Youth Workshop • January 28,2014 Public Agency Stakeholder Meeting • January 28,2014 Online Interactive Draft Recommendations Mapping • January 29 to March 19, 2014 4.2.1 Community Outreach Booths Community outreach booths provided an informal opportunity for the public to provide feedback and suggestions for the Bicycle Master Plan. Project team members set up a table and shelter with City - provided banner and boards to facilitate comments. Outreach booths were conducted to gain input from a mix of cyclists including visitors to the City at Newport Pier as well as road cyclists stopping at the restrooms located at West Newport Park. Generally the booth was facilitated by 2 -3 project team members for 2 -3 hours on each of the four dates identified below: August 24, 2013; • April 27, 2014; and October 27, 2013; • May 31, 2014. Image 30 - Outreach event at the Newport Pier ALTA PLANNING + DESIGN 39 NEEDS ANALYSIS 4.2.2 Community Open House On Monday, November 4, 2013, an open house event was held at the Newport Beach Main Library. Open House guides were provided to participants, which included a list and description of each station. In addition to the sign -in table, seven stations were provided to provide information and to collect ideas: 1. Background Presentation 2. Mapping 3. Bicycle Facilities 4. 1 Would Ride More Often If. 5. Education, Encouragement, Enforcement, & Evaluation — What's Working? What Can We Do Better? 6. Survey Spot 7. Kids' Station Sign -in Table The sign -in table included a map of the City and neighboring cities where participants were asked to place a dot sticker where they live. Most residents who responded indicated that they do live within the City of Newport Beach. Participants were also asked to rate their riding abilities. The image below shows that most respondents self - designated themselves as "enthused and confident ". CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Use a sticker to tell us where you live Image 31 - Participants used stickers to show where they live Image 32 - Boards used for participants to indicate their cycling skill levels Image 33 - Participants spoke with staff about their concerns for bicycling in the community 40 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Station 1: Background Presentation A brief, continuous running PowerPoint presentation provided background information about the Bicycle Master Plan project. Station 2: Mapping This station provided the opportunity for participants to identify current cycling destinations, places that they would like to bicycle to, and locations for possible improvements including wayfinding signs. Station 3: Bicycle Facilities This station provided the opportunity for participants to view display boards that illustrated different types of bicycle facilities and suggest locations in Newport Beach where they feel types of facilities may be appropriate. Participants were asked to place a dot sticker next to each facility type that they are interested in, and provide comments about potential locations. Station 4:1 would ride more often if... Participants were asked to finish the following sentence on a post -it note and post the note on the board for discussion with project team members and other visitors to the workshop: • "I would ride more often if..." Station 5: Education, Encouragement, Enforcement, & Evaluation - What's Working? What Can We Do Better? Participants were asked to list current programs and efforts that they believe are important /helpful and to make suggestions for additional efforts. Station 6: Survey Spot Hard copies of an online survey were available for participants to complete. Station 7: Kids' Station Kids were given the opportunity to create drawings about biking and bike safety. However, at this event, no children were present. 4.2.3 Youth Workshop On January 28, 2014, the City hosted a youth workshop with students from the Associated Student Body class at Ensign Intermediate School. Students worked in small groups on a mapping exercise to identify current bike routes, desired bike routes, barriers or challenging areas that limit bicycling, and opportunities for improvements. 4.2.4 Public Agency Stakeholder Meeting A Public Agency Stakeholder Meeting was held on January 28, 2014 in the afternoon at the Civic Center. The City NEEDS ANALYSIS Image 34 - Participants noted cycling destinations and locations for improvements ucation, Encouragement, and Ellfmcement: Share your ideas) Image 35 - Participants showed their top choices for programs with stickers invited public agency staff representatives to participate in this meeting to discuss opportunities and issues related to implementing future bicycle facilities, connectivity to surrounding cities, and potential partnerships between agencies. Representatives from the City of Irvine, OCTA, Caltrans, Newport -Mesa Unified School District, City of Costa Mesa, County of Orange, and State Parks attended the meeting. 4.2.5 Online Interactive Draft Recommendations Mapping Community members were able to provide comments on the draft bikeways network online using an interactive mapping website. The website was available from January 28 to March 19, 2014. Participants were able to comment on individual recommends, identify important concepts by indicating "support" for them, and add new points and recommendations to the map. Overall, 100 comments and 173 "supports" were provided through the website. ALTA PLANNING + DESIGN 41 ��~� w _� •�MMiraIN1 er.• MN.• awrsr.rrrr.`�N Image 35 - Participants showed their top choices for programs with stickers invited public agency staff representatives to participate in this meeting to discuss opportunities and issues related to implementing future bicycle facilities, connectivity to surrounding cities, and potential partnerships between agencies. Representatives from the City of Irvine, OCTA, Caltrans, Newport -Mesa Unified School District, City of Costa Mesa, County of Orange, and State Parks attended the meeting. 4.2.5 Online Interactive Draft Recommendations Mapping Community members were able to provide comments on the draft bikeways network online using an interactive mapping website. The website was available from January 28 to March 19, 2014. Participants were able to comment on individual recommends, identify important concepts by indicating "support" for them, and add new points and recommendations to the map. Overall, 100 comments and 173 "supports" were provided through the website. ALTA PLANNING + DESIGN 41 NEEDS ANALYSIS 4.2.6 Surveys An online survey was provided to community members to gather input for the creation of the Bicycle Master Plan. Between September 17, 2013 and December 31, 2013, 421 responses were counted and analyzed. Of the 399 respondents, approximately 43 percent live outside of Newport Beach. The majority of them were over 55 years old, therefore a sizeable amount of all CITY OF NEWPORT BEACH BICYCLE MASTER PLAN respondents do not work (18 percent). Most respondents have a short commute to work or school that is under two miles. Of those who commute to /from work, the majority drive alone (59 percent), though approximately the same amount of respondents have very high confidence in their bicycling abilities. Most respondents bicycle three to four times per week (37 percent), mainly on on- street bike lanes (49 percent). As shown in Figure 4 -2, the main reason that people bicycle is for exercise and recreation. Figure 4 -2 Reasons for Bicycling 450 400 14J 350 300 1.f -1 250 200 150 100 00 50 80 n ■ ■ RC° Source: Newport Beach Bicycle Master Plan - Bicycle Survey Additional reasons entered for "Other" include socializing, training for triathalons, mental and physical health, and for fun. When asked what keeps them from bicycling, respondents indicated that the top three reasons are the behavior of motorists, concerns about safety, and not having enough time. Figure 4 -3 displays the results of this question. Figure 4 -3 Barriers to Bicycling 207 14J 1.f -1 120 100 80 60 I I_IIIII ■ a , y °es d.`5`5 \sa�z -"e `"e to `e�y `eot cR` e Ito � ®� es 9r ` ©oc�` jc� oe��4 0 ,�. a eQa �14e tir r ,E o` Ile z*.ssr` 4,oc eat OSY Source: Newport Beach Bicycle MosterPlon - Bicycle Survey 42 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Additional reasons for "Other" include the behavior of bicyclists and pedestrians, lack of education of both bicyclists and motorists, and the time of day as it relates to automobile traffic. The most important considerations that respondents make when making a decision to ride a bicycle are the behavior of motorists, presence of on- street bike lanes, traffic volumes /speeds, and the presence of off - street bike paths. Programs that respondents are the most interested in are public awareness campaigns, online information, Safe Routes to School programs for children, maps and guides, special events, and commuter incentive programs. When respondents were asked to list streets and places in Newport Beach that they felt were uncomfortable for bicycling and the reasons why, common themes arose. Coast Highway was the most frequently noted location where bicyclists feel unsafe or uncomfortable. Respondents were asked to list destinations in Newport Beach where they would like to bicycle to, but do not feel comfortable traveling to via bicycle. Commonly noted destinations include: Corona del Mar Shopping centers (particularly Fashion Island) Peninsula (specifically the beach, pier, and Balboa Island) • Schools Santa Ana River Trail Civic Center Other surrounding cities Crystal Cove State Park Back Bay Airport 4.3 Bicycle Commuter Estimates and Forecasts 4.3.1 Assumptions The model uses the U.S. Census Bureau's American Communities Survey (ACS) journey -to -work data and applies a market segment approach to estimate the number of bicycling or walking trips. Elementary school and college students usually have a different bicycle/ walking mode split than work commuters. In addition, national transportation surveys, in particular the National Household Travel Survey (NHTS, 2009), have shown that commute trips are only a fraction of the total NEEDS ANALYSIS trips an individual takes on a given day. The model uses the NHTS findings to estimate the number of non -work, non - school trips taken by commuters to determine the number of walking or bicycling trips that occur in a day. This information can be projected out using standard trip lengths by mode and trip purpose to estimate the number of driving miles reduced by nonmotorized modes. 4.3.2 Data Used in the Model The foundation of this analysis is the ACS 2008 -2012 five - year estimate for Newport Beach. Model variables from the ACS include: total population, employed population, school enrollment (grades K -12 and college students), and travel -to -work mode split. The 2009 NHTS provides a substantial national dataset of travel characteristics, particularly for trip characteristics of bicycling and walking trips. Data used from this survey include: • Student mode split, grades K -12 • Trip distance by mode by trip purpose • Ratio of walking /bicycling work trips to utilitarian trips • Ratio of work trips to social /recreational trips • Average trip length by trip purpose and mode Several of these variables provide a way to estimate the number of walking and bicycling trips made for other reasons than work trips, such as shopping and running errands. NHTS 2009 data indicates that for every bicycle work trip, there are slightly more than two utilitarian bicycle trips made. Although these trips cannot be directly attached to a certain group of people (not all of the utilitarian bicycling trips are made by people who bicycle to work), these multipliers allow a high percentage of the community's walking and bicycling activity to be captured in an annual estimate. The Safe Routes to School Baseline Data Report (2010) was used to determine the percent of students who walk or bicycle by the parents' estimate of distance as well as the frequency of carpooling for trip replacement. As with any modeling projection, the accuracy of the result is dependent on the accuracy of the input data and other assumptions. Effort was made to collect the best data possible for input to the model, but in many cases national data was used where local data points were unavailable. Examples of information that could improve the accuracy of this exercise include the detailed results of local Safe Routes to Schools parent and student surveys, a regional household travel survey, and a student travel survey of college students. ALTA PLANNING + DESIGN 43 NEEDS ANALYSIS 4.3.3 Existing Walking and Bicycling Trips CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 4 -1 shows the results of the model. Based on the model assumptions, the majority of trips are non -work utilitarian trips, which include medical /dental services, shopping /errands, family personal business, obligations, transport someone, meals, and other trips. Table 4 -1 Model Estimate of Current Walking and Bicycling Trips As shown in Table 4 -1, current commute, school, college and utilitarian trips via bicycle are estimated atapproximately 5,800 trips daily. Trip Replacement To estimate the total distance residents travel to work or school by walking and bicycling, the model isolates different walking and bicycling user groups and applies trip distance information for walking or bicycling trips by mode based on NHTS 2009. Table 4 -2 shows the trip replacement factors. Yearly factors are calculated by assuming that work and school /college trips occur five days per week, while utilitarian trips occur seven days per week. However, work and utilitarian trips occur year- round, while school and college trips are only three - quarters of the year, due to summer vacation. 44 ALTA PLANNING + DESIGN Bicycling Walking Source Commute Trips Bicycle /walking commuters 343 815 Employed population multiplied by mode split Weekday bicycle /walking trips 686 1,630 Number of bicycle /walking commuters multiplied by two for return trips Walk- orbike -to- transit 15 309 Number of transit commuters multiplied by transit commuters mode split from the OCTA On -Board Survey Weekday transit bicycle/ 30 618 Number of transit bicycle /walking commuters walking commute trips multiplied bytwo for return trips Weekday bicycle /walking 716 2,248 Number of bicycle /walk commuters plus number of commuters transit - bicycle /walk commuters School Trips K -12 bicycle/ walking 71 1,117 School children population multiplied by mode split commuters Weekday K -12 bicycle/ walking 142 2,234 Number of student bicyclists multiplied by two for trips return trips College Trips College bicycle/ walking 743 1,703 College students multiplied by mode split provided by commuters UC Irvine. Weekday bicycle/ walking 1,486 3,406 Number of college student bicyclists multiplied by two college trips for return trips Utilitarian Trips Daily adult bicycle /walking 2,202 5,654 Number of bicycle /walking trips plus number of commute trips bicycle /walking college trips Daily bicycle /walking 3,449 19,875 Utilitarian bicycle /walking trips multiplied by ratio of utilitarian trips utilitarian to work trips (NHTS). Distributes weekly trips over entire week (vs. commute trips over 5 days) Total Current Daily Trips 5,793 27,763 As shown in Table 4 -1, current commute, school, college and utilitarian trips via bicycle are estimated atapproximately 5,800 trips daily. Trip Replacement To estimate the total distance residents travel to work or school by walking and bicycling, the model isolates different walking and bicycling user groups and applies trip distance information for walking or bicycling trips by mode based on NHTS 2009. Table 4 -2 shows the trip replacement factors. Yearly factors are calculated by assuming that work and school /college trips occur five days per week, while utilitarian trips occur seven days per week. However, work and utilitarian trips occur year- round, while school and college trips are only three - quarters of the year, due to summer vacation. 44 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 4-2 Current Walking and Bicycling Trip Replacement NEEDS ANALYSIS 4.3.4 Current Benefits To the extent that bicycling and walking trips replace single- occupancy vehicle trips, they reduce emissions and have tangible economic impacts by reducing traffic congestion, crashes, and maintenance costs. In addition, the reduced need to own and operate a vehicle saves families money. These benefits are shown in Table 4 -3. Image 36 - Custom "Bike Rest "sign at business along West Coast Highway ALTA PLANNING + DESIGN 45 Bicycling Walking Source Commute Trips Weekday vehicle trips 591 21 Trips multiplied by drive alone trips to replaced determine automobile trips replaced by bicycle trips Weekday miles 2,092 14 Number of vehicle trips reduced multiplied bicycled /walked by average bicycle /walking work trip length (NHTS 2009) School Trips Weekday vehicle trips 41 647 Trips multiplied by drive alone trips to reduced determine automobile trips replaced by bicycle /walking trips Weekday miles 31 497 Number of vehicle trips reduced multiplied bicycled /walked by average trip length to /from school (SRTS 2010) CollegeTrips Weekday vehicle trips 1,226 2,810 Trips multiplied by drive alone trips to reduced determine automobile trips replaced by bicycle /walking trips Weekday miles 1,814 1,574 Number of vehicle trips reduced multiplied bicycled /walked by average bicycle school /daycare /religious trip length (NHTS 2009) Utilitarian Trips Daily vehicle trips 3,675 8,143 Number of daily utilitarian trips multiplied by reduced drive alone trips Daily miles bicycled/ 7,377 5,195 Number of vehicle trips reduced multiplied walked by average utilitarian trip length (NHTS 2009; does not include work or home trips) Yearly Results Yearly bicycle /walking Bicycling 1,765,097 Walking Total Source 8,949,408 10,714,505 Assumes commuting is 5 days /week year - trips round, utilitarian trips year- round, and Yearly vehicle trips 1,065,760 2,385,800 3,451,560 school /college trips 5 days/week and three- reduced quarters of the year Yearly miles bicycled/ 2,163,258 1,544,812 3,708,070 walked 4.3.4 Current Benefits To the extent that bicycling and walking trips replace single- occupancy vehicle trips, they reduce emissions and have tangible economic impacts by reducing traffic congestion, crashes, and maintenance costs. In addition, the reduced need to own and operate a vehicle saves families money. These benefits are shown in Table 4 -3. Image 36 - Custom "Bike Rest "sign at business along West Coast Highway ALTA PLANNING + DESIGN 45 NEEDS ANALYSIS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 4-3 Benefits of Current Bicycling and Walking Trips Measure Yearly vehicle miles reduced Bicycling 2,163,258 Walking 1,544,812 Source Air Quality Benefits Assumes same as 2012 ACS estimate Reduced Hydrocarbons (pounds /year) 6,486 4,362 EPA, 2005' Reduced Particulate Matter (pounds /year) 48 42 EPA, 2005 Reduced Nitrous Oxides (pounds /year) 4,531 3,235 EPA, 2005 Reduced Carbon Monoxide (pounds /year) 59,138 42,231 EPA, 2005 Reduced Carbon Dioxide (pounds /year) 1,759,823 1,256,713 EPA, 2005 Economic Benefits of Air Quality Particulate Matter $4,046 $2,889 NHTSA, 20112 Nitrous Oxides $9,061 $6,471 NHTSA, 2011 Carbon Dioxide $30,173 $21,547 NHTSA,2011 As shown in Table 4 -3, current bicycle trip benefits include the reduction of over 2 million vehicle trips annually and the reduction of carbon dioxide emissions by almost 2 million pounds annually. 4.3.5 Potential Future Walking and Bicycling Trips Estimating future benefits requires additional assumptions regarding Newport Beach's future population and anticipated commuting patterns in 2030. Future population predictions as determined by the Center for Demographic Research in the Newport Beach Banning Ranch Draft EIR were used in this model. Table 4 -4 shows the projected future demographics used in the future analysis. Table 4 -4 Population 96,982 113.7°/% Area Future Image 37 - Hoag Hospital 'Trail to Wellness" walking route sign Center for Demographic Research 2007, in Newport Beach Banninq Ranch Draft EIR Employed population 78,366 91.8% Center for Demographic Research 2007, in Newport Beach Banning Ranch Draft EIR School population, K -12 12,006 12.4% Assumes same percent as from ACS 2012 estimate College student 6,813 7.0% Assumes same as 2012 ACS estimate 'From EPA report 420 -F-05 -022 "Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline- Fueled Passenger Cars and Light Trucks. "2005. 'NHTSA CorporateAverage Fuel Economy forMY2011 Passenger Cars and Light Trucks, Table V111-5 (http: / /www.nhtsa. dot gov /portal /site /nhtsa /menuitem. d0b5o45b55bfbe5B2f57529 cdba046a0 /). 46 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 4 -5 Shows the mode split for Newport Beach compared to neighboring jurisdictions. Forecast bicycling mode share was increased to address the higher use NEEDS ANALYSIS potentially generated by the addition of recommended bikeway facilities to the existing system. Table 4 -5 Mode Split Comparison with Neighboring Cities Jurisdiction Newport Beach Walk 1.9% Bike 0.8% Transit 0.8% Carpool 4.0% Drive Alone 82.5% Santa Ana 2.2% 1.1% 7.2% 17.1% 69.8% Costa Mesa 3.0% 2.2% 3.2% 9.8% 75.0% Huntington Beach 1.5% 1.3% 1.2% 7.2% 82.0% Irvine 3.8% 1.7% 1.5% 7.3% 77.8% Orange County 2.0% 1.0% 2.9% 10.4% 778% California 2.8% 1.0% 5.1% 11.7% 73.0% United states 2.8% 0.5% 5.0% 10.2% 76.1% Source: 2008 -2012 American Community Survey 5 -year Estimates The analysis predicts that the bicycle mode split will more than double by 2030, due in part to bicycle network implementation and education /encouragement programs. As shown in Table 4 -5, this would result in the 0.8% bicycle mode share increasing to 2%, which is similar to the current mode splits of neighboring Costa Mesa and Irvine. The forecast bicycling trips assuming an increase to 2% bicycle mode split are shown in Table 4 -6. Table4 -6 Future (2030) Bicycling and Walking Trips Trip .- Commute Trips Bicycle /walking 1,567 1,489 Employed population multiplied by mode split commuters Weekday bicycle/ walking 3,134 2,978 Number of bicycle /walking commuters multiplied by trips two for return trips School Trips K -12 bicycle/ walking 81 1,269 School children population multiplied by mode split commuters Weekday K -12 bicycle/ 162 2,538 Number of student bicyclists multiplied by two for walking trips return trips College Trips College bicycle/ walking 743 1,703 College students multiplied by mode split provided commuters by UC Irvine. Weekday bicycle/ walking 1,486 3,406 Number of college student bicyclists multiplied by college trips two for return trips Utilitarian Trips Daily adult bicycle/ 4,620 6,384 Number of bicycle /walking trips plus number of walking commute trips bicycle /walking college trips Daily bicycle /walking 7,236 22,441 Number of utilitarian bicycle/walking trips multiplied utilitarian trips by bicycle /walking utilitarian trip multiplier, spread over entire week (vs. commute trips over 5 days) Total Future Daily Trips 12,018 31,363 ALTA PLANNING + DESIGN 47 NEEDS ANALYSIS As shown in Table 4 -6, assuming bicycle mode split increases to 2%, forecast year 2030 commute, school, college and utilitarian trips via bicycle are estimated to grow to approximately 12,000 trips daily. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 4.3.6 Future Benefits The trip replacement factors remain the same as in the model of current trips. Table 4 -7 shows the air quality benefits of the future projected walking and bicycling trips. Table 4 -7 Benefits of Future Bicycling and Walking Trips Measure Yearly vehicle miles reduced Bicycling 6,878,623 Walking 5,356,052 Source Air Quality Benefits Reduced Hydrocarbons (pounds /year) 20,624 16,059 EPA, 2005' Reduced Particulate Matter(pounds /year) 153 119 EPA,2005 Reduced Nitrous Oxides (pounds /year) 14,407 11,218 EPA, 2005 Reduced Carbon Monoxide (pounds /year) 188,043 146,420 EPA, 2005 Reduced Carbon Dioxide (pounds /year) 5,559,799 4,357,179 EPA, 2005 Economic Benefits of Air Quality Particulate Matter $12,866 $10,018 NHTSA, 20112 Nitrous Oxides $28,813 $22,435 NHTSA, 2011 Carbon Dioxide $95,942 $74,705 NHTSA,2011 As shown in Table 4 -7, assuming bicycle mode split increases to 2%, forecast year 2030 benefits include the reduction of almost 7 million vehicle trips annually and the reduction of carbon dioxide emissions by over 5 million pounds annually. 4.4 Bicycle Counts In order to better analyze the existing number of bicyclists in Newport Beach, it is important to understand the number of bicyclists and the patterns in which they interact with the existing bicycle network. Newport Beach's bicycle counts provide a valuable snapshot for the level of bicycling and walking that occurs. To do so, a comprehensive count of bicyclists at 11 locations in Newport Beach was performed during October 2013. The efforts included: Coordination with City staff to determine count locations Instruction and standardized count forms provided to volunteers • One weekday morning count at each location • One weekend mid -day at each location, with additional morning counts at four locations • Monitoring of bicycle counts by consultant team Data synthesis and analysis The data analyzed in the previous section only accounts for commute trips. By conducting its own counts, the City can account for trips taken by bicycle that are not commute trips, as well as better understand where bicycling is occurring. The bicycle counts provide baseline data for future comparison and evaluation of trends. Analysis of the counts and count location characteristics additionally provides useful information regarding the relationship between bicycle ridership levels and the bicycling environment. 4.4.1 Methodology Bicycle counts were conducted at 11 locations, listed in Table 4 -8, on Thursday, October 17`h, 2013 and Saturday, October 19th, 2013. The weekday morning counts were conducted from 7:00 AM to 9:00 AM, and the weekend counts from 10:00 AM to 1:00 PM. Additional morning counts were conducted on Saturday from 7:00 to 9:00 AM to document early morning club riding activity at four select locations. Criteria used to select count locations include: Bicycle activity areas or corridors (near schools, parks, downtowns, etc.) Key corridors that can be used to gauge the impacts of future improvements Gaps and pinch points for bicyclists (potential improvement areas) 'From EPA report 420 -F -05 -022 "Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline- Fueled Passenger Cars and Light Trucks. "2005. 'NHTSA Corporate Average Fuel Economy forMY2071 Passenger Cars and LightTrucks, Table V111-5 ( http✓/ www. nhtso. dotgov /portalhite/nhtsa/menuitem. d0b5a45b55bfbe582f57529 cdba046a07). 48 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 4 -8 Bicycle Count Locations Location 1 . Coast Highway and Orange Street 2 Irvine Avenue and University Drive 3 Newport Boulevard and 32nd Street 4 Ocean Front and 281h Street 5 Irvine Avenue and 15 " Street, adjacent Newport Harbor High School 6 Coast Highway and Bayside Drive 7 Eastbluff Drive and Back Bay Drive 8 Coast Highway and Iris Avenue 9 Bonita Canyon Drive and Chambord 10 Coast Highway and Newport Coast Drive 11 Newport Coast Drive and Ridge Park Road Volunteer counters noted if the bicyclist was a male or female adult, or a child under 13 years old. In addition, the counters noted how many bicyclists did not wear helmets, rode on the sidewalk, or were on the wrong side of the road. Cyclists riding on the sidewalk were not counted as traveling the wrong way. 4.4.2 Results The total number of bicyclists counted for both count days was 7,041 bicyclists as shown in Table 4 -9. Table 4 -9 Bicycle Count Results Characteristic Total Bicyclists Combined Total Count 7,041 Total Bicyclists Weekday 1,078 Total Bicyclists Weekend Day 5,963 Total Female Bicyclists (combined) 1,527 Total Male Bicyclists (combined) 5,339 Total Children Under 13 175 Total Bicyclists Without Helmets 1,769 Total Bicyclists Riding on Sidewalk 1,697 Total Bicyclists on Wrong Side of Road 168 As shown in Table 4 -9, 7,041 bicyclists were counted at 11 locations within the City of Newport Beach over 63 hours of data collection by local volunteers. Of the 7,041 bicyclists, male bicyclists were 76%, female bicyclists were 22 %, and children under 13 were 2% of those counted. NEEDS ANALYSIS Table 4 -10 shows the total bicycle riders counted for each study period at each count location. Table 4 -11 shows the calculated bicycle riders per hour at each count location. While these provide an important snapshot of bicycling in Newport Beach, it does not provide a comprehensive count of all bicyclists. Instead, the data offers clues as to where and when the community is bicycling. Detailed count results by location can be found in Appendix F. Image 38 - Bicycle parking of Ensign Intermediate School ALTA PLANNING + DESIGN 49 NEEDS ANALYSIS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 4 -10 Bicycle Riders Counted by Location # 1 Location Coast Highway and Orange Street Thursday 158 Saturday Saturday 442 1,134 2 Irvine Avenue and University Drive 67 103 3 Newport Boulevard and 32nd Street 57 249 4 Ocean Front and 281h Street 165 804 5 Irvine Avenue and 1511 Street, adjacent Newport Harbor High School 168 70 6 Coast Highway and Bayside Drive 124 850 7 Eastbluff Drive and Back Bay Drive 159 334 713 8 Coast Highway and Iris Avenue 21 220 9 Bonita Canyon Drive and Chambord 85 68 10 Coast Highway and Newport Coast Drive 36 215 372 11 Newport Coast Drive and Ridge Park Road 38 192 197 As shown in Table 4 -10, weekday bicycle rider counts varied from 21 to 168 cyclists, with high counts occurring at the following locations: Coast Highway /Orange Street; Ocean Front Path /281h Street; Irvine Avenue /15t1 Street; Most of the weekday high volume locations are likely related to recreational riding both along the beach and along regional trails such as Back Bay Drive. Additionally, the high counts at the Irvine Avenue /151h Street intersection are related to student activity during morning arrival at the adjacent Newport Harbor High School (NHHS). Coast Highway / Bayside Drive; and As also shown in Table 4 -10, weekend bicycle rider counts Eastbluff Drive /Back Bay Drive. varied from 68 to 1,134 cyclists, with high counts occurring at locations with direct access to the beach and regional trails. Table 4 -77 Hourly Bicycler Rider Count Results # 1 Location Coast Highway and Orange Street Thursday Morning 79 Saturday Saturday Morning Mid-Day 1-Hour 221 378 2 Irvine Avenue and University Drive 34 34 3 Newport Boulevard and 32nd Street 29 83 4 Ocean Front and 28"' Street 83 268 5 Irvine Avenue and 15`h Street, adjacent Newport Harbor High School 84 23 6 Coast Highway and Bayside Drive 62 283 7 Eastbluff Drive and Back Bay Drive 80 167 238 8 Coast Highway and Iris Avenue 11 73 9 Bonita Canyon Drive and Chambord 43 23 10 Coast Highway and Newport Coast Drive 18 108 124 11 Newport Coast Drive and Ridge Park Road 19 96 66 s0 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN As shown in Table 4 -11, average hourly bicycle rider counts varied from 11 to 378 cyclists, with high counts occurring at locations with direct access to the beach and regional trails. Counters noted that on the weekends there were many groups of bicyclists. These weekend groups are likely for recreation, as it was noted in the survey that most community members bike mainly for this purpose. The average weekday count was 98 bicyclists, and the median weekday count was 85 bicyclists. The average weekend count was 543 bicyclists, and the median weekend count was 249 bicyclists. Figure 4 -4 and Figure 4 -5 display the number of bicyclists per hour at each location. The results of the Newport Beach bicycle counts show that: • The majority of the bicyclists counted were male adults (76x/0). • Approximately three percent of the bicyclists were children under 13 years old. • Bicycling is more common on the weekend than weekdays. • The most popular areas for bicycling on the weekend are Coast Highway at Orange Street and Coast Highway at Bayside Drive. • The most popular areas for bicycling during the week are Irvine Avenue at 151h Street and Ocean Front Trail at 281h Street. One quarter of bicyclists counted did not wear helmets, with higher percentages as the count locations nearest the beach. 24 %of bicyclists counted were riding on the sidewalk. 2.4% of bicyclists counted were riding on the wrong side of the road. Based on the count, Newport Beach's ratio of male cyclists to female is approximately 3:1. This ratio is consistent with count data and anecdotal evidence from cities throughout the country. While bike - friendly cities in Northern Europe have an even split between men and women (in some cases more women cyclists than men), in North American cities with limited bicycling infrastructure, the number of men is higher in all cases. In cities that strive to create a fully- integrated network of bike facilities such as Portland, Oregon or Montreal, the number of female cyclists has inched closer to male cyclists but continues to be approximately half of the gross number of men. The expectation in Newport Beach is that the ratio of men to women will, in time, begin to balance out as the number of traffic-tolerant female cyclists increase as bicycle infrastructure improvements are implemented. The high percentage of bicyclists not wearing helmets suggests a potential lack of understanding relating to NEEDS ANALYSIS helmet usage or general noncompliance. Many bicyclists are casual in nature near or at the beach, and often were not wearing helmets. Many bicyclists were also counted riding on the sidewalks, which also suggests that many bicyclists are not aware of the rules of the road, although in some locations this is allowed. Location seven, Eastbluff Drive and Bayside Drive, has signage that indicates bicyclists are allowed on the sidewalks. Only 2.4 percent of bicyclists counted were riding on the wrong side of the road. These observations suggest that programs educating bicyclists on proper behavior and safety is necessary. On the count forms, many counters made additional notes about their observations. Common observations included high vehicle speeds, distracted drivers, and large groups of cyclists. 4.5 Bicycle - Related Incident Analysis Safety is a major concern for current and potential bicyclists, and can influence the decision whether or not to bicycle. Potential bicyclists that do not have experience riding, especially in traffic, typically will not ride if they perceive the roadway as dangerous. People who do not ride often express frustration when drivers do not see them or do not understand that bicyclists are afforded the same rights as vehicles. Similarly, many bicyclists do not know or follow the "rules of the road." Uninformed or unlawful roadway users can contribute to incidents. This section reviews bicycle - related incidents from January 2008 to October 2013. The data shown in this section is from reported traffic incidents that have been reviewed by the Police Department. Table 4 -12 presents the number of bicycle - related incidents in Newport Beach from 2008- 2013 and Figure 4 -6 shows the number of bicycle - related incidents by location. The most incidents occurred in 2011, and have decreased since. Image 39 - Bicycle crossing push button for traffic signals ALTA PLANNING + DESIGN 51 NEEDS ANALYSIS d Doae a'7 cz • a� d 52 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN a V s a s f sl /rH LOaMa �� m w m a q SaC � Ta 0 4 C a d 5 a� r , aN Z Q a _ Ns, de y' N. y,.\ • time ecdPC� `* 11 \ \ \. I��I /� �� °�c IsI)/ / u ill► a _ I==m i ALTA PLANNING + DESIGN IT V V 177 C A 0 cm o O ALTA PLANNING + DESIGN 0 o O a d v ,s •O a° C 0 N � v � u ` C O v 'q W T a o O ON V T W v a T 3t ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN NEEDS ANALYSIS IbD4 r ° a9 ✓ A x` F fs w' t v..: a � !gbo,d 3 ,• s F / d o VQ.�glass h /i/ � f L : O o` "oh paotlma � ale F Zdr . � vn4L� a �oas� n e ' • ` 3 /yes. ry�C .+ �i°J `_ .I• C C I ' ♦� aN Z ♦ .• � s�, as _ •. ♦rye: •�� m �w yae r- -I L C° �I i p / °s o 7 O = a° Gl a O. 'O a° a0+ � C � 0 E U °co 41 O Ov W a M a` V O V 6 � N 30 i• u V v v m • z °B ALTA PLANNING + DESIGN 53 pr Y NEEDS ANALYSIS IbD4 r ° a9 ✓ A x` F fs w' t v..: a � !gbo,d 3 ,• s F / d o VQ.�glass h /i/ � f L : O o` "oh paotlma � ale F Zdr . � vn4L� a �oas� n e ' • ` 3 /yes. ry�C .+ �i°J `_ .I• C C I ' ♦� aN Z ♦ .• � s�, as _ •. ♦rye: •�� m �w yae r- -I L C° �I i p / °s o 7 O = a° Gl a O. 'O a° a0+ � C � 0 E U °co 41 O Ov W a M a` V O V 6 � N 30 i• u V v v m • z °B ALTA PLANNING + DESIGN 53 NEEDS ANALYSIS Table 4-72 Bicycle- Related Incidents by Year Year Number 2008 of Incidents 92 2009 107 2010 105 2011 113 2012 106 2013 (partial) 99 Total 622 Note: 2013 bicycle- related incident data includes January October incidents only. The roadways with the most incidents generally reflects the concerns of those who responded to the survey. Coast Highway had the most bicycle - related incidents from 2008 -2013, and was the most mentioned as being uncomfortable for bicyclists in the survey. Table 4 -13 displays the top 10 roadways with the most bicycle - related incidents based on data from 2008 -2012 (excluding the partial year 2013 data). Table 4 -13 Highest Bicycle- Related Incident Roadways Roadway Coast Highway Number of Bike Incidents 97 Annual Average 39 Newport Boulevard 51 10 Balboa Boulevard 50 10 Irvine Avenue 49 10 Jamboree Road 44 9 Bayside Drive 41 8 Dover Drive 34 7 Superior Avenue 29 6 Seashore Drive 27 5 Oceanfront Trail 23 5 Note: Based on 2008 -2012 bike - related incident data. Table 4 -14 shows the percent of bicycle - related incidents based on the day of the week. Table 4 -74 Bicycle - Related Incidents by Day of the Week Day of the Week Monday Percent of Incidents 13% Tuesday 11% Wednesday 14% Thursday 11% Friday 12% Saturday 21% Sunday 18% CITY OF NEWPORT BEACH BICYCLE MASTER PLAN As shown in Table 4 -14, the highest percentage of bicycle - related incidents occurred on Saturdays, and the second highest on Sundays. According to the survey, most bicyclists in the area bicycle for the purpose of recreation or exercise, which may be a reason that the highest percentage of bicycle - related incidents occurred on arterial roadways on the weekend. The bike counts collected illustrate the hourly averages for bicyclists are typically higher on Saturdays than weekday counts. Table 4 -15 shows the percentages of bicycle - related incidents in Newport Beach based on the various combinations of transportation modes. Table 4 -15 Bicycle- Related Incidents by Combination of Modes Involved Combination of Modes Involved Solo Bicycle (fell, struck fixed object, etc.) Percent of Incidents 29% Bicycle- Moving Motor Vehicle 28% Bicycle - Bicycle 8.7% Bicycle- Parked Motor Vehicle 3.7% Bicycle- Pedestrian 2.9% Bicycle - Other /Not Stated 0.2% As shown in Table 4 -15, approximately 28% of bicycle - related incidents do not involve a second party; the bicycle rider either struck a fixed object, fell after losing control of the bicycle, or crashed for another reason not caused by another person or vehicle. Similarly, approximately 28% of bicycle - related incidents involved both a bicycle rider and a moving motor vehicle. Documented incidents between bicycle riders and pedestrians are relatively rare, accounting for fewer than 3% of incidents. Table 4 -16 shows the percent breakdown of the party determined by law enforcement authorities to have been at fault in a bicycle - related incident. Table 4 -16 Bicycle - Related Incidents by Mode of Party Determined to Be at Fault As shown in Table 4-16,, the bicyclist was determined to be at fault in approximately 73% of bicycle - related incidents reviewed. 54 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 0 O w N a U d 6 C U tt1 b 3 Of C 0 N m C 7 S e � 5e / �v.a a° e • a i • ZII,Iglass Hli � <�•• '• L CL .O �r+ ..ev�..�..�..i •RjIrHLaa d m O Dov � •' ''� •sa z °a • ry: a epJ • • so • i Ae8 • `P ♦ 4'•• •p* a �• JIB €1 i r fig' �iMa i � � �I „+ r ~��1 �IIla tip'`/ y • i a ! Y U° 'a a o a a, v '^ NEEDS ANALYSIS G ��• � l F a i Z® J d C zQ 4 U r V n C v • J ALTA PLANNING + DESIGN 55 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS 5.1 Planned Bicycle Network Projects CITY OF NEWPORT BEACH BICYCLE MASTER PLAN The City has secured funding and programmed bikeway projects. The Banning Ranch project plans to implementation of 7.3 miles of bikeway projects within construct 3.0 miles of Class I and Class II bikeways facilities the next year. Table 5 -1 identifies the City- programmed as identified in Table 5 -2. Table 5 -1 Programmed Bikeway Projects Roadway From TO Length (Miles) FacilityType Eastbluff Drive -Ford Mar Vista Drive MacArthur Boulevard 0.8 Class II Road North Bluff Road Eastern Project Boundary <0.1 Class 11 Jamboree Road Bayview Way East Coast Highway 3.2 Class II San Joaquin Hills Spyglass Hill Road Jamboree Road 2.2 Class II Road West Coast Highway North Bluff Road 0.2 Class I Spyglass Hill Road San Miguel Drive San Joaquin Hills 1.1 Class II North Bluff Road Trail Bluff Road Road 0.7 Class I Total 7.3 Table 5 -2 Planned Bikeway Projects Roadway 15" Street North Bluff Road Eastern Project Boundary <0.1 Class II 15'h Street North Bluff Road Eastern Project Boundary <0.1 Class I 17`h Street North Bluff Road Eastern Project Boundary <0.1 Class 11 Bluff Park Trail Resort Colony Road Seashore Drive 0.3 Class I Bluff Road West Coast Highway North Bluff Road 0.4 Class II Bluff Road Trail West Coast Highway North Bluff Road 0.2 Class I North Bluff Road Bluff Road 19th Street 1.1 Class II North Bluff Road Trail Bluff Road North of 17t' Street 0.7 Class I Total 3.0 The implementation of bikeway projects on the Banning Ranch property will be the responsibility of the developer, and the schedule for implementation will be coordinated through private sector development of the site. 5.2 Bicycle Network Recommendations The proposed bikeway network, when completed, will include 145.3 miles of bicycle facilities to increase connectivity within Newport Beach, and to surrounding communities (Huntington Beach, Costa Mesa, Irvine, Laguna Beach). The proposed bikeway network has been developed to create a comprehensive, safe, and logical network. Recommendations for bikeways within the City are subject to a variety of factors that affect the schedule and final implementation: • Recommendations have been developed based on technical review and public input, however, the recommendations are conceptual and further feasibility review may be needed to address physical, community, and financial constraints. • While a prioritized list is provided in the Implementation Chapter, projects may be implemented sooner based on coordination with other City projects or funding opportunities. 56 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Funding for the bikeway recommendations is discussed Table 5 -3 summarizes the bicycle network further in the Implementation Chapter, and suggestions recommendations and total mileage by category. are provided to the City to seek funding sources to Figure 5 -1 shows the recommended bicycle minimize the effect on the City of Newport Beach General facilities network. Fund for implementation. Various bicycle facility treatments are discussed in Appendix G, however, the City may develop further criteria and standards for use of bicycle treatments such sharrows, green conflict zone striping, bike lane buffers, etc. Table 5 -3 Recommended Bikeway Network Mileage Totals Note: Spot improvements are not identified within this table. Enhanced bikeways removed from this table to avoid double - counting mileages. As shown in Table 5 -3, when accounting for planned, programmed, and proposed bikeways, bikeways identified in this Plan total 149.3 miles. 5.2.1 Cost Estimates The following planning -level costs are typically utilized to estimate capital expenditures required for implementation of bikeways by classification: • Class I Shared -Use Path: $1,000,000 per mile; • Class II Bike Lane: $50,000 per mile; and • Class III Bike Route: $20,000 per mile. While planning -level cost estimates can adequately provide a sense of the capital required for implementation, this Plan provides more detailed cost estimates based on review of current conditions and likely costs for implementation. The refined estimates are presented in the following tables for Class I, Class II, and Class III bikeways as well as for spot improvements. Cost estimates do not include potential right -of -way acquisition, extensive grading, landscaping, or potential utility impacts. Cost estimates have been refined but may vary based on further engineering review and are intended to provide an estimate for budgeting purposes. Image 40 - Detour signage during construction activities at Jamboree Road ALTA PLANNING + DESIGN 57 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Y O v z N U! �U d U V m N G O1 E E 0 U d N d I 01 n CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 58 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 5.2.2 Class lShared-Use Paths Class I off - street shared -use paths are often desired by casual bicyclists, as well as bicyclists concerned about interacting with vehicular traffic. A network of off-street shared -use paths provides greater opportunities for connectivity to destinations throughout the community, so recommendations have been developed to improve the network within the City given notable property and right -of -way constraints. Some of the recommendations provided for shared -use paths require coordination with other agencies such as OC Parks, Caltrans, and California State Parks. Additionally, gaining access to existing RECOMMENDED BICYCLE FACILITIES AND PROGRAMS maintenance roads may provide increased opportunities for Class I bicycle facilities. Where there is not sufficient space or right -of -way for a Class I bicycle facility, buffered or physically protected Class II bike lanes can provide bicycle riders with a more comfortable level of separation from motor vehicle traffic and parked vehicles. The subsequent section further discusses Class II bicycle facilities in Newport Beach. Table 5 -4 identifies the proposed Class I shared -use paths for the City of Newport Beach bicycle network. Table 5 -4 Proposed Class I Shared -Use Paths Roadway From TO Length Estimated Cost (S) Bayview Trail Extension Jamboree Road Back Bay Drive 0.4 $225,000 Coast Highway Bayside Drive Dover Drive 0.4 $2,000,000 Constellation Trail Constellation Drive BayviewTrail 0.2 $207,000 Coyote Canyon Landfill Off- Bonita Canyon Drive/ San Joaquin Hills Road/ 2.6 $360,000 Street Path Chambord Newport Coast Drive Crystal Cove Park Trail Southern End of Existing El Moro State Park Signal 0.24 $3,000,000 Extension (includes Bridge) Off - Street Trail Eastbluff Drive Bayview Trail /Jamboree Back Bay Drive 0.3 $227,250 Road Lincoln School Trail Pacific View Drive San Joaquin Hills Road 0.2 $230,000 New Bridge over Superior Superior Avenue Future Banning Ranch <0.1 $5,000,000 Avenue Class I New Class I Trail along Old Avon Street Class I Newport Boulevard Bridge 0.1 $75,000 Newport Boulevard Undercrossing New Class I Trail Near Sunset Recommended Superior Future Bluff Road Class 11 0.3 $400,000 Ridge Park Avenue Bridge Bike Lanes New Class I Trail to Arroyo North of MacArthur Ford Road 1.2 $1,265,000 Park Boulevard New Class I Trail (Avon Street Old Newport Boulevard Avon Street 0.1 $600,000 Extension) Port Streets Off- Street Trail Pacific View Drive Ford Road 1.5 $64,050 Improvements Santa Ana River Trail Seashore Drive Santa Ana River Trail East <0.1 $500,000 Extension Bank Southerly Terminus Total Proposed Class lShared-Use Paths 7.7 $14,153,300 As shown in Table 5 -4 a total of 7.7 miles Class I Shared -use paths are recommended. ALTA PLANNING + DESIGN 59 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS 5.2.3 Class II Bike Lanes Many commuters and recreational bicyclists may prefer bike lanes due to their more direct routing. This report recommends the City improve locations where existing Class II bike lanes may have limited functionality due to potential "dooring" issues adjacent to parked cars, or locations where gutter pans and drainage grates effectively narrow the width of the bike lane. In some locations where wide Class II bike lanes are currently CITY OF NEWPORT BEACH BICYCLE MASTER PLAN provided, modification of striping to provide a buffer between on- street parking and /or vehicular traffic is recommended. At other locations with minimal crossings, protected bike lanes may be recommended. The use of buffered or protected bike lanes will be considered on a case -by -case basis through the design of the facility. Table 5 -5 identifies the proposed or enhanced Class II bike lanes for the City of Newport Beach bicycle network. Table 5 -5 Proposed /Enhanced Class 11 Bike Lanes Roadway 32nd Street From Newport Boulevard TO Via Lido Length 0.2 Estimated Cost $25,000 32nd Street (Enhance Existing) Balboa Boulevard Newport Boulevard 0.1 $241,500 Avocado Avenue East Coast Highway Waterfront Drive 0.3 $18,000 Back Bay Drive (Enhance Existing) Shellmaker Road Eastbluff Road 2.9 $290,000 Balboa Boulevard East Coast Highway 43rd Street 0.2 $50,000 Bayside Drive Mid -block Signal Marine Avenue 0.4 $185,000 Birch Street Bristol Street South Jamboree Road 1.4 $145,000 Bison Avenue Jamboree Road MacArthur Boulevard 0.5 $25,000 Campus Drive MacArthur Boulevard Jamboree Road 0.7 $28,000 Dove Street Campus Drive Bristol Street North 0.9 $90,000 East Coast Highway (Enhance Existing) Dover Drive Avocado Avenue 2.0 $205,000 East Coast Highway Seaward Road Pelican Point Drive 0.7 $70,000 East Coast Highway (Enhance Existing) Pelican Paint Drive 0.2 miles west of East City Limit 2.1 $210,000 East Coast Highway 0.2 miles west of East City Limit Eastern City Limits 0.2 $20,000 Irvine Avenue East 151h Street East 161h Street 0.3 $90,000 Irvine Avenue (Enhance Existing) 17`h Street University Drive 2.9 $200,000 Jamboree Road Bayview Way Bristol Street North 0.2 $12,500 Jamboree Road Bristol Street North Campus Drive 0.9 $350,000 MacArthur Boulevard Campus Drive Jamboree Road 1.0 $42,000 Marguerite Avenue San Joaquin Hills Road Harbor View Drive 0.6 $37,500 Newport Boulevard Via Lido 32nd Street 0.2 $20,000 Newport Center Drive San Miguel Drive San Miguel Drive 1.3 $130,000 Newport Coast Drive (Enhance Existing) East Coast Highway SR -73 Freeway 3.0 $114,000 Newport Ridge Drive East /West San Joaquin Hills Road San Joaquin Hills Road 1.2 $50,000 Palm Street Ocean Front Path Balboa Boulevard <0.1 $50,000 Pelican Hill Road Newport Coast Drive Newport Coast Drive 2.1 $84,000 Quail Street Campus Drive Dove Street 0.7 $65,000 Ridge Park Road San Joaquin Hills Road East Coastal Peak 1.8 $70,000 60 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Table 5 -5 Proposed /Enhanced Class 11 Bike Lanes (continued) Roadway Riverside Avenue From Cliff Drive TO Avon Street Length 0.2 Estimated Cost $20,000 San Joaquin Hills Road Jamboree Road Back Bay Drive 0.3 $50,000 San Joaquin Hills Road (Enhance Existing /Planned) Jamboree Road Newport Coast Drive 3.7 $112,500 San Nicolas Drive Newport Center Drive Avocado Avenue 0.2 $20,000 Santa Ana Avenue Cliff Drive 15 " Street 0.4 $18,000 Seashore Drive (Enhance Existing) Orange Street Balboa Boulevard 1.5 $30,000 Spruce Avenue Bristol Street North Quail Street 0.1 $4,800 Vista Ridge Road Ridge Park Road Newport Coast Drive 1.4 $60,000 Von Karman Avenue /Newport Place Drive Dove Street Campus Drive 0.7 $45,000 West Coast Highway Western City Limits Orange Street 0.3 $21,000 West Coast Highway (Enhance Existing) Orange Street Newport Boulevard 1.5 $105,000 Westerly Place Quail Street Dove Street 0.3 $30,000 West Coast Highway (Enhance Existing Class III) Newport Boulevard Dover Drive 1.4 $140,000 Total Proposed /Enhanced Class II Bike Lanes 40.9 $3,573,800 Note: Class 11 enhancements are included in the table above. As shown in Table 5 -5 a total of 40.9 Class II bike lanes are recommended, of which 21.1 miles are new bikeways and 19.8 miles are existing bikeways recommended for enhancement. 5.2.4 Class III Bike Routes Any street that is legal for bicycles is inherently a shared roadway in which bicyclists and drivers share a lane of traffic, and a car cannot necessarily pass a bicyclist in the same lane. To improve motorists' awareness of the presence of bicyclists and to indicate good routes for bicyclists, cities often post signs indicating that the road is a "Class III Bike Route;' as well as painting shared roadway markings in the travel lane. Class III bike routes are often identified at locations where the available street width is not wide enough to accommodate an on- street bike lane (Class II facility). Table 5 -6 identifies the proposed or enhanced Class III bike routes for the City of Newport Beach bicycle network. There are bike routes identified in the table below that currently are shown on the bikeway map as existing, however, improvements are recommended to better identify the facility. ALTA PLANNING + DESIGN During community engagement activities, a high number of comments were submitted requesting further use shared lane markings (sharrows) within the City. Sharrows are currently utilized in the City on East Coast Highway within Corona del Mar, Bayside between El Paseo and Marguerite Avenue, and Avocado Avenue north of San Miguel Road. It is recommended that the City develop a policy for use of sharrows to select the most appropriate locations for implementation. Additional enhancements for Class III bike routes include the increased use of "Bikes May Use Full Lane" signage (MUTCD R4 -11). MAY USE FULL LANE GM RECOMMENDED BICYCLE FACILITIES AND PROGRAMS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 5 -6 Proposed /Enhanced Class Il/Bike Routes Roadway 46th Street From Balboa Boulevard TO Seashore Drive Length 0.1 Estimated $20,000 47th Street Balboa Boulevard Seashore Drive 0.1 $20,000 Agate Avenue South Bay Front North Bay Front 0.2 $20,000 Avon Street Riverside Avenue Western Terminus 0.2 $20,000 Balboa Boulevard 32nd Street G Street 2.7 $50,000 Bayside Drive East Coast Highway Existing Class I North of Coast Highway 0.2 $70,000 Beacon Street Tustin Avenue Irvine Avenue 0.3 $40,000 Clay Street (Bike Boulevard) Orange Avenue East 15" Street (East of St. Andrews Road) 1.1 $100,000 East 15t" Street Western Terminus Placentia Avenue 0.3 $20,000 East Bay Avenue Palm Street Main Street 0.1 $20,000 East Coast Highway (Enhance Existing) Poppy Avenue Seaward Road 0.1 $10,000 East Ocean Boulevard G Street Channel Road 0.6 $10,000 Fernleaf Avenue Bayside Drive Ocean Avenue 0.2 $20,000 Fifth Avenue (Bike Boulevard) East Coast Highway Iris Avenue 0.3 $35,000 Fullerton Avenue (Bike Boulevard) Cliff Drive 15" Street 0.3 $50,000 G Street Balboa Boulevard Ocean Boulevard <0.1 $10,000 Goldenrod Avenue First Avenue Second Avenue 0.2 $10,000 Goldenrod Avenue (Enhance Existing) East Coast Highway Northern Edge of Harbor View Elementary School 0.3 $20,000 Goldenrod Avenue Seaview Avenue Ocean Boulevard 0.1 $15,000 Hospital Road Superior Avenue Old Newport Boulevard 0.4 $30,000 Jamboree Road Coast Highway Bayside Drive 0.1 $20,000 Main Street Ocean Front Path Edgewater Avenue 0.1 $20,000 Marguerite Avenue Ocean Boulevard Fifth Avenue 0.5 $20,000 Marguerite Avenue San Joaquin Hills Road Pacific View Drive 0.2 $7,500 Marine Avenue South Bay Front Alley Bayside Drive 0.4 $20,000 Mesa Drive Birch Street Bayview Trail (150'southeast of Bayview Avenue) 0.5 $30,000 Newport Boulevard Alley Via Lido 32nd Street 0.2 $50,000 Newport Hills Drive West Ford Road Buffalo Hills Trail 1.0 $30,000 North Bay Front Alley Marine Avenue Agate Avenue 0.4 $15,000 Ocean Boulevard Fernleaf Avenue Poppy Avenue 0.7 $20,000 Orange Avenue (Bike Boulevard) Clay Street 151" Street <0.1 $20,000 Orchid Avenue (Bike Boulevard) Ocean Boulevard Fifth Avenue 0.5 $60,000 Pacific View Drive Lincoln Elementary School West Driveway Marguerite Avenue 0.2 $30,000 Palm Street Balboa Boulevard Edgewater Avenue 0.1 $10,000 Park Avenue South Bay Front East Bay Front 0.8 $20,000 Poppy Avenue Fifth Avenue Ocean Avenue 0.6 $20,000 62 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Table 5 -6 Proposed /Enhanced Class /11 Bike Routes (continued) Roadway Port Seabourne Place From Newport Hills Drive West TO Buffalo Hills Trail Length (Miles) 0.2 Estimated Cost M $20,000 Santa Ana Avenue Old Newport Boulevard Cliff Drive 0.2 $30,000 Santiago Drive Irvine Avenue Tustin Avenue 0.4 $20,000 Santiago Drive (Bike Boulevard) Polaris Drive Irvine Avenue 1.6 $200,000 Seashore Drive Santa Ana River Trail East Bank Orange Street 0.3 $20,000 South Bay Front Alley Agate Avenue Marine Avenue 0.5 $30,000 St. Andrews Road Cliff Drive East 151" Street 0.3 $50,000 Tustin Avenue (Bike Boulevard) Cliff Drive 151"Street 0.3 $50,000 Via Lido Lafayette Road /32nd Street Via Lido Soud 0.2 $10,000 Westcliff Drive Irvine Avenue Dover Drive 0.3 $20,000 Westminster Avenue Old Newport Boulevard 15 " Street 0.4 $30,000 Total Proposed /Enhanced Class III Bike Routes 19.0 $1,462,500 Note. Class 111 bikeway enhancements are included in the table above. As shown in Table 5 -6 a total of 19.0 Class III bike routes are recommended, of which 18.6 miles are new bikeways and 104 miles are existing bikeways recommended for enhancement. 5.2.5 Sidewalks — Bicycle Riding Allowed As noted early in this document, per the City Municipal Code Section 12.56.30 and City Council Resolution 82 -148, bicycle riding is allowed on various sidewalks throughout the City. An update to the current resolution is recommended and additional wayfinding and striping is recommended to further strengthen where bicycle riding is allowed. Riding a bicycle on the sidewalk is observed regularly throughout the City, and the City has built a network of sidewalks to better accommodate both pedestrians and bicyclists. Bicycle riding is often preferred by cyclists to connect facilities. Typically the City has designated wider sidewalks to allow for bicycle riding. Bike lane markings cannot be utilized on sidewalks since they are exclusively for use in on- street bike lanes. To increase awareness on sidewalks where cycling is allowed, the City may consider signage and striping treatments such as "bike dots" with arrows to direct cyclists and remind pedestrians that bicycles may be present on the sidewalk. Additional signage and markings may be considered to promote responsible use of the sidewalk, such as "Bikes Yield to Peds" signs. For sidewalks where bicycle riding is not allowed, the City may consider signage and striping to discourage cyclists from riding on the sidewalk, such as "Walk Bikes" markings. These markings are generally considered for use in business districts and recreational areas with heavy pedestrian usage such as the Bay Front walk around Balboa Island or the Corona del Mar Village. Special consideration should be given to reduce the impact of additional signs and markings. Prior mapping of the bikeways network has identified the sidewalks where bicycling is allowed as Class I facilities. Since the City- designated sidewalks are typically directly adjacent to the edge of the roadway with no buffer distance (or physical barrier) provided, the Class I designation does not satisfy with State requirements. A`, YIELD TO • ,1 � a 3 Image 41 - Bike Dot with Arrow Image 42 - "Bikes Yield to Peds "Sign ALTA PLANNING+ DESIGN 63 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN This Plan recommends that the City of Newport Beach remove the Class I designation on sidewalks where bicycling is allowed, and designate the locations shown in Table 5 -7 as "Sidewalks — Bicycle Riding Allowed" locations. Figure 5 -2 shows the network of sidewalks where bicycle riding is allowed. Table 5 -7 Sidewalks — Bicycle Riding Allowed 1 Avocado Avenue San Miguel Drive East Coast Highway 2 Bison Avenue Camelback Street MacArthur Boulevard 3 Bonita Canyon Drive MacArthur Boulevard SR -73 (East City Limit) 4 Bristol Street North Campus Drive Jamboree Road 5 Bristol Street South Campus Drive Jamboree Road 6 Coast Highway Dover Drive Jamboree Road 7 East Coast Highway Coast Highway Trail Eastern Terminus Avocado Avenue 8 Eastbluff Drive North Jamboree Road Back Bay Drive 9 Eastbluff Drive South Jamboree Road Mar Vista Road 10 Ford Road Jamboree Road MacArthur Boulevard 11 Ford Road Bonita Canyon Sports Park Parking Lot East Terminus 12 Irvine Avenue Beacon Street 15th Street 13 Jamboree Road Bristol Street South Campus Drive 14 Jamboree Road East Coast Highway University Avenue / Eastbluff Drive 15 MacArthur Boulevard Coast Hwy Bison Avenue 16 Marguerite Avenue San Joaquin Hills Road 5th Avenue 17 Newport Boulevard Via Lido West Coast Hwy (Northbound Newport On -Ramp) 18 Newport Coast Drive East Coast Highway San Joaquin Hills Road 19 San Joaquin Hills Road Park Newport San Miguel Drive 20 San Joaquin Hills Road Free -Right San Joaquin Hills Road Jamboree Road 21 San Miguel Drive San Joaquin Hills Road Ford Road 22 Spyglass Hill Drive San Miguel Drive San Joaquin Hills Road 23 Via Lido Lafayette Road Via Lido Soud 24 West Coast Highway Riverside Avenue Santa Ana River Trail Image 43 - Via Lido Bridge Image 44 - Sidewalk riding near Vista Point 64 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN v Q C U V m Y i a r4 N N L 01 W 10 C O � y C q 'M d C fG 3 Dwe �j - a g 6 J Ae8 % CN L ! emd i_ V RECOMMENDED BICYCLE FACILITIES AND PROGRAMS rP �.. °a a N 6 re 3 1 c hQ.�glab H9/ � Y O t CL " Go m Z a otl sP �a h a d P6A ♦ r e�oa i� I raN a � Y V C Q a a U � f d\ /i ry I C c zQ O y O n a 3 Q v v 12 v N C d J ALTA PLANNING + DESIGN 65 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS 5.2.6 Bicycle Boulevards Bicycle boulevards are generally defined as low- volume, low -speed streets that have been optimized for bicycle travel using treatments such as traffic calming and traffic reduction, signage and pavement markings, and intersection crossing treatments. The concept of bicycle boulevards is supported by Objective 1.1 of this Plan, which states, "Expand the existing bicycle network to provide a comprehensive, network of Class I, Class II, and Class III facilities that increases connectivity between CITY OF NEWPORT BEACH BICYCLE MASTER PLAN homes, jobs, public transit, and recreational resources in the Newport Beach." Table 5 -8 and Figure 5 -3 identifies the recommended bicycle boulevards for the City of Newport Beach bicycle network. A few of the bicycle boulevards traverse multiple bikeway types (off- street or on- street bikeways) as well as multiple streets, so the proposed boulevards are numbered to illustrate the routing. A total of 6.3 miles of bicycle boulevards are recommended for further analysis and future implementation by the City. Table 5 -8 Proposed Bicycle Boulevards Bike Boulevard # 1 Roadway Clay Street From TO Orange Avenue 1511 Street Length (Miles) Orange Avenue Clay Street 151h Street 1.2 2 Fullerton Avenue Cliff Drive 1511 Street 0.3 3 Santiago Drive Polaris Drive Tustin Avenue 1.9 4 Fifth Avenue Orchid Avenue East Coast Highway Orchid Avenue Fifth Avenue Ocean Boulevard 1.2 5 Avocado Avenue East Coast Highway Second Avenue Second Avenue Avocado Avenue Goldenrod Avenue Goldenrod Avenue* Second Avenue SeaviewAvenue 1.4 Seaview Avenue Goldenrod Avenue Poppy Avenue Poppy Avenue Seaview Avenue East Coast Highway 6 Tustin Avenue Cliff Drive 15th Street 10 .3 Total 16 .3 Note: * = Riders are required to dismount at Goldenrod Avenue Pedestrian Bridge. Image 45 - Fifth Avenue Trail through Jasmine View Park Image 46 - Custom bicycle boulevard sign utilized on Vista Street in Long Beach. 66 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 6 3 m U m z G 0 N z N d G O �+ L C y C c o c m 2 Dove O ,a o� E dS 71 c RECOMMENDED BICYCLE FACILITIES AND PROGRAMS u' c 46 IN�' e� V o n � A a h ♦ � F c� o hQi9lassHli ry L � 0 L = = V STS 4 w pay a • 'n4Lb hied �rJ O,GF 'se��al P 43 � !� N eeg'm �� ee s: .�iv;�i®�� Ii._ l4 �' o A •'VLl _n° �N S� 0 s 2 O c a ] Y v° a a E a �z S V h �\ o a m a v cy s w ?+ a 'o a ro � a E m E v o cc c a d � � W ALTA PLANNING + DESIGN 67 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Since no bicycle boulevards exist today, it is recommended the City study the feasibility of bicycle boulevards including public outreach in the community where the improvements are proposed. Additional consideration should be given to implementation of the first bicycle boulevards on streets where traffic calming has historically been requested or locations that bicyclists already utilize as a parallel route to avoid a high traffic volume or high speed roadway. 5.2.7 Spot Improvements Public input helped identify a variety of locations where specialized refinements are desired to improve bicycle accommodation, and minimize conflicts CITY OF NEWPORT BEACH BICYCLE MASTER PLAN between bicyclists, pedestrians, and motorists. Potential improvements may include changes to signage and striping, modified wayfinding, and use of bicycle treatments such as bike lane extensions or conflict zone striping. Proposed spot improvements located within Caltrans or OC Parks right -of -way have been listed in a separate table, where the final implementation will be the responsibility of an agency other than the City, with coordination efforts provided by City staff. Table 5 -9, Table 5 -10, and Figure 5 -4 identify the recommended spot improvements; however, additional locations will likely be considered based on continued City evaluation of the system and in response to specific concerns noted by the community. Table 5 -9 Proposed Spot Improvements - City # Location Ownership/ Notes Estimated 1 32nd Street /Newport Right-of-Way City of Newport Modify intersection to use bike box and crossing Cost ($) $20,000 Boulevard Intersection Beach treatments to improve bicycle accommodation. 2 Back Bay Drive ne ar City of Newport Install warning signs and enhanced striping to $20,000 Park Newport Beach increase visibility in this segment. 3 Bayside Drive/El Paseo City of Newport Implement sidewalk improvements and extend $20,000 Drive Beach sharrows for northbound traffic north of El Paseo Drive for approximately 400 feet to close gap with on- street bike lane. 4 Bayside Drive /Marine City of Newport Review intersection signage, markings, and $30,000 Avenue Intersection Beach wayfinding to improve bicycle accommodation. 5 Bayside Drive Near the City of Newport Revise signage and striping at bike trail intersection $10,000 Dunes entrance Beach with roadway to increase awareness of the intersection for cyclists and motorists. 6 Dover Drive South of City of Newport Revise edge striping to widen bicycle lanes. $20,000 16th Street Beach 7 Irvine Avenue/ City of Newport Review striping to maintain Irvine Avenue on- street $30,000 Santiago Drive Beach bike lane in vicinity of Santiago Drive. Intersection 8 Newport Coast Drive/ City of Newport Construct bicycle /pedestrian bridge over Newport $2,000,000 Ridge Park Road Beach Center Drive in vicinity of Ridge Park Road to provide Intersection connectivity with residential, commercial, and school land uses. 9 Newport Pier Parking City of Newport Construct separated bicycle facility to continue Ocean $400,000 Lot Beach Front path through or around the parking lot. 10 Ridge Park Road and City of Newport Install "Bikes May Use Full Lane" signs to inform $5,000 Vista Ridge Road Beach motorists and cyclists to safely share the road. Joaquin Hills Road City of Newport Update signage, markings, and wayfinding to $10,000 Marguerite L Beach improve bicycle accommodation near school related ue to Spyglass Hill to student drop- off /pick -up activity. ) 68 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN RECOMMENDED BICYCLE FACILITIES AND PROGRAMS 12 Superior Avenue/ City of Newport Coordinate with Caltrans to modify to use conflict $30,000 West Coast Highway Beach zone striping and other treatments to improve Intersection Way Caltrans bicycle accommodation at merge /transition areas for $20,000 southbound travel approaching intersection. 13 West Balboa Boulevard City of Newport Add "Bikes May Use Full Lane "signs and consider use $20,000 (from 23rd Street to Beach of sharrows to facilitate the safe travel of southbound 21st Street) bicyclists continuing along Balboa Boulevard. Total $2,615,000 Table 5 -10 Proposed Spot Improvements — Caltrans /OC Parks # Location Ownership/ Right-of- Notes Estimated Cost M 14 Bayside Drive/ Way Caltrans Coordinate with Caltrans to update signage, markings, $20,000 East Coast Highway and wayfinding to improve bicycle accommodation. Intersection 15 Bayview Trail OC Parks Coordinate with OC Parks to improve signage, markings, $10,000 and wayfinding to slow cyclists approaching sidewalk portion of trail along Eastbluff Drive. 16 Crystal Cove Trail at Caltrans Coordinate with Caltrans and California State Parks to $20,000 Ruby's Shake Shack update signage, markings, and wayfinding along the off - street trail at thejunction with the Ruby's Shake Shack parking lot along East Coast Highway. Improvements are within State right -of -way and require State approval. 17 Dover Drive /West Coast Caltrans Coordinate with Caltrans to update signage, markings, $20,000 Highway Intersection and wayfinding to improve bicycle accommodation. 18 Northbound SR -73 On- Caltrans Coordinate with Caltrans to modify roadway striping $40,000 Ramp /Newport Coast at Newport Coast Drive approaching the northbound Drive Intersection on -ramp to remove the option through /right from the center travel lane. Work with Caltrans and City of Irvine to improve signage, markings, and wayfinding at intersection. 19 Riverside Avenue/ Caltrans Work with Caltrans to improve signage, markings, $20,000 West Coast Highway and wayfinding at intersection and wayfinding to Intersection direct cyclists towards beach from Riverside Avenue. Improvements are within State right -of -way, and require State approval. 20 Southbound SR -73 Off- Caltrans Coordinate with Caltrans to modify crossing between $70,000 Ramp /Newport Coast motorists and bicyclists from junction with freeway off - Drive ramp. Consider speed reduction signs and transverse audible warning lines on off -ramp, and pavement improvements to better accommodate bicycle travel. Long -term consideration may include realignment of ramp (cost to be determined). 21 West Coast Highway/ Caltrans Coordinate with Caltrans to update signage, markings, $30,000 Newport Boulevard and wayfinding to improve bicycle accommodation. Intersection ALTA PLANNING + DESIGN 69 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 22 West Coast Highway Caltrans Coordinate with Caltrans to improve signage, markings, $300,000 (from Newport and wayfinding to guide cyclists from Newport Boulevard Boulevard to Riverside to Riverside Avenue using sidewalks designated for Drive) bicycling. Review sidewalks to remove and relocate utilities and posts. Improvements are within State right - of -way and require State approval. 23 West Coast Highway Caltrans Coordinate with Caltrans to improve signage, markings, $10,000 (from Santa Ana River and wayfinding to guide cyclists from Santa Ana River Trail to Orange Street) Trail to Orange Street using sidewalks designated for bicycling. Review sidewalks to remove and relocate utilities and posts. Improvements are within State right - of -way and require State approval. 24 West Coast Highway/ Caltrans Coordinate with Caltrans to improve the sidewalk on $30,000 Orange Street the southwest leg of the intersection to facilitate the Intersection (Southwest shared use of the sidewalk by bicyclists and pedestrians. Corner) Improvements are within State right -of -way and require State approval. Total $570,000 5.2.8 Other Recommendations Back Bay Drive During the course of the preparation of this Bicycle Master Plan, the treatment and configuration of Back Bay Drive has gained attention with the Bicycle Master Plan Oversight Committee. A dedicated subcommittee was formed to solicit public input on Back Bay Drive and to provide recommendations to address multi -modal needs along the trail which accommodates one -way northbound vehicular travel between Shellmaker Road and Eastbluff Drive. This Plan recommends enhancements of Back Bay Drive, however, the refined design and treatment for Back Bay Drive will be considered by the City Council. Ocean Front Path Through the preparation of this Plan, four major ideas related to the improvement of the Ocean Front shared -use path have been discussed: 1. Widen the path to enhance its operation for pedestrians and cyclists during the peak (summer) months; 2. Extend the easterly terminus of the path from E Street to G Street to facilitate a smoother transition to Ocean Avenue for users heading to the Wedge; 3. Extend the westerly terminus of the path from 36th Street to the proposed Santa Ana River Trail Extension; and 4. Extend the path through or around the Ocean Front parking lot in the Newport Pier area to minimize the mixing of pedestrians and cyclists with motor vehicles. It should be noted that there are significant challenges associated with these projects related to project permitting, construction on beach areas, close proximity of residents, and ongoing illegal encroachment issues. Considering these challenges, this Plan recommends a comprehensive study of the Ocean Front with regard to the above ideas, including their benefits, impacts, and challenges for City Council consideration. Traffic Signal Timing and Detection Improvements As discussed in Section 3.2.1, the City currently complies with State guidelines for traffic signal timing and detection, including recent changes that require updates at new and upgraded intersections. This is accomplished through traffic signal retiming, upgrades, and rehabilitation projects. This Plan recommends the City continue to update traffic signal timing for compliance with the State Guidelines with emphasis on corridors that experience heavy cyclist activity. On corridors that are operated by other agencies, such as the Caltrans- operated sections of Coast Highway, the City may work with the other agency to update their traffic signal timing. Coordination with Other Agencies The development of this Plan included coordination with other agencies to promote cross - jurisdictional continuity in the bikeway network. This Plan recommends the City share the Plan with other agencies and consider other regional and local bicycle plans when proposing boundary projects. Additionally, several recommendations within this Plan include improvements in State right -of -way or that cross into other agencies'jurisdiction. This Plan recommends the City work with the other agency as a major stakeholder. For recommended improvements on Coast Highway, the City may work with Caltrans to 70 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN N C 6 V O J C Ol d 0 n E 0 �n a m a c v E E 0 U d N W ■ 7 71 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS ALTA PLANNING + DESIGN 71 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS implement bike improvements through a Caltrans project, City project, or the Encroachment Permit process. The appropriate project path can be determined at the time of proposal. Construction /Maintenance Items Placed in Bicycle Lanes Construction and maintenance operations are often located adjacent to bike lanes and require use of the shoulder, causing equipment, signs, or materials to be placed within the bike lane. Often, these items, such as advance warning signage for construction, are required. Combined with Federal requirements to maintain pedestrian pathways (per the Americans with Disabilities Act), space where required equipment can be placed is limited. Recently, the City has reached out to landscaping companies in the Newport Coast area to limit their time parked in the bike lane and place cones behind the vehicles as a warning to approaching vehicles when necessary to be at that location. This Plan recommends the City continue to work with landscaping, utility, and other maintenance companies to consider alternate locations for their equipment outside of the bike lane or limit their time within the bike lane. Additionally, this Plan recommends the City review the construction specifications and permit requirements to encourage construction contractors to locate equipment, signs, and other items outside of the bike lane while maintaining a minimum four foot sidewalk for pedestrian accessibility. Additional conditions may be applied to install the bike lane signage or accommodate bicyclists through creation of a bike lane through the construction zone when appropriate. 5.3 Recommended End -of -Trip Bicycle Facilities Support facilities and connections to other modes of transportation are essential components of a bicycle system because they enhance safety and convenience for bicyclists at the end of every trip. With nearly all utilitarian and many recreational bike trips, bicyclists need secure and well - located bicycle parking. A comprehensive bicycle parking strategy is one of the most important things that ajurisdiction can apply to immediately enhance the bicycling environment. Moreover, a bicycle parking strategy with connections to public transit will further the geographical range of residents traveling without using an automobile. Bicycle parking can be categorized into short -term and long -term parking. Bicycle racks are the preferred device for short -term bike parking. These racks serve people who leave their bicycles for relatively short periods of time, CITY OF NEWPORT BEACH BICYCLE MASTER PLAN typically for shopping or errands, eating or recreation. Bicycle racks provide a high level of convenience and moderate level of security. Long -term bike parking includes bike lockers and bike rooms and serves people who intend to leave their bicycles for longer periods of time and are typically found in multifamily residential buildings and commercial buildings. These facilities provide a high level of security but are less convenient than bicycle racks. Additional guidance on end -of -trip bicycle facility design is provided in Appendix G. Figure 5 -5 Types of Bicycle Racks n os U -Rack Post and Horseshoe Lightning Bolt' Loop or Varsity Rack' 5.3.1 Short -Term Bicycle Parking This plan recommends the City adopt the short -term bicycle rack types shown in Figure 5 -5 as the standard short -term parking. This plan also recommends implementation of adequate short -term bicycle parking in the form of bicycle racks at all major trip attractors, including commercial and civic activity centers and transit hubs. The City should prioritize the installation of bicycle parking throughout the City, with particular attention directed at the following locations: • Balboa Pier • Branch Libraries • City Hall /Central Library and Other Civic Buildings • Commercial /Office Areas • Community Centers • Fashion Island Commercial Center • Newport Pier • Newport Transportation Center • Parks • Post Offices • Schools • Shopping Centers Although the number of racks is determined by the space available, it is recommended that short -term bicycle parking capacity to accommodate eight bicycles is provided at each of the civic uses identified above, and short -term bicycle parking for commercial and office areas be determined based on intensity of development. The adequacy of short -term bicycle parking requires regular review to determine if additional capacity is needed. 72 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Special emphasis should be given for installation of bicycle racks in communities and business districts. Recent installation of custom bicycle racks in the Corona del Mar Village has created a sense of community along with branding of the "Bike the Village" campaign. This Plan recommends extending this model to other communities and business districts, such as Balboa Village, Balboa Island, West Newport, and Mariners Mile. Through the outreach of the bicycle rack program, the City should work with the community to create a unique branding identity, if desired, to be implemented into a design based on the recommended rack types. 5.3.2 Long -Term Bicycle Parking Locations where visitors are expected to park their bicycles for longer than 2 hours should provide more secure, long -term bicycle parking options, such as bicycle lockers (similar to the bicycle cage constructed at City Hall in the parking garage). City staff may coordinate with public and private sector development opportunities to determine which projects and facilities should incorporate secure bicycle parking areas into their design. Secure bicycle parking areas that provide services, such as bicycle rentals and repair may be considered. The following are locations where long -term bicycle parking is recommended. • Airport Employment Area • City Hall /Central Library • Fashion Island Commercial Center • Newport Transportation Center • John Wayne Airport (Owned and Operated by the County of Orange) 5.3.3 Municipal Code Bicycle Parking The Newport Beach Municipal Code currently requires bicycle lockers or racks to "be provided for use by employees or building tenants. A minimum of two lockers per one hundred (100) employees shall be provided. Lockers may be located in a required parking space. "' In addition, the General Plan Circulation Element requires "new development projects to provide facilities commensurate with development type and intensity to support alternative modes, such as... bicycle lockers, showers, [and] commuter information areas. "' This plan recommends the City amend its Municipal Code to include requirements on types of short -term and long -term bicycle parking facility designs. Recommended bicycle parking designs are provided in Appendix G. Bicycle rack designs should include racks that provide two points of contact with the bicycle so that it can be locked from both the front wheel /frame and the rear wheel. This will provide a higher degree of security and support for 'Newport Beach Municipal Code, Section 20.44.050. 'City of Newport Beach General Plan, Circulation Element Section CE6.2.2. RECOMMENDED BICYCLE FACILITIES AND PROGRAMS the bicycle. This will more accurately address the bicycle demand at a given development. Additionally, space to maneuver the bicycle away from fixed objects and buildings is required to accommodate short -term bicycle parking needs. Key design aspects related to long -term bicycle parking includes: • Covered, lockable enclosures with permanently anchored racks for bicycles. • Lockable bicycle rooms with permanently anchored racks; or • Lockable, permanently anchored bicycle lockers. When people commute by bicycle, they often sweat or become dirty from weather or road conditions. Providing changing and storage facilities encourage commuters to travel by bicycle because they have a place to change and prepare before work or school. This Plan recommends the Newport Beach's Municipal Code be revised as needed to require all new mid -size and large employers, offices, and businesses to supply changing and storage facilities, such as by providing showers and locker space within the buildings or arranging agreements with nearby recreation centers to allow commuters to use their facilities. As noted in the following section, the installation of bicycle maintenance hubs or stations at key high - traffic locations can accommodate bicyclists for a variety of needs (such as minor repairs, inflating tires, filling water bottles, providing wayfinding information, and promotion of local businesses). Image 47 - Long -term bicycle parking at the Civic Center 5.4 Wayfinding and Signage Plan This Plan includes a citywide bicycle wayfinding and signage plan for Newport Beach, including the establishment of an identity for the City's primary bikeways. The signage plan included in Appendix H recommends strategies to assure bicyclists that they are using a network that is continuous and easily navigated. ALTA PLANNING + DESIGN 73 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS This wayfinding system will direct bicyclists to major destinations within the City, such as the Newport Transportation Center, Balboa Peninsula, Newport Center and other commercial centers, Back Bay, and Corona del Mar. Signage recommendations are included to be placed on all existing and proposed routes. Additionally, a group of major routes have been identified as primary named routes, and will serve as a backbone to the system. The Wayfinding and Signage Plan is organized by proposed signage design, signage location, kiosks, collaborative efforts, and the route naming system. 5.5 Recommended Programs Improvements to and continued support of education, enforcement and evaluation programs have been proven to increase the number of bicycle trips and bicycling CITY OF NEWPORT BEACH BICYCLE MASTER PLAN safety. These programs can ensure that more community members know about new and improved facilities, learn the skills they need to integrate bicycling into their activities, and receive positive reinforcement about integrating bicycling into their daily lives. In essence, the new and enhanced programs market the idea of bicycling to the community and encourage a shift to bicycling as a transportation option. This Plan supports the continuation and enhancement of the City's education, encouragement, and enforcement programs that are currently in place. The following additional programs are each designed to promote bicycling in the City, increase safety for those traveling by bicycle, and raise awareness of the benefits of bicycling. Table 5 -11 provides a summary of the recommended programs. Table 5-71 Recommended Programs Category Program Responsible Party Funding Source Schedule Education Bicycle Safety and Share the Road OCTA, City City; Grants Near -Term Campaigns Bicycle Resource Website City City Near -Term Adult Bicycling Skills Classes Bicycle Clubs, City, City; Grants Near -Term OCTA Youth Bicycle Safety Education Bicycle Clubs, City City; Grants Near -Term Classes Youth Bicycle Safety Clinics & Bicycle City, Safe Routes City; Grants Middle -Term Campus to School National Partnership Senior Bicycle Education Classes Bicycle Clubs, City City; Grants Middle -Term Encouragement Bike Valet at City Events Special Event City Near -Term Promoter, City Youth and Family- Oriented Bicycle Advocacy Groups, City Private Near -Term Rides "Be Seen in Newport Beach" Bike City City; Grants Near -Term Light Campaign Bike Festivals & Family Bike Fest/ City, Advocacy Groups City; Sponsorships Near -Term Family Biking Day Launch Party for New Bicycle City City Near -Term Facilities Bicycle Friendly Community City N/A Near -Term Designation Tourism Integration City City Near -Term Commuter Incentive Programs OCTA, City City; Grants Middle -Term Safe Routes to School Program City, Advocacy Groups Grants Near -Term Bicycle Friendly Business Districts Business Improvement City; Middle -Term District /Association, ConContributions City from Business Associations Bicycle Hubs City City; Grants Middle -Term 74 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Tables -11 Recommended Programs (continued) Note: Near -term = 0 -3 years, Middle -Term = 3 -6 years, Long -Term = 6+ years. 5.5.1 Education Education programs are designed to improve safety and awareness. Bicycle - related collision data shows that in addition to infrastructure improvements, education about riding on the right side of the road and how to properly ride in traffic may reduce bicycle - related collisions. The following outlines recommended education programs. Bicycle Safety and Share the Road Campaigns Many of the bicycle safety and share the road campaigns described below are well- suited for implementation by a regional agency to coordinate efforts across multiple jurisdictions. A marketing campaign that highlights bicyclist and pedestrian safety is an important part of creating awareness of bicycling and walking. This type of high - profile campaign is an effective way to reach the public, highlight bicycling and walking as viable forms of transportation, and reinforce safety for all road users. Because motorists and cyclists traveling through the City of Newport Beach are often visitors from other jurisdictions, a marketing campaign by a regional agency such as OCTA can help reach a larger audience within the County. Support by cities can include concurrent promotion through social media, banners, and written media. A well - produced safety campaign will be memorable and effective. One good example is the Sonoma County Transit "You've got a friend who bikes!" Media Outlets City In -Kind Contributions; Grants Middle -Term Individualized Marketing Campaigns OCTA, City Grants Middle Term pedestrians, and Mobility Coordinator City City; Grants Long -Term Ride with the City City City Near -Term other bicycling /walking Open Streets /Ciclovia Events City City; Grants Long -Term Image 48 - "Share the Road" Bicycle Sharing City, OCTA Grants; Sponsorships Long -Term Enforcement Speed Radar Trailer /Feed back Signs City Grants Near -Term Bicycle Patrol Units City City Near -Term Bicycle Theft Abatement Program City Grants Middle -Term Evaluation and Bicycle Counts and Survey Program City City; Grants Near -Term Policy Mapping Bikeway Investments City City Near -Term Bicycle Report Card City City Near -Term Complete Streets Policy City City; Grants Middle -Term Bicycle Parking Policy and Enforcement City City, Grants Middle -Term Bike Corrals and "Request a Rack" Programs City City; Grants Middle Term Bike Counters /Bicycle Barometers City Grants Middle -Term Note: Near -term = 0 -3 years, Middle -Term = 3 -6 years, Long -Term = 6+ years. 5.5.1 Education Education programs are designed to improve safety and awareness. Bicycle - related collision data shows that in addition to infrastructure improvements, education about riding on the right side of the road and how to properly ride in traffic may reduce bicycle - related collisions. The following outlines recommended education programs. Bicycle Safety and Share the Road Campaigns Many of the bicycle safety and share the road campaigns described below are well- suited for implementation by a regional agency to coordinate efforts across multiple jurisdictions. A marketing campaign that highlights bicyclist and pedestrian safety is an important part of creating awareness of bicycling and walking. This type of high - profile campaign is an effective way to reach the public, highlight bicycling and walking as viable forms of transportation, and reinforce safety for all road users. Because motorists and cyclists traveling through the City of Newport Beach are often visitors from other jurisdictions, a marketing campaign by a regional agency such as OCTA can help reach a larger audience within the County. Support by cities can include concurrent promotion through social media, banners, and written media. A well - produced safety campaign will be memorable and effective. One good example is the Sonoma County Transit "You've got a friend who bikes!" campaign. It combines compelling ads with an easy -to -use website A focused at motorists, pedestrians, and 1� WFIS bicyclists. This type of campaign is particularly effective when kicked off in conjunction with other bicycling /walking events or back to school in the fall. The safety and Image 48 - "Share the Road" street post banner awareness messages could be displayed near high - traffic corridors (e.g., on banners), printed in local publications, broadcast as radio and /or television ads and be available in Spanish and other languages. Sample program: Sonoma County (CA) Transit: http.,Ilwww.sctransit.com/bikesafelbikes.htm Share the Road outreach is a way for cities to actively disseminate the rules of the road in person to residents. One way to conduct outreach is to conduct "checkpoints ". Working with volunteers from a local advocacy group and ALTA PLANNING + DESIGN 75 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS the Police Department, officers could stop motorists and bicyclists to offer a brochure on the rules of the road as they pertain to motorists and bicyclists. Within Newport Beach, checkpoints could be planned at high - pedestrian areas such as the Ocean Front Path, the piers, and the Balboa Village, if checkpoints that stop moving traffic on roadway is not desired. An example of the Marin County Bicycle Coalition's Share the Road Checkpoints can be found at the link below. ht to:/ /www. morin bike .orglComnaians/ShoreTheRoad/ Index.sh tml Developed by the City of San Jose, StreetSmarts uses print media, radio spots and television spots to educate people about safe driving, bicycling and walking behavior. More information about StreetSmarts can be found at the link below. httoJ /www.getstreetsmarts.orQ/ Many other cities, counties, and states produce bicycle safety videos to educate riders and drivers. One such video from the Chicago Department of Transportation's Bicycle Program explains why cyclists should ride on the street rather than on the sidewalk'. A series of online videos from the City of Albuquerque, New Mexico, illustrates both the dangers of wrong -way cycling and how motorists should follow the City's 5 -foot passing rule'; these were produced in both English and Spanish. One potential video that the City could produce is a guide for motorists on how to follow the recently adopted "Three Feet for Safety Act" in California, which requires that drivers provide at least 3 feet of clearance when overtaking and passing a bicycle that is traveling in the same direction'. The City of Roswell, Georgia, produced a similar videos to educate motorists about that state's 3 -foot law. Other examples of 9 feet to pass" outreach campaigns include those by the City of Los Angeles?, Bicycle Colorado', and bicycle advocates in Nevada's Lake Tahoe area. Given the number of visitors to the City of Newport Beach, creation of a video to reach a countywide audience may indicate preparation of an educational video is best served by a regional authority such as OCTA or SCAG. OCTA is currently considering the development of a bicycle use safety campaign for Orange County, starting with an instructional video on how to use sharrows. Additional concepts under consideration include efforts CITY OF NEWPORT BEACH BICYCLE MASTER PLAN similar to those employed by LA County Metro promoting "Every lane is a bike lane "', a bicyclist anti - harassment ordinance like that in Los Angeles10, and free bicycle safety training for motorists and bicyclists. Examples of free safety training classes include those offered in 2013 by LA County Metro" (through a partnership with the LA County Bicycle Coalition'2) with grant funding from the California Office of Traffic Safety. Bicycle Resource Website The City of Newport Beach hosts a website for bicycle safety, as part of the Same Rules Same Road Campaign. Additions or changes to the City website can include the following to further promote bicycling opportunities and safety tips: Bicycle parking map Map of bikeway implementation that is updated as new facilities are completed Bicycling tips including information on how to: • Carry items using baskets and panniers • Properly lock a bicycle • Ride in the rain with help from fenders and rain gear Tips can also include information on the importance of bicycle lights and reflection Bicycle facility maintenance and repair phone number Bicycle event calendar • Promotion of Bicycle Events such as Bike Month, trainings, and other events • Education and skill class information • Laws and ordinances specific to bicycling • Guidance on requesting new bike racks • Information for tourists (bike rental, where to get a hard copy bikeways map) Sample website: http: / /www. bikelongbeach. org/ Adult Bicycling Skills Classes Community members can be given the opportunity to participate in bicycling skills classes. The most common program is the League of American Bicyclists courses 'Chicago Dept. of Transportation- http: //www.youtube.com /watch ?v= aTZIRtcHB_MO 4 City of Albuquerque, ShoreTheRoodABQ.com http:// youtu. be/ 74- NecLRcNo ,http: //youtu.belZsxQuy67ch8 ,http: //youtu.be/05s4XoROkdc, http✓/ youtu .belbE6QGKgC16'http: / /leginfo. ca.gov /pub/73 -14 /bill /asm /ab_ 1351- 1400/ab_7377_ bill_20130923_chaptered.htm s http: / /www.bikeroswell.com /3- foot -law/ 7 http : //ladotbikeblog.wordpress.com /2010 /08/24 /mayor- launches - give -me -3- campaign ' http: //bicyclecolo.org /articles /bicycle - safety -law- tips- pgIO28.htm ' http✓ /www. metro. net /bikes/ bikes - metro /safe- bicycling -tips/ 10 City of Los Angeles Ordinance No. 187817 (httpvlcityclerk.locity. org/ Iacityc lerkconnectlindex.cfm ?fa =cch. viewrecord &cfnumber -09 -2895) 11 http:/ /www. metro. net / news /simple_pr /7a- metro - office -of- traffic- safety - partner -to -offer/ ° http://ia -bike. org /streetcyclingskilis 76 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN (including Road I, Road II, and Commuting), taught by League Certified Instructors (LCls). Courses cover bicycle safety checks, fixing a flat tire, on -bike skills, crash avoidance techniques, and traffic negotiation. Courses are already available in other Orange County cities and are often hosted by the Orange County Bicycle Coalition and Orange County Wheelmen. The City can invite LCIs to host adult bicycling skills classes and can highlight local or nearby courses on its bicycling website. The City could advertise the courses in multiple languages and use responses to the advertisement to determine the need for multi - lingual instruction. Coordinating classes with OCTA or adjacent cities may also help promote the event and minimize costs to the City of Newport Beach. In addition, the City can consider classes that are oriented toward and taught by women, in order to encourage more women to participate. Recent all- female trainings in Los Angeles County have attracted participants that may have felt intimidated taking classes among and taught by men. The women led training programs can provide a means to increase the number of women instructors to continue catering to women -only trainings. Sample program: • League of American Bicyclists: httpYlbikeleague.org /programs /education /courses.php • Women on Bikes SoCal's all- female LCI trainings: httpYlbikeleague.org/ content /first -all- female- lci- training- huge- success Youth Bicycle Safety Education Classes Typical school -based bicycle education programs educate students about the rules of the road, proper use of bicycle equipment, biking skills, street crossing skills, and the benefits of biking. Education programs can be part of a Safe Routes to School program and /or taught as part of summer camp programs or at afterschool centers, such as the Mariners Family YMCA. These types of education programs are usually sponsored by a joint City /School District committee that includes appointed parents, teachers, student representatives, administrators, police, active bicyclists and engineering department staff. Pursuit of funding for youth bicycle safety courses may be combined with efforts to secure funding for a Safe Routes to School Program. Image 49 -A child learning to ride safely RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Sample programs: • Marin County Safe Routes to School Curriculum: http:// wwwsaferoutestoschools .orglcurricul um.htmi • Bicycle Transportation Alliance — Portland,OR: h ttp : //btaoregon.org/wp -con ten t /uploads /2011/11/ curriculum- BSE.pdf Youth Bicycle Safety Clinics & Bicycle Campus Children's bicycle safety clinics are individual events that help students develop basic bicycling techniques and safety skills through the use of a bicycle safety course. The clinics use playgrounds or parking lots set -up with stop signs, traffic cones, and other props to simulate the roadway environment. Students receive instruction on how to maneuver, observe signs and markings, and look for on- coming traffic before proceeding through intersections. Children's bicycle safety clinics also provide an opportunity for instructors to ensure children's helmets and bicycles are appropriately sized. Events can include free or low -cost helmet distribution and bike safety checks. Image 50- Parents can learn alongside their children The City would work with elementary and middle schools, trained adult volunteers, local police, and the fire department to administer children's bicycle safety clinics. The clinics can be stand -alone events or can be incorporated into health fairs, back -to- school events, Bike to School days, and Safe Routes to School efforts. The bicycle safety clinic can be temporary in nature, or can be located on a permanent basis at a location within the community, often referred to as a "bicycle campus." A bicycle campus is a permanent off - street learning area for people of all ages and abilities to become confident about their riding skills, and is sometimes known as a "safety village." The bicycle campus helps participants become familiar with a variety of bicycle - friendly design features and signage. These bicycle campuses are a resource for bicycle educators, schools, and other groups that wish to provide bicycle education. Local jurisdictions ALTA PLANNING + DESIGN 77 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS can utilize existing land, such as underused parking lots, to create a bicycle campus. The bicycle campus concept has been incorporated into public spaces throughout the United States with examples at fairgrounds, elementary schools, and parks. The City of Newport Beach and interested stakeholders might consider opportunities for implementing a bicycle campus at a local school, the OC Fair & Event Center (located in Costa Mesa). Sample program: • http: / /Www.nhtsa.gov /Driving +Safety /Bicycles/ CyclingSkillsClinic Story about Santa Monica's Bike Campus: http://la.streetsblog.org/ 2012 /04/20/santa- monica- opening- bike- campus -on- earth - day - Sunday/ Senior Bicycle Education Classes Senior bicycle education programs help older adults either re -learn bicycling or learn how to bicycle with less agility. Seniors who are no longer able to drive may still be able to bicycle shorter distances on either a regular two - wheeled bicycle or an adult tricycle. The City KIMM-M could collaborate with Image57 -Bike education interested agencies, dosses can ee tailored health departments and senior centers, such to seniors'neds as OASIS Senior Center, to evaluate interest and implement multi - lingual senior bicycle education classes, potentially including a program that acquires adult tricycles and brings them to senior centers for guided rides. Sample program: http: / /Www.portiondoregon.gov /transportation /articlelI SS167 5.5.2 Encouragement Encouragement programs focus on encouraging people to bicycle more frequently by providing incentives, recognition, or services that make bicycling a more convenient and viable transportation mode. For many of the encouragement programs recommend, collaborative relationships will ensure success between the City, the business community, school representatives, and active transportation and health advocates. Currently, Newport Beach residents benefit from encouragement initiatives such as the City Bike Map, and recent BikeNewportBeach. org Neighborhood Bike Rides. The following programs are designed to encourage community members of all ages and abilities to ride bicycles for transportation, recreation, and fun. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bike Valet at City Events Image 52 - Bike valet at Los Angeles Union Station Providing safe and secure bicycle parking helps encourage individuals to bicycle. Bicycle valet is similar to vehicle valet in that bicyclists drop their bikes off at a designated area to be guarded by event staff. In exchange for their bikes, bicyclists are given a number or token to provide on return so that bikes are not given to the incorrect person. San Francisco passed a city ordinance that requires all major city events to provide bike parking and pioneered an innovative tool for stacking hundreds of bicycles without racks. Temporary bicycle parking is appropriate for events with expected large attendance and at regularly occurring events like a farmers market. This program could be part of the City's Special Event Permit process and operated by the special event coordinator. Sample program: www.sfbike.org / ?valet Youth and Family- Oriented Bicycle Rides Parents often have concerns or fears about their children riding bicycles in the roadway. Youth and family- oriented bicycle rides are large group rides ` geared toward kids that create safe, comfortable ` environments for Image 53 -A family enjoying a ride together families to ride together. This type of ride has commonly been referred to as a Kidical Mass ride. They are often hosted monthly or quarterly with a fun theme to encourage attendance. Rides do not require street closure, though the support 78 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN of traffic officers is often necessary if the route includes uncontrolled, challenging crossings. Kidical Mass rides can include raffles or incentives to boost participation. BikeNewportBeach.org organized family - friendly neighborhood bike rides provide a good example of a simple method to encourage bicycling and appeal to a diverse audience with low- stress group bicycle rides. The recent rides have been oriented around holiday themes such as Halloween or the Winter Holiday Lights. A Patriotic 4th of July ride, or a "Back to School" ride may provide additional opportunities to cater to youth and families. Sample programs: • httpz//www.bikelongbeach.org /event /kidical- mass -10 • http: //www.kidicalmass.org /about/ "Be Seen in Newport Beach" Bike Light Campaign According to the California Vehicle Codes (CVC) for bicycling, a white headlight and reflectors are required by law if riding when it's dark (CVC 21201). Some jurisdictions have led visibility campaigns through law enforcement checkpoints and outreach activities. The usage of lights and reflectors at night may increase visibility and help reduce collisions. We recommend the City encourage cyclists to wear high - visibility clothing and use daytime running lights during outreach events and in materials distributed related to bicycling. A campaign for increased visibility during nighttime is often held in the fall when daylight hours are reduced, and the program can have concurrent efforts such as banners, poster, and TV /radio advertisements. Sample Programs: • Get Lit Program, Portland: http: / /www. communitycyclingcenter .org /indexphp /get -lit/ • Light Up the Night, San Francisco: http: / /wwwsfbike. org / ?lights Bike Festivals & Family Bike Fest /Family Biking Day Promoting bicycling through bike festivals can encourage people to want to give riding a try. Bike festivals often include booths by local organizations and agencies, exhibits, and food /beverage vendors. Long Beach hosts a free annual bike festival with live entertainment, bike valet, children's activities, and local food and beverages. Similarly, a Family Bike Fest or Family Biking Day — such as those recently held in both Santa Monica and San Francisco — can be geared toward families and provide activities such as safety checks of children's bicycle seats or trailers, seminars on how to properly choose child bicycle frames and seats, helmet fitting stations, family bike demonstrations, bike and helmet decoration stations, and family rides that promote family bicycling for transportation and recreation. The program can also include: • "Freedom from Training Wheels" workshop • Bike rodeo RECOMMENDED BICYCLE FACILITIES AND PROGRAMS How to carry kids by bicycle Adapted bicycles available for families to try • Safety check • Basic bike maintenance • Group ride /parade Development of family- oriented education may be a program for implementation by local bicycle advocacy groups where volunteers are readily available and willing to improve cycling conditions within the community. Image 54 - Santa Monica Bike Fest Sample programs: • http : //downtownlongbeach.org /Latest- News - Detail/ Bike - Fest -of -Long -Beach • http: 11www0l.smgoanet 1bikesm1 • http: / /www.sfbike.org / ?famity_ day Launch Party for New Bicycle Facilities When a new bicycle facility is built, some community members will become aware of it and use it, while others may not realize that they have improved bicycle facility options available. A launch party /campaign is a good way to inform the community about a new bicycle facility and can also be an opportunity to share other bicycling materials (such as maps and brochures) and answer community questions about bicycling. It can also be a media - friendly event, with elected official appearances, ribbon cuttings, and a press release that includes information about the new facility, other existing and future facilities, and any timely information about bicycling. In Vancouver, when a new bicycle facility is built, the City throws a neighborhood party to celebrate. In the Vancouver example, cake, t- shirts, media and festivities are provided and surrounding neighbors are invited as well as City workers (engineers, construction staff, and planners) who participated in project planning and implementation. City hosting of launch parties for priority bicycle facility projects can be aligned with promotion of City efforts through print and digital media. ALTA PLANNING + DESIGN 79 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Bicycle Friendly Community Designation The League of American Bicyclists (LAB) recognizes communities that improve bicycling conditions through education, encouragement, enforcement, and evaluation programs. Communities can achieve platinum, gold, silver, or bronze status or an honorary mention. Bicycle friendliness can indicate that a community is healthy and vibrant. Like good schools and attractive downtowns, bicycle friendliness can increase property values, spur business growth, and increase tourism. The following Orange County agencies have achieved LAB designation as a Bicycle Friendly Community (BFC): • County of Orange: Bronze • City of Huntington Beach: Bronze • City of Irvine: Silver For more info: http: / /www. bikel eague.org /con ten ticommuni ties O 71 • i Image 55 - Existing "Explore Newport Beach" tourist map Tourism Integration To encourage visitors and tourists to consider bicycling in the City, bicycling - related resources could be incorporated into tourism information. The visitnewportbeach.com website could include a calendar specific to bicycling events and group rides, locations of bicycle rental and repair shops, and a map of the City's bikeways. In addition, the existing "Explore Newport Beach" map on the website could highlight tourist- friendly bikeways. Bicycling information could also be distributed to people who check into hotels or rent houses /condos /apartments in the City. For visitors who are already interested in bicycle riding in Newport Beach, bicycle rental businesses can distribute bicycle route maps or links to mobile maps and riding guidance upon renting. Promotion of bicycling within the City can also be implemented using the "MyNB" mobile application to promote bike rental shops, bikeways, bicycle safety, and CITY OF NEWPORT BEACH BICYCLE MASTER PLAN other related topics that might appeal to visitors and residents bicycling within the community. Commuter Incentive Programs A Commuter Incentive Program encourages people to commute by non - motorized transportation and to make the general public aware that bicycling and walking are practical modes of transportation. OCTA manages the Share the Ride campaign to promote and encourage transportation choices to minimize single- occupant vehicle (SOV) driving related to commute activity. Because the OCTA program is already underway, we suggest the City of Newport Beach work with OCTA to promote the Share the Ride program and look for collaboration activities. San Luis Obispo (SLO) Regional Rideshare organizes the "Commute for Cash Challenge" every October as part of "Rideshare Month" in which commuters log the miles that they commute using alternative transportation for a chance to win prizes. This program could serve as a starting point fora more permanent commuter incentive program during the rest of the year. Sample programs include: • 00- ASharetheRide :http : / /wwwocta.net /Share -the- Ride/ • SLO Council of Governments Regional Rideshore: http:// rideshare.org/NewHome.aspx Safe Routes to School Program Helping children walk and bicycle to school is good for children's health and can reduce congestion, traffic dangers and air pollution caused by parents driving children to school. Safe Routes to School programs use a "5 E's" approach using Engineering, Education, Enforcement, Encouragement, and Evaluation strategies to improve safety and encourage children walking and biking to school. The programs are usually funded by a State or Regional grant and facilitated by a coalition of Image 56 - Safe Routes to School Bike Ride in Los Angeles so ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN city government, school and school district officials, and teachers, parents, students, and neighbors. A Safe Routes to School program typically would cover elementary and middle schools within the community. We recommend the City pursue grant funding to develop and implement a Safe Routes to School that develops infrastructure recommendations to improve access to schools and non - infrastructure recommendations to educate and encourage walking and bicycling to schools. Creation of a local coalition is useful to provide continuity in Safe Routes to School efforts and ensure encouragement activities occur annually despite the transition of champions (typically parents) when children graduate to higher grades. Sample program: http: / /Www.al amed ocountysr2s.orgl Bicycle Friendly Business Districts Local businesses have the potential to encourage bicycling by providing their patrons that commute by bicycle with discounts and other amenities. Jurisdictions can work with businesses to create "Bicycle Friendly Business' programs that honor businesses that support bicycling. Some programs assign a gold, silver, or bronze designation to businesses that apply for the program based on the level of benefits they provide bicyclists. The League of American Bicyclists has a Bicycle Friendly Business program as part of its Bicycle Friendly Communities designation, which is a good model to follow. The City of Long Beach's program provides cargo bikes for businesses to make deliveries, and businesses provide shopping and dining discounts on Saturdays. This program could be implemented through the local Business Improvement Districts or Business Associations. Sample programs: • http: / /Www.bikeleague.org /programs/ bicycl efriendlyamerica/bicyclefriendl ybusiness/abou t. php • http: / /www.bikelongbeach.org /welcome /bike- shore- program/ bicycle - friendly- business - district - program Bicycle Hubs An effective way to encourage riding is by providing a hub with support facilities for cyclists. The facilities might include free maintenance equipment, air and water, maps of bikeways, and restroom facilities. Recently a gas station in the City of Fullerton installed maintenance equipment for bicyclist use and pumps specifically for bicycle tires, and a "fix -it" station was installed on the campus of California State University, Fullerton in Fall 2012. The City of Cambridge has free bicycle maintenance stations in several trip - generating locations. These stations include items such as tire gauges, pumps, and tools for small bicycle repairs. Bicycle maintenance stations are an inexpensive alternative to providing stand -alone bicycle repair shops. The City might consider housing or commercial development projects of certain size and use RECOMMENDED BICYCLE FACILITIES AND PROGRAMS to provide facilities on -site as a method to encourage and support bicycling to and adjacent their business. Planning and implementing the bicycle hubs will likely require coordination among several public agencies and community stakeholders. Coordination can begin in the near -term, even if project completion is not expected until further in the future. Figure 5 -6 and the following list identify potential locations for Bicycle Hubs in the City of Newport Beach (which may require coordination with agencies such as OC Parks and California State Parks): Back Bay View Park (Jamboree Road /East Coast Highway) Bayview Trail (University Drive /Irvine Avenue) Bonita Canyon Sports Park (Mesa View Drive /Ford Road) Bonita Creek Park (La Vida /University Drive) Crystal Cove State Park (Newport Coast Drive /East Coast Highway) Future Lower Castaways Park (Dover Drive /West Coast Highway) McFadden Plaza (base of Newport Pier) Vista Point Park (Eastbluff Drive /Back Bay Drive) West Newport Park (Orange Street /West Coast Highway) Sample programs: h ttp:/ /news. full erton.edu /1012fa /Bike - Fixit - Stations.asp h ttp: / /0rticies.lotimes.com /2012 /may /17 /business /la -fi- autos- Flex- fue120120517 http: / /www. boston. comlyourtown /news/ cambridge12011 103 1combridge_ installs_ free bike_m. html Media Outlets Local media have a high level of interest in stories related to public welfare, community successes, and bicycle safety. There are many opportunities for local agencies to gain publicity for bicycle - related programs and safety issues. Developing and maintaining relationships with local media outlets can assist with publicizing bicycle encouragement and safety programs. A cost - effective way for the City to promote bicycling as an effective and enjoyable way to travel is to use existing television public service announcements (PSAs) made available through the National Highway Traffic Safety Administration (NHTSA), Safe Kids Coalition, and the California Office of Traffic Safety (OTS). These agencies provide existing award - winning television public service announcements on the following topics: Bicycle education for seniors Bicycle education for the general public Bicycle education for children and their families Driver education on bicyclists ALTA PLANNING + DESIGN 81 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS N C Q Q U O J a 2 v U m d b e a E F 0 V d b N 01 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 82 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN • Drivers running red lights The media is also an effective tool for promoting bicycle - related efforts through press releases and invitations to staged publicity - related events. Positive stories such as ribbon cuttings or community events can encourage residents to participate as well as increase awareness and support for on -going efforts. Individualized Marketing Campaign Building bicycling and walking infrastructure is essential to effecting mode shift, but it is not enough to attract large numbers of new users. The City of Portland, OR, was one of the pioneers of individualized marketing programs in the US. For a decade now, the City has selected a residential target area ranging between 20,000 and 37,000 households, and used a combination of direct mail outreach, customized travel information packets, incentive gifts, and themed guided walks and bicycle rides to engage residents and encourage them to drive less and walk /bicycle more. The program has consistently garnered over 20% participation, and resulted in approximately 10% reduction in drive -alone trips in the target area. More recently, similar projects in Alameda, CA, St. Paul, MN, and Cambridge, MA have used similar strategies to engage residents on active transportation and single occupancy vehicle reduction. This may be a program that can be coordinated countywide through OCTA with support by the City to reach a broad audience across City boundaries. Mobility Coordinator Position A number of cities around the country staff a part- or full -time Mobility Coordinator position. Cities with such a position usually experience relative success in bike plan implementation. OCTA and the City of Santa Ana have recently funded an Active Transportation Coordinator position, and the City of Irvine already has staff dedicated towards transit and active transportation topics. To take full advantage of current bicycle planning and safety efforts and to assist with implementation of bicycling programs, the City of Newport Beach could consider creating and staffing an ongoing mobility coordinator position to lead project implementation and grant funding efforts. A mobility coordinator could also work on pedestrian, transit access, and Safe Routes to School projects and grant funding applications. This position would be contingent on available funding. Funding for the position could potentially come from a grant source. In addition to supporting existing programs, such as bicycle parking provision and educational activities, potential job duties for the mobility coordinator position are listed below: • Monitoring facility planning, design, and construction that may impact bicycling • Staffing bicycle advisory committee meetings RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Coordinating the implementation of the recommended projects and programs listed in the Bicycle Master Plan Identifying new projects and programs that would improve the City's bicycling environment and improve safety for bicyclists, pedestrians, and motorists Coordinating evaluation of projects and programs, such as bicycle counts Pursuing funding sources for project and program implementation Ride with the City In order to foster an open and collaborative environment around bicycling, the City can organize regular bicycle rides with public officials (e.g., City council members, planning commissioners) and /or agency staff such as the City Manager or Public Works Director. The rides can range from very casual with no agenda to events highlighting specific infrastructure projects or program. In the City of Pomona, the former Public Works Director, Daryl Grigsby, started the popular "Ride around Pomona" (RAP) to foster a healthy dialogue between City staff and members of the public. While Director Grigsby is no longer working at the City of Pomona, the monthly rides continue through sponsorship by the local bicycle coalition. Open Streets /Ciclovia Events Open (or "Car- free ") Streets events have many names: Sunday Parkways, Ciclovias, Summer Streets, and Sunday Streets. The events are periodic street "openings" (i.e., Image 57- CicLAvio in Los Angeles "open" to users besides just cars; usually on Sundays) that create a temporary park that is open to the public for walking, bicycling, dancing, hula hooping, roller- skating, etc. They have been very successful internationally and are rapidly becoming popular in the United States. Open Streets events promote health by creating a safe and attractive space for physical activity and social contact, and are cost - effective compared to the cost of building new parks forthe same purpose. Events can be weekly events ALTA PLANNING + DESIGN 83 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS or one -time occasions, and are generally very popular and well attended. Ideally, these events would provide access to civic, cultural, and /or commercial destinations. For future expansion of the program, organizers could consider lessons learned and best practices from other communities. Some recommendations include: Make sure that there are programmed, family - friendly activities along the route; an "open street" alone is not sufficient to draw participants (and especially not on a repeat basis). • These events lend themselves to innovative partnerships and public /private funding. Health care providers whose mission includes facilitating physical activity are often major sponsors. Businesses may also support the event if it brings customers to their location. • An event of this size is subject to City Special Event policies as detailed in Council Policy B -8 and City Municipal Code Section 11. Police costs to manage the road closure will be one of the largest costs. Work with the police to develop a long -term traffic closure management strategy that uses police resources where needed but also allows well- trained volunteers to participate in managing road closures. • Consider utilizing new roadways or bicycle facility improvements for Open Streets events similar to the grand opening event of Tustin Ranch Road recently in Tustin where the community was invited to ride the new roadway before opening to motorist use. The City might consider Open Streets events on East Coast Highway in Corona del Mar, or on Balboa Boulevard on the Peninsula. These Open Streets events could be an opportunity to highlight some of the new bicycle facilities once they are constructed and can be combined with larger community festivals such as the Corona del Mar Christmas Walk. Sample programs include: • CicLAvio, LosAngeles :http : //wwwciclavio.org /about/ • Sunday Streets, San Francisco: http: //sundaystreetssfcom/ • Summer Streets, New York City.http : / /wwwnyc.gov /html/ dot /summerstreets/html /h ome /home.sh tml The Open Streets Guide has further information: http: // o pe nstreets p roj ect.org /bl og /2012/02/21 /open- streets- project - releases- best - practices - guide/ Planning and implementing Open Streets events will likely require coordination among several public agencies and community stakeholders. Coordination can begin in the near -term, even if project completion is not expected until further in the future. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Image 58 - Bike Share Station in San Francisco Bike Sharing Bike sharing is a system that allows users to check out bikes from publicly accessible stations and return them to other locations within the service area. Such systems have become increasingly popular throughout North America, with successful programs implemented in San Francisco (Bay Area Bike Share), New York City, Washington, D.C., Boston, Minneapolis, and Montreal. Locally, the City of Anaheim recently tested bike share, and OCTA and the City of Fullerton currently are demonstrating bike sharethrough the Bike Link program with stations in the downtown and at the two colleges within the City. Future bike share programs are being planned for several cities across the country, including multiple cities within Los Angeles County, San Diego, and Seattle. Difficulty providing bike sharing stations outside the City limits ordinarily prevents cities of Newport Beach's size from implementing bike sharing. However, the City has certain advantages that may improve the feasibility of a system: A recently - launched system in Fullerton; although the two cities are not directly connected by bicycle, reciprocal memberships would enhance the utility of the system for all users. High numbers of visitors and tourists, especially in areas that contain key destinations and experience parking shortages and traffic congestion at peak periods. Tourists may find that using a bicycle for short periods is more convenient than relying on automobiles to move around the City. Employment density and workplace characteristics may drive bike sharing demand significantly more than residential density. Newport Beach's daytime population is much higher than its evening population, and demand may therefore be much higher than its population would suggest. Due to the regional nature of the bike share concept, we recommend the City work with OCTA to develop a regional bike share program that can include adjacent jurisdictions and serve the community traveling into and 84 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN out of Newport Beach regularly. Coordination with local bicycle shops and rental businesses is key to minimizing concerns about competition and show how bike sharing can increase overall bicycling activity. Sample programs: • OCTA /Fullerton Bike Link: http: / /www.octa.net /Shore -the- Ride /Bike /BikeShore /Overview/ • Bay Area Bike Share: https : //bayoreabikeshore.com/ 5.5.3 Enforcement Enforcement programs enforce legal and respectful use of the transportation network. The following outlines recommended enforcement programs to educate both bicyclists and motorists about the rules and responsibilities they have on the road. Speed Radar Trailer/ Feedback Signs Speed radar trailers help reduce traffic speeds and enforce speed limits in areas with speeding problems. Police set up an unmanned trailer that displays the speed of approaching motorists along with speed limit sign. Speed trailers may be effective on busier arterial roads without Image 59 - Speed Feedback Sign bikeway facilities or near schools with reported speeding. Speed trailers work as both an educational and enforcement tool. By itself, the unmanned trailer educates motorists about their current speed in relation to the speed limit. Speed trailers can transport easily to streets where local residents complain about speeding problems. The Newport Beach Police Department can station officers near the trailer to issue speeding citations when speeding continues to occur. It is recommended that City staff provide the management role for this program, working with the public to determine which locations are in most need. This program can be administered randomly, cyclically, or as demand necessitates because of the speed trailers' portability. Bicycle Patrol Units On -bike officers are an excellent tool for community and neighborhood policing because they are more accessible to the public and able to mobilize in areas where patrol cars cannot (e.g., along coastal bike paths and in RECOMMENDED BICYCLE FACILITIES AND PROGRAMS congested shopping districts such as Marine Avenue on Balboa Island). Bike officers undergo special training in bicycle safety and bicycle - related traffic laws and are therefore especially equipped to enforce laws pertaining to bicycling. Additional bicycle officers can help educate bicyclists and motorists through enforcement and also serve as excellent outreach personnel to the public at parades, street fairs, and other gatherings. Bicycle Theft Abatement Program One strategy to combat bicycle theft is outfitting several bikes with hidden GPS tracking devices and locking them in areas known for high rates of theft, then tracking the bicycles if they are stolen. This might also help local law enforcement identify bicycle theft rings if a pattern emerges. Alternatively, the City could distribute GPS devices to residents on an as- available basis, such as when residents apply for a bicycle license. The City could set aside general fund resources or apply for grants to purchase GPS devices for the program. An example program exists at the University of Texas at Austin: h ttp: / /www. khou.com /news /texas- news /UT- police- catching- cam pus- thieves - with -GPS- bait - bikes - 2 074 8 8 92 7. html 5.5.4 Evaluation and Policy In order to track the progress of the Newport Beach Bicycle Master Plan, it is critical that the City monitor and evaluate changes in bicycling. It is also a useful way to communicate success with elected officials and residents. Some effective methods to document the performance of new facilities and programs are presented below. Bicycle Counts and Survey Program Evaluation programs measure and evaluate the impact of projects, policies, and programs. Data collected through these efforts can serve as a baseline each year and would be a key part of an annual performance report. Typical evaluation programs range from a simple year over year comparison of US Census Journey to Work data to bicycle counts and community surveys. Bicycle counts and community surveys act as methods to evaluate not only the impacts of specific bikeway improvement projects but can also function as way to measure progress towards City goals such as increased bicycle travel for trips one mile or less. A regular bicycle - related community survey and annual bicycle count program will allow the City to track changes in perception and concerns related to the bicycle environment. Before and after counts provide invaluable evaluation information about bicycle activity corresponding with physical improvements to the bicycle environment. Bicycle counts can match the locations surveyed through the Bicycle Master Plan project which included eleven (11) initial locations where bicycle counts were collected during weekday and weekend conditions. Regular or annual counts at these and other supplemental ALTA PLANNING + DESIGN 85 RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Image 60 - Bicycle and pedestrian count locations can show to what extent physical improvements and programs have positively increased bicycle activity. Mapping Bikeway Investments Often, residents and decision - makers do not have ready access to information about the construction and location of new bikeways. After completing this Plan, the City of Newport Beach could create a map reporting tool specifically to report on the progress of planned bikeway implementation. The map can be updated on an ongoing basis. Sample program: http: / /www. bicyclelo. org /maps_ moin.htm Bicycle Report Card The City may develop an annual report or'report card'to review the level of effort and effectiveness of implementation of the bicycle master plan. Annual reports developed from count and survey efforts can help the City measure its success toward the goals of this Plan as well as rate the overall quality or effectiveness of the ongoing efforts to increase bicycling in the City. In addition to bicycle counts, the City could include measurements such as crash rates (both on- and off - road), fatality and injury rates, and school bicycling mode share. The report card can summarize recent efforts and success in obtaining funding for additional improvements and programs. Development of the annual report card should include review by unbiased members of the public. Sample Programs: • CityofSeattleBicycleReportCard .http: / /issuu.com/ coscodebicycleclub/docs/seottle_ bicycl e_report_card • League ofAmericon Bicyclists State Bicycling Report Cards: http: //bikeleague.org /content /report -cards Complete Streets Policy A "complete street" is a roadway that has been designed to serve all users, including those in motor vehicles, on bicycles, on foot, or traveling by transit. Complete streets provide safety and mobility for the widest range of the CITY OF NEWPORT BEACH BICYCLE MASTER PLAN population, including seniors, youth, and the disabled. Many communities around the U.S. have adopted Complete Streets Policies that call for roadway projects to result in complete streets. According to the National Complete Streets Coalition (www.completestreets.org), an ideal policy would include the following elements: Includes a vision for how and why the community wants to complete its streets • Specifies that'all users' includes pedestrians, bicyclists and transit passengers of all ages and abilities, as well as trucks, buses and automobiles. • Applies to both new and retrofit projects, including design, planning, maintenance, and operations, for the entire right -of -way. • Makes any exceptions specific and sets a clear procedure that requires high -level approval of exceptions. • Encourages street connectivity and aims to create a comprehensive, integrated, connected network for all modes. • Is adoptable by all agencies to cover all roads. • Directs the use of the latest and best design criteria and guidelines while recognizing the need for Flexibility in balancing user needs. • Directs that complete streets solutions will complement the context of the community. Newport Beach could use the Complete Streets Policy Workbook (see link below) to create a locally- appropriate Complete Streets policy. The Policy itself need not be cumbersome in its language; however, the real "teeth" associated with the Policy is the subsequent development of design guidelines and development code that will meet the goals established in the policy. Development of a robust Complete Streets policy will require coordination among several public agencies and community stakeholders. Development of a Complete Streets Policy would likely occur concurrent with an update to the General Plan Circulation Element. Complete Streets Policy Workbook: h ttp : //www. smartgrowthamerica. org /documen ts/cs /resources /cs- policyworkbook.pdf Sample Programs: • City of San Clemente Complete Streets Policy.http:/ /bit. ly/IcigoFg • City of Baldwin Park Complete Streets Policy.www. smartgrowthamerica .org /documents /cs /policy /cs -ca- bol d winpark- policy. pdf Bicycle Parking Policy Lack of good or sufficient bicycle parking can make bicycling for transportation much more difficult. We 86 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN recommend the City of Newport Beach include /update bicycle parking requirements in its development code to ensure they meet or exceed the guidelines put forth by the Association of Pedestrian and Bicycle Professionals' Bicycle Parking Guidelines, 2nd Edition (http: / /www. apbp.org / ?page= publications). The code should require sufficient high - quality bicycle parking, installed correctly, based on land use classification. The City can also consider changes to the municipal code to allow existing and future developments to replace a certain number of off - street automobile parking spaces with bicycle parking racks and /or lockers, especially in commercial districts. Sample programs: • Los Angeles. clkrep.lacity.org /0n/inedocs /2072/72 - 1297 -sl- misc- 1- 15 -Updf Bike Corrals and "Request a Rack" Programs The City can adopt a policy to encourage the installation of high-capacity "Bike Corrals" that can fit several bicycles in popular commercial districts. One possible arrangement is for the City to install the bike corrals at the request of businesses that agree to maintain and clean the corral area. The City can also develop a program through which local businesses and residents can request short -term sidewalk bike parking racks. The City of Los Angeles has received Federal funds to install bike racks on sidewalks through their "Request a Rack" program when requested by stakeholders. Image 67 - Bike Corral in Santa Monica Sample programs: • LosAngeles:http://ladotbikeblog.wordpress.com/bike- corrals/ • Los Angeles: http: // www .bicyclelo.org /RackRequest.htm • San Francisco: http: / /www.sfbike.org /resources /bike- parking/ RECOMMENDED BICYCLE FACILITIES AND PROGRAMS Bike Counters /Bicycle Barometers Cities are starting to install bike counters (sometimes called "bicycle barometers ") at key locations with high bicycle use. These counters automatically log every bicycle trip and display it on a public - facing board. One benefit of bike counters is Image 62 - Bicycle counter found providing highly in Vancouver, BC accurate count data to the City - data that is collected at all times of day and all times of year. Another benefit is providing data to the general public about actual bicycle usage, which is often much higher than drivers estimate. This can help counteract the impression that bikeway investments are benefitting only a few people. Bicycle barometers can be permanent or temporary in nature, and can be used to provide data to interested stakeholders about bicycle traffic. The County of Los Angeles recently purchased portable bike counters for collection of data for 7 -day counts rotating throughout the county to evaluate current activity. Siting the bicycle counters /barometers may require coordination among several public agencies and community stakeholders, and ample communication should be conducted to address liability concerns. In addition, the City might consider applying for grants in the near -term to purchase the counters /barometers, even if installation is not expected until further in the future. Possible locations for bike counters within the City might be at key entry points into the community or key constrained locations such as the following: • West Coast Highway at Santa Ana River Trail or at Orange Street • Back Bay Trail near the Jamboree Road /Eastbluff Drive intersection • Coast Highway bridge over Back Bay Sample programs: • http:// portland- howthorne- bridge.visio- tools.com/ • https:// www. seattle. gov /transportationlbikecounter.htm ALTA PLANNING + DESIGN 87 IMPLEMENTATION AND FUNDING This chapter provides a strategy for implementing the capital project recommendations in this Plan. This implementation strategy and sequence is guided by a criteria -based ranking consistent with the goals of this plan as well as the goals of other City, region, and State plans and policies. A lengthy list of recommendations has been provided in this Plan, and ranking allows staff to prioritize the projects to advance to implementation. A variety of variables will influence the implementation including the availability of funding, engineering analysis, and support from community stakeholders and representatives. Many signing and striping projects can be completed by the City of Newport Beach Department of Public Works and are exempt from CEQA requirements. Such projects can be implemented using City or grant funds with approval by the City Management and /or City Council, if required due to the visibility or importance of the project. More complex projects with greater associated impacts typically include the following steps to advance to implementation: 1. Preparation of a Feasibility Study involving a conceptual design (with consideration of possible alternatives and environmental issues) and cost estimate for individual projects as needed. 2. Secure funding and any applicable environmental approvals. 3. Completion of final plans, specifications and estimates, advertising for bids, receipt of bids and award of contract(s). 4. Approval of the project by the City Council. 5. Construction of Project. 6.1 Bicycle Facility Project Prioritization The intent of ranking projects is to create a prioritized list of bicycle projects for implementation. As projects are implemented, lower ranked projects move up the list. The project list and individual projects outlined in this Plan are flexible concepts that serve as a guideline. The ranked project list, and perhaps the overall system and segments themselves, may change over time as a result of changing bicycling patterns, land use patterns, implementation constraints and opportunities and the development of other transportation system facilities. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Projects may be implemented out of scoring order as opportunities arise. Opportunities may include grant availability, new development projects, capital improvement projects, or roadway repaving. The City of Newport Beach should review the project list and project ranking at regular intervals to ensure it reflects the most current priorities, needs, and opportunities for implementing the bicycle network in a logical and efficient manner. The ranking criteria and weighting of each criterion is provided in Appendix I. Based on the ranking analysis, three tiers of ranked projects have been identified. Table 6 -1 summarizes the Tier 1 high priority bicycle facility projects. The full ranking analysis (Tiers 1 through 3) for the recommended bicycle facilities is provided in Appendix. All of the projects are recommended for implementation over the next twenty (20) years. However, due to the unpredictability of funding sources, economic conditions, and community support, some projects, especially those that require right -of -way purchase or coordination with multiple jurisdictions, may not be completed within the next twenty years. 48 Image 63 - Cyclists enjoying the Ocean Front Trail in Balboa Village 88 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 6 -1 Tier 1 Projects (Score of29 -32) IMPLEMENTATION AND FUNDING Facility Type Spot Location West Coast Highway /Newport Boulevard Intersection Start End TotaIScor- (40 max) 33 Spot West Balboa Boulevard (from 23rd Street to 21st Street) -- 32 II West Coast Highway (Enhance Existing) Orange Street Newport Boulevard 32 Spot 32nd Street /Newport Boulevard Intersection -- 31 II Balboa Boulevard East Coast Highway 43rd Street 31 II East Coast Highway (Enhance Existing) Pelican Point Drive 0.2 miles west of East City Limit 31 II Irvine Avenue (Enhance Existing) 171" Street University Drive 31 II Newport Boulevard Via Lido 32nd Street 31 II San Joaquin Hills Road (Enhance Existing/ Planned) Jamboree Road Newport Coast Drive 31 II Seashore Drive (Enhance Existing) Orange Street Balboa Boulevard 31 Spot Superior Avenue /West Coast Highway Intersection 31 II West Coast Highway Western City Limits Orange Street 31 Spot West Coast Highway (from Santa Ana River Trail to Orange Street) 31 II Back Bay Drive (Enhance Existing) Shellmaker Road Eastbluff Road 30 III East Coast Highway (Enhance Existing) Poppy Avenue Seaward Road 30 III Newport Boulevard Alley Via Lido 32nd Street 30 Spot Newport Pier Parking Lot -- 30 II Riverside Avenue Cliff Drive Avon Street 30 II West Coast Highway (Convert Existing Class III to Class II) Newport Boulevard Dover Drive 30 II 32nd Street Newport Boulevard Via Lido 29 Spot West Coast Highway /Orange Street Intersection (Southwest Corner) 30 III Bayside Drive East Coast Highway Existing Class I North of Coast Highway 29 Spot Bayside Drive /East Coast Highway Intersection 29 Spot BayviewTrail 29 I Coast Highway Bayside Drive Dover Drive 29 Spot Dover Drive /West Coast Highway Intersection 29 II East Coast Highway Seaward Road Pelican Point Drive 29 1 Eastbluff Drive Bayview Trail/ Jamboree Road Back Bay Drive 29 Spot Riverside Avenue /West Coast Highway Intersection 29 Spot West Coast Highway (from Newport Boulevard to Riverside Drive) 29 Note: Refer to appendix for full listing of Tier 1, 2, and 3 projects. ALTA PLANNING + DESIGN 89 IMPLEMENTATION AND FUNDING 6.2 Total Recommended Bicycle Facility Costs As noted in Chapter 5, refined cost estimates were prepared for each recommended bicycle facility improvement including spot improvements. Table 6 -2 summarizes the total cost of implementation for the bicycle facility recommendations. Table 6 -2 Total Cost of Bicycle Facility Recommendations Facility Type Class I Shared -Use Path Miles 7.7 Cost Estimate $14,153,300 Class II Bike Lane 40.9 $3,573,800 Class III Bike Route 19.0 $1,462,500 Spot Improvements $3,185,000 Total 67.6 $22,374,600 6.3 Maintenance Cost Estimates CITY OF NEWPORT BEACH BICYCLE MASTER PLAN As noted in Table 6 -2, the total cost estimate for recommended bicycle infrastructure projects is $22.4 million, of which just over $14 million are attributed to Class I shared -use paths and bridges. Table 6 -3 summarizes the costs of the recommended bicycle facility projects by implementation tier. Table 6 -3 Bicvcle Facility Costs bvTier 1 30 $4,560,750 2 34 $7,019,500 3 62 $10,794,350 I Total 126 $22,374,600 1 As shown in Table 6 -3,126 bikeway projects have been recommended, and Tier 1 project implementation costs are estimated at approximately $4.6 million. Bicycle facilities require regular maintenance and repair. On- street bicycle facilities are maintained as part of the normal roadway maintenance program and extra emphasis should be placed on keeping bike lanes and roadway shoulders clear of debris and keeping vegetation overgrowth from blocking visibility. The cost of maintaining Class I facilities may be shared among various agencies or departments. The typical maintenance costs for the existing and proposed bikeway network are shown in Table 6 -4, and the cost for maintaining the built out network is provided. Table 6 -4 Bikeways Maintenance Cost Estimates Class 1 $15,000 Miles /Year 27.9 $418,500 Class II $5,000 Miles /Year 69.2 $346,000 Class III $5,000 Miles /Year 26.7 $133,500 Lighting and removal of debris and vegetation over- Repainting lane stripes and stencils, sign replacement as needed as needed Total 123.8 $898,000 1 As shown in Table 6 -4, the cost for maintaining bikeways network assuming implementation of all paths, bike lanes, and bike routes is approximately$898,000 annually. It should be noted this cost will be realized overtime as implementation of the network is completed, and actual costs will be lower until the entire network is constructed. 6.4 Implementation Strategies The Bicycle Master Plan provides the long -term vision for the development of a citywide bicycle network that can be used by all residents for all types of trips. The following strategies, action items, and measures of effectiveness are provided to guide the City toward the vision identified in the Plan. Strategy 1: Strategically Pursue Infrastructure Projects City staff can strategically pursue funding and implementation of infrastructure projects recommended in this Plan. Ideally, City staff will pursue capital improvements funding or grant funding for high - priority bicycle improvements first. If grant requirements or construction in conjunction with another roadway project make construction of a lower priority project possible, then the City might advance that project regardless of priority. Action Item: On an annual basis the City can publish a public report documenting the status and ongoing actions for all bicycle infrastructure projects. This report may be combined with the prioritization review discussed below. The first update is recommended in Fall 2015. Strategy 2: Review CIP Concurrence The opportunity to implement projects concurrent with the Capital Improvement Program (CIP) can reduce the burden of implementing bicycle facility projects, and 90 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN IMPLEMENTATION AND FUNDING improve the schedule for use regardless of priority ranking for each project. Action Item: Annually evaluate the CIP for opportunities to implement recommended bicycle facility projects included within this Plan. Strategy 3: General Plan Incorporation Key policies, strategies and recommendations included in this Bicycle Master Plan can be incorporated into the General Plan Circulation Element during the next update. At the least, the Circulation Element update can incorporate the recommended bikeways network, add revisions to the roadway cross - sections showing dimensions for on- street bike lanes, and incorporate policies for public and private realm accommodation of bicycling activities. Additionally, roadways with excess vehicular capacity can be reviewed to modify travel lanes and provided on- street or protected bike lanes. The City can also develop engineering standards for NACTO -type bicycle treatments for ongoing use. Action Item: Update the General Plan Circulation Element and incorporate key items from the Bicycle Master Plan. Strategy 4: Review City Representative Current work on bicycle facility projects at the City has been implemented by engineering staff within the Public Works Department. The City may review the designated bikeways representative to determine if other staff within the City have availability or are suited to help secure funding or programmatic recommendations provided within this Plan. Action Item: Review the designated staff person at the City of Newport Beach to determine if additional or different staff have availability to provide support for both infrastructure and non - infrastructure efforts. Strategy 5: Regularly Revisit Project Prioritization Projects have been prioritized based on safety, public input, transportation benefit, connectivity benefit, cost, and feasibility. It is recommended that the prioritized list be reviewed every fiscal year, with new projects added, completed projects removed, and the priorities revised as conditions change. Action Item: Annual review and update of the bicycle master plan's recommended facilities list and programs schedule. Updates to the list can be shared with the public. The first update is recommended in Fall 2015. Strategy 6: Update the Bicycle Master Plan While this Plan is intended to guide Newport Beach's bicycle transportation planning for the next 20 years, updates may be needed to address changes in priority and evaluation efforts. State funding has typically required updates to bicycle master plans every five years to establish funding opportunity for active transportation projects. Often, cities provide a compliance update within five years and a comprehensive update every ten years. Action Item: Provide compliance update to the Bicycle Master Plan in five years, and a more comprehensive full update in ten years. Other elements of the Plan shall be reviewed and updated as needed. Strategy 7: Collaborate with Caltrans Caltrans manages and operates various roadways within the City of Newport Beach and intersections with freeway ramps on SR -73. This Plan includes bicycle facility recommendations that require regular coordination and collaboration with Caltrans. Action Item: Collaborate with Caltrans to implement bicycle facility improvements on Caltrans- managed facilities, including innovative and conventional treatments using examples of similar facilities within the City, County, and State as precedents. Strategy 8: Establish Measures of Effectiveness Measures of effectiveness (MOEs, also known as targets or indicators) are used as a quantitative way to measure the City's progress toward implementing the Bicycle Master Plan. Well- crafted MOEs track progress toward meeting an agreed -upon goal within an established timeframe. Table 6 -5 describes several MOEs recommended for use by the Cityto track key achievements. Table 6 -5 Recommended Measures of Effectiveness Bicycle journey to work 0.8% bicycle mode split per Increase bicycle mode split to 2.0% by 2030. mode share Census Bicycle Facility Approximately 88 miles of Increase bikeways network by implementing bicycle Improvements bikeways facility recommendations. Implementation Bicycle counts Bike counts included in this Plan Annually collect bike counts at baseline locations to document ridership volumes. Bicyclist trends/ Bike counts included in this Plan Increase bicycling by women 10% per year up to 50% of behaviorsv total bicycling population, focus efforts to reduce wrong way bicycling where reported as cause in bike incidents. ALTA PLANNING + DESIGN 91 IMPLEMENTATION AND FUNDING CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 6 -5 Recommended Measures of Effectiveness (continued) Measure Public attitudes about Benchmark Bike survey provides indication Target Increase in positive attitudes about bicycling within bicycling of challenging locations and community. current perspectives Bicycle boulevard Not applicable Develop demonstration bicycle boulevard on selected demonstration project corridor and evaluate for success in usage and connectivity. Bicycle Friendly Not currently designated by the Secure League of American Bicyclists Bronze Award by Community League of American Bicyclists 2015 and Silver Award by 2020. Designation Grant funding Baseline to be established Attain an annual average funding of $400,000 or more for infrastructure and non - infrastructure projects. As new baseline information is discovered as conditions change, and as the City implements the Bicycle Master Plan, the MOEs should be reevaluated, revised and updated. The City should regularly review the progress made toward these targets and include results in the annual "Report Card." 6.5 Potential Funding Sources Potential funding sources for implementation of recommended bicycle facility infrastructure projects and programs has been identified for further consideration. The funding sources listed are typically competitive in nature, so the City will evaluate the applicability of potential projects and likely scoring before developing a grant application. Additionally, the City will determine the availability of staff to prepare grant applications and to administer the grant. Preparation of grant applications can often be a time - intensive effort, and receipt of funding is not guaranteed due to increasing competition for active transportation projects. These resource demands should be considered by the City of Newport Beach given the potential benefit of each grant opportunity. We recommend the City identify potential projects that would fit well with the following funding sources and initiate /continue discussions with key agencies and stakeholders; funding sources are identified with the date of the next anticipated call listed in parentheses: Caltrans Active Transportation Program (Late 2014 or Early 2015) • Orange County Measure M2 Local Return (Funds disbursed quarterly) • OCTA Bicycle Corridor Improvement Program (BCIP) Call for Projects (2015) • SCAG Sustainability Program (Future date subject to SCAG Regional Council action) • Land and Water Conservation Fund (2015) Preliminary consideration of applicability and discussion with stakeholders can help verify that a potential opportunity is well- suited for the grant source, and can help position the City to document a history of collaboration and provide a venue to secure letters of support for incorporation into the grant application. Refer to Appendix K for a listing of additional funding sources that may be considered for funding bicycle facility improvements and programs. 6.6 Active Transportation Program (ATP) Compliance The Active Transportation Program (ATP) is an annual statewide discretionary grant program that funds bicycle and pedestrian projects through Caltrans. Available as grants to local jurisdictions, the ATP emphasizes projects and programs that enhance bicycling for transportation purposes. In order for Newport Beach to qualify for ATP funding in future cycles, the Bicycle Master Plan must contain specific elements. Appendix L displays the requisite ATP components and their location within this plan. Image 64 - Right turn lane yield sign 92 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendices APPENDICES Appendix A: Locations Where Bicycles are Permitted on Sidewalks (City Council Resolution 82 -148) Appendix B: Bicycle Safety Guidelines Brochure Appendix C: Citizens Bicycle Safety Committee 2012 Final Report Appendix D: Task Force on Cycling Safety Final Report 2010 Appendix E: Past and Planned Bicycle - Related Projects Appendix F: Bicycle Count Tables Appendix G: Bicycle Facility Design Guidelines Appendix H: Wayfinding and Signage Plan Appendix I: Bicycle Facilities Prioritization Methodology Appendix J: Recommended Bicycle Facilities and Prioritization Rankings Appendix K: Potential Funding Sources Appendix L: Active Transportation Program (ATP) Compliance Table ALTA PLANNING + DESIGN 9s APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix A: Locations Where Bicycles are Permitted on Sidewalks (City Council Resolution 82 -148) 94 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN RESOLUTION NO. 82 -148 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF NEWPORT BEACH RESCINDING RESOLUTIONS NOS. 8504 AND 9241 AND STATING THE SPECIAL CIRCUMSTANCES FOR AND DESIGNATING LOCATIONS WHERE THE RIDING OF BICYCLES ON SIDEWALKS IS PERMITTED WHEREAS, in June, 1975 and December, 1977, the City Council adopted Resolutions Nos. 8504 and 9241 designating the locations where the riding of bicycles was permitted; and WHEREAS, Section 12.56.140 of the Newport Beach Municipal Code allows the City Council to designate, by resolution, specific sidewalks where bicycle riding is permitted; and WHEREAS, bicycle riding on said specified sidewalks is permitted in order to: 1. Provide continuity along heavily travelled roadways having inadequate space for bicyclists; and 2. Provide for children and others too inexperienced to ride in heavily travelled roadways; and 3. Provide preferred routes to and from schools and recreation areas for children too inexperienced to ride in heavily travelled roadways; and WHEREAS, the Citizens Advisory Bikeways Committee has recommended that additional locations be added to the presently designated areas where the riding of bicycles on sidewalks is allowed; and WHEREAS, said locations have been reviewed and approved by the Traffic Affairs Committee and are set forth in legnth on Exhibit "A" attached hereto and incorporated herein by reference as though fully set forth at length herein. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Newport Beach that Resolutions Nos. 8504 and 9241 be and hereby are rescinded; and BE IT FURTHER RESOLVED that the up -dated list of APPENDICES ALTA PLANNING +DESIGN 95 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN locations where the riding of bicycles on sidewalks is permitted is that which is outlined on Exhibit "A" attached hereto and incorporated herein. ADOPTED this 22nd day of November , 1982. ATTEST: 114 ty Clerk RSP- Bike92 96 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 1. Bayside Drive - southerly side Harbor Island Drive to Marine Avenue 2. Bayside Drive Park - Carnation Avenue to Larkspur Avenue 3. Bison Avenue - south side Jamboree Road to MacArthur Boulevard 4, Bristol Street - north side Irvine Avenue to Jamboree Road 5. Buffalo Hills Park Ford Road to Harbor View Park 6. Campus Drive - south side Von Karman Avenue to Jamboree Road 7. Cliff Drive - south side Kings Place to Dover Drive 8. Coast Highway - north side 57th Street to Newport Boulevard 9. Coast Highway - north side Dover Drive to Bayside Drive 10. Coast Highway - south side Santa Ana River to Riverside Avenue 11. Coast Highway - south side 3,200 feet west of Dover (Sea Scout Base) to Avocado Avenue 12. Dover Drive - east side Cliff Drive to Coast Highway (including undercrossing at west end of Upper Bay Bridge) 13. Dover Drive - east side 16th Street to Westcliff Drive 14. Dover Drive - west side Cliff Drive to Coast Highway 15. Eastbluff Drive - west side Back Bay Drive to Jamboree Road 16. Eastbluff Drive - west side Jamboree Road to northerly drive- way Corona del Mar High School 17. Ford Road - north side Jamboree Road to MacArthur Boulevard 18. Ford Road - south side Jamboree Road to San Miguel Drive 19. OASIS Park Iris Avenue to Larkspur Avenue 20. Harbor View Park Buffalo Hills Park to San Miguel Drive 21. Irvine Avenue - east side Santiago Drive to University Drive 22. Irvine Avenue - both sides 2,050 feet to 2,150 feet north of Mesa Drive 23. Irvine Avenue - east side Orchard Avenue to Bristol Street 24. Irvine Avenue - east side 16th Street to Margaret Avenue 25. Jamboree Road - east side Coast Highway to Bison Avenue 26. Jamboree Road - west side Bayside Drive to Ford Road 27. Jamboree Road - west side Eastbluff Drive North to Campus Drive APPENDICES ALTA PLANNING +DESIGN 97 APPENDICES 28. Lido Isle Bridge - north side 29. MacArthur Boulevard - west side 30. MacArthur Boulevard - east side 31. Marguerite Avenue - east side 32. Marguerite Avenue - west side 33. Newport Boulevard - east side 34. Newport Center Drive - west side 35. Ocean Front - south half of sidewalk 36. Riverside Avenue - north side 37. San Diego Creek - south side 38. San Joaquin Hills Road - north side 39. San Joaquin Hills Road - north side 40. San Joaquin Hills Road - south side 41. San Miguel Drive - west side 42. San Miguel Drive - both sides 43. Santa Barbara Drive - south side 44. Spyglass Hill Road - east side 45. Spyglass Hill Road - west side 46. Superior Avenue - east side 47. Superior Avenue - east side 48. Superior Avenue - west side 49. Von Kaman Avenue - east side 50. Westcliff Grove Trail 51. 32nd Street - south side gat l A CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bison Avenue to Ford Road Jamboree Road to Campus Drive Inlet Drive to San Joaquin Hills Road Harbor View Drive to San Joaquin Hills Road Via Lido north along southwesterly ramp to Coast Highway Coast Highway to Farallon Drive F Street to McFadden Place and westerly line Ocean Front park- ing lot to 36th Street Cliff Drive to 150 feet north of Avon Avenue Jamboree Road to easterly City boundary Jamboree Road to Big Canyon Drive (west) Marguerite Avenue to 700 feet westerly MacArthur Boulevard to Marguerite Avenue Port Sutton Drive to B m - Joarnuin Hills Read San Joaquin Hills Road to Avocado Avenue Jamboree Road to Newport Center Drive West San Joaquin Hills Road to E1 Capital Drive E1 Capitan Drive to San Miguel Drive Coast Highway to Placentia Avenue Dana Road to north City boundary Coast Highway to Ticonderoga Street MacArthur Boulevard to Campus Drive Dover Drive to Santiago Drive Balboa Boulevard to intersection of Seashore Drive 98 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Appendix B: Bicycle Safety Guidelines Brochure ALTA PLANNING + DESIGN 99 Same Road, Same Rules The California Vehicle Code requires cyclists and motorists to follow the same rules of the road. Safety Tips for Motorists Bicyclists on public streets have the same rights and responsibilities as vehicle and motorcycle drivers. When driving, please remember to: • Pass a cyclist as you would a slow- moving vehicle. Exercise caution and only pass when it's safe to do so. Don't "door "someone) Look carefully for cyclists before opening vehicle doors next to moving traffic or a bike lane, particularly in areas like Corona del Mar. Always check the bike lane or shoulder area for cyclists before turning (especially In Corona del Mar, Mariners Mile or along Bayside Drive). Remember: 'Signal, mirror, head - check' when approaching the turn. Never attempt to overtake and pass a cyclist just before you make a right turn, and check the bike lane before making a left turn. A cyclist may be going faster than you think, particularly in downhill sections of the roadway. Use caution when approaching or passing a cyclist on exits from large streets such as Coast Highway, the 73 toll road, Mac Arthur Blvd., Jamboree Rd., and Newport Coast Drive. These are busy roads with many cyclists. Make a habit of expecting to encounter pedestrians and cyclists in the roadway. Did You Know? Motorists: Horn blasts can startle cyclists and cause an accident. Motorists: Don't assume cyclists must always ride to the far right. The right- side'rule'varies with roadway conditions. Motorists: It's always best to be patient when passing a cyclist and to remain behind the cyclist until you can, depending on the road conditions, safely clear the cyclist. Cyclists: You are required to use bike lanes on roads that have bike lanes, but you may enter into the traffic lane to execute a left turn. Motorists and Cyclists: When a traffic lane is too narrow for cars and bikes to ride safely side by side, bicyclists should ride near the center of the lane to prevent motorists from trying to pass too close within the lane. Motorists and Cyclists: Use caution at driveways and intersections. A motorist pulling out of a parking space or turning may not see the cyclist. Bicyclists should always be alert and visible when riding on a highway. Motorists and Cyclists: Make eye contact to acknowledge the presence of a cyclist or pedes- trian and yield when appropriate. 'The CONWnin DeparmKnt of /Antes Vehkks praelded much of the infwmt*o and advice urrWhed In this brochure. Safety Guidelines for City of Newpo 3360 New{ Newport Beach, C www.newportbea D D v r D z Z Z 0 z Each year in California, more than 100 people are killed & hundreds of thousands more are injured in bicycle accidents.' In Newport Beach, between 90 and 100 bicycle accidents occur annually (not all are due to traffic violations), and at least one person has been killed as the result of a bike accident each year since 2005. statistics show that in a majority of all bike - related accidents In the city, the bicyclist was at fault. The streets of Newport Beach carry thousands of motorists, bicyclists and pedestrians daily to home, work or recreational destinations. Each of these users has rights and responsibilities when using public streets. This brochure provides a brief overview of the legal obligations of bicyclists and motorists and offers safety tips to help keep you and others safe. Under the California Vehicle Code, both motorists and bicyclists must abide by the same set of traffic laws including yielding to pedestrians in cross- walks, respecting the rules for bike lanes, and obeying all stop signs, traffic signals and speed limits. California Vehicle Code Division 11, Chapter 1, Article 4 details the laws applicable to bicycle use. Please visit www.ci.dniv.gov/ for more information. -California Department of Motor Vehicles Safety Tips for Bicyclists Always wear a helmet. • Keep in mind that a simple fall can cause a life- threatening head injury. • Get a helmet that fits properly and secure the strap. • Make sure that children under the age of 18 always wear a helmet while riding. It's state law. Maintain control of your bicycle. • Ensure it is the right size and fit. • Check your bike often to see that It is in good working order (brakes, chain, tires). • Control the speed of your bike and allow ample space and time for stopping. Ride defensively. Be visible, alert and communicate yaw intentions. • Use your left arm to signal your intentions to drivers. • Always be prepared to stop or to take evasive anion. • Be aware of vehicles at stop signs, in parking spaces and driveways that may suddenly pull out in front of you. • Be vigilant. Vehicles that pass you may abruptly turn in front of you. Ride with traffic. • Travel in the same direction as traffic. • Obey all traffic laws. • Practice defensive riding. Be Visible • Wear clothing that is light or brightly colored. • Make sure your bicycle is equipped with reflectors on the front, back, and wheel spokes. • Add a light to your bike and use It when riding at night or when visibility is low. Common Questions & Answers How far to the right should l ride? In general, ride on the right -hand side of the road, but not in the gutter. Do not ride too far to the right when a traffic lane is too narrow for a bicycle and a vehicle to be safely side -by -side, or when trying to avoid car doors opening, parked cars, or debris. When should cyclists use the traffic lane? If there is no shoulder or bike lane and the traffic lane is narrow, ride close to the center of the lane. You also use the center of the lane when riding at the same speed as the motor vehicles. What about left turns? When clear, move to the center of the outermost left turn lane so that you will be to the right when completing your turn. Yield to oncoming traffic. Can bikes be in pedestrian crosswalks? Walk your bike as a pedestrian. Obey signals and traffic control signs and yield to pedestrians. Can I ride my bike on the sidewalk? Yes, but only in certain areas. Look for the signs that say-OK for Bikes to be on Sidewalk' Can I ride side -by -side with another cyclist? Sometimes. Riding two abreast may be okay In bike lanes, bike paths and bike trails - where there is plenty of room. Do all these rules apply to training or group rides? Yes. Be very cautious in group rides where speed and competition occasionally surpass good sense. At traffic signals, the leader should slow and stop at a yellow light rather than risk having the rest of the group run a red light. APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix C: Citizens Bicycle Safety Committee 2012 Final Report 102 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN TO: NEWPORT BEACH CITY COUNCIL 1r" FROM: CITIZENS BICYCLE SAFETY COMMITTEE DATE: JANUARY 9, 2013 REPORT ON 2012 COMMITTEE ACCOMPLISHMENTS APPENDICES The Citizens Bicycle Safety Committee (Committee) held its first meeting on December 6, 2010, and has met monthly since then. In the creation of the Committee, the City Council set out a number of tasks for the Committee. This is the 2012 Annual Report to the Council on accomplishing those tasks. The following are the activities prescribed: 1. Produce an updated Web based map that would include facilities, safety information, points of interest, mileage and family friendly routes. a. The draft GIS -based bicycle route map is available on the City's Web site for comment. 2. Jointly develop and implement a plan to provide student bicycle safety outreach with the Newport Unified School District (NMUSD). a. Consistent with the Committee's prior recommendations, the Newport Beach Police Department (NPBD) has been hosting bicycle rodeos at local schools. b. The Committee is studying the area between Newport Harbor High School and Ensign Middle School to identify ways to encourage safe bike riding to and from school. c. The Committee plans to invite /recruit members of the School Board to future meetings to further improve cooperation and safety. d. Future projects will reflect the Committee's desire to enhance bicycle safety around schools. 3. Develop and implement programs to educate and promote safety and encourage bicycle use for health, recreation and alternative transportation. a. The Committee thoroughly evaluated installing sharrows on Coast Hwy in Corona Del Mar (between MacArthur and Poppy) and recommended installation to the Council along with an outreach and education program. Sharrows were installed in Corona Del Mar in late October. ALTA PLANNING + DESIGN 103 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN b. With support of the Committee and the Council's initiative, the City hosted a Bicycle Memorial Ride on October 28 following the tragic deaths of two residents and another serious injury. Over 1200 riders participated. c. The City established a Bicycle Safety Improvement Fund that includes a 3 to I matching program. As of the date of this report, approximately $78,000 has been raised. Including the City Council approved three to one match, approximately $234,000, the Bicycle Safety Improvement Fund will totals approximately $312,000. d. As part of its overall focus, the Committee is focusing on improvements that benefit casual riders and that create safe routes to the beach. e. Working in conjunction with the NPBD, a new brochure on bicycle safety has been created. f. The Committee has established a Subcommittee to address maintenance vehicles parked along Newport Coast Drive which create a safety hazard for cyclists. g. Our regularly scheduled meetings are well attended by the general public where new information is widely disseminated. The local news media report to the broader community the latest news regarding bicycle matters. The LA Times, Daily Pilot, Corona Del Mar Today, O.C. Wheelmen, O.C. Bicycle Coalition and Charlie Gandy of Long Beach have attended our meetings. 4. Review the City's Bicycle Facilities network and provide input to City staff on maintenance. a. As a result of the Committee's work, striping modifications have been implemented at several locations including Newport Center Drive, San Miguel Drive, Santa Barbara Avenue, Santa Cruz Drive, East Coast Highway, Bonita Canyon Drive, and Jamboree Road at East Coast Highway. b. New bicycle signage has been installed at various locations along Coast Highway and Bonita Canyon Drive. c. Coast Highway Alternate Bike Routes were created and signage was installed to provide alternate passage through Corona del Mar, d. The City was awarded Orange County Transportation Authority Bicycle Corridor Improvement Grant funds. These funds will result in striping /signage improvements along Jamboree Road, San Joaquin Hills Road, Eastbluff Drive /Ford Road, and Spyglass Hill Road. e. As a result of our regularly scheduled meetings and public comments, potholes have been filled, bumps have been leveled, raised pavement markers removed and trash/ref ise removed. In addition, there is now a feature on the City's Web site for reporting road hazards. 5. Review the City's Bicycle Master Plan and provide recommendations to City Council for modifications and additions. a. The Committee has proposed allocating additional resources to create a Bicycle Master Plan that would become a subset of the City's Circulation Element. The Master Plan would outline the City's bicycle infrastructure and program goals and include specific, measurable targets. 104 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES b A copy of the Committee's recommendations for the Bicycle Master Plan is attached to this report as Appendix A. 6. Review and prioritize the 18 recommended projects from the Task Force on Bicycle Safety Final report dated May 11, 2010, including potential locations for bicycle racks to promote bicycle usage. a. The Committee established a Focus Area Subcommittee to identify key areas in the City that warrant additional signage, striping, or other capital improvements. b. The Focus Area Subcommittee identified the area leading from Newport Heights to the Balboa Peninsula as an area most in need of safety improvements. c. The Focus Area Subcommittee evaluated and reported on three of the City's intersections with the highest rate of bicycle - involved incidents: Riverside Drive at Coast Highway, Newport Boulevard. at Via Lido, and Newport Boulevard at 32nd Street. d. The Focus Area Subcommittee's Annual Report, outlining additional recommendations to the City Council, is attached to this report as Appendix B. e. As a result of the Committee's work, striping modifications have been implemented at several locations including Newport Center Drive, San Miguel Drive, Santa Barbara Avenue, Santa Cruz Drive, East Coast Highway, Bonita Canyon Drive, and Jamboree Road at East Coast Highway.. f City staff has obtained approval from Caltrans for striping and signage improvements along Newport Coast Road near the SR -73. g. The Committee has determined that Corona Del Mar, Balboa Village, and Balboa Island are the three areas with the greatest need for additional bike racks. During the past year, the Committee has accomplished a number of its goals. However, the installation of sharrows on Coast Highway in Corona Del Mar reinforces that additional safety improvements throughout the City are necessary, along with more education and outreach. The Committee needs more time to consolidate our efforts and ensure a solid foundation of bicycle awareness and safety for the future. Future projects may include installing sharrows in other parts of the City, creating a Bicycle Master Plan which is crucial for obtaining state grants, using existing and future funds for capital improvements, finalizing the City's bicycle map; working with the school district to develop safer routes to school; and soliciting input for a Complete Streets program ALTA PLANNING + DESIGN 105 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix A City of Newport Beach Bicycle Master Plan We, the City of Newport Beach Bicycle Safety Committee, see the need for a further dedication of City resources in order to create a comprehensive and focused Bicycle Master Plan. The current staff has been very responsive and helpful to the Bicycle Safety Committee in addressing Bicycle Safety Improvements. However, the current allocation of staff time (approximately 30 -40% of one staff member's time) is not sufficient to meet the current needs of the bicycle safety needs of the community. Overview — The City's existing General Plan Circulation Element includes a Master Plan of Bikeways and a number of policies intended to promote and enhance safe cycling throughout the City. We do not believe that these measures go far enough. The Committee therefore urges the City to allocate necessary resources (i.e., additional staff time and a budget for an outside consultant) to create a Bicycle Master Plan, which would ultimately become a subset of the existing Circulation Element or exist as a new stand -alone General Plan element. This Master Plan should outline the City's bicycle infrastructure and programs goals and include specific, measurable targets. The Master Plan of Bikeways can be intergraded into a Complete Streets Element once that program is developed by the City. Pending further discussion, one possible goal of the Master Plan would be to achieve Bicycle Friendly Community status by the League of American Bicyclists. 2. Guiding Principles — The guiding principles for the Bicycle Master Plan are very simple: (a) make cycling safer in the City of Newport Beach; and (b) encourage cycling for transportation and recreation purposes in the City of Newport Beach. 3. Guidance — The City staff or outside consultants charged with creating the Bicycle Master Plan should work closely with the City's existing Bicycle Safety Committee or a Master Plan Advisory Subcommittee thereof. 4. Master Plan Scope of Work — At a minimum, the Master Plan should include the following: a. Surveys - Conduct online surveys of, and convene community meetings with, the cycling public to scope Master Plan priorities and goals. To make efficient use of everyone's time, the community meeting(s) may occur during, or immediately following, a regular Bicycle Safety Committee meeting. The purpose of this outreach is to determine what it is people want the Master Plan to accomplish, and to gather their ideas on the most effective ways of achieving those goals. b. Funding — The Master Plan should be drafted with an eye toward funding, and specifically infrastructure funding from sources other than the City's General Fund (e.g., Caltrans and Measure M). Expertise in obtaining such finding 106 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES should be a prerequisite for the City staff person or outside consultant charged with drafting the Master Plan. C. Existing Conditions — The existing conditions section of the Master Plan should include, among other things, a map showing proposed future bicycle facilities and routes along with current facilities, a description of the City's existing bicycle facilities, bicycle collision data, and expenditures for the last five years for bicycle facilities. It should also contain an audit of the City's existing bicycle facilities, noting where improvements are warranted. d. Policies and Objectives — Like all General Plan elements, the Master Plan should include clear policies and objectives based on input from the public and the Master Plan Advisory Subcommittee. There should be an emphasis on measurable and quantifiable improvements (e.g. "Implement XX %o of all recommended facility improvements by 2020. ") e. Education and Enforcement — Recognizing that cyclists are at fault in a number of accidents within the City, the Master Plan should include a section specifically discussing Education and Enforcement (e.g., in- school programs, NBPD enforcement drives, and City- sponsored bicycling skills courses.) Implementation: Capital Improvement Program — In order to ensure follow - through on the recommendations made in the Master Plan, it should include a CIP section containing: (1) A consolidated list of all proposed bicycle improvement projects: (2) The priority or phasing for the implementation of each improvement; (3) The cost of each project and a cost per year for all projects to be implemented in the first five to ten years; and (4) The anticipated source(s) of funding for each project. g. Regular Updates — In order to ensure that the content of the Master Plan does not become stale, it should build in annual review and update procedures to reflect new conditions through, for instance, regular reviews with NBPD (Reference: Bicycle Planning and Facility Design Best Practices, October 2005, Sacramento Transportation & Air Quality Collaborative) 305159850.4 ALTA PLANNING + DESIGN 107 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appedix B Citizen's Bicycle Safety Committee Focus Area Subcommittee 2012 Annual Report A main task of the Citizen's Bicycle Safety Committee is to review existing bicycle infrastructure and identify improvements to promote cycling and encourage safe and responsible roadway use. To accomplish this task, the Focus Area Subcommittee was formed. Review of bicycle - related incident records provided by the Newport Beach Police Department, showed the top three bicycle - related incident locations in the Newport Boulevard entrance to the Peninsula and within Newport Heights and mainly consist of casual cyclists. Considering this information, the Focus Area Subcommittee reviewed the locations and related the incident rate to peninsula and beach access from Newport Heights, with the Oceanfront path being the primary destination. The following improvements are recommended by the Focus Area Subcommittee to enhance bicycle safety while promoting responsible cycling. 1. Southbound Riverside Drive — Stripe 6" Bike Lane Stripe adjacent to the parked vehicles. 2. Riverside Dr. at PCH — Add D 11 -1 (Bike Route) Sign + M6 -1(L) (Arrow) on the SEC Signal Pole to direct bike route users to the correct side of the street.. 3. Add Bike Route Guide signs for the Bike Route under Newport Blvd. May need additional Guide Signs to reinforce the route. 4. Southbound Newport Blvd. south of PCH see if it is possible (enough room) to add a SB Bike lane as far as possible (up to 32nd St.). 5. Newport Blvd. at Via Lido — add guide signs for the Bikes to Cross Via Lido and then cross to the west side of Newport Blvd. Guide signs at the SEC Signal Pole(s). 6. Alley — Add Guide signs to direct Bikes to use the Alley as an alternative route to Newport Blvd. See if the short portion of the one -way alley can be used for two -way bike route. 7. Balboa Boulevard — add bike signage and/or sharrows between Newport Boulevard and Balboa Boulevard. 8. 32 "d Street at Balboa Boulevard — remove comer parking spot by installation of red curb, restriping the westbound 32 "d St. approach to relocate the bicycle lane, placing it between the through and right -turn lanes, and stripe a pathway through the intersection to either cross to Seashore Dr. or turn south to 3I't St. 9. Install appropriate guide signs to direct the cyclist to the Oceanfront path. 10. PCH Westbound — add dashed Bike Lane Stripe from the Sterling Parking lot to separate bike lane from the right turn lane similar to what was done on PCH towards Newport Center. 11. PCH Eastbound - add dashed Bike Lane Stripe adjacent to the right turn lane similar to what was done on PCH towards Newport Center. Further Staff review for roadway conditions and compliance with local, state and federal guidelines may be necessary. Additionally, some of recommended improvements are within State right of way and will require Caltrans approval. 108 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix D: Task Force on Cycling Safety Final Report 2010 APPENDICES ALTA PLANNING + DESIGN 109 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN TASK FORCE ON CYCLING SAFETY FINAL REPORT MARCH 22ND, 2010 In September, 2009, the Newport Beach City Council established the Task Force on Cycling Safety. As part of Resolution 2009 -67, the committee was asked to: Improve safety of streets and highways for cyclists, including but not limited to additional bike lane designations and "Share the Road" signs. Suggest ways to encourage the cycling community to be fully respectful of autos, pedestrians and all traffic laws (including speed limits especially along Ocean Front Walk, Back Bay Drive and in Newport Coast, red lights, stop signs and their obligation to ride no more than two abreast during group rides. Suggest ways to encourage auto drivers to respect cyclists' rights to use roads, including education programs using existing City publications. The Task Force was made up of six citizens, all avid cyclists (Sean Matsler, Daniel Murphy, Francis Peters, Jr., Anthony Petros, James Sweet and John Tzinberg) and three City Council members (Nancy Gardner, chair, Leslie Daigle and Don Webb). Staff support was provided by Sharon Wood, later replaced by John Kappeler, and Kim Rieff). Other participants included the city's traffic engineer, representatives of the Police Department, the public information officer, representatives of the Orange County Bicycle Coalition and various members of the public. Meeting every other week, the group researched the California Vehicle Code (CVC), the Manual on Uniform Traffic Control Devices (MUTCD), OCTA resources, other state and regional guidelines and regulations, published research from other transportation professionals and cycling programs in other cities. Additionally, members of the committee offered their own personal and professional experience and knowledge to create the following report. The Task Force is aware of the City's finite resources, but urges that these recommendations be a priority. The Task Force also recommends a city bicycle committee be established with a mission of outreach and coordination with similar efforts throughout the state and of researching available grants for cycling programs. 1. EDUCATION AND OUTREACH Safety for all users of the public rights of way is of paramount importance to the City of Newport Beach. Drivers need to understand the rights of cyclists, and cyclists need to ...... ..... ---- .... --- ..... ........... .. ._._.. .._- ._.._.___........ _ .._.__......- .. - - 11Page 110 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES understand the importance of riding safely. This is a matter of education, and from the beginning, it was clear that there were a number of different markets to be targeted: serious cyclists, bike commuters, recreational cyclists, families, students and visitors. To reach these different audiences, a variety of media and messages will be necessary. The following tools, not in any priority, are suggested for City Council consideration: A. Bike Map indicating the various existing bike routes within the city. This would be available at bike shops, city venues including libraries, hotels and other visitor destinations and spots where cyclists congregate as well as on line. A cell phone application (app) for iPhone and others should also be considered. Ideally, such a map would include: 1. "Family friendly" alternate routes for areas such as PCH through Corona del Mar 2. Statistics such as individual and overall route mileage 3. Color coordination with maps of other jurisdictions keying off th e County of Orange map. 4. Safety instructions and Rules of the Road (Attachment A) 5. All existing bicycle facilities connecting to and traveling through Newport Beach. This would include all Class I bike paths, Class II bike lanes and Class III Bike routes and other facilities supporting bicycle travel. 6. Significant land uses and landmarks relevant to multimodal travel. B. Dissemination of Safety Information through media such as: 1. City's web site and e- alerts. 2. NBTV program on bike safety 3. E -mail blasts to bicycle clubs 4. PSA's at Council, Planning Commission and Parks, Beaches and Recreation Commission meetings 5. City- sponsored bike safety days C. School Participation can be encouraged by providing information about: 1. Police Department bike safety classes for students 2. Collaboration between the City and the school district in the identification of safe routes to schools (Attachment B) 3. Encourage the school district to implement a plentiful supply of bike racks at schools. D. Update City's Master Bike Plan to include the existing but undesignated connection over San Diego Creek from Jamboree to the bridge. E. Update City's Bicycle Trails Map to be used as the Bike Map in Item A, including adding: 21Page ALTA PLANNING + DESIGN APPENDICES 112 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 1. Newport Coast including Vista Ridge, Ridge Park and Pelican Hills Road 2. Castaways 3. Crystal Cove State Park 4. San Diego Creek to Bayside 5. Jamboree Road Bridge to Balboa Island 6. Reinforce Back Bay Loop Trail F. Joint Meeting With Police and Bicycle Advocates to deal with the perception by cyclists that motorists are unaware of laws affecting cyclists and that law enforcement is not sensitive to cyclists. This could include: Consideration of training similar to Los Angeles Police Department highlighting cycling laws, regulations and contemporary planning and engineering practices Task Force recommends the City Council consider a joint meeting with the Police Department and cycling groups to discuss perspectives on law enforcement and bicycle safety. 2. ROAD IMPROVEMENTS The Task Force identified areas where it felt that the interaction of auto traffic and bike traffic could be improved. Some are simple, some innovative, none expensive. The Task Force recommends the City Council consider implementation of the following capital improvements, again in no order of priority: A. Improved Signage 1. More "Share the Road" signs in locations consistent with the MUTCD guidelines 2. More signs showing sanctioned and alternate bicycle routes B. Sharrows Program — Bicyclists have the same rights as cars on roads. Sharrows, which are being used in a number of cities including Long Beach, are a way of reinforcing what is already legal by unique pavement markings (see Attachment C). 1. The Task Force recommends the City Council direct staff to develop engineering guidelines to define roadway conditions and environmental characteristics (i.e. traffic volume, adjacent land use, traffic speeds, on- street parking, etc.) that are appropriate for the implementation of sharrows in Newport Beach. Criteria should also be developed for the evaluation of any sharrow program which balances the needs of motorists and cyclists. 2. Based on the guidelines, implement a Sharrows demonstration project to be completed within one year of acceptance of the Task Force recommendations. The design of the demonstration project should consider all recognized types of sharrow markings and /or striping. Awareness should be given to the type of paint used to minimize hazards when wet. 3 1 P a g e CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES 3. If the demonstration program is deemed successful by Public Works staff and the City Council, develop a list and map of suitable locations and an implementation schedule to expand the sharrows to other appropriate streets. One particular site discussed as a potential for sharrows by the Task Force was PCH through Corona del Mar. C. Focus Areas are those areas which the Task Force believes could be improved to coordinate a more efficient and shared use of the public right of way. Depending on the area, the shared use may be improved with signage, bike lanes, sharrows, striping, etc. Attachment D provides a preliminary list. 1. Complete list of Focus Areas and determine appropriate action 2. Select one of the listed free right turn lane locations along PCH as a demonstration project for an innovative striping plan. MacArthur, being within the City's jurisdiction, is recommended. 3. ENCOURAGING CYCLING Cycling is a sustainable form of transportation. It is good exercise, can reduce vehicular congestion and emissions and is something that fits well into the Newport Beach lifestyle with its great year -round weather and relatively level topography. Several actions have been identified by the Task Force to encourage cycling: A. Bike Racks 1. Establish a policy requiring bike racks for development of a certain size and for all public development. 2. Identify and rectify current areas of bike rack deficiency (Attachment E) 3. Insure that bike racks are well- designed and consider developing a unique design and /or color scheme for the City. 4. Consider permitting commercial signage on racks as a funding source. B. Day without Cars 1. Consider declaring a "Day Without Cars" and work with residents and schools to highlight. Coordinate with Bike -to- Work -Week, May 17 -21. DEADLINES The Task Force respectfully requests that for those suggestions which Council accepts, deadlines be established so that progress can be monitored. 41Page ALTA PLAN NING+ DESIGN 113 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN ATTACHMENT A-- SUGGESTED MAP LANGUAGE NO MATTER WHAT YOUR MEANS OF CONVEYANCE, BE COURTEOUS TO OTHERS ON THE ROAD. OBEY ALL TRAFFIC SIGNS AND SPEED LIMITS. BICYCLE EQUIPMENT HELMETS Bicycle helmets are required for anyone under 18 years of age both as riders and passengers. Helmets are strongly encouraged for every rider. TIRES Be sure there are adequate tread and no physical defects that might cause failure. Always carry a spare tube and air in case of a flat, and be sure that you are in a safe place when changing a flat. SEAT The seat should be firmly attached. A good test is to pick up the bicycle by the seat. If the seat creaks, the seatpost may be broken. Get it fixed. CLOTHING Wear easily visible colors like yellow and lime green. Control loose slacks with a pants clip or rubber band. RULES OF THE ROAD Always ride with the flow of traffic. Where there is a bicycle lane or trail, cyclists should ride in that lane. POSITION In general, keep to the right. Where there are parked cars, ride far enough away to avoid being hit by an opening door. On narrow roads with no shoulder or bike lane, ride closer to the center of the lane to prevent motorists from passing when there is insufficient room. STOP SIGNS AND TRAFFIC LIGHTS Obey all stop signs and signal lights. HAND SIGNALS Signal before you turn or change lanes. Check to make sure that motorists and other cyclists have seen the signal. RIGHT TURNS Stay in the right -hand lanes of both streets. Be careful of cars turning in front of or into you. LEFT TURNS Use designated left turn lanes, but never from a lane where a car to your left might proceed straight. If uncomfortable using the left -turn lane, make a pedestrian -type turn from the right lane. SIDEWALKS Bicycles cannot be ridden on sidewalks except where signs are posted permitting such. 5 1 P a g e 114 ALTA PLANNING+DEAGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES The map indicates such sidewalks in (color). If you are riding on a permitted sidewalk, remember that pedestrians have the right of way. IMPEDING FLOW Never leave a bicycle lying on its side or parked on a sidewalk so as to impede pedestrian traffic. PACKAGES Don't carry packages that prevent you from keeping at least one hand on the handlebars at all times. IN GROUPS Don't ride too close or with your front wheel next to the rear wheel of the bike in front of you. Ride two- abreast at most, and only where there is a clear bike lane. If the road narrows or the bike lane goes away, ride single file. Make sure that the group leader crosses through signals in a manner that allows all cyclists in the group to pass without the back riders running a red light. RIDING AT NIGHT If you ride in the dark you are required to have a lamp that illuminates at least 300 feet in front and from the side, a red reflector visible from a distance of 500 feet, a white or yellow reflector on each pedal, shoe or ankle visible for 200 feet, and either front reflectorized tires or a white or yellow reflector on each side to the front and rear. CELL AND EAR PHONES Don't ride and talk. If you need to make a phone call, pull to the side of the road. Do not use ear buds that mask road noises. FOR DRIVERS Remember that cyclists have the same rights and responsibilities as motorists. Share the road Look carefully for cyclists before: Turning right Merging into bicycle lanes Opening your car door next to moving traffic. Give at least a three -foot space when passing a cyclist. 61Page ALTA PLAN NING+ DESIGN APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN ATTACHMENT B -- SCHOOL RESOURCES Safe Routes to School National Partnership, http•/ /www.saferoutespartnership.org/ California Safe Routes to School, www.dot.ca.gov/hq/LocalPrograms/Saferoutes/saferoutes.htm National Center for Safe Routes to School, www.saferoutesinfo.org Federal Safety Routes to School Program, http: / /safety.fhwa.dot..Qov /saferoutes/ National Highway Traffic Safety Administration, http: / /www.nhtsa..qov/ Safe Routes to School Guide, www.saferoutesinfo.org /guide Pedestrian and Bicycle Information Center, www.pedbikeinfo.orq Local Assistance Procedures Manual & Local Assistance Program Guidelines, www.dot.ca.gov/hq/LocalPrograms/public.htm 71Page 116 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES ATTACHMENT C-- SHARROWS Shared Lane Markings (aka "sharrows ") Sharrows are painted pavement markings that indicate a lane or road is shared by cars and bicycles. As explained in the February, 2004 San Francisco Shared Lane Marking Study: "Traffic curb lanes on signed /shared Class III bikeways (a.k.a. 'signed shared roadways' in other states) are often too narrow to be safely shared side -by -side by cyclists and passing motorists. On these routes, cyclists wishing to stay out of the way of drivers often ride too close to parked cars and risk being struck by a suddenly opened car door (being 'doored'). To avoid this, experienced cyclists ride further to the left and position themselves closer to the center of narrow lanes. This is permitted by the California Vehicle Code (C.V.C. 21202), but it often irritates motorists who are not aware that this is permitted. Many cities have experimented with a 'shared lane marking' as a potential solution. The marking does not connote a separated bicycle lane, but instead directs the bicyclist to travel outside the car door zone and encourage safe co- existence." San Francisco's study had a number of goals: to improve the position of both motorists and bicyclists on roadways without bicycle lanes, reduce aggressive motorist behavior and encourage correct bicyclist riding behavior. The city also looked to sharrows to inform motorists to expect bicyclists on the roadway to inform motorists that bicyclists may indeed legally ride further to the left in the travel lane, even if that means blocking the lane at times; to inform bicyclists how to position themselves in the lane with respect to the curb or parked cars to avoid hazards. The city found that shared lane pavement markings had a positive impact on motorist and cyclist behavior, positions, and safety. These results were complementary to a 1999 Florida study (Florida Department of Transportation, Evaluation of the Shared -Use Arrow). The February, 2004 San Francisco study found that the bike - and - chevron marking (example) had a stronger impact and reduced wrong -way riding. This is the marking that the Task Force recommends: ALTA PLANNING + DESIGN 81Page APPENDICES 118 CITY OF NEWPORT BEACH BICYCLE MASTER PLAN ATTACHMENT D —FOCUS AREAS (not in any priority) 1. PCH at Newport Coast Drive FOCUS AREA: The 'free' right turn on northbound PCH onto Newport Coast presents a challenge for cyclists. Northbound cyclists wishing to continue traveling along PCH must move left as traffic accelerates onto Newport Coast. Likewise, Newport Coast traffic merging onto northbound Coast Hwy complicates cyclists moving past the intersection. POSSIBLE IMPROVEMENT: Add signage "Yield to Bikes:" add green colored bike lane for cyclists continuing northbound or other innovative striping for cyclists continuing northbound. 2. PCH through Corona del Mar FOCUS AREA: Narrow POSSIBLE IMPROVEMENT: Sharrows if warrants are met; alternate routes 3. PCH at MacArthur FOCUS AREA: The 'free' right turn on northbound Coast Hwy onto MacArthur presents a challenge for both pedestrians and cyclists. Northbound cyclists wishing to continue traveling along Coast Hwy must move left as traffic accelerates onto MacArthur. Likewise, MacArthur traffic merging onto northbound PCH complicates cyclists moving to the right lane. POSSIBLE IMPROVEMENT: Add signage "Yield to Bikes;" add green colored bike lane or other innovative striping for cyclists continuing northbound 4. PCH and Jamboree FOCUS AREA: Northbound cyclists wishing to continue traveling along Coast Hwy must move left as traffic accelerates onto Jamboree. Likewise, Jamboree traffic merging onto northbound Coast Hwy complicates cyclists moving past the intersection. POSSIBLE IMPROVEMENT: Add signage "Yield to Bikes ;" add green colored bike lane or other innovative striping for cyclists continuing northbound 5. PCH at Dover FOCUS AREA: Northbound cyclists wishing to continue traveling along Coast Hwy must move left as traffic accelerates onto Dover. On the southbound side of Coast Hwy at the bus stop, the sidewalk/curb juts into the path of continuing cyclists forcing them into the traffic lane. POSSIBLE IMPROVEMENT: Add signage "Yield to Bikes "; add green colored bike lane or other innovative striping for cyclists continuing northbound on the southbound side, move the sidewalk to allow uninterrupted bike path. 6. PCH through Mariner's Mile FOCUS AREA: Narrow POSSIBLE IMPROVEMENT: Sharrows, if warrants are met; alternate routes 7. PCH and Newport Blvd. FOCUS AREA: Cyclists wishing to continue northbound along PCH must move left as traffic turns onto Old Newport Blvd. The next challenge is auto traffic merging onto southbound Newport Blvd. 91Page CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES POSSIBLE IMPROVEMENT: Add signage "Yield to Bikes;" at both locations add a green colored bike lane or other innovative striping for cyclists continuing westbound 8. PCH near Santa Ana River FOCUS AREA: bicyclists traveling southbound from the SAR conflict with pedestrians trying to cross the street. POSSIBLE IMPROVEMENT: a curb cut to allow transfer from the sidewalk trail to the on- street bike lane before the Orange Street intersection 9. Vista Ridge, Ridge Park FOCUS AREA: drivers unaware of cyclists and their speed POSSIBLE IMPROVEMENT: Signs including share the road and watch downhill speed, add bike lanes. 10. Bayside from Carnation to El Paseo Dr FOCUS AREA: Narrow POSSIBLE IMPROVEMENT: Share the Road sign 11. Bayside between PCH and Jamboree /Marine FOCUS AREA: cyclists enjoy a newly painted bike lane that ends as the road narrows. Access to the bike path on the sidewalk is prevented due to the curb. POSSIBLE IMPROVEMENT: Cut the curb to allow easy access to the sidewalk bike path. Also, extend red curb paint to prevent parked cars from encroaching on this new curb cut. Consider this as a potential area for sharrows. 12. Bayside Drive and trail near Dunes entrance FOCUS AREA: visibility of vehicles exiting Dunes POSSIBLE IMPROVEMENT: Bike Crossing sign, trim landscaping 13. Back Bay Drive /PCH /Bayside FOCUS AREA: Coming off the bike trail and transferring to heavy- traffic roads. POSSIBLE IMPROVEMENT: Add signs at Bayside and Coast Hwy directing cyclists heading to the beach to travel along Bayside to Balboa Island and the ferry. 14. Back Bay Drive near Park Newport FOCUS AREA: visibility POSSIBLE IMPROVEMENT: warning signs, striping. 15. Dover south of 16th Street and Cliff, between 15th and 16th FOCUS AREA: narrowing of bike lane POSSIBLE IMPROVEMENT: revise edge striping 16. W Balboa Blvd, between 23rd and 21St Streets FOCUS AREA: Southbound cyclists on Balboa Blvd. must quickly cross two traffic lanes to continue their progression on Balboa Blvd POSSIBLE IMPROVEMENT: Add Share the Road sign 17. Bayside Drive at Dunes Entrance FOCUS AREA: Left hand turn from northbound bike trail on to westbound N. Bayside Drive presents a conflict with eastbound N. Bayside Drive autos POSSIBLE IMPROVEMENT: signage (for cyclists and motorists), speed bumps, striping /street paint, and a parking red zone on the south frontage of N. Bayside _..... -- ..__...._.... -- ._..... ........ ._.._.., --------- -__._...._...-.__.--____....._..__..._....__,.____.,._._..-- 101Page ALTA PLANNING + DESIGN APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Drive. 18. Superior Ave approaching PCH FOCUS AREA: Bike lane is interrupted, leaving cyclists uncertain as to their position POSSIBLE IMPROVEMENT: Doffed line to indicate correct lanes for the various directions. The Task Force recognizes and fully understands that each of the Focus Areas and possible improvement will need further research and study by professional traffic engineers to determine the feasibility thereof. 11IPage 120 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES ATTACHMENT E - -BIKE RACKS AREAS LACKING BIKE RACKS OR NEEDING ADDITIONAL RACKS The Wedge • Big Corona • Most city parks Newport Pier • 15th St. and Boardwalk • 281h St. and Boardwalk • Orange and PCH • Seashore Dr. at 57th St. Corona del Mar and Balboa Island business districts TYPES OF BIKE RACKS The most common types of bike racks such as the wavy ribbon style are relatively inexpensive but are often viewed as inefficient and difficult to use. For examples of different ideas and suggestions on how and where to use them, the following are helpful: Vancouver's Bike Rack Planning Booklet, http: / /www.bv.com.au /bike - parking /43450/ http: / /www.commercialappeal.com /news /2009 /apr /11 /functional -art/ hftp://www.ameribike.com/catalog/racks/rack-intro.html www.labikeplan.org 121Page ALTA PLANNING +DESIGN 121 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix E: Past and Planned Bicycle - Related Projects 122 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Fil H U FI ICI W U IMUM�I F+� M rl O N N i.i Q 9 APPENDICES N 0 ALTA PLANNING + DESIGN 123 A v U R U az W0 �gCa w w w w WO U F« a 3 E q A o o 3d i -o 3 z o .<U .N a b U � � rZ OA � 'S' O •L O � �' R p � %O E, a Z o h� °�� ^ass ben a° O A n E° �ovTod e e oa G >'° o a u a^°i sue°, .�u •° > .a �, o w `'`°' a'' p° a° o m U .0 UJ ou U ti apop = u «•v w° « w. `� upm .a 6pA R C b U m .O c C y c .-+. 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CC P. w FO o. a W a P; U a.:n U T4 w ,x Z U U U m 0 ALTA PLANNING + DESIGN 127 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix F: Bicycle Count Tables 128 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table F-7 Weekday Bicycle Count Results (Thursday, October 17,2013- 7 :00AMto9:00AM) APPENDICES Count Location Male Female Children <13 No Helmet Sidewalk Wrong Way 1- Coast Highway and Orange 137 21 0 45 63 1 Street 2- Irvine Avenue and University 56 8 3 38 4 7 Drive 3- Newport Boulevard and 32nd 43 8 6 46 22 4 Street 4- Ocean Front Trail and 28th 95 46 24 99 0 0 Street 5- Irvine Avenue and 15th Street 80 32 56 15 14 10 6- Coast Highway and Bayside 113 11 0 15 19 1 Drive 7- Eastbluff Drive and Back Bay 127 31 1 9 74 12 Drive 8- Coast Highway and Iris Avenue 12 9 0 4 2 0 9- Bonita Canyon Drive and 82 3 0 0 2 0 Chambord 10- Coast Highway and Newport 34 2 0 0 2 1 Coast Drive 11- Newport Coast Drive and Ridge 33 1 4 0 0 2 Park Road Table F -1 Weekend Bicycle Count Results (Saturday, October 19, 2013 - 10:OOAM to 1:00 PM) Count Location Male Female Children <13 No Helmet Sidewalk Wrong Way 1- Coast Highway and Orange 855 273 6 364 799 22 Street 2- Irvine Avenue and University 64 20 19 19 11 0 Drive 3- Newport Boulevard and 32nd 165 81 3 188 75 37 Street 4- Ocean Front Trail and 28th 508 260 36 689 0 36 Street 5- Irvine Avenue and 15th Street 44 20 6 42 21 6 6- Coast Highway and Bayside 682 168 0 83 56 6 Drive 7- Eastbluff Drive and Back Bay 434 278 1 73 322 7 Drive 8- Coast Highway and Iris Avenue 187 31 2 18 7 1 9- Bonita Canyon Drive and Cham- 56 9 3 2 5 0 bord 10- Coast Highway and Newport 321 51 0 11 5 1 Coast Drive 11- Newport Coast Drive and Ridge 180 16 1 3 10 0 Park Road ALTA PLANNING + DESIGN 129 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table F -3 Weekend Bicycle Count Results (Saturday, October 19,2013-7.00 AM to 9:00 AM) Count Location Male Female Children <13 No Helmet Sidewalk Wrong Way 1- Coast Highway and Orange 389 51 2 2 60 4 Street 7- Eastbluff Drive and Back Bay 284 48 2 0 117 5 Drive 10- Coast Highway and Newport 191 24 0 3 0 2 Coast Drive 11- Newport Coast Drive and Ridge 167 25 0 1 7 3 Park Road 130 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix G: Bicycle Facility Design Guidelines APPENDICES ALTA PLANNING + DESIGN 131 APPENDICES 132 Introduction CITY OF NEWPORT BEACH BICYCLE MASTER PLAN This chapter is intended to assist the Newport Beach in the selection and design of bicycle facilities. The following pages pull together best practices by facility type from public agencies and municipalities nationwide. Within the design section, treatments are covered within a single sheet tabular format relaying important design information and discussion, example photos, schematics (if applicable), and existing summary guidance from current or upcoming draft standards. Existing standards are referenced throughout and should be the first source of information when seeking to implement any of the treatments featured here. ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN National Standards The Federal Highway Administration's Manual on Uniform Traffic Control Devices (MUTCD) defines the standards used by road managers nationwide to install and maintain traffic control devices on all public streets, highways, bikeways, and private roads open to public traffic. The FHWA MUTCD forms the basis of the California MUTCD. To further clarify the MUTCD, the FHWA created a table of contemporary bicycle facilities that lists various bicycle - related signs, markings, signals, and other treatments and identifies their official status (e.g., can be implemented, currently experimental). See Bicycle Facilities and the Manual on Uniform Traffic Control Devices.' The FHWA Guidance on Bicycle and Pedestrian Facility Design Flexibility explicitly supports the use of the AASHTO and NACTO bikeway design guides .2 Bikeway treatments not explicitly covered by the MUTCD are often subject to experiments, interpretations and official rulings by the FHWA. The MUTCD Official Rulings is a resource that allows website visitors to obtain information about these supplementary materials. Copies of various documents (such as incoming request letters, response letters from the FHWA, progress reports, and final reports) are available on this website.' American Association of State Highway and Transportation Officials ( AASHTO) Guide for the Development of Bicycle Facilities, updated in June 2012 provides guidance on dimensions, use, and layout of specific bicycle facilities. The guidelines presented by AASHTO provide basic information, such as minimum sidewalk widths, bicycle lane dimensions, detailed striping requirements and recommended signage and pavement markings. Meeting the requirements of the Americans with Disabilities Act (ADA) is an important part of any bicycle and pedestrian facility project. The United States Access Board's proposed Public Rights -of -Way Accessibility Guidelines° (PROWAG) and the 2010 ADA Standards for Accessible Design' (2010 Standards) contain standards and guidance for the construction of accessible facilities. APPENDICES Caltrans Adopts NACTO Urban The National Association of City Transportation Officials' ( NACTO) 2012 Urban Bikeway Design Guides and the 2013 Urban Streets Design Guide are the newest publication of nationally recognized bikeway and street design guidelines. In an April 2014 memorandum, Caltrans encouraged flexibility in highway design. The memo stated that "Publications such as the National Association of City Transportation Officials ( NACTO) "Urban Street Design Guide" and "Urban Bikeway Design Guide,"... are resources that Caltrans and local entities can reference when ma king planning and design decisions on the State highway system and local streets and roads" 1 FHWA. Bicycle Facilities and the Manual on Uniform Traffic Control Devices. 2011. http: //www fhwa.dot. gov/ environment /bikeped/mutcd_ bike. htm 2 FHWA. Guidance on Bicycle and Pedestrian Facility Design Flexibility. 2013. http: / /www.fhwa.doLgovl environment /bicycle -pedestrian /guid- ance/ design _guidance /design_flexibility. cfm 3 MUTCD Official Rulings. FHWA. http: //mutcd.thwa.daLgovLorse rch.asp 4 http . / /www.access- board.govlprowaol 5 http:// wwwada .gov/2010ADAstandards_index.htm 6 http./ /nacto.orgl cities - for - cycling /design- guide/ ALTA PLANNING + DESIGN 133 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Some of the treatments featured in the NACTO guides are not directly referenced in the current versions of the AASHTO Guide or the MUTCD, although many of the elements of these treatments are found within these docu- ments. In all cases, engineering judgment is recommended to ensure that the application makes sense for the context of each treatment, given the many complexities of urban streets. �1 A& Legil Fexarzfi Ui�Eiti 31 State Standards and Guidelines California Manual on Uniform Traffic Control Devices (MUTCD) (2012) The California MUTCD 2012 an amended version of the FHWA MUTCD 2009 edition modified for use in California. While standards presented in the CA MUTCD substantially conform to the FHWA MUTCD, the state of California follows local practices, laws and requirements with regards to signing, striping and other traffic control devices. California Highway Design Manual (HDM) (2012) This manual establishes uniform policies and procedures to carry out highway design functions for the California Department of Transportation. The 2012 edition incorporated Complete Streets focused revisions to address the Department Directive 64 R -1 Complete Intersections: A Guide to Reconstructing Intersections and Interchanges for Bicyclists and Pedestrians (2010) This California Department of Transportation reference guide presents information and concepts related to improving conditions for bicyclists and pedestrians at major intersections and interchanges. The guide can be used to inform minor signage and striping changes to intersections, as well as major changes and designs for new intersections. Main Street, California: A Guide for Improving Community and Transportation Vitality (2013) This Caltrans informational guide reflects California's current manuals and policies that improve multimodal access, livability and sustainability within the transportation system. The guide recognizes the overlapping and sometimes competing needs of main streets. NCHRP Legal Digest 53: Liability Aspects of Bikeways (2010) This digest is a useful resource for city staff considering innovative engineering solutions to localized issues. The document addresses the liability of public entities for bicycle collisions on bikeways as well as on streets and high- ways. The report will be useful to attorneys, transportation officials, planners, maintenance engineers and all persons interested in the relative rights and responsibilities of motorists and bicyclists on shared roadways. 134 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Facility Standards Compliance APPENDICES Some of these bicycle facilities covered by these guidelines are not directly referenced in the current versions of the AASHTO Guide or the California MUTCD, although many of the elements of these treatments are found within these documents. An "X" marking in the following table identifies the inclusion of a particular treatment within the national and state design guides. A " —" marking indicates a treatment may not be specifically mentioned, but is compliant assuming MUTCD compliant signs and markings are used. In all cases, engineering judgment is recommended to ensure that the application makes sense for the context of each treatment, given the many complexities of urban streets. Most NACTO treatments are compatible within AASHTO /MUTCD guidance, though some NACTO endorsed designs may not be permitted on state roads at this time. Refer to FHWA Guidance on Bicycle and Pedestrian Facility Design Flexibility (2013)? 1 http;//wwwfhwa.dotgov/ environment /bicycle _pedestrian/ guidance / design - guidance /design- Rexibility.cfm ALTA PLANNING + DESIGN 135 Aft AASHi rO �I�cTo r�&ans California Manual of Guide for the Urban Bikeway Design Uniform Traffic Control Development of Bicycle Guide (2012) Devices (2012) Facilities (2012) Signed Shared Roadway X X Marked Shared Roadway X X X Bicycle Boulevard - X X Bicycle Lane X X X Buffered Bicycle Lane - X X Cycle Tracks - Called "one -way sidepath" X Bike Box X Bike Lanes at Right Turn Only Lanes X X X Colored Bike Lanes in Conflict Areas FHWA Interim Approval X X Granted Combined Bike Lane /Turn Lane - X Intersection Crossing Markings X X X Wayfinding Sign Types & Placement X X X Wayfinding Sign Placement X X X Shared -Use Path X X Active Warning Beacons X X X Pedestrian Hybrid Beacons X X X Most NACTO treatments are compatible within AASHTO /MUTCD guidance, though some NACTO endorsed designs may not be permitted on state roads at this time. Refer to FHWA Guidance on Bicycle and Pedestrian Facility Design Flexibility (2013)? 1 http;//wwwfhwa.dotgov/ environment /bicycle _pedestrian/ guidance / design - guidance /design- Rexibility.cfm ALTA PLANNING + DESIGN 135 APPENDICES Multimodal Level of Service Description Multimodal Level of Service ( MMLOS) methods are used to inventory and evaluate existing conditions, or to forecast future conditions for roadway users under different design scenarios. While automobile- oriented LOS measures vehicle delay, Bicycle, Pedestrian and Transit LOS is oriented toward user comfort. MMLOS scores different modes independently, but their results are interdependent, allowing an understanding of trade -offs between modes for different street designs. A compatible A -F scoring system makes comparison between modes simple. There are a variety of Multimodal or Bicycle /Pedestrian LOS tools available for use. Different tools require differ- ent data and may present different or conflicting results. Despite potential limitations of MMLOS methodology, the results help jurisdictions better plan for all road users. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance MMLOS modeling is an emerging practice, and current methods may be improved on or revised. The knowl- edge of local residents and planners should be used to verify MMLOS model results. The 2000 Highway Capacity Manual includes dated LOS models for bicycle and pedestrian users. Methods presented in this edition and should not be used. The current standard for MMLOS calculation is described in the 2010 Highway Capacity Manual (HCM 2010). This method has limitations, particularly for Bicycle LOS modeling. See Discussion below. Consider using an alternative MMLOS method /tool if HCM 2010 is not appropriate for your community. Other multimodal'Service Quality" tools include: • Florida DOT LOSPLAN • LOS+ • Mineta Level of Traffic Stress (LTS) Analysis. (Bicycle only scoring) Discussion Limitations of the HCM 2010 model for Bicycle LOS calculations include: • Gradients are not included in calculations. • The presence of contemporary facility types included in this guide, such as shared lane markings, bike boxes or cycle tracks are not included, although the Florida LOSPLAN update does features cycle tracks. • Scoring is for a "typical' adult bicyclist, and weights the presence of a bike lane very heavily. Results may not be appropriate in communities that seek to encourage bicycle travel by people of varying ages and abilities where bike lanes may not be adequate. Additional References and Guidelines Transportation Research Board, Highway Capacity Manual, 2010. Florida Department of Transportation. LOSPLAN. 2012. http: / /www.dat.state.fl.us/ planning /systems/sm /los/los_sw2m2.shtm Fehr &Peers. LOS+ Multi -Modal Roadway Analysis Tool. http: / /www.fehrandpeers.com /losplus/ Mineta Transportation Institute. Low - Stress Bicycling and Network Connectivity. 2011. http: / /transweb.sjsu.edu /project /1005.html 136 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Facility Selection There are no 'hard and fast' rules for determining the most appropriate type of bicycle facility for a particular location - roadway speeds, volumes, right -of -way width, presence of parking, adjacent land uses, and expected bicycle user types are all critical elements of this decision. Studies find that the most significant factors influencing bicycle use are motor vehicle traffic volumes and speeds. Additionally, most bicyclists prefer facilities separated from motor vehicle traffic or located on local roads with low motor vehicle traffic speeds and volumes. Because off - street pathways are physically separated from the roadway, they are perceived as safe and attractive routes for bicyclists who prefer to avoid motor vehicle traffic. Consistent use of treatments and application of bikeway facilities allow users to anticipate whether they would feel comfortable riding on a particu- lar facility, and plan their trips accordingly. This section provides guidance on various factors that affect the type of facilities that should be provided. APPENDICES This Section Includes: ALTA PLANNING + DESIGN 137 APPENDICES Facility Classification Description Consistent with bicycle facility classifications throughout the nation, these Bicycle Facility Design Guidelines identify the following classes of facilities by degree of separation from motor vehicle traffic. Shared Roadways (No bikeway designation) are bikeways where bicyclists and cars operate within the same travel lane, either side by side or in single file depending on roadway configuration. In some instances, streets may be fully adequate and safe without bicycle specific signing and pavement markings. Class III Bikeways (Bike Routes) are Shared Roadways configured with pavement markings, signag( and other treatments including directional signage, traffic diverters, chicanes, chokers and /or other traffic calming devices to reduce vehicle speeds or volumes. Such enhanced treatments often are associated with Bicycle Boulevards. Class 11 Bikeways (Bike Lanes) use signage and striping to delineate the right -of -way assigned to bicy- clists and motorists. Bike lanes encourage predictable movements by both bicyclists and motorists. Buffered bike lanes use a 2' -3' wide hatched painted buffer to increase space between bicyclists and motor vehicles. Adding vertical separation such as bollards, flags or planters creates a physically protected bicycle lane. Class I Bikeways (Cycle Tracks) are paths elevated from the roadway by a curb, for the exclusive use of bicyclists. Cycle tracks feature design elements that enhance safety and level of service beyond that pro- vided by older "sidepath" designs. Class 1 Bikeways (Shared -use Paths) are facilities separated from roadways for use by bicyclists and pedestrians. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN t 138 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Facility Continua APPENDICES The following continua illustrate the range of bicycle facilities applicable to various roadway environments, based on the roadway type and desired degree of separation. Engineering judgment, traffic studies, previous municipal planning efforts, community input and local context should be used to refine criteria when developing bicycle facility recommendations for a particular street. In some corridors, it may be desirable to construct facilities to a higher level of treatment than those recommended in relevant planning documents in order to enhance user safety and comfort. In other cases, existing and /or future motor vehicle speeds and volumes may not justify the recommended level of separation, and a less intensive treatment may be acceptable. Arterial /Highway Bikeway Continuum (without curb and gutter) Shared Lane Marked Wide Shoulder Wide Shoulder Cycle Track: Shared -use Path Curb Lane Bikewav Bikewav protected with Arterial /Highway Bikeway Continuum (with curb and gutter) Marked Wide Conventional Buffered Cycle Track: at- grade, Cycle Track: Cycle Track: curb Curb Lane Bicycle Lane Bicycle Lane protected with protected with separated Collector Bikeway Continuum Shared Lane Marked Wide Conventional Wide Bicycle Buffered Curb Lane Bicvcle Lane Lane Bicvcle Lane ALTA PLANNING + DESIGN 139 APPENDICES Shared Roadways On shared roadways, bicyclists and motor vehicles use the same roadway space. These facilities are typically used on roads with low speeds and traffic volumes, however they can be used on higher volume roads with wide outside lanes or shoulders. A motorist will usually have to cross over into the adjacent travel lane to pass a bicyclist, unless a wide outside lane or shoulder is provided. Shared roadways employ a large variety of treatments from simple signage and shared lane markings to more complex treatments including directional signage, traffic diverters, chicanes, chokers, and /or other traffic calming devices to reduce vehicle speeds or volumes. Bicycle Boulevards Bicycle boulevards are a special class of shared roadways designed for a broad spectrum of bicyclists. They are low- volume local streets where motorists and bicyclists share the same travel lane. Treatments for bicycle boulevards are selected as necessary to create appropriate automobile volumes and speeds, and to provide safe crossing opportunities of busy streets. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN This Section Includes: 140 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Signed Description APPENDICES Shared Roadway Signed Shared Roadways are facilities shared with motor vehicles. They are typically used on roads with low speeds and traffic volumes, however can be used on higher volume roads with wide outside lanes or shoulders. A motorist will usually have to cross over into the adjacent travel lane to pass a bicyclist, unless a wide outside lane or shoulder is provided. `w 1- Discussion A SHARETHE ROAD plaque (W 16 -1 p) may be used in conjunction with a bicycle warning sign (W11 -1) to warn drivers to watch for slower forms of transportation. Guidance Lane width varies depending on roadway configuration. Bicycle Route signage (D11 -1) should be applied at intervals frequent enough to keep bicyclists informed of changes in route direction and to remind motorists of the presence of bicyclists. Commonly, this includes placement at: • Beginning or end of Bicycle Route. • At major changes in direction or at intersections with other bicycle routes. • At intervals along bicycle routes not to exceed 1/2 mile. A Bicycle May Use Full Lane sign (R4 -11) may be used on a lane that is too narrow for a bicyclist and motorist to share the road side by side within the same lane. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012, Caltrans CH- MUTCD. 2012 Caltrans. California HDM. 2012. MUTCD D11 -1 Materials and Maintenance Ilk Maintenance needs for bicycle wayfinding signs are similar to other signs, and will need periodic replace- ment due to wear. ALTA PLANNING + DESIGN 141 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Marked Shared Roadway Description Guidance A marked shared roadway is a general purpose travel • Lower than 35 mph speed limit preferred lane marked with shared lane markings (SLM, popularly In extreme circumstances, SLMs may be placed on known as "sharrows ") used to encourage bicycle travel roadways above 35 mph. and proper positioning within the lane. In constrained conditions, the SLMs are placed in the middle of the lane to discourage unsafe passing by motor vehicles. On a wide outside lane, the SLMs can be used to promote bicycle travel to the right of motor vehicles. In all conditions, SLMs should be placed outside of the door zone of parked cars. MUTCD R4-11 (optionap MAY USE FULL LANE Placement in center ol travel lane is preferred edition Discussion • In constrained conditions, preferred placement is in the center of the travel lane to minimize wear and promote single file travel. • Minimum placement of SLM marking centerline is 11 feet from edge of curb where on- street parking is present, 4 feet from edge of curb with no parking. If parking lane is wider than 7.5 feet, the SLM should be moved further out accordingly. When placed adjacent to parking, SLMs should be outside of the "Door Zone': Minimum placement is 11'from curb _..- � ML D11 -1 Bike Lanes should be considered on roadways with outside travel lanes wider than 15 feet, or where other lane narrowing or removal strategies may provide adequate road space. SLMs shall not be used on shoulders, on designated Bike Lanes, or to designate Bicycle Detection at signalized intersections. (MUTCD 9C.07) Additional References and Guidelines Materials and Maintenance AASHTO. Guide for the Development of Bicycle Facilities. 2012. Placing SLMs between vehicle tire tracks will increase Caltrans CA- MUTCD. 2012 NACTO. Urban Bikeway Design Guide. 2012. the life of the markings and minimize the long -term cost of the treatment. 142 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Boulevard Description Bicycle boulevards (also known as "Neighborhood Greenways ") are low- volume, low -speed streets modi- fied to enhance bicyclist comfort by using treatments such as signage, pavement markings, traffic calming and /or traffic reduction, and intersection modifications. These treatments allow the through movement of bicyclists while discouraging similar through -trips by non -local motorized traffic. Pavement Markings identify the (/ street as a bicycle priority route. Shared Lane Markings are compliant and are used in man in manyjurisdictions to mark bicycle boulevards. Enhanced Crossings use signals, beacons, and road geometry to increase safety at major Il,��•T Discussion Partial Closures and other volume management tools limit the number of cars traveling on the bicycle APPENDICES Guidance • Signs and pavement markings are the minimum treatments necessary to designate a street as a bicycle boulevard. • Bicycle boulevards should have a maximum posted speed of 25 mph. Use traffic calming to maintain an 85th percentile speed below 22 mph. • Implement volume control treatments based on the context of the bicycle boulevard, using engineering judgment. Target motor vehicle volumes range from 1,000 to 3,000 vehicles per day. • Intersection crossings should be designed to enhance safety and minimize delay for bicyclists. Signs identify the street as a bicycle fj�- priority route. Vi Speed Humps manage driver speed. Curb Extensions shorten pedestrian crossing distance. Mini Traffic Circles slow drivers in advance of intersections. Bicycle boulevard retrofits to local streets are typically located on streets without existing signalized accommoda- tion at crossings of collector and arterial roadways. Without treatments for bicyclists, these intersections can become major barriers along the bicycle boulevard and compromise safety. Additional References and Guidelines NACTO. Urban Bikeway Design Guide. 2012. Ewing, Reid and Brown, Steven. (2009). U.S. Traffic Calming Manual. ALTA PLANNING + DESIGN Materials and Maintenance Vegetation should be regularly trimmed to maintain visibility and attractiveness. 143 APPENDICES Separated Bikeways Designated exclusively for bicycle travel, separated bikeways are segregated from vehicle travel lanes by striping (Class II), or physical measures such as bollards or curbs (Class I Cycle Tracks). Separated bikeways are most appropriate on arterial and collector streets where higher traffic volumes and speeds warrant greater separation. Separated bikeways can increase safety and promote proper riding by: • Defining road space for bicyclists and motorists, reducing the possibility that motorists will stray into the bicyclists' path. • Discouraging bicyclists from riding on the sidewalk. • Reducing the incidence of wrong way riding. • Reminding motorists that bicyclists have a right to the road. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN This Section Includes: #s 144 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Lane Description Bike lanes designate an exclusive space for bicyclists through the use of pavement markings and signage. The bike lane is located adjacent to motor vehicle travel lanes and is used in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge or parking lane. APPENDICES Guidance • 4 foot minimum when no curb and gutter is present. • 5 foot minimum when adjacent to curb and gutter or 3 feet more than the gutter pan width if the gutter pan is wider than 2 feet. • 14.5 foot preferred from curb face to edge of bike lane. (12 foot minimum). Many bicyclists, particularly less experienced riders, 7 foot maximum width for use adjacent to arteri- are more comfortable riding on a busy street if it has a als with high travel speeds. Greater widths may striped and signed bikeway than if they are expected to encourage motor vehicle use of bike lane. share a lane with vehicles. 4" white line or parking "TS" Discussion Wider bicycle lanes are desirable in certain situations such as on higher speed arterials (45 mph +) to Increase separation between passing vehicles and bicyclists. Consider Buffered Bicycle Lanes when further separation is desired. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 NACTO. Urban Bikeway Design Guide. 2012. Caltrans. California HDM. 2012. Materials and Maintenance Paint can wear more quickly in high traffic areas; consider thermoplastic or epoxy materials for reduced life cycle costs. ALTA PLANNING + DESIGN 145 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Lane and Diagonal Parking Description In certain areas with high parking demand such as urban commercial areas, diagonal parking can be used to increase parking supply. Back -in diagonal parking improves sight distances between drivers and bicyclists when compared to conventional head -in diagonal parking. Back -in parking is best paired with a dedicated bicycle lane. Center placed shared lane marking Discussion Guidance Front -in Diagonal Parking • Shared lane markings are the preferred facility with front -in diagonal parking Back -in Diagonal Parking • 5 foot minimum marked width of bike lane • Parking bays are sufficiently long to accommodate most vehicles (so vehicles do not block bike lane) Conventional front -in diagonal parking is not compatible or recommended with the provision of bike lanes, as drivers backing out of conventional diagonal parking have limited visibility of approaching bicyclists. Under these conditions, shared lane markings should be used to guide bicyclists away from reversing automobiles. Examples of back -in diagonal parking within the State of California include the cities of Chico, Sacramento, San Francisco, and Ventura. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans. Main Street, California. 2013. Materials and Maintenance Paint can wear more quickly in high traffic areas; consider thermoplastic or epoxy materials for reduced life cycle costs. 146 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Buffered Bicycle Lane Description Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and /or parking lane. Buffered bike lanes are allowed as per MUTCD guidelines for buffered preferential lanes (section 3D -01). Buffered bike lanes are designed to increase the space between the bike lane and the travel lane or parked cars. This treatment is appropriate for bike lanes on roadways with high motor vehicle traffic volumes and speed, adjacent to parking lanes, or a high volume of truck or oversized vehicle traffic. APPENDICES Guidance • Where bicyclist volumes are high or where bicyclist speed differentials are significant, the desired bicycle travel area width is 7 feet. • Buffers should be at least 2 feet wide. If 3 feet or wider, mark with diagonal or chevron hatching. For clarity at driveways or minor street crossings, consider a dotted line for the inside buffer boundary where cars are expected to cross. Discussion Commonly configured as a buffer between the bicycle lane and motor vehicle travel lane, a parking side buffer may also be provided to help bicyclists avoid the 'door zone' of parked cars. Additional References and Guidelines Nil Urban Bikeway Design Guide. 2012. AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 Materials and Maintenance Paint can wear more quickly in high traffic areas; consider thermoplastic or epoxy materials for reduced life cycle costs. ALTA PLANNING + DESIGN 147 APPENDICES Cycle Track Description A cycle track is an exclusive bike facility that combines the user experience of a separated path with the on- street infrastructure of conventional bike lane. A cycle track is physically separated from motor traffic and distinct from the sidewalk. Cycle tracks have different forms but all share common elements —they provide space that is intended to be exclusively or primarily used by bicycles, and are separated from motor vehicle travel lanes, parking lanes, and sidewalks. Raised cycle tracks may be at the level of the adjacent sidewalk or set at an intermediate level between the roadway and sidewalk to separate the cycle track from the pedestrian area. F" Discussion 3' parking CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance Cycle tracks should ideally be placed along streets with long blocks and few driveways or mid -block access points for motor vehicles. One -Way Cycle Tracks • 7 foot recommended width to allow passing; 5 foot minimum width in constrained locations. Add additional shy space if contained by vertical elements such as curbs. Two -Way Cycle Tracks • Cycle tracks located on one -way streets have fewer potential conflict areas than those on two -way streets. • 12 foot recommended minimum for two -way facility. 8 foot minimum in constrained locations The cycle track shall be Cycle track can located between the raised or at stae parking lane and the level '� 6 KE LANE I. `\ Special consideration should be given at transit stops to manage bicycle and pedestrian interactions. Driveways and minor street crossings are unique challenges to cycle track design. Parking should be prohibited within 30 feet of the intersection to improve visibility. Additional References and Guidelines NACTO. Urban Bikeway Design Guide. 2012. 148 Materials and Maintenance In cities with winter climates, barrier separated and raised cycle tracks may require special equipment for snow removal. ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Separated Bikeways at Intersections Intersections are junctions at which different modes of transportation meet and facilities overlap. An intersec- tion facilitates the interchange between bicyclists, motorists, pedestrians and other modes in order to advance traffic flow in a safe and efficient manner. Designs for intersections with bicycle facilities should reduce conflict between bicyclists (and other vulnerable road users) and vehicles by heightening the level of visibility, denoting clear right -of -way and facilitating eye contact and awareness with other modes. Intersection treatments can improve both queuing and merging maneuvers for bicyclists, and are often coordinated with timed or specialized signals. The configuration of a safe intersection for bicyclists may include elements such as color, signage, medians, signal detection and pavement markings. Intersection design should take into consideration existing and antic- ipated bicyclist, pedestrian and motorist movements. In all cases, the degree of mixing or separation between bicyclists and other modes Is intended to reduce the risk of crashes and increase bicyclist comfort. The level of treatment required for bicyclists at an intersection will depend on the bicycle facility type used, whether bicycle facilities are intersecting, and the adjacent street function and land use. This Section Includes: APPENDICES ALTA PLANNING + DESIGN 149 APPENDICES 150 Bike Box Description CITY OF NEWPORT BEACH BICYCLE MASTER PLAN A bike box is a designated area located at the head of a traffic lane at a signalized intersection that provides N0 bicyclists with a safe and visible space to get in front of TURN queuing motorized traffic during the red signal phase. _ OT' RED Motor vehicles must queue behind the white stop line at the rear of the bike box. R10 -11 Maybe combined with intersection R10 -15 variant Guidance crossing markings and colored • 14 foot minimum depth bike lanes in conflict areas • A "No Turn on Red" (MUTCD R1O -11) sign shall be installed overhead to prevent vehicles from entering the Bike Box. • A "Stop Here on Red" sign should be post- mounted at the stop line to reinforce observance of the stop line. • A "Yield to Bikes" sign should be post- mounted in advance of and in conjunction with an egress lane to reinforce that bicyclists have the right -of -way going through the intersection. • An ingress lane should be used to provide access to the box. • A supplemental "Wait Here" legend can be pro- vided in advance of the stop bar to increase clarity to motorists. Wide stop lines used for increased visibility Discussion FvTo Colored pavement can be used in the box for increased visibility I- Bike boxes should be placed only at signalized intersections, and right turns on red shall be prohibited for motor vehicles. Bike boxes should be used in locations that have a large volume of bicyclists and are best utilized in central areas where traffic is usually moving more slowly. Additional References and Guidelines Materials and Maintenance NACro. urban Bikeway Design Guide. 2012. Because the effectiveness of markings depends FHWA. Interim Approval (IA -14). 2011. entirely on their visibility, maintaining markings should be a high priority. ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Bike Lane at Right Turn Only Lane Description The appropriate treatment at right -turn lanes is to place the bike lane between the right -turn lane and the right- most through lane or, where right -of -way is insufficient, to use a shared bike lane /turn lane. The design (right) illustrates a bike lane pocket, with signage indicating that motorists should yield to bicy- clists through the conflict area. Guidance At auxiliary right turn only lanes (add lane): • Continue existing bike lane width; standard width of 5 to 6 feet or 4 feet in constrained locations. • Use signage to indicate that motorists should yield to bicyclists through the conflict area. • Consider using colored conflict areas to promote visibility of the mixing zone. Where a through lane becomes a right turn lane: Do not define a dotted line merging path for bicyclists. • Drop the bicycle lane in advance of the merge area. Use shared lane markings to indicate shared use of the lane in the merging zone. Discussion Colored pavement may be used in the weaving area to increase visibility and awareness of potential conflict For other potential approaches to providing accommodations for bicyclists at intersections with turn lanes, please see combined bike lane /turn lane, bicycle signals, and colored bike facilities. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 NACTO. Urban Bikeway Design Guide. 2012. Caltrans. California HDM. 2012. Caltrans. Complete Intersections. 2010. Materials and Maintenance Because the effectiveness of markings depends entirely on their visibility, maintaining markings should be a high priority. ALTA PLANNING + DESIGN 151 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Description Colored pavement within a bicycle lane increases the visibility of the facility and reinforces priority of bicyclists in conflict areas. Guidance • Green colored pavement was given interim approval by the Federal Highways Administration In March 2011. See interim approval for specific color standards. • The colored surface should be skid resistant and retro - reflective. Normal white dotted edge lines should define colored space Discussion Evaluations performed in Portland, OR, St. Petersburg, FL and Austin, TX found that significantly more motorists yielded to bicyclists and slowed or stopped before entering the conflict area after the colored treatment. Additional References and Guidelines FHWA, Interim Approval (IA -14). 2011. NAOTO, Urban Bikeway Design Guide. 2012. Materials and Maintenance Because the effectiveness of markings depends entirely on their visibility, maintaining markings should be a high priority. 152 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Combined Bike Lane/ Turn Lane Description The combined bicycle /right turn lane places a standard - width bike lane on the left side of a dedicated right turn lane. A dotted line delineates the space for bicyclists and motorists within the shared lane. This treatment includes signage advising motorists and bicyclists of proper positioning within the lane. This treatment is recommended at intersections lacking sufficient space to accommodate both a standard through bike lane and right turn lane. Guidance • Maximum shared turn lane width is 13 feet; nar- rower is preferable. • Bike Lane pocket should have minimum width of 4 feet with 5 feet preferred. • A dotted 4 inch line and bicycle lane marking should be used to clarify bicyclist positioning within the combined lane, without excluding cars from the suggested bicycle area. • A "Right Turn Only" sign with an "Except Bicycles" plaque may be needed to make it legal for through bicyclists to use a right turn lane. Discussion Short length turn pockets encourage slower motor vehicle speeds Case studies cited by the Pedestrian and Bicycle Information Center indicate that this treatment works best on streets with lower posted speeds (30 MPH or less) and with lower traffic volumes (10,000 ADT or less). May not be appropriate for high -speed arterials or intersections with long right turn lanes. Additional References and Guidelines NACTO. Urban Bikeway Design Guide, 2012. AASHTO. Guide for the Development of Bicycle Facilities. 2012. Materials and Maintenance Because the effectiveness of markings depends on their visibility, maintaining markings should be a high priority. ALTA PLANNING + DESIGN 153 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Intersection Crossing Markings Description Bicycle pavement markings through intersections indi- cate the intended path of bicyclists through an intersec- tion or across a driveway or ramp. They guide bicyclists on a safe and direct path through the intersection and provide a clear boundary between the paths of through bicyclists and either through or crossing motor vehicles in the adjacent lane. Chevrons Shared Lane Colored Elephant's Conflict Area Feet Guidance • See MUTCD Section 3B.O8: "dotted line extensions" • Crossing striping shall be at least six inches wide when adjacent to motor vehicle travel lanes. Dotted lines should be two -foot lines spaced two to six feet apart. • Chevrons, shared lane markings, or colored bike lanes in conflict areas may be used to increase visibility within conflict areas or across entire inter- sections. Elephant's Feet markings are common in Europe and Canada. Discussion Additional markings such as chevrons, shared lane markings, or colored bike lanes in conflict areas are strategies currently in use in the United States and Canada. Cities considering the implementation of markings through intersections should standardize future designs to avoid confusion. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Carrans CA- MUTCD. 2012 NACTO. Urban Bikeway Design Guide. 2012. Materials and Maintenance Because the effectiveness of marked crossings depends entirely on their visibility, maintaining marked crossings should be a high priority. 154 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Two -Stage Turn Box Description A two -stage turn box offers bicyclists a safe way to make left turns at multi -lane signalized intersections from a right side cycle track or bike lane. On right side cycle tracks, bicyclists are often unable to merge into traffic to turn left due to physical separa- tion, making the provision of two -stage left turn boxes critical. Design guidance for two -stage turns apply to both bike lanes and cycle tracks. Guidance • The queue box shall be placed in a protected area. Typically this is within an on- street parking lane or cycle track buffer area. • 6' minimum depth of bicycle storage area • Bicycle stencil and turn arrow pavement markings shall be used to indicate proper bicycle direction and positioning. • A "No Turn on Red" (MUTCD R10 -11) sign shall be installed on the cross street to prevent vehicles from entering the turn box. Cycle track turn box pro- tected by physical buffer: 1 LI. Bike lane turn box pro- tected by parking lane: Discussion Turns from a bicycle lane may be protected by an adjacent parking lane or crosswalk setback space I . 111 Turns from cycle tracks be protected by a parki lane or other physical l;i L APPENDICES 0 it j £I While two stage turns may increase bicyclist comfort in many locations, this configuration will typically result in higher average signal delay for bicyclists versus a vehicular style left turn maneuver. Additional References and Guidelines NACTO. Urban Bikeway Design Guide. 2012. Materials and Maintenance Paint can wear more quickly in high traffic areas or in winter climates. ALTA PLANNING + DESIGN 155 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bike Lane at Diverging Ramp Lanes Description Some arterials may contain high speed freeway -style designs such as merge lanes and exit ramps, which can create difficulties for bicyclists. The entrance and exit lanes typically have intrinsic visibility problems because of low approach angles and feature high speed differen- tials between bicyclists and motor vehicles. Strategies to improve safety focus on increasing sight distances, creating formal crossings, and minimizing crossing distances. Guidance Entrance Ramps: Angle the bike lane to increase the approach angle with entering traffic. Position crossing before drivers' atten- tion is focused on the upcoming merge. Exit Ramps: Use a jug handle turn to bring bicyclists to increase the approach angle with exiting traffic, and add yield striping and signage to the bicycle approach. Dashed lane lines for Crossing located before confident bicyclist to drivers'attention is focused on continue through the upcoming merge I Wll-1 X -ING Discussion Wayfinding signage should clarify path to destinations Ramp geometrics minimize speed for exitina vehicles While the jug - handle approach is the preferred configuration at exit ramps, provide the option for through bicyclists to perform a vehicular merge and proceed straight through under safe conditions. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 Caltrans. Complete Intersections. 2010. Materials and Maintenance Locate crossing markings out of wheel tread when possible to minimize wear and maintenance costs. 156 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Freeway Interchange Design Description Freeway Interchanges can be significant obstacles to bicycling if they are poorly designed. Travel through some interchange designs may be particularly challeng- ing for youth bicyclists Key design features at conflict areas through inter- changes should be included to improve the experience for bicyclists. Guidance Entrance Ramps: • A right -turn lane should be configured with a taper as an "add -lane" for motorists turning right onto the freeway entrance ramp. • A bike lane should be provided along the left side of the right turn lane. Dotted through bike lane striping provides clear priority for bicyclists at right turn 'add lane' on- ramps. Exit Ramps: • Motorists existing the freeway and turning onto the crossroad should be controlled by a stop sign, signal, or yield sign, rather than allowing a free - flowing movement. Discussion APPENDICES Source: AASHTO. Guide for the Development of Bicycle Facilities. 2012. The on -ramps should be configured as a right- turn -only "add lane" to assert through bicyclist priority. Designs that are functional for bicycle passage typically encourage slowing or require motor vehicle traffic to slow or stop. Designs that encourage high -speed traffic movements are difficult for bicyclists to negotiate. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 Caltrans. Complete Intersections. 2010. Materials and Maintenance Locate crossing markings out of wheel tracks when possible to minimize wear and maintenance costs. ALTA PLANNING + DESIGN 157 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicyclists at Single Lane Roundabouts Description Guidance Roundabouts are circular intersections designed with yield control for all entering traffic, channelized approaches and geometry to induce desirable speeds. They are used as an alternative to intersection signalization. Other roundabout -like intersection designs include: Traffic Circles (also known as rotaries) are old style circular intersections where traffic signals or stop signs are used to control one or more entry. It is important to indicate to motorists, bicyclists and pedestrians the right -of -way rules and correct way for them to circulate in the roundabout. • 25 mph maximum circulating design speed. Design approaches /exits to the lowest speeds possible. • Encourage bicyclists navigating the roundabout like motor vehicles to "take the lane." • Maximize yielding rate of motorists to pedestrians and bicyclists at crosswalks. Mini Roundabouts (also called neighborhood traffic Provide separated facilities for bicyclists who prefer circles) are small -sized circular intersections of local not to navigate the roundabout on the roadway. streets. They may be uncontrolled or stop controlled, and do not channelize entry. Crossings set back at least one Truck apron can provide Holding rails can provide support for car length from the entrance adequate clearance for elderly pedestrians or bicyclists waiting to of the roundabout longer vehicles cross the street. I i Narrow circulating lane to NELLi _`1% UKJ discourage attempted passing W1 1 -15 by motorists Visible, well marked crossings 111 I' 1, .. alert motorists to the presence Sidewalk should be wider to of bicyclists and pedestrians accommodate bicycle and (W11 -15 signage) pedestrian traffic k- Bicycle ramps leading to a wide shared facility ~— Bicycle exit ramp in with pedestrians line with bicycle lane , Discussion On bicycle routes a roundabout is preferable to stop control as bicyclists do not like to lose their momentum due to the physical effort required. At intersections of shared -use paths, pedestrian and bicycle only roundabouts are an excellent form of non - motorized user traffic control. Additional References and Guidelines TRB. NCHPP 674 Crossing solutions at Roundabouts and Channelized Tom AASHTO. Guide for the Development of Bicycle Facilkies. 2012. Lanes for Pedestrians with Vision Disabilities. 2011. TRB. NCHRP 672 Roundabouts: An Informational Guide. 2010 Shaw and union Bicyclist- and Pedestrian -Only Roundabouts. 2009. FHWA. TRB. NCHRP Report 572 Poundabouts in the United States. 2007, Brown, Rick. The Gase of Roundabouts. 2012. Hourdos, John at al. Investigation of Pedestrian /Bicyclist Risk in Minnesota Materials and Maintenance Roundabout Crossings. 2012. signage and striping require routine maintenance. 158 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Channelized Turn Lane Description In some intersections of arterials streets, design vehicle requirements or intersection angles may result in wide turning radii at corners. Configuring the intersection as a channelized (or free - right) turn lane with a raised refuge island can improve conditions for pedestrians trying to cross the street. Similar to a median refuge island, the raised refuge island can reduce crossing distances, allow staged crossing of the roadway, and improve visibility of pedestrians crossing the roadway. To improve safety and comfort for pedestrians, measures to slow traffic at the pedestrian crossing are recommended such as provision of a raised crosswalk, signalized pedestrian walk phase, high visibility cross- walk, and /or pedestrian crossing signage. fiurn lane should be configured as an "add lane "to .provide for deceleration and Dashed bike lane to define merging area. Color optional. Discussion Guidance • The preferred angle of intersection between the channelized turn lane and the roadway being joined is no more than 15 degrees to allow for simultane- ous visibility of pedestrians and potential roadway gaps. • Design with a maximum 30 -35 foot turning radius. • Signing: Pedestrian crossing sign assembly (W11 -2) or Yield (Ri -2) to encourage yielding. Yield to Bikes (R4 -4) or similar if bike lanes are present. • Raised Crossings in the channelized turn lane may slow driver speed through the turning area. Locate crosswalk in the middle of the channelized turn lane. One car length back from the other street. free - flowing "slip lane" configuration. (Not a preferred condition) This design requires trucks to turn into multiple receiving lanes, and may not be appropriate on the approach to streets with one through lane. Channelized turn lanes can be very challenging for blind pedestrians. NCHRP 674 identified the use of sound strips (a full lane rumble strip -like device) in conjunction with flashing beacons to increase yielding compliance. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. TRB. NCHRP 674 Crossing Solutions at Roundabouts and Chan - neltzed Turn Lanes for Pedestrians with Vision Disabilities. 2011. ITE. Designing Walkable Urban Thoroughfares. 2010. Materials and Maintenance Signage and striping require routine maintenance. ALTA PLANNING + DESIGN 159 APPENDICES Signalization Determining which type of signal or beacon to use for a particular intersection depends on a variety of factors. These include speed limits, Average Daily Traffic (ADT), anticipated bicycle crossing traffic, and the configuration of planned or existing bicycle facilities. Signals may be necessary as part of the construction of a protected bicycle facility such as a cycle track with potential turning conflicts, or to decrease vehicle or pedestrian conflicts at major crossings. An intersection with bicycle signals may reduce stress and delays for a crossing bicyclist, and discourage illegal and unsafe crossing maneuvers. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN This Section Includes: 160 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Detection and Actuation Description Push Button Actuation User - activated button mounted on a pole facing the street. Loop Detectors Bicycle- activated loop detectors are installed within the roadway to allow the presence of a bicycle to trigger a change in the traffic signal. This allows the bicyclist to stay within the lane of travel without having to maneuver to the side of the road to trigger a push button. Loops that are sensitive enough to detect bicycles should be supplemented with pavement markings to instruct bicyclists how to trip them. Video Detection Cameras Video detection systems use digital image processing to detect a change in the image at a location. These systems can be calibrated to detect bicycles. Video camera system costs range from $20,000 to $25,000 per intersection. Remote Traffic Microwave Sensor Detection (RTMS) RTMS is a system which uses frequency modulated continuous wave radio signals to detect objects in the roadway. This method marks the detected object with a time code to determine its distance from the sensor. The RTMS system is unaffected by temperature and lighting, which can affect standard video detection. Discussion APPENDICES I .."Af Proper bicycle detection should meet two primary criteria: 1) accurately detects bicyclists and 2) provides clear guidance to bicyclists on how to actuate detection (e.g., what button to push, where to stand). The requirement for bicycle detection at all new and modified approaches to traffic signals is formalized in Policy Directive 09 -06 and is included in the CA MUTCD 2012. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. NACTO. Urban Bikeway Design Guide. 2012. Caltrans CA- MUTCD. 2012 Caltrans. Policy Directive 09 -06. 2009. Caltrans. Complete Intersections. 2010. Materials and Maintenance Signal detection and actuation for bicyclists should be maintained with other traffic signal detection and roadway pavement markings. ALTA PLANNING + DESIGN 161 APPENDICES Bicycle Signal Head Description A bicycle signal is an electrically powered traffic control device that should only be used in combination with an existing conventional or hybrid signal. Bicycle signals are typically used to improve identified safety or opera- tional problems involving bicycle facilities. Bicycle signal heads may be installed at signalized intersections to indicate bicycle signal phases and other bicycle- specific timing strategies. Bicycle signals can be actuated with bicycle sensitive loop detectors, video detection, or push buttons. Bicycle signal heads use standard three -lens signal heads in green, yellow, and red. Bicycle signals are typically used to provide guidance for bicyclists at intersections where they may have different needs from other road users (e.g., bicycle -only movements, or leading bicycle intervals). Guidance California MUTCD Bicycle Signal Warrant is based off bicyclist volumes, collision history, or geometric warrants: • Those with high volume of bicyclists at peak hours • Those with high numbers of bicycle /motor vehicle crashes, especially those caused by turning vehicle movements • Where a multi -use path intersects a roadway • At locations to facilitate a bicycle movement that is not permitted for a motor vehicle Discussion CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Visual variation in signal head housing may increase awareness Signage may clarify proper 0 ABI usage Consider a 1/2 size near -side bicycle signal for greater visibility See CA MUTCD Section 4C.102 for detailed warrant requirements. Bicycle signals must appropriate detectio actuation For improved visibility, smaller (4 inch lens) near -sided bicycle signals should be considered to supplement far -side signals. Additional References and Guidelines NACTO, Urban Bikeway Design Guide. 2012. The National Committee on Uniform Traffic Control Devices has formed a Task Force that is considering adding guidance to the MUTCD on the use of bicycle signals. Materials and Maintenance S AM Bicycle signal heads require the same maintenance as standard traffic signal heads, such as replacing bulbs and responding to power outages. 162 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Active Warning Beacon Description Active warning beacons are user actuated illuminated devices designed to increase motor vehicle yielding compliance at crossings of multi lane or high volume roadways. Types of active warning beacons include conventional circular yellow flashing beacons, in- roadway warning lights, or Rectangular Rapid Flash Beacons (RRFB). RRFBs have blanket approval in California per FHWA MUTCD IA11. Providing secondary installations of RRFBs on median islands improves driver yielding behavior. Guidance Warning beacons shall not be used at crosswalks controlled by YIELD signs, STOP signs or traffic signals. • Warning beacons shall initiate operation based on pedestrian or bicyclist actuation and shall cease operation at a predetermined time after actuation or, with passive detection, after the pedestrian or bicyclist clears the crosswalk. Median refuge islands provide added comfort and should be angled to direct users to face oncoming traffic. Rectangular Rapid Flash Beacons (RRFB) dramatically increase compliance over conventional warning beacons. Discussion Rectangular rapid flash beacons have the highest compliance of all the warning beacon enhancement options. A study of the effectiveness of going from a no- beacon arrangement to a two - beacon RRFB installation Increased yielding from 18 percent to 81 percent. A four - beacon arrangement raised compliance to 88 percent. Additional References and Guidelines NACTO. Urban Bikeway Design Guide. 2012. Caltrans CA- MUTCD. 2012 FHWA. Interim Approval (IA -11). 2008. Caltrans. Complete Intersections. 2010. Materials and Maintenance Depending on power supply, maintenance can be minimal. If solar power is used, RRFBs can run for years without issue. ALTA PLANNING + DESIGN 163 APPENDICES Pedestrian Hybrid Beacon Description Guidance A pedestrian hybrid beacon, previously known as a High- intensity Activated Crosswalk (HAWK), consists of a signal -head with two red lenses over a single yellow Ions on the major street, and pedestrian and /or bicycle signal heads for the minor street. There are no signal indications for motor vehicles on the minor street approaches. At a cost of about $85,000 per installation, a beacon is less than a third of the cost of a typical traffic signal. Pedestrian hybrid beacons are used to improve non - motorized crossings of major streets in locations where side - street volumes do not support installation of a conventional traffic signal or where there are concerns that a conventional signal will encourage additional motor vehicle traffic on the minor street. Hybrid beacons may also be used at mid -block crossing locations. May be paired with a bicycle signal head to clarify bicycle movement - 1 Rion Qnurn CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Pedestrian hybrid beacons may be Installed without meeting traffic signal control warrants if roadway speed and volumes are excessive for comfortable user crossing. • If installed within a signal system, signal engineers should evaluate the need for the pedestrian hybrid beacon to be coordinated with other signals. • Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk to provide adequate sight distance. o� a Push button a actuation Discussion The hybrid beacon can significantly improve the operation of a bicycle route, particularly along bicycle boule- vard corridors. Each crossing, regardless of traffic speed or volume, requires additional review by a registered transportation engineer to identify sight lines, potential impacts on traffic, signal timing, capacity and safety. Additional References and Guidelines Caltrans CA- MUTCD. 2012 Ni Urban Bikeway Design Guide. 2012. FHWA. Safety Effectiveness of the HAWK Pedestrian Crossing Treatment. 2010. Materials and Maintenance Signing and striping need to be maintained to help users understand any unfamiliar traffic control. 164 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bikeway Signing The ability to navigate through a city is informed by landmarks, natural features and other visual cues. Signs throughout the city should indicate to bicyclists: Direction of travel • Location of destinations • Travel time /distance to those destinations These signs will increase users' comfort and accessibil- ity to the bicycle systems. Signage can serve both wayfinding and safety purposes including: • Helping to familiarize users with the bicycle network • Helping users identify the best routes to destinations • Helping to address misperceptions about time and distance • Helping overcome a "barrier to entry" for people who are not frequent bicyclists (e.g., "interested but concerned" bicyclists) A community -wide bicycle wayfinding signage plan would identify: • Sign locations • Sign type -what information should be included and design features • Destinations to be highlighted on each sign - key destinations for bicyclists • May Include approximate distance and travel time to each destination Bicycle wayfinding signs also visually cue motorists that they are driving along a bicycle route and should use caution. Signs are typically placed at key locations leading to and along bicycle routes, including the intersection of multiple routes. Too many road signs tend to clutter the right -of -way, and it is recommended that these signs be posted at a level most visible to bicyclists rather than per vehicle signage standards. APPENDICES This Section Includes: ALTA PLANNING + DESIGN 165 APPENDICES Wayfinding Sign Types Description A bicycle wayfinding system consists of comprehensive signing and /or pavement markings to guide bicyclists to their destinations along preferred bicycle routes. There are three general types of wayfinding signs: Confirmation Signs • Indicate to bicyclists that they are on a designated bikeway. Make motorists aware of the bicycle route. • May include destinations and distance /time. Do not include arrows. Turn Signs • Indicate where a bikeway turns from one street onto another street. Can be used with pavement markings. • Include destinations and arrows. Decisions Signs • Mark the junction of two or more bikeways. • Inform bicyclists of the designated bike route to access key destinations. • Destinations and arrows are required, distances are optional but recommended. • The Inclusion of bicycle travel time is non - standard, but is recommended. Discussion CITY OF NEWPORT BEACH BICYCLE MASTER PLAN There is no standard color for bicycle wayfinding signage. Section 1A.12 of the MUTCD establishes the general meaning for signage colors. Green is the color used for directional guidance and is the most common color of bicycle wayfinding signage in the US, including those in the MUTCD. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 NACTO, Urban Bikeway Design Guide. 2012. Materials and Maintenance Maintenance needs for bicycle wayfinding signs are similar to other signs and will need periodic replace- ment due to wear. 166 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Wayfinding Sign Placement Guidance Signs are typically placed at decision points along bicycle routes - typically at the intersection of two or more bikeways and at other key locations leading to and along bicycle routes. Decisions Signs • Near -side of intersections in advance of ajunction with another bicycle route. • Along a route to indicate a nearby destination. Confirmation Signs Every 1/4 to 112 mile on off - street facilities and every 2 to 3 blocks along on- street bicycle facilities, unless another type of sign is used (e.g., within 150 feet of a turn or decision sign). Should be placed soon after turns to confirm destination(s). Pavement markings can also act as confirmation that a bicyclist is on a preferred route. Turn Signs • Near -side of intersections where bike routes turn (e.g., where the street ceases to be a bicycle route or does not go through). Pavement markings can also indicate the need to turn to the bicyclist. Elementary D Decision Confirmation �• C C School Sign l• Sign Bike Route 1 elementary School t r vLibrary 2 ° BIKE ROUTE c r C T Turn Sign Discussion It can be useful to classify a list of destinations for inclusion on the signs based on their relative importance to users throughout the area. A particular destination's ranking in the hierarchy can be used to determine the physical distance from which the locations are signed. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 NACTO. Urban Bikeway Design Guide. 2012. Materials and Maintenance Maintenance needs for bicycle wayfinding signs are similar to other signs and will need periodic replace- ment due to wear. ALTA PLANNING + DESIGN 167 APPENDICES Retrofitting Existing Streets to add Bikeways Most major streets are characterized by conditions (e.g., high vehicle speeds and /or volumes) for which dedicated bike lanes are the most appropriate facility to accommodate safe and comfortable riding. Although opportunities to add bike lanes through roadway widen- ing may exist In some locations, many major streets have physical and other constraints that would require street retrofit measures within existing curb -to -curb widths. As a result, much of the guidance provided in this section focuses on effectively reallocating existing street width through striping modifications to accom- modate dedicated bike lanes. Although largely intended for major streets, these mea- sures may be appropriate for any roadway where bike lanes would be the best accommodation for bicyclists. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN This Section Includes: 168 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Lane Narrowing Description Lane narrowing utilizes roadway space that exceeds minimum standards to provide the needed space for bike lanes. Many roadways have existing travel lanes that are wider than those prescribed in local and national roadway design standards, or which are not marked. Most standards allow for the use of 11 foot and sometimes 10 foot wide travel lanes to create space for bike lanes. Guidance Vehicle lane width: • Before: 10 -15 feet • After: 10 -11 feet Bicycle lane width: • Guidance on Bicycle Lanes applies to this treatment APPENDICES Discussion Special consideration should be given to the amount of heavy vehicle traffic and horizontal curvature before the decision is made to narrow travel lanes. Center turn lanes can also be narrowed in some situations to free up pavement space for bike lanes. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. AASHTO. A Pdcyon Geometric Design ofHghw ys andS6eets. 2011. Caltrans. California NOM. 2012. Caltrans. Main Street, California 2013. Materials and Maintenance Repair rough or uneven pavement surface. Use bicycle compatible drainage grates. Raise or lower existing grates and utility covers so they are flush. ALTA PLANNING + DESIGN 169 APPENDICES Lane Reconfiguration Description The removal of a single travel lane will generally provide sufficient space for bike lanes on both sides of a street. Streets with excess vehicle capacity provide opportuni- ties for bike lane retrofit projects. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance Vehicle lane width: • Width depends on project. No narrowing may be needed if a lane is removed. Bicycle lane width: • Guidance on Bicycle Lanes applies to this treatment. r Discussion Depending on a street's existing configuration, traffic operations, user needs and safety concerns, various lane reduction configurations may apply. For instance, a four -lane street (with two travel lanes in each direction) could be modified to provide one travel lane in each direction, a center turn lane, and bike lanes. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. FHWA. Evaluation of Lane Reduction "Road Diet" Measures on Crashes. 2010. Caltrans. Main Street, California. 2013. Materials and Maintenance Repair rough or uneven pavement surface. Use bicycle compatible drainage grates. Raise or lower existing grates and utility covers so they are flush. 170 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Shared -use Paths A shared -use path allows for two -way, off - street bicycle use and also may be used by pedestrians, skaters, wheelchair users, joggers and other non- motorized users. These facilities are frequently found in parks, along rivers, beaches, and in greenbelts or utility corridors where there are few conflicts with motorized vehicles. Path facilities can also include amenities such as lighting, signage, and fencing (where appropriate). Key features of greenways include: • Frequent access points from the local road network. • Directional signs to direct users to and from the path. • A limited number of at -grade crossings with streets or driveways. • Terminating the path where it is easily accessible to and from the street system. • Separate treads for pedestrians and bicyclists when heavy use is expected. APPENDICES This Section Includes: ALTA PLANNING + DESIGN 171 APPENDICES General Design Practices Description Shared -use paths can provide a desirable facility, particularly for recreation, and users of all skill levels preferring separation from traffic. Bicycle paths should generally provide directional travel opportunities not provided by existing roadways. Guidance Width • 8 feet is the minimum allowed for a two -way bicycle path and is only recommended for low traffic situations. • 10 feet is recommended in most situations and will be adequate for moderate to heavy use. • 12 feet is recommended for heavy use situations with high concentrations of multiple users. A separate track (5' minimum) can be provided for pedestrian use. Lateral Clearance A 2 foot or greater shoulder on both sides of the path should be provided. An additional foot of lateral clearance (total of 3') is required by the MUTCD for the installation of signage or other furnishings. • If bollards are used at intersections and access points, they should be colored brightly and /or supplemented with reflective materials to be visible at night. Overhead Clearance • Clearance to overhead obstructions should be 8 Discussion CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 8- 12'depending on usage feet minimum, with 10 feet recommended. Striping • When striping is required, use a 4 inch dashed yellow centerline stripe with 4 inch solid white edge lines. • Solid centerlines can be provided on tight or blind corners, and on the approaches to roadway crossings. The AASHTO Guide for the Development of Bicycle Facilities generally recommends against the development of shared -use paths along roadways. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD, 2012 Fink, C. Greenways. 1993. Caltrans. California HDM. 2012. Materials and Maintenance Asphalt is the most common surface for bicycle paths. The use of concrete for paths has proven to be more durable over the long term. 172 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Paths in River and Utility Corridors Description Utility and waterway corridors often offer excellent shared -use path development and bikeway gap closure opportunities. Utility corridors typically include powerline and sewer corridors, while waterway corridors include canals, drainage ditches, rivers, and beaches. These corridors offer excellent transportation and recreation opportunities for bicyclists of all ages and skills. Guidance Shared -use paths in utility corridors should meet or exceed general design practices. If additional width allows, wider paths, and landscaping are desirable. Access Points Any access point to the path should be well- defined with appropriate signage designating the pathway as a bicycle facility and prohibiting motor vehicles. Path Closure Public access to the path may be prohibited during the following events: • Canal /flood control channel or other utility mainte- nance activities • Inclement weather or the prediction of storm conditions Discussion Similar to railroads, public access to flood control channels or canals is undesirable by all parties. Appropriate fencing may be required to keep path users within the designated travel way. Creative design of fencing is encouraged to make the path facility feel welcoming to the user. Additional References and Guidelines AASHTO, Guide for the Development of Bicycle Facilities. 2012, Caltrans CA- MUTCD. 2012 Flink, C. Greenways. 1993. Materials and Maintenance If concrete is used, saw cut concrete joints rather than troweled improve the experience of path users. ALTA PLANNING + DESIGN 173 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Paths in Abandoned Rail Corridors Description Commonly referred to as Rails-to-Trails or Rail Trails, these projects convert vacated rail corridors into off - street paths. Rail corridors offer several advantages, including relatively direct routes between major destina- tions and generally flat terrain. In some cases, rail owners may rail -bank their corridors as an alternative to a complete abandonment of the line, thus preserving the rail corridor for possible future use. Where possible, leave as much as the ballast in place as possible to disperse the weight of the rail -trail surface and to promote drainage Discussion Guidance Shared -use paths in abandoned rail corridors should meet or exceed general design practices. If addi- tional width allows, wider paths and landscaping are desirable. In full conversions of abandoned rail corridors, the sub- base, superstructure, drainage, bridges, and crossings are already established. Design becomes a matter of working with the existing infrastructure to meet the needs of a rail - trail. If converting a rail bed adjacent to an active rail line, see Paths in Active Rail Corridors. Railroad grades are very gradual. This makes rails -to- trails attractive to many users, and easier to adapt to ADA guidelines L It is often impractical and costly to add material to existing railroad bed fill slopes. This results in trails that meet minimum path widths, but often lack preferred shoulder and lateral clearance widths. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012, Caltrans CA- MUTGD. 2012 Flink, C. Greenways. 1993. Materials and Maintenance If concrete is used, saw cut concrete joints rather than troweled improve the experience of path users. 174 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Paths in Active Rail Corridors Description Rails- with - Trails projects typically consist of paths adjacent to active railroads. It should be noted that some constraints could impact the feasibility of rail - with -trail projects. In some cases, space needs to be preserved for future planned freight, transit or com- muter rail service. In other cases, limited right -of -way width, inadequate setbacks, concerns about safety/ trespassing, and numerous mid -block crossings may affect a project's feasibility. Guidance Paths in utility corridors should meet or exceed general design standards. If additional width allows, wider paths, and landscaping are desirable. If required, fencing should be a minimum of 5 feet in height with higher fencing than usual next to sensitive areas such as switching yards. Setbacks from the active rail line will vary depending on the speed and frequency of trains, and available right -of -way. Preferred separation from centerline of tracks depends on the type of rail vehicle, speed, frequency of trains. aries; absolute minimum .5795to edge of trail (straight /curved track, respectively - CPUC L 1948), greater separations L preferred Fencing between trail eq. A.111111i and tracks will likely be — �I required "�"na Discussion Railroads typically require fencing with all rail- with -trait projects. Concerns with trespassing and security can vary with the amount of train traffic on the adjacent rail line and the setting of the bicycle path, i.e. whether the section of track is in an urban or rural setting. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans CA- MUTCD. 2012 FHWA. Rails - with - Trails: Lessons Learned. 2002. California Public Utilities Commission. General Orders. Materials and Maintenance If concrete is used, saw cut concrete joints rather than troweled improve the experience of path users. ALTA PLANNING + DESIGN 175 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Local Neighborhood Accessways Description Neighborhood accessways provide residential areas with direct bicycle and pedestrian access to parks, trails, greenspaces, and other recreational areas. They most often serve as small trail connections to and from the larger trail network, typically having their own rights -of -way and easements. Additionally, these smaller trails can be used to provide bicycle and pedestrian connections between dead -end streets, cul -de -sacs, and access to nearby destinations not provided by the street network. 8'wide concrete access trail from street 8'wide asphalt trail Discussion Guidance • Neighborhood accessways should remain open to the public. • Trail pavement shall be at least 8'wide to accom- modate emergency and maintenance vehicles, meet ADA requirements and be considered suitable for multi -use. • Trail widths should be designed to be less than 8' wide only when necessary to protect large mature native trees over 18" in caliper, wetlands or other ecologically sensitive areas. • Access trails should slightly meander whenever possible. s� °DA access roper" Neighborhood accessways should be designed into new subdivisions at every opportunity and should be required by City /County subdivision regulations. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. Caltrans C - MUTCD. 2012 Materials and Maintenance If concrete is used, saw cut concrete joints rather than troweled improve the experience of path users. 176 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Path /Roadway Crossings At -grade roadway crossings can create potential conflicts between path users and motorists, however, well- designed crossings can mitigate many operational issues and provide a higher degree of safety and comfort for path users. This is evidenced by the thousands of successful facilities around the United States with at -grade crossings. In most cases, at -grade path crossings can be properly designed to provide a reasonable degree of safety and can meet existing traffic and safety standards. Path facilities that cater to bicyclists can require additional considerations due to the higher travel speed of bicyclists versus pedestrians. In addition to guidance presented in this section, see previous entries for Active Warning Beacons and Pedestrian Hybrid Beacons for other methods for enhancing trail crossings. APPENDICES This Section Includes: ALTA PLANNING + DESIGN 177 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Marked /Unsignalized Crossings Description Guidance A marked /unsignalized crossing typically consists of a marked crossing area, signage and other markings to slow or stop traffic. The approach to designing cross- ings at mid -block locations depends on an evaluation of vehicular traffic, line of sight, pathway traffic, use pat- terns, vehicle speed, road type, road width, and other safety issues such as proximity to major attractions. When space is available, using a median refuge island can improve user safety by providing pedestrians and bicyclists space to perform the safe crossing of one side of the street at a time. an Crosswalk markings legally establish midblock pedestrian crossing RI-2 YIELD STOP for o. Discussion Maximum traffic volumes • !_9,000- 12,000 Average Daily Traffic (ADT) volume • Up to 15,000 ADT on two -lane roads, preferably with a median • Up to 12,000 ADT on four -lane roads with median Maximum travel speed • 35 MPH Minimum line of sight • 25 MPH zone: 155 feet • 35 MPH zone: 250 feet • 45 MPH zone: 360 feet Curves in paths help slow path users and make them aware of oncoming vehicles f used, a curb ramp should be the full width of the path Detectable warning strips help visually i>W impaired pedestrians W11 -15, identify the edge of 16 -9P the street i 1' Consider a median refuge island when space is available l� 1 tG MCA __W1 Unsignalized crossings of multi -lane arterials over 15,000 ADT may be possible with features such as sufficient crossing gaps (more than 60 per hour), median refuges, and /or active warning devices like rectangular rapid flash beacons. Additional References and Guidelines Materials and Maintenance AASHTO. Guide for the Development of Bicycle Facilities. 2012. Locate markings out of wheel tread when possible to Caltrans CA- MUTCD, 2012 Caltrans. California HDM. 2012, minimize wear and maintenance costs. 178 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Signalized Crossings Description Path crossings within approximately 400 feet of an existing signalized intersection with pedestrian cross- walks are typically diverted to the signalized intersection to avoid traffic operation problems when located so close to an existing signal. For this restriction to be effective, barriers and signing may be needed to direct path users to the signalized crossing. If no pedestrian crossing exists at the signal, modifications should be made. Barriers and signing may be needed to direct shared -use path users to the signalized crossings Discussion APPENDICES Guidance Path crossings should not be provided within approxi- mately 400 feet of an existing signalized intersection. If possible, route path directly to the signal. r; If possible, route users r i directly to the signal ,� y In the US, the minimum distance a marked crossing can be from an existing signalized intersection varies from approximately 250 to 660 feet. Engineering judgement and the context of the location should be taken into account when choosing the appropriate allowable setback. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. AASHTO. Guide for the Planning, Design, and Operation of Pedestrian Facilities. 2004. Materials and Maintenance If a sidewalk is used for crossing access, it should be kept clear of snow and debris and the surface should be level for wheeled users. ALTA PLANNING + DESIGN 179 APPENDICES Overcrossings Description Bicycle /pedestrian overcrossings provide critical non - motorized system links by joining areas separated by barriers such as deep canyons, waterways or major transportation corridors. In most cases, these structures are built in response to user demand for safe crossings where they previously did not exist. Grade - separated crossings may be needed where existing bicycle /pedestrian crossings do not exist, where ADT exceeds 25,000 vehicles, and where 85th percentile speeds exceed 45 miles per hour. Path width of 14 feet preferred for shared bicycle and pedestrian overcrossings CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance • 8 foot minimum width, 14 feet preferred. If overcrossing has any scenic vistas additional width should be provided to allow for stopping. A separate 5 foot pedestrian area may be provided for facilities with high bicycle and pedestrian use. • 10 foot headroom on overcrossing; clearance below will vary depending on feature being crossed. Roadway: 17 feet Freeway: 18.5 feet Heavy Rail Line: 23 feet • The overcrossing should have a centerline stripe even if the rest of the path does not have one. Discussion Overcrossings for bicycles and pedestrians typically fall under the Americans with Disabilities Act (ADA), which strictly limits ramp slopes to 5% (1:20) with landings at 400 foot intervals, or 8.33% (1:12) with landings every 30 feet. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. AASHTO. Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004. Materials and Maintenance Potential issues with vandalism. Overcrossings can be more difficult to clear of snow than undercrossings. 180 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Support Facilities Bicycle Parking Bicyclists expect a safe, convenient place to secure their bicycle when they reach their destination. This may be short-term parking of 2 hours or less, or long -term parking for employees, students, residents, and commuters. Access to Transit Safe and easy access to bicycle parking facilities is necessary to encourage commuters to access transit via bicycle. Providing bicycle access to transit and space for bicycles on buses and rail vehicles can increase the feasibility of transit in lower- density areas, where transit stops are beyond walking distance of many residences. People are often willing to walk only a quarter- to half -mile to a bus stop, while they might bike as much as two or more miles to reach a transit station. APPENDICES This Section Includes: ALTA PLANNING + DESIGN 181 APPENDICES Bicycle Parking Description Short -term bicycle parking is meant to accommodate visitors, customers, and others expected to depart within two hours. It should have an approved standard rack, appropriate location and placement, and weather protection. The Association for Pedestrian and Bicycle Professionals (APBP) recommends selecting a bicycle rack that: • Supports the bicycle in at least two places, prevent- ing it from falling over. • Allows locking of the frame and one or both wheels with a U -lock. • Is securely anchored to ground. • Resists cutting, rusting and bending or deformation. Bicycle shelters consist of bicycle racks grouped together within structures with a roof that provides weather protection. Discussion CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance • 2' minimum from the curb face to avoid 'dooring' • Close to destinations; 50' maximum distance from main building entrance. • Minimum clear distance of 6' should be provided between the bicycle rack and the property line. • Should be highly visible from adjacent bicycle routes and pedestrian traffic. • Locate racks in areas that cyclists are most likely to travel. A loop may be attached to retired parking meter posts to formalize the meter as bicycle parking. Where the placement of racks on sidewalks is not possible (due to narrow sidewalk width, sidewalk obstruc- tions, street trees, etc.), bicycle parking can be provided in the street where on- street vehicle parking is allowed in the form of on- street bicycle corrals. Additional References and Guidelines AASHTO. Guide for the Development of Bicycle Facilities. 2012. APBP. Bicycle. Parking Guide 2nd Edition. 2010. Materials and Maintenance Use of proper anchors will prevent vandalism and theft. Educate snow removal crews to avoid burying racks during winter months. 182 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES On- Street Bicycle Corral Description Bicycle corrals (also known as on- street bicycle parking) consist of bicycle racks grouped together in a common area within the street traditionally used for automobile parking. Bicycle corrals are reserved exclusively for bicycle parking and provide a relatively inexpensive solution to providing high- volume bicycle parking. Bicycle corrals can be implemented by converting one or two on- street motor vehicle parking spaces into on- street bicycle parking. Each motor vehicle parking space can be replaced with approximately 6 -10 bicycle parking spaces. Bicycle corrals move bicycles off the sidewalks, leaving more space for pedestrians, sidewalk cafe tables, etc. Because bicycle parking does not block sightlines (as large motor vehicles would do), it may be possible to locate bicycle parking in 'no- parking' zones near intersections and crosswalks. Bicycle pavement marking indicates maneuvering zone Discussion Guidance See guidelines for sidewalk Bicycle Rack placement and clear zones. • Bicyclists should have an entrance width from the roadway of 5'– 6'. • Can be used with parallel or angled parking. Parking stalls adjacent to curb extensions are good candidates for bicycle corrals since the concrete extension serves as delimitation on one side. Remove existing sidewalk bicycle racks to maximize pedestrian space- Materials r — —1— W Physical barrier to avoid accidental damag� bicy cles or lacks In many communities, the installation of bicycle corrals is driven by requests from adjacent businesses, and is not a city- driven initiative. In other areas, the city provides the facility and business associations take responsibility for the maintenance of the facility. Additional References and Guidelines APBP. Bicycle Parking Guide 2nd Edition, 2010. ALTA PLANNING + DESIGN Materials and Maintenance Physical barriers may obstruct drainage and collect debris. Establish a maintenance agreement with neighboring businesses. 183 APPENDICES Bicycle Lockers Description Bicycle lockers are intended to provide long -term bicycle storage for employees, students, residents, commuters, and others expected to park more than two hours. Lang -term facilities protect the entire bicycle, its components and accessories against theft and against inclement weather, including snow and wind - driven rain. Bicycle lockers provide space to store a few acces- sories or rain gear in addition to containing the bicycle. Some lockers allow access to two users - a partition separating the two bicycles can help users feel their bike is secure. Lockers can also be stacked, reducing the footprint of the area, although that makes them more difficult to use. rA N\ WT XW CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance • Minimum dimensions: width (opening) 25; height 4'; depth 6'. • 4 foot side clearance and 6 foot end clearance. • 7 foot minimum distance between facing lockers. • Locker designs that allow visibility and inspection of contents are recommended for Increased security. • Access is controlled by a key or access code.. 4'side clearance 6'end clearance between king lo 1 1 lockers Discussion Long -term parking facilities are more expensive to provide than short -term facilities, but are also significantly more secure. Although many bicycle commuters would be willing to pay a nominal fee to guarantee the safety of their bicycle, long -term bicycle parking should be free wherever automobile parking is free. Additional References and Guidelines Materials and Maintenance AASHTO. Guide for the Development of Bicycle Facilities. 2012. Regularly inspect the functioning of moving parts and APBP. Bicycle. Parking Guide 2nd Edition. 2010. enclosures. Change keys and access codes periodi- cally to prevent access to unapproved users. 184 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Secure Parking Description Areas (SPA) Guidance A Secure Parking Area for bicycles, also known as a BikeSPA or Bike & Ride (when located at transit sta- tions), is a semi - enclosed space that offers a higher level of security than ordinary bike racks. Accessible via key -card, combination locks, or keys, BikeSPAs provide high- capacity parking for 10 to 100 or more bicycles. Increased security measures create an additional transportation option for those whose biggest concern is theft and vulnerability. Double- height racks help take advantage of the vertical space, further�(( maximizing the parki(�g capacity. II is '�r _— : Discussion APPENDICES Key features may include: • Closed- circuit television monitoring. • Double high racks & cargo bike spaces. • Bike repair station with bench. • Bike tube and maintenance item vending machine. • Bike lock "hitching post' — allows people to leave bike locks. • Secure access for users. In the space formerly used for seven cars, a BikeSPA can comfortably park 80 bikes with room for future expansion. Long -term parking facilities are more expensive to provide than short -term facilities, but are also significantly more secure. Although many bicycle commuters would be willing to pay a nominal fee to guarantee the safety of their bicycle, long -term bicycle parking should be free wherever automobile parking is free. Additional References and Guidelines Materials and Maintenance AASHTO. Guide for the Development of Bicycle Facilities. 2012. Regularly inspect the functioning of moving parts and APBP. Bicycle Parking Guide Did Edition. 2010. enclosures. Change keys and access codes periodi- cally to prevent access to unapproved users. ALTA PLANNING + DESIGN 185 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bicycle Access to Transit Description Safe and easy access to transit stations and secure bicycle parking facilities is necessary to encourage commuters to access transit via bicycle. Bicycling to transit reduces the need to provide expensive and space consuming car parking spaces. Many people who ride to a transit stop will want to bring Long -term bicycle their bicycle with them on the transit portion of their trip, parking so buses and other transit vehicles should be equipped accordingly. r Guidance Access • Provide direct and convenient access to transit stations and stops from the bicycle and pedestrian networks. • Provide maps at major stops and stations showing Map of bicycle nearby bicycle routes. routes • Provide wayfinding signage and pavement mark- r ings from the bicycle network to transit stations. I Bicycle Parking • The route from bicycle parking locations to station/ stop platforms should be well -lit and visible. • Signing should note the location of bicycle parking, rules for use, and instructions as needed. • Provide safe and secure long -term parking such as bicycle lockers at transit hubs. Parking should be , easy to use and well maintained. Discussion Providing bicycle routes to transit helps combine the long- distance coverage of bus and rail travel with the door -to -door service of bicycle riding. Transit use can overcome large obstacles to bicycling, including distance, hills, riding on busy streets, night riding, inclement weather, and breakdowns. Additional References and Guidelines APBP. Bicycle Parking Guide 2nd Edition. 2010. FHWA. University Course on Bicycle and Pedestrian Transportation. Lesson 18: Bicycle and Pedestrian Connections to Transit. 2006. Materials and Maintenance Regularly inspect the functioning of long -term parking moving parts and enclosures. 186 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Bikeway Maintenance Regular bicycle facility maintenance includes sweep- ing, maintaining a smooth roadway, ensuring that the gutter -to- pavement transition remains relatively flat, and installing bicycle- friendly drainage grates. Pavement overlays are a good opportunity to improve bicycle facilities. The following recommendations provide a menu of options to consider to enhance a maintenance regimen. Recommended Walkway and Bikeway Maintenance Activities Inspections Seasonal — at beginning and end of Summer Pavement sweeping /blowing As needed, with higher frequency in the early Spring and Fall Pavement sealing 5 - 15 years Pothole repair 1 week -1 month after report Culvert and drainage grate Before Winter and after major inspection storms Pavement markings As needed replacement Signage replacement As needed Shoulder plant trimming Twice a year; middle of growing (weeds, trees, brambles) season and early Fall Tree and shrub plantings, 1 — 3 years trimming Major damage response As soon as possible (washouts, fallen trees, flooding) ALTA PLANNING + DESIGN APPENDICES This Section Includes: APPENDICES Sweeping Description Bicyclists often avoid shoulders and bike lanes filled with gravel, broken glass and other debris; they will ride in the roadway to avoid these hazards, potentially causing conflicts with motorists. Debris from the roadway should not be swept onto sidewalks (pedestrians need a clean walking surface), nor should debris be swept from the sidewalk onto the roadway. A regularly scheduled inspection and maintenance program helps ensure that roadway debris is regularly picked up or swept. CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Guidance • Establish a seasonal sweeping schedule that prioritizes roadways with major bicycle routes. • Sweep walkways and bikeways whenever there is an accumulation of debris on the facility. • In curbed sections, sweepers should pick up debris; on open shoulders, debris can be swept onto gravel shoulders. • Pave gravel driveway approaches to minimize loose gravel on paved roadway shoulders. • Perform additional sweeping in the Spring to remove debris from the Winter. • Perform additional sweeping in the Fall in areas where leaves accumulate. Gutter to Pavement Transition Description On streets with concrete curbs and gutters, 1 to 2 feet of the curbside area is typically devoted to the gutter pan, where water collects and drains into catch basins. On many streets, the bikeway is situated near the transi- tion between the gutter pan and the pavement edge. This transition can be susceptible to erosion, creating potholes and a rough surface for travel. Guidance • Ensure that gutter -to- pavement transitions have no more than a 1/4" vertical transition. • Examine pavement transitions during every roadway project for new construction, maintenance activities, and construction project activities that occur in streets. • Inspect the pavement 2 to 4 months after trenching construction activities are completed to ensure that excessive settlement has not occurred. • Provide at least 3 feet of pavement outside of the gutter seam. 188 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Roadway Surface Description Guidance Bicycles are much more sensitive to subtle changes in roadway surface than are motor vehicles. Various materials are used to pave roadways, and some are smoother than others. Compaction is also an important issue after trenches and other construction holes are filled. Uneven settlement after trenching can affect the roadway surface nearest the curb where bicycles travel. Sometimes compaction is not achieved to a satisfactory level, and an uneven pavement surface can result due to settling over the course of days or weeks. When resurfacing streets, use the smallest chip size and ensure that the surface is as smooth as possible to improve safety and comfort for bicyclists. APPENDICES • Maintain a smooth pothole -free surface. • Ensure that on new roadway construction, the finished surface on bikeways does not vary more than 1/4". • Maintain pavement so ridge buildup does not occur at the gutter -to- pavement transition or adjacent to railway crossings. • Inspect the pavement 2 to 4 months after trenching construction activities are completed to ensure that excessive settlement has not occurred. • If chip sealing is to be performed, use the smallest possible chip on bike lanes and shoulders. Sweep loose chips regularly following application. • During chip seal maintenance projects, if the pavement condition of the bike lane is satisfactory, it may be appropriate to chip seal the travel lanes only. However, use caution when doing this so as not to create an unacceptable ridge between the bike lane and travel lane. Drainage Grates Guidance Description • Require all new drainage grates be bicycle - friendly, including grates that have horizontal slats on them so that bicycle tires and assistive devices do not fall through the vertical slats. • Create a program to inventory all existing drainage grates, and replace hazardous grates as neces- sary — temporary modifications such as installing rebar horizontally across the grate should not be an acceptable alternative to replacement. Drainage grates are typically located in the gutter area near the curb of a roadway. Drainage grates typically have slots through which water drains into the municipal storm sewer system. Many older grates were designed with linear parallel bars spread wide enough for a tire to become caught so that if a bicyclist were to ride on them, the front tire could become caught in the slot. This would cause the bicyclist to tumble over the handlebars and sustain potentially serious injuries. — Direction of travel 4" spacing max ALTA PLANNING + DESIGN im APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix H: Wayfinding and Signage Plan 190 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Signage Design Bicycle wayfinding signage provides destination, direction, and distance information to bicyclists navigating through Newport Beach. The proposed design guidelines use standard signs from the California Manual on Uniform Traffic Control Devices (CA MUTCD) including: • D11 -1: Bicycle Route Guide Sign • D1 -3a: Destination Supplemental Sign • D3 -1: Named Route Title Sign • M7 -1 through M7 -7: Directional Arrow Supplemental Sign Using signage standards outlined in the CA MUTCD allows for signage that is consistent throughout jurisdictions. Proposed signs for Newport Beach include revised modifications to enhance the branding of the bicycle network and bicycle facilities. The Newport Beach bicycle wayfinding signage system recommends the following four sign types as shown in Figure H -1: • Standard signs: Confirm a bicyclist is riding on a designated bikeway. When used on one of the City's named routes, the name of the route is added below the standard sign. • Turn signs: Specify where a bikeway turns to prepare bicyclists in advance. Turn signs also ease navigation when cyclists are following routes that traverse multiple streets. • Hybrid Confirmation and Decision signs: Confirm a bicyclist is riding on a designated bikeway; include mileage to key destinations that can be accessed by the bikeways; and provide directional arrows to key destinations. These can also be used to identify the junction of two or more bikeways. • Bicycle Boulevard signs: Used only on designated bike boulevards, these signs contain destination and distance information, as well as graphic treatments to create an identity for the route. This helps indicate to cyclists as well as drivers that this street has been prioritized for bicycle travel. The specific design of these signs, and the degree of customization for the City, will require a thorough design process. Table H -1 displays design and placement standards for the four recommended sign types presented in this chapter. Figures H -2 and H -3 provide layout details for bike route signage, and Figure H -4 provides example signs for bicycle boulevards. APPENDICES Image 66 - DI I -I: Bicycle Route Guide Sign and Decision Sign ALTA PLANNING + DESIGN 191 APPENDICES N Q G at h w Q v O cc w Q Q h Oi w d a CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 192 ALTA PLANNING + DESIGN > > O O A w '3 « C C C 'o v c p v£ w w wOl w01 .3 w E w w w01 w01 0 w 0-0 CL u a N N w w a Y o'u = v w w E E _ ° o'er v w w E E C o E �_ E p A A E E � N � m � m ra �a O w L a " w �, v O c 0 a0. 0 w 0 A> w o G O w C C .= w o Y w v C @ 0 -p w '� V X— d A w w w �O N — M w O. v w N d -0 w p o v O w 0 0 d o o a w E «a .o `o v ° v v ° a o w D w w c N y O in J w w E v 01 j o 0 0 \ C _ �^ A Ot w vi m t in Vt O O v� L �n M V1 O O >. m w -O a C j C Y O N N p C Y O V N N .N o" 0) W 0 m Q 10 NO1a 0 m I N a O R a C T L 01 C O of y, w C C C ate+ C E N O L w C w 0 0 O O O a w N 3 3 75 -0 CO w fl. o CL N A Em-0 C 3 0 m 0 J M N C C O E O 0 N X rp -p — o- V C i u N N O w C C ✓T C � O -p T u O V 01 w C 0 O 'n O C 0. w a w N L Y t o O Y C T N p l�G 'y� C w J a w �+ N O w w N O w Y C C C v L o a 3 0 .. ; c c e c 0 o° �, w .c m w w 0 E C c= C O Y A Y 0 - L a N c v 0 o O Y C E X C N d C L N E L0 L 3 E tx6 9 v w Y m w r L 3 N w Gl Y N 01 ¢¢ LL 0 D n 0 a a J n z . . w m c a w N o o o E s E E C C w n C Y w T O 01 N O1 CL ^ tT N a 2 in v — CL -l0 -0, -v ow CL `w ; ao 3 W Jw 7 x J L9 ° CL o x f w w w - Q w J .3 m w o o 3: A x o o 0> p v'a a° wv N E •��a .3 wv m'� m o c U N Y O U N V U N ill O - U N 0 0. U H Ot fV V N w m J N 01.N M vi N x m 'vi 0 to .- mU; 0 0 c 9 A M E e 0 V N LA '6 A C C i C C 'V C N j C • V1 tA H S V i+ 0 %A m m N 192 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN v a c �n a 3 rn 1lC lT imill ll APPENDICES C al N T N 1 d 07 m W Y fL C T c o+ E I- w E m Z v 0 O 2 L C m N A C N N C N A C A N ALTA PLANNING + DESIGN 193 APPENDICES N Q d 3 a Q J C) s V Q N m i O N Z N x t 3 Ol CITY OF NEWPORT BEACH BICYCLE MASTER PLAN N in V r V1 —) e ry �yy,f,ACg a a e E 194 ALTA PLANNING + DESIGN c C5 OO�C W C Q�V Oa Jry�� LL'�ry Z Q Vv m�30 N in V r V1 —) e ry �yy,f,ACg a a e E 194 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN !M N Q 0 6 J Q M C) M d i 7 Ol ALTA PLANNING + DESIGN APPENDICES 195 pL O •y a« .L« S c 3 4 do t 8i ww a y� Oy�yTL a a A C O QQ in 3.rS.w aJxA Q LL U N 1C LL N a _ C J� ALTA PLANNING + DESIGN APPENDICES 195 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Figure H -4 Example Bike Boulevard Signage Berkeley, CA Palo Alto, CA Milwaukee, WI San Luis Obispo, CA Milwaukie, OR Tucson, AZ 196 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES As noted earlier in this chapter, recommended signs deviate slightly from CA MUTCD standard signs. Table H -2 discusses the differences between the CA MUTCD and recommended sign standards for use in Newport Beach. Table H -2 CA MUTCD Sign Modifications Modification Explanation for Modification Reduce horizontal perimeter from 1.5" to 0.75" Increases ability to accommodate lengthy destination names Maintains 24" wide supplemental sign (DI-1b) Consistency across the network increases user familiarly as well as allows for the addition of destinations as the bikeway network is implemented Uses FHWA 2000 (Highway Gothic) C series condensed Increases ability to accommodate lengthy destination names; font series (rather than D series) maintains 2" cap height; consistent with the cities of Chicago and Seattle Inclusion of Newport Beach City logo on D11 -1 sign, Providing a logo allows for improved identification and brand - by reducing cap height of "BIKE ROUTE" to 2" (from 3 ") ing of the Newport Beach bicycle network. In order to maintain consistency and quality control in the wayfinding system, it is important to follow a set of specifica- tions for sign placement and installation. Table H -3 identifies key specifications for the recommended Newport Beach wayfinding signage. Table H -3 Specifications for Signoge Implementation The standard pole for bikeway guide signs is a 2" square perforated unistrut pole. The pole should be placed 18" to 24" in the ground, depending upon the overall weight of the signs and the soil /pavement conditions. Heavy sign installations may require poles up to 36" into the ground • Poles of 12' in length are generally adequate to accommodate a D11 -1 with a supplementary D1 -3a sign. Longer poles are needed if additional signs will share the same pole. • The D11 -1 should be installed at 10' in height as measured from the top edge of the sign. This height will allow for the installation of supplementary signs while maintaining a minimum 7' clearance to the bottom edge of the bottom sign. • When a D11 -1 is mounted on a pole with an existing parking restriction sign, the DI 1-1 and any supplementary sign should be located above the parking restriction sign. • Signs should not be mounted to utility poles or traffic signal mast arms. should be used wherever Signage Locations Table H -4 presents a list of suggested key destinations within Newport Beach for inclusion in signage. The City may modify this list in the future as needed. Table H -4 Key Destinations by Category Destinations Regional Facilities OC Parks Mountain to Sea Trail (San Diego Creek Trail & Peters Canyon Regional Bikeway) OC Parks Bayview Trail OC Parks Santa Ana River Trail Crystal Cove State Park Coastal Trail Activity Centers Newport Beach Civic Center Libraries (Central, Mariners, Balboa, and Corona del Mar) ALTA PLANNING + DESIGN 197 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Destinations Community Centers (Balboa, Bonita Creek, Carroll Beek, Cliff Drive, Youth Center, Newport Coast OASIS Senior Center, and West Newport) Back Bay Science Center Peter & Mary Muth Interpretive Center Hoag Hospital Regional Parks (Upper Newport Bay Nature Preserve, Arroyo Park, Bob Henry Park, Bonita Canyon Sports Park, Bonita Creek Park, Buffalo Hills Park, Coastal Peak Park, Crystal Cove State Park, Eastbluff Park, Grant Howald Park, Irvine Terrace Park, Lincoln Athletic Center, Mariners Mark & VJ Community Center, Peninsula Park, San Miguel Park) Beaches Beaches along the Peninsula Corona del Mar State Beach Little Corona Beach Crystal Cove State Park Newport and Balboa Piers Transportation Centers Newport Transportation Center (NTC) John Wayne Airport, Orange County Newport Beach City Bike Parking Kiosks In addition to an effective signage system, the Newport Beach Wayfinding and Signage plan also proposes the in- stallation of informational kiosks to support the proposed bikeway network and signage. Proposed kiosk locations should be located at key destinations and include bicycle facility information for the surrounding area as well as the City of Newport Beach as a whole. Figure H -5 presents a sample kiosk prototype. This pro- totype is a conceptual design only, and its specific design would need to be determined at a later date. It is recom- mended that a single kiosk design be developed and used throughout the City to help establish the bike network's identity and ease wayfinding for riders. Kiosks should provide the following information: A map of the City's bicycle network with key destinations and bike parking locations • The Newport Beach City logo • Recommended supplemental resources for the kiosks include: • Bicycle parking information • Fold -up bicycle maps of the Newport Beach bicycle network • Fold -up maps of the Orange County bicycle network (published by OCTA) • Information regarding bicycle - related activities in the area Bike safety information and other bicycle resources Agency Collaboration Newport Beach should consider working with nearby agencies to provide wayfinding elements that are congru- ent with adjacent cities and Orange County as a whole. This will allow bicyclists to easily navigate to and from bikeways in adjacent communities and link into a larger countywide network. The City should coordinate efforts with the following adjacent jurisdictions: • City of Huntington Beach • City of Laguna Beach • City of Costa Mesa • Cityoflrvine • City of Santa Ana • Orange County Newport Beach should also consider partnering with the following agencies to install wayfinding signage that will help bicyclists navigate to the City's bikeways: • Orange County Transportation Authority (OCTA) • OC Parks California State Parks University of California, Irvine Additionally, the City should consider partnering with non -profit organizations, schools, and bicycle advocacy groups like the Orange County Bicycle Coalition in pursuit of funding opportunities and grants for wayfinding signage. Potential funds would help with capital and maintenance expenses. Partnerships often strengthen grant applications and improve the likelihood of selection. 198 ALTA PLANNING+ DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Map Kiosk Route Naming System Figure H -5 Sample Kiosk Prototype It is proposed that major routes within the City receive standardized names to provide consistency among maps and signage and to solidify the overall identity of the bike network. The routes are listed in Table H -5, and were APPENDICES Bike Network Identification Bike Network Map with Key Destinations Safety and Bike Parking Info Takeaway Maps & Info City Logo chosen based upon the projected number of users on the route, its connectivity to major destinations, and its function as an attraction in itself. Figure H -6 shows the location of named routes, and Figure H -7 illustrates the Route Identification Signs. Table H -5 Named Routes within the Bicycle Network ALTA PLANNING + DESIGN 199 Figure H -6 Named Route Map CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Figure H -7 Route Identification Signs 1[ BACK BAY LOOP .5'• 24" FHWA C Series Font, capital letters height 2.125 ", all CAPS 1.5" radius APPENDICES ALTA PLANNING + DESIGN 201 COASTAL ROUTE 24" FHWA C Series Font, capital letters height 2.125 ", all CAPS 1.5" radius APPENDICES ALTA PLANNING + DESIGN 201 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix I: Bicycle Facilities Prioritization Methodology 202 ALTA PLANNING+ DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Recommended Bicycle Facilities Prioritization Methodology Each criterion contains information about a facility and its ability to address an existing or future need in Newport Beach. The resulting project ranking determines each project's relative importance in funding and scheduled construction. Prioritization Criteria The following criteria are used to evaluate each proposed bicycle facility by its ability to address demand and deficiencies in the existing bicycle network and by its ease of implementation The criteria are organized into "utility" and "implementation" prioritization factors. Utility Prioritization Factors Utility criteria include conditions of bicycle facilities that enhance the bicycle network. Each criterion is discussed below. Bicycle Incidents Bicycle facilities have the potential to increase safety by reducing the potential conflicts between bicyclists and motorists, which often result in incidents. Proposed facilities that are located on roadways with past bicycle - automobile incidents are important to the City. Locations where bicycle fatalities have occurred will receive increased priority ranking. Public Input The City solicited public input through community workshops and an online survey. Facilities that community members identified as desirable for future bicycle facilities are of priority to the network because they address the needs of the public. Gap Closure Gaps in the bicycle network come in a variety of forms, ranging from a "missing link" on a roadway to larger geographic areas without bicycle facilities. Gaps in the bikeway network discourage bicycle use because they limit access to key destinations and land uses. Facilities that fill a gap in the existing and proposed bicycle network are of high priority. Connectivity to Existing Facilities Proposed bikeways that connect to existing bicycle facilities in the City and to adjacent jurisdictions' bikeways increase the convenience of bicycle travel. Proposed facilities that fit this criterion are of high importance to the City. Connectivity to Regional Facilities Linkage to existing and future regional bikeways in Orange County will enhance future connectivity between APPENDICES the City and surrounding communities. For the purposes of this evaluation, linkage to the following facilities would be identified as regional connections: • OCTA Districts 1 & 2 Bikeways Collaborative Corridor B - Bristol -Bear; • OCTA Districts 1 & 2 Bikeways Collaborative Corridor C - Pacific Coast Highway; • OCTA Districts 1 & 2 Bikeways Collaborative Corridor K- Indianapolis- Fairview; • OC Parks Mountain to Sea Trail (San Diego Creek Trail & Peters Canyon Regional Bikeway) • OC Parks BayviewTrail • OC Parks Santa Ana River Trail • Crystal Cove State Park Coastal Trail Connectivity to Activity Centers Improved linkage to key employment, recreational, and civic destinations within the community can increase bicycling activity and reduce in -town vehicular travel for short - distance trips. These activity centers generate many trips which could be made by bicycle if the proper facilities were available. The following activity centers will be reviewed for improved access related to the recommended bikeway improvements: • Newport Center employment /commercial area • Airport employment area • Newport Beach Civic Center • Libraries (Central, Mariners, Balboa, and Corona del Mar) Community Centers (Balboa, Bonita Creek, Carroll Beek, Cliff Drive, Youth Center, Newport Coast, OASIS Senior Center, and West Newport) • K -12 public schools • Orange County Museum of Art • Back Bay Science Center • Peter & Mary Muth Interpretive Center • Hoag Hospital Regional Parks (Upper Newport Bay Nature Preserve, Arroyo Park, Bob Henry Park, Bonita Canyon Sports Park, Bonita Creek Park, Buffalo Hills Park, Coastal Peak Park, Crystal Cove State Park, Eastbluff Park, Grant Howald Park, Irvine Terrace Park, Lincoln Athletic Center, Mariners Mark & VJ Community Center, Peninsula Park, San Miguel Park) ALTA PLANNING + DESIGN 203 APPENDICES Connectivity to Beaches Given the scenic beauty of the Newport Beach coastline, connectivity to beaches is identified as a key attraction. Improved bicycling access to the beach has repeatedly been identified by the community and the recommendations will be reviewed for enhanced access to the following beaches and beach - related destinations: • Beaches along the Peninsula • Corona del Mar State Beach • Little Corona Beach • Crystal Cove State Park • Newport and Balboa Piers Connectivity to Multi -Modal Transportation Centers Bicycle facilities that link to modes of public transportation increase the geographical distance bicyclists are able to travel. Proposed bicycle facilities that connect to transit stops and centers improve bicyclists' mobility and are therefore key pieces of the bicycle network. Priority ranking will be given to bikeways that connect to the Newport Transportation Center (NTC) located at 1550 Avocado Avenue. Implementation Prioritization Factors Implementation criteria address the ease of implementing each proposed project. Each criterion is discussed below. Permitting Projects that can be implemented by the City of Newport Beach have higher readiness factors, and those that require permitting and approvals from other agencies governing roadways and land within the Citywill score lower. Examples include collaboration with adjacent CITY OF NEWPORT BEACH BICYCLE MASTER PLAN jurisdictions, approval by Caltrans, or permitting by the California Coastal Commission. The following is a list of potential agencies where coordination, collaboration, and /or permitting may be required to implement bikeway projects: City of Costa Mesa City of Huntington Beach City of Irvine City of Laguna Beach California State Parks Caltrans • Orange County Parks • Orange County Waste & Recycling • California Coastal Commission • OCTA Project Cost Projects that are less expensive do not require as much funding as other projects and are therefore easier to implement. Projects that cost less are of higher priority to the City. Project Ranking Table 1 -1 shows how the criteria described in the previous section translate into weights for project prioritization and ranking. Weights are based on direct, secondary, or no service at all. Direct service means that a facility intersects with a facility /destination, whereas secondary access occurs when the primary facility runs in close proximity to an existing or proposed facility /destination. Table 1 -1 Ranking Criteria and Weighting CL Description Utility Prioritization Factors Bicycle Incidents 2 3 6 Provides a bicycle facility on a roadway that experienced 3 or more bicycle incidents or a bicycle fatality between 2008 -2013 1 3 3 Provides a bicycle facility on a roadway that experienced 1 -2 bicycle incidents between 2008 -2013 0 3 0 Provides a bicycle facility on a roadway that did not experience any bicycle incidents between 2008 -2013 Public Input 2 2 4 Roadway was identified by the public as desirable for a future facility multiple times 1 2 2 Roadway was identified by the public as desirable for a future facility once 0 2 0 Roadway was not identified by the public as desirable for a future facility 204 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 1 -1 Ranking Criteria and Weighting (continued) APPENDICES Criteria Gap Closure cc 2 2 3 �0_ 6 Description Fills a network gap between two existing facilities 1 3 3 Fills a network gap between an existing facility and a proposed facility 0 3 0 Does not directly or indirectly fill a network gap Connectivity: 2 3 6 Provides direct access to an existing bicycle facility Existing 1 3 3 Provides secondary connectivity to an existing bicycle facility 0 3 0 Does not directly or indirectly access an existing bicycle facility Connectivity: 2 1 2 Provides direct access to a regional existing /proposed bicycle facility Regional 1 1 1 Provides secondary connectivity to a regional existing /proposed bicycle facility 0 1 0 Does not directly or indirectly access a regional existing /proposed bicycle facility Connectivity: 2 2 4 Provides direct access to more than 3 activity centers Activity Centers 1 2 2 Provides direct access to 1 -3 activity centers 0 2 0 Does not provide direct access to an activity center EW Connectivity: 2 2 4 Provides direct access to a beach Beaches 1 2 2 Provides secondary connectivity to a beach 0 2 0 Does not directly or indirectly connect to a beach Connectivity: 2 2 4 Provides direct access to the Newport Transportation Center Multi -Modal 1 2 2 Provides secondary connectivity to the Newport Transportation Center 0 2 0 Does not directly or indirectly access to the Newport Transportation Center Implementation Prioritization Factors Permitting 2 1 2 Does not require permitting from agency (other than City of Newport Beach) 1 1 1 Requires permitting or approval from 1 agency (otherthan City of Newport Beach) 0 1 0 Requires permitting or approval from 2 or more agencies (other than City of Newport Beach) Project Cost 2 1 2 Will cost $40,000 or less to implement 1 1 1 Will cost between $40,000 and $200,000 to implement 0 1 0 Will cost over $200,000 to implement Table A -10 shows that the maximum potential score for recommended projects is 40 points. ALTA PLANNING + DESIGN 205 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table 1 -2 Ranking Maximum Score Criteria Maximum Score Utility Prioritization Factors Bicycle Incidents 6 Public Input 4 Gap Closure 6 Connectivity: Existing 6 Connectivity: Regional 2 Connectivity: Activity Centers 4 Connectivity: Beaches 14 Connectivity: Multi -Modal 14 Implementation Prioritization Factors Permitting 12 Project Cost 1 2 Total 140 A total of 126 bicycle facility projects were identified and grouped into the following three tiers by each projects prioritization score Tier 1 (29 -40 points): Tier 1 projects have the highest potential for addressing the City's goals for bicycle transportation and are intended for near -term project implementation. The highest score received by a project was 33 points. A total of 30 projects are listed in Tier 1. Tier 2 (24 -28 points): Tier 2 projects are intended for mid -term implementation. A total of 34 projects are listed in Tier 2. Tier 3 (0 -23 points): Tier 3 projects are not currently ready for implementation but are included as long -term potential bicycle- specific projects. A total of 62 projects are listed in Tier 3. 206 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Appendix J: Recommended Bicycle Facilities and Prioritization Rankings ALTA PLANNING + DESIGN 207 APPENDICES o, N O v 0 U v 0 a 1 d CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 1 M N N r r r r r r r r M M M M M M M M M M M M N N N O N N N N N N N N N N N O O O O O O O O 7 O O O N N N N N O N N 10 O �o 10 10 v a r v v v a v v a v v 10 1 v > is 0 v O v 0 v 0 in ` o v a E `o m v C ro Z 7 O V M Z m O � � N 3 E s 0, -0 m J 00 v v ` V N p c v 0 O O v c O C V 0 N m G m Q O w a E, > m O 00 H Ot N m y ol .J S p c c .>< ._ 'x v 2 C 2 m -6 -6 O N m O a m R U 9 N v N N ¢ v v O O U O O v p� N in U c> in m O c O O c v O c U N V O_ in m N O U m v .y Q m e t m � H • >>41 N N O �� N C 3 W iv 0 m r6 C W X N m e �O v c O N QIv > Z� N M C0 C0 W i W Z O O O O 208 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN 0 d C O O v N O `o V v O C N d APPENDICES ALTA PLANNING + DESIGN 209 N O N O N N N N N N N N N O O O O O O O O O O O 7 N a 7 a 7 N 7 N O N O N N O N N N N O N O N N N N N N N N a a a a a o a a a s a O t O Z — T m m N 3 N O N O O m X O w in m Q p > w V � m m L N N N C O O S a N > D] m m G O ; Y > O ` p O a O CL O u a v a > u z z w Q Q vii V vYi O r 0 m �0 >,U M y y m„ rain' V v p p �u O N m C O C O O -6 O O v .� N N 2 O m '^ >w 0 'm L @ c V1 L m e N N —_ N p OJ > V1 N O m 3i N O N m m 0 O] W W W Z Q Z J E U V O- V M O] m V- O TFO- O O O O" _ — = O" — = O" ALTA PLANNING + DESIGN 209 APPENDICES rl v c c 0 0 v N `o 0 v 0 i a i N d a L CITY OF NEWPORT BEACH BICYCLE MASTER PLAN (xew otb) aaws le;ol almommm ;so:);00afoid mmmmsm� 6ula;!wa8d mmmmmm� Iepow- RInW:R4!n!430uuo:) mmsmmm� satpeog:Aj!n!;0lauuo:) mmmmmm© SJ84UO:) R;!nl;Dy: j!n!y3auuo:) mmmmmm© !euol68y:A4!n!;0,8uuo:) mmmmmm© 6u!4s!x3:Aj!n!;0o8uuo:) mmsmmm� aanso!:) deg mmsmmm� 3ndu! Dllgnd mmsmmm� sluappul palelaN- app 3iq meses�© W . . .. • i O . i. N ' O adR1R31113ei MENEM 210 ALTA PLANNING + DESIGN co N R N O v O i d 0 a N d N 0i d I� CITY OF NEWPORT BEACH BICYCLE MASTER PLAN oo w W ao w co N N N n n N N 0 N N N N N N N N N N N N N N N N N O N O N N O N N N N O N N N N N N O O O O O O O O O 0 0 O O O a o 0 0 0 a a o a a o v O v N N O N N O N N N N N O O N N N N N N N N N N N N M �O 10 10 O L ra T Y s+ ~ L v O O O Z T v G J N T > 0 N > Ol v "O v O j N Q W > V in N ro y C O c v LL C Q O �.+ N C v > m O Q > Q v P' �p � O M m C m Co V L i N Q CC C v W W m I Q Z O W LL LL O ' 1 V < L 0> N L_ o o o O V w m w vvi D w O Z m° ii a m O p ro v = > N UO W > Yp v v P v O O a >> v c p u vL m° R Q o m° o 0. U rCO j� V rCO v m Ot U CL !? O L C C> 3 L H Y L L 3 p CL w� �� `�° Z� ZQ a m inw v1Oi APPENDICES ALTA PLANNING + DESIGN 211 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN N N N N N N N N N N N N N N N N N N N O 0 0 N N N N N N O N N N N N N O N N N N N N N N N N N O O N O 0 0 O O N O O N O O O O O O 0 0 0 7 O d' O V O V 7 0 N O O N N O O O N O N N N N N O O N O N N C N O N N N N O O N N N N N 0 10 ��0 0 10 M �o "O f6 � (0 -O N � O � v Y v ? y a m y v v C > m O a N C] N Cw C H J a m o m w m 3 v °_ a CO 0 o 6 3 m y m o o v v > o v 0 L z � T N Y > Q t0 C T N "0 w O N N -0 ro L t N -O N N a 0 > N O Vt L 0 O W > C OC 2 O 2 >i LL 01 O m N C Q o N C Y '^ N '^ N m u p LL C m0 N — °" m .O p L rp m O U H V O t N .� N . CL 'p 4 O O O U O U W = Vl N C O_ N N N O C C O u C F U OC O N 0 2 > > > N W '.C-i 00 C > > N j Q C U N H j Y J Q C O N N «> N N O C m C `w v rn 3 yo m v v o > Q .� CL N .Y in C 01 O. C O LvOi Vl ,6 C N p1 C T E 3 a > T «,0 C N i O T N C > L t m Z M W m U W m 2 N VI 7 Q m Q U O ii rL — — — — — — — — — — O O — — - - a - CL N Vf 212 ALTA PLANNING + DESIGN d_ C O N N O O V N O N N L N N 1 d a CITY OF NEWPORT BEACH BICYCLE MASTER PLAN ALTA PLANNING + DESIGN N 0 N O O V O a N M Q Ya APPENDICES 213 (xeLu Ob) ajo3s (e3o1 Immill ;s03130foad eeeeee BUIRwaad eeeeee !epoW- !;!nW:Aj!A!;39uu0:) eeeeee s9g3eag: 4!A!;3auuo:) eeeeee saa;ua:) (a!A!j3y: j!A!j3auuo:) eeeeee !euo!6aa:Aj!A!;3auu0:) eeeeee 5u!as!x3 :Aj!A!;3auuo:) eeeeee ainsop deE) eeeeee ;ndu! 3!!gnd e© ©eee sauappu!paae!ay-ap ( a!g eeeeee • • Y • C O ad�(1R3!!Dej ee • ®eee APPENDICES 213 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN N N N N r r r O O O O O O N N N N N N N N N N N N N O N N N N N N O N N N N N N N O O O 7 0 0 O O O O O O O N O O O O O O 7 O O N O O N O N N N N O O N N O N N O O O O O O N N O 10 10 O L 0 u O CC Y v v -O C d N 00 C > v m m O N N v v V � ¢ r C Q N Y O E m Q E -6 v ro O > C Y ° Q 5 V Y D v p > Q v O Q ro YO N p m v N O °_ p_ O O O Q E B ° J vi N vi v Z N V N a 0 m I O m` O v O Y v 0 N v N aJ O vi `o u p o `o m¢ 0 r v a C o Z v ,� w v v a3, u£ m Y c> >. 3 a E> 5 E> t' z =O °r v ma mO m �° Z ¢ �n a v°im0 V O O _ O O O CL _ - a = a a CL = - 'Ti 214 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES _ O O O O O O% T 00 00 00 00 I� N N N N N N O N N N N N N O N N N N N N N N N N N N N O O O O O O O a 0 a 0 0 0 O O N N O O O O 0 0 O N IT O O N O O N O O N O 0 1 - 1 O O N N N O O O a 0 O O O �D %O 10 0 �O M to %0 0 �o 0 c 0 �O �O M M 10 0 M O m M M M M M �O O O O O -til N V O It a O O N O O %O %0 M O �D M �o m m M O M O 0) O N v - N 0 > 0 m N U C N > p @ J p N �, O E d m O J v p It O m C p�j J I� V1 l.1 N N JO N v v CT t > v p v $ Y th ° 3 m Q z Q 2i w z m` �n O -o > p Q> Q m CL Z O N C L ` C O I V¢ H a vii v — m � o w > > o c v m a = I'` F= v pT- ¢p W zp j a N tr 3 o0 Y 01 Q U Y p N N N 0 N in u z u v p 3 0 c v c o m w a ° a v c 4T t Vt W O` Q K Q H> m w Z O Z Z to OC > 0 Z K C U ALTA PLANNING + DESIGN 215 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN I� b 0 b N N N H N N N V a a a a a M M N r r r r r r r r r r r r r r r r r r r r N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N O O O O O O O O O O O O O O O O O O O O N N O O N O O N O N N N O O O N N N N O O O O O O O O O O O O O O O O O O l0 �0 O M 10 10 O l0 O M l0 l0 l0 O l0 IO M m M m O M M M M M O M O M M m M O m O O N 7 O 7 O O O O O N O N O O O O N O m j v o Q N v N N JO Q Y— T N N Vl VOt m N v Vl °' -0 O m > Q rmo vl 0 4 v C C Ol ° t0 — t IC Q v v in E 4 t0 i 'V Q Ol > V R_ f6 L N m !O J J O f0 O -O ° R !6 Ill !6 m 0> a U In :E m m d Z a a w l7 W to W p t0 L ° J J m? > 5 > O m -O G C wL+ m D O Z C __ N J Ol > co t C > v O O O Vl m F v W> Vl 6 a m >> > > I1 °' O O T N v Q O° m Q O L 0 v O Q 0 0 C) .v. N N C V N > v U m m J V1 U LL J Vl O Z> m tO to Li m V V O_ U V -O N � V _ v O H J c m v m Q j c J Q v o Q > 3 v c v t m¢ v 0 w w Q 0 a d in m (3 > 0 In Ii 216 ALTA PLANNING + DESIGN m N C C O N O N w O v O r v O a M d M d a p- CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES ALTA PLANNING + DESIGN 217 m rn %Q m a O N N N N N N N N N N N N N N N N O O O O 0 0 0 0 O N O N O N 0 0 0 O O O O O O N N N O O O 0 0 0 O O O O O 0 0 0 0 O M O O O 0 0 0 0 O N O O N N O 0 0 O O 10 M M O M 0 0 O m 16 V 0 U J C LL N v > Q Vt m C N N (] Q E N m Q � O U w V D "O m v d J J N C m m C W N a C> LL O N O c EQ ° 3 Q> 3> v v v O E m v d N Q N Vl Y s Z c Z v— v m > T ¢ a vOi O O Q O O V Z Y c Q v Q c> 16 d Q C Ol Ol Q U J O Q O V 2 LL 1p d > iR W C N C t0 >, E +' Q E m Q m— m 0 N a¢ L s Y CL M v v Z in d Z v`0i vOi > Z O APPENDICES ALTA PLANNING + DESIGN 217 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Appendix K: Potential Funding Sources 218 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table K -1 Potential Funding Sources APPENDICES Grant Source Remarks Federal Bus and Bus Facilities Can be used for projects to provide access for bicycles to public transportation facilities, Program: State of Good to provide shelters and parking facilities for bicycles in or around public transportation Repair facilities, or to install equipment for transporting bicycles on public transportation vehicles. Bus Livability Initiative Can be used for bicycle and pedestrian support facilities, such as bicycle parking, bike racks on buses, pedestrian amenities, and educational materials Federal Transit Act Typical funded projects have included bike lockers at transit stations and bike parking near major bus stops. Guideline for the use of 10% of the annual CMAQ funds starting in fiscal year 2012 -2013 for bike /pedestrian projects through a competitive call to local agencies. Land and Water Federal fund provides matching grants to state and local governments for the acquisition Conservation Fund and development of land for outdoor recreation use. Lands acquired through program must be retained in perpetuity for public recreational use. Individual project awards are not available. Recent call deadline was February 2014. MAP -21 - Surface A wide variety of bicycle and pedestrian improvements are eligible, including on- street Transportation Program bicycle facilities, off - street trails, sidewalks, crosswalks, bicycle and pedestrian signals, parking, and other ancillary facilities. MAP -21 - Highway Safety Projects must address a safety issue and may include education and enforcement Improvement Program programs.This program includes the Railroad- Highway Crossings and High Risk Rural (HSIP) Roads programs. MAP -21 -Pilot Transit- Provides funding to advance planning efforts that seek to increase access to transit hubs Oriented Development for pedestrian and bicycle traffic. Planning Program MAP -21 - Congestion The amount of CMAQ funds depends on the state's population share and on the degree Mitigation and Air Quality of air pollution. Recent revisions were made to bring CMAQ in line with the new MAP -21 Improvement Program legislation. There is a broader emphasis on projects that are proven to reduce PM -2.5. (CMAQ) Eligible projects include: "Constructing bicycle and pedestrian facilities (paths, bike racks, support facilities, etc.) that are not exclusively recreational and reduce vehicle trips; (and) non - construction outreach related to safe bicycle use." Studies that are part of the project development pipeline (e.g., preliminary engineering) are eligible for funding. "An assessment of the project's expected emission reduction benefits should be completed prior to project selection." National Center for The grant program aims to increase the capacity of public health departments to include Environmental Health - health considerations in transportation and land use planning decisions. The grant will Health Impact Assessment provide an average of $145,000 per year for 3 years to 6 awardees. The most recent Letter for Improved Community of Intent Deadline was March 26, 2014. It appears that the grant is available every 3 years. Design New Opportunities for A proposed bill in Congress to set aside 1% of TIFIA's $1 billion for bicycle and pedestrian Bicycle and Pedestrian infrastructure projects, such as the conversion of abandoned rail corridors for trails, Infrastructure Financing bicycle signals, and path lighting. For these projects, TIFIA's minimum project cost would Act be $2 million. Eligible costs include: planning &feasibility studies, construction, and land acquisition. The bill reserves 25% of project funding for low- income communities. ALTA PLANNING + DESIGN 219 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table K -1 Potential Funding Sources (continued) Grant Source Remarks Rivers, Trails, and RTCA staff provides technical assistance to communities so they can conserve rivers, Conservation Assistance preserve open space, and develop trails and greenways. Program Transportation Can be used for innovative, multimocial and multi - jurisdictional transportation projects Investments Generating that promise significant economic and environmental benefits to an entire metropolitan Economic Recovery (TIGER) area, a region, or the nation. These include bicycle and pedestrian projects. Project Program minimum is $10 million. U.S. Environmental Assessment grants provide funding for a grant recipient to inventory, characterize, assess, Protection Agency— and conduct planning and community involvement related to brownfields sites (locations Brownfields Program that have been host to a hazardous substance, pollutant, or contaminant). Revolving Loan Fund (RLF) grants provide funding for a grant recipient to capitalize a revolving loan fund and to provide sub - grants to carry out cleanup activities at brownfield sites. Cleanup grants provide funding for a grant recipient to carry out cleanup activities at brownfield sites. State Caltrans Active Funds construction, planning, and design of facilities for pedestrians, bicyclists, and other Transportation Program non - motorized forms of transportation. The next application cycle has not yet been (ATP) finalized, but it is expected to open in late 2014 or early 2015. Clean Water State The CWSRF program offers low interest financing agreements for water quality projects, Revolving Fund Program which can include "implementation of nonpoint source projects or program." Annually, the program disburses between $200 and $300 million. Stormwater management components of bicycle infrastructure projects may be eligible for this funding source. Applications are accepted on a continuous basis. Climate Ready Grant Climate Ready grants are available for projects located along the coast and coastal Program watersheds. Shared -use trails are eligible. $1.5 million total; $50,000 minimum grant; $200,000 maximum. Managed by California Coastal Conservancy. More information is available at: http: / /scc.ca.gov/ 2013 /06/21/ announcing - climate- ready - grant- opportunities/ Community Based Eligible projects that exemplify livable community concepts including enhancing bicycle Transportation Planning and pedestrian access. Administered by Caltrans. $3 million, each project not to exceed Grants $300,000. Environmental Funds may be used for land acquisition. Individual grants limited to $350,000. Enhancement and Mitigation Program (EEMP) Environmental Justice: Funds projects that foster sustainable economies, encourage transit - oriented and mixed Context - Sensitive Planning use development, and expand transportation choices, including walking and biking. Projects can be design and education, as well as planning. Administered by Caltrans. $3 million, each grant not to exceed $250,000. Habitat Conservation Fund Provides funds to local entities to protect threatened species, to address wildlife corridors, to create trails, and to provide for nature interpretation programs which bring urban residents into park and wildlife areas. $2 million available annually. Application deadline is typically in October. Office of Traffic Safety Funds safety improvements to existing facilities, safety promotions including bicycle (OTS) Grant Program helmet giveaways and studies to improve traffic safety. The grant cycle typically begins with a Request for Proposals in October, which are due the following January. In 2009, OTS awarded $82 million to 203 agencies. 220 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table K -1 Potential Funding Sources (continued) APPENDICES Grant Source Remarks Petroleum Violation Funds programs based on public transportation, computerized bus routing and ride Escrow Account (PVEA) sharing, home weatherization, energy assistance and building energy audits, highway and bridge maintenance, and reducing airport user fees. Public Access Program Funds the protection and development of public access areas in support of wildlife - oriented uses, including helping to fund construction of ADA trails. Recreational Trails Program Administered in California as part of the ATP. $5.8 million guaranteed set - aside. Managed by the California Department of Parks and Recreation. Safe Routes to School In 2014, federal SRTS funds were rolled into the State's ATP to streamline grant allocation. (SRTS) $24 million combined in ATP for state and federal Safe Routes to School projects for the 2014 cycle. SRTS is primarily a construction program to enhance safety of pedestrian and bicycle facilities near schools. A small percentage of funds can be used for programmatic improvements. Improvements can be made to target students of all grade levels. Sustainable Communities Funded by Prop 84 bond funds, this grant program funds the development and Planning Grant and implementation of plans that lead to significant reductions in greenhouse gas emissions, Incentives Program such as rehabilitation of existing infrastructure and the enhancement of recreational resources. The minimum grant award is $50,000; the maximum award is $500,000, unless the application is a joint proposal, in which case the maximum award is $1 million. The 10% local match requirement is waived for a proposal that qualifies for the Environmental Justice set - aside. Watershed Protection Grants to municipalities, local agencies, or nonprofit organizations to develop local Program (Proposition 13) watershed management plans (maximum $200,000 per local waters hed plan) and /or implement projects (maximum $5 million per project) consistent with watershed plans. Sixty percent of the funds will be allocated to projects in the Counties of Los Angeles, Orange, Riverside, San Diego, San Bernardino, and Ventura. Administered by the Division of Financial Assistance. Regional Clean Air Fund (AB Administered by SCAQMD. Local jurisdictions and transit agencies can apply. Funds can 434/2766 — Vehicle be used for projects that encourage biking, walking, and /or use of public transit. For Registration Fee bicycle - related projects, eligible uses include: designing, developing and /or installing Surcharge) bikeways or establishing new bicycle corridors; making bicycle facility enhancements/ improvements by installing bicycle lockers, bus bike racks; providing assistance with bike loan programs (motorized and standard) for police officers, community members and the general public. Matching requirement: 10 -15%. Orange County Measure The Measure M2 half -cent sales tax provides funds for major transportation M2 Local Return improvements for Orange County freeways, streets and roads, transit and environmental programs. Roadway improvements can include bicycle and pedestrian facilities. Funds are distributed quarterly to cities that meet the annual eligibility requirements. More information is available at: http: / /www.octa.net /Measure -M /Then- and -Now/ Measure-M-%282011-2041%29/ OCTA Bicycle Corridor The BCIP Call for Projects is a $4.3 million bicycle program available to local Orange Improvement Program County agencies. The call for projects typically occurs every other year. The previous (BCIP) Call for Projects application cycle closed in Fall 2013. Guidelines and application are available at: http: // www.octa.net/BCIPcall.aspx SCAG Sustainability SCAG provides assistance to member agencies for integrated land use and transportation Program planning. More information is available at: http: // sustain .scag.ca.gov /Pages /Grants%20 and%20Loca I %2OAssistance /GrantsLoca lAssistance.aspx ALTA PLANNING + DESIGN 221 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table K -1 Potential Funding Sources (continued) 222 ALTA PLANNING + DESIGN CITY OF NEWPORT BEACH BICYCLE MASTER PLAN APPENDICES Appendix L: Active Transportation Program (ATP) Compliance Table ALTA PLANNING + DESIGN 223 APPENDICES CITY OF NEWPORT BEACH BICYCLE MASTER PLAN Table L -1 Active Transportation Program (ATP) Compliance Requirement a. The estimated number of existing bicycle trips in the plan area and the estimated increase in the Ch.4 number of bicycle trips resulting from implementation of the plan. b. The number and location of collisions, serious injuries, and fatalities suffered by bicyclists in the Ch. 2, 4, 6 plan area, both in absolute numbers and as a percentage of all collisions and injuries, and a goal for collision, serious injury, and fatality reduction after implementation of the plan. c. A map and description of existing and proposed land use and settlement patterns which shall Ch. 3 include, but not be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, major employment centers, and other major destinations. d. A map and description of existing and proposed bicycle transportation facilities. Ch. 3, 5 e. A map and description of existing and proposed end -of -trip bicycle parking facilities. These shall Ch. 5 include, but not be limited to, parking at schools, shopping centers, public buildings, and major employment centers. f. A description of existing and proposed policies related to bicycle parking in public locations, private Ch.2 parking garages and parking lots and in new commercial and residential developments. g. A map and description of existing and proposed bicycle transport and parking facilities for Ch. 5 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. h. A map and description of existing and proposed facilities for changing and storing clothes and Ch. 5 equipment. These shall include, but not be limited to, locker, restroom, and shower facilities near bicycle parking facilities. i. A description of proposed signage providing wayfinding along bicycle networks to designated Ch. 5, destinations. Appendix j. A description of the policies and procedures for maintaining existing and proposed bicycle facilities, Ch. 2 including, but not limited to, the maintenance of smooth pavement, freedom from encroaching vegetation, maintenance of traffic control devices including striping and other pavement markings, and lighting. k. A description of bicycle safety and education programs conducted in the area included within the Ch. 3 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. I. A description of the extent of citizen and community involvement in development of the plan, Ch. 4 including disadvantaged and underserved communities. m. A description of how the bicycle transportation plan has been coordinated and is consistent with Ch. 2 other local or regional transportation, air quality, or energy conservation plans, including, but not limited to, general plans and a Sustainable Community Strategy in a Regional Transportation Plan. n. A description of the projects and programs proposed in the plan and a listing of their priorities for Ch. 5, 6, implementation, including the methodology for project prioritization and a proposed timeline for Appendix implementation. o. A description of past expenditures for bicycle facilities and programs, and future financial needs Ch. 3, 6, for projects and programs that improve safety and convenience for bicycle riders in the plan area. Appendix Include anticipated revenue sources and potential grant funding. p. A description of steps necessary to implement the plan and the reporting process that will be Ch. 6 used to keep the adopting agency and community informed of the progress being made in implementing the plan. Eq. A resolution showing adoption of the plan by the City. Pending 224 ALTA PLANNING + DESIGN Public Works Department 100 Civic Center Drive • Newport Beach, CA 92660 (949) 644 -3330 www.NewportBeachCA.gov