S a n t a B a r b a r a C o u n t y

Transcription

1 S a n t a B a r b a r a C o u n t y P u b l i c W o r k s D e p a r t m e n t P l a n n i n g & D e v e l o p m e n t E a s t A n a p a m u S t r e e t S a n t a B a r b a r a, C A

2 CHAPTER 1: INTRODUCTION 4 INTRODUCTION 4 PHYSICAL SETTING 4 LEGAL REQUIREMENTS 5 CHAPTER 2: FACILITIES 8 CURRENT AND FUTURE TRENDS 8 BICYCLIST SAFETY 9 DESIGN STANDARDS 9 BIKEWAYS CLASSIFICATIONS 10 EXISTING AND PLANNED BICYCLE PROJECTS 14 CHAPTER 3: PROMOTING BICYCLE USE 26 EDUCATION & ENCOURAGEMENT 26 ENFORCEMENT 30 CHAPTER 4: BICYCLE CONNECTION 31 END OF TRIP FACILITIES 31 MULTI-MODE CONNECTIONS 33 CHAPTER 5: BICYCLE POLICIES AND PLANS 34 RELATIONSHIP TO LAND-USE PLANNING 34 CONSISTENCY WITH REGIONAL PLANS AND CITY PLANS 34 COMMUNITY INVOLVEMENT 35 APPENDICES 36 APPENDIX A: LIST OF ACRONYMS 36 APPENDIX B: CALIFORNIA BICYCLE TRANSPORTATION ACT 37 APPENDIX C: CALIFORNIA VEHICLE CODE 42 APPENDIX D: TIPS ON LOCKING YOUR BICYCLE 45 APPENDIX E: BRINGING YOUR BIKE ON THE BUS 47 APPENDIX F: DOCUMENT LIST 49 APPENDIX G: SPECIFIC POLICIES FROM THE COMMUNITY PLANS 50 MAPS MAP 1: SANTA BARBARA COUNTY REGION 7 MAP 2: MONTECITO SUMMERLAND CARPINTERIA REGION 20 MAP 3: GOLETA VALLEY REGION 21 MAP 4: SANTA YNEZ VALLEY REGION 22 MAP 5: LOMPOC VALLEY REGION 23 MAP 6: SANTA MARIA ORCUTT REGION 24 MAP 7: UNIVERSITY OF CALIFORNIA AT SANTA BARBARA 25 Bicycle Master Plan 2

3 PROJECT TEAM County of Santa Barbara Public Works Department Matt Dobberteen, Alternative Transportation Manager Courtney Dietz, Project Manager Planning & Development Department Erika Leachman, Senior Planner University of California, Santa Barbara Dennis Whalen, Senior Planner Bicycle Master Plan 3

4 Chapter 1: Introduction Introduction Bicycling has long been an efficient, cost-effective means of transportation. With over 300 days of sunshine per year in Santa Barbara County and relatively flat or gently sloping terrain surrounding the urban centers, bicycling is a realistic and reliable mode of transportation. Bicycling can reduce traffic congestion and associated air quality impacts, improve health, reduce the need for automobile parking, and reduce noise. Bicycling also offers many people the opportunity for transportation that wouldn t normally have access; those that don t own a car, are too young or old to drive, or are physically unable to drive. Vehicle ownership in all of Santa Barbara County varies, but 6.9% of households own zero vehicles and close to 1/3 have only one or zero vehicles. The County of Santa Barbara recognizes bicycling as a valid means of transportation and has worked to improve access to and facilities for cycling to make bicycling more convenient, safe and enjoyable. This Santa Barbara County Bicycle Master Plan (BMP) is intended to catalog existing infrastructure and identify the improvements necessary to enhance the bicycle transportation network throughout the County. The 2012 Santa Barbara County Bicycle Master Plan is an update to the original 1999 plan and subsequent 2005 plan. Any necessary environmental review will occur when projects are proposed for implementation. In addition, there are no new significant projects that have not been identified previously in the Community Plans, City General Plans, or County Bicycle Master Plan. Projects that fall outside of this process will be identified as such. The update process included review of existing Community Plans and General Plans to determine what projects had been completed, those that should remain on the project list and identifying potential new projects that needed to be incorporated. Stakeholder groups in the four major regions (Santa Maria/Orcutt, Santa Ynez Valley, Lompoc Valley and South Coast) participated in review of the draft plan to provide input on existing infrastructure. Chapter 2 contains project lists for each region and features prioritization that occurred 10 years ago with the previous Bicycle Master Plan. The tables now reflect all planned projects throughout the region. These projects are also represented on the corresponding maps. Physical Setting Santa Barbara County is located in the southern section of California, about 100 miles north of Los Angeles. Santa Barbara County has a total land area of 2,737 square miles and 78 miles of coastline. Because of the mild Mediterranean climate, it is well suited to year-round bicycling. It also offers a wide variety of cycling environments that include everything from coastal bike paths to quiet vineyard roadways and challenging mountain terrain with peaks over The County has several distinct regions spread across two general geographic areas referred to as the North County and the South Coast. The North County encompasses the Santa Maria Valley, Cuyama Valley, Lompoc Valley and the Santa Ynez Valley. The South Coast includes the Gaviota coastline and the cities of Goleta, Santa Barbara, and Carpinteria. Much of the Bicycle Master Plan 4

5 central portion of the County is located in the Los Padres National Forest and is mostly uninhabited (nearly 42% of the County). 1 The 2010 Census reported 423,895 residents, almost 2/3 of which are living in the eight incorporated cities, five of which are in the North County and three in the South Coast. 2 The remaining 1/3 of the population lives in the unincorporated areas of the County in several distinct regions spread across the North County and the South Coast. The South Coast Region consists of the south facing coastal area located between Point Conception on the west, the Ventura County line to the east, the Santa Ynez Mountains to the north and the Pacific Ocean to the south. Included within the South Coast Region are the Gaviota Coastline and the Santa Barbara metropolitan area that consists of the University of Califonia at Santa Barbara, the cities of Santa Barbara, Goleta and Carpinteria, the unincorporated areas near Goleta and and the unincorporated communities of Summerland, Montecito and Isla Vista. The Santa Ynez Valley Region is located on the north side of the Santa Ynez mountains. It includes the cities of Buellton and Solvang and the unincorporated communities of Los Alamos, Los Olivos, Ballard and Santa Ynez. The Lompoc Valley Region is situated in the west part of the County, west of the Santa Ynez Valley and south of the Santa Maria Valley. It includes the City of Lompoc, Vandenberg Air Force Base and the unincorporated communities of Vandenberg Village, Mesa Oaks and the Mission Hills. The Santa Maria Valley Region is situated in the northwest corner of the County. It includes the cities of Santa Maria and Guadalupe, and the unincorporated areas of Orcutt, Casmalia, Garey and Sisquoc. The Cuyama Valley Region is situated in the far northeast corner of the County. This sparsely populated area includes the unincorporated communities of Cuyama, New Cuyama and Ventucopa. Legal Requirements The Santa Barbara County Bicycle Master Plan has been specifically developed to conform to the requirements of the California Bicycle Transportation Act, which states that new projects must be designed and developed to achieve the functional commuting needs and physical safety of all bicyclists. A City or County may create Bicycle Transportation Plans that will allow the jurisdiction to be eligible for State of California (Caltrans) Bicycle Transportation Account (BTA) funding. Caltrans anticipates appropriation of $7.2 million annually for projects that improve safety and convenience for bicycle commuters. For the complete text of the California Bicycle Transportation Act, see Appendix B. The Bicycle Transportation Plan must comply with the following elements (Streets and Highways Code (SHC) Section 891.2): a. The estimated number of existing bicycle commuters in the plan area and the estimated increase in the number of bicycle commuters resulting from implementation of the plan. b. A map and description of existing and proposed land use and settlement patterns which shall include, but not be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, and major employment centers. 1 County of Santa Barbara, Agricultural Commissioner s Office: 2 Santa Barbara County Statistical Profile, Bicycle Master Plan 5

6 c. A map and description of existing and proposed bikeways. d. A map and description of existing and proposed end-of-trip bicycle parking facilities. These shall include, but not be limited to, parking at schools, shopping centers, public buildings, and major employment centers. e. A map and description of existing and proposed bicycle transport and parking facilities for connections with and use of other transportation modes. These shall include, but not be limited to, parking facilities at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting bicyclists and bicycles on transit or rail vehicles or ferry vessels. f. A map and description of existing and proposed facilities for changing and storing clothes and equipment. These shall include, but not be limited to, locker, restroom, and shower facilities near bicycle parking facilities. g. A description of bicycle safety and education programs conducted in the area included within the plan, efforts by the law enforcement agency having primary traffic law enforcement responsibility in the area to enforce provisions of the Vehicle Code pertaining to bicycle operation, and the resulting effect on accidents involving bicyclists. h. A description of the extent of citizen and community involvement in development of the plan, including, but not limited to, letters of support. i. A description of how the bicycle transportation plan has been coordinated and is consistent with other local or regional transportation, air quality, or energy conservation plans, including, but not limited to, programs that provide incentives for bicycle commuting. j. A description of the projects proposed in the plan and a listing of their priorities for implementation. k. A description of past expenditures for bicycle facilities and future financial needs for projects that improve safety and convenience for bicycle commuters in the plan area. Addressing the Legal Requirements The Santa Barbara County Bicycle Master Plan contains the following chapters that are required by State Law: Chapter 2: Facilities provides current trends and future estimates of bicycle commuters, bicycle related accident data, definition of the four classes of bikeway facilities, describes County priorities and provides maps of existing and proposed facilities. This satisfies requirements A, C, J, and K of the Streets and Highways Code Section Chapter 3: Promoting Bicycle Use describes existing programs and activities to promote increased bicycle use and educate motorists. This satisfies requirement G of the Streets and Highways Code Section Chapter 4: The Bicycle Connection discusses bicycle parking, coordination with transit, end-use facilities, and the relationship of land use planning. This satisfies requirements B, D, E and F of the Streets and Highways Code Section Chapter 5: Bicycle Policies and Plans describes how this BMP relates to the Community Plans and Regional Transportation Plan and describes how the public was involved in the preparation of the plan. This satisfies requirements H and I of the Streets and Highways Code Section For a complete list of acronyms, see Appendix A. Bicycle Master Plan 6

7 THIS PAGE INTENTIONALLY LEFT BLANK MAP 1: Countywide Map Bicycle Master Plan 7

8 Chapter 2: Facilities Current and Future Trends Many Santa Barbara County residents currently ride bicycles for transportation as well as recreation. Fortunately the geography and climate of the region provide a valuable opportunity to encourage even more cycling particularly as population increases. Table 1 provides the population forecast for the unincorporated areas. 3 TABLE 1: SANTA BARBARA COUNTY POPULATION FORECAST - UNINCORPORATED AREAS Region South Coast 69,800 70,300 70,800 Lompoc 18,000 18,600 19,100 Santa Maria/Orcutt 35,500 38,000 40,500 Santa Ynez (including Cuyama) 15,000 16,100 16,400 COUNTY TOTAL (unincorporated) 138, , ,800 Table 2 shows bicycle commuting in Santa Barbara County as percentage of workers and has been increasing over the last 20 years and can be expected to continue to increase as both gas prices and population increases. 4 Nationwide, American workers using a bicycle as their primary mode of transportation to work has grown by 40 percent since It is important to note this data does not capture those that bicycle only occasionally (twice per week or less) for work, to school, for recreation or for exercise. TABLE 2: SANTA BARBARA COUNTY HISTORIC BICYCLE COMMUTE TRENDS Year Percentage of Workers 3.35% 2.69% 3.70% The February 2003 Omnibus Survey conducted by the Bureau of Transportation Statistics (BTS) found that of the people riding bikes, the majority reported doing so for exercise/health (41%) and recreation (37%). 5 Only 5% reported commuting to work by bicycle as the primary use of the bicycle during the previous 30 days. This indicates that in Santa Barbara County, as in other areas of the country, our data on commuting to work while important, does not tell the whole story of extensive bicycling in our community. In terms of commute distance, the National Household Travel Survey states that 28% of all trips are 1 mile or less and 40% of all trips are 2 miles, and 50% of the working population commutes five miles or less to work 6. Biking and walking make up 11.9% of all trips made in this country, which is up from 9.5% in 2001, a 25% increase. 3 SBCAG Regional Growth Forecast, (August 2007) 4 U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey. URL: 5 Omnibus, Bureau of Transportation Statistics, Household Survey Results, U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey. URL: Bicycle Master Plan 8

9 Bicyclist Safety An important part of the bikeway planning process is understanding the perceived and actual safety risks to bicyclists. Data is scarce on total bicycle collisions, as we know that many are not reported. Reported bicycle collisions in the County have showed a steady per capita decline over the past 10 years. At a time when bicycle use is increasing, this is an important trend to maintain. While the efforts to provide safe facilities as well as education to cyclists and drivers have made an impact, the effort must continue as more people choose to cycle in our communities. According to the California Highway Patrol s Statewide Integrated Traffic Records System (SWITRS) data, there were over 50,000 motor vehicle collisions involving bicyclists and pedestrians between 2003 and 2008 statewide. Table 3 shows the reported collision data for the unincorporated areas of Santa Barbara County 7. TABLE 3: SANTA BARBARA COUNTY BICYCLE COLLISIONS Year Number of Collisions Note: City of Goleta was incorporated in 2002 Another important part of the conversation is the perceived safety of cyclists. It makes sense that if a bicyclist, or potential bicyclist, does not feel safe they will not choose to ride regardless of the data. Examples of this are streets that may have limited to non-existent collision reports that simply feel unsafe to someone on a bicycle. Even though the data may show that it is an appropriate route, cyclists may choose not to ride it or ride at all as a result. Another example where perceived safety comes into play is bicyclists riding on the sidewalk. In limited cases, the sidewalk may be a better choice due to high speeds or traffic volumes on a street without sufficient space for a cyclist. But in the majority of circumstances, sidewalks are not a safe place to ride and as such it s illegal in many cities. Not only does it put bicycle riders in conflict with pedestrians, but street crossings become much more hazardous as cyclists are now harder to see and are not expected by motorists as they emerge from sidewalks at speed. Perceived safety can be addressed by education and equipping cyclists with the skills and confidence to ride safely on streets with automobile traffic. In Santa Barbara County, there are several education programs to address these and other issues, which are discussed more in Chapter 3. Design Standards Recognizing bicyclists as legitimate users of the transportation system ensures that governments are accommodating the needs of area cyclists. In the State of California, cyclists are subject to the same laws, responsibilities and rights as those driving a motor vehicle (See Appendix C California Vehicle Code). Over the years, Santa Barbara County, in conjunction with Caltrans has been able to secure funding to improve and add bicycle lanes and paths, lighting, signage and detection. Together these improvements work to make cycling safer and easier for both seasoned riders and those considering cycling for the first time. 7 CHP SWITRS Database: Bicycle Master Plan 9

10 Consistency in the design of facilities is achieved through following the standards established by Caltrans, the Institute of Traffic Engineers (ITE), the American Association of State Highway Transportation Officials (AASHTO) and the Manual on Uniform Traffic Control Devices (MUTCD), which designs road signs and pavement markings. Bikeways Classifications The California Department of Transportation s Highway Design Manual (Chapter 1000 Bikeway Planning and Design) details the design standards for bicycling facilities throughout California and is what the County of Santa Barbara relies on. The following are the specific descriptions as contained in the Highway Design Manual. Class I Bike Path Class I bikeways (bike paths) are facilities with exclusive right of way, with cross flows by motorists minimized. Section of the Streets and Highways Code describes Class I bikeways as serving "the exclusive use of bicycles and pedestrians". Minimum Paved for 2-way 8 feet Minimum Paved for 1-way 5 feet More information on design specifics can be found in the Caltrans Highway Design Manual Chapter 1000, Topic Design Criteria, Photo 1: Class I Bike Path - Santa Maria Allan Hancock Path. Figure 1: Class I Requirements Source: SB County Class II Bike Lanes provide a striped lane for one-way bike travel on a street or highway. Bike lanes are for the exclusive or semi-exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited - but with cross flows by pedestrians or motorists permitted. Examples of Class II bike lanes include Clark Avenue in Orcutt, Via Real in the Carpinteria area and Alamo Pintado Road in the Santa Ynez Valley. The minimum design standards for Class II bike lanes are contained in the Caltrans Highway Design Manual, Chapter 1000, Topic Design Criteria Photo 2: Class II Bike Lane, Jameson Lane, Montecito. Source: COAST Bicycle Master Plan 10

11 Figure 2: Source - Buellton Ped and Bike Plan draft Figure 2: Typical Bike Lane Cross sections. Source: American Association of State Highway and Transportation Officials Class III Bike Routes provide for shared use with pedestrian or motor vehicle traffic. Bike routes are usually identified by signage only and are not generally marked with bike lane striping (although many in Santa Barbara County have conventional shoulder striping that is similar in appearance to bike lane striping). Examples of bike routes in Santa Barbara County include the Caltrans Pacific Coast Bike Route on Highway 1 between Lompoc and Goleta, Channel Drive in Montecito and Highway 166 between Guadalupe and Santa Maria in the Santa Maria Valley. The criteria for bike route designations are contained in the Caltrans Highway Design Manual, Chapter 1000, Topic Design Criteria Photo 3: Class III Bike Route signage. Bicycle Master Plan 11

12 Other Bikeway Types Multi-Purpose Trails are primarily off-road, unpaved, recreational pathways that are established for shared use by bicyclists, pedestrians, and equestrians (in some instances bicycles are prohibited on these trails due to potential user conflicts). Trails of this type are primarily designated in the Parks and Recreational Trails Element (PRT) of the County Comprehensive Plan and are not usually considered to be part of the County transportation network due to their primary function as recreational facilities. In addition to recreational uses, children and commuters often use these trails as convenient, direct routes to school and work. Photo 4: Multi-purpose trail, Santa Maria Levee Trail. Source: City of Santa Maria A bicycle boulevard is an enhanced Class III route that is low-speed, low automobile volume street that has been optimized for bicycle traffic. They are created using low cost infrastructure such as traffic calming and diversion, signage and pavement markings, and intersection crossing treatments. On bicycle boulevards, stop signs are turned to keep cyclists moving, and traffic lights and curb extensions help cyclists cross busy streets. Traffic calming slows cars down, and drivers are discouraged from using them as a cut-through. Because of the reduced speeds, bicycle boulevards appeal to inexperienced cycles, older riders and children and families. Photo 5: Bicyle Boulevard, Berkeley, CA. Source: City of Berkeley A sharrow, or shared lane marking, is stenciled in the travel lane to indicate to motorists and cyclists that the lane is to be shared and where in the lane the cyclist should ride to avoid being hit by someone opening their car door. They are useful when lanes are not wide enough for bicycles and automobiles to travel safely side by side. While not a perfect solution, sharrows can be used when there is not enough space to add a Class II bike lane but bicycle traffic is high. Photo 6: Sharrows on Hollister Avenue in Goleta. Source: Ralph Fertig Cycle tracks are a way to provide more protection for cyclists as they are separated from traffic as they are exclusive to bicycles. This is accomplished by either placing parked cars between the cycle lane and the vehicle travel lane, or by constructing a physical barrier such as a curb or a narrow median between the cycle lane and the travel lane. These facilities have been found to be more appealing to less experienced cyclists and have been used extensively in Europe. 8 Photo 7: Cycle track in Cologne Source: Greg Raisman 8 Alta Planning and Design; Cycle Tracks: Lessons Learned ; revised February 2009 Bicycle Master Plan 12

13 Additional Improvements There are additional facility improvements that can be part of a successful bikeway network that increase safety (perceived or actual) or make riding more enjoyable. Signage Bike boxes have been previously used in Europe and are now being introduced in the United States in places such as Portland, Oregon. The boxes are painted rectangular areas at a signalized intersection placed behind the crosswalk (if present) and in front of an advanced stop line for motorists. This gives bicyclists a designated space ahead of vehicle traffic, increasing visibility and allows bicyclists to get a head start once the light turns green. Colored Lanes Photo 9 Colored bicycle lane in San Francisco, CA. Source: SFMTA Colored lanes have been used in Denmark, Germany and Netherlands for years. Some cities such as Brooklyn, Portland and even Tempe, Arizona have been featuring controlled experiments with colored bicycle lanes at high conflict intersections based on European successes. Colored lanes are actually colored asphalt (as opposed to paint) that help visually claim the space for bicyclists and remind motorists of bicycles right to share the road. Lighting Safety concerns exist along trails and paths that are remote or isolated from populated areas. They are often long and not lit by ambient light from neighborhoods. Some places experience little to no light that is barely mitigated even with a bike light. To address this concern, the Obern Trail, a Class I path that parallels the Atascadero Creek and connects UCSB and Santa Barbara, features solar powered lights along sections of the path. Photo 8 Bike box in San Luis Obispo County. Source: San Luis Obispo Bicycle Club Detection Loop Detectors It is important that routes that are signed for bicycle use have Photo 11: Loop detector pavement stencil. Source: LADOT Photo 10: Obern Trail lighting, Santa Barbara intersections that are able to detect bicyclists in order to change the signal. Many intersections in Santa Barbara County have sensors (called demand actuated traffic signals) that can detect cars as they approach an intersection but often bicycles do not have enough metal to trip the sensor. Unfortunately, this results in bicyclists having to wait for a vehicle to arrive and change the light, which encourages red light running by bicyclists or forces cyclists to wait for a car to arrive and trip the sensor. Bicycle Master Plan 13

14 One solution is to adjust the existing sensor so that it is sensitive enough to detect a bicycle. Also, due to the variety of types of loop detectors, and the variability of where in the lane a bicycle should be positioned, education can be a part of the solution. Pavement stenciling can direct bicyclists where to position themselves in order to be detected, though many casual cyclists do not know how these systems work. Video Cameras Cameras provide even better sensitivity of bicyclists as they do not rely on the specific positioning of the bicycle over the sensor and can pick up a bicyclist s presence over a larger area. Unlike loop detectors, cameras can be easily installed with minimal impact to the intersection as they are added above ground. Existing and Planned Bicycle Projects As of 2011, there were bikeway miles in the unincorporated areas of Santa Barbara County. Maps 2-6 at the end of this chapter show the existing and proposed bicycling facilities. TABLE 4: EXISTING BIKEWAY MILEAGE Planned Area Existing Facilities (Class I, II and III) Facilities (Class I and II) Montecito/Summerland/Carpinteria Goleta Santa Ynez Valley Lompoc Valley Santa Maria/Orcutt Countywide Connectors 90.1 Total Bicycle Facilities (in miles) In accordance with the County Comprehensive Plan and in response to input from the Santa Barbara Bicycle Coalition, UCSB and the general public, the Board of Supervisors has established the following criteria for prioritizing the development of bicycling facility improvements throughout the County: Projects that mitigate or eliminate hazardous situations Projects that complete a bicycling facility network Projects that establish new commuter bikeway systems linking residential, employment, shopping and education destinations Projects designed to improve connections with other modes of transportation Projects that upgrade existing facilities Projects that reduce peoples reliance on the automobile and enhance bicycling as a viable transportation option. It is important to recognize that this prioritization is directly affected by the availability of local, State and Federal funding. Thus the ranking of projects in the following tables must take into consideration the availability, timelines, and criteria required by these funding sources. For example, if the County were able to secure immediate grant funding for a relatively low priority project, that fully funded project would take precedence over a higher priority but unfunded Bicycle Master Plan 14

15 project elsewhere. As such, a project scheduled for 10 years from now could be done next year if unanticipated funding becomes available for the project. All projects listed below in Tables 5-9 are identified in Board approved Community Plans unless otherwise noted. Estimates for project costs are based on typical Class I in City of Lompoc and typical Class II (both sides of the road, no environmental concerns with sufficient right of way) in Santa Ynez Valley. Both estimates are inclusive of costs associated with design, environmental planning and overhead costs. Estimated project cost is $240 per linear foot for Class I and $130 per linear foot for Class II. Actual costs will be determined as each project is selected for funding and construction. Prioritization in the following tables is taken from the 2005 Bicycle Master Plan and will be updated as needed by feedback from regional stakeholder groups TABLE 5: PLANNED BICYCLE PROJECTS (MONTECITO SUMMERLAND CARPINTERIA) Project Name Project Location Region Channel Dr Class II Cold Springs Rd Class II Santa Claus Ln Class II Butterfly Ln to Olive Mill Rd at Hwy 101 Sycamore Canyon Rd to La Paz Rd Santa Claus Ln to Sand Pointe Rd Length (miles) Project Cost Montecito 0.85 $583,000 Montecito 0.55 $378,000 Carpinteria 0.79 $542,000 Note: First three projects above are identified as priority projects for this region. Union Pacific RR Class II Channel Dr to Eucalyptus Rd Montecito 1.25 $858,000 Barker Pass Rd Class II Sycamore Canyon Rd to Calle Hermoso Montecito 0.55 $378,000 Sycamore Canyon Rd Hot Springs Rd to Westmont Class II Rd Montecito 1.93 $1,325,000 Parra Grande Rd Class II East Valley Rd to Parra Grande Montecito 0.6 $412,000 Sheffield Dr Class II East Valley Rd to N Jameson Ln Montecito 1.28 $879,000 East Valley Rd Class II San Ysidro Rd to Sheffield Dr Montecito 1.92 $1,318,000 Sinaloa Dr Class II San Ysidro Rd to Santa Rosa Rd Montecito 0.56 $384,000 Wyant Rd Class II San Ysidro Rd Montecito 0.27 $185,000 San Ysidro Creek Class I *Carpinteria Creek Class I *Santa Monica Creek Class I *Santa Claus Ln Class I East Valley Rd to N Jameson Ln Carpinteria Ave to Casitas Pass Rd Montecito 1.4 $1,774,000 Carpinteria 1.08 $1,369,000 El Caro to Casitas Pass Rd Carpinteria 0.48 $608,000 Sand Pointe Rd to Carpinteria Ave Carpinteria 0.41 $520,000 *Denotes projects that are not a product of the respective Community Plan, but from the City of Carpinteria General Plan. Bicycle Master Plan 15

16 TABLE 6: PLANNED BICYCLE PROJECTS (GOLETA VALLEY) Project Name Project Location Region Length (miles) Project Cost San Jose Creek Class I Cathedral Oaks Dr to City Line Goleta 0.34 $431,000 Patterson Ave (N) Class II Cathedral Oaks Dr to Calle Real Goleta 0.71 $487,000 Patterson Ave (S) Class II Ekwill St to Atacasdero Creek Goleta 0.32 $220,000 Note: First three projects above are identified as priority projects for this region. Foothill Rd Class II Hwy 154 to Crestwood Dr Goleta 0.81 $556,000 Union Pacific RR Class I Maria Ygnacio Class I to Modoc Rd Goleta 3.16 $4,004,000 Sueno Rd Bicycle Blvd Camino Corto to UCSB (via Pardall) Isla Vista 0.51 TBD Sabado Tarde Rd Bicycle Blvd Camino Corto to UCSB Isla Vista 0.73 TBD TABLE 7: PLANNED BICYCLE PROJECTS (SANTA YNEZ VALLEY) Length Project Name Project Location Region (miles) Baseline Rd Class II Lewis St to Hwy 154 Pine St Class II Edison St Class II Santa Ynez Rd (at Refugio Rd) to Calzada Ave to Pine St (at Edison St) Santa Ynez Valley Santa Ynez Valley Project Cost 1.71 $1,174, $851,000 Note: First two projects above are identified as priority projects for this region. Highway 154 Class I Hwy 246 to Baseline Rd Foxen Canyon Rd to Armour Ranch Rd Santa Ynez Valley Santa Ynez Valley 1.79 $1,229, $9,808,000 Bicycle Master Plan 16

17 TABLE 8: PLANNED BICYCLE PROJECTS (LOMPOC VALLEY) Length Project Name Project Location Region (miles) Project Cost Purisima Rd Class II Harris Grade Rd to Hwy 246 Lompoc Valley 1.29 $885,000 Hwy 246 Class II Purisima Rd to Hwy 1 Lompoc Valley 1.12 $769,000 *Bailey Ave Class II North Ave to Olive Ave Lompoc Valley 1.33 $913,000 Note: First three projects above are identified as priority projects for this region. Central Ave Class II Union Sugar St to Bailey Ave Lompoc Valley 3 $2,059,000 Floradale Rd Class II City Boundary to Ocean Ave Lompoc Valley 2 $1,373,000 *Santa Lucia Canyon Rd Class II City Boundary to Hwy 1 Lompoc Valley 0.73 $501,000 De Wolfe Ave Class I Central Ave to Ocean Ave Lompoc Valley 1.14 $1,445,000 Purisima Mission Class I Purisima Rd to Via Lato Lompoc Valley 1.85 $2,344,000 Santa Ynez River Class I Floradale Rd to Hwy 1 Lompoc Valley 2.1 $2,661,000 River Park Class I Extension Burton Mesa Class I McLaughlin Rd to Hwy 1 Lompoc Valley 1.23 $1,559,000 Hancock College Class I to Celestial Wy Lompoc Valley 1.12 $1,419,000 Constellation Wy Class II Capella Dr to Jupiter Ave Lompoc Valley 0.44 $302,000 Ocean Park Rd Class I Lasalle Canyon Rd to Ocean Beach Park Lompoc Valley 0.75 $950,000 * Denotes projects that are not a product of the respective Community Plan, but from City of Lompoc General Plan. Bicycle Master Plan 17

18 TABLE 9: PLANNED BICYCLE PROJECTS (SANTA MARIA ORCUTT) Project Name Project Location Region/Map Length (miles) Project Cost Orcutt Creek Class I Hwy 1 to Solomon Rd Santa Maria/Orcutt 6.79 $8,604,000 Orcutt Rd Class II Clark Ave to Rice Ranch Rd Santa Maria/Orcutt 0.44 $302,000 Blosser Rd Class II UVP to Clark Ave Santa Maria/Orcutt 0.46 $316,000 Clark Ave Class II Hwy 135 to Hwy 1 Santa Maria/Orcutt 1.1 $755,000 Telephone Rd Class II Betteravia Rd to Clark Ave Santa Maria/Orcutt 4.1 $2,814,000 Note: First five projects above are identified as priority projects for this region. Union Valley Pkwy Class II Bradley Rd to Harmony Ln Santa Maria/Orcutt 0.63 $432,000 Union Valley Pkwy Class II Blosser Rd to Hwy 1 Santa Maria/Orcutt 1.64 $1,126,000 Union Valley Pkwy Class II Hummel Dr to Hwy 135 Santa Maria/Orcutt 0.39 $268,000 Rice Ranch Rd/Broadway Class II Stilwell Rd Class II North Ave to Orcutt Rd Santa Maria/Orcutt 0.92 $631,000 Stubblefield Rd to Clark Ave Santa Maria/Orcutt 1.15 $789,000 El Camino Real Class I Clark Ave to Genoa Wy Santa Maria/Orcutt 0.8 $1,014,000 El Camino Real Class I UVP to Berwyn Dr Santa Maria/Orcutt 0.6 $760,000 Harmony Ln Class II Woodmere Rd to UVP Santa Maria/Orcutt 0.3 $206,000 Dominion Rd Class II Clark Ave to Foxen Canyon Rd Santa Maria/Orcutt 4.14 $2,842,000 E St Class II (extension) UVP to City Line Santa Maria/Orcutt 0.39 $268,000 Solomon Rd Class II Blosser Rd to Beverly Rd Santa Maria/Orcutt 0.41 $281,000 Kapalua Dr Class I Solomon Rd to UVP Santa Maria/Orcutt 0.5 $634,000 Orcutt Garey Rd Class II Dominion Rd/Foxen Canyon Rd Santa Maria/Orcutt 5.3 $3,638,000 Stowell Road Class II Philbric Rd to Hwy 101 Santa Maria/Orcutt 2.41 $1,654,000 Black Rd Class II (S) Mahoney Rd to Hwy 1 Santa Maria/Orcutt 3.1 $2,128,000 Black Rd Class II (N) Betteravia Rd to Main St Santa Maria/Orcutt 2.38 $1,634,000 Hummel Dr Class II Foster Rd to Patterson Santa Maria/Orcutt 1.03 $707,000 Bicycle Master Plan 18

19 Additional projects are noted below that are currently undergoing public review as part of the Goleta Community Plan Update. They are noted as a placeholder and in the event there is decision maker direction to pursue funding. San Simeon Bikeway Improvements Calle Real Extension Highway 101 under or over crossings at Ben Paige Youth Center or at the Bowtie Bicycle Master Plan 19

20 THIS PAGE INTENTIONALLY LEFT BLANK MAP 2: Montecito Summerland Carpinteria Region Bicycle Master Plan 20

21 THIS PAGE INTENTIONALLY LEFT BLANK MAP 3: Goleta Valley Region Bicycle Master Plan 21

22 THIS PAGE INTENTIONALLY LEFT BLANK MAP 4: Santa Ynez Valley Region Bicycle Master Plan 22

23 THIS PAGE INTENTIONALLY LEFT BLANK MAP 5: Lompoc Valley Region Bicycle Master Plan 23

24 THIS PAGE INTENTIONALLY LEFT BLANK MAP 6: Santa Maria Orcutt Region Bicycle Master Plan 24

25 THIS PAGE INTENTIONALLY LEFT BLANK MAP 7: University of California at Santa Barbara Bicycle Master Plan 25

26 Chapter 3: Promoting Bicycle Use Education & Encouragement Education and encouragement programs have proven to be an effective means of increasing the number of people cycling for both recreation and transportation and increasing the safety of those cyclists. Improved cycling skills also make for more confident riders who will be inclined to ride more often. Santa Barbara County has a number of different programs and projects dedicated to the education and encouragement of cyclists of all ages (summarized in Table 8). TABLE 10: EXISTING EDUCATION AND ENCOURAGEMENT EFFORTS IN SANTA BARBARA COUNTY Name Type Project Education Encouragement Description Traffic Solutions Coalition for Sustainable Transportation Coalition for Sustainable Transportation Bicycle Awareness Bicycle Advocacy Bicycle Advocacy Annual Bike Challenge Safe Routes to School Helmet Fittings Incentives for participants to ride their bike everyday in May Bicycle safety assemblies, rodeos and trainings for elementary schools, Bike to School Days Free and low-cost helmets and fittings Santa Barbara Bicycle Coalition Bicycle Advocacy Bici Centro Bike mechanics and Earn A Bike program Santa Barbara Bicycle Coalition Santa Barbara Bicycle Coalition SB County Sheriff California Highway Patrol Bicycle Advocacy Bicycle Advocacy Law Enforcement Law Enforcement Youth Bike/Pedal Power Street Skills Bicycle Safety Rodeo Bicycle Safety Program Bike mechanics, handling, signage and on-street training for Jr. High students Commuter skills with curriculum from League of American Bicyclists Bicycle Master Plan 26

27 In addition there are several groups that are working to meet the needs of bicyclists. Government Traffic Solutions The Santa Barbara County Association of Governments administers Traffic Solutions, a countywide Transportation Demand Management program that promotes ridesharing, public transportation, biking, walking, telecommuting and other transportation alternatives. Traffic Solutions also works directly with local employers to develop on-site alternative transportation programs and administers the Clean Air Express commuter bus service serving northern Santa Barbara County. California Highway Patrol (CHP) and County Sherriff (SBSO) With budget cuts, the CHP and Sherriff s Department have less of a role with bike safety presentations, rodeos or helmet distributions as they have in years past. The agencies do send a representative when hazard assessments are conducted around the schools. Non Profit Santa Barbara Bicycle Coalition/Bici Centro (SBBC) Founded in 1991, SBCC is a countywide advocacy and resource organization that promotes bicycling for safe transportation and recreation. It consists of dedicated volunteers who maintain contact with City, County and regional transportation professionals, elected officials, educators, bike clubs, employee transportation coordinators, bike shops, bike manufacturers and other advocacy groups. As taken from the website: Our Mission: The Bicycle Coalition is a countywide advocacy and resource organization that promotes bicycling for safe transportation and recreation. Bici Centro, a project of the SBBC, is a community DIY bicycle repair shop and education center with the goal of facilitating skill share and increasing reliability and safety for Santa Barbara bicycle riders. Their program and projects include: Bici Centro/Bike Shop/Mechanics - Bring your bike, and they ll help you fix it. Youth Bike A student run bike shop that is refurbishing bikes for the community. Pedal Power An after school program for Junior High students to learn bike mechanics, bike handling skills, hand signs and recreational rides. Super Cyclers An after school program for Elementary school students consisting of bike handling skills with fun games, rules of the road, traffic awareness, and neighborhood rides. Spanish Language Outreach Includes distribution of free bike lights and a mobile bike shop. Street Skills Classes to learn confident commuter skills with the time-tested curriculum of the League of American Bicyclists (LAB) taught by League Cycling Instructors (LCIs). Cycle MAYnia - A month long celebration reaching thousands of Santa Barbara cyclists and community members with wide-ranging bike events for all. Cycle MAYnia is a collaboration of many community members and organizations to include Traffic Solutions. Bike Valet Secure bicycle parking offered at public events such as Santa Barbara Bowl shows, Earth Day and more. Bicycle Master Plan 27

28 Photo 12: Carpinteria Super Cyclers participants. Source: Christine Bourgeois Photo 13: Mobile bike clinic Source: Christine Bourgeois For more information about the Santa Barbara Bicycle Coalition, contact Ed France, Executive Director at (805) or Coalition for Sustainable Transportation (COAST) COAST incorporated in 2001 and provides advocacy, education and outreach to improve transportation options in the Santa Barbara Region, promoting rail, bus, bike and pedestrian access. As taken from the website: Their bicycle and pedestrian related programs and projects include: Safe Routes to School - COAST coordinates the efforts of 20 agency and community partners, including the Santa Barbara Bicycle Coalition, the PTA Safety Committee, various government and law enforcement agencies, Traffic Solutions and the Diabetes Resource Center. SR2S has developed a school zone safety assessment, safety videos, and an education and safety-training program. Bicycle Helmets - COAST distributes low-cost bicycle helmets (free to low-income children). Eastside Walks - A project that started in January of 2011 to improve walking conditions safer in the Eastside by working with local government and organizations, and the community to advocate for pedestrian improvements. Photo 14: Helmet fitting Source: COAST Walking Wednesdays Free and open to the public, walks are a leisurely hour and a half, each month featuring a different theme, location and guest leader. For more information about COAST, contact Caitlin Carlson Project Director of Santa Barbara Walks & COAST Administrator at or caitlin@coast-santabarbara.org. Other area non-profit groups: Echelon Santa Barbara Formed in 1995, a road bicycling club based in Santa Barbara, California. The Echelon Junior Cycling Team aims to build a sustainable Junior Development Program that supports young riders in their goals both on and off their bikes. Bicycle Master Plan 28

29 Lompoc Valley Bicycle Club (LVBC) THE LVBC began in 1993 and is a non-profit, family oriented, recreational organization dedicated to the sport of cycling. LVBC is a club that serves both novice and experienced riders, road and mountain, as well as those who are considering the sport of cycling. Clubs & Teams Santa Barbara/Montecito/Carpinteria Platinum Performance Cycling Team - a group of competitive road and mountain bike racers from the greater Santa Barbara area. Rage Cycling a Santa Barbara based group of cyclist of varying ability Santa Barbara Mountain Trail Volunteers a Santa Barbara based group dedicated to maintaining and improving trails Santa Barbara Triathlon Club a group based in Santa Barbara for multi-sport athletes of all abilities Goleta Goleta Valley Cycling Club A regional bicycle club based in Goleta and Santa Barbara area UCSB Cycling Club A road and mountain bike team for students at the University of California, Santa Barbara UCSB Triathlon Team A multi-sport team for students at the University of California, Santa Barbara Santa Ynez Valley Santa Ynez Valley Cycling Club A regional bike club based in the Santa Ynez Valley Lompoc Valley Lompoc Valley Cycling Club A non-profit, family oriented, recreational organization dedicated to the sport of cycling, started in 1993 Santa Maria Valley Tailwinds Bicycle Club A regional bicycle club based in the Santa Maria Valley Col Vento Cycling A local cycling team comprised of a diverse group of athletes from the Santa Maria and Central California Coast area. Retailers There are over 30 bicycle shops throughout the County providing retail as well as tune-up and bicycle service. Other Resources Bicycle maps indicating recommended bicycle routes and facilities are helpful for both residents and visitors interested in cycling. Traffic Solutions, a project of SBCAG provides free countywide bicycle maps either in print or online. 9 Another online resource called Bike Santa Barbara County features rides, maps and information on bicycle tours Traffic Solutions Bike Map 10 Bike Santa Barbara County Bicycle Master Plan 29

30 Targeting both the tourist population and local residents, Santa Barbara Car Free, a project of the Santa Barbara County Air Pollution Control District, offers discounts and incentives for people that travel car-free to or in Santa Barbara County. 11 Enforcement Enforcement must be used in conjunction with education and encouragement programs but is often lacking. Enforcing the traffic laws for both motorists and cyclists is an important means of keeping bicyclists safe as they are, with pedestrians, the most vulnerable users of the transportation system. With vehicles and bicycles often sharing the road, ensuring that both obey the rules of the road is critical to everyone s safety. See Appendix C for relevant laws from the California Vehicle Code. 11 Santa Barbara Car Free Bicycle Master Plan 30

31 Chapter 4: Bicycle Connection End of Trip Facilities A part of making the bicycle network useful and convenient is to incorporate well-planned bicycle parking, storage and end use facilities. Where a cyclist can store their bicycle, a place to change clothes and store their gear are equally as important as the route chosen. If adequate end-use facilities are not provided, cyclists will often choose other modes of transportation. Providing secure short and long-term bicycle parking compliments a well-planned network as bicycle theft can be a deterrent to would-be cyclists. Short-Term Bicycle Parking Short-term bicycle parking is generally geared towards parking of a few minutes to several hours. Often times this is for shoppers, people eating at restaurants, visitors to office buildings or parks. Bicycle parking must be: Secure In well-lit areas with consistent traffic to deter theft. Convenient Close to building entrances and major use areas. Parking must be accessible 24 hours per day. Plentiful Insufficient parking leads to cyclists locking their bikes to street furniture, trees, light posts and more, often obstructing entrances and pedestrian traffic. There are several types of bicycle racks available such as hitching posts, inverted U, grid, wave and even artistic designs that are more individualized for a certain location. In choosing a rack for public use, several features should be included. 12 Bike racks should: support the frame of the bicycle and not just one wheel. allow the frame and one wheel to be locked to the rack when both wheels are left on the bike. allow the frame and both wheels to be locked to the rack if the front wheel is removed. allow the use of either a cable or U-shaped lock. be securely anchored. be usable by bikes with no kickstand. be usable by bikes with water bottle cages. be usable by a wide variety of sizes and types of bicycle Bicycle Master Plan 31

32 Examples of Bicycle Racks That DO Meet the Design Requirements Photo 15: Inverted U Rack Photo 16: Saris city rack Photo 17: Post and ring rack Examples of Bicycle Racks That DO NOT Meet the Design Requirements Photo 18: Ribbon rack Photo 19: Grid or fence rack Photo 20: Front wheel only rack Photo 21: Front wheel only rack For more information on the best choices for bike locks and ways to prevent bike theft, see Appendix D How to Lock Your Bike. Long-Term Bicycle Parking This type of parking usually assumes that the bicyclist will be gone all day either at work or school or even away overnight. This type of parking generally focuses less on convenience and more on security. Bicycle Lockers In areas where people will need to store their bicycles for long periods of time or overnight, bicycle lockers are preferred. Not only do they protect bicycles and their components from theft and vandalism, lockers can provide protection from the weather. There are several design choices available that include spaces where the rider adds their own lock or some that are rented for longer period (often a month) and are keyed. Transit centers, train stations, and park and ride lots are important locations to make lockers available. Other Bicycle Parking Facilities There are several other ways to provide secure long-term bicycle facilities. Some employers offer a corner room, a fenced in area in the parking lot or expanded locker space for employees to park and store their bicycles inside. The City of Santa Barbara features Bike Station. With membership and secure access, the facility boasts 78 bicycle racks, a shower and unisex bathroom, lockers, tools, work stand, an air compressor, bike and public transit information, and a vending machine with bicycle accessories for purchase. Bicycle Master Plan 32

33 Photo 22 Bikestation Santa Barbara. Source: Bikestation Multi-Mode Connections Bicycles and Transit Surveys have indicated that people are often willing to bicycle 3-4 times the distance that they would be willing to walk. As many bicyclists are often multi-mode users, integrating the bikeways system with transit and rail as well as providing park and ride lots are also important components. In addition, the use of bicycles could make transit more accessible for more people. Urban planners often talk about the last mile being the most challenging leg of a commuter trip: bridging the gap between a person s home and transit stop, and transit stop and workplace. This need can often be simply met with a bicycle but again relies on secure bicycle parking at either end of the trip. Photo 23: Bus-mounted bicycle rack. Source: SBMTD In the County, almost all buses have racks to carry two bicycles on the front of the bus whereas the Breeze has space for three. Please see Appendix E for more information on how to load a bicycle on a bus mounted bicycle rack. Most Amtrak Pacific Surfliner trains provide onboard bicycle storage for up to three bikes per car, making it easier to commute or travel with a bicycle. Some trains may require bicycles to be boxed. It is recommended that you research the conditions specific to the train you wish to take. Park and Ride Lots A way to make a multi-mode commute easier is for jurisdictions to provide park and ride lots, which are often targeting car and vanpool riders. Spots are usually available on a first come, first serve basis and are a way to help address issues of the last mile. Secure, long-term bicycle parking such as bicycle lockers should be provided. Bicycle Master Plan 33

34 Chapter 5: Bicycle Policies and Plans Relationship to Land-Use Planning Proposed future bikepath links shown in this Bicycle Master Plan were culled from projects previously identified through prior planning that occurred for the County s adopted General Plan and Community Plans 13. The proposed bikepaths are intended to provide connections to and through major urban centers in both the incorporated and unincorporated parts of the County. The goal is to give people who choose not to rely exclusively on the automobile safe and convenient transportation options by developing a comprehensive bikepath network with seamless connections between the eight cities and the County. The overall bikepath network should strive to connect residential areas with major job centers, shopping and services, and recreational areas. Consistency with Regional Plans and City Plans Coordination between all eight cities and the County is crucial for the construction of a costeffective, safe and convenient bikepath network. Bicyclists should experience seamless connections on bikepaths as they pass from jurisdiction to jurisdiction. As a part of the update to the County s Bicycle Master Plan, staff reviewed current Bicycle Plans that were available from each of the eight cities located within Santa Barbara County. In addition, staff reviewed SBCAG s Draft Regional Bicycle Plan. The review compared proposed bicycle related facilities and infrastructure located in the unincorporated areas with facilities and infrastructure located in the unincorporated areas. Missing gaps or inconsistencies between plans were identified and addressed so that the entire bikepath network is comprehensive and consistent. Comprehensive Plan and Community Plans State law requires that all cities and counties adopt a comprehensive, long-term general plan that outlines physical development of the county or city. The general plan must cover a local jurisdiction's entire planning area so that it can adequately address the broad range of issues associated with the city or county's development. Ultimately, the general plan expresses the community's development goals and embodies public policy relative to the distribution of future public and private land uses. The general plan may be adopted as a single document or as a group of documents relating to subjects or geographic segments of the planning area. As part of its General Plan, the County has prepared Community Plans for each of the urbanized areas located in the unincorporated portions of Santa Barbara County. The County works with local residents to develop goals, policies, programs and land use in each planning area. Community Plans have been developed for the unincorporated areas of the County 13 Santa Barbara County Comprehensive Plan Circulation Element: Bicycle Master Plan 34

35 including: Los Alamos, Orcutt, Santa Ynez, Montecito, Summerland, Eastern Goleta, Toro Canyon, Mission Canyon and Isla Vista. See Appendix F for a list of the documents referenced for this Bicycle Master Plan. In updating the Bicycle Master Plan, staff reviewed all of the adopted Bikeways maps contained in the General Plan and each of the Community Plans. New bikeway links identified in these maps are now shown on the maps prepared for this Bicycle Master Plan. In addition, staff reviewed all of the policies in each of these plans pertaining to bicycle related infrastructure. Each of these policies is contained in Appendix G. Community Involvement The General Plan and Community Plans that are integrated into the County Bicycle Master Plan underwent extensive community process prior to Board of Supervisors approval with numerous public meetings and hearing for each plan. The Draft County Bicycle Master Plan will undergo review from regional stakeholder groups. During implementation of specific projects identified in the Bicycle Master Plan there will be more opportunity for public involvement as projects are developed. Bicycle Master Plan 35

36 Appendices Appendix A: List of Acronyms AASHTO BMP BTA BTP BTS Caltrans CHP COAST ITE MUTCD SBBC SBSO SBMTD SBCAG SWITRS UCSB USDOT American Association of State Highway and Transportation Officials Bicycle Master Plan Bicycle Transportation Account Bicycle Transportation Plan Bureau of Transportation Statistics, California Department of Transportation California Highway Patrol The Coalition for Sustainable Transportation Institute of Traffic Engineers Manual on Uniform Traffic Control Devices Santa Barbara Bicycle Coalition Santa Barbara County Sheriff s Organization Santa Barbara Metropolitan Transit District Santa Barbara County Association of Governments Statewide Integrated Traffic Records System University of California, Santa Barbara United States Department of Transportation Bicycle Master Plan 36

37 Appendix B: California Bicycle Transportation Act Streets and Highways Code Section It is the intent of the Legislature, in enacting this article, to establish a bicycle transportation system. It is the further intent of the Legislature that this transportation system shall be designed and developed to achieve the functional commuting needs of the employee, student, business person, and shopper as the foremost consideration in route selection, to have the physical safety of the bicyclist and bicyclist's property as a major planning component, and to have the capacity to accommodate bicyclists of all ages and skills As used in this chapter, "bicycle" means a device upon which any person may ride, propelled exclusively by human power through a belt, chain, or gears, and having either two or three wheels in a tandem or tricycle arrangement As used in this article, "bicycle commuter" means a person making a trip by bicycle primarily for transportation purposes, including, but not limited to, travel to work, school, shopping, or other destination that is a center of activity, and does not include a trip by bicycle primarily for physical exercise or recreation without such a destination As used in this article, "bikeway" means all facilities that provide primarily for bicycle travel. For purposes of this article, bikeways shall be categorized as follows: (a) Class I bikeways, such as a "bike path," which provide a completely separated right-of-way designated for the exclusive use of bicycles and pedestrians with cross flows by motorists minimized. (b) Class II bikeways, such as a "bike lane," which provide a restricted right-of-way designated for the exclusive or semi exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited, but with vehicle parking and cross flows by pedestrians and motorists permitted. (c) Class III bikeways, such as an on street or off-street "bike route," which provide a right-of-way designated by signs or permanent markings and shared with pedestrians or motorists The department, in cooperation with county and city governments, shall establish minimum safety design criteria for the planning and construction of bikeways and roadways where bicycle travel is permitted. The criteria shall include, but not be limited to, the design speed of the facility, minimum widths and clearances, grade, radius of curvature, pavement surface, actuation of automatic traffic control devices, drainage, and general safety. The criteria shall be updated biennially, or more often, as needed. Bicycle Master Plan 37

38 The department shall establish uniform specifications and symbols for signs, markers, and traffic control devices to designate bikeways, regulate traffic, improve safety and convenience for bicyclists, and alert pedestrians and motorists of the presence of bicyclists on bikeways and on roadways where bicycle travel is permitted All city, county, regional, and other local agencies responsible for the development or operation of bikeways or roadways where bicycle travel is permitted shall utilize all minimum safety design criteria and uniform specifications and symbols for signs, markers, and traffic control devices established pursuant to Sections and A city or county may prepare a bicycle transportation plan, which shall include, but not be limited to, the following elements: (a) The estimated number of existing bicycle commuters in the plan area and the estimated increase in the number of bicycle commuters resulting from implementation of the plan. (b) A map and description of existing and proposed land use and settlement patterns which shall include, but not be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, and major employment centers. (c) A map and description of existing and proposed bikeways. (d) A map and description of existing and proposed end-of-trip bicycle parking facilities. These shall include, but not be limited to, parking at schools, shopping centers, public buildings, and major employment centers. (e) A map and description of existing and proposed bicycle transport and parking facilities for connections with and use of other transportation modes. These shall include, but not be limited to, parking facilities at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting bicyclists and bicycles on transit or rail vehicles or ferry vessels. (f) A map and description of existing and proposed facilities for changing and storing clothes and equipment. These shall include, but not be limited to, locker, restroom, and shower facilities near bicycle parking facilities. (g) A description of bicycle safety and education programs conducted in the area included within the plan, efforts by the law enforcement agency having primary traffic law enforcement responsibility in the area to enforce provisions of the Vehicle Code pertaining to bicycle operation, and the resulting effect on accidents involving bicyclists. (h) A description of the extent of citizen and community involvement in development of the plan, including, but not limited to, letters of support. (i) A description of how the bicycle transportation plan has been coordinated and is consistent with other local or regional transportation, air quality, or energy conservation plans, including, but not limited to, programs that provide incentives for bicycle commuting. Bicycle Master Plan 38

39 (j) A description of the projects proposed in the plan and a listing of their priorities for implementation. (k) A description of past expenditures for bicycle facilities and future financial needs for projects that improve safety and convenience for bicycle commuters in the plan area (a) A city or county that has prepared a bicycle transportation plan pursuant to Section may submit the plan to the county transportation commission or transportation planning agency for approval. The city or county may submit an approved plan to the department in connection with an application for funds for bikeways and related facilities, which will implement the plan. If the bicycle transportation plan is prepared, and the facilities are proposed to be constructed, by a local agency other than a city or county, the city or county may submit the plan for approval and apply for funds on behalf of that local agency. (b) The department may grant funds applied for pursuant to subdivision (a) on a matching basis, which provides for the applicant' s furnishing of funding for 10 percent of the total cost of constructing the proposed bikeways and related facilities. The funds may be used, where feasible, to apply for and match federal grants or loans The Sacramento Area Council of Governments, pursuant to subdivision (d) of Section 2551, may purchase, operate, and maintain callboxes on class 1 bikeways The governing body of a city, county, or local agency may do all of the following: (a) Establish bikeways. (b) Acquire, by gift, purchase, or condemnation, land, real property, easements, or rights-of-way to establish bikeways. (c) Establish bikeways pursuant to Section of the Vehicle Code (a) Rights-of-way established for other purposes by cities, counties, or local agencies shall not be abandoned unless the governing body determines that the rights-of-way or parts thereof are not useful as a non-motorized transportation facility. (b) No state highway right-of-way shall be abandoned until the department first consults with the local agencies having jurisdiction over the areas concerned to determine whether the right-of-way or part thereof could be developed as a non-motorized transportation facility. If an affirmative determination is made, before abandoning the rightof-way, the department shall first make the property available to local agencies for development as non-motorized transportation facilities in accordance with Sections and of this code and Section of the Government Code (a) The Bicycle Transportation Account is continued in existence in the State Transportation Fund, and, notwithstanding Section of the Government Code, the money in the account is Bicycle Master Plan 39

40 continuously appropriated to the department for expenditure for the purposes specified in Section Unexpended moneys shall be retained in the account for use in subsequent fiscal years. (b) Any reference in law or regulation to the Bicycle Lane Account is a reference to the Bicycle Transportation Account The department shall allocate and disburse moneys from the Bicycle Transportation Account according to the following priorities: (a) To the department, the amounts necessary to administer this article, not to exceed 1 percent of the funds expended per year. (b) To counties and cities, for bikeways and related facilities, planning, safety and education, in accordance with Section The Bikeway Account, created in the State Transportation Fund by Chapter 1235 of the Statutes of 1975, is continued in effect, and, notwithstanding Section of the Government Code, money in the account is hereby continuously appropriated to the department for expenditure for the purposes specified in this chapter. Unexpended money shall be retained in the account for use in subsequent fiscal years The Legislature finds and declares that the construction of bikeways pursuant to this article constitutes a highway purpose under Article XIX of the California Constitution and justifies the expenditure of highway funds therefor The department shall disburse the money from the Bicycle Transportation Account pursuant to Section for projects that improve the safety and convenience of bicycle commuters, including, but not limited to, any of the following: (a) New bikeways serving major transportation corridors. (b) New bikeways removing travel barriers to potential bicycle commuters. (c) Secure bicycle parking at employment centers, park-and-ride lots, rail and transit terminals, and ferry docks and landings. (d) Bicycle-carrying facilities on public transit vehicles. (e) Installation of traffic control devices to improve the safety and efficiency of bicycle travel. (f) Elimination of hazardous conditions on existing bikeways. (g) Planning. (h) Improvement and maintenance of bikeways. In recommending projects to be funded, due consideration shall be given to the relative cost effectiveness of proposed projects The department shall not finance projects with the money in accounts continued in existence pursuant to this article which could be financed appropriately pursuant to Article 2 (commencing with Section 887), or fully financed with federal financial assistance If available funds are insufficient to finance completely any project whose eligibility is established pursuant to Section 893, the project shall retain its priority for allocations in subsequent fiscal years. Bicycle Master Plan 40

41 The department shall make a reasonable effort to disburse funds in general proportion to population. However, no applicant shall receive more than 25 percent of the total amounts transferred to the Bicycle Transportation Account in a single fiscal year The department may enter into an agreement with any city or county concerning the handling and accounting of the money disbursed pursuant to this article, including, but not limited to, procedures to permit prompt payment for the work accomplished The department, in cooperation with county and city governments, shall adopt the necessary guidelines for implementing this article. Bicycle Master Plan 41

42 Appendix C: California Vehicle Code Riding Bicycle Under Influence of Alcohol or Drugs Notwithstanding Section 21200, it is unlawful for any person to ride a bicycle upon a highway while under the influence of an alcoholic beverage or any drug, or under the combined influence of an alcoholic beverage and any drug. Any person arrested for a violation of this section may request to have a chemical test made of the person's blood, breath, or urine for the purpose of determining the alcoholic or drug content of that person's blood pursuant to Section 23612, and, if so requested, the arresting officer shall have the test performed. A conviction of a violation of this section shall be punished by a fine of not more than two hundred fifty dollars ($250). Violations of this section are subject to Section Amended Sec. 17, Ch. 22, Stats Effective May 26, Equipment Requirements (a) No person shall operate a bicycle on a roadway unless it is equipped with a brake which will enable the operator to make one braked wheel skid on dry, level, clean pavement. (b) No person shall operate on the highway a bicycle equipped with handlebars so raised that the operator must elevate his hands above the level of his shoulders in order to grasp the normal steering grip area. (c) No person shall operate upon a highway a bicycle that is of a size that prevents the operator from safely stopping the bicycle, supporting it in an upright position with at least one foot on the ground, and restarting it in a safe manner. (d) A bicycle operated during darkness upon a highway, a sidewalk where bicycle operation is not prohibited by the local jurisdiction, or a bikeway, as defined in Section of the Streets and Highways Code, shall be equipped with all of the following: (1) A lamp emitting a white light that, while the bicycle is in motion, illuminates the highway, sidewalk, or bikeway in front of the bicyclist and is visible from a distance of 300 feet in front and from the sides of the bicycle. (2) A red reflector on the rear that shall be visible from a distance of 500 feet to the rear when directly in front of lawful upper beams of headlamps on a motor vehicle. (3) A white or yellow reflector on each pedal, shoe, or ankle visible from the front and rear of the bicycle from a distance of 200 feet. (4) A white or yellow reflector on each side forward of the center of the bicycle, and a white or red reflector on each side to the rear of the center of the bicycle, except that bicycles that are equipped with reflectorized tires on the front and the rear need not be equipped with these side reflectors. (e) A lamp or lamp combination, emitting a white light, attached to the operator and visible from a distance of 300 feet in front and from the sides of the bicycle, may be used in lieu of the lamp required by paragraph (1) of subdivision (d). Amended Ch. 723, Stats Effective January 1, Amended Sec. 1, Ch. 232, Stats Effective January 1, Operation on Roadway Bicycle Master Plan 42

43 (a) Any person operating a bicycle upon a roadway at a speed less than the normal speed of traffic moving in the same direction at that time shall ride as close as practicable to the right-hand curb or edge of the roadway except under any of the following situations: (1) When overtaking and passing another bicycle or vehicle proceeding in the same direction. (2) When preparing for a left turn at an intersection or into a private road or driveway. (3) When reasonably necessary to avoid conditions (including, but not limited to, fixed or moving objects, vehicles, bicycles, pedestrians, animals, surface hazards, or substandard width lanes) that make it unsafe to continue along the right-hand curb or edge, subject to the provisions of Section For purposes of this section, a "substandard width lane" is a lane that is too narrow for a bicycle and a vehicle to travel safely side by side within the lane. (4) When approaching a place where a right turn is authorized. (b) Any person operating a bicycle upon a roadway of a highway, which highway carries traffic in one direction only and has two or more marked traffic lanes, may ride as near the left-hand curb or edge of that roadway as practicable. Amended Sec. 4, Ch. 674, Stats Effective January 1, Permitted Movements from Bicycle Lanes (a) Whenever a bicycle lane has been established on a roadway pursuant to Section 21207, any person operating a bicycle upon the roadway at a speed less than the normal speed of traffic moving in the same direction at that time shall ride within the bicycle lane, except that the person may move out of the lane under any of the following situations: (1) When overtaking and passing another bicycle, vehicle, or pedestrian within the lane or about to enter the lane if the overtaking and passing cannot be done safely within the lane. (2) When preparing for a left turn at an intersection or into a private road or driveway. (3) When reasonably necessary to leave the bicycle lane to avoid debris or other hazardous conditions. (4) When approaching a place where a right turn is authorized. (b) No person operating a bicycle shall leave a bicycle lane until the movement can be made with reasonable safety and then only after giving an appropriate signal in the manner provided in Chapter 6 (commencing with Section 22100) in the event that any vehicle may be affected by the movement. Amended Sec. 5, Ch. 674, Stats Effective January 1, Obstruction of Bikeways or Bicycle Paths or Trails (a) No person may stop, stand, sit, or loiter upon any class I bikeway, as defined in subdivision (a) of Section of the Streets and Highways Code, or any other public or private bicycle path or trail, if the stopping, standing, sitting, or loitering impedes or blocks the normal and reasonable movement of any bicyclist. Bicycle Master Plan 43

44 (b) No person may place or park any bicycle, vehicle, or any other object upon any bikeway or bicycle path or trail, as specified in subdivision (a), which impedes or blocks the normal and reasonable movement of any bicyclist unless the placement or parking is necessary for safe operation or is otherwise in compliance with the law. (c) This section does not apply to drivers or owners of utility or public utility vehicles, as provided in Section (d) This section does not apply to owners or drivers of vehicles who make brief stops while engaged in the delivery of newspapers to customers along the person's route. (e) This section does not apply to the driver or owner of a rubbish or garbage truck while actually engaged in the collection of rubbish or garbage within a business or residence district if the front turn signal lamps at each side of the vehicle are being flashed simultaneously and the rear turn signal lamps at each side of the vehicle are being flashed simultaneously. (f) This section does not apply to the driver or owner of a tow vehicle while actually engaged in the towing of a vehicle if the front turn signal lamps at each side of the vehicle are being flashed simultaneously and the rear turn signal lamps at each side of the vehicle are being flashed simultaneously. Amended Ch. 517, Stats Effective January 1, Amended Sec. 21, Ch. 1007, Stats Effective January 1, Amended Sec. 7, Ch. 127, Stats Effective July 30, Bicycle Master Plan 44

45 Appendix D: Tips on Locking Your Bicycle Information provided by John Brandt, a Police Officer in the Washington, D.C. area from who also ran a police bicycle unit and a crime prevention unit for many of those years. After 30 years of police work, he is unaware of ANY bike ever being stolen on campus if it was locked with a u-lock, through both wheels and the frame, to a real bike rack. His tips are summarized below. Information About Cables: Cable locks 3/8" to 5/8" (coated or uncoated) just plain don't work as a primary locking device. Thinner cables are even more worthless. Cables can be a good device for preventing opportunistic, walk-off thefts, but if your bike is out of your sight, they're practically worthless. Cables can be easily beaten in four ways (two by easily concealable tools): 12-inch long, cable-cutter in 1-4 seconds: The result is a neatly severed cable that looks like it was cut by a giant pair of scissors. pair of needle-nosed pliers in 90 seconds: All they do is clamp the cable (even plastic coated cables) in the wire-cutter portion of the pliers and then rotate the pliers while squeezing. The cable gets severed one strand at a time. battery powered corner grinder in 5-15 seconds: This is noisy, shoots sparks, and attracts attention so the thieves tend to avoid it. standard bolt-cutter, attacking the combination locking portion instead of the cable in seconds Essentially, they crunch the lock until it literally falls apart. Information About U-Locks: You generally need power tools to defeat a u-lock and that makes them less likely to be attacked, but they're not a perfect solution to bike theft and the bike owner is still their own worst enemy when they don't use the lock properly. U-locks can be defeated by corner-grinders (noise and lots of sparks), spreader-tools like old Volvo screw-jacks (not well-known to thieves and unwieldy), and portable electric-hydraulic rebar cutters (very expensive and almost unknown to thieves, also very heavy and not easily concealed). There are also circular-shaped drill bits to drill the locks out, but again, they're not well known, they lose teeth quickly, and they need a drill so they're sort of obvious. How to Use A U-Lock Lock your u-lock through both wheels, frame, and a substantial bike rack. This requires removing your front wheel. o When you do this, it makes it very difficult for bike thieves who use 'spreadertools' to defeat the u lock. There's no room to get any tool in the right place without damaging what you're trying to steal. If you attach your u-lock through your frame, but not any wheel, your bike can still be ridden off if what you're secured to can be defeated. o People ride around with u-locks hanging from their frames and handlebars all the time. Cops don't pay any attention to this. Bicycle Master Plan 45

46 If your u-lock is through your bike frame and at least one wheel, your bike is less likely to be stolen than almost any other bike around. Every other bike is easier to steal and get away with so that's where the thieves go. Most Common Locking Mistakes Locking only the front wheel allows the thief to steal an unsecure front wheel from a similar, nearby bike and attach it to your bike. You're left with your front wheel and your lock. Someone else, nearby, has a bike, but no front wheel. Locking a bike through the front fork, the thief will remove the bike from the front wheel and pull the fork up and out of the lock. The bike and wheel are then reconnected and they ride away, leaving your lock empty on the rack. Locking a bike at a loose, inverted-u rack, allows the thief to just pull the rack out of the ground to free your bike to steal. They'll put the rack back in the ground and hope to get more bikes off it in the future. Where to Lock Using a U-Lock DON T Use: Landscape items - thieves just rip bicycles up and off of most. Sign Post/Parking meter head - If your lock fits over the top they can just lift your bike off the meter/post. Wrought iron It s actually quite weak at each weld-point; you may not even notice that it's already broken and bends easily. Chains that stretch between bollards - The chain can usually be cut or just pulled out from one end and every bike along that chain is now loose. Arms and legs of decorative lawn or patio furniture They are easy to separate and thieves push them back together so they look secure for the next bicyclist. Parts Theft If it can be removed without tools, it can be easily stolen. Change your seat post quick release to a bolt. Replace wheel quick releases with bolted axles or with locking mechanisms ($$), or you can put a zip-tie on the spoon to hold it tight against the frame or fork. It's not perfect, but it makes it harder to open the spoon. If you carry tools to do road-repairs on your bike, you should have something that can pop the zip-tie if you get a flat. If not, you can still fix the flat with the wheel still on. Buy lights that bolt or screw on, take them with you, or buy cheap enough to not worry about the loss. Take your computer with you. It's unlikely that a thief wants your old model, but why tempt them or provide a target for a vandal. Always take your bags with you. Lastly, register your bike with somebody, record your serial number somewhere, be able to give a detailed description of your bike, and always report it if it's stolen. P.S. If you're a bike thief, please forget everything you just read; there's just no way to beat any bike lock. Find another profession. There's no profit in stealing bikes because the cops recover EVERY bike and arrest EVERY thief; EVERY time. Bicycle Master Plan 46

47 Appendix E: Bringing Your Bike on the Bus From SBMTD: Bringing your bike Bike & Bus has never been easier! Now it's more convenient than ever to get around town. Bicyclists simply load their bikes on easy-to-use bicycle racks mounted securely to the front of all MTD buses (except electric shuttles). Simple instructions are posted directly on the racks and detailed below. Two bikes can be carried at once and they are held in place by a spring-loaded clamp. The racks hold most wheel and frame sizes, including some children's bikes. Each bike can be loaded and unloaded independently. You are responsible for loading, securing, and removing your own bicycle. Bicycle racks are available on a first come-first served basis. If the bike rack on your bus is full, you must wait for the next bus, or leave (lock) your bike at the bus stop. Bicycles are not allowed inside MTD buses (except folding bikes held by passengers). No motorized bicycles are allowed except lightweight electric bikes with fully enclosed battery packs. Only single-seat, two-wheel bicycles are permitted on the bike racks. Bicycle trailers do not fit on the racks and are not allowed on the bus. Bicycles must fit securely in the rack and cannot obstruct the driver's view. All accessories that obstruct the driver's view or the bus headlights must be removed. Children 12 and under must be accompanied and assisted by an adult. There is no extra cost for using the Bike & Bus program. MTD recommends that you label your bike with ID and contact information. Don't forget your bike! MTD will charge a $10 handling fee (cash, local check, or money order ONLY) for the return of any bike that is left on the bus. Bicycle Master Plan 47

48 From Santa Ynez Valley Transit: Bicycle Master Plan 48