CHICO BICYCLE PLAN 2018 Update

Transcription

1 CHICO BICYCLE PLAN 2018 Update City of Chico Adopted by City Council on XXX

2 Acknowledgements CITY COUNCIL MEMBERS Sean Morgan, Mayor Reanette Fillmer, Vice Mayor Andrew Coolidge Karl Ory Ann Schwab Mark Sorenson Randall Stone ADVISORY COMMITTEE Ivan Garcia, BCAG Julie Kistle, CUSD Renee Buchan, Chico Velo Pete Hollingsworth, Butte Bicycle Coalition Karen Goodwin, Butte Bicycle Coalition Oliver Montalbano, CSU Chico Associated Students CITY STAFF Brendan Ottoboni, Public Works Director Bikram Kahlon, Senior Traffic Engineer Wyatt West, Assistant Engineer Janine Rood, Bike/Pedestrian Coordinator CONSULTANT STAFF Dru van Hengel, Principal; Drew Meisel, Senior Designer Corinna Kimball Brown, Associate 2018 Update Page ii

3 Table of Contents FIGURES AND TABLES INTRODUCTION EXISTING BICYCLE NETWORK AND CURRENT CONDITIONS... 3 A. Current Land Use and Settlement Patterns... 4 B. Current Bicycle Use and Collision Data... 6 C. Existing End of Trip Facilities... 9 D. Existing Integration with Transit and other Transport Modes E. Existing Bike Safety Education and Encouragement Programs F. Disadvantaged/Underserved Communities COMMUNITY VISION A. Community Engagement Process B. Issues Identified C. Solutions Proposed GOALS, STRATEGY AND POLICY A. Existing Policies and Plans B. Goals, Objectives and Policies ERROR! BOOKMARK NOT DEFINED Update Page iii

4 5 IMPLEMENTATION A. Proposed Bicycle Network B. Proposed Land Use and Settlement Patterns C. Proposed End of Trip Facilities D. Proposed Integration with Transit and Other Transport Modes E. Proposed Bike Safety Education and Encouragement Programs F. Resulting Increase in Bike Commuters Anticipated FUNDING AND ADMINISTRATION A. Past Bicycle Projects B. Funding Sources APPENDIX: BIKEWAY PROJECTS Update Page iv

5 Figures and Tables <Reviewers note: list to be finalized after first draft review is complete> 1

6 1 Introduction The goal of the Chico Bicycle Plan is to provide guidance for building a network of bikeways that appeal to people of all ages and abilities, create a stronger community, and help businesses thrive. Chico s cultural identity is closely associated with bicycling. Small tributes to bicycling are sprinkled throughout the city. Public street art, murals, and uniquely decorative bike parking racks all celebrate bicycling as a way of life. College students biking between CSU Chico and popular city destinations are a frequent sight. Families traveling between home and school, work or the local farmers market are equally common. On the weekend, recreational cyclists can be seen at cafes and heading out on local roads and trails. Chico s network of Shared Paths (32 miles), Bike Lanes (33 miles) and Signed Bike Routes (21 miles) provides recreational and utilitarian bicycling opportunities for visitors and residents alike. A significant portion of the bicycle network consists of off-street paths and trails that provide bicyclists a comfortable place to ride separated from motorized traffic. On the road, shared bike/motorist facilities dominate, with bike lanes primarily on major roadways and signed bike routes taking advantage of quieter local streets. Studies show Chico s Bicycle Mode Share (the percentage of people choosing bicycles for local transportation) is about 6%, significantly higher than the national average (see section 2B for details). Chico has participated in the League of American Bicyclists Bike Friendly Communities program for several decades, and in 2016 achieved Gold status. Chico has won many other bike-related awards including Bicycling Magazine s coveted Best Bicycling City in 1997, and recently was ranked the 6 th Safest City for Bicycling in the US, in a study by security firm ADT. The City of Chico has been very proactive in bicycle planning since the early 1980s. The City s first Bicycle Plan was developed in 1991, and it has been revised and updated regularly with the most recent previous update in The 2018 Chico Bicycle Plan continues the evolution with updates related to progress achieved as well as to adopting current active transportation strategies and tactics. Highlights of 2018 Update 2 Expanding from bike facilities to modern/complete bikeway network Transitioning from Bike Routes to Bike Boulevards Recommendations for Wayfinding implementation Introduction of buffered and separated bikeway (new Class 4 facility) Project list updated to remove completed projects and add new projects Project prioritization based on bicyclists inputs/needs

7 2 Existing Bicycle Network and Current Conditions Chico s existing bicycle network, shown in FigureXX, next page, is centered around a robust system of off-street bike paths that are augmented by on-street bike lanes on major roadways, and signed bike routes on lower traffic streets. On-street connections to key destinations serve utilitarian bicycling purposes, but these facilities are generally bike lanes or signed bike routes, which are less comfortable for non-vehicular/less-confident bicyclists. The existing bike network, while relatively comprehensive, suffers from gaps between individual facilities, high-stress components and missing/sporadic wayfinding. Based on the guidelines and standards in the CalTrans Guide to Bikeway Classifications (published July 2017), Chico s existing bicycle network consists of 32 miles of Class 1 Bike Paths, 33 miles of Class 2 Bike Lanes and 21 miles of Class 3 Bike Routes. Wayfinding is another important aspect of the modern Bicycle Network. Good wayfinding helps to connect people to destinations via the safest, most comfortable route. Chico s bicycle network includes comprehensive wayfinding signage on newer routes such as Bikeway 99, but only minimal/sporadic wayfinding signage on older routes. Bikeway 99 uses quality maps and wayfinding signage to help trail users reach their destinations. Some on-street bikeway signage exists, but it does not specify destinations, distance, or travel time estimates 3

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9 A. Current Land Use and Settlement Patterns The Chico Urban Area encompasses approximately 54 square miles (140 square kilometers) in the northwest portion of Butte County in the northern Sacramento Valley (Figure 1). Chico is the county's largest metropolitan area, with a population of over 93,000 according to the US Census 2017 estimate. The Chico Urban Area is remarkably flat, with elevations averaging approximately 200 feet. The surrounding landscape is characterized by flat agricultural terrain and the Sacramento River to the west with the rolling terrain of the foothills to the east. Chico's climate, like that of the rest of the northern Sacramento Valley, is generally categorized as Mediterranean, with hot, dry summers and cool, wet winters. Annual rainfall averages about 25 inches per year in the valley. Chico is ideally suited for bicycling but some barriers, both natural and man-made obstacles do exist. Natural barriers such as Big Chico Creek, Little Chico Creek, Comanche Creek and Butte Creek. Man-made barriers include Lindo Channel, SR 99, SR 32, and the Union Pacific Railroad paralleling SR 32. Chico s land use and settlement patterns are indicated in the Chico 2030 General Plan Land Use, map# XX. Land use matters because it defines and predicts trip origin and destination points for all transportation modes. From a bicycling perspective, the following land use categories are most significant: residential, education, shopping, public services, employment centers, and recreational and social outlets. Major residential areas are located throughout the City. Schools are also located throughout the City, though many children today live outside a safe bike ride distance from their schools. One of the primary characteristics that sets Chico apart from other valley towns is California State University, Chico. The university brings with it jobs, cultural enhancements, a large student population, and educational opportunities for the community, as well as a high demand for bicycle transportation infrastructure and facilities. Butte College s Chico Center also drives education-related trips. The Chico downtown area and the two regional shopping developments, North Valley Plaza and Chico Mall, are primary shopping areas/destinations. Other smaller shopping areas, such as the Market Place and Park Plaza, are located throughout the City. Public buildings include City, county, state, and federal offices. Most of the City offices are located at the City Hall complex in downtown Chico or on Fir Street/Humboldt Road. The California Highway Patrol office is also located on Humboldt Road. Employment opportunities are scattered throughout Chico. Education, retail sales, recreation/accommodation, and construction make up four of the largest employment segments in Chico. In addition, the Chico Municipal Airport industrial park is home to several large manufacturing and distribution centers. 5

10 Figure: Chico 2030 General Plan Land Use, map# XX. The major recreational attraction in Chico is Bidwell Park, which attracts visitors from all over the area. One of the largest city parks in the United States, Bidwell Park is used extensively by all segments of the community. Within the park are facilities for swimming, hiking, bicycling, picnicking, softball, golfing, fishing, and other recreational activities. Other recreational attractions include several city parks, the Silver Dollar Fairgrounds, Bidwell Mansion, and the Sacramento River. B. Current Bicycle Use and Collision Data The City of Chico completed a study of bicycle usage* in 2016, and results indicate that approximately 8% of the population in Chico, or roughly 7400 people, bicycles daily. The League of American Bicyclists 2017 Where We Ride report indicates Chico has a 5.5% bike mode-share for commuting, or 6

11 roughly 5100 daily bike commuters. The exact number for ridership is most likely somewhere in the middle of these two data points. This is well above the national average of approximately 3%. Chico has a climate, culture, and street network that strongly supports the confident/skilled bicycle rider or vehicular cyclist who feels comfortable sharing the road with cars. But less-confident riders face multiple barriers including the lack of separated bike facilities, stressful crossings of major roadways, and lack of wayfinding signage. As the Current Rate of Bicycling and Level of Stress in Chico, map# XX illustrates, the highest concentration of daily bicyclists is in downtown and the neighborhoods immediately adjacent (dark gray). Many neighborhoods next to Bikeway 99 also demonstrate higher numbers of people bicycling. The map also indicates Level of Stress for bicycle riding on roads in the existing Bike Network. The relative comfort of riding, identified in terms of traffic stress** was modeled for the city s existing and planned bikeway network in 2012, and has not changed significantly in the ensuing years. In general, low traffic and low speed local streets are more comfortable for people of all ages and abilities to ride a bicycle. Low-stress routes show up as green or yellow on the map to indicate the higher level of comfort they provide, while red and orange streets do not feel comfortable for the majority of bicycle users. These streets typically have higher traffic speeds and/or little physical distance separating bicyclists from motorized traffic. Many Chico schools are located along the least comfortable routes to bicycle. *Bike Demand based on NCHRP 552 Guidelines for Analysis of Investments in Bicycle Facilities. The method takes into consideration the population within 1/4 mile, 1/2 mile and 3/4 mile of bicycle facilities, weighting the demand of populations most adjacent to the network higher than populations served further away. Analysis completed by consultants Nelson Nygard. **Bicycle Level of Traffic Stress based on Mineta Transportation Institute s Low Stress Bicycle and Network Connectivity model. The model estimates the effect of traffic based stress on people riding bicycles as a function of facility type and speed along segments, approaching intersections, and at intersections. 7

12 Figure: Current Rate of Bicycling and Level of Stress in Chico, map# XX Collision data also offers insights into the effectiveness of the existing bicycle network. According to TIMS (Berkeley s Traffic Injury Mapping System, there were 507 reported bike/motor vehicle crashes, representing 1% of all reported collisions in Chico between 2008 and 2017 (it is generally accepted that many bike crashes go unreported, so the actual number may be significantly higher). There is a noticeable trend of crashes involving bicyclists occurring on the major roadways in Chico, including Esplanade, East Avenue, Park Avenue, Cohasset/Mangrove/Fair Streets and SR 32. Larger arterials and collectors generally experience more bicycle-related collisions than lower speed local streets. Bicycle crashes are present on streets with and without dedicated bicycle facilities, though the majority are present on the latter. 8

13 Figure: Bicycle-Related Collisions (10-year crash history), map# XX, courtesy TIMS. C. Existing End of Trip Facilities A good bicycle is expensive, and bicycle theft is unfortunately a common occurrence in Chico. Secure bicycle parking is a key component in any effort to encourage the use of bicycles instead of cars. Many different types of bicycle parking are available, from basic outdoor bike racks to rental lockers to indoor bike storage. Basic outdoor bike racks require the bicycle rider to secure their bicycle with a lock. Bicycle racks come in a large variety of configurations, with different designs and numbers of parking spaces, and most bicycle parking in Chico is of this variety. The City of Chico boasts some of the earliest examples of bike corrals. These on-street bike parking areas fit 10 bicycles in the space of one car parking space. Bike corrals facilities help keep bicycle storage from interfering with sidewalk furniture and people walking. Bike corrals are concentrated in downtown Chico and are complemented by more traditional short-term bike parking racks on sidewalks. Elsewhere in the city bike parking options are less consistent. The City of Chico s bike parking program has a policy of installing bike racks at any business that requests them. Locations of existing bike parking are shown in Fig XX, MapXX 9

14 Examples of on- and off-street parking in downtown Chico The City of Chico s local zoning ordinance (Chapter 19, ) requires bicycle parking for new development. The bicycle parking requirements are as follows: For multi-family residential uses, bicycle parking equal to 20% of the number of offstreet automobile parking spaces is required. For commercial or industrial development, bicycle parking equal to 10% of the number of off-street automobile parking spaces is required. Specifications for the type of bicycle rack, locker, or other parking mechanism are not currently addressed. 10

15 Fig XX: Bicycle Parking Map BICYCLE PARKING INVENTORY IN CHICO URBAN AREA Location #Spaces # Locations Schools Butte College - Chico Center CSUC Chico Senior High School Pleasant Valley High School Bidwell Junior High School Chico Junior High School

16 Location #Spaces # Locations Parks Bidwell Park CARD Center th Street Park 30 2 Bidwell Mansion State Park 0 0 Shopping Centers North Valley Plaza Mall 40 7 Chico Mall 50 5 Downtown area Community Services Enloe Medical Center (Cohasset Road) 20 1 (Private) Enloe Hospital lockers 2 (Private) Government Offices Butte County Municipal Court/offices 8 2 Butte County Library 30 1 City of Chico offices 40 6 U.S. Post Office - downtown see downtown area U.S. Post Office - Vallombrosa 2 1 Inter-modal Facilities Amtrak/Greyhound station 7 1 Chico Municipal Airport 6 1 Park-and-ride lot at SR 32 and Fir Street lockers 2 Butte College Bus Stops 24 2 Fig XX: Bicycle Parking Inventory Shower and locker facilities are not currently available for bicyclists on a widespread basis. Those that are available are private. CSUC has shower, locker, and restroom facilities for students, faculty, and staff to use, as do the junior and senior high schools. Most major employers, such as Sierra Nevada Brewery, Enloe Hospital, and the City of Chico also provide shower and locker facilities for their employees. Health club and other athletic facilities may also provide a potential source of bicyclist support facilities. Public rest rooms are available near some bicycle parking facilities at the county library, government offices, shopping areas, City Plaza, DeGarmo Park, and some Bidwell Park locations. 12

17 D. Existing Integration with Transit and other Transport Modes Connection to other transportation modes is key to increasing mobility. By connecting the bicycle network to high frequency transit, the reach of both modes is extended. Transit can be the middle leg of a bicycle trip; and bicycling to transit makes transit more accessible if it isn t in walking distance. Butte Regional Transit operates the local bus service, offering Chico bicyclists a seamless connection with local transit throughout Butte County. All buses in the B-Line transit system provides bicycle racks with capacity to carry up to 3 bikes. B-Line buses are equipped with front loading bike racks to accommodate people using a bicycle for a leg of their trip. Beyond the county, options are limited - Greyhound Bus Lines only transports bicycles as luggage. Amtrak's Coast Starlight service, which serves Chico, does not currently accept bicycles at all, and the Chico Airport currently does not offer commercial flight service. Bicycle parking is available at all local transit centers and at many bus stops (see bike parking mapxx for details). E. Existing Bike Safety Education and Encouragement Programs Bicycle Safety Education 13

18 The Chico Police Department is the law enforcement agency with primary enforcement responsibility for bicycle safety in the City of Chico. The Chico Police Department has established many programs to promote bicycle safety, with emphasis on prevention through education and enforcement of rules. Some examples of the department s efforts include: Police officers speak to students from pre-school through high school about bicycle safety, pedestrian safety, and the importance of wearing bicycle helmets. Presentations to children may include the use of a robotic car to demonstrate points. Enforcement of bicycle laws has proven a most effective educational tactic at high schools. Officers routinely issue warnings or citations, or both, to violators. The Chico Police Department s commitment to bicycling and bicycle safety extends to providing a bike patrol. Community service officers patrol the downtown and student housing areas on bicycles when necessary. Chico Velo, the local bicycle advocacy organization, offers bike safety presentations to local schools and organizations on request. Chico Velo also tables at many local health and safety-related events to encourage safe bicycling behaviors, and regularly provides bike safety campaigns in the local media including press and outdoor advertising. Butte County Public Health and the Chico Police Department both actively pursue grants for free and discounted bike helmets (and lights in the winter months) which they distribute at local school and community events. Bicycle and Pedestrian safety is a regular focus of local community health and wellness fairs Adult and youth bike safety classes are taught regularly in the community. These range from the League of American Bicyclists Traffic Skills curriculum to bike maintenance classes at local bike shops to advanced bike handling skills clinics hosted by local bike racing teams to bicycle transportation planning design classes for local planners and engineers to safe driving training for professional drivers. All local bike education programs target traditionally underserved populations. Bicycling Encouragement The Chico community provides a tremendous amount of encouragement for bicycling. Chico supports a host of bike racing teams, clubs and groups (for youth to seniors) for road, gravel, cross, BMX and mountain biking. Chico boasts a host of welcoming bike shops and a calendar of organized rides that range from competitive to social/vintage attire. The celebration of bikes extends to a proliferation of bike art large and small, scattered throughout the city s public and private spaces. Key programs include: Bike Valet Chico Velo also supports a robust bike valet program. Bike Valet is offered at the Saturday Farmers Market year-round, the seasonal Thursday Market, Chico Heat games, and many individual events year-round. This very popular program gives bicyclists safe and 14

19 secure parking, and peace of mind, while shopping at the market, or attending an event. Bike Valet at Thursday Night Market Bike Events Chico is home to many bicycle-focused events, some of which are known world-wide, most notably the Wildflower Century, hosted by Chico Velo. On the last Sunday of every April, thousands of bicyclists participate in this tradition of 35+ years. The Chico Stage Race is one of the top 10 bicycle stage races in the US. The Bidwell Bump mountain bike race has been running since the 1970 s. The vintage/social Chico Tweed Ride attracts close to 500 riders every year. Bike Month Also known as Bike Chico, the month of May has become synonymous with fun and (mostly) free bike events like Bike Movie Night, Chico Bike Music Festival, night-light rides, and the vintage Seersucker Ride in addition to Bike to Work and Bike to School events. Bike Week - The school component of Bike Chico/Bike Month, Bike Week provides a structured forum for encouraging kids to walk and bike to school. During Bike Week, students and staff who walk and bike to school are greeted each morning on arriving at school with prizes and nutritional snacks and given a button/sticker, refreshment, and a ticket for a drawing to win a new bicycle given away at the end of the week. Bike Week has grown in popularity over the years and most local schools participate. The local school district encourages students to bicycle to school by providing bicycle parking at schools and through improved bike circulation and crossings adjacent to school property. Some schools have very high levels of student ridership, whereas others are very low. School siting, both in terms of the distance students travel to attend their school and in its proximity to significant barriers, such as highways, influence the disparate level of ridership throughout the community. F. Disadvantaged/Underserved Communities Equity refers to the fairness with which benefits and costs are distributed. It is generally accepted that inequities exist with regard to availability of affordable transportation options, and that the best way to improve equity is to focus improvement efforts on the most disadvantaged communities. As shown by the California Healthy Places Index (HPI, there are multiple disadvantaged census tracts within the Chico urban area (see FIGUREXX), most notably the unincorporated Chapmantown area, which represents the largest concentration of non-native English speakers and residents with lower socio-economic status. Although their need for economical and healthy 15

20 transportation choices is the greatest, these disadvantaged communities are currently amongst the most under-served in terms of active transportation options. <FigureXX> Disadvantaged Communities within Chico City Limits (Courtesy HPI): 16

21 3 Community Vision Chico Bicycle Plan Historically, Chico s cycling community has had an active voice in the development of local bicycling infrastructure and programs. That tradition has continued with the 2018 Bicycle Plan update as the community has been involved in every step of the process. A. Community Engagement Process Input for the 2018 Bicycle Plan update has been solicited from all users of streets, bike paths and trails, starting with meetings with key stakeholder organizations followed by a Kick-off Community Input meeting, where inputs were solicited through a suggestion card. These cards were also made available through tabling at multiple other bike-friendly events. Inputs were also solicited through a dedicated website and online survey which was launched at the kick-off meeting. The process continued with a second Community Meeting where survey results, and proposed bicycle network, were presented. Initial findings were reality checked and more feedback collected. A final Community Meeting was held to present a near-final draft plan update with improvements to the proposed bicycle network and prioritized project list. Final inputs were collected and incorporated into this final document. The online survey, which contained standardized questions, open-ended questions and an interactive mapping exercise, enabled City staff to better understand conditions, travel patterns, and the community s interest in biking overall. The online survey was accessible through the project website and was advertised via local farmers markets, flyers at area businesses, and through the Chico Enterprise-Record. 324 people provided input on existing and desired bicycle conditions and 355 people participated in the interactive mapping exercise. Although this survey represents only a small portion of the Chico population, it also represents about 5-7% of the people who ride bikes regularly. Their responses identify common trends in travel behavior, issues and challenges, and future priorities for biking in Chico. B. Issues Identified Bicycling is a popular mode choice among survey respondents for both recreation and commuting ( utilitarian bicycling ). This indicates that while people that bicycle in Chico like recreational facilities, they also need bike infrastructure that connects them to the places they want to go restaurants, commercial and retail areas, schools, and parks. Safety is a major concern. While the majority of participants stated they felt biking in Chico was moderately safe, their answers revealed an underlying belief that there is significant room for improvement. They highlighted motor vehicle speed and proximity, volume of 17

22 traffic, dangerous intersection crossings and lack of bike lanes or other separated facilities as major obstacles to bike riding. There is an overwhelming desire to prioritize bicycle facilities within Chico. Challenges with wayfinding were frequently mentioned. The challenge of bike theft is also notable. Secure bike parking, public education campaigns and bike sting enforcement could target this concern. Chico State University s strict no bicycle riding on campus policy was frequently mentioned. The CSU campus presents a significant gap in the city s bikeway network because the campus is also a major bicycle trip attractor. <FigureXX, NN pg13> What are the Issues and Challenges for Biking in Chico? (online community survey): C. Solutions Proposed 18

23 83% of the respondents to the online survey support replacing street parking or travel lanes with bicycle facilities. This response is an important indicator of the community s willingness to explore trading auto mobility in favor of bicycle mobility, safety, and comfort where it is needed most. The top strategies identified to encourage more biking were greater physical separation from traffic, improved and higher visibility crossings along key bike routes and trails, and more paved trails. Survey respondents were also encouraged to vote for their top three preferred bikeway facility types. Buffered bike lanes and colored bike lanes received the highest number of votes. Participants in the interactive mapping exercise were asked to identify destinations they reach by bicycle, as well as to identify locations where improvements are needed. This input was used to define the proposed bicycle network and identify/prioritize projects. Interactive Mapping Exercise Results: Bike Facility Needed: The locations where respondents say bike facilities are needed are evenly distributed across the city. The most frequently mentioned locations are in Bidwell Park, on the CSU campus, near Highway 99 and Manzanita, and on Bruce Rd. FIGURE X: BIKE FACILITY NEEDED 19

24 Difficult Crossing: The difficult bicycle crossings noted by survey respondents are clustered around the CSU campus, particularly to the northeast, near the entrance to Bidwell Park along Memorial Drive. A smaller cluster is found near Highway 99 between East and 11th Avenues. The two crossings that drew the most responses are at W 1st Avenue and Oleander and on Rio Lindo Avenue. Figure XX: Difficult Crossings Places I Bike To: Survey respondents say that they bike to places in many parts of Chico. The most popular places to bike are clustered around the CSU campus, downtown and lower Bidwell Park. Figure XX: Popular Bike Destinations 20

25 4 Goals, Strategy and Policy The construction of priority bikeway projects that will eliminate gaps and barriers in the physical network is best supported by clear strategy and goals as well as consistent policy. This section reviews current regional policies and plans and City of Chico current policy, plans and goals and how the Chico Bicycle Plan fits within these larger objectives. A. Existing Policies and Plans Regional Planning Butte County Association of Governments (BCAG) adopted the most recent Regional Transportation Plan in December This regulatory document states BCAG will support the construction of Class 1, 2, and 3 bicycle facilities, assist in the development of local bicycle plans, and participate in local bicycle advisory committees. BCAG s Butte County Transit and Non-Motorized Plan of 2015 recommends short and longterm changes and enhancements. The plan identifies high priority bike projects for Chico and also recommends providing bike lockers at transit stations, adopting a wayfinding policy, and investigating the potential for a bike share program in Chico. These recommendations are carried over into the 2016 Regional Transportation Plan. BCAG is also responsible for the Regional Transportation Improvements Program (RTIP), which identifies projects and programs to be included in the State Transportation Improvement Program (STIP). Projects must be included in the RTIP and STIP to receive state funding from the Transportation Investment Fund. Butte County Public Works maintains a County Bikeway Plan which provides guidance for planning outside the City limits of Chico. The goals and policies of this plan are consistent with the Butte County Bikeway Plan. Local Planning The primary local plans and policies in the City of Chico that regulate bicycle planning are the 2030 General Plan, 2020 Climate Action Plan, the Bicycle Plan, the Design Guidelines Manual and the Municipal Code. All these plans include bicycle-specific goals, policies, and recommended actions regarding the development and enhancement of safe, convenient bicycle facilities and programs. The 2030 General Plan emphasizes the importance of considering bikeway improvements when establishing funding priorities. Action items include: create additional bicycle lanes and safe, convenient, and attractive bicycle parking; provide signage, markings and lighting for bicycle safety; develop Safe Routes to School programs and other educational 21

26 campaigns to promote bicycling and bicycle safety, require private developments to provide safe and secure bicycle parking and other support facilities. The Climate Action Plan includes several bicycle specific goals within Transportation Objective 1: Reduce Vehicle Miles Traveled. It emphasizes policies and facilities that will increase the number of people biking to work, including large employer Travel Demand Management plans. The Chico Municipal Code sets standards for bicycle parking. It establishes the minimum required bike parking spaces for residential, commercial and industrial land uses, and sets standards for the location, design and accessibility of bicycle parking. The Design Guidelines Manual provides guidelines for private developments and community facilities to incorporate bicycle routes and parking facilities. It includes guidelines for routes through parking lots, and covered bike parking near the main entrances of buildings. A review of these planning documents formed the baseline for the recommendations of this update to the Chico Bicycle Plan. The goals and policies of this plan are consistent with both the General Plan and the Climate Action Plan and provide more detailed guidance. In addition to the topics in Chico s other plans, the Bicycle Plan includes the goals of promoting bicycling as part of the inter-modal transportation system and developing a bikeway system that facilitates recreational use. B. Goals, Objectives and Policies Goals, objectives, and policies are integral parts of any bikeway plan, as they provide a clear direction for decision makers in implementing a comprehensive bikeway system. The following were adopted as part of the 2012 Bicycle Plan and are consistent with the Circulation Element of the General Plan and continue to serve as the foundation for this update, with amendments focused on policies and actions. It is also the intent of the Chico Bicycle Plan that all these overarching objectives should promote active transportation solutions that focus on and prioritize the needs of our most disadvantaged communities and promote solutions that integrate community values with transportation safety and performance while encouraging greater than average public involvement in the transportation decision making process. Overall Goal Continue to fulfill the requirements necessary to be a bicycle friendly community, as determined by the League of American Bicyclists. Goal 1: Provide safe and direct routes for cyclists between and through residential neighborhoods, commercial areas, schools, and other major destinations within the Chico Urban Area. 22

27 Objective: Identify needed bike network components needed in the Chico Urban Area Policies: 1. Implement the bikeway plan. Increase connectivity of existing bike facilities to enhance bikeway network completeness; Pursue and obtain funding to construct bicycle and pedestrian paths; Implement the bikeway plan and build new facilities in conjunction with road reconstruction or re-striping projects, subdivision development and related off-site improvements; Improve existing crossings and provide for future crossings of creeks, railroads, and roadways and; Work with Butte County and other agencies to implement a regional bikeway system that provides convenient connections to the local bikeway system. 2. Prioritize bicycle related projects. This plan s prioritized list of bicycle projects includes a variety of project types. The project list may include educational programs, bicycle parking, hazard elimination programs, and projects which facilitate inter-modal transfer, as well as bikeway design and construction projects. Encourage the Chico Area Park and Recreation District to participate with the City and County to construct and maintain trailways, giving these projects high funding priority. Emphasize the construction of new facilities, ongoing maintenance of all bike facilities, and upgrading of existing facilities in the expenditure of funds. 3. Promote bikeways between educational, recreational, shopping, governmental, residential, and other attractions. 4. Continue to encourage California State University, Chico to reintroduce opportunities for safe bicycle access into and through the main campus area. 5. Retrofit existing cul-de-sacs, where feasible, to provide enhanced bike and pedestrian linkages between neighborhoods. 6. Explore the feasibility of additional bike routes parallel with Bidwell Park and an east-west couplet in downtown, using Second and Third or Fourth Streets, or the lost park area to improve bicycle circulation. 7. Construct Class I bikeways in undeveloped areas prior to or concurrent with the development of these areas. 8. Utilize the Bicycle Advisory Committee to advise the Chico City Council and Butte County Board of Supervisors on bicycle related issues. Goal 2: Improve safety, efficiency, and comfort for bicyclists and pedestrians through traffic engineering and law enforcement efforts and provide for shaded through-routes, where possible. 23

28 Objectives: Minimize potential conflicts between autos, bikes, and pedestrians. Minimize or eliminate safety hazards. Policies: 1. Require that new bikeways be designed to meet or exceed current Caltrans bikeway design guidelines (Caltrans Highway Design Manual, Chapter 1000, September 2006). 2. Develop and implement lighting standards for bikeways. 3. Increase bicycle safety by: Providing bicycle paths and lanes that promote bicycle commuting. Sweeping, weed control, and repairing bicycle lanes and paths on a continuing and regular basis. Ensuring that bikeways are delineated and signed in accordance with Caltrans' standards and lighting is provided where needed. Providing bicycle paths or lanes on bridges. Ensuring that all new and improved streets have bicycle-safe drainage grates and are free of hazards such as uneven pavement and gravel. Working with representatives of the Chico Unified School District to provide safe bicycle access to schools and to plan facilities for future schools. Working with Chico Unified School District Parent and Teachers Association to find volunteers who can educate children on bicycle safety in accordance with the California Vehicle Code. 4. Give bicycles equal treatment to motor vehicles in terms of provisions for safety and comfort on arterial and collector streets. 5. At high volume bicycle/automobile intersections that have actuated signals, install bicycle detector loops/cameras and identifying markings. 6. Identify and prioritize projects which mitigate or eliminate (or both) safety hazards for bicyclists. 7. Establish policies and adopt standards for bicycle boulevards or traffic calming measures (or both) for streets. 8. Continue to optimize safety conditions for bicyclists through traffic engineering and law enforcement efforts. 9. Monitor bicycle accidents to identify hazardous locations and causal factors to develop recommendations for traffic engineering improvements or targeted enforcement, or both. 10. Aggressively enforce all traffic laws for cars and bicycles focusing on high volume and high accident locations. 11. Consider increasing the use of police officers or community service officers on bicycles to increase the effectiveness of the enforcement program. Goal 3: Provide adequate bicycle parking facilities. 24

29 Objective: Improve availability of bicycle parking facilities at a variety of land uses. Policies: 1. Require provision of secure, well-lit, covered bicycle parking at all existing and future multiple-family residential, commercial, industrial, and office/institutional uses. Secure parking means areas where bicycles can be secured to a non-movable rack to prevent theft. 2. Consider providing incentives for new or expanding multi-tenant commercial and industrial projects and large employers to provide secure bicycle parking, lockers, and showers for employees. Incentives may include reduced fees or reduced parking requirements. 3. Continue to provide convenient bicycle parking in the Central Business District either on the street or in public or private parking lots. If demand exists, vehicle parking should be removed in favor of bicycle parking. 4. Provide bicycle parking facilities in municipal parking lots or other City parking areas. 5. Enforce existing ordinances requiring bicycle parking facilities. 6. Encourage the school district to provide safe, secure, convenient, covered bicycle parking for students and staff. Goal 4: Provide and plan for bicycle and pedestrian amenities during land development review. Objectives: Provide bicycle parking and end of trip accommodations in new development. Provide a continuous system of bicycle and pedestrian paths that link new residential development with existing facilities. Policies: 1. Require pedestrian access and bikeway connections to the city-wide system every 500 feet, where feasible, as part of the subdivision review process. 2. Design new local streets and cul-de-sacs with bicycle and pedestrian connectivity to other local streets, arterials, and open space. 3. Construct all new arterial streets with bike lanes. 4. Maintain continuity of bike lanes along arterials through developing areas, avoiding piecemeal bike lane construction. 5. Where possible, avoid piecemeal street construction or improvements that result in varying street widths and levels of improvements. 6. Require developers to provide bicycle facilities in new residential and commercial developments as part of project approval. 7. Continue to collect and expend developer fees for new bikeway capital projects. 8. Offer incentives such as reduced fees or reduced parking requirements for new or expanding multitenant commercial and industrial projects and large employers that provide new bikeway facilities, secure bicycle parking, bike share, lockers, or showers for employees. 25

30 9. Require provision of secure, well-lit, covered bicycle parking at all existing and future multiple-family residential, commercial, industrial, and office/institutional uses. Secure parking means areas where bicycles can be secured to a non-movable rack to prevent theft. Goal 5: Promote bicycling as a part of the inter-modal transportation system. Objectives: Provide adequate bicycle access to rail, transit, and alternative transportation facilities. Provide accommodations for bicyclists on alternative transportation modes. Policies: 1. Provide bikeways that connect to park-and-ride lots, the downtown transit center, rail station, and other inter-modal facilities. 2. Provide bicycle parking facilities at the downtown transit hub, rail station, and other intermodal transfer facilities. 3. Provide bicycle racks on all buses, as feasible. 4. Advertise the availability of bicycle facilities in transit and ride-sharing brochures. 5. Work with Butte Community College to provide bicycle racks on buses and reconfigure bus stops to locations where bicycle parking is available. 6. Install Class I bike parking at the Transit Center at such time as a multi-modal facility is constructed. 7. Conduct a bike share feasibility study. Goal 6: Improve bicycling safety through driver and cyclist education programs. Objectives: Enhance awareness of motorists rights and responsibilities in interacting with bicyclists. Enhance awareness of bicyclists rights and responsibilities in interacting with motorists, pedestrians, and other bicyclists. Policies: 1. Develop a visually clear, simple, and recognizable bicycle system with clearly defined routes. 2. Include basic rules of interaction between bicyclists and motorists, pedestrians, and other bicyclists in regional bikeway maps and literature. 3. Encourage the development and distribution of pamphlets on rules of the road for bicyclists to bicycle shops, schools, and the Department of Motor Vehicles. 4. Work with the Chico Unified School District to include classes on bicycle safety in the schools. 5. Encourage the California Department of Motor Vehicles (DMV) to include bicycle rules and regulations on drivers licensing tests. 6. Encourage the establishment and continued availability of effective cycling programs, especially in schools. 7. Promote bicycle use by maintaining a regularly updated map of Chico and regional bikeways. Goal 7: Ensure that the Bikeway network also encourages and facilitates recreational use. 26

31 Objective: Encourage recreational bicycling by providing a bikeway system that responds to the riding needs of both the avid cyclist and the weekend rider. Policies: 1. Emphasize connections to recreational centers, such as Bidwell Park, 20th Street Park, Hooker Oak Recreational Area, and others. 2. Plan bikeway facilities to take full advantage of the scenic qualities of the Chico area for the enjoyment of residents and visitors alike. 3. Provide adequate bicycle parking facilities at recreation areas where warranted by demand. 4. Support development of recreational trails along Lindo Channel, Little Chico Creek, Sycamore Creek, lower and upper Bidwell Park, and other trails proposed in the Chico Area Recreation and Park District Master Plan, the Bidwell Park Master Management Plan, and the City of Chico General Plan. Goal 8: Pursue and obtain optimal funding for bikeway programs. Objectives: Identify all possible funding sources for bikeway projects. Develop a bikeway project list which will include projects that meet requirements for a variety of funding sources. Policies: 1. Develop ongoing contact with regional, state, and federal agencies and private entities to identify and compete for available funding sources. 2. Work with appropriate agencies to obtain grants and other allocations to fund bicycle projects. 3. Provide for an ongoing bicycle planning process. 4. Prioritize projects identified in this Plan in the Capital Improvement Program, Operations Budget and Street Maintenance. 5. Expend revenues from bicycle license fees and proceeds from the annual bike sale for bicycle facilities or programs, or both. 6. Encourage the Chico Area Park and Recreation District to participate with the City and County to prioritize funding the construction and maintenance of trailways. 8. Emphasize the construction of new facilities, ongoing maintenance of all bike facilities, and upgrading of existing facilities in the expenditure of funds. 9. Evaluate the feasibility of providing measurable revenue enhancements through a Butte County and Chico license fee. 10. Continue to collect and expend developer fees for new bikeway capital projects through the city s development impact fee program. 11. Develop funding sources for ongoing maintenance of bikeways. Goal 9: Improve safety by enforcing existing traffic laws that target unsafe behaviors: Objective: Achieve reductions in collisions while accomplishing equity goals related to enforcement. Policies: 27

32 1. Work with the police department to prevent behaviors that lead to collisions. 2. Aggressively enforce all traffic laws for cars and bicycles focusing on high volume and high accident locations. 3. Consider increasing the use of police officers or community service officers on bicycles to increase the effectiveness of the enforcement program. 4. Utilize data and automated enforcement to direct enforcement to the unsafe behaviors in the types of places that experience high numbers of collisions. 5. Reduce bicycle theft by piloting a Bait Bike program and lock exchange. 28

33 5 Implementation The future of bicycling in Chico is in supporting more utilitarian bicycling trips. This will be accomplished by developing a bikeway network of facilities that feel safer and more comfortable for people from 1 to 100. A. Proposed Bicycle Network The Chico Bicycle Plan Proposed Bicycle Network was developed to connect important destinations with clear and direct routes. Improving bicycle connections between trails and on-street bicycle facilities is a key part of the proposed bikeway network. Above all, this network is a reflection of the needs and desires expressed by the community. The Bicycle Level of Traffic Stress (BLTS) analysis (see page 7 for more details) formed the starting point for the updated network. The BLTS is a snapshot of areas where it is already comfortable to ride and areas where there are opportunities for improvement. The BLTS was used to help identify areas where bike facilities with a greater level of physical separation, such as separated or protected bikeways, may be needed. Public input also shaped the criteria developed to the prioritize bike projects needed to fill gaps and cross barriers in the network. These criteria were used in a weighted model to assign each project a ranking. The criteria used to prioritize the projects include: Proximity to schools Proximity to key destinations (e.g., retail centers) Access to parks Density of difficult intersection crossings Density of bike collisions Figure XX Bicycle Project Prioritization 29

34 Mileage of all Existing and Proposed Bicycle Facilities Facilities Class I Class II Class III Class IV Totals Proposed 23.5 Miles 39.5 Miles 34.5 Miles 12.5 Miles 110 Miles Existing 32 Miles 33 Miles 21 Miles 0 86 Miles Totals 55.5 Miles 72.5 Miles 55.5 Miles 12.5 Miles 195 Miles Figure XX: Summary of Existing and Proposed Bicycle Facilities Crossing Improvements Crossing projects are designed to make an intersection better equipped to facilitate safe and comfortable crossings for people that bicycle. Crossing project locations were determined based on bicycle-involved collision hot-zones and places that people have identified as being difficult to cross. Key locations identified in the interactive map included: Around the CSU campus Near the entrance to Bidwell Park along Memorial Drive Near Highway 99 between East and 11th Avenues W 1 st Avenue and Oleander W 11 th Avenue and Rio Lindo Avenue 30

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36 Wayfinding Chico s Bikeway Network will not be complete without the implementation of comprehensive wayfinding signage. There are three main categories of wayfinding signs: Decision signs - Placed at the intersection of one or more bikeways, decision signs include directional cues to key destinations, giving riders the information to select the best possible route to reach their intended destination Confirmation signs Placed along a designated pathway, confirmation signs let people on bikes know that they are continuing along their intended path of travel Turn signs - Placed before intersections, turn signs alert people of upcoming changes in direction and are often paired with pavement markings to reinforce notice of the turn Many cities today are using a combination of unique signs, pavement markings, colors, and other symbols to differentiate bike routes from other streets. Branding the bikeway network improves user s ease of use and identifies locations that are prioritized for people on bikes. Figure: Typical Bikeway Wayfinding Signage B. Proposed Land Use and Settlement Patterns The land use and settlement patterns proposed in this plan remain the same as the Existing Land Use and Settlement Patterns shown in FigureXX and are not expected to change during the term of the 2030 Chico General Plan. C. Proposed End of Trip Facilities More and better End of Trip bike parking facilities will encourage more bicycling. A public education campaign that alerts people to theft concerns and informs them of steps that can be taken to minimize risk is also essential. D. Proposed Integration with Transit and Other Transport Modes This plan prioritizes bikeways that improve access to high priority transit lines. B-Line Transit buses already accommodate bikes, and BCAG maintains safe bike lockers at some transit stops. The City will continue to increase the availability of bicycle parking at intermodal locations. Combined with bike network improvements, this will help to bridge 32

37 the first/last mile problem experienced by many potential transit commuters that live or work too far away from a transit stop to comfortably walk. The City should continue to work with Greyhound Bus and Amtrak s Coast Starlight service to change their bicycle-as-luggage transport policy to become more bicycle-friendly. E. Proposed Bike Safety Education and Encouragement Programs Enforcement and Evaluation The City Public Works and Police Department should work together to reduce the number of bike involved collisions. An annual evaluation of the types of collisions occurring on Chico s streets will lead to targeted enforcement against behaviors that lead to collisions in the places that they happen most frequently. Bike theft is also a huge deterrent and must be addressed. Bike lockers, bait bikes and lock exchange hold the highest promise for reducing this barrier to bicycling in Chico. XX: Preventing Bike Theft Figure Education Programs in the schools and community centers can improve bicycling safety by informing drivers and cyclists about the rights and responsibilities of road use. In partnership with local nonprofit and school partners, the City should develop information about new facility types and how to use them, and incorporate this information on bike maps and pamphlets. Safe Routes to School As high stress barriers prohibiting bicycling to school are eliminated, encouragement and safety programs should be integrated into Safe Routes to School activities, potentially with the support of a Safe Routes to School Coordinator. Although instructional time is at a premium in schools, the encouragement of bicycling for the school commute should be accompanied by classes on bicycle safety in the schools. 33

38 Bicycle Ticket Diversion Program State law now provides for the creation of a diversion program that lets people making bicycle related infractions take a class instead of paying the violation fee. Butte County Public Health is actively seeking grant funding to implement a county-wide bicycle ticket diversion program, and the City of Chico will participate when it is implemented. Supported by increased enforcement of behaviors that lead to collisions, bicycle diversion programs have been shown to be highly effective in improving bicycling safety. Social Media campaigns to promote bicycle riding As Chico grows its low-stress network, supportive programs that use social marketing techniques to help residents consider shifting some of their trips out of cars and onto bicycles can be an effective way to show people how easy and fun it is to bicycle for utilitarian trips. Smart Trip and other residentially based Transportation Demand Management programs are effective tools for introducing people to the social, economic, and environmental benefits of bicycling for transportation. Such a program could also be particularly effective at the start of the school year, where CSUC students are already in a considerable state of adopting new behaviors and may be more open to changing habits. Bicycle Share Program A well-thought-out Bike Share program can have a powerful effect in encouraging more people to choose active transportation options, while at the same time providing an uplift to the implementation area. The range and variety of Bike Share programs continues to grow, from docking to dockless, and including traditional city bikes as well as options from e- bikes to e-scooters. The City of Chico should research, investigate and implement a simple bike-share program focused on the downtown area, which will encourage ridership and help support efforts to revitalize the City s downtown. Bicycle Incentive Programs City employees are eligible for a Bicycle Incentive Program, which provides vouchers for repairs and equipment at local bike shops to employees who ride to work. As part of land development or other Transportation Demand Management conversations, this idea should be spread to other large employers in the area. F. Resulting Increase in Bike Commuters Anticipated The goal for the increase in bicycle commuters resulting from the improvements in the Chico Bicycle Plan is to double the number of commuters choosing bicycles in the next 10 years. This represents an increase from approximately 6% to 12% bicycle mode-share. If population numbers stay the same, that would mean roughly 12,000-14,000 transportation trips made by bike instead of motorized vehicles daily, up from 6000 currently. With 34

39 projected population growth, that number would increase. The Chico 2030 General Plan predicts an average 2% annual growth which translates to a population of roughly 140,000 in Based on these forecasts, the overall number of daily utilitarian bicycle trips would be between 16,000 and 17, Funding and Administration Significant changes have occurred in both funding sources and the availability of funding since the last Chico Bicycle Plan Update in Federal and state funding sources have come to acknowledge active transportation options as a key component in solutions to problems from greenhouse gases to obesity. The first portion of this section shows past funding history and the second describes funding sources currently available. A. Past Bicycle Projects The City of Chico has a solid history of applying for (and receiving) funding to develop bikeways that will close existing gaps in the network and make conditions safer and more comfortable. The table below shows recent funding invested in bicycle infrastructure, and funding sources. PROJECT DATE FUNDING FUNDING SOURCE(S) Marigold improvements 2010 $0.4 million Safe Routes to School (SR2S) 1st & 2nd Street Couplet 2011 $5.4 million CMAQ and ATP Bikeway 99 Phase $4.8 million TAP and BTA Bikeway 99 Phase $2.0 million CMAQ and ATP Bikeway 99 Phase 5 Design 2017 $1.0 million ATP Meyers/Ivy Street to 22 nd Street Comanche Creek Greenway Phase 1 Comanche Creek Greenway Phase $51 thousand Local funding 2016 $1.0 million HUD Community Development Block Grant: Affordable Homes 2018 $1.5 million CA Natural Resources Agency Urban Greening grant 35

40 Nord Avenue Improvements Esplanade Separated Bikeway 2018 $4.3 million HSIP 2019 $7 million Active Transportation Program grant Figure XX: Funded Bicycle Facility Capital Projects (2010 to 2019) B. Funding Sources There are a variety of federal, state and non-profit funding sources for bicycle transportation projects. In California, the majority of federal and state transportation funding is administered by state agencies. Grants for transportation improvement projects are made available through a competitive application process. Many grants are for very particular purposes - some grants are intended to fund infrastructure projects, while others will only fund planning and outreach. CURRENT FUNDING SOURCES FEDERAL: BUILD (Better Utilizing Investments to Leverage Development) Transportation grants ($1.5 billion nationwide): BUILD grants replace the existing Transportation Investment Generating Economic Recovery (TIGER) grant program. As the Administration looks to enhance America s infrastructure, FY 2018 BUILD Transportation grants are for investments in surface transportation infrastructure and are to be awarded on a competitive basis for projects that will have a significant local or regional impact. BUILD funding can support roads, bridges, transit, rail, ports or intermodal transportation. Projects for BUILD will be evaluated based on merit criteria that include safety, economic competitiveness, quality of life, environmental protection, state of good repair, innovation, partnership, and additional non-federal revenue for future transportation infrastructure investments. For more info, go to Federal Transit Authority (FTA) grants: The FTA provides funding for bike parking amenities connected with transit facilities. For more info, go to 36