Long Beach Bicycle Master Plan by Alta Planning + Design

FEBRUARY 2017

2040 engineering

equity

education

encouragement

“The bicycle is not just a tool for transportation, health, fitness, and clean air, but also for community connection, youth empowerment, and societal change.” – Mia Birk

A Supplement to the Mobility Element

Adopted by Long Beach City Council on February 7, 2017. Prepared by the City of Long Beach Department of Development Services and the Department of Public Works. Assisted by Alta Planning + Design, Here LA, and Sumire Gant Consulting. This information is available in an alternative format by request to (562) 570-3807. For an electronic version of this document, go to www.lbds.info.

Acknowledgments Long Beach City Council Honorable Mayor Robert Garcia Lena Gonzalez, Councilwoman, 1st District Jeannine Pearce, Councilmember, 2nd District Suzie Price, Councilwoman, 3rd District Daryl Supernaw, Councilman, 4th District Stacy Mungo, Councilwoman, 5th District Dee Andrews, Councilman, 6th District Roberto Uranga, Councilmember, 7th District Al Austin II, Councilmember, 8th District Rex Richardson, Vice Mayor, 9th District Long Beach Planning Commission Donita Van Horik, Chair Erick Verduzco-Vega, Vice Chair Mark Christoffels Ron Cruz Richard Lewis (term began September 2016) Andy Perez Jane Templin Alan Fox (term ended August 2016) Office of the City Manager Patrick H. West, City Manager Tom Modica, Assistant City Manager Anitra Dempsey, Interim Deputy City Manager City of Long Beach Department of Development Services Amy J. Bodek, AICP, Director Oscar W. Orci, Deputy Director Linda Tatum, AICP, Planning Manager Carrie Tai, AICP, Current Planning Officer Christopher Koontz, AICP, Advance Planning Officer Ira Brown, Planner, Project Manager Fern Nueno, AICP, Planner Department of Public Works Craig Beck, Director Sean Crumby, Deputy Director/City Engineer Eric Widstrand, City Traffic Engineer Nathan Baird, Mobility Officer Paul Van Dyk, Traffic Engineering Associate Rachel Junken, Transportation Planner Meredith Elguira, Capital Projects Coordinator Nancy VillaseĂąor, Capital Projects Coordinator Department of Health & Human Services Lara Turnbull, Public Health Professional Louisa Franco, Health Promotions Coordinator Long Beach Transit Karissa Selvester, External Affairs Manager Shirley Hsiao, Service Planning Manager Alta Planning + Design Ryan Johnson, Planning Associate Marc Caswell, Sr. Planning & Program Specialist Lola Torney, Planner Brian Battaglia, GIS Specialist Here LA Shannon Davis, Co-Director Amber Hawkes, Co-Director Alexander Jung, Senior Urban Designer Chad So, Urban Designer Sumire Gant Consulting Sumire Gant

table of 1 Vision

CONTENTS

Long Beach Bicycle Master Plan Vision.............................................................................3

2 Introduction

Plan Purpose...............................................................................................................................7 Benefits of Bicycling.................................................................................................................8

3 Long Beach Now

Local Context..................................................................................................................... .....13 State of Bicycling in Long Beach.................................................................................. ....20

4 Community Input

Community Outreach Strategy.................................................................................... .....39 Outreach at Community Events ................................................................................... ....40 Survey Results..................................................................................................................... ....41 Non-Traditional Workshops ........................................................................................... ....44 Focus Groups ...................................................................................................................... ....46

5 Goals, Strategies, and Policies Overview.............................................................................................................................. .....51 Goals, Strategies, & Policies............................................................................................ ....52

6 Implementation Infrastructure Recommendations............................................................................... .....62 Bikeway Project Phasing................................................................................................. ....62 Network Spot Improvements........................................................................................ ....74 Bicycle Support Facilities................................................................................................ ....78 Non-Infrastructure Bicycle Programs.......................................................................... ....80 Implementation Measures............................................................................................. ....80

7 Administration & Funding

Overview.............................................................................................................................. .....85 Complete Streets Assessment....................................................................................... ....85 CEQA .................................................................................................................................... ....85 NEPA .................................................................................................................................... ....85 ATP Compliance................................................................................................................. ....85 Cost Estimates .................................................................................................................... ....86 Sources of Potential Funding ........................................................................................ ....88

Appendix A: Design Guidelines: Best Practice Design for Bicycle Facilities

list of

FIGURES

Figures » » » » » » » » » » » » » » » » » » » » » » »

Figure 3-1: Commute Mode Share ............................................................................14 Figure 3-2: City of Long Beach Map......................................................................... 15 Figure 3-3: Relative Pollution Burden Map .............................................................17 Figure 3-4: Transit Priority Streets Map................................................................... 19 Figure 3-5: Attractors/Activity Generators in/Around Long Beach Map.......21 Figure 3-6: Types of Bicyclists......................................................................................23 Figure 3-7: Existing Bicycle Network Map.............................................................. 25 Figure 3-8: Bicycle-Related Collisions in Long Beach From 2010 to 2014.... 30 Figure 3-9: Estimated Benefits of Future Activity Levels ....................................30 Figure 3-10: Types of Collisions ..................................................................................31 Figure 3-11: Movement Preceding Collisions From 2010 to 2014.................. 31 Figure 3-12: Bicycle-Involved Collisions From 2010-2014 .................................33 Figure 3-13: Stress Network by Travel Lanes & Presence of Bikeway............. 34 Figure 3-14: Levels of Traffic Stress Map..................................................................35 Figure 4-1: Key Survey Findings ............................................................................... 41 Figure 4-2: Non-Traditional Workshop Feedback Map ......................................45 Figure 4-3: Focus Group Feedback Map................................................................. 47 Figure 6-1: Existing 8-to-80 Bike Facilities & Class II Bike Lanes Map .............63 Figure 6-2: Bikeway Facilities in the Pipeline Map ...............................................65 Figure 6-3: Proposed Backbone Next Step Bikeway Facilities Map................ 67 Figure 6-4: Recommended Gap Closure Facilities Map ......................................69 Figure 6-5: Vision for a Complete Network Map .................................................. 73 Figure 6-6: Recommended Spot Improvements Map ....................................... 75

Tables » » » » » » » » » » » » » » » » » »

Table 3-1: Ethnicity/Race of Long Beach Residents ................................... .....14 Table 3-2: Household Income, 2014.................................................................. 14 Table 3-3: Relevant Existing Plans and Policies ............................................... 22 Table 3-4: Total Miles of Existing Bicycle Facilities........................................... 26 Table 3-5: Number and Rate of Bicyclist-Involved Collisions.......................... 31 Table 3-6: Violation That Contributed to Bicyclist-Involved Collisions ....... 32 Table 4-1: Community Events Attended by the Bicycle Master Plan Team .40 Table 4-2: Non-Traditional Workshops.............................................................. 44 Table 4-3: Focus Group Meetings .................................................................. .....46 Table 6-1: 8-to-80 Bicycle Facilities in the Pipeline ........................................ 64 Table 6-2: Backbone Next Step Facility Recommendations .......................... 66 Table 6-3: Gap Closure Bicycle Facilities Recommendations ........................ 70 Table 6-4: Evaluation Criteria for Facilities in Gap Closure & Vision Phases.72 Table 6-5: Spot Improvement Recommendations.......................................... 74 Table 6-6: Bicycle Parking Guidelines................................................................ 79 Table 7-1: Planning Level Cost Assumptions................................................... 86 Table 7-2: Annual Maintenance Costs.............................................................. 87 Table 7-3: Sources of Potential Funding ............................................................ 88

Long Beach Development Services 333 W. Ocean Blvd., 3rd Floor Long Beach, CA 90802 Visit us at www.lbds.info E-mail us at lbds@longbeach.gov facebook.com/LongBeachDevelopmentServices @LongBeachDS

Vision:

Long Beach Bicycle Master Plan

This chapter provides an overview of the Long Beach Bicycle Master Plan. The Bicycle Master Plan envisions a livable community where people of all ages and abilities easily, comfortably, and safely ride a bicycle to access jobs, schools, public transit, recreation facilities, shopping, and other destinations as part of daily life.

Vision:

Long Beach Bicycle Master Plan Â» Long Beach Bicycle Plan Master Plan Vision

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The City of Long Beach is a livable community where people of all ages and abilities easily, comfortably, and safely ride a bicycle to access jobs, schools, public transit, recreation facilities, shopping, and other destinations as a part of daily life.

This Plan envisions a Long Beach 25 years into the future where bicycling will be the easiest, most convenient way to run errands, get to work or school, or travel for recreation.

Vision

Long Beach Bicycle Master Plan Vision

Let’s imagine a typical day in the life of a North Long Beach resident in the year 2040. After finishing breakfast, you snap on the helmet of your 11-year-old child, then she joins several nearby classmates in the local “bicycle train” for a three mile ride to Harte Elementary School. The group rides along the quiet Myrtle Avenue Bicycle Boulevard, with traffic circles designed to allow bicycle riders and slow-moving, cautious drivers to share the street and keep neighborhoods safe and connected. The students then turn onto the Orange Avenue parking-protected bikeway and soon arrive at school, where there is abundant bicycle parking for the roughly 50% of students who arrive on bicycle. Much like your grandparents’ generation, nearly all children now walk or ride a bicycle to school. Rather than sit in school drop-off lines, this extra time allows parents like yourself to enjoy an extra cup of coffee at home and wait for your recently ordered, locally-sourced household goods to be delivered via “bicycle freight” – i.e., cargo bikes.

After saying goodbye to your daughter, you hop on your own bicycle and ride the flat seven-mile trip to Downtown Long Beach, where you work at a state-of-the-art facility that designs electric-assist bicycles. You travel south, opting for the more leisurely and quaint Daisy Bicycle Boulevard, so you can marvel at the 120-year-old homes of Willmore on your way. Once Downtown, you park your bicycle in a fully-secured facility, where just a scan of your fingerprint and a passcode can retrieve your bicycle later. A mid-day lunch meeting in Rose Park allows you the opportunity to enjoy a short two-mile ride using the public bike share system. You travel along Broadway’s curb-separated bikeways – the first built in Southern California way back in 2011! You chuckle to yourself thinking that these bikeways were once considered “novel,” and you wonder how there was ever a time when cities built bicycle lanes that placed riders between parked cars and moving traffic.

At the end of the work day, you decide to bring your bicycle aboard the Metro Blue Line so you can catch up on your social media updates while on the 15-minute stress free ride to Artesia Station. Riding east from the station in the fully separated bikeway along Artesia Boulevard, you enjoy the colors of the sunset reflecting off of the newly revitalized Los Angeles River before returning home.

Back in 2017, your future bicycle-friendly lifestyle is already becoming a reality in Long Beach. According to the Alliance for Biking and Walking’s 2016 Benchmarking Report, Long Beach had the 18th highest rate of commuting by bicycle of all large U.S. cities – and this high ranking does not include the thousands of bicycle trips made for pleasure or daily errands in our city each day. And the City’s commitment to make bicycling a safer and more enjoyable way to get around will continue to attract more people to join you on the bikeways!

Vision

The Long Beach City Council has committed to making Long Beach the most bicycle-friendly city in the United States, and the City has installed over 78 miles of bikeways since the previous Bicycle Master Plan was adopted in 2001. Today, the City has nearly 130 miles of bikeways. This updated Bicycle Master Plan reinforces this commitment and provides a clear path forward to increase bicycle ridership by residents and visitors of all ages and abilities. The City aims to see 10 percent of all trips made by bicycle in 10 years, 20 percent in 20 years, and 30 percent in 30 years. This 30 percent bike mode share is part of a larger goal to have fewer than 50 percent of trips made by solo drivers by 2040.

Vision

What would 30 percent of all trips by bicycle look like – and, perhaps, more importantly: what would it take to achieve this vision? This Bicycle Master Plan lays out over 200 miles of bikeways designed to provide safety and comfort for people of all ages and abilities. These projects are referred to as ‘8-to-80’

As Parks Commissioner of Bogota, Colombia, Gil Peñalosa realized that if public agencies were to create cities where people can be healthy and active, they must begin by building streets that are safe for people of all ages. “We have to stop building cities as if everyone is 30 years-old and athletic,” he stated in 2012. He believed the 6.7 million people living in Bogota deserved safe, convenient, and connected bikeways to allow people of all abilities to have the opportunity to choose to bicycle. Out of this broad idea, he coined the term ‘8 to 80’ -- creating a litmus test for determining if a bikeway or public space is safe enough as long as you would feel comfortable letting your 8-yearold child or 80-year-old grandparent use it. This is the guiding principal for Long Beach’s ‘8-to-80’ bikeway network -- which will guide design principles that will allow nearly all residents and visitors to feel safe bicycling throughout the City.

Bicycle Master Plan | City of Long Beach

bikeways – meaning that the bicycle facility is designed so that anyone between the ages of 8 and 80 years old can ride bicycles easily and comfortably. These re-envisioned streets will connect seamlessly, providing high-quality connections for the bicycling public from Hamilton to Belmont Shore and Carson Park to The Pike – and everywhere in between. Long Beach’s comfortable weather, mostly flat terrain, and growing bike network make it an ideal city for bicycling. In 25 years, with a complete network of 8-to-80 bikeways, residents will easily consider bicycling the most attractive mode of transportation. The effort of driving and parking a car will seem antiquated as more and more people discover how convenient and enjoyable it is to run errands by bike – and with facilities designed to support people of all ages, families can turn these daily tasks into healthy and fun activities, spending quality family time on two wheels while taking in the fresh ocean breeze.

The City of Long Beach aims to increase bicycle trips to:

10% of all trips in 10 years

20% of all trips in 20 years

30% of all trips in 30 years

Introduction:

Why Develop a Master Plan?

This chapter provides the reasoning behind developing a Bicycle Master Plan and the benefits of doing so.

Introduction:

Why Develop a Master Plan? » Plan Purpose

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» Benefits of Bicycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . 8

2 Introduction

Plan Purpose This Plan continues to build upon a long-standing effort to make Long Beach a city known for its bicycle-friendliness, and as an active, healthy, and prosperous (i.e., “livable”) place to live, work, and play. It is compliant with California Assembly Bill 32 and the Complete Streets Act. This Plan expands upon the Mobility Element of the Long Beach General Plan by providing further details on bicycle planning and design. It also recommends a series of projects and programs to be implemented by the City of Long Beach in the next few decades. Fifteen years have passed since the City of Long Beach completed its first Bicycle Master Plan in 2001. Since then, many more bicycle-related projects have been completed, including: »» Separated bikeways and dedicated bike signals along 3rd Street and Broadway in the Downtown core.

»» A bike lane and signal added to Shoreline Drive, at the beach access lot entrance. A grooved bike ramp was also installed along the staircase at the north end of the lot, allowing cyclists to push their bike up and down the staircase to Ocean Boulevard. »» A renovated beach path, separating pedestrian and bicycle traffic along the beach. »» Installation of the first bike counter along the beach bike path. »» Shared-lane markings (“sharrows”) along Pacific Avenue and several designated bike routes around the City. »» Bike lanes and sharrows along Seaside Way, between Golden Avenue and Pine Avenue. »» Beach Streets open street events.

»» Separated bikeways along Artesia Boulevard in North Long Beach. »» An expanding bike share system in Downtown and adjacent neighborhoods. »» A lane reconfiguration along Alamitos Avenue, creating buffered bike lanes from 7th Street to Pacific Coast Highway.

Introduction

22 Introduction

Introduction

Benefits of Bicycling Building upon this momentum, the City is looking to develop an updated, innovative, and inspiring Bicycle Master Plan. The state of bicycle planning has greatly advanced in the past decade, and we now have a much wider variety of permitted bikeway types enabling the City to better serve a broader variety of riders. As more people cycle, there is increased demand for improved and additional facilities; as the City builds out more facilities, more people will feel comfortable bicycling. The Bicycle Master Plan will advance the City’s notoriety as a great community in which to bicycle. The purpose of this current Plan is to update the former document, taking advantage of new innovative bicycle planning and bikeway design solutions, to guide City staff in prioritizing resources when implementing future projects and programs, and finally, to make the City eligible for more outside funding for these pursuits.

Bicycle Master Plan | City of Long Beach

Bicycling is a healthy, non-polluting, low-cost, quiet, and fun form of transportation that is ideal for many trips, including commuting and shopping. Long Beach’s residents and visitors, even those who choose not to ride bicycles, could greatly benefit from the improvements recommended within this Plan. A more bicycle-friendly Long Beach will contribute to resolving issues like traffic congestion, poor air quality, climate change, poor public health, and diminishing quality of life. Efficient, convenient, and affordable transportation options like bicycling can make life easier, better, and more enjoyable for both residents and visitors. The benefits of connected bicycle networks go beyond accessibility, safety, and comfort. This mode of transportation can deliver environmental and health benefits for communities. At their best, well-designed bicycle networks can provide a variety of benefits. The chart to the right reviews the various benefits of bicycling.

Benefits of Bicycling Conflicts between bicyclists and motorists result from poor riding and/or driving behavior, as well as insufficient or ineffective design. Encouraging development and redevelopment in which bicycle travel is fostered improves the overall safety of the roadway for all users â&#x20AC;&#x201C; an official goal of the City of Long Beach stemming from its Vision Zero initiative to eliminate all traffic-related deaths and serious injuries by 2026. Designated bike facilities reduce the risk of crashes and injuries compared to biking alongside traffic without facilities or off-road in a shared environment with pedestrians.

Public Health

Physical inactivity is now widely understood to play a significant role in the most common chronic diseases in the United States, including heart disease, stroke, and diabetes, and approximately 280,000 adults in the U.S. die prematurely due to obesity-related illnesses every year. A study published in the American Journal of Preventive Medicine in 2004 by Frank et al., reported that for each extra 60 minutes spent in a car daily, there was a six percent increase in the chances of being obese. Creating a better physical environment that encourages bicycling is a key strategy to fighting obesity and inactivity and has been shown to have substantial impacts with relatively limited public investment.

Equity

Introduction

Safety

Bicycling is an inexpensive and broadly accessible form of transportation. The average annual operating cost of a bicycle is $308, compared to $8,220 for the average car. Bicycling is an affordable means of transportation for the urban poor who are disproportionately people of color. Bicycles provide added freedom and independence for youth and parents (who are otherwise transporting their children), as well as for some people who cannot drive and those who have chosen not to drive.

Quality of Life Creating conditions where bicycling is accepted and encouraged increases a

communityâ&#x20AC;&#x2122;s livability from a number of different perspectives that are often difficult to measure but are nevertheless important. The design, land use patterns, and transportation systems that comprise the built environment have a profound impact on quality of life issues. The aesthetic quality of a community improves when visual and noise pollution caused by automobiles is reduced and when green space is reserved for facilities that enable people of all ages to recreate and commute in pleasant settings.

Economic

Bicycle programs and projects encourage more bicycle riding, which leads to better quality of life. According to Richard Florida, better quality of life attracts more diverse and creative people, leading to higher economic growth for a city and region. Additionally, the annual operating costs for bicycle commuters are 1.5% to 3.5% of those for automobile commuters. Cost savings associated with bicycle travel expenses are also accompanied by potential savings in health care costs. On a community scale, bicycle infrastructure projects are generally far less expensive than automobile-related infrastructure.

Environmental Replacing vehicular trips with bicycle trips has a measurable impact on reducing humangenerated greenhouse gases (GHGs) in the atmosphere that contribute to climate change. Fewer vehicle trips and vehicle miles traveled (VMT) translate into fewer mobile source pollutants released into the air, such as carbon dioxide, nitrogen oxides, and hydrocarbons.

Introduction

22 Introduction

Introduction 10

Bicycle Master Plan | City of Long Beach

Long Beach Now: Existing Conditions & Needs Analysis

This chapter describes the existing state of bicycling in Long Beach including infrastructure and programs. It also details the need for enhanced bicycle infrastructure, policies, and programs through a series of data analyses.

Long Beach Now: Existing Conditions & Needs Analysis » Local Context

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» State of Bicycling in Long Beach ........................................................... 20

Long Beach Now

Local Context Long Beach is well-poised to expand the role and use of bicycle transportation. It has great weather, is relatively flat, and it already has a large number of existing bikeways. The City has installed bicycle parking at numerous locations throughout Long Beach. Transit is well-linked to the bikeway network. A growing number of locations have end-of-trip amenities such as showers and repair stands and hydration stations. These investments provide a foundation upon which the City can build a high-quality, citywide bicycle transportation system that is safe and appealing for everyday use.

Land Use & Settlement Patterns As described in the Mobility Element, Long Beach ballooned from a small, isolated beach community with just over 2,000 residents in 1900 to the second largest population center in Los Angeles County today. In between, Long Beach has witnessed the trends common to many other large urban areas in the United States, including a fluctuating downtown population, removal then replacement of rapid transit facilities, and significant demographic shifts in age, race, and ethnicity.

Why Ride in Long Beach? Weather

Long Beach has wonderful, bikeable weather all year round.

Easy Terrain Long Beach is nearly flat and has even topography.

Existing Network

Long Beachâ&#x20AC;&#x2122;s existing bicycle network spans nearly 130 miles, connecting to the Cityâ&#x20AC;&#x2122;s key destinations.

Well-Linked Transit

Long Beach is linked by Long Beach Transit, the Metro Blue Line light rail, and local connector busses.

Long Beach Now

Most of Long Beach has been developed in a grid pattern with residential uses spread throughout the City (Figure 3-2). Commercial development is also spread throughout the City, but mainly located around major arterials. The City limits of Long Beach partially or completely surround the cities of Lakewood and Signal Hill.

Long Beach Now

Demographics & Access to Vehicles Long Beach is home to 468,594 people, according to 2014 American Community Survey (ACS) five-year estimates. The

The overall median income in Long Beach is $52,944 (Table 3-2), which is slightly less than the County’s median income of $55,870.

Table 3-1: Ethnicity/Race of Long Beach Residents

Table 3-2: Household Income, 2014

Ethnicity

Household Types

American Indian and Alaska Native alone

0.3%

Asian alone

12.8%

Black or African American alone

12.6%

With children under 18 years

$48,822

Hispanic or Latino

41.7%

With no children under 18 years

$70,967

Married-couple families

$81,621

Native Hawaiian and Other Pacific Islander alone 0.9% White alone

28.1%

Two or more races

3.4%

Some other race alone

0.2%

Source: 2014 American Community Survey (ACS) 5-year estimates

Figure 3-1: Commute Mode Share

Drove A Carpoo lone 7 l Public 9.7% 3.4 Tra Home ns i Walke 4.6% t 7 Othe d 2.7 Bicycr 1.1%% le 1 .1 %

% .2

Mode of Travel to Work Source: 2014 American Community Survey (ACS) 5-year estimates

median age is 33.2 years old, with 17.4 percent of residents under 18 years old and 9.8 percent over 65 years old. Over 58 percent of residents rent their homes. Regarding ethnic/ racial demographics, over 40 percent residents identify as Hispanic or Latino (Table 3-1). The next most populous racial/ethnic group identifies as white, followed by those of Asian descent.

Bicycle Master Plan | City of Long Beach

All Households Family Households

$52,944 $59,710

Female householder, no husband present $32,960 Male householder, no wife present Nonfamily Households

$45,221 $41,350

Female householder

$38,442

Living alone

$33,037

Not living alone

$64,439

Male householder

$45,144

Living alone

$39,437

Not living alone

$65,681

Source: 2014 American Community Survey (ACS) 5-year estimates

Of the 209,232 Long Beach residents officially in the workforce as of 2014, only 1.1 percent stated they use a bicycle to commute (Figure 3-1). Bicycle ridership is likely higher than this as ACS does not factor recreational trips or trips where commuters use more than one mode when traveling to work, such as taking a bus partway then riding a bicycle to the final destination. Also, 5.4 percent of workers, or over 11,300, do not have access to an automobile, according to the ACS. However, it is estimated that the number of people without access to a vehicle is closer to

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Long Beach Now

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Long Beach Now

38 percent due to the number of one-car households or non-workers. These workers would rely on transit, walking, bicycling, or carpooling to get to work.

Long Beach Now

Equity This Plan develops a bicycle network for the City of Long Beach, including areas where historically underserved populations reside. Equity considerations are necessary in the planning process because they can help address differences in the allocation of active transportation infrastructure to people of all ages and abilities. Historically, communities with large populations of people of non-white races and ethnicities and low-income households have received less investments from their local governments, including an uneven spatial distribution of bicycle facilities and safety improvements across a city. Equity issues are an important part of all planning processes. This Plan examines areas of Long Beach that have been historically overlooked for capital improvement or bicycle facility investment and ensures that people of all income levels have access to convenient bikeways and safer streets. In general, equity is defined as “just and fair inclusion.” Historical factors and planning decisions, such as automobile-dependent patterns of metropolitan sprawl, have led to differences in residents’ opportunities, access to services, and socioeconomic outcomes. In order to address socioeconomic disparities, equity has been a critical consideration in this Plan.

Bicycle Master Plan | City of Long Beach

An equity analysis was conducted using the CalEnviroScreen 2.0 tool, developed by the California Office of Environmental Health Hazard Assessment. The tool is a screening methodology that can be used to help identify California communities that are disproportionately burdened by multiple sources of pollution. It combines pollution burden indicators (such as ozone concentrations and drinking water contaminants) and population characteristic indicators (such as educational attainment and low-birth weights) into a single map that shows vulnerable populations relative to the State of California’s entire population. This is the official tool that the California Environmental Protection Agency uses to designate communities as having a higher pollution burden per Senate Bill 535, and it is used in calculating scores for Caltrans Active Transportation Program (ATP) grant applications. The “high pollution burden” communities identified in this Plan were the neighborhoods that scored greater or equal to 36.62 (Figure 3-3), the same cutoff specified in the ATP guidelines. This and other factors were used to identify and prioritize recommended projects, as explained in Chapter 6.

11,300 Long Beach residents do not have access to an automobile.

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Transit Access

Long Beach Now

Long Beach is well-served by multiple transit operators, and these services are enhanced by connections to the existing and proposed Bikeway Network. Urban transit services provide access and mobility to individuals on a city and regional scale, but in most cases, transit stations and bus stops are not adjacent to the riders’ ultimate destination. Urban planners often refer to this gap in a potential transit rider’s journey as the ‘First/Last Mile Challenge’ – when transit riders walk or bicycle between transit lines and their home, workplace, or personal and commercial activities. Safe and convenient bikeways can help increase the ease of travelling to these transit stops, and Long Beach’s existing bikeway network continues to provide these opportunities. Combining bicycling and transit helps Long Beach residents travel across the region, affordably and conveniently, providing greater mobility and access.

The Los Angeles County Metropolitan Transportation Authority (Metro) is the public transportation operating agency for the County of Los Angeles. Metro operates the Blue Line light rail that serves Long Beach and connects to the 7th Street/Metro Center Station in Downtown Los Angeles. Bicycles are allowed on all light rail trains at all times, so long as they can fit safely. Metro also operates two bus lines with stops in Long Beach: route 60 (which also operates an extended late night and early morning ‘owl’ service) and route 232. All Metro buses have bicycle racks installed on the front that can hold up to either two or three bicycles.

Long Beach Transit operates public transit services in Long Beach, Lakewood, and Signal Hill. It manages 34 bus routes and almost 2,000 bus stops, as well as water taxis, dial-aride paratransit, and a free shuttle service called “Passport” that runs throughout downtown Long Beach to Long Beach Harbor. All Long Beach Transit buses have bicycle racks installed on the front that can hold up to two bicycles (image below). Long Beach Transit buses are equipped to record instances of passengers loading bicycles onto the front racks. A recent long-range planning process identified “Transit Priority Streets” across the City that will receive more transit investment (Figure 3-4).

Mobility hubs like the Long Beach Bikestation located in Downtown Long Beach along the First Street Transit Gallery provide long-term bike parking, professional repair services, a restroom and shower, and locker facilities. In 2010, the City of Long Beach, in partnership with the City of Los Angeles, was awarded more than $8 million by the Federal Transit Administration’s (FTA) Job Access and Reverse Commute (JARC) program to create additional mobility hubs in partnership with Metro. Multiple mobility hubs are under construction across the region, and additional Long Beach locations are being evaluated. The transit network combined with the bicycle network recommendations in this Plan can help community members choose to ride a bike or take transit instead of drive to their destination.

Long Beach Transit allows up to two bicycles on each bus. (Sources: Bike Long Beach, Long Beach Transit)

Long Beach Transit allows bicycles on their water taxis.

Bicycle Master Plan | City of Long Beach

LADOT Commuter Express, Orange County Transportation Authority (OCTA), Torrance Transit, Amtrak bus, and the LAX FlyAway shuttle also serve Long Beach community members with public transit options.

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MILES 2

Data provided by the City of Long Beach Map produced July 2016

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Long Beach Now

Trip Attractors & Generators

3 Long Beach Now

Attractors and generators are the destinations in and around Long Beach to which community members frequently travel in addition to work commutes. These include schools, civic centers, transit stations, parks, beaches, event centers, and commercial centers and corridors (Figure 3-5). Among these major destination points and areas are: • Long Beach Civic Center • Long Beach Transit Gallery • Metro Blue Line stations • The Pike at Rainbow Harbor • Shoreline Village • El Dorado Park • California State University, Long Beach • Cambodia Town • East Village Arts District • 4th Street Retro Row • Wrigley Village • Atlantic Avenue in Uptown • Belmont Shore • Bixby Knolls

Relevant Existing Plans & Policies

The Long Beach Bicycle Master Plan is consistent with relevant planning, policy, and regulatory documents, including City and regional plans. Creation of the Plan took into consideration bicycle master plans of neighboring jurisdictions in order to design a bike network that connects well with bikeways in other communities. Table 3-3 shows the relevant documents that were taken into account for the creation of the Plan. The detailed policy and plan review can be found in Appendix B.

Existing Transportation Network The City of Long Beach is served by a number of transportation networks that allow for the mobility of people, both locally and regionally. Six freeways and state routes provide regional automobile and goods movement connections to and from Long Beach, including I-405, I-605, I-710, SR-1, SR-22, and SR-91. Also, Metro’s Blue Line provides north-south transit access directly to Downtown Los Angeles. There are a few locations in Long Beach that limit bicycle access. Man-made constraints include the Long Beach Airport and golf courses. Natural constraints include Signal Hill and waterways such as the Los Angeles River, San Gabriel River, Alamitos Bay, and the Los Cerritos Channel.

State of Bicycling in Long Beach Types of Bicyclists According to Roger Geller, bicycling researcher and educator from the City of Portland, there are four identified types of bicyclists, as shown in Figure 3-6. His research shows that approximately one percent of people will ride a bicycle under any circumstances. About five percent of people love riding a bicycle and will do so most of the time. Approximately 60 percent of people want to ride a bicycle, but are concerned about being hurt. Lastly, about 35 percent of people will absolutely refuse to ride a bicycle. This Plan is mostly focused on the 60 percent of people who could be encouraged to ride a bicycle for transportation or

Bicycle Master Plan | City of Long Beach

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Long Beach Now

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COMPTON CIVIC CENTER

Long Beach Now

AIRPORT Data provided by the City of Long Beach. Map produced July 2016.

Table 3-3: Relevant Existing Plans and Policies

Long Beach Now

Document

Agency

Year Adopted

CX3 Pedestrian Plan

City of Long Beach

In progress

Draft Southeast Area Specific Plan

City of Long Beach

In progress

Long Beach General Plan Elements

City of Long Beach

In progress

Downtown & TOD Pedestrian Master Plan

City of Long Beach

2016

Vision Zero Long Beach

City of Long Beach

2016

Green Terminal Island (TI) Transition Plan

City of Long Beach

2015

Livable West Long Beach Plan

City of Long Beach

2015

Long Beach Healthy Communities Policy

City of Long Beach

2014

Sustainable City Action Plan

City of Long Beach

2010

Long Beach Green Building Policy

City of Long Beach

2009

Bellflower & Paramount Bicycle Master Plan

Cities of Bellflower and Paramount

2016

Carson Master Plan of Bikeways

City of Carson

2013

City of Compton Bicycle Master Plan

City of Compton

2015

Los Angeles Mobility Plan 2035

City of Los Angeles

2016

LA Metro Active Transportation Strategic Plan

Metro

2016

Los Angeles County Metro First Last Mile Strategic Plan

Metro

2013

Metro Blue Line Bike and Pedestrian Access Plan

Metro

2011

Metro Bicycle Transportation Strategic Plan

Metro

2006

OCTA Districts 1 and 2 Bikeways Strategy

OCTA

2013

OCTA Commuter Bikeways Strategic Plan

OCTA

2009

SCAG Regional Transportation Plan (RTP)

SCAG

2016

California State Bicycle & Pedestrian Plan

State of California

In progress

SB 99 - Active Transportation Program Act

State of California

2013

Caltrans Deputy Directive 64 – Complete Streets

State of California

2008

AB 1358 - Complete Streets Act

State of California

2008

SB 375 - California Sustainable Communities Strategy

State of California

2008

AB 32 - California Global Warming Solutions Act

State of California

2006

Policy Statement on Bicycle & Pedestrian Accommodation Regulations and Recommendations

United States DOT

2010

Bicycle Master Plan | City of Long Beach

The California Department of Transportation (Caltrans) designates four classes of bicycle facilities: Classes I, II, III, and IV. Long Beach further designates types of Class III facilities, as described below. This section describes the 8-to-80 facilities first, followed by the other bikeway facilities.

Long Beach Now

Bikeway Types recreation if they felt safer while doing so. These are called the â&#x20AC;&#x153;interested but concerned.â&#x20AC;? Building an 8-to-80 bicycle network and expanding the bicycle-related programs in Long Beach can encourage more of the interested but concerned community members to choose to ride a bicycle instead of drive a car.

Figure 3-6: Types of Bicyclists

Four General Categories of Cyclists & Comfort Levels

Strong & Fearless <1%

Strong and Fearless (<1%) Strong and Fearless (<1%)

Enthused and Confident (5%) Enthused & Confident 5%

Interested but Concerned (60%)

Interested but Concerned

Enthused and Confident (5%)

60% SOURCE: www.portlandoregon.gov/transportation/article/264746 SOURCE: www.portlandoregon.gov/transportation/article/264746

Interested Concerned Enthused and but Confident (5%)(60%)

Enthused and Confident (5%)

35%

No Way, No How

No Way, No How (35%) No Way, No How (35%)

Source: www.portlandoregon.gov/transportation/article/264746

NoNo Way, NoNo How Way, How(35%) (35%)

Long Beach Now

Shared-Use Paths (Class I) Shared-use paths, or paved trails, are designated “Class I” by Caltrans. These 8-to-80 facilities provide completely separated, exclusive right-of-way for bicycling, walking, and other non-motorized uses. These facilities can be considered the easiest to ride on, especially for the interested but concerned riders, as there are few potential conflicts between people riding and people driving. Long Beach currently has 34.7 miles of shared-use path (Class I) facilities.

Bicycle Boulevards (Class III-A) Bicycle Boulevards are on-street 8-to-80 bicycle facilities along low-speed roadways. These routes have been optimized for bicycle travel through signage, shared-lane markings, and engineering tools to slow traffic, reduce cutthrough vehicle trips, and assist bicyclists and pedestrians in crossing busier roadways. Although riders share the road with drivers, the engineering treatments installed along bicycle boulevards encourage safe driving to allow bicyclists to feel comfortable while riding. Long Beach currently has a single, 1.5 mile of bicycle boulevard along Vista Street.

Separated Bikeways (Class IV) A separated bikeway, also known as a cycle track or Class IV bikeway, is an on-street 8-to-80 facility that is physically separated from motor vehicle traffic by a vertical element or barrier, such as a curb, bollards, or vehicle parking aisle. This facility type is considered an 8-to-80 facility because it provides extra separation between moving vehicles and people riding bicycles so that interested but concerned bicyclists feel more secure while traveling along a roadway. Long Beach currently has 4.4 miles of separated bikeway facilities.

Bicycle Lanes (Class II) Bicycle lanes are striped, preferential lanes on roadways for one-way bicycle travel. Some bike lanes include striped buffers that add a few feet of separation between the bicycle lane and traffic lane or parking aisle. These facilities are also important for the overall bikeway network Long Beach strives to achieve in that they provide a designated space for riders along a roadway. Long Beach currently has nearly 60 miles of roads with bike lanes.

Bicycle Master Plan | City of Long Beach

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Long Beach Now

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EXISTING BICYCLE NETWORK

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1 S

LONG BEACH BICYCLE MASTER PLAN EXISTING EXISTING Figure 3-7: Existing Bicycle Network Map

EXISTING EXISTING Off-Street Shared-Use Path (Class Off-Street Shared-Use Shared-Use Path Path (Class (Class I) I) EXISTING Off-Street EXISTING Off-Street Shared-Use Path (Class I) Bike Lane (Class II) Bicycle Lane (Class II) Bike Lane (Class II) Off-Street Shared-Use Path (Class I) Off-Street Shared-Use Path (Class I) BikeBike Lane (Class II)(Class Boulevard III) Bicycle Boulevard (Class Boulevard III) III-A) BikeBike Lane (Class II)(Class Bike Lane (Class II) EXISTINGBikeBike Boulevard (Class III) Route (Class III) Sharrows (Class III-B) Route (Class BikeBike Boulevard (ClassIII) III) Bike Boulevard (Class III)III-C) LONG BEACH BICYCLE PLAN Bike RouteMASTER (Class III) Bicycle Route (Class Sharrow (Class III) 8-80 Bikeway Sharrow (Class III) Bike Route (Class III) Bike Route (Class III) Off-Street (Exclusive Separated Bikeway (Class IV)BIKEWAY Sharrow (Class III) Right-of-Way) XISTING On-Street Separated Bikeway (Class EXISTING 8-80 On-Street Separated Bikeway (Class IV) IV) Sharrow (Class III) On-Street (Major Street) Off-Street Shared-Use Path(Class (Class I) III) Off-Street (Exclusive Right-of-Way) Sharrow On-Street (Major Street) On-Street Separated Bikeway (Class IV) Bike Lane (Class BikeII) Boulevard (Residential Street) Bike Boulevard (Residential On-Street Separated Bikeway (Class IV) Street) On-Street Separated Bikeway (Class IV) Bike Boulevard (Class III)

ALAMITOS

EL DORADO PARK GOLF COURSE

EXISTING BICYCLE NETWORK EXISTING BICYCLE NETWORK LONG BEACH BICYCLE MASTER PLAN EXISTING BICYCLE NETWORK EXISTING BICYCLE NETWORK LONG BEACH BICYCLE MASTER PLAN LONG BEACH BICYCLE MASTER PLAN P a c i fi c

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Blue Blue Line Line Station Station Metro Light Rail Statio School School Metro Light Rail Statio Metro Light Rail Statio School Park Park School MILES School 1 2 Park Waterway Waterway Park Park Waterway Waterway Waterway Data provided by the City of Long Beach. Map produced July 2016.

Metro Light Rail Station

School Park Park

Waterway Waterway

Long Beach Now

Bicycle Routes (Class III-B and III-C) Bicycle routes are signed routes where people riding bicycles share a travel lane with people driving motor vehicles. Because they are mixed-flow facilities, bicycle routes are only appropriate for low-volume streets with slow travel speeds. Some routes are designated only by Caltrans-compliant Bike Route signs (Class III-C), while others are designated by signs and painted shared-lane markings, or “sharrows,” to indicate a shared environment for bicycle riders and motorists (Class III-B). Among other benefits, shared-lane markings reinforce the legitimacy of bicycle traffic on the street, recommend proper bicyclist positioning, and may be configured to offer directional and wayfinding guidance. Long Beach currently has about 10 miles of Class III-B bicycle routes designated with sharedlane markings and nearly 19 miles of Class III-C bicycle routes with signs only.

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Planned Bikeways in Adjacent Jurisdictions The following routes are planned bikeways in neighboring cities that connect to Long Beach. This is not an exhaustive list, as some cities either do not have bicycle plans or do not publish their planned bikeways. • 70th Street (Paramount) • Anaheim Street (Los Angeles) • Artesia Boulevard (Compton) • Atlantic Avenue (Compton) • Compton Creek (Carson) • Del Amo Boulevard (Carson) • Greenleaf Boulevard (Compton) • Long Beach Boulevard (Compton) • Pacific Coast Highway (Los Angeles) • Ramona Street (Bellflower) • Vermont Avenue (Paramount) • Vincent Thomas Bridge (Los Angeles) • Wardlow Road (Carson)

Bike Share

Existing Bikeway Network Long Beach currently has nearly 130 miles of bikeways. Table 3-4 lists the total miles of bicycle facilities by classification. Figure 3-7 shows the existing bicycle network in Long Beach.

Table 3-4: Total Miles of Existing Bicycle Facilities

Bikeway Class

Length (Miles)

Shared Use Path (Class I)

34.7

Bike Lane (Class II)

59.9

Bicycle Boulevard (Class III-A)

1.5

Sharrows (Class III-B)

7.9

Bicycle Route (Class III-C)

18.7

Separated Bikeway (Class IV)

4.4

Total

127.1

Bicycle Master Plan | City of Long Beach

In 2016, Long Beach launched a bike share system with 26 stations and 100 bikes. At build-out of the initial phase, Long Beach Bike Share will have 50 stations and 500 bikes. The City envisions someday having over 1500 bikes serving residents and visitors across Long Beach. Key locations will be Downtown, California State University Long Beach, Long Beach City College, Belmont Shore, Bixby Knolls, the Memorial Hospital area, Metro Blue Line stations, and other strategic locations. The system allows users to pick up a bicycle in one location and drop it off near their destination, without committing to owning a bicycle. The bicycles can be locked to a station or a rack within 100 feet of a station if the station is full. The Long Beach Bike Share system is beneficial in that they reduce concerns people may have about bicycle theft. Bike Share also helps solve the “first/last mile problem” many cities face. The first/last mile problem is when a community has difficulty in getting people from a transportation hub, especially railway stations, bus depots, and ferry slips, to their final destination. If people are unsure how they can access their final destination by using public transportation, they are more likely to drive. Bike share helps alleviate this problem by offering another option to travelers so they may choose to take public transportation and bike instead of taking a car. Bike share systems also encourage carpooling to work, since workers can use the bicycles for short trips (e.g., for lunch) during the work day rather than needing a motor vehicle. Bike share also facilitates spontaneous, convenient active transportation mode choices.

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Long Beach Bike Share Station

Bicycle Corral

End-of-Trip Facilities

Long-Term Bicycle Parking Commuters and those who park for longer times need additional security. High-security parking may consist of lockers, attendant parking, or automated parking. The Long Beach Bikestation located in Downtown Long Beach along the First Street Transit Gallery provides long-term bike parking, professional repair services, showers, and locker facilities.

Bicycle parking can be provided in two general types: shortterm racks and long-term high-security facilities. Many commuters or recreational riders need to freshen up after a long ride, and many locations provide shower facilities. Lastly, the City has installed â&#x20AC;&#x153;fix-itâ&#x20AC;? and hydration stations in several locations to help riders that may face mechanical issues or need a drink of water. Short-Term Bicycle Parking Long Beach has an extensive sidewalk bike rack program, with more than 2,500 bike racks installed on sidewalks and public property for public use, mostly along commercial corridors. Similar to many cities in the U.S., Long Beach provides bike racks free of charge to businesses to help promote the local economy and encourage residents and visitors to bicycle more often by providing a convenient and safe place to lock their bikes. Residents and visitors can request a bike rack through the project website at: www.bikelongbeach.org, and Public Works staff will review the request and install the bike rack, given it meets design guidelines.

The City of Long Beach requires the installation of bike parking at any new construction or expansion of more than 5,000 square feet; however, City code does not specify the level of security required. Some buildings have installed secure, long-term bike parking facilities by their own initiative, but since it is not required, there is no official estimate of how many of these facilities exist in Long Beach.

Many of the bike racks are artistically designed to look like fish, palm trees, and many other creative forms. The City also has a bicycle corral program. Corrals, or large racks accommodating up to 14 bicycles, can be installed to replace one on-street automobile parking space.

Fix-It and Hydration Stations Long Beach has fix-it and hydration stations citywide. Fix-it stations are small units with bicycle repair tools attached to cables, along with a permanent universal bicycle pump. These give bicyclists a place to go if they need a quick repair for their bike while out on the road or if a tire is getting low on air. There are 14 fix-it stations installed around the City, with plans to expand in other areas depending on demand.

Racks and corrals are best for short-term needs such as quick shopping trips or errands. Racks are especially beneficial in commercial corridors, helping to keep the sidewalk clear while people dine, shop, or run errands. Racks are often placed at dispersed locations to take advantage of the point-to-point flexibility of the bicycle.

There are multiple providers of temporary, event-based bike valet services in Long Beach and throughout the region. These services are popular when provided at large events in Long Beach, but there is no currently requirement for event organizers to provide these services.

Hydration stations are drinking fountains with an additional chamber that allows you to fill up water bottles or containers from the top in a very short period of time. There are 11 installed around the city, with plans to expand depending on demand. Long Beach Now

Existing Bicycle-Related Programs

3 Long Beach Now

The City of Long Beach has a wide variety of programs that support the goal of becoming “the most bicycle friendly city in America.” These programs include bicycle education at local schools and community centers, open streets events, an informative website designed to keep the community aware of the latest bicycle-related activities in Long Beach, and programs designed to help our businesses become more bicycle friendly. Long Beach has been a leader in the “4Es” approach to noninfrastructure bicycle programs. Communities that have the highest rates of bicycling consistently use this holistic approach, which includes: • Education – providing safety education for bicycle riders, motorists and bus drivers, and education about the environmental and health benefits of bicycling • Encouragement – promoting bicycling as a fun and efficient means of transportation and recreation • Enforcement – enforcing laws pertaining to both motorists and bicyclists • Evaluation – monitoring the success of the effort through counts, surveys, and review of various data

each year. The program consists of school-based workshops and bicycle rodeos where children have the opportunity to get hands-on experience and tips for bicycling safely in and around their neighborhoods. The program also includes community-based outreach with bicycle rodeos offered to nonprofit community groups throughout the city. More programs were also facilitated by Long Beach Unified School District in previous years to encourage students to bike or walk to school, but the efforts have largely slowed or stopped. Share Our Streets The grant funded “Share Our Streets” program focuses on increasing safety for bicyclists through an outreach and media campaign aimed at bicyclists, motorists, and pedestrians. The campaign includes bus ads, citywide banners, social media (Facebook, Twitter, and website posts), group bicycle rides, and adult safety classes. As part of this campaign, the top causes of bicyclist-involved collisions in Long Beach were examined, helping focus the campaign on a few simple but lifesaving rules, such as “don’t ride against traffic” and “watch for bicyclists when turning right”.

The City has been carrying out the following noninfrastructure programs in recent years to support bicycling. Education Community Workshops The Long Beach Department of Health and Human Services partners with a local nonprofit organization to host free bicycle safety workshops throughout Long Beach. LACBC Classes The Los Angeles County Bicycle Coalition (LACBC) is a nonprofit advocacy organization that offers free bicycle classes throughout the county. There are a variety of class types for all skill levels and ages year-round, including bicycle repair and skills classes. Safe Routes to School Education Program The grant-funded Long Beach Safe Routes to School program reaches out to over 50 elementary and middle schools throughout the City, and to over 60,000 students

Bicycle Master Plan | City of Long Beach

Encouragement Bicycle-Friendly Business Districts The Long Beach “Bicycle-Friendly Business District” program was one of the first of its kind in the United States. The program is aimed at helping businesses and business districts become more bicycle friendly in order to attract customers on bicycles and thereby promote local businesses. The mantra for the program is “bike, shop, dine local.”

Bike Saturdays The “Bike Saturdays” program encourages local businesses to offer discounts to anyone riding their bicycle to the business on Saturdays. Similar to the Bicycle-Friendly Business District program, Bike Saturdays is aimed at encouraging people who live in the neighborhood or are visiting to ride their bicycle to local establishments. More than 170 businesses offer deals to customers who bicycle instead of drive. This encourages people to get on their bicycles and to shop locally. The benefits include reduced traffic, less pollution, increased local business activity, and more exercise for riders. Long Beach Bike Fest The Long Beach Bike Fest is an annual event held in early May. The festival, along with the Tour of Long Beach, is one of the signature events for the City. The event and tour increase awareness of bicycling in Long Beach and have raised hundreds of thousands of dollars for Miller Children’s & Women’s Hospital. Beach Streets The City initiated and supports an “open streets” event for bicyclists, pedestrians, scooter riders, and other nonmotorized users. The events bring people out to bicycle in a comfortable environment with streets blocked to motor vehicle traffic.

3 Long Beach Now

Enforcement Bicycle Light Intercept Distributions LACBC conducts “Operation Firefly,” an education and bicycle light distribution program which organizes groups of volunteers to meet for “street distributions” at undisclosed locations. The volunteers invite people who are riding bicycles without lights to stop in order to give them front and rear lights along with an informational “spoke card” that explains the laws related to riding at night as well as tips they should know for nighttime safety. The spoke cards are printed in English and Spanish, and “Team Firefly” volunteers always include at least a few people who speak Spanish. Bike Registration Long Beach residents can obtain a bicycle license by registering their bicycles with the National Bike Registry (NBR). Upon registration, owners receive a Certificate of Registration and a tamper-resistant NBR label to identify their bike. In the event registered bicycles are stolen and recovered, they can be returned to their owners regardless of where in the nation it was recovered. Evaluation Bicycle Counts Since 2015, Long Beach has been conducting bicycle counts every year since 2008 at 30 locations. During these counts, data on cyclist behavior and traffic volumes is collected to help determine the City’s growing number of cyclists, how bicyclist behavior has changed, which types of bicycle infrastructure are used, and more.

Current Bicycling Activity Levels According to the latest ACS estimates, the bicycle mode share for work or school commutes in Long Beach is 1.1 percent. Based on the City’s population, this results in an estimated 4,821,000 annual bicycle trips for work or school purposes. Local, regional, and state policy goals, however, aim to increase the proportion of trips that are made by active, sustainable modes such as bicycling and walking. The reasons for this push are many, including: • increasing public health • improving environmental conditions • enhancing mobility and access • reducing roadway congestion

Long Beach Now

Bicycle Mode Share

Figure 3-8: Bicycle-Related Collisions in Long Beach From 2010 to 2014 350 308 290

240

4,821,000 annual bicycle

225

10% Scenario

21,503,000 annual bicycle trips

1.4 24.33 .02

31.84

5.14 89.8 .75

116.62

20%

Bicycle Mode Share

77,968,000 annual bicycle trips

210

30%

Bicycle Mode Share

100 50 2012

2013

2014

30% Scenario

150

2010 2011 Source: SWITRS

.04 6.89

10%

200

5.27

Bicycle Mode Share

20% Scenario

Between 2010 and 2014, there were 9,216 total collisions on Long Beach roadways, with 1,273 collisions (13.8 percent) involving a person on a bicycle. Eight of the 1,273 bicyclistinvolved collisions (.06 percent) resulted in a fatality, and 68 (5.3 percent) resulted in a severe injury; 542 (42.6 percent) resulted in a visible injury; and 655 (51.5 percent) resulted in a complaint of pain. During this time period, the total number of collisions across all modes have declined. At the same time, the rate of collisions in proportion to the increasing number of cyclists is also declining. However, compared to Long Beach’s 1.1 percent bicycle mode share, the likelihood of bicyclist-involved collisions is disproportionally high. Figure 3-8 shows the number of bicyclist-involved collisions by year.

250

trips

Bicyclist-Involved Collisions

300

Benefits (measured in metric tons)

Long Beach Now

A benefit impact analysis was conducted as a part of this Plan to quantify some of the health, environmental, and transportation benefits Long Beach may experience after implementation. These benefits correspond with direction from state and regional policy goals. The graphics shown in Figure 3-9 summarize some of the expected benefits of achieving various tiers of bicycle mode share; calculation details are in Appendix C.

Pa r M ticu at la te te Ni r Ox tro id us es Di Su ox lfu id r es

Figure 3-9: Estimated Benefits of Future Activity Estimated “Emission Reduction” Levels

Current

Estimated Benefits of Bicycle Plan Implementation and Future Activity Levels

179,246,000 annual bicycle trips

11.82

205.06

1.72

268.44

Bicycle Master Plan | City of Long Beach

To provide a comparison, Table 3-5 shows the number of bicyclist-involved collisions and per capita crash rates in Long Beach compared to Los Angeles County as a whole and four peer cities in California between 2010 and 2014.

Table 3-5: Number and Rate of Bicyclist-Involved Collisions

Partly At Fault and Violation Type According to the collision reports, 726 bicyclists (56 percent) were not at fault for the collision they were involved in. For 560 collisions (44 percent), however, the bicyclist was considered at fault. Because multiple parties may be involved in a collision, this number is higher than the total number of bicyclist-involved collisions during this time period. Figure 3-11 summarizes the movement preceding the collision for the party found to be at fault.

Jurisdiction

Number

Crash Rate*

Long Beach

1,273

0.27%

Figure 3-11: Movement Preceding Collisions From 2010 to 2014

Los Angeles County

23,078

0.002%

Entering Traffic

Oakland

1,022

0.25%

Turning Left

Pasadena

489

0.35%

Turning Right

San Diego

2,545

0.19%

Proceeding Straight

San Jose

1,778

0.18%

Source: SWITRS, American Community Survey Per Capita (Number / Population) Type of Collision Figure 3-10 shows the breakdown of the bicyclist-involved collisions by . By far, the most common type of collision was a broadside collision. In this type of collision, the automobile driver and bicyclist are often traveling perpendicular to each other. This type of collision typically occurs at intersections, driveways, or within parking lots, many times when a driver is making a right turn across a bicyclistâ&#x20AC;&#x2122;s path of travel. Sideswipes, on the other hand, generally occur when a driver or bicyclist fails to yield while changing lanes.

Figure 3-10: Types of Collision Broadside Other / Not Stated Head On Sideswipe Rear End

100

Bicyclist at Fault

200

300

400

3 Long Beach Now

Collision Comparison

500

Motorist at Fault

Source: SWITRS

Based on this data, when determined to be at fault, bicyclists were usually traveling straight, as opposed to motorists who were most often making a right turn when they were deemed to be at fault for a collision. Table 3-6 summarizes the violations that contributed to the collisions when bicyclists or motorists were at fault. When bicyclists were determined to be at fault for the collision, nearly 40 percent of collisions were attributed to a bicyclist riding on the wrong side of the road. More than 30 percent of collisions where motorists were at fault were attributed to a driver violating the right-ofway of another motorist. If, for example, a vehicle runs a red light, that motorist is violating the right-of-way of the motorists that currently have the green signal. The result of running that red light can result in reactions from other drivers which can lead to collisions with bicyclists. An additional 15 percent were attributed to a driver making an improper turn, reinforcing the previous finding that motorists were most often making a right turn when they were found to be at fault for a bicyclist involved collision.

Long Beach Now

Table 3-6: Violation That Contributed to Bicyclist-Involved Collisions (from 2010-2014)

Long Beach Now

Violation Type

Bicyclist at Fault

Motorist at Fault

No Fault

Driving Under the Influence of Drugs/Alcohol

Failure to Obey Traffic Signals or Signs

Following Too Closely

Improper Passing

Improper Turning

Inadequate Brakes

Inadequate Lights

Pedestrian Violation

Unsafe Lane Change

Unsafe Speed

Unsafe Starting or Backing

Violated Automobile Right-of-way

122

Violated Pedestrian Right-of-way

Wrong Side of Road

218

Unknown/Other

312

115

Total

548

391

334

Highest Number of Violations per Category (Bicyclist at Fault vs. Motorist at Fault) Source: SWITRS Top Collision Locations Figure 3-12 shows a heat map of collision frequency by location in Long Beach from 2010 through 2014. There are several locations where there were between 8 and 11 collisions in those five years. All of these intersections have streets with multiple lanes in both directions, and two of these intersections do not have traffic signals. As the list points out, three of the six top collision locations are along Anaheim Street. Other corridors where several collisions occurred are 2nd Street, 7th Street, Atlantic Avenue, Carson Street, Pacific Coast Highway, and Willow Street. All

Bicycle Master Plan | City of Long Beach

of these roadways have multiple lanes in both directions and are major commercial corridors.

Weather and Time of Day Factors Seventy-seven percent of reported collisions occurred during daylight hours, disproportionate from the nearly 60 percent of day that can be considered “daylight.” Nearly 17 percent were at night and 4.4 percent were at dusk or dawn. Only four collisions occurred in rainy weather. As weather and visibility were not a factor in the vast majority of collisions, this instead suggests a need for improvements to infrastructure and education of roadway users about their rights and responsibilities on the roadway.

CH B EA

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BLVD

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1ST S

6TH ST

CSULB

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2ND ST 1ST ST

N A

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3RD ST

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BL VD

2ND ST (WESTMINSTER AVE)

ST 2ND

AY W

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OCEAN BLVD SEASIDE WAY DR SH OR EL INE

SPRING ST

ATHERTON ST

4TH ST

WARDLOW RD

PALO VERDE AVE

S AV

7TH ST 6TH ST

ANAHEIM ST

KELLER SCH

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GANT SCH

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10TH ST

ORANGE AVE

PINE AVE

10TH ST 9TH ST

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PACIFIC COAST HIGHWAY

15TH ST

HAWAIIAN GARDENS

MCNAB AVE

PA TH

BLVD

BELLFLOWER

AVE

605

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STEARNS ST

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WILLOW ST

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PARK AVE

ROSWELL AVE

LOMA AVE

PACIFIC AVE

PARK

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ORIZABA AVE

ORANGE AVE

WILLOW ST

SIGNAL HILL

POLY SCHOOL

LOS CERRITOS CHANNEL

WALNUT AVE

CHERRY AVE

CALIFORNIA AVE

BLVD LONG BEACH

PACIFIC AVE CHESTNUT AVE

405

CARSON ST

LVD NB EA OC

SKYLINKS PARK

5TH ST 4TH ST 3RD ST BROADWAY 1ST ST

47 S

HEARTWELL

CONANT ST

SPRING ST

20TH ST

AVE

103 S

LBCC

WILLOW SPRINGS PARK

HILL ST

MAG NOLIA

ANAHEIM ST

CARSON ST

LONG BEACH AIRPORT

BURNETT ST

PACIFIC

DAISY AVE

SAN FRANCISCO AVE Los Angeles River

LOS ANGELES

LAKEWOOD BLVD

UNION PACIFIC RAILROAD

ATLANTIC AVE

AN T SA N SANTA FE AVE DELTA AVE

MED AS T

WARDLOW RD

L IC P CIF PA

27TH ST

COVER ST

HUGHES SCH

BIXBY RD

BIRNEY SCHOOL

CARSON ST

CENTRALIA

ROOSEVELT AVE

PACIFIC AV

ALA

BLVD

DEL AMO BLVD

PORT OF LONG BEACH

IO ON

SPRING ST

CABRILLO SCHOOL

HO RE LI N E DR

SOUTH ST

DEL AMO BLVD

CARSON ST

REID SCHOOL

BEACH BIK

CERRITOS S

52ND ST

CARSON

WILLOW ST

HARTE SCHOOL

49TH ST

MUIR SCH

SEASIDE WAY

MARKET ST

LINDSEY SCHOOL

SPRING ST

OCEAN BLVD

PARAMOUNT BLVD

GRANT SCHOOL

ARTESIA BLVD

Long Beach Now

UNION PACIFIC RAILROAD

710

D NA R SUSA

47 S

5TH ST 4TH ST 3RD ST BROADWAY 1ST ST

BELLFLOWER

KING SCHOOL

ORANG

ATLANTIC PL

ALONDRA BLVD

PINE

LANTIC BLVD

G LON

COMPTON

7TH ST 6TH ST

PARAMOUNT

SEAL BEACH

BICYCLE COLLISIONS, 2010-2014 AR

1 S

LONG BEACH BICYCLE MASTER PLAN P a c i fi c

O c e a n

COLLISION DENSITY

Figure 3-12: Bicyclist-Involved Collisions From 2010-2014

BICYCLE 1 collision COLLISIONS, 2010-2014 10 or more collisions

LONG BEACH BICYCLE MASTER PLAN

within 250 feet 1 collision

within 250 feet

COLLISION DENSITY

1 collision within

250 feet

10 or more collisions within 250 feet

Source: SWITRS 0

MILES 2

within feet 10 or250 more

collisions within 250 feet

Long Beach Now

Data provided by the City of Long Beach.

Levels of Traffic Stress

3 Long Beach Now

A Levels of Traffic Stress (LTS) analysis was conducted as a part of this Bicycle Master Plan. This analysis incorporates data about bicycle infrastructure and roadway size to rate each street segment according to three levels: • Level 1/Low Stress - Suitable for most adults and children • Level 2/Medium Stress - Tolerable for “enthused and confident” cyclists • Level 3/High Stress - Tolerable for “strong and fearless” cyclists Figure 3-14 shows how each level of stress was determined for each facility type. In this case, the number of vehicle travel lanes was the determining factor for each level of stress a person on a bicycle may feel while riding a bicycle. The analysis is built on the assumption that a network is only as strong as the weakest link, and sometimes a roadway is so stressful a person simply will not use it. For example, “interested but concerned” riders who live in a low stress area may want to visit a destination in another low stress area. However, they most likely cannot or will not make the trip by bicycle if they have to travel along roadways or through intersections that are highly stressful to navigate. This simple graphical depiction of the network allows planners and decision makers to understand where there are “gaps” in the low stress bicycling network. Closing the gaps allows people to make more trips and provides greater access.

Mapping the quality of existing infrastructure is a good way to see where bike facilities could be performing better. It also emphasizes the fact that not all bicycle facilities are created equal, and that even two bike lanes are not created equal. Mapping only existing bicycle facilities helps City staff understand what bikeways might be candidates for upgrades and also what pieces of infrastructure the average bicyclist will use. It also helps build the case for the development of the 8-to-80 network.

Summary of Needs Analysis Based on the evaluation of Long Beach’s collision data, Levels of Traffic Stress, the existing bikeway network, and community-identified needs, the following key themes were identified: • Closing gaps in the bicycle facilities network • Upgrading existing bike lanes to be buffered with paint or separated with physical elements • Expanding the bikeway network to disadvantaged areas • Implementing more non-infrastructure programming to teach, encourage, enforce, and evaluate safe and enjoyable bicycling behavior • Updating the municipal code to include bicyclingsupportive policies

Figure 3-13: Stress Network by Travel Lanes & Presence of Bikeway Shared Use Path (Class I)

Bicycle Boulevard (Class III-A)

Separated Bikeway (Class IV)

Bike Lane (Class II)

Bicycle Route (Class III-C)

Sharrow (Class III-B)

No Bikeway

1 1

1 2

1 3

1 2 2 2 2 2

2 3 3 3 3 3

3 3 3 3 3 3

# of Lanes

Off-Street

3 4 5 6 7 8 9 Level 1/Low Stress: Suitable for most adults & children

Bicycle Master Plan | City of Long Beach

Level 2/Medium Stress: Tolerable for “enthused & confident” cyclists

Level 3/High Stress: Tolerable for “strong & fearless” cyclists

CALIFORNIA AVE

BLVD

NIETO

VISTA ST

BROADWAY

ELIOT ST /LOYNE S DR

B BELLFLOWER

OY OT ES

LO S

LOY NE

NORWALK BLVD

BLVD

7TH B

BELLFLOWER

AVE

NIETO

PARK AVE

LOMA AVE

ROSWELL AVE

AN N

EL REDONDO AVE

IT O S RR

PALO VERDE AVE

ORIZABA AVE

22 S

ELIOT ST /LOYNE S DR

OC EA NB LVD

S DR

BL VD

WESTMINSTER AVE

ST 2ND

AY W

OC EA NB LVD

P a c i fi c

VISTA ST

6TH ST

SAN GABRIEL RIVER

BELLFLOWER

AVE

PARK AVE

COLORADO ST

1 S

7TH ST BIX BYV I

MRD

LOS COLORADO ST ALAMITOS

BROADWAY

STUDEBAKER RD

1 S

6TH ST

BA S Y HO RE AV E

N A

RECREATION PARK GOLF COURSE

EL DORADO PARK GOLF COURSE

BLUFF PARK

BA S Y HO RE AV E

LOW

HAWAIIAN GARDENS

1ST S

WARD

SPRING ST

1ST S

ATHERTON ST

ROSWELL AVE

4TH ST

짜

EL DORADO REGIONAL PARK

4TH ST PALO VERDE AVE

BIXBY PARK

BLVD

LOMA AVE

TEMPLE AVE

BRO ADW AY

BIXBY PARK

ORIZABA AVE

JUNIP ERO AVE

4TH ST

CLARK AVE

LAKEW OO DB LVD

STUDEBAKER RD

AVE WOODRUFF

LO S

TEMPLE AVE

TE S

JUNIPC EORYO O AVE

BEACH BIKE P ATH

RD PATH STEVELY ER BIKE BRIEL RIV SAN GA

BELLFLOWER

LO S

CLARK AVE

WALNUT AVE GAVIOTA AVE ROSE AVE

BRO ADW AY

TERMINO AVE

ORANGE AVE

AVE LAKEW OO A D BLAM LVD ITOS

ORANGE AVE

WILLOW ST

4TH ST

S 1ST STT

TERMINO AVE

REDONDO AVE

10TH ST

2NST STEARNS D

PACIFIC COAST HIGHWAY

ANAHEIM ST

RECREATION PARK GOLF COURSE

T PAT RO N

LAKEWOOD B

CHERRY AVE

WALNUT AVE

15TH ST

MACARTHUR PARK

PA TH

PARK

10TH ST

T ER F WA

WALNUT AVE GAVIOTA AVE ROSE AVE

ALA

1 S

3RD S T

BLUFF PARK

PORT OF LONG BEACH

HEARTWELL

AGED R LL

ORANGE AVE

MITO

S AV

AVE AVE PACIFIC PINE

ANAHEIM ST

2ND ST 1ST ST BEACH BIKE P ATH

STEARNS 605 ST

CARSON ST

AY W

CHESTNUT AVE

L IN

TH OU

SH OR EL INE

LAKEWOOD BLVD

AVE AVE CHESTNUT AVE

PACIFIC PINE

4TH ST 3RD ST BROADWAY 1ST ST

J/S

OCEAN BLVD SEASIDE WAY

3RD ST

LONG BEACH

PACIFIC AVE

DAISY AVE

AVE MAG NOLIA

CHERRY AVE

WALNUT AVE

CALIFORNIA AVE

BLVD LONG BEACH

ORANGE AVE

5TH STST WILLOW

5TH ST 4TH ST 3RD ST BROADWAY 1ST ST

MAG NOLIA

ATLANTIC

BLVD

PARAMOUNT BLVD

CHERRY AVE

WALNUT AVE

ORANGE AVE

DELTA AVE ATLANTIC AVE

AN T SA N

PACIFIC AVE

짜 405

7TH ST 6TH ST

SKYLINKS PARK

15TH ST

10TH ST 9TH ST

CONANT ST

7TH ST 6TH ST

WILL

COVER ST

BLVD COCEAN K FI EL SEASIDE WAY D BI KE SH PA OR COAST HIGHWAY TH PACIFIC E E 1

MACARTHUR PARK

WILLOW ST

10TH ST 9TH ST

405

SIGNAL HILL

20TH ST

PORT OF LONG BEACH LVD NB EA OC

CARSON ST

LONG BEACH AIRPORT

짜

103 S

20TH ST

SPRING ST

ANAHEIM ST

HILL ST

LONG BEACH AIRPORT

DEL AMO BLVD

CENTRALIA

SKYLINKS PARK

LVD NB EA OC

HILL ST

SIGNAL HILL

CERRITOS

LAKEWOOD

BURNETT ST

CONANT ST

SOUTH ST

SPRING ST

BURNETT ST

AVE

DAISY AVE

SAN FRANCISCO AVE Los Angeles River

SANTA FE AVE

DELTA AVE

27TH ST

SAN FRANCISCO AVE Los Angeles River

LINDEN AVE

AV SANTA FE AVE E

BUTLER AVE

FO RE DE

EW AY BIK

DA IRY AV E

RIV ER

LOS ANGE LES

ST ALA MED A

MED AS T ALA

SPRING ST

ANAHEIM

CARSON ST

Long Beach Now

S 1 S

WARDLOW RD

L IC P CIF PA

103 S

27TH ST

COVER ST

WARDLOW RD

CARSON ST

BIXBY RD

WILLOW ST

PACIFIC AV

SPRING ST

BIXBY RD

SPRING ST

DEL AMO BLVD

ROOSEVELT AVE

1 S

LOS ANGELES

IO ON

91 S

L IC P CIF PA

ST WILLOW 49TH ST

CARSON ST

ROOSEVELT AVE ARTESIA BLVD

MARKET ST

52ND ST

CARSON ST BELLFLOWER

CENTRALIA

19 S

E PACIFIC AV

D NA R SUSA

SPRING ST

IO ON

HARDING ST

CARSON

47 S

SA N

MYRTLE AVE

BLVD

짜 710

LOS ANGELES

AN T

CH BEA

GREENLEAF BLVD

VICTORIA ST

PARAMOUNT

ALONDRA BLVD

ATLANTIC PL

G LON

CARSON ST COMPTON

LANTIC BLVD

CARSON

SEAL BEACH

1 S

O c e a n

TRAFFIC STRESS ON EXISTING STREETS & BIKEWAYS

Figure BEACH 3-14: Level of TrafficMASTER Stress Map LONG BICYCLE PLAN Low Stress

Low Stress TRAFFIC STRESS ON EXISTING STREETS & BIKEWAYS Medium Stress Medium Stress

Data provided by the City of Long Beach Map produced July 2016

LONG BEACH BICYCLE MASTER PLAN

Low Stress

MILES 2

High HighStress Stress

Medium Stress High Stress

Long Beach Now

Community Input:

Listening & Gathering Feedback

This chapter provides an overview of the outreach conducted in order to develop this Bicycle Master Plan. This public comment process led to the development of the project and programmatic recommendations presented later in this Plan.

Community Input:

Listening & Gathering Feedback » Community Outreach Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . 39 » Outreach at Community Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 » Survey Results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . 41 » Non-Traditional Workshops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 » Focus Groups.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Community Input

Community Outreach Strategy Extensive community input was collected through the Bicycle Master Plan process, with public feedback especially solicited to inform policy and infrastructure recommendations. The project team took a thorough approach to reach parts of the city and population groups that are often absent from the planning process. In total, the Bicycle Master Plan team held a citywide community meeting, attended 9 community events, set up 8 pop-up mapping exercises, and held 9 focus groups. Outreach activities took place in all council districts across the City. Additionally, a survey was administered online and in person in four different languages (English, Spanish, Khmer, and Tagalog). The survey garnered 469 responses. A more detailed analysis of community input can be found in Appendix D.

COMMUNITY OUTREACH

COMMUNITY SURVEY

COMMUNITY EVENTS + NON TRADITIONAL WORKSHOPS

ONLINE

IN PERSON

FOCUS GROUP MEETINGS

Community Input

Outreach at Community Events

4 Community Input

Table 4-1 lists each community event attended by the Bicycle Master Plan Outreach team. The project team asked community stakeholders to provide input at various stages of the planning process

Table 4-1: Community Events Attended by the Bicycle Master Plan Team

Event Name

Location

Beach Streets Downtown

Downtown LB/Bixby Park

Cambodia Town Culture Festival

MacArthur Park

Green Prize Festival

Admiral Kidd Park

Long Beach Bike Festival

East Village

Alamitos Bay Farmers Market

Alamitos Bay

Uptown Jazz Fest

Houghton Park

Municipal Band at Whaley Park

Whaley Park

First Fridays in Bixby Knolls

Bixby Knolls

Municipal Band at El Dorado Park

El Dorado Park

Bicycle Master Planâ&#x20AC;&#x201A; |â&#x20AC;&#x201A; City of Long Beach

Council District

Overall, 469 people participated in both the online and hard copy surveys. Of the 469 people that responded, 57 percent stated that they typically use a car to get around town. Most respondents identified “exercise” as the main reason they ride a bicycle, and over half stated that they do not feel safe riding a bicycle in Long Beach under current conditions.

Community Input

Survey Results

UNIDENTIFIED

13%

Figure 4-1: Key Survey Findings

65 Y.O.

18 Y.O.

13% PARENT

25%

FEMALE

MALE

44%

STUDENT

43%

How do you usually get around?

57%

CAR

25%

CAR/BIKE/TRAIN

11% 7%

BIKE

Cycling Destination by Experience INEXPERIENCED

PARKS

200

BEACH

OTHER SHOP

150

Do you feel safe riding a bike?

26%

55%

19%

100

50 YES

CONFIDENT

SOMEWHAT

WORK

SCHOOL

Community Input

Figure 4-1: Key Survey Findings, Continued

Community Input

Why do you ride a bicycle?

361

VOTES

EXERCISE

195

VOTES

RECREATION

149

CONVENI ENCE

340

VOTES

COMMUTE

144

196

VOTES

ENVIRONMENT

VOTES

SAVE MONE Y

VOTES

DON’T RIDE

What keeps you from riding a bicycle more often? VOTES

VOTES

LONG TRIP DISTANCE

LIMITED TRANSIT CONNECTIONS VOTES

DO NOT KNOW HOW TO PROPERLY RIDE WITH TRAFFIC

VOTES

Bicycle Master Plan | City of Long Beach

PREFER OTHER MODE

Community Input

Types of Bike Facilities People Want in Long Beach 25 0 20 0 15 0

SEPARATED BIKEWAYS/ CYCLE TRACKS

10 0 50

COLOR PAINTED BIKE LANES BICYCLE BOULEVARDS

BUFFERED BIKE LANES

VOTES

STRIPED BIKE LANES

FEEL UNSAFE VOTES

LIMITED BIKE PARKING

SHARROWS

LACK OF BIKEWAYS

BIKE BOXES VOTES

NONE

Community Input

Non-Traditional Workshops

4 Community Input

During the spring and summer of 2016, the Long Beach Bicycle Master Plan Project team went ‘on the road,’ traveling to various locations around the city and gathering feedback about bicycling in Long Beach. The project team set up a 3D interactive mapping activity, along with a bicycle-powered radio that community members rode, and a popcorn

machine and giveaways to attract participants. During these “pop-up” events, the project team asked people about where they would like to see new bikeways added, existing bikeways enhanced, new facilities introduced, or deficiencies addressed. Figure 4-2 represents a summary of feedback received at these non-traditional workshops.

Table 4-2: Non-Traditional Workshops

Event Name

Location

Council District

Bike-to-Work Day

Downtown Promenade

First Fridays in Bixby Knolls

Bixby Knolls

Love Long Beach Festival

Granada Beach

Fruit and Vegetable Party

Martin Luther King, Jr. Park

Activate Uptown

Houghton Park

Beach Streets Midtown

Anaheim Street

Jordan High School WRAP Program

Jordan High School

Long Beach City College Sustainability Fair

Long Beach City College

Bicycle Master Plan | City of Long Beach

LANTIC BLVD

GREENLEAF BLVD

BLVD

BELLFLOWER 19 S 91 S

¥ 710

KING SCHOOL

PARAMOUNT BLVD

UNION PACIFIC RAILROAD

CHERRY AVE

ORANGE AVE

LOCUST AVE ELM AVE

WALNUT AVE

FO R

EST

LINDEN AVE

AVE

HARDING ST

CERRITOS

Community Input

SUSANA

GRANT SCHOOL HOUGHTON PARK

ARTESIA BLVD

MYRTLE AVE

EL CAMINO COLLEGE COMPTON CENTER

Artesia Station

PARAMOUNT ALONDRA BLVD

ATLANTIC PL

H BEAC LONG

SOUTH ST

HARTE SCHOOL

LAKEWOOD

MARKET ST

52ND ST

Del Amo Station

LINDSEY SCHOOL

DEL AMO BLVD

L N B

NORWALK BLVD

STEVELY RD

STUDEBAKER RD

LOS CERRITOS CHANNEL

WOODRUFF AVE

CO YO TE LO S

PA TH

RR ID

PALO VERDE AVE IAG ON A

CLARK AVE

LOS ALAMITOS

R RD

PALO

S T UD

E ITOS AV ALAM

K EE

BROADWAY

L OY N E

S D R

22 S

VIL

LOYN ES

1ST ST PIA

2N D

2N D S T (WESTMINSTER AVE)

N B L

AY W

BLUFF PRK

SAN GABRIEL RIVER

E L IO T S T /

7TH ST BIX BY

STUDEBAKER RD

D B LV

COLORADO ST

AVE

VISTA ST

DWAY

B E L L F LOW E R

BROA

BIXBY PRK

NIETO

2ND ST 1ST ST

6TH ST

PARK AVE

3RD ST

RECREATION PARK GOLF COURSE

WILSON SCH

4TH ST

ORIZABA AVE

J UN

4TH ST

LOMA AVE

IP E R O AV E

10TH ST

Y S HO

CSULB CR

SH OR ELIN E

1st St Stn

AH EI M

SEASIDE WAY

GE LA

5TH ST 4TH ST 3RD ST BROADWAY 1ST ST

ANAHEIM ST

WALNUT AVE

5th St Stn

ATHERTON ST BO

ORANGE AVE

AVE AVE PACIFIC PINE

10TH ST 9TH ST

GANT SCH

LEE SCH

15TH ST

ROSWELL AVE

AVE MAG NOLIA CHESTNUT AVE

7TH ST 6TH ST

Downtown LB Stn OCEAN BLVD

BIK

PACIFIC COAST HIGHWAY

Anaheim St Stn

EL DORADO PARK GOLF COURSE

EP AT H

POLY SCHOOL

E OT OY

WILLOW ST

FIE

SPRING ST

MCNAB AVE

PACIFIC AVE

20TH ST

MILLIKAN SCHOOL

BIXBY SCHOOL

STEARNS ST

PCH Stn

Pacific Ave Stn 47 S

ICK

EL DORADO REGIONAL PARK

PRISK SCHOOL

IT T

CABRILLO SCHOOL

VD D L AK E W

W IL L O W S T

SIGNAL HILL

KELLER SCH

WARDLOW RD

BURNETT ST

¥ 405

ORANGE AVE

DAISY AVE

WILLOW SPRINGS PARK

HILL ST

103 S

BLVD

LONG BEACH AIRPORT

ANAHEIM ST

L O S C E R R IT O S C H A N N E L

WALNUT AVE

CHERRY AVE

CALIFORNIA AVE

BLVD LONG BEACH

Willow St Stn

PACIFIC AVE

Los Angeles River SAN FRANCISCO AVE

EDA ST

SKYLINKS PARK

VUELTA GRANDE AVE CO

A N SA

SANTA FE AVE

L IC P

DELTA AVE

C IF

ALAM

WARDLOW RD

CONANT ST

SPRING ST

WILLOW ST

LOS ANGELES

PARK

COVER ST

BIXBY RD

SPRING ST BIRNEY SCHOOL

27TH ST

REID SCHOOL

HEARTWELL

ROOSEVELT AVE

MUIR SCH

SPRING ST

605

CA R SON ST

LBCC HUGHES SCH

Wardlow Stn

CARSON ST

VERDE AVE

STUDE B AKE R R D

CARSON ST

CENTRALIA

BELLFLOWER

CARSON

LAKEWOOD BLVD

ATLANTIC AVE

UNION PACIFIC RAILROAD

49TH ST

PACIFIC AVE

COMPTON

PORT OF LONG BEACH

LVD

SEAL BEACH 1 S

I Workshop Figure 4-2: Non-Traditional MapO F I Feedback C Desired Route Good Route, Keep As-Is BEACH STREETSExisting EVENTS Route, Needs to be Enhanced LONG BEACH BICYCLE MASTER PLAN Gap in the Network Blue Line Station Existing Route School

Bikeway Network Should Connect to this Destination Great Bicycle Asset Difficult Intersection to Cross by Bike Destinations that Need Bike Parking Other 0

MILES 1

Park Waterway

Community Input

Data provided by the City of Long Beach. Map produced April 2016.

Focus Groups

4 Community Input

The Bicycle Master Plan team held nine focus groups with community stakeholders recruited from across the City. Table 4-3 shows the target audience and location of these meetings.

Table 4-3: Focus Group Meetings

Group Theme

Location

Teen Cyclists

Uptown Bike Hub

Experienced Cyclists

Uptown Bike Hub

Female Cyclists

Expo Building

Senior Cyclists

Expo Building

“Have To” Cyclists

Building Healthy Communities

Advocacy Organizations

Building Healthy Communities

Council of Business Associations

Elise’s Tea Room

Proposed Plan Review

Building Healthy Communities

Education

CSULB

Bicycle Master Plan | City of Long Beach

NTIC BLVD

BELLFLOWER

ATLANTIC PL

GREENLEAF BLVD

19 S 91 S

¥ 710

KING SCHOOL

LOCUST AVE ELM AVE

PARAMOUNT BLVD

CHERRY AVE

ORANGE AVE

LINDEN AVE

AVE EST FO R

HARDING ST

CERRITOS

Community Input

UNION PACIFIC RAILROAD

SUSANA

GRANT SCHOOL HOUGHTON PARK

ARTESIA BLVD

WALNUT AVE

Artesia Station

PARAMOUNT ALONDRA BLVD

MYRTLE AVE

EL CAMINO COLLEGE COMPTON CENTER

VD H BL BEAC LONG

SOUTH ST

HARTE SCHOOL

LAKEWOOD

MARKET ST

52ND ST

Del Amo Station

LINDSEY SCHOOL

DEL AMO BLVD

NORWALK BLVD

STEVELY RD

STUDEBAKER RD

LOS CERRITOS CHANNEL

WOODRUFF AVE

CO YO TE

LO S

PA TH

RR ID

PALO VERDE AVE IAG ON A

CLARK AVE

LOS ALAMITOS

R RD KE A

PALO

S T UD

E ITOS AV ALAM

K EE

BROADWAY

L OY N E

S D R

22 S

VIL

LOYN ES

1ST ST PIA

2N D

2N D S T (WESTMINSTER AVE)

N B L

AY W

BLUFF PRK

SAN GABRIEL RIVER

E L IO T S T /

7TH ST BIX BY

STUDEBAKER RD

D B LV

COLORADO ST

AVE

VISTA ST

DWAY

BIXBY PRK

B E L L F LOW E R

BROA

NIETO

2ND ST 1ST ST

1st St Stn

6TH ST

PARK AVE

3RD ST

RECREATION PARK GOLF COURSE

WILSON SCH

4TH ST

ORIZABA AVE

J UN

4TH ST

LOMA AVE

IP E R O AV E

10TH ST

Y S HO

CSULB CR

BL AN

SH OR ELIN E

AH EI M

SEASIDE WAY

GE LA

5TH ST 4TH ST 3RD ST BROADWAY 1ST ST

ANAHEIM ST

WALNUT AVE

5th St Stn

ATHERTON ST BO

ORANGE AVE

AVE AVE PACIFIC PINE

10TH ST 9TH ST

GANT SCH

LEE SCH

15TH ST

ROSWELL AVE

AVE MAG NOLIA CHESTNUT AVE

7TH ST 6TH ST

Downtown LB Stn OCEAN BLVD

BIK

PACIFIC COAST HIGHWAY

Anaheim St Stn

EL DORADO PARK GOLF COURSE

EP AT H

POLY SCHOOL

E OT OY

WILLOW ST

FIE

SPRING ST

MCNAB AVE

PACIFIC AVE

20TH ST

MILLIKAN SCHOOL

BIXBY SCHOOL

STEARNS ST

PCH Stn

Pacific Ave Stn 47 S

ICK

EL DORADO REGIONAL PARK

PRISK SCHOOL

IT T

CABRILLO SCHOOL

D L AK E W

W IL L O W S T

SIGNAL HILL

KELLER SCH

WARDLOW RD

BURNETT ST

¥ 405

ORANGE AVE

DAISY AVE

WILLOW SPRINGS PARK

HILL ST

103 S

BLVD

LONG BEACH AIRPORT

ANAHEIM ST

L O S C E R R IT O S C H A N N E L

WALNUT AVE

CHERRY AVE

CALIFORNIA AVE

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Desired Route* Bikeway Network Should Connect to this Destination Difficult Intersection to Cross by Bike Destinations that Need Bike Parking * Thicker lines indicate more than one response

Community Input

Goals, Strategies, and Policies: Mobilizing

This chapter outlines the overarching goals, action statements, and action items Long Beach will take in order to achieve its vision of becoming the most bicycle-friendly city in America.

Goals, Strategies, and Policies: Mobilizing

Âť Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 51 Âť Goals, Strategies, and Policies.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 52

Goals, Goals, Strategies, Strategies, and and Policies Policies Policies

Overview The goals of the updated City of Long Beach Bicycle Master Plan reflect the priorities expressed by the community throughout the public outreach phase of this Plan. Discussions with various City Departments, best practices across the nation, and input from community stakeholders have shaped the proposed strategies and policies intended to help the City achieve these goals. All of the following goals, strategies, and policies support the larger citywide directive to eliminate traffic-related fatalities by the year 2026 (“Vision Zero”). They are also in conformance with the City’s “Complete Streets” policy, which instructs staff to consider the needs of all modes of travel when developing any transportation facility. The

goals, strategies, and policies are designed to guide the work of City staff and elected officials, partner agencies, and private developers to improve the livability of communities, economic vitality citywide, and safety of residents throughout Long Beach. The hope is to make it easier for households to drive less and possibly give up one or more personal vehicles. The Bicycle Master Plan’s strategies and policies in this section are organized under the following goals: »» Design bicycle facilities that are accessible and comfortable for people of all ages and abilities. »» Increase awareness and support of bicycling through programs and social equity. »» Identify, develop, and maintain a complete and convenient bicycle facility network.

How to Read the Goals, Strategies, and Policies: Example General statement of what the City and residents hope to achieve over time.

Goals

Action statements to be completed in order to achieve the goal. Strategies

GOAL 1 Design bicycle facilities that are accessible and comfortable for people of all ages and abilities. Strategy 1:

Develop a Comprehensive Bikeway Network NACTO

Actions that can be taken to achieve the strategy.

Policies

SPEED LIMIT

1.1

1.2

1.3

1.4

Expand, improve, and connect the bikeway network to provide a viable transportation option for all levels of bicycling abilities.

Use innovative bicycle facility designs and standards such as those in the NACTO Urban Bikeway Design Guide, when developing bicycle projects.

Implement a citywide speed limit of 15 miles per hour in school zones.

Upgrade bridges, intersections, freeway ramps, tunnels, and any other obstacles that impede safe and convenient bicycle passage.

Goals, Strategies, and Policies

GOAL 1 Design bicycle facilities that are accessible and comfortable for people of all ages and abilities.

Goals, Strategies, & Policies

Strategy 1:

Develop a Comprehensive Bikeway Network NACTO

SPEED LIMIT

1.1

1.2

1.3

1.4

Expand, improve, and connect the bikeway network to provide a viable transportation option for all levels of bicycling abilities.

Use innovative bicycle facility designs and standards such as those in the NACTO Urban Bikeway Design Guide, when developing bicycle projects.

Implement a citywide speed limit of 15 miles per hour in school zones.

Upgrade bridges, intersections, freeway ramps, tunnels, and any other obstacles that impede safe and convenient bicycle passage.

Strategy 2:

Implement Citywide Bicycle Support Facilities L B

U S

2.1

2.2

2.3

2.4

Develop and implement citywide bicycle rack and location standards.

Continue to expand citywide bike parking supply including shortterm and long-term facilities for commercial and residential land uses and public rights-of-way.

Ensure the provision of convenient and secure end-of-trip facilities (showers and changing rooms) at key destinations.

Work with the Long Beach Unified School District to ensure quality bike racks are installed at all Long Beach schools.

Bicycle Master Planâ&#x20AC;&#x201A; |â&#x20AC;&#x201A; City of Long Beach

Strategy 3:

Goals, Strategies, and Policies

Develop a Multimodal Transportation Network that Provides

for Local and Regional Mobility to Meet the Challenges of Climate Change.

LB 3.1 Maximize bicycle amenities at transit stops and stations to meet demand.

3.2 Work with neighboring jurisdictions to connect facilities and provide seamless travel between cities.

Goals, Strategies, and Policies

GOAL 2 Increase awareness and support of bicycling through programs and social equity.

Goals, Strategies, & Policies

Strategy 4:

Increase Awareness of Bicycle Safety Practices

LBPD

USE LIGHTS AT NIGHT

4.1

4.2

4.3

4.4

4.5

Continue and expand existing bicyclerelated programs citywide and at Long Beach schools.

Support and encourage thirdparty bicycle education classes and bicycle repair workshops for adults and students.

Develop public relations campaigns to educate cyclists on safe riding techniques including nighttime riding requirements, lane placement, helmet usage, and other legal and safety topics.

Work with the Long Beach Police Department to ensure officers are trained on safe bicycling practices and are up-to-date on bicycle-related laws.

Develop a Bicycle Ambassador program and encourage the Bicycle Ambassador to attend public events, including health fairs and community bike rodeos, to broaden awareness of bicycling and provide safety information.

Strategy 5:

Strive for Social Equity

25% DISADVANTAGED COMMUNITIES

5.1

5.2

5.3

5.4

Hold at least 25 percent of the offered adult bicycle education classes and bicycle repair workshops in identified disadvantaged communities.

Update the Long Beach Municipal Code to conform to the California Vehicle Code by removing the prohibition of ‘Riding in a Group.’

Prioritize the implementation of projects in historically underserved communities, areas with high pollution rates, and along corridors with relatively high fatality and injury rates.

Proactively reach out to underserved communities through a variety of traditional (e.g., internet and community association meetings) and non-traditional (e.g., outreach via PTAs and the school district, farmers’ markets, and sidewalk workshops) public participation techniques to ensure inclusivity.

Bicycle Master Plan | City of Long Beach

Strategy 6:

Goals, Strategies, and Policies

Promote Bicycle Riding as a Fun and Easy Way to Travel

6.1 Provide valet bicycle parking at large public events.

6.2

6.3

Support organized rides or cycling events.

Promote bicycling to work for residents and City employees through events such as Bike to Work Day/Month.

REPORT A BIKE HAZARD

6.4

6.5

6.6

Provide and distribute physical and electronic copies of the citywide Bikeway Map with help from local partners and stakeholders.

Continue to maintain the www.BikeLongBeach.org website to provide bicyclists with current information about future improvements, events, network maps, route information and suggestions, maintenance, and other relevant information.

Develop an online tool for riders to report hazards, potholes, and other bicycle-related issues for the City to address. Ensure these requests are addressed in a timely manner.

Goals, Strategies, and Policies

GOAL 3 Identify, develop, and maintain a complete and convenient bicycle facility network.

Goals, Strategies, & Policies

Strategy 7:

Identify and Pursue all Potential Funding Sources for Bicycle Enhancements Funding

7.1 Actively pursue innovative and diverse funding mechanisms (as identified in Chapter 7) to implement this Bicycle Master Plan.

Strategy 8:

Maintenance

Enhance Standard Operating Practices for Bicycle Facility

8.1 Implement on-street bicycle facilities proposed in this Plan when completing road rehabilitation and reconstruction projects, following the Complete Streets Checklist.

8.4 Apply pavement stenciling to indicate detection areas at all traffic signals.

Bicycle Master Planâ&#x20AC;&#x201A; |â&#x20AC;&#x201A; City of Long Beach

8.2

8.3

Design and maintain all streets so that they incorporate Complete Street standards (see Appendix A for Bicycle Facility Design Guidelines).

Adopt an accelerated pavement maintenance schedule for all designated existing and planned bikeways.

8.5

8.6

Identify opportunities to remove travel lanes from roads where there is excess capacity in order to provide new or improved bicycle facilities.

Provide bicycle detour routes and signs during roadway construction.

Goals, Strategies, and Policies

5 Strategy 9:

Conduct Ongoing Planning and Evaluation for Bicycle Facilities A B C D E

9.1

9.2

9.3

9.4

9.5

Where feasible, conduct beforeand-after studies when implementing a bicycle project in order to measure the efficacy of the facility.

Whenever LOS studies are required, include measures that account for bicyclists and pedestrians as part of the overall throughput of the corridor.

Encourage local community input in the planning and implementation of bikeways and other bicycle-related improvements by holding public meetings and workshops within the neighborhood where the project will be implemented.

Require City Council public hearing and approval for the proposed removal of an existing or designated bicycle lane or path.

Include bicycle parking, Long Beach Bike Share, and other bicycle incentives as Transportation Demand Management (TDM) measures to reduce work-related vehicle trips.

LBPD

9.6 Monitor and participate in the development of regional, state, and federal bicycle facility policy and design.

9.7

9.8

Coordinate Measure reductions planning and in greenhouse implementation gas emissions efforts of policies, that may result programs, and from a decrease infrastructure to in vehicular use facilitate bicycle as bicycle use travel for all user increases. groups.

9.9

9.10

Work with the Continue to Long Beach Police expand the Cityâ&#x20AC;&#x2122;s Department Annual Bicycle to improve the Count Program. reporting and analysis of bicycleinvolved collisions and bicycle thefts.

9.11 Regularly monitor implementation of the Plan, and review and update the recommended bike facilities every five years.

Goals, Strategies, and Policies

Implementation Strategies & Projects: Getting it Done

This chapter presents the strategies the City of Long Beach should use when implementing this Plan. This chapter includes the bicycle network recommendations divided by prioritization as well as the recommended support facilities that will help Long Beach achieve its Vision. It also includes implementation measures to assist Long Beach staff with implementing these recommendations.

Implementation Strategies & Projects: Getting it Done

» Infrastructure Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 62 » Bikeway Project Phasing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 62 » Network Spot Improvements.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 74 » Bicycle Support Facilities.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 78 » Non-Infrastructure Bicycle Programs................................................... 80 » Implementation Measures...................................................................... 80

Implementation Strategies & Projects

Infrastructure Recommendations

Implementation Strategies & Projects

The complete existing bikeway network in Long Beach is presented in Chapter 3. Highlighting the existing 8-to-80 bikeways and removing non-Bicycle Boulevard (Class III-A) facilities from the map clearly illustrates gaps in the low stress bikeway network (Figure 6-1). Many of the recommended 8-to-80 low stress facilities will upgrade existing bicycle facilities such as converting a bicycle lane (Class II) to a separated bikeway (Class IV).

Demonstration projects, sometimes called tactical urbanism or temporary installations, enable City staff and other stakeholders to test the efficacy of particular treatments and applications at a relatively modest cost due to utilizing short-term materials (e.g., traffic cones, spray chalk). Where feasible, demonstrations should be left in place for more than one day to better evaluate the treatment and to gather quality feedback from the community.

Bikeway Project Phasing

Pilot projects can be installed for longer periods (around one to two years), typically prior to interim or permanent construction. This pilot period allows for more extensive data collection and public input, which is especially valuable for potentially contentious projects. Pilot projects often use paint and flexible delineators, whereas interim and permanent projects typically use thermoplastic, cement, and firm bollards. Interim installation of a bicycle project is often just the prelude to permanent installation, completed while the implementing agency is awaiting further construction funds.

The four phases of bikeway project installations are: 1

8-to-80 Bicycle Facilities in the Pipeline

2 3

Backbone Next Step Bicycle Facilities

Vision Network

Gap Closure Bicycle Facilities

Phases 1 and 2 should be implemented in the short-term (within five years of Plan adoption). Projects in the Gap Closure phase should be implemented in the medium-term, or within 10 years of Plan adoption. The Vision projects should be implemented by 2040 (long-term). There are a significant number of projects in the recommended Gap Closure and Vision Network phases, so each recommended project in these two phases was scored against a set of evaluation criteria in order to rank installation. More information about this process is detailed on the following pages.

Stages of Project Development Each of the recommended 8-to-80 bikeway projects will be evaluated by City staff to determine specific implementation details. Some bikeways may be developed first as shortterm demonstration or slightly longer pilot projects, while other segments may be built immediately at the interim or permanent stage if conditions allow. Regardless, the City’s goal is to ultimately build out all recommended projects to “permanent” status.

Bicycle Master Plan | City of Long Beach

1. Pipeline 8-to-80 Facilities Low stress bikeway facilities that have already been funded and/or designed make up the collection of 8-to-80 Pipeline Facilities that will connect many of the existing bicycle facilities to create a more complete network across Long Beach (Table 6-1 and Figure 6-2). Facilities will be installed along the Gerald Desmond Bridge, much of 14th and 15th Streets, the east end of 6th Street, and Atherton Street (including a bicycle- and pedestrian-only bridge connecting to the San Gabriel River Bicycle Path). In the north-south direction, Pipeline facilities will be installed along Delta, Orizaba, and Loma Avenues, as well as along the Myrtle/ Linden/Daisy/Magnolia/Pacific corridor. A new path would also be created along Pier J to the south waterfront. These projects should be implemented within five years of Plan adoption.

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Implementation Strategies & Projects

Table 6-1: 8-to-80 Bikeway Facilities in the Pipeline

Implementation Strategies & Projects

Name

From

Length (Miles)

14th St

Magnolia Ave

Linden Ave

0.66

15th St/New York St/Lewis Ave

Linden Ave

Pacific Coast Hwy

2.99

20th St

Orange Ave

Walnut Ave

0.25

52nd St

Linden Ave

Atlantic Ave

0.06

6th St

Junipero Ave

Pacific Coast Hwy

2.50

Artesia Blvd

Orange Ave

Downey Ave

1.49

Atherton St

Palo Verde Ave

San Gabriel River Bike Path

0.90

Bellflower Blvd

Pacific Coast Hwy

Stearns St

1.55

Daisy Ave

Hill St

Spring St

1.00

Daisy Ave/Loma Vista Dr/Magnolia Ave

3rd St

20th St

1.66

Del Mar Ave

Long Beach Blvd

Bixby Rd

1.47

Delta Ave

Hill St

Spring St

1.00

Delta Ave

Spring St

Wardlow Rd

0.84

Harbor Ave/ Delta Ave/10th St/ 20th St

W 9th St

Hill St

1.39

Harbor Plaza

Harbor Scenic Dr

Queens Wy

0.54

Linden Ave

Bixby Rd

San Antonio Dr

0.65

Linden Ave

52nd St

Harding St

1.17

Loma Ave

8th St

Pacific Coast Hwy

0.87

Loma Ave

Olympic Plaza

8th St

1.74

Margo Ave

Vista St

State Route 22

0.46

Myrtle Ave

Harding St

Artesia Blvd

0.50

Myrtle Ave

Artesia Blvd

72nd St

0.74

Ocean Blvd

State Route 47

Long Beach Fwy

2.06

Pacific Ave

Del Mar Ave

Wardlow Rd

0.20

Park Ave

Pacific Coast Hwy

Los Coyotes Diagonal

0.57

Pier J/South Waterfront Path

Harbor Scenic Dr

Harbor Plaza

0.92

Spring St

DeForest Ave

Long Beach Blvd

0.86

Bicycle Master Plan | City of Long Beach

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BICYCLE FACILITIES IN THE PIPELINE CYCLE MASTER PLAN 8-TO-80 BICYCLE FACILITIES IN THE PIPELINE BICYCLE FACILITIES IN THE PIPELINE LONG BEACH BICYCLE MASTER PLAN P a c i fi c

CYCLE MASTER PLAN EXISTING

Figure 6-2: Bikeway Facilities in the Pipeline Map

8-80 Bikeway PIPELINE BIKEWAY EXISTING (Exclusive Right-of-Way) EXISTINGOff-Street Pipeline(Major Bikeway 8-80 Bikeway On-Street Street) Bike Boulevard (Residential Street)

Metro Light Rail Station School

Park Light Rail Station Metro 8-80 Bikeway Existing 8-80FACILITIES Bikeway 8-TO-80 BICYCLE IN THE PIPELINE Off-Street (Exclusive Right-of-Way)

Bike Lane LONG BEACH BICYCLE MASTER PLAN Existing BikeStreet) Lane On-Street (Major

Lane (Major or Residential Street) Bike Boulevard (Residential Street)

PIPELINE BIKEWAY

Park Bike Lane BlueEXISTING Line Station Metro Light Rail Stations Bike Lane (Major or Residential Street)

Bike Lane

Metro Light Rail Station

Park

Off-Street (Exclusive Right-of-Way) On-Street (Major Street) Bike Boulevard (Residential Street)

Bike Lane Bike Lane (Major or Residential Street)

Waterway

Data provided by the City of Long Beach.

Metro Light Rail StationMap produced July 2016. School

MILES 2

Data provided by the City of Long Beach. Map produced July 2016.

Park Waterway

Waterway

School Bike Lane (Major or Residential Street)

8-80 Bikeway

MILES 2

Off-Street (Exclusive Right-of-Way) On-Street (Major Street) Bike Boulevard (Residential Street) Waterway School

O c e a n

School Waterway

Implementation Strategies & Projects

6 Implementation Strategies & Projects

2. Backbone Next Step Bikeway Facilities The Backbone Next Step Bikeway Facilities would stretch across the City of Long Beach from the northern border to the southern border as well as the eastern border to the western border creating the basis for a more complete 8-to-80 network. The facilities would connect to dozens of miles of existing bike lanes, as well as Class I bike paths along the Los Angeles River to the west and Coyote Creek

to the east. The north/south route will connect residents across the city to the Beach Bike Path and Class IV separated bikeways in both Uptown and Downtown Long Beach. Once the remaining proposed projects in this Bike Plan are completed, these Next Step routes will form the backbone for a network of convenient, safe, and connected bikeways throughout the City.

Table 6-2: Backbone Next Step Bikeway Facility Recommendations

Name

From

Length (Miles)

34th St

De Forest Ave

Maine Ave

0.23

Alamitos Ave

10th St

17th St

0.64

Alamitos Ave

Ocean Blvd

10th St

0.91

Orange Ave

Del Amo Blvd

Harding St

1.41

Orange Ave

Harding St

Jackson St

1.25

Orange Ave

10th St

Hill St

0.68

Orange Ave

Willow St

Bixby Rd

1.54

Orange Ave

Bixby Rd

Del Amo Blvd

1.40

Shoreline Dr

Shoreline Village Dr

Ocean Blvd

0.48

Spring St

Cherry Ave

Clark Ave

2.23

Spring St

Clark Ave

Palo Verde Ave

1.50

Spring St

Palo Verde Ave

City Limits

1.81

Spring St

Long Beach Blvd

Cherry Ave

1.25

Wardlow Rd

Hesperian Ave

Pacific Electric Right-of-Way

1.91

Bicycle Master Planâ&#x20AC;&#x201A; |â&#x20AC;&#x201A; City of Long Beach

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WILLOW ST

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SOUTH ST

WILLOW ST

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WILLOW ST

SCHOOL

ALONDRA BLVD

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69th StreetWILLOW

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Figure 6-3: Proposed Backbone Next Step Bikeway Facilities Map

8-80 Bikeway BACKBONE FACILITY

PIPELINE BIKEWAY

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Data provided by the City of Long Beach. Map produced July 2016.

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1 School

Park

Data provided by the City of Long Beach. Map produced July 2016.

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Implementation Strategies & Projects

3. Gap Closure Bikeway Facilities

6 Implementation Strategies & Projects

The third phase of recommended bikeways are called the Gap Closure facilities (Figure 6-4 and Table 6-4). These are major projects that would connect the existing bicycle network together, as well as highlight Long Beach’s commitment to making the bicycle a viable transportation option for people of all abilities and comfort levels. This is shown by installing facilities on roads such as Pacific Coast Highway, Lakewood Boulevard, Santa Fe Avenue, and 6th Street in Downtown. It also provides another bicycle-friendly connection across the Los Angeles River along Anaheim Street. These projects should be implemented within 10 years of Plan adoption.

Bicycle Master Plan | City of Long Beach

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Implementation Strategies & Projects

710 710

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EXISTING

Bike Lane (Major or Residential Street)

1 0

1 1

MILES 2 1

0 1

MetroData Lightprovided Rail Stationby

MILES 2

School

Off-Street (Exclusive Right-of-Way) On-Street (Major Street) Bike Boulevard (Residential Street)

Bike Lane

the City of Long Beach.

MILES 2

Waterway Waterway

Data provided by the City of Long Beach. Map produced July 2016.

Bike Lane (Major or Residential Street)

Metro Light Rail Station School Park Waterway

Data provided by Data provided M

Data provided by the City of Long Beach. Map produced July 2016.

Waterway

8-80 Bikeway

Data provided by M

Data provided by the City of Long Beach. Map produced July 2016.

Map produced July 2016. Metro MetroLight LightRail RailStation Station Existing 8-to-80 Bikeway Park School School Metro Light Rail Station Waterway Bike Lane BikeExisting Lane Park Park

On-Street (Major Street) 8-80 Bikeway 8-80 Bikeway Bike Boulevard (Residential Street)

Off-Street (Exclusive Right-of-Way) Off-Street (Exclusive Right-of-Way) On-Street (Major Street) On-Street (Major Street) Bike Boulevard (Residential Street) Bike Boulevard (Residential Street) Off-Street (Exclusive Right-of-Way) Bike Lane (Major or Residential Street)School On-Street (Major Street) Metro Light Rail Station Bike Lane Bike Lane Bike Boulevard (Residential Street) Park Off-Street (Exclusive Right-of-Way) Bike Lane (Major oror Residential Street) Bike Lane (Major Residential Street) School On-Street (Major Street) Waterway Bike Boulevard (Residential Street) Park Bike Lane (Major or Residential Street)

PIPELINE Bike LaneBIKEWAY

Implementation Strategies & Projects

Table 6-3: Gap Closure Bikeway Facilities Recommendations

Implementation Strategies & Projects

Name

From

Length (Miles)

2nd St

Bay Shore Ave

Pacific Coast Hwy

1.13

6th St

San Francisco Ave

Topaz Ct

0.03

6th Street

Orange Ave

San Francisco Ave

1.57

9th St/ I St

Southern Pacific Railroad Right-of-Way City Limits

1.13

Anaheim St

9th St

Magnolia Ave

1.26

Artesia Blvd/Pacific Coast Hwy Gale Ave

Butler Ave

0.49

Atherton St

Park Ave

Palo Verde Ave

1.68

Bay Shore Ave/54th Pl

Ocean Blvd

Broadway

0.51

Bellflower Blvd

Loynes Dr

Pacific Coast Hwy

0.49

Bellflower Blvd

Spring St

Carson St

1.50

Bellflower Blvd

Stearns St

Spring St

1.00

Bouton Creek Path

Clark Ave

Long Beach Bikeway Rte 10

1.92

Cover St

Cherry Ave

Heinemann Ave

1.00

Dairy Ave

Market St

South St

0.44

Junipero Ave

6th St

Pacific Coast Hwy

1.12

Junipero Ave

Beach Bike Path

6th St

0.86

Lakewood Blvd

Conant St

Del Amo Blvd

1.52

Lakewood Blvd

Jacinto Way

Conant St

2.30

Loynes Dr

Margo Ave/Bikeway Route 10

Studebaker Rd

0.41

Market St

Pacific Ave

Atlantic Ave

0.94

Nieto Ave

Broadway

Appian Wy

0.29

Orizaba Ave

Ocean Blvd

Broadway

0.21

Orizaba Ave

Broadway

8th St

0.81

Orizaba Ave

8th St

Pacific Coast Hwy

0.85

Pacific Coast Hwy

Santa Fe Ave

Pine Ave

1.36

Pacific Coast Hwy

City Limits

Loynes Dr

1.32

Pacific Coast Hwy

Pine Ave

Walnut Ave

1.17

Pacific Coast Hwy

Walnut Ave

Loma Ave

1.26

Pacific Coast Hwy

Loma Ave

Anaheim St

1.38

Pacific Coast Hwy

Loynes Dr

Anaheim St

1.42

Bicycle Master Plan | City of Long Beach

Name

From

Length (Miles)

Pacific Coast Hwy

Union Pacific Railroad

Santa Fe Ave

0.75

Palo Verde Ave

Stearns St

Spring St

1.04

Palo Verde Ave

Anaheim Rd

Stearns St

1.09

Palo Verde Ave

Spring St

Carson Bike Path

1.50

Pine Ave

Pacific Coast Hwy

Willow St

1.00

Pine Ave

Shoreline Dr

Pacific Coast Hwy

1.86

San Francisco Ave/3rd St/ 3rd St Fairbanks Ave/De Forest Ave

Anaheim St

0.89

Santa Fe Ave

Hill St

Spring St

1.00

Santa Fe Ave

Spring St

Warnock Wy

1.00

Santa Fe Ave

9th St

Hill St

1.14

South St

De Forest Ave

Orange Ave

1.07

Studebaker Rd

Anaheim Rd

Stearns St

1.02

Studebaker Rd

Loynes Dr

Anaheim Rd

1.00

Studebaker Rd

Westminster Ave

Loynes Dr

0.51

Studebaker Rd

Stearns St

Spring St

1.03

Studebaker Rd

Spring St

Los Coyotes Diagonal

1.36

Westminster Ave/2nd St

Pacific Coast Hwy

City Limits

1.12

Willow St

Palo Verde Ave

City Limits

1.42

Willow St

Clark Ave

Palo Verde Ave

1.43

Willow St

Clark Ave

Willow St

1.66

Ximeno Ave/Rosada St

Pacific Coast Hwy

Lakewood Blvd

0.51

Implementation Strategies & Projects

65 Implementation Strategies & Projects

Table 6-3: Gap Closure Bikeway Facilities Recommendations (Continued)

6 Implementation Strategies & Projects

4. Vision Network Bikeway Facilities The final phase builds out the complete Vision Network of bikeway facilities. This phase would install a complete network of bikeway facilities that connects neighborhoods and links Long Beach to neighboring jurisdictions (Figure 6-5). To prioritize implementation of the large number of Vision phase facilities, the recommended projects were scored against the evaluation criteria (Table 6-3). This helps the City to determine the order of importance when planning, designing, and implementing these projects, though staff could still implement projects “out of order” if opportunities arise (such as when a roadway is being repaved and restriped). The full table of recommended Vision Network Bikeways can be found in Appendix E.

To prioritize implementation of the large number of facilities recommended for the Gap Closure and Vision phases, the projects were scored against objective evaluation criteria (Table 6-3). This helps the City to determine the order of importance when planning, designing, and implementing these projects. This scoring is based on an equity model that considers pollution burden, safety, comfort, and connectivity. In the case of a tie when scoring, the tiebreaker is assumed to be the project that scored higher in the pollution burden category, followed by the safety category.

Table 6-4: Evaluation Criteria for Facilities in the Gap Closure and Vision Phases Feature

High Pollution Burden (Equity)

Scale

0 to 1

Weight

Max Score

Measurements

High Pollution Burden Score (CalEnviroScreen)

Scoring Breakdown

Segment is at least partially within a census tract that has a CalEnviroScreen score of at least 36.62 (1x4 = 4 points) Segment is not within a census tract that has a CalEnviroScreen score of at least 36.62 (0 points)

Segment directly addresses a location with 2 or more bicyclist-involved collisions between 2010 and 2014 (2 points)

Collision History

0 to 2

Bicyclist-Involved Collision History

Segment directly addresses a location with 1 bicyclist-involved collision during this period (1 point) Segment does not address a location with a history of bicyclist-involved collisions during this period (0 points)

Levels of Traffic Stress

0 to 1

Total Possible Score

Segment is along a Low- or Medium-Stress roadway and/or crosses a Medium-Stress roadway at an unsignalize intersection (1 point) Segment directly connects to major destination (1 point for each destination, up to a maximum of 3 points)

Network Connectivity (1 point for each destination or existing bikeway the proposed 0 to 3 (cap) segment connects with, up to a maximum of 3 for destinations and up to 1 0 to 1 for connecting with an existing bikeway)

Perceived Levels of Roadway Stress

Segment is along a High-Stress roadway and/or crosses a High-Stress roadway at an unsignalized intersection (2 points)

Bicycle Master Plan | City of Long Beach

Employment/School, Retail District or Major Shopping Center, Mobility Hubs, Metro Stations, Segment connects two existing bikeway Recreation Center/Parks segments to close gap (1 point) Gap Closure

Segment neither connects to major destination nor closes a gap in bikeway network (0 points)

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Implementation Strategies & Projects

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CENTER

Metro Light Rail Stations School Park Waterway

Implementation Strategies & Projects

Network Spot Improvements

Implementation Strategies & Projects

In addition to safe and connective bikeway segments, a fully functioning bicycling network addresses localized spot issues that would otherwise present barriers and network gaps. Spot issues might include: »» Intersections that do not comfortably facilitate travel by bicycle. »» Lack of or poorly maintained access to off-street shareduse paths.

»» Bridges lacking bikeway infrastructure that serve as barriers to bicycle travel. »» Freeway on- and off-ramps. »» Other community-identified gaps. Table 6-5 and Figure 6-6 identify spot improvements that should be made to facilitate development of a comprehensive bicycling network that allows people of all ages and abilities to ride comfortably.

Table 6-5: Spot Improvement Recommendations

Project Number

Location

Description

36th Pl, 225 ft south of Ocean Blvd

Add bike channel to beach access stairs

Coronado Ave, 45 ft south of Ocean Blvd

Add bike channel to beach access stairs

Loynes Dr at Vista St

Improve Bridge Crossing

Atlantic Ave at I-405 Fwy

Improve bicycle crossing at freeway ramps

Palo Verde Ave at Carson St

Improve Intersection

Long Beach Blvd at Ellis St

Improve High-Collision Intersection

Willow St at Golden Ave

Improve High-Collision Intersection

Pacific Coast Hwy at Pacific Ave

Improve High-Collision Intersection

Artesia Blvd at Buffer Ave

Improve High-Collision Intersection

Artesia Blvd at LA River Bike Path

Create connection to LA River Bike Path

South St at Atlantic Ave

Improve High-Collision Intersection

Atlantic Avenue, 180 ft south of Anaheim St Improve High-Collision Location

Anaheim St at Orizaba Ave

Improve High-Collision Intersection

7th St at St Louis Ave

Improve High-Collision Intersection

6th St at Long Beach Blvd

Improve High-Collision Intersection

2nd St at Park Ave

Improve High-Collision Intersection

Stearns St at Bellflower Blvd

Improve High-Collision Intersection

Wardlow Rd at I-710 Fwy

Improve connection to LA River Bike Path

7th St at Shoreline Dr

Improve connection to LA River Bike Path

Anaheim St at Harbor Ave

Improve Intersection

Anaheim St at Santa Fe Ave

Improve Intersection

Bicycle Master Plan | City of Long Beach

T PAT

RO N

BA S Y HO RE AV E

ST 2ND

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103

5th St Stn 3RD ST

COURSE EL DORADO STEARNS ST SCHOOL 5TH ST SCHOOL CK MUIR REGIONAL EL DORADO Pacific REID 34 Ave AIRPORT FI 4TH ST 4TH ST 4TH ST 35 SCH PARK PARK GOLF EL CABRILLO SPRING ST C 20TH ST SCHOOL ST HILL ST SPRING BIXBY D Station 3RD S COURSE 33 HITT 3RDBIK ST SCHOOL T STEARNS ST SPRING ST SCHOOL BIRNEY E IC PA 55 SCHOOL K BROADWAY Willow E TH FI EL CABRILLO PACIFIC COAST HIGHWAY 20TH ST CR GANT D 1 SCHOOL St Station 11ST ST S ATHERTON BS ST MILLIKAN TE IK SCH 2ND S DowntownOCEAN LB Station Station PCH BLVD E405 27TH ST SCHOOL 58 BRO YO PA St Station LEE 1ST STT 1st O 48 TH A POLY VISTA ST DWA 32 SCH COAST HIGHWAY SEASIDE WAY 15TH ST PACIFIC GANT Y SCHOOL 1 7 1 BO 45S ATHERTON ST S WILLOW ST WILLOW ST CSULB PCH Station MACARTHUR UT SCH 31 BIKE P BEACH 54 BIXBY BROADWAY ON A ATH 30 LEE SPARK N 63 CR H POLY PARK A ANAHEIM ST SCH 1S 65 D ANAHEIM E ST O 15TH ST 64 H BURNETT ST EK T ST PRISK RE EI SCHOOL LV Anaheim 62 BO M L INE SCHOOL NB CSULB RD UT A 67 MACARTHUR 66 E St Station DORADO A OC PARK N 68 2 ON CREE EL CH A PARK GOLF ANAHEIM ST 16 2ND S 10TH ST ST 10TH ST ANAHEIM HILL ST H BIXBY EI K IT TI STAnaheim 9TH STEARNS ST SCHOOL T RECREATION M R 29 1 COURSE CK D 1 17 St Station PARK BLUFF S 28 5thFISt WILSON GOLF COURSE ELST 7TH ST 10TH ST 10TH 20TH ST 7TH ST PARK SCH D Station B 6TH ST 9TH BI ST IX RECREATION 22 OC 6TH ST 1 BY K S 5TH ST E EA PARK VI S PA Pacific Ave 5th St WILSON NB GOLF COURSE 4TH ST 4THHIGHWAY ST 4TH ST 7TH ST TH 7TH ST PACIFIC COAST LVD SCH GANT 27 46 Station 1 3RD ST Station 8 ST ATHERTON ST BIX S 6TH ST 3RD SCH 22 COLORADO ST PCH Station 6TH ST BY S 60 BROADWAY 5TH ST VI LEE Pacific POLYAve 1ST ST 4TH ST 15TH ST 4TH ST 4TH ST SCH 2ND ST DowntownOCEAN LB Station LOY BLVD SCHOOL ELI OT ST Station 3RD ST NES 3RD ST BRO B / L OYN 1st St Station 1ST ST DR ADW CSULB VISTA ST OU COLORADO STES

!S 1

BURNETT ST

CENTRALIA

5TH ST

6TH ST ST 4TH

103 S

37 36

Willow St Station

SIGNAL HILL

CARSON ST

CARSONDEL ST COVER ST

CENTRALIA

5th St Stn

7TH ST

CERRITOS

DEL AMO BLVD

10TH ST

CABRILLO SCHOOL

WARDLOW RD

47Willow St Station

SCH

SPRING ST

27TH ST

HUGHES SCH

WARDLOW RD

20 21 ! ! ! BIRNEY 27TH ST SCHOOL

CARSON ST

BIXBY RD

CARSON ST

ANAHEIM ST HUGHES SCHOOL BIXBY RD

CARSON ST

HILL ST

WARDLOW RD

DEL AMO BLVD

8TH ST 6TH ST

REID SCHOOL

SPRING ST

BURNETT ST

HUGHES SCH

LAKEWOOD

ROOSEVELT BIXBY AVE RD

! !

24 !

8TH ST 9TH ST 7TH ST

Pacific Ave CONANT ST Station

AIRPORT LAKEWOOD 34 SPRING ST CERRITOS 33

SOUTH ST

23 !

47 S

ANGELES 103 S

Wardlow Station REID

L IC P CIF PA

LOS ANGELES LOS

WILLOW ST

MUIR SCH

ALA

SCHOOL

Los Angeles Angeles River River

SA N

AN T

SANTA FE SANTA AVE FE AVE

SPRING ST

WILLOW ST

103

WILLOW ST

SCH

Wardlow Station

ROOSEVELT BIRNEY AVE PACIFIC AV

! S !

SPRING ST

IO ONMUIR

Wardlow Station

DR AMOAVE DEL BLVD ROOSEVELT IO ON

L L IC P IC P CIF CIF PA PA

PACIFIC AVE PACIFIC AVE

SPRING ST

SA N

49TH ST

RANCHO DOMINGUEZ PREPERATORY

LOS ANGELES

REID

RANCHO

LINDSEY SCHOOL DOMINGUEZ SCHOOL PREPERATORY

61 S !

LOS ANGELES

CARSON ST

MARKET ST

CABRILLO SCHOOL

CARSON

LBCC

LAKEWOOD LONG BEACH

SOUTH ST

HARTE SCHOOL

Willow St Station DEL AMO BLVD

HARTE SCHOOL

!! 45

SOUTH ST

DEL AMO BLVD

27TH ST

49TH ST

SA N

4039

ORANGE AVE

RANCHO DOMINGUEZ 52ND ST PREPERATORY

CARSON ST

49TH ST

WALNUT AVE

LOS ANGE LES

CARSON ST

Del Amo Station

BIRNEY SCHOOL

19 S

WARDLOW RD

SCHOOL 44ARTESIA BLVD

MARKET ST

SPRING ST

52ND ST

LINDSEY SCHOOL

DAISY AVE DAISY AVE

ST MED A

ALA

CARSON

LINDSEY SCHOOL

37 91

HARTE

COVER ST IL

BELLFLOWER

S !! 36 !

MARKET ST

LINDEN AVE LINDEN AVE

! 6

HARDING ST

WILLOW ST

GRANT SCHOOL

MUIR SCH 52ND ST

IVE RB

ST AV E

LOCUST AVE ELM AVE

DA IRY AV E

RIV GRE ER EN BIK TI P ATH EWAY

41 Del Amo Station

VICTORIA ST

Wardlow 43 Station

HUGHES BIKE TR SCH A

22 !

PARK

Implementation Strategies & Projects

D NA R SUSA

BUTLER AVE

LOS ANG LOS AVE LINDEN ELESANG R ELES R

SPRING ST Del Amo Station

CARSON

BUTLER AVE BUTLER AVE

ATLANTIC AVE

710

IVE RB IKE IKE WA WA Y MYRTLE Y

!! !

DELTA AVE

KING SCHOOL

HARDING ST

ARTESIA BLVD

BIXBY RD

GRANT SCHOOL

91 S

R R CD CD NI NI CE CE RS RS BO BO AR AR SH SH

SANTA FE AVE

VICTORIA ST

GRANT SCHOOL

HARDING ST

18 !

AVE

VICTORIA ST

DE FO FO RE RE ST ST AV AVE AVE AVE LOCUST LOCUST E ELM AVEELM AVE

69th Street

PARAMOUNT

19 S

BE 91 L

BLVD ARTESIALF L

ROOSEVELT AVE

L IC P CIF PA

Artesia Station

SCHOOL

BLVD

EL CAMINO COLLEGE COMPTON CENTER

710

KING SCHOOL

E PACIFIC AV

CH BEA

GREENLEAF BLVD

BLVD

G LON

COMPTON

¥ ¥

69th Street

710 KING BLVD ALONDRA

NA RDSANA RD SUSA SU

LANTIC BLVD

CENTER EL CAMINO COLLEGE COMPTON CENTER

Artesia Station

ATLANTIC PL

Artesia Station

Off-Street (Exclusive Right-of-Way) On-Street (Major Street) 0 Bike Boulevard (Residential Street)

Bike Boulevard (Residential Street) Waterway

Bike Lane

Off-Street (Exclusive Right-of-Way) On-Street (Major Street) Bike Boulevard (Residential Street)

Bike Lane Bike Lane (Major or Residential Street)

School 1

Park

Waterway

Metro Light Rail Stations School Park Waterway

Implementation Strategies & Projects

MILES 2

Data provided by the City of Long Beach Map produced July 2016

Bike Lane (Major or Residential Street)

Bike Lane (Major or Residential Street) EXISTING 8-80 Bikeway

Metro Light Rai

LONG BEACH BICYCLE MASTER PLAN

VISION NETWORK A

Table 6-5: Spot Improvement Recommendations (Continued)

6 Implementation Strategies & Projects

Project Number Location

Description

Carson St at Lakewood Blvd

Improve Intersection

Carson St at Clark Ave

Improve Intersection

Carson St at Bellflower Blvd

Improve Intersection

Carson St at Woodruff Ave

Improve Intersection

Carson St at Los Coyotes Diagonal

Improve Intersection

Studebaker Rd at I-405 Fwy

Improve bicycle crossing at freeway ramps

Stearns St at I-405 Fwy

Improve bicycle crossing at freeway ramps

Palo Verde Ave at 405 Fwy

Improve bicycle crossing at freeway ramps

Bellflower Blvd at I-405 Fwy

Improve bicycle crossing at freeway ramps

Willow St at I-405 Fwy

Improve bicycle crossing at freeway ramps

Lakewood Blvd at I-405 Fwy

Improve bicycle crossing at freeway ramps

Spring St at I-405 Fwy

Improve bicycle crossing at freeway ramps

Cherry Ave at I-405 Fwy

Improve bicycle crossing at freeway ramps

Orange Ave at I-405 Fwy

Improve bicycle crossing at freeway ramps

Long Beach Blvd at I-405 Fwy

Improve bicycle crossing at freeway ramps

Wardlow Rd at I-405 Fwy

Improve bicycle crossing at freeway ramps

Sante Fe Ave at I-405 Fwy

Improve bicycle crossing at freeway ramps

Del Amo Blvd at LA River Bicycle Path

Improve bridge crossing

Del Amo Blvd at I-710 Fwy

Improve bicycle crossing at freeway ramps

Long Beach Blvd at I-710 Fwy

Improve bicycle crossing at freeway ramps

Artesia Blvd at I-710 Fwy

Improve bicycle crossing at freeway ramps

Cherry Ave SR-91

Improve bicycle crossing at freeway ramps

Paramount Blvd at SR-91

Improve bicycle crossing at freeway ramps

Willow St at I-710 Fwy

Improve bicycle crossing across bridge and at freeway ramps

Bicycle Master Plan | City of Long Beach

Project Number

Location

Description

Pacific Coast Hwy at I-710 Fwy

Improve bicycle crossing across bridge and at freeway ramps

Anaheim St at I-710 Fwy

Improve bicycle crossing across bridge and at freeway ramps

Ocean Blvd at I-710 Fwy

Improve bicycle crossing across bridge and at freeway ramps

2nd St at Alamitos Bay

Improve Bridge Crossing

2nd St between Bay Shore Ave and The Toledo Improve Bridge Crossing

Pacific Coast Hwy at the San Gabriel River

Improve Bridge Crossing

Marina Dr at the San Gabriel River

Improve Bridge Crossing

Westminster Blvd at the San Gabriel River

Improve Bridge Crossing

Willow St/Katella Ave at Coyote Creek Bikeway Improve Bridge Crossing

Spring St at I-605 Fwy

Improve bicycle crossing across bridge and at freeway ramps

Wardlow Rd at I-605 Fwy

Improve Bridge Crossing

Carson St at I-605 Fwy

Improve bicycle crossing at freeway ramps

Barrios St at Studebaker Rd

Improve access into El Dorado Park

7th St at Campus Rd/Margo Ave

Improve access to CSULB

Atherton St at Fanwood Ave

Improve access to CSULB

Pacific Coast Hwy at SR-103

Improve bicycle crossing at freeway ramps

Catalina Ferry Landing

Improve path crossing at Catalina Ferry Landing

9th Pl, 200 ft south of Ocean Blvd

Add bike channel to beach access stairs

Buff Pl, 25 ft north of beach path

Connect to beach path

14th Pl, 150 ft north of beach path

Add bike channel to beach access stairs & connect to beach path

Junipero Ave at parking lot entrance

Improve path connection

Molino Ave, 20 ft south of Ocean Blvd

Add bike channel to beach access stairs

Orizaba Ave, 75 ft west of Ocean Blvd

Add bike channel to beach access stairs

Implementation Strategies & Projects

Table 6-5: Spot Improvement Recommendations (Continued)

Bicycle Support Facilities

6 Implementation Strategies & Projects

Bicycle support facilities are amenities other than bikeways that make the bicycling environment in Long Beach more comfortable for riders. These include bicycle parking, wayfinding, signal detection, hydration stations, and fix-it stations. Support facilities should be installed citywide.

Bicycle Parking Bicycle parking is available throughout Long Beach (see Chapter 3), but some locations do not provide the adequate amount of bike parking to meet demand. As such, many bicyclists instead lock their bikes to street fixtures such as trees, telephone poles, and sign poles. This Plan recommends that the City install more short and long-term bicycle parking facilities throughout Long Beach and encourage private establishments to do so on their property. Table 6-6 shows guidelines Long Beach should adopt and use for bicycle parking locations and quantities based on land use.

Bicycle Detection at Signals Detection of bicyclists at actuated (not pre-timed) traffic signals is important for the safety of bicyclists and motorists. Section 4D.105 of the California Manual on Uniform Traffic Control Devices (CA MUTCD) requires that all new and modified traffic signals be able to detect bicyclists with passive detection (rather than having to push a button). Per Policy 1.1, this Plan recommends that the City of Long Beach continue to adhere to this requirement by ensuring passive detection of bicyclists at all signalized intersections. In addition, signal detection should include the pavement marking shown in the figure below. The pavement marking indicates to those on a bicycle where to rest their bikes in order to be detected by the signal.

Bicycle Master Plan | City of Long Beach

Bicycle Wayfinding Program A high-quality bicycling environment allows users to easily navigate the bikeways network. Bicycle wayfinding assists residents, tourists, and visitors in finding key community destinations by bicycle. Signs may also include “distance to” or “time to” information, which displays mileage or travel time to various community destinations. This Plan recommends the development of a comprehensive bicycle wayfinding program that offers guidance to key destinations including schools, parks, regional trails, landmarks, civic buildings, and bicycle parking facilities. Additionally, this Plan recommends the City analyze the wayfinding program at least every five years in order to upgrade signs to change or add destinations, install new signs, and potentially refresh the branding.

Land Use or Location

Siting

Quantity

Parks

Adjacent to restrooms, picnic areas, fields, and other attractions

8 bicycle parking spaces per acre

Schools

Near office and main entrance with good visibility

8 bicycle parking spaces per 40 students

Public facilities (libraries, community centers)

Near main entrance with good visibility

8 bicycle parking spaces per location

Commercial, retail, and industrial developments over 10,000 square feet

Near main entrance with good visibility

1 bicycle parking space per 15 employees or 8 bicycles per 10,000 square feet

Shopping centers over 10,000 square feet

Near main entrance with good visibility

8 bicycle parking spaces per 10,000 square feet

Near platform, security, or ticket booth

1 bicycle parking space or locker per 30 automobile parking spaces

Near main entrance with good visibility

1 short-term bicycle parking space per 10 residential units and 1 long-term bicycle parking space per 2 residential units

Transit stations

Multi-family residential

65 Implementation Strategies & Projects

Table 6-6: Bicycle Parking Guidelines

Hydration and Fix-it Stations Long Beach currently has a hydration and fix-it station program in place. Long Beach should continue to find funding and implement this program (see Policy 7.1).

Automated Bicycle Counters Automated bicycle counters are permanent fixtures that automatically count the number of bicyclists that pass the counter. Counting bicyclists is crucial to understanding current numbers and predicting future demand. Using these count data can help the City of Long Beach secure funding for project implementation through grant programs. Counting is done through tubes installed over the roadway or facility or through infrared detection. Some counting devices can display the cumulative number of passing bicycles in real time.

Implementation Strategies & Projects

Non-Infrastructure Bicycle Programs

Implementation Strategies & Projects

Implementation Measures This Plan sets a series of Implementation Measures, or

In addition to engineering (i.e., infrastructure)

action items the City should take in order to achieve its

improvements, bicycle-related education, encouragement,

Vision. Some of these measures are taken from the Long

enforcement, and evaluation programs are an integral part

Beach General Plan Mobility Element in order to highlight

of any bicycle-friendly city. The recommended bicycle-

this Plan’s relationship to the Mobility Element.

related programs for the City of Long Beach are organized into what are commonly referred to as the “Four NonInfrastructure E’s” (see Appendix G for a comprehensive suite of bicycle-related programs):

»» Education programs are designed to improve safety and awareness. They can include programs that teach students how to safely ride or teach drivers to expect bicyclists. They may also include brochures, posters, or other information that targets messages towards bicyclists or drivers.

»» Encouragement programs provide incentives and support to help people leave their car at home and try biking instead. They also highlight how fun it can be to ride a bicycle around Long Beach.

»» Enforcement programs enforce legal and respectful bicycling and driving. These programs include a variety of tactics, ranging from police enforcement to neighborhood signage campaigns.

»» Evaluation programs are an important component of any investment. These programs help measure success at meeting the goals of this plan and to identify adjustments that may be necessary.

Overall » Install all Pipeline and Backbone projects within five years of adoption of this Plan. » Install all Gap Closure projects within 10 years of adoption of this Plan. » Install all Vision projects by 2040.

Engineering »» Develop a street design standards manual to reflect the new street typologies that incorporate the concept of complete streets. »» Create separated lanes for pedestrians and cyclists for the entire length of the beach path. »» Implement midblock crossings and traffic calming as needed in the more suburban locations of the City where larger blocks and wider streets inhibit bicycling. »» Install 200 new public bike racks per year for the next five years. »» Develop an on-street bike parking (e.g., bike corrals) program, including standards and procedures. »» Continue to install sensors to passively detect bicycle riders at all signalized intersections. »» Coordinate and collaborate with local school districts to provide enhanced, safer bicycle and pedestrian connections to school facilities throughout Long Beach. »» Continue to find funding for and install hydration and fix-it stations. »» Continue to support the Bikestation and encourage the development of small-scale bike-transit hubs throughout the City of Long Beach. »» Routinely integrate the financing, design, and construction of bicycle facilities with street projects. If a roadway or intersection is being updated, install bicyclerelated improvements at the same time. »» Work with Caltrans to improve freeway entrance and exit ramps to increase safety for bicyclists.

Bicycle Master Plan | City of Long Beach

»» Actively pursue opportunities to develop mountain biking/BMX facilities within the City. »» Install automated bicycle counters on all new 8-to-80 bike facilities. »» Install 25 new bike lockers per year for the next five years. »» Adopt a new bicycle parking ordnance for the required number and type of bicycle parking racks installed within the public right-of-way and private developments.

Education »» Continue existing bicycle education initiatives and implement new initiatives in both school classrooms and in other public forums to increase residents’ and visitors’ knowledge of traffic rules and on-road bicycling skills. »» Develop citywide marketing campaigns to educate people driving, bicycling, and walking about safe roadway behavior. »» Develop and adopt a Comprehensive Safe Routes to School Strategic Plan, in partnership with the community and local schools. »» Work with Long Beach Unified School District (LBUSD) to encourage students to bike and walk to school more often.

Encouragement »» Develop a comprehensive bicycle wayfinding program that offers guidance to key destinations including schools, parks, regional trails, landmarks, civic buildings, and endof-trip facilities such as bicycle parking and hydration stations.

Implementation Strategies & Projects

»» Support the installation of adequate lighting, mile markers, and emergency call boxes on the Los Angeles and San Gabriel River Trails.

»» Develop a policy for retrofitting existing automobile parking spaces for bike parking at existing commercial and multi-family developments. »» Upgrade the current Bicycle-Friendly Community level from silver to platinum, as designated by the League of American Bicyclists. »» Pilot an “individualized marketing campaign” to help residents choose safe, convenient routes to replace automobile trips with bicycling, walking, and transit trips. »» Establish a Rails-to-Trails Program to repurpose, share, or reconfigure surplus rights-of-way to greenbelts with bicycles facilities. »» Update the Long Beach Municipal Code to allow children to bicycle on sidewalks. »» Institutionalize the Bicycle-Friendly Business Districts and Bike Saturday campaign in Long Beach. »» Participate in and support Citywide events to promote bicycling, such as National Car-Free Day, Bike to Work Day, Bike Saturdays, Park[ing] Day, women on bikes campaigns, and bike buddy programs. »» Continue to actively support “open street” activities in Long Beach through the Beach Streets program.

Enforcement »» Routinely work with law enforcement to ensure officers are updated on new bicycle-related laws and policies. »» Encourage the Long Beach Municipal Court to start a bicycle traffic school/ticket diversion class for bicyclists who are ticketed for traffic violations. »» Develop a program to address bicycle theft, including consideration of registration options, incentives for purchasing bike locks (e.g., coupons), and education materials on how to correctly lock a bicycle.

Implementation Strategies & Projects

Evaluation

Implementation Strategies & Projects

»» Use Neighborhood Traffic Control techniques when excessive vehicle speed, excessive volume, or bicycle/vehicle safety concerns warrant them. »» Continue to conduct annual bike counts, street audits, and other data collection efforts and analyses related to bicycle facilities for program evaluation and to support grant-making efforts. »» On an annual basis, identify locations with a high number of bicycle collisions; determine the primary factors contributing to those collisions; evaluate whether current engineering, education, and enforcement countermeasures have been effective; and recommend alternative countermeasures. »» Prepare and publish a Bicycle Master Plan Annual Report including analyses of crash data, bicycle count data, and bike share usage data. »» Continue to use the Complete Streets Assessment to evaluate opportunities to improve the bicycle network, public safety, and support facilities. »» Develop an interdepartmental team of City staff whose focus is implementation of the Bicycle Master Plan. »» Work with the public health community to develop a fuller understanding of bicycle-related collisions in Long Beach and to promote the health benefits of bicycling that will reduce vehicle use, improve air quality, and provide health benefits. »» Work with law enforcement to provide more accurate and complete collision information, especially if the collision involves a bicyclist or other vulnerable road user.

Bicycle Master Plan | City of Long Beach

Administration & Funding: Logistics and Planning

This chapter presents the administrative tasks Long Beach will need to consider while implementing this Plan. It also offers funding strategies and sources to implement this Plan.

Administration & Funding: Logistics and Planning

» Overview...................................................................................................... 85 » Complete Streets Assessment............................................................... 85 » CEQA ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 » NEPA . ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 » ATP Compliance......................................................................................... 85 » Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 » Sources of Potential Funding ................................................................ 88

Administration & Funding

Overview Without ongoing administration and funding, the programs and projects recommended in this Plan may never get implemented. This Plan helps Long Beach remain competitive when applying for funds to install the recommended projects or develop potential programs. The administration section of this chapter ensures that projects and programs are implemented well. Through environmental compliance and a complete streets checklist, Long Beach is poised to design and implement projects and programs that will fulfill its goal of becoming an 8-to-80 city.

Complete Streets Assessment The Complete Streets Assessment is a checklist required to be filled out by City staff when analyzing roadway projectsâ&#x20AC;&#x2122; design and implementation. It includes information about the number of collisions that have occurred in the area, existing condition of the facility, and the trip generators in the vicinity that would attract walking, transit, or bicycling trips. The Assessment was developed to ensure that the City of Long Beach Capital Improvement Projects comply with the Cityâ&#x20AC;&#x2122;s Complete Streets Policy. The intent of this assessment is to provide appropriate accommodation for and promote safe operation by pedestrians, bicyclists, transit riders, freight transporters, and people of all abilities. The Assessment must be signed off by the Director of Public Works, City Engineer, or City Traffic Engineer to ensure Complete Streets elements are being incorporated into the project scope.

CEQA The California Environmental Quality Act (CEQA) provides a process for evaluating the environmental effects of plans or applicable projects undertaken or approved by public agencies. Bicycle Plans, such as this one, are exempt from the CEQA process and do not require an Environmental Impact Report (EIR). Additionally, when implementing this Plan, specific projects that involve restriping roadways or the expansion of existing bicycle trails that do not significantly alter land, water, or vegetation are also exempt from the environmental review process. For bicycle facilities that are not exempt from CEQA review but are initially shown to not have a significant impact on the environment, the City can file either a Categorical Exemption or a Mitigated Negative Declaration in lieu of completing an EIR. When implementing specific bicycle infrastructure projects, the City should consult CEQA guidelines and Senate Bill 1380 for further information.

NEPA The National Environmental Policy Act (NEPA) requires federal agencies to assess the environmental effects of their proposed actions prior to making decisions. If any of the recommendations in this Plan are located fully or partially on federal lands, the NEPA process will be triggered. It is unlikely any of the project recommendations in this Plan would trigger the NEPA process.

ATP Compliance The Active Transportation Program (ATP) is a Caltrans program with specific requirements for bicycle and/or pedestrian plans. Although Plans are no longer required to comply with the ATP guidelines in order to receive Caltrans funding, it is strongly recommended. This Plan is in compliance with ATP guidelines as shown in Appendix H: ATP Compliance.

Administration & Funding

Cost Estimates

Infrastructure Costs

Administration & Funding

Planning level cost assumptions can be used to determine general cost estimates for particular infrastructure projects, based on length or other units of measurement, as the project segments are further conceptualized and designed. The cost assumptions in Table 7-1 show the industry standard costs in 2016 dollars for the types of treatments recommended in this Plan. While they reflect typical costs, unit costs do not consider project-specific factors such as right-of-way

acquisition, intensive grading, landscaping, or other locationspecific factors that may increase actual costs. For some segments or facilities, project costs may be significantly greater. This Plan does not recommend specific types of projects, only the order for recommended projects to be implemented. City staff may use these numbers when estimating a project cost. Per Unit Cost Estimate

Table 7-1: Planning Level Cost Assumptions Treatment

Unit of Measurement

Per Unit Cost Estimate

Shared-Use Path (Class I)*

Mile

$700,000

Separated Bikeway (Class IV)*

Mile

$600,000

Bicycle Boulevard with Traffic Calming (Class III-A)*

Mile

$50,000

Bicycle Lanes (Class II)

Mile

$45,000

Buffered Bicycle Lanes (Class II)

Mile

$95,000

Bicycle Route – Signs Only (Class III-C)

Mile

$2,000

Bicycle Route - Sharrow Marking Only (Class III-B)

Each

$100

Bicycle Parking U-Rack

Rack

$350

On-Street Bicycle Parking Corral

Corral

$1,500

Long-Term Bicycle Locker

Locker

$800

Hydration Station

Station

$3,500

Fix-It Station

Station

$1,300

*Indicates 8-to-80 facility

Bicycle Master Plan | City of Long Beach

Maintenance is a very important piece to a successful bicycle network. Maintenance, like new projects, requires funding, and maintenance costs are important to factor in during the Cityâ&#x20AC;&#x2122;s annual budgeting process. Table 7-2 shows the estimated annual costs of maintaining the bikeway facility types discussed in this Plan.

Administration & Funding

Bikeway Maintenance Costs

Table 7-2: Annual Maintenance Costs

Facility Type

Cost per Mile per Year

Notes

Class I Shared-Use Path

$8,500

Lighting, debris cleanup, and removal of vegetation overgrowth

Class IV Separated Bikeways (two sides)

$4,000

Debris removal; repainting stripes and stencils; sign replacement; replacing damaged barriers

Class II Bicycle Lanes (two sides)

$1,500

Repainting lane stripes and stencils; sign replacement as needed

Class III Bicycle Routes (two sides)

$1,000

Sign and shared-lane stencil replacement as needed

Administration & Funding

Sources of Potential Funding

7 Administration & Funding

All levels of government and private entities offer funding sources to further plan, design, and construct bicycle transportation projects (Table 7-3). This section provides information on potential funding sources that could help the City of Long Beach or other organizations make bicycle infrastructure improvements or fund education and encouragement programs in the City.

Federal Sources Fixing America’s Surface Transportation FAST Act The FAST Act, which replaced the Moving Ahead for Progress in the 21st Century Act (MAP-21) in 2015, provides longterm funding certainty for surface transportation projects. This means states and local governments can move forward with critical transportation projects with the confidence that they will have a Federal partner over the long term (i.e., for at least five years).

Table 7-3: Sources of Potential Funding

Name

Source

Fixing America’s Surface Transportation FAST Act Congestion Mitigation and Air Quality Improvement Program (CMAQ) Bus and Bus Facilities Grants Program Highway Safety Improvement Program (HSIP) Rivers, Trails, and Conservation Assistance Program (RTCA) Community Transformation Grants Transportation Investments Generating Economic Recovery (TIGER) Program Community Action for a Renewed Environment Community Development Block Grant Program (CDBG) Active Transportation Program (ATP) State Transportation Improvement Program (STIP) Caltrans Sustainable Transportation Planning Grant Program Office of Traffic Safety (OTS) Grants Environmental Enhancement and Mitigation Funds (EEMP) Land and Water Conservation Fund California Strategic Growth Council Coastal Conservancy Grants Local Coastal Program Local Assistance Grant Program AB2766 Motor Vehicle Subvention Program Metro Local Return Program Metro Call for Projects Metro Open Streets Program Interstate 710 Corridor Project Metro Transit Oriented Development (TOD) Planning Grant Program SCAG Sustainability Planning Grant Program Transportation Development Act City of Long Beach Sales Tax Measure A Traffic Impact Fees PeopleForBikes Community Grant Program The Robert Wood Johnson Foundation The Walmart Foundation Kodak American Greenways Program Rails-to-Trails Conservancy Knight Cities Challenge Plan4Health Coalitions Corporate Donations Roadway and Utility Construction, Repair, and Upgrade

Federal Federal (administered through SCAG) Federal (FTA) Federal Federal (NPS) Federal (CDC) Federal Federal (EPA) Federal (US HUD) State (CTC & Caltrans) State (Caltrans) State (Caltrans) State (OTS) State (Natural Resources Agency) State (Parks) State (Strategic Growth Council) State (Coastal Conservancy) State (Coastal Commission) Regional and Local (SCAQMD) Regional and Local (LACMTA) Regional and Local (LACMTA) Regional and Local (LACMTA) Regional and Local (TAC) Regional and Local (LACMTA) Regional and Local (LACMTA) Regional and Local (Administered by LACMTA) Regional and Local Regional and Local (Long Beach) Private Private Private Private (Conservation Fund) Private Private (Knight Foundation) Private (APA and APHA) Private Joint projects

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Congestion Mitigation and Air Quality Improvement Program (CMAQ) CMAQ provides funding to state and local agencies for transportation projects that help meet Clean Air Act objectives. Funded projects must work to reduce congestion and improve air quality in nonattainment or maintenance zones for ozone, carbon monoxide, or particulate matter. CMAQ funds can be used for bicycle and pedestrian projects that are included in the metropolitan planning organization’s (MPO) current transportation plan and transportation improvement program (TIP). Projects can include bicycle and pedestrian facilities that are not exclusively recreational and outreach related to safe bicycle use. Studies that are part of the project development pipeline (e.g., preliminary engineering) are also eligible for funding. CMAQ funding is administered at the local level through the Southern California Association of Governments (SCAG). These funds are eligible for transportation projects that contribute to the attainment or maintenance of National Ambient Air Quality Standards in non-attainment or airquality maintenance areas. Examples of eligible projects include enhancements to existing transit services, rideshare and vanpool programs, projects that encourage bicycle transportation options, traffic light synchronization projects that improve air quality, grade separation projects, and construction of high-occupancy vehicle (HOV) lanes. Projects that are proven to reduce direct PM2.5 emissions are to be given priority. Bus and Bus Facilities Grants Program The Federal Transit Administration (FTA) offers formula allocations and grants to a variety of organizations, including local governments, to pay for buses and related facilities. Agencies can use these funds to pay for bicycle routes to transit, bike racks, bike shelters, and bicycle equipment for public transportation vehicles. In Long Beach, these funds flow directly to Long Beach Transit and are used to fund bus

and bus-related facilities. Highway Safety Improvement Program (HSIP) HSIP is a data-driven funding program for construction-related projects with a goal of reducing traffic fatalities and serious injuries on all public roads. Agencies must identify eligible projects through crash analyses. Agencies can use HSIP funds for both infrastructure and non-infrastructure projects, including bicycle and pedestrian safety improvements, enforcement activities, traffic calming projects, and crossing treatments in school zones. In California, all HSIP projects must be consistent with the California Strategic Highway Safety Plan.

7 Administration & Funding

The law makes changes and reforms to many federal transportation programs. For example, it allows local entities that are direct recipients of federal dollars to use a design publication that is different than one used by their state Department of Transportation, such as the Urban Bikeway Design Guide published by the National Association of City Transportation Officials (NACTO).

Rivers, Trails, and Conservation Assistance Program The Rivers, Trails, and Conservation Assistance Program (RTCA) is the community assistance arm of the National Park Service (NPS). RTCA provides technical assistance to a variety of agencies and organizations in order to preserve open space and develop trails. RTCA’s funds can be used for developing plans, engaging the public, and identifying other sources of funding for conservation and outdoor recreation projects. Community Transformation Grants The Centers for Disease Control and Prevention (CDC) administers Community Transportation Grants, which support community-level efforts to reduce chronic diseases such as heart disease, cancer, stroke, and diabetes. These grants are awarded to a variety of state and local agencies and other organizations. Active transportation infrastructure and programs that promote healthy lifestyles are a good fit for this program, particularly if such improvements benefit groups experiencing the greatest burden of chronic disease. Transportation Investments Generating Economic Recovery (TIGER) Program TIGER discretionary grants are awarded annually to state, local, and tribal governments for innovative transportation infrastructure projects, including multimodal and multijurisdictional transportation projects. These projects, which can include bicycle and pedestrian improvements, must promise significant economic and environmental benefits to an entire metropolitan area, a region, or the nation. In urban areas, the project must be at least $6.25 million to meet match requirements. Community Action for a Renewed Environment (CARE) The Environmental Protection Agency’s CARE is a competitive

Administration & Funding

grant program that offers an innovative way for a community to organize and take action to reduce toxic pollution in its local environment. Through CARE, a community creates a partnership that implements solutions to reduce releases of toxic pollutants and minimize people’s exposure to them. By providing financial and technical assistance, EPA helps CARE communities get on the path to a renewed environment. Transportation and “smart-growth” types of projects are eligible, and grants range between $75,000 and $300,000.

Administration & Funding

Community Development Block Grant Program (CDBG) The Community Development Block Grants program run by the U.S. Department of Housing and Urban Development (HUD) provides money for a variety of different projects, including pedestrian and bicycle improvements and streetscape revitalization. The CDBG Entitlement Program provides annual grants to municipalities of at least 50,000 people and counties, and the Section 108 Loan Guarantee Program provides loan guarantees for local government or third party developers.

State Sources Active Transportation Program (ATP) The California Transportation Commission and Caltrans jointly administer the ATP, which combines funds from federal and state sources to encourage increased use of active modes of transportation throughout the state. The funding is distributed through both a statewide competition and regional pools, and can be used both for infrastructure and non-infrastructure projects. The goals of the ATP are to: »» Increase the proportion of trips accomplished by biking and walking. »» Increase safety and mobility for active transportation users. »» Advance active transportation efforts of regional agencies to achieve California’s greenhouse gas reduction goals, pursuant to SB 375 (of 2008) and SB 341 (of 2009). »» Enhance public health. »» Ensure that disadvantaged communities fully share in the benefits of the program. »» Provide a broad spectrum of projects to benefit many types of active transportation users. The minimum request for funding is $250,000, except for Safe Routes to School (SRTS) projects, non-infrastructure

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projects, recreational trail projects, or plans, which have no minimum. Eligible bicycle and SRTS projects include: »» Infrastructure projects: Capital improvements that will further program goals, typically including planning, design, and construction. »» Non-infrastructure projects: Education, encouragement, enforcement, and planning activities that further program goals. The focus of this category is on pilot and start-up projects that can demonstrate funding for ongoing efforts. »» Active transportation plans for disadvantaged communities: Includes bike, pedestrian, safe routes to school, or comprehensive active transportation plans for disadvantaged communities. State Transportation Improvement Program (STIP) The STIP is a five-year plan developed by Caltrans that allocates funding to new construction projects that add capacity to the transportation network. STIP consists of two components, Caltrans’ Interregional Transportation Improvement Program (ITIP) and regional transportation planning agencies’ Regional Transportation Improvement Program (RTIP). STIP funding is a mix of state, federal, and local taxes and fees. Bicycle and pedestrian projects can be programmed under ITIP and RTIP. Caltrans Sustainable Transportation Planning Grant Program The Sustainable Transportation Planning Grant Program supports transportation planning processes which address local and regional transportation needs and issues. The program offers two types of grants: Strategic Partnerships and Sustainable Communities. The Strategic Partnership Grants fund regional agencies to address state highway system deficiencies, strengthen government relationships, and result in programmed system improvements. The Sustainable Communities Grants fund a variety of projects at all levels of government. Projects are expected to “identify and address mobility deficiencies in the multimodal transportation system, encourage stakeholder collaboration, involve active public engagement, integrate Smart Mobility 2010 concepts, and ultimately result in programmed system improvements.” Office of Traffic Safety (OTS) Grants The California OTS distributes grants statewide to establish new traffic safety programs or fund ongoing safety programs. Grants are used to establish new traffic safety programs, expand ongoing programs, or address deficiencies in

Environmental Enhancement and Mitigation Funds (EEMP) The California Natural Resources Agency provides grants to projects that indirectly mitigate the environmental impacts of new transportation facilities. Funds are available for land acquisition and construction and should fall into one of the following three categories: urban forestry projects, resource lands projects, or mitigation projects beyond the scope of the lead agency. The local Caltrans district must support the project. The average award amount is $250,000. Land and Water Conservation Fund The Land and Water Conservation Fund is a federal program that provides grants for planning and acquiring outdoor recreation areas and facilities, including trails. In California, the fund is administered by the California State Parks Department. Cities, counties, and districts authorized to acquire and develop park and recreation space are eligible for grant funding. While nonprofits are ineligible, they are allowed to apply in partnership with eligible agencies. Applicants must fund the project entirely and will be reimbursed for half of the cost. California Strategic Growth Council The Strategic Growth Council is a state agency that manages the Sustainable Communities Planning Grant and Incentives (SCPGI) Program, as well as the Affordable Housing and Sustainable Communities (AHSC) program. The SCPGI program provides grants for development and implementation of plans that have a variety of environmental, economic, and social benefits. The AHSC program provides funding for compact transit-oriented development and related infrastructure and programs that reduce greenhouse

gas emissions. These projects increase the accessibility of housing, employment centers, and key destinations via low-carbon transportation options such as walking, biking, and transit.

7 Administration & Funding

current programs. The list of traffic safety priority areas includes pedestrian and bicycle safety. Eligible grantees are governmental agencies, state colleges and universities, school districts, fire departments, and public emergency services providers. Grant funding cannot replace existing program expenditures, nor can traffic safety funds be used for program maintenance, research, rehabilitation, or construction. Grants are awarded on a competitive basis, and priority is given to agencies with the greatest need. Evaluation criteria to assess need include potential traffic safety impact, collision statistics and rankings, seriousness of problems, and performance on previous OTS grants. The California application deadline is January of each year. There is no maximum cap to the amount requested; however, all items in the proposal must be justified to meet the objectives of the proposal.

Coastal Conservancy Grants The State of California Coastal Conservancy provides grants to public agencies and nonprofit organizations which support the Conservancyâ&#x20AC;&#x2122;s enabling legislation, Division 21 of the California Public Resources Code. Bicycle and pedestrian facilities and trails are eligible if they help to preserve, protect, or restore coastal resources in the State. Local Coastal Program Local Assistance Grant Program The California Coastal Commission provides grants to local governments to develop or update their Local Coastal Programs (LCPs) to be consistent with the California Coastal Act. The Act requires LCPs to include a public access component, which could include plans for improving bicycle access to coastal zones. The California Coastal Commission is not currently awarding grants, but will resume in the future.

Regional & Local Sources AB 2766 Motor Vehicle Subvention Program The State of California charges a motor vehicle registration fee authorized by AB 2766. The South Coast Air Quality Management District (SCAQMD) distributes these Motor Vehicle Subvention Program funds to cities and counties based on their populations within its district, which includes the City of Long Beach. Cities and counties use these funds to develop measures or programs that reduce motor vehicle emissions. Funds can be used for projects that encourage biking, walking, and/or use of public transit. For bicycle-related projects, eligible uses include: â&#x20AC;&#x153;designing, developing and/or installing bikeways or establishing new bicycle corridors; making bicycle facility enhancements/ improvements by installing bicycle lockers, bus bicycle racks; providing assistance with bicycle loan programs (motorized and standard) for police officers, community members and the general public.â&#x20AC;? Metro Local Return Programs Proposition A, Proposition C, Measure R, and Measure M Local Return programs are each one-half cent sales taxes that finance countywide transit development. Metro is responsible for distributing a certain proportion of the tax revenues to cities and counties to develop and improve public transit,

Administration & Funding

paratransit, and related transportation infrastructure. Funds from Proposition C and Measures R and M can be used for bicycle-related uses such as infrastructure, signage, bicycle sharing, and education efforts. These Local Return Funds are distributed monthly to jurisdictions on a per capita basis.

Administration & Funding

Metro Call for Projects Every other year, Metro accepts Call for Projects applications in eight modal categories from local jurisdictions, transit operators, and other public agencies. One of the modal categories is Bicycle Improvements, and includes projects that “provide access and mobility for local and regional bicycle travel, gap closures that connect bikeway networks, on-street improvements to transit hubs, high-capacity bicycle parking, and innovative projects that promote bicycling. Rehabilitation, Restoration, and Resurfacing (3R) are eligible as a component of a larger project.” Long Beach has successfully competed for Call for Projects funds in the past, including a recent grant to partially fund the Bike Share program. Metro Open Streets Program Metro allocates up to $2 million annually, through a competitive application process, to fund local Open Streets events in Los Angeles County cities. These events temporarily close streets to vehicle traffic and open them to non-motorized transportation. The first cycle, announced in 2014, funded 12 open streets events to occur in 2015 and 2016. Applications for the second funding cycle were solicited in fall 2016. Long Beach won Metro Open Streets funding for the first Beach Streets Uptown in 2015, as well as the November 12, 2016, Beach Streets Midtown. Interstate 710 Corridor Project Caltrans, Metro, and a number of other agencies are working to make changes to the Interstate 710 Freeway from the Port of Long Beach to Interstate 5. The project will widen the freeway and modify interchanges, access points, and the streets leading to the freeway. A Technical Advisory Committee (TAC) comprised of these agencies along with the cities along the freeway is helping to steer the planning effort as well as make sure certain improvements, such as enhanced bicycle access, are incorporated into the project. The City of Long Beach’s representative to the TAC can help ensure that the planned bicycle projects in the I-710 area are included in the project’s implementation, including during its “early action program” that commits to funding local active transportation mitigation measures.

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Metro Transit Oriented Development (TOD) Planning Grant Program Metro’s TOD Planning Grants are intended to spur the adoption of transit-supportive land use and other regulatory plans around station areas in order to increase access to and utilization of public transit. Los Angeles County jurisdictions with land use authority within one-half mile of existing, planned, or proposed transit stations are eligible for grant funding. SCAG Sustainability Planning Grant Program SCAG’s Sustainability Planning Grant Program provides member jurisdictions with technical assistance for planning and policy work that work towards the implementation of the regional Sustainable Communities Strategy (SCS). SCAG awards grants under three categories, including Active Transportation, which includes bicycle, pedestrian, and SRTS plans and non-infrastructure programs. The 2016 grant cycle limited proposed planning and non-infrastructure programs to a maximum award of $200,000. Transportation Development Act (TDA) The TDA provides local agencies with two major sources of funding: The Local Transportation Fund (LTF) and the State Transit Assistance fund (STA). These funds contribute to the development and support of public transportation and are allocated to areas of each county based on population, taxable sales, and transit performance. Administered by Metro in Los Angeles County, TDA Article 3 funds are allocated annually on a per capita basis to both cities and the County of Los Angeles for the planning and construction of bicycle and pedestrian facilities. Local agencies may either draw down these funds or place them on reserve. City of Long Beach Sales Tax Measure A Long Beach residents voted to approve local Measure A in June 2016, providing an additional source of General Fund revenue to implement public infrastructure projects across the City. Funding will be used to fund a variety of city services, including implementation of the City’s complete streets policy, reconstruction and resurfacing of public streets, and

Traffic Impact Fees As a condition for development approval, Long Beach requires developers to pay traffic impact fees to fund specific infrastructure improvements to meet the traffic needs of future development, which can include bikeway, pedestrian, and transit improvements. The allowable projects are identified and approved by the City Council as a part of the City’s Traffic Mitigation Program.

Private Sources PeopleForBikes Community Grant Program PeopleForBikes is a coalition of bicycle suppliers and retailers that has awarded $2.9 million in community grants and leveraged an additional $670 million since its inception in 1999. The grant program funds bicycle paths and rail trails, as well as mountain bike trails, bicycle parks, BMX facilities, and large-scale bicycle advocacy initiatives. The Robert Wood Johnson Foundation The Robert Wood Johnson Foundation was established as a national philanthropy in 1972, and today is the largest U.S. foundation devoted to improving the health of all Americans. The organization awards grants to public agencies and nonprofit organizations for a variety of healthrelated projects, including bicycle education and bicycle infrastructure projects. The Walmart Foundation The Walmart Foundation offers a Community Grant Program and a State Giving Program. The Community Grant Program awards grants of $250 to $5,000 through local Walmart and Sam’s Club stores. Application opportunities are announced annually in February with a final deadline for applications in December.

The State Giving Program provides grants of $25,000 to $250,000 to nonprofits working within one of five focus areas: Hunger Relief & Nutrition, Education, Environmental Sustainability, Women’s Economic Empowerment, or Workforce Development. The program has two application cycles per year: January through March and June through August.

Administration & Funding

sidewalk improvements citywide. Port of Long Beach Community Grant Program (CGP) The Port of Long Beach offers grants “designed to improve community health by lessening the impacts of Port-related air pollution, and to reduce the emissions of greenhouse gases.” According to the recently published 2016 Community Grants Investment Plan, the Port will award grant funding for bicycle and pedestrian infrastructure and traffic-calming projects that work to address the effects of congestion.

Kodak American Greenways Program The Conservation Fund’s American Greenways Program has teamed with the Eastman Kodak Corporation and the National Geographic Society to award small grants ($250 to $2,000) to stimulate the planning, design, and development of greenways. These grants can be used for activities such as mapping, conducting ecological assessments, surveying land, holding conferences, developing brochures, producing interpretive displays, incorporating land trusts, and building trails. Grants cannot be used for academic research, institutional support, lobbying, or political activities. Rails-to-Trails Conservancy The Rails-to-Trails Conservancy provides technical assistance for converting abandoned rail corridors to use as multi-use trails. Knight Cities Challenge The Knight Cities Challenge awards grants to innovative projects at the city, neighborhood, and block level that help cities attract and keep talented people, improve economic prospects for individuals, and encourage civic involvement. The grant program is funded by the Knight Foundation, and the funds are distributed over an 18-month period. Plan4Health Coalitions The American Planning Association (APA) and the American Public Health Association (APHA) work to build local capacity in addressing population health goals and promoting the inclusion of health in non-traditional sectors such as transportation. Each proposal must address inactivity, unhealthy diets, and/or health equity. Awards average $150,000, and no more than two awards will be granted in a single state.

Administration & Funding

7 Administration & Funding

Corporate Donations Corporate donations are often received in the form of liquid investments (i.e., cash, stock, bonds) and in the form of land. Employers recognize that creating places to bicycle and walk is one way to build community and attract a quality work force. Bicycling and outdoor recreation businesses often support local projects and programs. Municipalities typically create funds to facilitate and simplify transactions from corporations. Corporations typically donate when a widely supported capital improvement program is implemented. Roadway and Utility Construction, Repair, and Upgrade Cities should coordinate bicycle infrastructure improvements with ongoing road resurfacing/maintenance, road diet, utility company capital improvement, cable installation, and other road infrastructure projects within the same area or corridor, following the City’s Complete Streets Checklist. Doing so can take advantage of efficiencies and save money. Joint projects between cities and utility companies require a great deal of coordination, a careful delineation of scope items, and some type of agreement or memorandum of understanding. Joint projects between cities and cable television and telephone companies also require a significant amount of advance planning and disruption of travel lanes. Because of this, it may be possible to request reimbursement for impacted bicycle and pedestrian facilities.

Other Sources Cities should be creative when considering how to develop or maintain bicycle infrastructure. Soliciting volunteer work can substantially reduce the cost of implementing some routes, particularly shared-use paths. For example, Long Beach could partner with a local college design class and landscape architecture or engineering firm to design a shared route for a class project when the opportunity is available. When possible, the City should organize work parties to help clear the right-of-way for the route or ask a local construction company to donate or offer discount services for construction work. Where feasible, Long Beach should develop an “adopt a trail” program, where local businesses or residents can “adopt” a bicycle route to help with construction and maintenance.

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Conclusion The City of Long Beach continually receives funding from many of the aforementioned sources in this chapter, at all levels. This money has and will continue to play a pivotal role in financing many of the needed and desired bicycle infrastructure projects that Long Beach needs. Continuing to build and maintain partnerships with these agencies and organizations will be very important to the City’s continued grant application success. Long Beach will submit more competitive projects going forward based on the phasing prioritization strategies established in this Bicycle Master Plan. This Plan lays the necessary groundwork that many of these grant applications require for approval.