Other Recommendations (Programs

This section comprises a diverse menu of programs intended to support the future bicycle and pedestrian infrastructure recommended in this CMPBP. Due to a long history of routine accommodation for pedestrians (i.e. sidewalks, crosswalks, dedicated signals, etc.), programs targeting walking are relatively uncommon. Conversely, the historic lack of routine accommodation for bicyclists has fostered confusion about the role of bicycles in the overall transportation system and has necessitated an impressive diversity and breadth of bicycle-related programs. Despite a likely emphasis on projects and less on programming at this stage in the city’s development, programs, especially targeting bicyclists, remain an important element of successful active transportation planning. The following sections offer background on the changing “state of practice” in active transportation programming, namely the increased integration of programs and projects, culminating in a comprehensive menu of bicycle and pedestrian programs.

EVOLVING STATE OF PRACTICE IN BICYCLE PROGRAMS

There has been a shift away from the traditional, compartmentalized “Five Es” approach developed by the League of American Bicyclists (Engineering, Education, Encouragement, Enforcement, and Evaluation and Planning) and toward a fully integrated and complementary menu of initiatives. By offering a menu of initiatives, rather than a prescriptive list, active transportation programming can more accurately address the existing conditions and desired outcomes of a given context. In addition to changes in the content and organization of active transportation programs, there has also been a shift in implementation strategies. Programs are increasingly targeted at specific project areas, in conjunction with the construction of bicycle and pedestrian facility projects. The implementation of a capital project represents a unique opportunity to promote a city’s active transportation system and bicycling and walking as attractive transportation options. Projects or “Engineering” represent the most visible and perhaps most tangible evidence of a great place for bicycling. The same can be said for walking. A new bicycle facility attracts the attention of bicyclists and non-bicyclists alike. As such, it represents a great opportunity to reach out to the potentially large “interested, but concerned” group present in most communities. Impact to this target group will be strongest by directly linking facility improvements and supportive programs. In this way, bundling bicycle programs with projects represents a much higher return on investment for both. The programs recommended for Jurupa Valley are organized as a menu of initiatives, each listed under the broad categories of Education/Encouragement/Marketing, Education/Enforcement or Monitoring and Evaluation. These categories are merely intended to offer some level of organization to the many program initiatives, the majority of which fall into at least one category.

EDUCATION/ENCOURAGEMENT/MARKETING

1. Smart Trips Program Bundle Smart Trips is a generic name for community-based transportation demand management (TDM) programs that provide tools and incentives to make bicycling (and often walking, ridesharing, and transit) the preferred mode for particular trips. Traditionally, TDM programs are implemented as employer-based programs targeting the commute trip. Smart Trips are intended to complement efforts aimed at commute behavior by targeting other household trips. Smart Trip programs have been shown to result in two to 14 percent reduction in drive-alone car trips and a significant increase in bicycling. Implementation of a variety of initiatives, leveraged as part of a Smart Trips program and delivered as a “bundle,” has been important to the success of Smart Trips programs in other cities. The bundled delivery of Smart Trips initiatives (a-e, described below) allows for the saturation of a target audience within a target neighborhood and has been instrumental in maximizing limited outreach dollars. a. Bicycle Skills and Repairs Classes The Inland Empire Biking Alliance (IEBA) offers bicycling education courses for experienced bicyclists wanting to become instructions, as well as courses for kids. This includes a Kid’s Bicycle Ambassador Program specifically targeting fifth through eighth graders, taught at area schools. This program could offer great value particularly in areas with a likely high latent demand for bicycling and in neighborhoods with high collision rates among school age children. The IEBA also partners with the County of Riverside Department of Public Health’s Injury Prevention Services for periodic bicycle skills and repair workshops targeting kids.

Bicycle Safety Classes

b. Bicycle Friendly Businesses and Districts Jurupa Valley can promote the League of American Bicyclists’ (LAB) Bicycle Friendly Business program among local businesses to encourage bicycling by their employees and customers. Businesses then use their bicycle friendliness as part of marketing. Benefits to employees often include attractive and secure bicycle parking, locker rooms, showers, and reimbursement for trips made by bicycle, via the Bicycle Commuter Benefit Act. Under this Act, companies can reimburse employees on a tax-free basis for “reasonable expenses” incurred as a bicycle commuter. This can include the purchase of a bicycle and almost any type of accompanying equipment and accessories such as lights, racks, and clothing, up to the annual limit of $240, or however much a company chooses to offer. Benefits to customers include secure parking and discounts. Bicycle Friendly Business Districts combine the efforts of individual businesses to offer a more supportive and coherent bicycling environment. This initiative would entail the promotion of Bicycle Friendly Business and District designation among businesses within bikeway project areas and in conjunction project implementation. A goal of this initiative would be establishing a scalable model for implementation for future bikeway projects within Jurupa Valley. The Inland Empire Biking Alliance (IEBA) provides local support for this program. c. Community Bicycle Programs Community bicycle programs, also known as Bike Kitchens, are commonly formed as grass roots initiatives by community members within low income and underserved communities to provide bicycles, helmets, maintenance, and safety instruction to people as a means of expanding their transportation options and providing people better access work and services. Jurupa Valley should support the creation of a Bike Kitchen within its boundaries and leverage its resources in coordination with the bicycle facilities prioritized in the master plan. d. Institute Transportation Demand Management (TDM) Employer Incentive Programs As a recently incorporated city, Jurupa Valley is understandably just beginning to consider how to improve transportation efficiency and is evaluating multiple methods. The draft General Plan Mobility Element section on Traffic Management Alternatives includes employer based strategies like providing secure workplace parking for bicycles, and shower and locker facilities under its suggested TDM provisions. The city should work with SCAG, the County, and local major employers to expand the reach and marketing of proposed programs. In addition to marketing to major employers, the city could deliver targeted marketing of available TDM benefits within Smart Trips target areas. The targeted marketing could be used to leverage participation in special challenges and competitions hosted by the city and SCAG, such as Bike to Work/School Challenges. The city should also work with SCAG to help develop how to the provide appropriate TDM end-oftrip amenities for bicycling noted previously, particularly for employment centers served by bikeways of regional significance identified in County of Riverside planning. e. Events - Bike Month Have the Mayor proclaim May as Bike Month and participate in Bike to Work Week events. Host pit stops during Bike to Work Weeks and Days. To increase encouragement, host Bike to Work days more often, such as monthly. Promote Bike Month or monthly Bike to Work days heavily within Smart Trips target areas and among target populations.

2. Safe Routes to School a. Develop a Safe Routes to School Program Inactivity, and even obesity, among school-aged children is among the greatest public health crises in America. Encouraging children to walk or cycle to school, and making it safer to do so, are important means of combating this epidemic and instilling lifelong healthy habits. Though Jurupa Valley has engaged in Safe Routes to Schools efforts (the city has pursued SRTS-related grants and projects at certain schools), it does not yet have a formal Safe Routes to School program. Developing such a program is important because it provides an objective and comprehensive approach to safety issues surrounding schools, city-wide. Wherever possible, SRTS efforts should be integrated into the larger planning processes as was done in this bicycle and pedestrian master plan. Best practices in SRTS education programs combine traditional classroom lessons with experiential courses and clinics. Ideally, the future SRTS program in Jurupa Valley would partner with a Traffic Garden (see Section 3) to offer more comprehensive traffic safety education, teaching children the fundamental rules and responsibilities of all modes. Supplemental exercises in the mechanics of actually riding a bicycle could be provided as needed at the Bicycling Education Center. Best practices in SRTS programs also include youth participation, since they are the experts about walking and bicycling conditions surrounding their schools. To help fund the SRTS Program, Jurupa Valley should seek further SRTS grants at the State and federal levels. This funding can be used for a variety of activities including site-specific evaluation and planning, infrastructure costs, and education programs. More information can be found at: http://www.saferoutesinfo.org. b. Promote the Walking School Bus and Bicycle Train These are volunteer-based programs in which children are chaperoned by adults as in they walk or cycle to school. Parents often cite safety issues as one of the primary reasons they are reluctant to allow their children to walk or ride to school. Providing adult supervision may help reduce those worries for families who live within walking or bicycling distance to school. Jurupa Valley can start with one school as a pilot program and expand to other schools if there is demand. These programs and volunteer efforts require coordination and potential attention to other issues, such as safety training and liability. These efforts can coincide with other educational programs such as visits to the Traffic Garden and should be highlighted in conjunction with any project implementation in the area. c. Participate in Walk and Bike to School Day This one-day event in October is an international effort in more than 40 countries to celebrate the many benefits of safely walking and bicycling to school. Walking and rolling to school embodies the two main goals of First Lady Michelle Obama’s Let’s Move! Campaign: to increase kids’ physical activity and to empower parents to make these kinds of healthy choices. The National Center for Safe Routes to School, which serves as the clearinghouse for the federal Safe Routes to School program, coordinates online registration efforts and provides technical support and resources for Walk to School Day. For more information, go to www.walktoschool.org. 3. Bicycling Education Center Create a Bicycling Education Center. Ideal location would be: » Near compatible land uses, especially schools, parks, and other civic centers » Along or near bicycle facilities recommended in this plan » Accessible by bicycle-friendly transit The proximity of a Bicycling Education Center to these uses represents a more integrated approach to bicycle programming, where facilities provide opportunities for education and where education enhances use of those facilities. This type of synergistic land use not only allows not only for real world educational opportunities, but also the promotion of the bicycle network and a better return on the City’s investments. The Center would serve as a clearinghouse for bicycling educational materials, electronic and printed, and host a variety of courses. Course material would be bike-specific and, in the case of the Traffic Garden (described below), cover general mobility. Bicycle-specific areas would include: » Bicycle handling skills (balance, starting, maneuvering, stopping) » Riding in traffic skills (riding predictably, signaling, merging, obeying applicable laws) » Safety gear (helmets, lights, visible clothing) » Other (basic bicycle maintenance, locking bicycles) Facilitation of skills courses will require the training of licensed bicycling instructors. The training for League of American Bicyclists bicycling Instructors is done in groups as needed when the number of interested bicyclists reaches a minimum number.

The city, local bicycle club or the Active Transportation Advisory Committee should coordinate efforts to gather interest from the Sheriff’s, Engineering, and Planning Departments, local volunteers, advocates, and bicyclists. In the case of a Traffic Garden, detailed knowledge of laws related to all modes would be required. For this reason, the designated Sheriff’s Department Liaison (Initiative 8) may be the most suitable referee. 4. Maps and Signage a. Assist Riverside County in Regional Bicycle Map Updates To provide an accurate map, Riverside County relies on existing bicycle facility data provided by member jurisdictions. The city should maintain accurate GIS data for its bicycle network – existing and proposed – not just for the purpose of assisting Riverside County in maintaining its regional bicycle map, but also for its own complete roadways planning and grant seeking efforts. In addition to recording traditional facility type designation (i.e. Classes 1 to 4), Jurupa Valley may wish to record additional metadata related to preferred user experience. Preference for a particular route, based on its qualities, such as low traffic stress, flat terrain, hilly terrain, scenic, direct, etc., varies from person to person. Best practices indicate the use of these types of experiential information over planners’ classifications. b. Partner with Google to Improve Google Maps Bicycle Directions Consistent with the effort to make bicycling an easy choice for a broad range of people, bicycle maps should break out of the “cyclist silo” and become an integrated component of general mobility wayfinding. Google Maps is chief among general wayfinding applications, and includes the option of selecting bicycling for travel directions, but is limited in its utility. While driving and transit directions include a menu of options for preferred user experience (“avoid highways, avoid tolls, shortest travel time, fewest connections, etc.”), those for bicycling include none. As suggested above, tailored bicycling directions, based on preferred user experience, offer the greatest value to the range of people who cycle. Jurupa Valley may choose to share data generated for this plan, such as facility types and expected level of traffic stress (LTS), or network connectivity with Google to improve their interface and promote bicycling. This pilot project could serve to catalyze a nation-wide upgrade of Google Maps. c. Develop and Implement a Wayfinding System Directional signage allows new bicyclists and tourists alike to find their way to their destination or nearby landmark via a recommended route. Wayfinding signage directs people and provides information about destinations, directions and/or distances. A highly legible and well-executed wayfinding system has the potential to increase comfort and safety, through even diverse and chaotic environments. Wayfinding systems can also achieve community objectives, such as the promotion of a local attractions and the resultant benefit of economic development. When applied on a regional level, wayfinding can link adjacent communities. In designing a wayfinding strategy or system, the following questions need to be considered: » What user types are likely to use the wayfinding system? » Where are these users going or want to go? » What do the users or visitors want to see and hear? » What is the primary goal: navigation, directional information, orientation, location information, or interpretation? Wayfinding Signage » Is a clear message being sent by the signage? » Based on the expected user types, what are the safest or most logical paths or routes? There is considerable variation in wayfinding signage legibility and utility. Wayfinding system development for Jurupa Valley should begin with a thorough examination of best practices and conclude with a clear set of guidelines related to actual signage design and design of the overall system. New specific plan areas should install wayfinding systems and these should be closely coordinated with any overall city system. d. Install Advisory Signage along Popular Routes Alert drivers to the presence of bicyclists, particularly on shared roadways where there is no dedicated bicycle facility. The message should serve to both advise drivers and legitimize the presence of bicyclists. Bicycling is an important component of the transportation system and should be respected by other modes of transportation. While the “Bikes May Use Full Lane” Sign (R4-11) is commonly accepted and generally conveys the intended message, current discourse suggests the use of stronger language (“Shared Road”) – and accompanying education – where appropriate. This phrasing is powerful because it is a statement of fact and implies legal consequence for violators, whereas “Bikes May Use Full Lane” and “Share the Road” sound more like pleading cautions. Regardless of the exact language used, this type of sign should accompany any Shared Lane Markings used. Ample education and marketing should be provided to explain all new signage.

5. Professional Development Have City of Jurupa Valley transportation staff become members of the Association for Pedestrian and Bicycle Professionals (APBP). The mission of the APBP is to “grow the pedestrian and bicycle profession and its influence by facilitating the exchange of professional and technical knowledge, elevating practitioners’ skills and defining the field.” The following “Sample Educational Events” represent the diversity and depth of topics covered by this professional organization at recent regional meetings: » “Woonerven” (Pronounced “wone-er-ven”) or “Shared Streets” » Bicycle Share Systems » Linear Parks/Neighborhood Greenways » MPOs and Bicycle Programs » Redefining Transportation Impacts » Redefining Congestion Management To learn more about the national organization, visit http:// www.apbp.org. 6. Marketing Campaigns – Building Awareness and General Appeal of Bicycling as a Safe and Common Transportation Mode Marketing is about more than advertising. Communication and promotion play important roles. People must be engaged through effective marketing to see bicycling as a desirable transportation mode choice, and to pay attention to safety. More engaged people will have a twofold effect: 1) it will lead to more people riding bicycles, and 2) it will lead to more aware bicyclists, drivers, and pedestrians, and more people who care about bicyclist safety. Typical marketing campaigns, especially those initiated by government agencies, tend to be information-laden and uninspiring. Lessons from the field of marketing point to the proven effectiveness of positive messages. Positive messages will inspire people and get more of them to change their habits and ride more. The objective is not to get everybody to ride bicycles all of the time, but rather to target those most ready to change. Messages should inspire people to move from “might” to “sometimes” and from “sometimes” to “often.” For example, a targeted message might be one directed at people who are solely recreational riders, who have never considered a short errand trip within their neighborhood, but would be open to the suggestion. Good marketing would make that suggestion and inspire people in that market segment to try bicycling in their neighborhood for short errand trips. Other messages might target the market of people ready to improve their riding techniques or even those who may never cycle, but who might be encouraged to treat bicyclists with more care and civility. 7. Host a Ciclovia and Other Signature Events A Ciclovía (also ciclovia or cyclovia in English) is a Spanish word meaning “bicycle path,” and describes either a permanently designated bicycle route or a temporary event, when the roadway is closed to automobiles for use by people and non-motorized transportation. Ciclovia events are celebrations of livable streets and communities, encouraging citizens, and businesses to get out in the street and enjoy their city through active participation. While Bogotá, Colombia, is often credited with starting ciclovias, they have gained popularity in the US in the past five years. While all Ciclovia events are alike in their creation of a people-oriented, car-free space, they are otherwise unique. Depending on the city, the event occurs once or twice a year or every Saturday or Sunday throughout the entire summer. Some cities re-use routes, while others, like Portland, Chicago, and San Diego, host events in different locations each. Routes are circuitous or linear. Most include parks or other open public spaces, as well as music, performance, games, and other activities, some of which is scripted and some of which occur organically. Ciclovias often have a theme of health, exercise, and active transportation, and include groups promoting free, healthy activities stationed along the route. Ciclovia routes can incorporate and highlight new bicycle and pedestrian facilities and preferred routes, encouraging their use and maximizing investment. In addition to Ciclovias, the city can promote bicycling and walking through supporting more sport-oriented events. By joining forces with local and regional bicycle and pedestrian advocacy organizations, Jurupa Valley can maximize resources and participation.

EDUCATION/ENFORCEMENT

8. Educate All Law Enforcement Staff Regarding Bicycle and Pedestrian Issues and Concerns If the ultimate aim is to promote bicycling as a legitimate form of transportation, all law enforcement officers should receive some form of bicycle training and should be offered LCI training, if possible. Appropriate training regarding pedestrian issues and solutions should be provided as well. 9. Designate a Law Enforcement Liaison Responsible for Bicycle and Pedestrian

Issues and Concerns This liaison would be the main contact for Jurupa Valley residents concerning bicycle and pedestrian related incidents. This liaison would perform the important function of communication between the law enforcement agency and bicyclists and pedestrians. The liaison would be in charge of the supplemental education of fellow officers regarding bicycle and pedestrian rules, etiquette, and behavior. The liaison could be the same person as the referee for the Traffic Garden and should be LCI certified, as well as ride a bicycle while on duty, as appropriate. Allocate funding for the training and support of this duty, as well as for necessary bicycle equipment. 10. Targeted Enforcement Many law enforcement departments employ targeted enforcement to educate drivers, bicyclists, and pedestrians about applicable traffic laws and the need to share the road. These efforts are an effective way to expand mobility education. Targeted enforcement should be expanded to warn and educate drivers, bicyclists, and pedestrians about laws, rules of the road and safe procedures. This could be in the form of a brochure or tip card explaining each user’s rights and responsibilities. Targeted enforcement may help mitigate the following traffic safety problems: » Speeding in school zones » Illegal passing of school buses » Parking violations – bus zone, crosswalks, residential driveways, time zones » Risks to bicyclists during drop-off and pick-up times » Lack of safety patrol/crossing guard operations » Unsafe bicycling and pedestrian practices » Other school zone traffic law violations 11. Institute a Mobility Safety Program When stopping adult drivers, bicyclists, and pedestrians for minor traffic violations, law enforcement officers can issue an Adult Mobility Citation in lieu of a regular Traffic Citation. Under this program, individuals are offered two choices: (1) they may contest or ignore the citation, in which case it is forwarded to the court and treated as a normal traffic citation or (2) they may attend the Mobility Safety Program to have the citation waived. A Mobility Safety Program should be designed to decrease traffic collisions and encourage safe behavior for all modes. 12. Distribute Lights to Bicyclists If a law enforcement officer observes a bicyclist riding at night without the proper reflectors or lights, they can give the bicyclist a light, along with a note or friendly reminder about the light requirement and its importance. This provides a positive and educational interaction rather than a punitive one. This program could be funded through a safety-oriented community grant.

MONITORING AND EVALUATION

13. City Staff Active Transportation Coordinator Position The creation of an Active Transportation Coordinator position would demonstrate Jurupa Valley’s commitment to bicycling, walking, and creating more “complete streets.” For many smaller cities, this is a part-time position that can help coordinate between different city departments to ensure consistency and cooperation in planning projects. An Active Transportation Coordinator would manage programs and implement projects listed in the CMPBP. The coordinator would be responsible for updating the plan in a timely manner and maintaining a prioritized list of improvements, updating cost estimates, and identifying appropriate funding sources. This investment in staff is often returned since this position usually is responsible for securing State and federal grant funding for active transportation projects. 14. Active Transportation Advisory Committee An Active Transportation Advisory Committee (ATAC) assists the city with plan projects, policies, and programs implementation. This group acts as a community liaison and addresses issues concerning local bicycling and walking. The ATAC allows city staff, volunteers, and advocates to continue efforts to improve bicycling and walking throughout the city. The ATAC can review the implementation and regularly evaluate CMPBP progress of improvements. City support for creating the committee, budgeting time and resources for staff and elected officials to attend and support these meetings is recommended. (The ATAC could report to the City’s existing Traffic Safety Committee and/or be represented on it.)

15. Conduct Bicycle and Pedestrian Counts and Review Collision Data Conduct regular bicyclist and pedestrian counts throughout the city to determine baseline mode share and subsequent changes. Conducting counts would allow the city to collect information on where the most bicycling and walking occur. This assists in prioritizing and justifying projects when funding is solicited and received. Counts can also be used to study bicycling and walking trends throughout the city. Counts should be conducted at the same locations and at the same times every year. Conducting counts during different seasons within the year may be beneficial to understanding the differences in bicycle and pedestrian traffic volumes based on weather. In addition, bicycle, and pedestrian counts should be collected as part of any existing traffic counts. Results should be regularly recorded for inclusion in the bicycle and pedestrian report card (See recommendation 17). The Sheriff’s Department should continue to collect and track collision data. Regular reports of traffic collisions should be presented at the ATAC. Traffic collisions involving bicyclists and pedestrians should be reviewed and analyzed regularly to develop plans to reduce their frequency and severity. Any such plans should include Sheriff’s Department involvement and should be monitored to determine their effectiveness. Collision results should be recorded in the bicycle and pedestrian report card (See Recommendation 17). 16. Establish Law Enforcement Referral Process Design a communication process that encourages students and parents to notify the school and law enforcement of the occurrence of a crash or near-miss during school commute trips involving auto, bus, pedestrian, or bicycle transportation. Include not only the Sheriff’s Department, but also the Traffic Safety Commission, the Planning Department, and SRTS stakeholders in this reporting system to help better use data generated. Enlist the help of law enforcement with a number of traffic safety duties: » Enforcement of traffic and parking laws through citations and warnings. » Targeted enforcement of problem areas – an intensive, focused effort during the first two weeks of school, as well as a strategy for the rest of the year. » Participation in traffic safety programs: Traffic Garden, SRTS Task Force, etc. Los Angeles has a successful program called the LA Bike map that lets bicyclists submit incidents, see them displayed instantly, and study the overall pattern, dynamically, in one place. 17. Develop a Bicycle and Pedestrian Report Card Jurupa Valley could develop a bicycle and pedestrian report card, a checklist used to measure the success of CMPBP implementation, as well as efforts made, within the city. The report card could be used to identify the magnitude of accomplishments in the previous year and general trends. The report card could include, but not be limited to, keeping track of system completion, travel by bicycle or on foot (counts), and safety. The city should use the report card to track trends, placing more value on relative than absolute gains (in system completion, mode share, and safety). For example, an upward trend in travel by bicycle or on foot would be viewed as a success, regardless of the specific increase in the number of bicyclists or walkers. Safety should be considered relative to the increase in bicyclists and walkers. Sometimes crash numbers rise simply because bicycling and walking increase, at least initially. Instead, measure crashes as a percentage of an estimated overall mode share count. A major portion of the report card would be an evaluation of system completion. An upward trend would indicate that the city is progressing in its efforts to complete the bicycle and pedestrian network identified in this document. The report card could be developed to utilize information collected as part of annual and on-going evaluations, as discussed in the previous sections. The report card is not intended to be an additional task for city staff, but rather a means of documenting and publicizing the city’s efforts related to bicycle and pedestrian planning. If an ATAC is implemented, it can be a task of the committee to review the report cards and adjust future plans and goals accordingly. In addition to quantifying accomplishments related to the bicycle and pedestrian plan, the city should strive to quantify their effort. Effort may be quantified as money spent, staff hours devoted or other in-kind contributions. The quantified effort should be submitted as a component of the bicycle and pedestrian report card.