Senior Project

Enhancing Bicycling in Orange County, CA Senior Project | June 2013 Matt Kawashima California Polytechnic State University, San Luis Obispo Department of City & Regional Planning

APPROVAL PAGE

TITLE:

Enhancing Bicycling in Orange County

AUTHOR: Matt Kawashima DATE SUBMITTED:

June 2013

Mike Boswell _______________________________ _____________ Senior Project Advisor Signature Date

Hemalata Dandekar _______________________________ _____________ Department Head Signature Date

APPROVAL PAGE (with grade) TITLE:

Enhancing Bicycling in Orange County

AUTHOR: Matt Kawashima DATE SUBMITTED:

June 2013

Grade: __________

Mike Boswell _______________________________ _____________ Senior Project Advisor Signature Date

Hemalata Dandekar _______________________________ _____________ Department Head Signature Date

Acknowledgements This project wouldn’t have been possible without the gracious help of several individuals. I am incredibly thankful for each one of them, and the help each of them provided: I would like to start off by thanking my Senior Project Advisor, Mike Boswell for his guidance and advice over the past two quarters. His wealth of knowledge in the area of bicycle planning was a valuable resource for this project, and in helping me realize the career path I want to take. Thank you to Carolyn Mamaradlo at OCTA for first introducing me to the League of American Bicyclists and the BFC Program. Without her knowledge and encouragement, this project wouldn’t have happened.

I would like to thank some of the planners I met at the 2013 APA Conference for providing insight, inspiration, and resources for my project, and offering me valuable career advice. I would like to specifically thank Jack Cebe and Drew Meisel at Alta Planning & Design, Anne Eshleman at Alta Planning/Greenways, and Marissa Dolin at Active Transportation Alliance.

I owe a big thank you to my supervisors at the SLO County Agriculture Department, Lynda Auchinachie and Ryan Trapp, who have made my internship experience second to none. I can’t thank them enough for the kindness, encouragement, and career advice that they have extended. I am thankful for all that I have learned through this experience.

Finally, I would like to thank my parents, Ellen and Tony Kawashima, for their endless support and encouragment over my academic career. Without them, I would not be where I am today. I am forever grateful for all that they’ve done, and continue to do for me.

CONTENTS

Introduction............................................................................................................1 Reasons for Bicycling and Limitations...........................................................6 The Bicycle Friendly Community Program................................................14 Case Studies..........................................................................................................20

Davis, CA....................................................................................................24

Cook County/Chicago IL......................................................................36

Portland, OR..............................................................................................44

Copenhagen, Denmark........................................................................54

Orange County: Existing Conditions............................................................72 Recommendations.............................................................................................82 References.............................................................................................................94

CHAPTER

1

Introduction

Introduction Report Purpose and Goals Bicycling is a sustainable means of transportation that provides an assortment of benefits to both the individual rider and society as a whole. Recognizing these benefits, many communities around the globe have begun making efforts at enhancing bicycling. Many of these communities have gained world-wide recognition as being exceptionally accommodating and friendly to bicyclists and have a higher mode share of bicyclists. This report seeks to uncover what these communities have done and are continuing to do, in become bicycling friendly communities.

In addition to analyzing some of the most bicycle friendly communities, this report also examines Orange County, California, an area with a reputation as unfriendly to bicycling. The specific reasons for why Orange County is unfriendly to bicycling as well as the often overlooked reasons making it bicycle friendly are analyzed.

Once the specific conditions of bicycling in Orange County are discussed, recommendations for improving bicycling are presented. Due to the discretionary nature in determining whether a community is “bicycle friendly� or not, this report identifies how Orange County could be awarded a Platinum Designation as a bicycle friendly community by the League of American Bicyclists, a more quantitative way of evaluating a community that will be discussed in more depth later.

The goal of this report is to twofold; first to identify what makes a community bicycle friendly and second to identify strategies, measures, and methods of making a Orange County, California a Platinum designated Bicycle Friendly Community by the League of American Bicyclists. The report draws upon lessons and strategies utilized by some of the top bicycle communities in the world. Based on these case study communities, specific policies and measures are developed that are aimed at making bicycling in Orange County a safe, viable, and efficient means of transportation. This report goes beyond simply strategizing methods of making Orange County a Platinum designated community; it seeks to make it a more livable and overall healthy community in the long run. As will be discussed, a bicycle friendly community is a more sustainable and healthy community.

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Report Organization Chapter 2 of the report provides reasoning and rationale as to why bicycling should be promoted and encouraged. This chapter discusses the wide range of economic, environmental, and health benefits that bicycling provides to both individual riders and society as a whole. The chapter concludes with a description of the Bicycle Friendly Community (BFC) Program, what the program does, its background, and how it evaluates bicycle friendly communities.

Chapter 3 takes a look at three of the top bicycle friendly communities in the world; Davis, Portland, and Copenhagen and the specific reasons why each of these communities are so bicycle friendly. Analysis of these cities is broken down according to the “Five E’s” established by the BFC Program and the League of American Cyclists. The chapter concludes by identifying the common characteristics found in each of the three bicycle communities to determine the specific traits that top bicycling communities share.

Chapter 4 then analyzes the existing conditions in Orange County for bicycling. Like the analysis used in the previous chapter, the specific conditions will be analyzed in the context of the 5 E’s used by the League of American Bicyclists. In addition, the specific challenges and difficulties of making Orange County bicycle friendly will be reviewed.

In Chapter 5, recommendations to make Orange County a Platinum designated community are developed.

Recommendations are based on the findings and lessons learned from the Case Study Bicycle Friendly Communities in Chapter 3. Additionally, the difficulties and challenges associated with making Orange County bike friendly will be considered and addressed in the recommendations.

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CHAPTER

2

Reasons for Bicycling and Limitations

$

Reasons and Limitations of Bicycling Benefits of Bicycling In order to first understand why I am looking at identifying how a community successfully becomes bicycle friendly and ultimately how Orange County could be made to be a bicycle friendly community, one must first understand the reasons and benefits of bicycling. The benefits associated with bicycling are broad and far reaching. Benefits associated with bicycling range from health to economic to environmental and affect individual cyclists as well as society as a whole.

Economic Benefits Bicycling has positive economic impacts on both individual riders and society as a whole. For the individual rider, bicycling saves the individual on transportation related costs. First, the initial cost of a bicycle is far less than that of a car. In 2012, the average price of a new car was approximately $30,000, while bicycles can be obtained for under $100 (Forbes, 2012). The expenses saved from utilizing a bicycle instead of a car are not limited to the initial cost of purchasing the car. The cost of maintaining a bicycle is far less than the cost of maintaining a $40,000 car. Additionally, bicycles do not need gasoline to run as cars do. One report found that the cost of operating a sedan for year is approximately $7,800 $35,000 while the cost of operating a bicycle is only $120 (Marinbike.org).

Recent studies have also shown that bicycle riders may contribute to the overall economic vitality of communities. One study by Transportation Alternatives determined that bicyclists spent an average of $163 a week in a community while car users spent an average of $111 a week in the same neighborhood (Kaye, 2012). A similar study by Portland State University researcher, Kelly Clifton found that bicyclists in the community studied don’t spend as much money per visit as customers who drive, but visit the venue more often, spending more money overall (Clifton, 2012).

Anual Cost of Car Ownership vs. Bicycle Ownership

$30,000 $25,000 Operating Costs

$20,000

Initial Costs

$15,000 $10,000 $5,000

The cost of bicycle infrastructure in comparison with roads and infrastructure $0 supporting vehicles is another economic advantage of bicycling. One study found the average cost of installing new bike lanes to be between $5,000 and $50,000 per mile (PBIC, n.d.). While it may seem expensive, this cost pales in comparison to the cost of infrastructure for vehicles, which often typically costs millions of dollars per mile.

Estimating the cost for bike lanes and freeway varies tremendous depending on place and time. The Rails to Trails Conservancy estimated that a mile of highway can range from 3.1 million to 9.1 million in rural areas; $4.9 million to $19.5 million in urban areas; and $16.8 million to $74.7 million in urban areas where restrictions exist (Rails to Trails, n.d.). This

Car

Bike

The anual cost of owning and operating a bike is significantly less than that of a car (marinbike.org & Forbes, 2012)

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same study also made clear that the $74.7 million figure is just an estimate and that the cost is often much higher.

Freeways in New York have cost $333 million per mile, while in Los Angeles, $127 million per mile. While it is difficult to determine the exact cost benefit of bicycle infrastructure to road and vehicular infrastructure, it is clear, as multiple studies have pointed, that bicycle infrastructure is a much better value than infrastructure for cars.

Finally, bicycling has economic benefits for society as a whole when there is a reduction in vehicle use that results from an increase in bicycle use. The negative impacts of vehicular use to the environment and public health are detrimental to the public health, but bicycling does not produce these negative impacts. These negative impacts are costly; the monetary amount to clean and fix the environmental damage from vehicular use is tremendous as are the costly health impacts. In Australia it is estimated that between 900 and 4,500 incidents of cardiovascular disease and reparatory disease resulted from motor vehicle air pollution resulting in approximately AUD $0.4 billion and AUD $2.6 billion. It is also estimated that this air pollution was the cause of 900-2,000 premature deaths which is estimated cost between AUD$1.1 billion and AUD $2.6 billion.

Environmental Benefits In addition to economic benefits, bicycling also provides an assortment of environmental benefits. The most significant environmental benefit of bicycling is that it is a non-polluting form of transportation. In other words, bicycling is a clean form of transportation that doesn’t emit pollutants and Greenhouse Gases (GHGs) into the environment the way vehicles do. The GHG emissions associated with vehicle use are a major factor in global climate change. In fact, vehicles are responsible for roughly 51%, or 1.6 billion metric tons, of GHG emissions in the US each year (EPA, n.d.). This is between 5-9 tons per vehicle each year. The consequences of climate change include rising sea levels, more extreme weather patterns, and increased incidence of fires.

Transportation is one of the largest single sources of air pollution in the United States. Air pollution is associated with both respiratory and cardiovascular diseases. One study found that of the group studied, people who drove a car or were a passenger for more than ten hours a week had an 82 percent greater risk of dying from cardiovascular disease (Pucher and Buehler, pg 42). Air pollution has also been linked to decreased lung functioning, effects on the nervous system including the brain, such as IQ loss and impacts on learning, memory and behavior, cancer and premature death (EPA, 2010). Bicycling is beneficial in reducing air pollution because it reducing the number of vehicles on the road emitting harmful pollutants detrimental to air quality.

Bicycling also reduces noise pollution in communities, a major byproduct of vehicles in communities and which also contributes to negative health effects. The Environmental Protection Agency (EPA) found that excessive exposure to unwanted noise can result in stress related illnesses, high blood pressure, speech interference, hearing loss, sleep disruption, and lost productivity (EPA, n.d.). Noise pollution has also been traced to increased incidence of heart disease and decreased livability in communities. Studies by the Department of Housing and Urban Development (HUD) found that noise is consistently one of the leading causes of neighborhood dissatisfaction and that vehicular noise was the leading source of noise in making residents want to move out of the neighborhood (EPA, 1981).

Bicycles also offer benefits to water quality, particularly resulting from storm water runoff. Storm water runoff occurs after periods of rain or snow and the water hits impervious ground preventing it from seeping into the ground.

When this occurs, the water collects oils and other pollutants on the streets and the water runs off into the sewers and eventually the ocean or other waterbodies. Pollutants such as oil often leaks from cars making them a major contributor to stormwater runoff. The EPA estimates that Americans improperly discharge 193 million gallons of oil every year, with a large amount of this coming from oil leaking from cars (NPDES, n.d.). This runoff is detrimental to 10

Enhancing Bicycling in Orange County

water quality, harmful to marine and aquatic wildlife, and often forces beaches to close down. Studies have also shown that swimming in these polluted waters can result in adverse health effects in humans.

Health Benefits As mentioned, bicycling provides a number of health benefits to riders. It should be first pointed out that many of the health benefits of bicycling are derived from the physical activity associated with bicycling and are not specific to biking itself. Regular physical activity of moderate intensity for up to thirty minutes every day contributes to a variety of health benefits. Additional health benefits have been seen with up to an hour of physical activity per day.

These benefits include chronic disease prevention decreased likelihood of elevated blood pressure and obesity, and mental health benefits (Pucher and Buehler, 2012, pg 32).

Health benefits that are direct results of regular physical activity include improved cognitive functioning, improved mental health conditions, lower body mass indexes and blood pressure, and emotional well being. Regular physical activity has been shown to improve depressive conditions in people with depression. Another study suggested that regular physical activity reduces the development of depressive conditions in older adults (Pucher and Buehler, pg 36). Other studies have shown that individuals who drive to work are 13 percent more likely of being overweight or obese. Emotional well being is another benefit of bicycling. A wide range of research has been conducted around the world in a diverse range of communities. The common results and findings of these studies points to people choosing to bike for reasons such as relaxation, stress reduction, fun, and enjoyment (Pucher and Buehler, pg 38). Finally, physical activity increases cognitive functioning. Studies show that physically active people, especially young people, are more likely to show improved cognitive functioning and academic achievement than non-active individuals. Recent studies have also revealed higher cardiovascular fitness in individuals who bicycle to school. Another similar study found that bicycling to school may have educational benefits.

In addition to the direct benefits of physical activity, an increase of bicycle usage with a decrease in automobile use produces indirect health benefits. These benefits stem from those associated with improved air quality and noise pollution, discussed in the previous section.

Recreational bicyclists seen riding in Laguna Beach, California

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Challenges Bicycling offers a number of benefits to riders but there are a number of obstacles in getting people to ride a bike. The two greatest barriers in getting people to ride a bike are bicycle safety and convenience.

In many places bicycling safety is frequently cited as one of the biggest indicators in determining whether people choose to use a bicycle or not. Bicycling safety refers to the perceived threat or risk a bicyclist sees themselves in when riding, and is especially affected by vehicular traffic. Whether there are actual dangers associated with bicycling or the dangers are perceived by people, unsafe or potentially unsafe conditions deter individuals from riding. Women, children and the elderly are groups that are particularly susceptible in determining whether or not to ride based on safety conditions. Women make up a higher percentage of the bicycle mode share in places where the overall mode share is higher. This is especially evident when comparing US cities to those in European countries such as Denmark and the Netherlands. In the US women make up only 30% of the bicycle mode share while in Denmark in the Netherlands, women make up 45% and 55%, respectively, of the bicycle mode share (US Census, 2011; Pucher, 2007, pg 5). Further evidence supporting this claim is the fact that cyclist injury rates per mile traveled are lower in countries with higher ridership rates among women (Pucher and Buehler, pg 18).

Another major factor affecting people from choosing to ride a bike is the convenience in using a bicycle to get from one place to another. In places where other forms of transportation are more efficient and fast, people are going to choose those methods over using a bike. If a bike isn’t an efficient form of transportation people aren’t going to ride. In Copenhagen, one study found that people cited cycling being faster and more convenient as the primary reasons for choosing to ride a bike (Cycle Account, pg. 5). Another similar study also indicated bicycling being faster and more convenient were the primary reasons for attracting new riders in Copenhagen.

Summary Bicycling provides a wide range of benefits for individual riders and society as a whole. These benefits range from economic, environmental, and health. As seen in the discussion, many of these benefits are closely related and even linked. For instance, environmental benefits often result in economic and health benefits to individual riders and to the community as a whole. Bicycling clearly has a number benefits that would make it an attractive activity. While bicycling offers users a variety of benefits, there are factors such as safety and convenience that play a key role in determine whether people choose to ride a bike. These factors are especially relevant and influential in women’s, children’s, and the elderly people’s choice to ride a bike. Studies have supporting this reasoning especially among.

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A bicycle seen hanging from a storefront in Chicago, Illinois

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CHAPTER

3

The Bicycle Friendly Community Program

The Bicycle Friendly Community Program The League of American Bicyclists is a nonprofit organization. The League’s mission is “To promote bicycling for fun, fitness and transportation and work through advocacy and education for a bicycle friendly America”.

One of the many methods the League utilizes in encouraging bicycling is the Bicycle Friendly Community (BFC) Program which evaluates the level of bicycle friendliness in communities and giving them ranks. In evaluating communities’ levels of bicycle friendliness, reviewers use a set of criteria known as the “Five E’s” which are Engineering, Education, Encouragement, Enforcement, and Evaluation.

• Engineering refers to the bicycle infrastructure in the community supporting bicyclists such as bike lanes, multi-use paths, and cycle tracks. Additionally, this category includes other areas such as bicycle parking and connectivity between off-road and on-road networks.

• Education refers to the amount of education people of all ages receive regarding bicycling safety.

Criteria evaluated under this category are the availability of bike education, access to cycling instructors, and distribution of safety information to cyclists and the community. Availability of education for motorists regarding bicyclists and sharing the road is another component of this category.

• Encouragement refers to the how a community promotes bicycling and encourages people to ride a bicycle. Bike events held in the community, incentives, Safe Routes to School programs are some examples of what are included under this criterion.

The League of American Bicyclists logo

• Enforcement is a category measuring the connections between cycling and law enforcement. This category evaluates whether law enforcement encourages bicycling safety by enforcing traffic laws aimed at protecting bicyclists. Enforcing laws are also targeted at those which ensure bicyclists practice safe bicycling habits and behavior on the streets.

• Evaluation refers to the planning efforts to encourage bicycling and measure existing programs. This category also analyzes whether the community is analyzing the amount of cycling occurring and collecting crash and fatality rates.

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When evaluating communities, a panel of “national bicycle experts” rates the application and consults with local bicyclists in the community using these “5 E’s” as grading criteria. Based on a community’s attainment of the 5 E’s, the community is ranked and recognized for its achievements. The program recognizes communities and has four award levels – bronze, silver, gold, platinum, and diamond – with bronze being the lowest and diamond being the highest honor.

• Bronze – Community has done some of the measures in each of the 5 E’s but has strongly addressed one of the E’s •

Silver – Community has strongly addressed 2 or 3 of the E’s while still addressing the other E’s

•

Gold – Community has strongly addressed at least 3 or 4 of the E’s while still addressing the other E’s

• Platinum – Community has strongly addressed 4 or 5 of the E’s but may not have addressed the remaining E as strongly as possible • Diamond – Communities go beyond the measures of the “5 E’s” and are given a more individualized challenge. These communities have a bicycle mode share of 15%, at a minimum (Szcepanski, 2013). In addition to a high mode share, other factors in determining Diamond cities include safety, perception of safety, public satisfaction, network connectivity and bike culture (Szczepanski, 2012 & Szczepanski, 2013).

In addition, communities that apply for the program can potentially receive an honorable mention, which means they are moving in the right direction and getting close to becoming bicycle friendly community. Communities that apply and are not recognized are not published. As of 2012, a total of 242 communities have been recognized as being bicycle friendly communities by the League of American Bicyclists. While a Diamond designation exists, no community has reached this level. Four communities have received the Platinum award, and these are Boulder, CO, Fort Collins, CO, Davis, CA, and Portland, OR. 17 communities have received Gold awards, 52 Silver awards, and 185 Bronze designations.

As discussed, the report utilizes four case study communities that are regarded as some of the most bicycle friendly communities in the world. The four communities analyzed are Copenhagen, Denmark; Davis, California; Portland, Oregon; and Cook County, Illinois. The specific methods and reasons contributing to these communities’ bicycle friendliness are analyzed. In analyzing each of the communities, the communities will be analyzed in the context of the “5 E’s” utilized by the League of American Bicyclists. Once each of the communities have been analyzed, the common reasons that make these will be established.

After analyzing the bicycle friendly communities and identifying what it is that makes them so friendly to bicyclists, this report will analyze the existing bicycling conditions in Orange County using the “5 E’s”. Following this discussion, recommendations addressing each of the “5 E’s” will be developed. In theory, these recommendations would transform Orange County into a Platinum Designated Bicycle Friendly Community by the League of American Bicyclists.

While it impossible to determine a community’s bicycle friendliness in a completely quantitative manner, the criteria utilized by the League of American Bicyclists provides the closest opportunity to evaluate in this manner.

This combined with the widely respected and regarded reputation of the League’s BFC Program make this method of analyzing the case study communities the best method.

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Communities recognized by the League of American Bicyclists receive a street sign/placard such as this one

Bicycle Friendly Communities Bicycle Friendly Communities

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1,000 Miles Kawashima | Senior Project 2013

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CHAPTER

4

Case Studies

Case Studies This report analyzes four communities, two that have been designated as top Bicycle Friendly Communities and two that do not have the designation. Portland and Davis are two communities that have been designated Platinum by the League of American Bicyclists. As leading bicycle friendly communities in the country, these two communities offer a number of lessons relevant to enhancing bicycling in Orange County. While Cook County has not been recognized as a bicycle friendly community by the League, several communities within it have. Although it hasn’t been recognized, the community offers good lessons in what a bicycle friendly community looks like, particularly in the educaton and enforcement components of the League’s BFC criteria. Copenhagen, Denmark, meanwhile, is not elegible for the League’s designation as a bicycle friendly community, but the community is widely regarded as the most bicycle friendly community in the world. Copenhagen offers a number of lessons on how bicycling can become a standard part of daily life in a community.

Bicycle Friendly Communities Summary Davis Portland Cook County Chicago Copenhagen Orange County

Population Land Area (sq. miles) Persons per square mile Bicycle Mode Share Bicycle Friendly Community Status 66,016 9.89 6,637.20 16.6% Platinum 593,820 133.43 4,375.20 5.8% Platinum 5,194,675 1,635 5,495.10 0.9% Not Designated 2,707,120 227.63 11,841.80 1.4% Silver 559,440 34.07 16,420.31 35.0% N/A 3,090,132 790.57 3,807.70 1.0% Bronze Summary of Case Study Bicycle Friendly Communities (US Census and Copenhagen Bicycle Account)

Copenhagen

Portland Davis

Cook County

500 mi

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Davis, California QUICK FACTS Davis Population (2010): 66,016 Land Area: 9.89 sq. miles Persons per square mile: 6,637.2 Bicycle Mode Share (2011): 16.6% BFC Designation: Platinum

Davis

History Davis, California is a city located in Yolo County only 11 miles west of Sacramento. As of 2010, the community has a population of 65,622 which does not include the 5,786 residents living on campus at the University of California at Davis (US Census Bureau, 2010). The city has a total area of 10.5 square miles (US Census Bureau, 2010). Davis was the first community to receive Platinum designation as a Bicycle Friendly Community from the League of American Bicyclists in 2005.

Davis is said to have always been a bicycle friendly city due to it being a small town with mild weather and flat topography. While the conditions permitted bicycling to succeed in Davis, it wasn’t until 1959 that efforts began expanding to make bicycling better. The first efforts began when Emil Mrak began Chancellor of UC Davis and called for efforts to expand bicycling on the university campus. Mrak asked architects to “plan for a bicycleriding, tree-lined campus” and instructed newly accepted students to “bring a bicycle to campus so you can get to class on time” (Buehler and Handy, n.d.). It was also around this time that city officials began cracking down on bicycling by creating penalties for “errant” bicycle riders. Additionally, a portion of Downtown Davis was removed in favor of a parking lot.

The growing use of the automobile in the United States during the 1960s had adverse effects on bicycling in Davis as well. During this time bicyclists shared the road with cars but it is said that bicyclists were literally “run off the city’s streets” by the increasing number of cars (Buehler and Handy, n.d.).

Turning Davis into a bicycle friendly community was largely accomplished through a grassroots movement spearheaded by Frank and Eve Child beginning in 1963. The Childs formed the “Citizen’s Bicycle Study Group” which fought for separating bike lanes from the cars to eliminate conflicts between bikes and cars. In 1964, the Childs began circulating a petition for bike lanes and citied the health and economic benefits of bicycling as well as the safety issues for bicyclist and traffic and congestion problems with cars. Frank Child became a regular at city council meetings and began attracting wide public support. With the large backing from the community, the Childs played a large role in the city council elections as bike lane supporters won the elections by a landslide margin.

Once the proper support surrounded bicycling, the city developed geometric standards for striping bicycle lanes on the streets. The next obstacle was getting bicycle lanes to be legal elements on California roadways.

Davis councilmember, Norm Woodbury, was able to lobby and get the bill passed and signed by Governor Reagan (Buehler and Handy, n.d.). In 1967, the first bike lanes were painted in Davis proved to be a total success amongst both bicyclists and motorists.

Since the first painted bike lanes in 1967, Davis has continued to experiment and work towards creating a more bicycle friendly community. Davis’ innovation and consistent pursuit to make bicycling a more bicycle friendly community over the years is reflected in 16.6% of the population using a bicycle to commute- the highest percentage in the United States (US Census Bureau, 2011). The following sections discuss the specific reasons as to how and why Davis is a Platinum Bicycle Friendly community and one of the most bicycle friendly communities in the country.

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Davis

Engineering As discussed, Davis is a pioneer in developing infrastructure for bicycles in the United States. The guidelines that Davis developed for bike lanes in the 1960’s were later utilized by other agencies in developing their own guidelines. The California Department of Transportation (Caltrans) based their guidelines on those developed

by Davis. These Caltrans guidelines were then used in developing national guidelines. The infrastructure that makes Davis such a bicycle friendly community goes far beyond these bike lanes. Even as one of the first bike communities in the country, Davis has continued being innovative in enhancing bicycle infrastructure, as seen in the following section.

Bike lanes A total of 55 miles worth of bike lanes can be found within Davis, a community only 10 square miles. The bike lanes offer physical separation from vehicular traffic throughout the community. These lanes together creating an overall connected network linking everything from Downtown to the University and residential neighborhoods.

Separated bicycle only path/Cycle track Certain areas of Davis feature bicycle paths that are completely separated from the road and vehicular traffic.

Bicyclists have their own space and are completely separated from cars which elimantes any unwanted interaction betweek the two. These offer cyclists the safest and most comfortable option for bicycling because they do not interact with vehicular traffic.

Sharrows (shared use arrows) Sharrows are symbols painted on the street that designate an area as one shared between bicyclists and motor vehicles. Sharrows are typically used in places where spatial constraints prevent a bike lane. The sharrows assist bicyclists with positioning on the street and are typically placed so that the bicyclist is a safe distance from vehicles and out of reach from vehicle doors opening. These sharrows make bicyclists feel more comfortable on the streets with these designated markings. Additionally, they help alert vehicles of the location a bicyclist may occupy on the road (SFMTA, n.d.) In Davis, sharrows are found throughout Downtown where spatial limitations prevent actual bike lanes from being incorporated.

A sharrrow seen in Downtown Davis

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Enhancing Bicycling in Orange County

Davis

Traffic Diverters In Downtown Davis a series of bollards prevent vehicles from entering a widely used street connecting to the UC Davis campus. These restrict and deter vehicles from driving on these streets and serve as traffic calming measures by slowing down vehicle speed. The low levels of one-way vehicular traffic make this area a safe and inviting place for bicyclists.

To Downtown

To UC Davis

Bike Route Vehicular Traffic

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Davis

Greenways Greenways can be found throughout the city of Davis.

These greenways wind through neighborhoods across the community connecting parks, schools, and workplaces. The separation from vehicles on the streets offers cyclists a safe spot for both recreational and utilitarian purposes. These greenways create a safe environment for children to ride their bicycles to school and adults to get to work.

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Enhancing Bicycling in Orange County

Davis

Traffic calming Traffic calming measures such as speed humps are found along residential streets. These help in keeping vehicular speed low and create a safer environment for bicyclists.

Bike roundabouts/circles The bicycle network at UC Davis is well connected internally and with the City of Davis as a whole. The bike roundabouts are found throughout the University and make access throughout the campus easy. During peak hours these help with the flow of traffic and make crossing through campus safer for cyclists.

Bike Tunnels Bike Tunnels allow a continuous ride, undisturbed from vehicular traffic for bicyclists. Tunnels are found throughout the community and connect to the University, parks, and neighborhoods.

Bike Corrals In Downtown Davis bicycle parking has been placed on the street in exchange for automobile parking space.

The corrals provide more parking spaces and accommodate more shoppers and individuals working downtown which in turn brings more business to the downtown core.

A bike corral in Downtown Davis

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Davis

Bike crossing over freeways (right) and under (above) make bicycling safer and create a more cohesive and connected network

Bike over/under Crossings Davis has installed several bike crossings that go over and under Interstate 80 and Highway 113. Two of these crossings are bike and pedestrian only bridges that cross over these highways. Another is a bike and pedestrian crossing that crosses under Interstate 80. While the other crossing is shared with cars but it physically separated from the vehicle traffic. These crossings play an important part in creating easy access for people to get around town in a safe manner.

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Davis

Education Opportunities and access to bicycle education is available from a variety of sources and to a wide range of people. Educational programs are available to the youth, college students, and the elderly. The wide variety in educational opportunities addresses the entire spectrum of people living in Davis.

Safe Routes to School Programs The Safe Routes to School Program reaches a significant number of students in Davis. In fact, six of the nine elementary schools have Safe Routes to Schools programs while half (2 of 4) of the junior high schools have the program in Davis.

UC Davis Bike Program A Bicycle Program exists under the umbrella of the Transportation and Parking Services at UC Davis. This program offers university students a number of bicycle education opportunities as well as bike services.

Educational material includes information on choosing a bicycle, bike parking, theft prevention, cycling safety, and rules of the road. The program offers services such as bicycle classes, a do it yourself repair and maintenance stations, bike showers and lockers for commuters, a bicycle auction, and bike lock cutting services.

Davis Travel Training Program The City of Davis introduced a travel training program for seniors and individuals with mobility challenges to provide them better access to transportation. The program provides seniors with assistance and knowledge in using bicycles, busses, and paratransit and giving them the confidence to start utilizing alternative forms of transportation.

Encouragement Efforts to encourage bicycling in Davis go beyond simply celebrating Bike Month and having bike to school and work days. Bicycle culture is alive and well on the university campus and throughout the city. Encouraging bicycling can be seen in the variety of bicycle rides and bike related events throughout the year and the city’s logo with the bicycle.

David Bike Loop The Davis Bike Loop is a 12 mile loop around the community. It is designated with painted markings on the street and winds through greenways, through tunnels and through the university. The designated route is popular amongst both residents of the community as well as visitors.

The green paint designates the Davis Bike Loop througout the city

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Davis

City of Davis Logo and Motto The Davis Logo features a bicycle while the city’s official logo is “Most bicycle friendly town in the world”. The bicycle logo can be seen on trash cans to informational signs around the city, further promoting Davis as a community embracing bicycling.

Bike Rides and Events One of the many ways Davis encourages bicycling is though hosting a wide variety and number of bicycle rides and events. These bicycle events range in size and scale but the large number of events offer people a variety of options to get involved and start riding a bike. Some of the events that have occurred/occur in Davis include:

The Davis bicycle logo is seen throughout the city including trash cans

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World’s Greatest Bicycle Parade

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Tour de Cluck

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Burning Bike Festival

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Bike Loopalooza

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Critical Mass

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AMGEN Tour of California

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Live Strong Challenge Ride

Bike Forth Bike Forth is a do it yourself bicycle repair shop located in Downtown Davis. The shop offers individuals the opportunity to fix their bike and get spare parts for their bike. Bike Forth operates on a donation basis. It’s highly visible location near Downtown Davis further promotes and encourages people to ride a bike.

United States Bicycling Hall of Fame The Bicycling Hall of Fame’s location in Davis contributes to the community’s reputation as a bicycle community.

The hall of fame also further promotes the bicycle culture in Davis within the community and its reputation to the world.

The Bike Hall of Fame makes its home in Davis

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Davis

Enforcement Davis has signage reminding both drivers and bicyclists to follow the rules of the road and indicating the fines for not abiding by the rules. Several main intersections in town are monitored by a camera ensuring that vehicles running red lights will be caught and face fines. Most bicycle traffic citations are $200 and up and on the UC Davis Campus University Police officers may allow violators to take a bicycle traffic school course in lieu of paying the fine (TAPS, n.d.).

Evaluation Evaluation and planning for bicycling in Davis is accomplished primarily through the City of Davis Bicycle Plan and the UC Davis Davis Bicycle Plan. These City of Davis Bike Plan was adopted in 2009, seeks to “improve and maintain the safety, attractiveness, and inclusiveness of bicycle transportation in Davis�. The primary goal of the plan was increasing the bike mode share to 25% of all trips by 2012. Similar to City Plan, the UC Davis Bike Plan seeks to encouraging the use of bicycles in and around campus as well as to campus for students, staff and faculty at the University. In addition to the two bike plans, the City of Davis municipal code requires that bike facilities are accommodated provided in all new developments.

Photo enforced lights ensure vehicles obey traffic laws

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Cook County & Chicago QUICK FACTS Cook County Population (2012): 5,194,675 Land Area: 1,635 sq. miles Persons per square mile: 5,495.1 Bicycle Mode Share (2011): .9% BFC Status: Not Designated Chicago Population (2011): 2,707,120 Land Area: 227.63 sq. miles Persons per square mile: 11,841.8 Bicycle Mode Share (2011): 1.4% BFC Status: Silver

Cook County

Engineering The infrastructure supporting bicycling in Cook County is continually improving and continuing to grow.

Evidence of this is seen in the increase in bikeways from 74 to 350 miles in the past 15 years, the new bicycle racks around the community, and new signage. All improvements are evidence of a continually growing and expanding regional network.

Protected Bike Lanes The first protected bike lane in the City of Chicago was completed in 2011. Since then, over twenty streets have protected lanes. Bike lanes are separated from vehicular traffic with a variety of techniques including on-street parking, flexposts, raised medians, and buffered spaces (Chicagobikes, n.d.).

Painted Bike Lanes Many areas have been given painted bicycle treatments. The painted treatment often run through intersections and provide bicyclists with an easily identified route to follow and designated space to ride. They give bicyclists a sense of separation from vehicular flow providing a safer ride. The painted treatment doubles as a protective barrier for cyclists in that it help cars identify where bicyclists will be riding. The paint also signals to drivers that

Bike Signage Bike signage in the area. Signage is utilized to identify key destinations around the region, locations of bicycle parking, shared bike lanes , and the existence of designated bicycle routes. Bicycle signage and wayfinding makes cycling easier and more comfortable for bicyclists because it is easier for them to navigate through the community, The signage also helps in educating motorists that bicyclists have equal rights on the road. The signage in Cook County and Chicago in particular, is expansive and communicates a wide range of infromation with bicyclists from where detour routes are to where bicycle parking is located.

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Cook County

Bike parking Bicycle parking is found in and around nearly all major destinations. Bike parking ranges from simple storage racks to more specialized and unique racks. Several train stations have entire rooms dedicated to bicycle parking. Often times, bike parking is identified with signage..

Sharrows A large number of roads in Cook County are designated as sharrows. These on-street lane marking identify where bicyclists should ride on the road and offer a sense of security and place on the road. Sharrows give motorists a sense of predicability in seeing bicyclists on the road and alert them that cyclists are legally allowed to ride on the road. They help in reducing potential conflicts between motorists and bicyclists that would have otherwise occured had there been no marking on the road.

Education Bicycle education in Cook County is focused primarily on the youth. In Chicago alone, Bicycling Ambassadors teach 30,000 children how to bicycle and reach out to drivers and teach them how to interact with bicyclists.

Educational programs in Cook County reach a wide audience by going into the community and reaching out to people.

Bike Rodeos Bike rodeos teach children the basics of bicycling in a fun environment. These bicycle rodeos are strategically placed at public events such as farmers markets. They offer a place for parents to leave their kids for a short time while they shop uninterrupted. This educational opportunity often serves as a method of receiving valuable feedback from parents by facilitating discussion regarding what would get them and their children to bike more frequently.

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Cook County

Pop Up Bike Shops The community of Blue Island created a temporary bicycle shop where fifteen at-risk children from local schools spent an afternoon repairing bicycles. During the afternoon the children offer free bike maintenance for the public. The children learn all the basic skills of repairing bicycles and bicycle safety during the process and were given a bike, helmet, light, and lock for their service (Cal-Sag Cycles, n.d.).

Drive With Care Campaign The Drive with Care Campaign was devloped based out of need in an 8.5 square mile area of northwest Chicago that had a very high number of vehicular crashes in the zone. Many of the incidents affected pedestrians and made the area unfriendly and dangerous. The campaign identified areas that were most dangerous to pedestrians and bicyclists and worked with police to step up enforcement in these areas. Polices targeted specific areas to ensure that vehicles were yielding to pedestrians and obeying speed limits. The program also incorporated educational material such as flyers and phamplets were distributed to drive-thru businesses that addressed the worst driving behaviors (Neufeld, 2007).

4th Grade Bicycle Riding Requirements Elementary schools in Willemette, Illinois only permit students in fourth grade or higher to ride a bicycle to school - if they complete the required bicycle education in third grade. The sense accomplishment and maturity encourages kids to take part in the training to gain the ability to ride a bike to school. This program has significantly increased the number of fourth grade students riding their bicycles to school while reducing the number of crashes and accidents.

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Enhancing Bicycling in Orange County

Cook County

Encouragement Of the 5 Es encouraging bicycling has been the strongest for in Cook County. A wide range and variety of programs and policies are geared at encouraging people to ride their bicycle. Methods of encouraging people to ride a bicycle range from events getting people to use bikes to programs aimed at making bicycling more convenient and thus more accepted by the people. The region as a whole is also encouraging bicycling on the basis of the health benefits associated with riding such as the American Lung Association’s Fight for Air bike ride amongst many. Other methods of encouraging bicycling in the area include the following:

School District Bike Days Several school districts in Cook County participate in district-wide bike days. These events get thousands of children on bikes, many of whom may not have ever chosen to ride. The exposure to riding a bicycle encourages students ride in the future.

Bike Rides Led by Community Leaders Several communities have organized bicycle rides led by community leaders like mayors or council members.

Community members can join these leaders in experiencing their community from a different perspective while learning about the history of their communities – from a bicycle.

Bicycle Scavenger Hunts Communities such as Des Plaines have organized community wide bicycle scavenger hunts for youth. During the scavenger hunts children ride around the community to different parks, with winners receiving prizes. The scavenger hunt is a fun and interactive way to get younger kids riding a bicycle.

Caught Being Good The Caught Being Good campaign encourages children to practice safe bicycling behavior and habits. Kids that are seen following the rules are pulled over by law enforcement and given certificates that are redeemable for prizes at local businesses.

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Cook County 42

Wrigley Field Bicycle Valet Bicyclists can park their bikes at a designated bicycle parking area at Wrigley Field. Bicycles are supervised by attendants during the game.

If a bike isn’t claimed after the game, attendants supervising the valet will bring the bikes into the stadium for the night and can be claimed by individuals at a later time. Bike valets are also offered at a wide variety of community events in numerous municipalities throughout Cook County.

Enhancing Bicycling in Orange County

Cook County

Enforcement Cook County has a number of programs that aim at protecting bicyclists from vehicles and ensuring that vehicles are aware of the rules and rights of bicyclists. A wide variety of programs aimed at enhancing conditions for bicyclists require that local police authorities strictly enforce rules. Municipalities have developed close relationships with law enforcement officers to ensure that bicyclists are protected on the road and that vehicles are respecting bicyclists’ rights. A variety of programs such as the Drive with Care Campaign discussed above, rely on increased and targeted police enforcement.

Safe Park Zones The state of Illinois passed this law in 2006. The statue gives municipalities the ability to designate streets surrounding parks as priority traffic safety zones with slower speed limits and higher penalties for violating traffic laws. A portion of the penalties are then utilized to fund infrastructure improvements for pedestrians in the zone. Four of the five municipalities that have enacted these Safe Park Zones are in Cook County. One of the primary reasons for this program being successful is the police officers strictly enforcing the rules.

Evaluation Planning for bicyclists is a crucial component to the ongoing success in enhancing bicycling in Cook County. In cook County there are currently: •

5 School Travel Plans

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8 Bike Rack Siting Plans

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11 Municipal Active Transportation Plans

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3 Safe Park Zones

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8 Complete Streets Policies

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8 Bikeway Signage Plans

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3 Regional Active Transportation Plans

According to the Active Transportation Alliance, if all of these planning recommendations were implemented 550 miles of new bike facilities would be created and 1.2 million residents would live within 1.5 miles of a bike route (Active Transportation Alliance, 2013). Planning for a more bicycle friendly community began with individual municipalities adopting plans which eventually led to more regional plans being developed.

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Portland, Oregon QUICK FACTS Portland Population (2011): 593,820 Land Area: 133.43 sq. miles Persons per square mile: 4,375.2 Bicycle Mode Share (2011): 5.8% BFC Designation: Platinum

Portland

Engineering Among US cities, Portland is often viewed as the leader in developing innovative technology to accommodate bicyclists. The “engineering� efforts in Portland address everything from innovate designs for bike lanes to bike parking to signage. While a tremendous amount of infrastructure has been developed in recent years, the city plans on continuing to develop and provide more infrastructure and innovative design solutions for bicyclists. A discussion of some of the unique solutions Portland is utilizing to accommodate cyclists is found below.

Colored bike lanes

Painted bike lane

Portland began painting blue bike lanes though selected intersections beginning in the 1990s. Bike lanes selected for painting are lanes that are problem areas for cyclists in that they have higher collision and accident rates with cars. The painted treatments were found to be effective at making bicyclists feel safer on the roads and reduce the number of injuries and collisions (Portland Office of Transportation, 1999). Today, the city paints these lanes green instead of the original blue color.

Bike Corrals Bike corrals are on street parking that were once parking spaces for vehicles. The bike corrals have been shown to provide additional. The City of Portland installs the corrals while the businesses with frontage on the corrals are responsible for maintaining and cleaning the corrals (Streetfilms, 2008). One study found that business owners located within a half block of the corrals found the corrals to be good for business. Specifically, 84% of the businesses found that they enhance the street and neighborhood identity (Mesiel, 2010).

Bike corral

Bike Oasis A bike oasis is similar to the bike corrals but rather than being placed on the street, bike parking is placed on a curb extension with a covered roof. The oasis also has a bicycle map of the local community which helps bicyclists in finding navigating the area. A bike oasis provides a designated space for bicyclists but can also serve as a traffic calming measure due to the curb extension, which helps foster a safer environment for bicyclists.

Bike Oasis

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Enhancing Bicycling in Orange County

Bike boxes have been incorporated into a number of busy intersections in Portland. These bike boxes make it safer for bicyclists making right hand turns and continuing through the intersection. These bike boxes create a safer place for bicyclists to wait at intersections by putting them in front of the vehicles. By placing the bicyclists in front of the motor vehicles, cyclists are more easily seen and visible to the motorists and reduce accidents between cyclists and motorists making right hand turns. The painted treatment of the bicycle boxes also creates a safer environment for bicyclists due to the perceived separation of the bicyclists from motorists. In addition, this painted treatment aids in keeping motorists aware of the possibility of bicyclists in the area.

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Portland

Bicycle boxes

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Portland

Bicycle Boulevards Streets that are designed to prioritize bicyclists with while still allowing vehicles access. While vehicles are allowed access on these streets, one of the key characteristics of the bike boulevards is the low levels of vehicular traffic along the streets which is largely due to the restricted and difficult access onto the street. Bike boulevards also utilize traffic calming measures to keep vehicular speed low and safe for bicyclists. Combined, these characteristics create streets are safe and accommodating for bicyclists. Portland is continually working to increase the number of bike boulevards as well as link them to create a more comprehensive and linked network for cyclists.

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Portland

Physically Separated Bike Lanes The City of Portland has a variety of different infrastructure separating bicyclists from vehicular traffic. The different methods utilized to physically provide separation help bicyclists feel safer. Specific infrastructure includes: •

Off street bike paths

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Buffered Bike Lane

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Bikeways

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Cycle tracks

Bicycle Bridges

Buffered bike lane in Downtown Portland

The Willamette River running through Portland has a multiple bridges running east- west that accommodate both vehicles and bicyclists. Accommodating bicyclists on the bridges is an important connection for bicyclists.

Bicyclists have their own separate lanes on these bridges which makes the ride easier and more comfortable.

Diagonal Bike Crossings Several intersections in Portland have been given diagonal bike crossings. Lights at these intersections are triggered automatically, allowing bicyclists to cross diagonally from one side to another, when a bicyclist approaches the corner. Intersections that have been given these treatments were once problem intersections for bicyclists with high crash rates that have been made safer due to the treatments.

A Bridge with separated area specifically for bicyclists

Diagonal crossings for bicyclists are one of the many innovations Portland is utilizing

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Portland

Education Portland strives and works to educate both bicyclists and motorists of all age groups. Accomplishing this is achieved through educational programs, organized by the city and local non-profit groups and marketing campaigns and promotion.

Bicycle Transportation Alliance (BTA) led classes The nonprofit organization, Bicycle Transportation Alliance (BTA) provides bicycle education programs for both students and teachers. Classes for students include the 10 lesson Safe Routes to School curriculum. Lessons include Basics of Bike safety, helmets, and fitting bikes for kids. The BTA also offers classes and training for teachers in bicycle and pedestrian safety.

Share the Road Safety Class The Share the Road Safety Class is a course offered to bicyclists, pedestrians, and motorists who are first time offenders of bicycle and pedestrian laws. Individuals choosing to take part in the two-hour course pay a $30 registration fee and for taking part they do not get citied for their violation or have to pay the ticket which can be up to $240.

SmartTrips This is the name given to all programs in Portland encouraging active transportation in Portland – bike, transit, and walking. Programs designed specifically for bicycling include Portland by Cycle which offers classes and rides for adults who are new to bicycling or the city and the Women on Bikes program which offers similar classes and organized rides for women. SmartTrips is also rigorously promoted in the city with informational pamphlets and brochures distributed with maps of bike routes in the city.

Branding and Marketing Efforts The City has marketed and branded a range of educational efforts. Such efforts include: “I brake for people”, “I share the road”, and “See & Be Seen”. These messages are promoted thorough newspaper and radio, television, and other mediums such as stickers. Each of the efforts has distinct logos which are seen by a large number of people.

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Portland

Encouragement The bicycle culture found in Portland is in large part due to the numerous events and programs encouraging bicycling. Events cater to individuals of all ages from children to adults. Each year in Portland, there are thousands of organized bike rides. Portland also markets and encourages bicycling through amenities and targeted marketing campaigns that bring awareness to bicycling in the city. Additionally, the continuing efforts of improving the bicycling infrastructure in the community serve as additional methods of promoting bicycling by creating safer, and more attractive form of transportation in the city.

Bike Counter Portland installed a bicycle counter on Hawthorne Bridge crossing the Willamette River. The bike counter reinforces the community’s reputation as bicycle friendly and provides a sense of pride among bicyclists.

It is also the first bicycle counter of its kind in any North American further symbolizing the community’s commitment for bicycling.

International Bike to School Day The Bicycle Transportation Alliance (BTA) is responsible for organizing the Bike to School Day the first Wednesday of October every year. The nonprofit organization offers incentives to schools that choose to take part in the event as well as resources and training to schools around the state.

Bike Challenge Month BTA is also responsible for organizing the Bike Challenge Month in May each year where families are encouraged to bike to school. Schools receive incentives and teachers are provided training in teachers students the basics of bicycling safety. The program offers prizes to students who ride to school and participate in the event.

Bike Maps, Stickers, and Bicycling Information Portland Department of Transportation offers free bicycle maps, stickers, and informational guides to cycling around the city. All of these are available for free by mail to anyone that requests them on the website. The free maps offer new bicyclists the information needed to start riding their bike. Stickers that are included can be placed on cars or bicycles which help spread the message that bicycling is a legitimate form of transportation around the city.

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Portland

Sunday Parkways These events organized by the city close down streets to vehicles for people to ride.

Streets are closed down and vendors set up booths along the street for people to enjoy. These events draw large crowds and create a street fair environment. These events encourage people to ride their bikes while stimulating economic development by highlighting local businesses.

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Portland

Enforcement Police officers strictly enforce rules protecting bicyclists. In addition, as many as 60% of the police officers stationed downtown ride bicycles while on the job (League of American Bicyclists, n.d.). Portland has also passed lowered speed limits along certain streets from 25 to 20 miles per hours, which further illustrates Portland’s commitment to ensuring a safe environment for cyclists (Rose, 2012). Additionally, the City has a ticket diversion program for bicyclists who break rules. Rather than receiving a citation and fine of over $240, bicyclists have the opportunity to take a 2-hour class for $30, instead (Maus, 2007).

Evaluation Portland has history of planning for bicyclists; it’s most recent Bicycle Master Plan replaced the city’s original 1996 master plan in 2010. The Portland Bicycle Plan for 2030 sets forth a number of goals aimed at increasing bicycling. Key principles in the plan include attracting new riders, forming a denser bikeway network, increasing bike parking, and expanding programs that support bicycling, to name a few. One of the more significant goals is reaching a 25% bike mode share in the city, 314 miles of separated bicycle facilities, and 256 miles of bike boulevards by 2030.

Efforts at planning for bicycling go beyond the master plan and can be seen in the wide number of studies and research utilized in identifying and evaluating where additional attention needs to be placed in making improvements. This is seen in the painted bike lanes and bike boxes being strategically placed at intersections and areas that are known to be dangerous for bicyclists. Portland also documents and records how and if these infrastructure changes actually improve conditions for bicyclists by evaluating the number of crashes and collisions after implementation. The Initiative for Bicycle and Pedestrian Innovations (IBPI) though Portland State University also serves as a valuable resource in bicycle planning. The program it is able to research and conduct studies on various bike related projects that the Bureau of Transportation would have been unable to do otherwise.

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Copenhagen, Denmark QUICK FACTS Copenhagen Population (2013): 559,440 Land Area: 34.07 sq. miles Persons per square mile: 16,420.31 Bicycle Mode Share (2010): 35% BFC Designation: N/A

Copenhagen

History Bicycling in Copenhagen can be traced back to around 1900 when the first cycle track was developed in the City (Jensen, 2009). Instead of cars, horses and horse drawn carriages occupied streets alongside pedestrians.

Cycling quickly grew in the early parts of the 20th century. By 1912, there was approximately 30 miles worth of cycle tracks (Jensen, 2009). The streets of Copenhagen have been described as being “dominated by trams and bicycles” with very few cars up until around 1955. Between 1955 and 1975, Copenhagen bicycling was significantly impacted by the explosion of car usage. Bicycle infrastructure was being removed and replaced to make room for cars. Cycle tracks were shortened at intersection and bicycle ridership began decreasing with a record low in 1972 (Jensen, 2009).

From 1980 to 2005, Copenhagen saw revitalization in bicycling, which many people say was started by an energy crisis in 1973 and again in 1979. It was during these times that efforts were made at saving fuel and energy. Programs such as car-free Sundays were introduced and every second streetlight was turned off to save energy (Goodyear, 2012). During this time, people began fighting to reclaim the streets for bicycles.

Demonstrations and protests were held, one of the most famous was the painting of white crosses on locations where bicyclists were killed on the streets. Cycle tracks were then rebuilt and the number of fatalities and bike accidents began falling.

Today, Copenhagen is widely regarded as one of the best bicycling cities in the world. The term “Copenhagenize” is a term meaning to make a place more bicycle friendly and accessible to bicyclists and has been used in many places around the world, which is a testament to Copenhagen’s success. This designation hasn’t come without significant efforts. The success of Copenhagen as a bicycling city can be traced to the wide range of efforts made at improving cycling, each of these efforts at improving cycling fall into one of the five categories that the League of American Bicyclists uses in evaluating bicycle friendly communities. While Copenhagen isn’t evaluated by the League of American Bicyclists, it would almost undoubtedly receive top recognition.

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Copenhagen Kawashima | Senior Project 2013

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Copenhagen

Engineering Copenhagen is one of the leading cities when it comes to innovative solutions and techniques at making cycling a more attractive viable means of transportation. Infrastructure utilized throughout Copenhagen ranges from integrating bicycles with other means of transportation to technology providing bicyclists with a safe place to ride. The infrastructure utilized throughout Copenhagen is one of the leading reasons as to how the city became one of the leading bike cities in the world. The following measures described below are just a few of the measures utilized in Copenhagen. These infrastructure solutions assist in improving the safety and mobility of cycling which in turn makes it a feasible and acceptable means of transportation which then leads to higher levels of bicycle ridership.

Green Wave A green wave refers to a series of traffic lights that have been adjusted to allow a continuous stream of traffic to flow without hitting any red lights. Copenhagen has implemented this green wave which has been adjusted for bicyclists on some of its major roads. Cyclists riding at a speed of 20km/h or 12.5 mph will ride without hitting a red signal. Additionally, this green wave has been adjusted to accommodate cyclists riding in specific directions.

On one of the busiest streets in Copenhagen, Nørrebrogade, the wave is adjusted for cyclists riding towards the city center from 6:30am-12pm and from 12pm-6pm the wave is adjusted for cyclists riding away from the city center. This green wave technology is assists in making bicycling an even more efficient form of transportation.

Pre-green Traffic Lights Traffic lights for bicyclists at certain intersections turn green a few seconds before the cars. The time difference between the bikes’ green and the cars varies from 2 seconds to12 seconds (Street Films, 2009). The implementation of these lights have had a significant impact in the city and bicycling safety. In one instance, the incorporation of these lights reduced the number of bicycle accidents from 15 annually to only 1 annually, on Copenhagen’s “most dangerous intersection” (Coville-Anderson, 2007).

LED Bike Lane Lights At certain intersections, bike lanes have LED lights that are activated when a cyclist approaches the intersection.

These lights are only visible to the cars making a right turn. The flashing LED light signals to vehicles that bicyclists are passing through the intersection and helps prevent any traffic conflict between the car making the turn and the bicyclist.

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Enhancing Bicycling in Orange County

Copenhagen

Cycle tracks Cycle tracks are bicycle lanes that are physically separated from a road running alongside it. This separation can be accomplished in a number of ways from raising, separating, or blocking the lane from the street. These cycle tracks are often raised above the street just a few inches, separated from the street by parked cars, landscaping, or bollards. Cycle tracks offer a safe environment for bicyclists due to the separation from the vehicular traffic.

Additionally, cycle tracks may attract new riders that would have otherwise avoided bicycling due to the perceived heightened sense of safety. The importance of cycle tracks cannot be underestimated. Cycle Tracks have been called the “backbone of cycling infrastructure� in Copenhagen (Velo-City, 2010).

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Copenhagen

Bicycle racks and parking While it may seem like something very simple and obvious, bicycle parking in Copenhagen can be found on virtually every street in Copenhagen. Providing and adequate amount of parking in a city where bikes outnumber is crucial to encouraging people to bike. Providing the bike parking is another way of sending a message that bikes are welcomed and accommodated in the area as well.

Cycle Super Highways Back in 2009 the city of Copenhagen unveiled plans of creating bicycle highways or super bikeways. In April 2012, these plans came to fruition when the first cycle superhighway was opened. These superhighways differ from standard cycle tracks in that they target the needs of commuters to and from Copenhagen and span farther distances. The goal of these superhighways is to get more people to commute longer distances and get people to perceive these routes as realistic alternatives to cars, buses, and trains. Presently, bicycle superhighways link Copenhagen with a little over twenty municipalities surrounding the city and more municipalities looking to be included in future phases of the project. These bicycle superhighways are being designed as direct as possible with minimal detours, which make commuting into the city fast and efficient for cyclists.

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Enhancing Bicycling in Orange County

Copenhagen

Painted bike lanes Painted bike lanes can be found throughout the city of Copenhagen. Painted bike lanes help to delineate the bike lane from the road. These painted lanes help cyclists feel safer due to the perceived separation from motorists. The blue paint is easily visible and found throughout the city, the paint often runs through intersections making these crossings more comfortable for cyclists.

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Copenhagen

Education Bicycling education is a normal part of Danish life. In Denmark, teaching bicycle education is started at an early age with children being taught traffic rules and regulations. Across the country, cycling is seen as a “basic skill on par with walking and talking” (Ruby, n.d.). Young children are typically able to ride a bike without training wheels between the age of three and six years old. The Danes view teaching children bicycling at an early age to be a benefit due to the health and economic benefits of bicycling as well as the increased likelihood of children choosing to bicycle later on in life.

One such program used is the “Cykelleg” Program, where children learn basic skill of cycling while at school through a variety of fun games. This program helps children gain the coordination and skill to ride bicycles safely by themselves and seeks to prepare them to be able to ride to school by themselves. Games range from catching soap bubbles while riding to winding through cones and obstacles on a bike.

The “Lights on with Ludvig” Program targets children and specifically their use of lights and reflectors. Prior to 2010, one in four bicyclists rode without lights at night. The program runs during the darker months of the year, beginning in November. The program uses and interdisciplinary approach including math, science, and Danish.

Students take part in science exercises revolving around the reflectors and batteries while math exercises involved statistics and the number of students who forgot to use their lights. In Danish, students write stories about the campaigns two mascots- Ludvig the bike bunny who remembers to use lights and Poul the Panda who forgets to use the lights (Bendix, 2012). This campaign reached one-third of all fourth graders in Denmark (Bendix, 2012). In addition, there has been a 50% reduction in the number of individuals riding without lights over the past few years. The “All Children Bicycle” reached one-fifth of all schoolchildren in2009. This program, along with the lights on with Ludvig Program, seeks to get more kids to wear a helmet while they ride a bicycle.

In addition to these programs, children also have bicycle proficiency tests to past. These tests occur in both 3rd grade and 9th grade, and they test the students ability on the bike lanes as well as signaling and other rules (Streetfilms, 2010).

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Copenhagen Bicycling education doesn’t end with targeting young children; efforts are made for other groups as well. Another major effort is made at introducing immigrants to bicycling in the city. Classes are organized by the Danish Red Cross and offered for free to all immigrants, asylum seekers, and refugees in the city (Kors, n.d.). The Danes view these classes as a way for newcomers to get adjusted and become comfortable with the bicycle culture in Copenhagen. These classes have proven to be popular among adults particularly amongst immigrant women who come from places where women do not traditionally ride bikes. The ability to ride a bike is often a tremendous asset for the immigrants due to many jobs requiring certification that the individual can ride a bike. Classes help immigrants to adjust and physically engage in the city while allowing them to socialize and interact with the Danes (Kors, n.d.).

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Copenhagen

Encouragement Promoting bicycling in Copenhagen isn’t done solely with programs and events that get people on a bike.

Copenhagen has effectively made bicycling mainstream and done this by making bicycling fast, convenient, healthy, and cheap means of transportation. Along the way, the city has continued being innovative in making encouraging people to use a bike by making it easy and comfortable to use. Evidence of bicycling can be seen on every corner in Copenhagen with the multitude and array of amenities offered to make bicycle use easier.

The wide range of promotion and bicycle encouragement has created a bicycle culture in the community, one that is widely accepted.

Copenhagen Cycle Chic Copenhagen Cycle Chic is a blog dedicated to Copenhagener’s riding their bicycle . Its mission statement is “Advocating the use of the bicycle as an everyday transport option through images of Citizen Cyclists from around the world and providing a webshop through which mainstream bicycle products can be acquired”. The blog features photographs of stylish Copenhageners riding their bicycles. The blog has become tremendously popular and has gained global recognition. The blog has helped present bicycle riding as an everyday activity that anyone can do and do while still being chic and stylish.

Bike lane upkeep When inclement weather, specifically snow, hits Copenhagen bike lanes take priority over vehicles lanes. When it snows bike lanes get plowed as fast if not faster than the car lanes. Giving priority to bicyclists in this manner is yet another way that Copenhagen effectively promotes and encourages bicycle use.

Integrating bicycles with transit Bicycles can be taken onto the city’s S-train system, the Copenhagen metro system, for free. This has allows people to expand their range when using a bicycle and helps promote bicycling as a means of transit (Barfred, 2013).Bikes are also permitted on virtually all other public transit within the city, even though some may require a ticket.

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Copenhagen

Good Karma The Good Karma campaign has taken place during the summer in Copenhagen. People wearing red shirts wait along busy cycle tracks and distribute stickers, chocolates, and other goodies to individuals who are being considerate while biking around the city. These people or “Karma spotters�, as they are more commonly known, help encourage people to continue biking in a safe and considerate manner. Additionally, this makes biking look fun and adds an almost festive feel to the bicycle lanes which in turn help in promoting the use of a bicycle around the city.

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Copenhagen

Amenities One of the methods the City of Copenhagen utilizes in encouraging cycling is providing amenities to make cycling as comfortable and convenient as possible. Many of these amenities could be seen as infrastructure but they help in making bicycling more commonplace in everyday life around the city. These amenities also send a message to the community that the government really does encourages bicycling.

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•

Bike trash cans

•

Bike ramps (for stairs)

•

Bike foot rests

•

Bike parking

Copenhagen

Bike counters Bike counters have been placed on several busy streets throughout Copenhagen. These bicycle counters display the number of bicyclists that ride past it and display the number for cyclists to see.

The number of cyclists that have ridden past over the course of that day and the year are displayed for the cyclist. These bike counters serve as a means of instilling a form of pride in Copenhageners by showing off how many people are riding their bikes. These also help make bicyclists feel as if they belong on the streets alongside the vehicles. By showing off the number of bicyclists, these bicycle counters seek to encourage more people to ride. Additionally, the numbers collected by these counters are sent to the City of Copenhagen’s Center for Traffic, which are then used to help evaluate the trends in cycling.

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Copenhagen

Enforcement In Copenhagen bicyclists and motorists are treated fairly and equally in the eyes of the law. Law enforcement ensures that motorists follow all rules on the road to ensure that bicyclists are safe. Motorists are said to have been “tamed” due to the wide spread use of bicycling in the area meaning that they understand and can related with bicyclists so they treat them equally on the road because they are also very likely to ride a bicycle. Police ensure that bicyclists follow all rules such as riding with lights after sunset, only one person riding per bike, and riding in the appropriate bike lanes rather than pedestrian paths. Rules and regulations have also been adopted and adjusted to ensure bicyclists are safe. Recent laws also included bike lights needing to be attached to the frames and rear lights needing to be visible from 300 meters away. Additionally, there have been increased penalties and steeper penalties for breaking laws.

There have also been a wide range of laws designed to protect bicyclists. Recent laws require that bike lights must be fixed onto the front and back of a bicycle and that the lights must be visible from at least 300 metres away and have a battery life of five hours. While this law has been viewed as flawed in that it is difficult for police to enforce, it is an indication that laws are created that seek to keep bicyclists safe.

Evaluation Copenhagen has made extensive efforts for planning, evaluating, and measuring the amount of bicycling in the city. Evidence of these efforts is seen in the number of documents published which are targeted specifically at bicycling in the community. The city has measurable goals and objectives set aimed at enhancing bicycling and consistently measures and evaluates these targets.

Eco- Metropole (Eco- Metropolis) This is the city’s vision for the environment in Copenhagen by 2015. The document contains four themes, one of which is Copenhagen becoming the world’s best city for bicycles. It specifically states that, “Copenhagen will become the world’s best city cycles. Not only will people be able to cycle quickly to their destination but above all safely”. The document has also developed goals to achieve by 2015 and these include the following: •

50% of people using a bike to get to work or school

•

50% decrease in the number of serious cyclist injuries

•

At least 80% of cyclists feel safe and secure in traffic

Bicycle Strategy 2011-2025 The Copenhagen Bike Strategy discusses the city’s initiatives and plans for long-term priorities for bicycle planning in the city. The 2011-2025 Strategy replaces the city’s “Cycle Policy 2002-2012”. This document discusses the new initiatives and plans as well as describes long term priorities for bicycling. The overall goal behind all policies and goals is making Copenhagen the best city for bicyclists by 2015.

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Copenhagen

Copenhagen Bicycle Account Copenhagen released its first bicycle account in 1996. This document measures the current levels of bicycling in the city. The bicycle account is the city’s measuring tool in determining whether they are meeting goals and objectives described in the Bicycle Strategy and Eco Metropolis. Findings from the Bicycle Account serve as a valuable information for planners, and provide them with information regarding the direction the city is heading and what can be done to improve bicycling conditions. The Bicycle Account contains a wide range of information including: •

Why Copenhageners cycle

•

What Copenhageners like about cycling

•

Bicycling rates and percentages

•

Average cycling speed, km of cycle tracks

Copenhagen Cycle Track Priority Plan 2006-2016 The cycle track priority plan orders that almost 70 kilometers of new cycle tracks and cycle lanes be established.

This plan discusses where cycle tracks should be prioritized within the city over the next decade and a half. The plan has is based on the following principles: •

“Reinforced cycle lanes shall be established whenever possible” (Rohl, 2012)

•

“Cycle tracks should be built as quickly as possible in the most difficult sections” (Rohl, 2012)

•

Prioitizing short sections of cycle track that will link the nextwork will be given priority

•

Prioritizing sections of cycle track that get more bicycle traffic

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Summary: Characteristics of a Bicycle Friendly Community Each of the four case study communities has utilized a wide variety of measures, some similar and some different in becoming the bicycle friendly communities they are today. While a wide variety of specific measures were utilized, the end result of what each of these achieve is similar. The following discussion provides analysis of what the common factors are within each of the 5 Es. First and foremost, each of these communities has engineered a network of bikeways that are both efficient and safe to use. These bike networks are all fully integrated and connected throughout each city allowing riders to easily get from place to place. When communities were able to make bike riding as fast or faster than using a car, there was greater participation in bike riding. The infrastructure has been designed to create a safe ride for riders. Cycle tracks are separated from vehicular flow, painted lanes give cyclists their own space on the road and provide riders a heightened sense of safety around vehicles, while bike boxes give bicyclists a designated space at intersections. Each of these measures provides bicyclists separation, whether physical or perceived, from vehicular traffic, creating a safer and more attractive environment for cyclists. The process of ensuring safe and efficient travel isn’t static in any of these communities, each community continues to innovate and look for new ways to improve cyclist safety, speed, and ultimately comfort with infrastructure. The use of infrastructure also helped in encouraging people to bicycle. Infrastructure such as bike parking, bike ramps, and additional amenities for bicyclists can be seen by individuals choosing not to ride. Measures such as these make bicycling easier and more convenient for the rider, examples included bike ramps for stairs to trash cans designed for people riding their bike. These amenities serve to promote bicycling as an accommodated and encouraged means of transportation.

Wide-reaching education for both bicyclists and motorists was another key component found in each community. Education worked to inform bicyclists of all ages the rules of the road and how to safely ride a bicycle. These educational efforts focused heavily on the youth but were also included education for adults and seniors. Educational efforts also targeted motorists to ensure their familiarity and knowledge of sharing the road with bicyclists. Education efforts addressing different groups of people was one key characteristic, and ensuring these educational programs and efforts reach a large number of people was another key component. Each community has efforts and programs that reaching large numbers of people, such as the mandatory bicycling education and proficiency tests in Copenhagen.

Once each of the communities developed the infrastructure and backbone to support cycling, each of them encouraged and promoted bicycling. As mentioned, promoting bicycling was accomplished, in part, through bicycle infrastructure but also through programs. Promotion in each of the communities varied and included various events and programs targeting different audiences to use bicycles. This includes programs that encourage children to ride to school, adults to ride to work, and even a program aimed at young adults by showcasing fashion trends and bicycles. Encouraging bicycling to women, seniors and youth - groups that are less likely to ride bicycles, was another key characteristic in each community. Encouraging these minority bicycling groups was frequently accomplished through education efforts, but a large factor in getting these 70

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people to use bikes is the infrastructure making cycling safe and comfortable. Bicycling was marketed differently to different groups of people. Events, slogans, and programs are all utilized in promoting bicycling and marketing it the community. Often, promotional efforts had ties with educational efforts. Promoting bicycling as a means of transportation was often accomplished through education, many of these educational campaigns bring spotlight to bicycling with and encourage people to bike through the knowledge of bicycling.

While each community encouraged bicycling, they also enforced rules aimed at protecting bicyclists. Many communities have rules in place that work to protect and keep bicyclists safe on the streets. Often times the problem with these rules is that they are not enforced. In each of these communities, rules protecting bicyclists such as speed limits for vehicles are strictly enforced through police involvement or infrastructure such as a cameras at signalized intersections. Enforcing rules wasn’t restricted to ensuring vehicles follow rules that protect bicyclists but that bicyclists obey traffic laws and practice safe behavior.

Finally, each community has and continues to plan and evaluate cycling. One of the most prevalent similarities in these communities was the long range planning efforts aimed at making bicycling better. Efforts also included evaluating current issues in terms for bicycling such as rider satisfaction, crash statistics, and what could be done to improve cycling. It should be noted that these planning or evaluation efforts are what gets the infrastructure developed in the first place making the 5 Es very much interconnected.

Perhaps the most important factor of all is that these communities have incorporated all of these different measures described above to develop and become the bicycle friendly communities they currently are. John Pucher has described this as including a “full package� from safe and efficient measures for bicyclists but also effectively promoting bicycling, educating cyclists, enforcing rules, and evaluating and planning for accommodations. In each of these communities the specific methods of addressing each of the Five Es may vary, but each community has effectively made efforts addressing each.

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CHAPTER

5

Orange County: Existing Conditions

Orange County, Existing Conditions Orange County, California is located in Southern California and borders Los Angeles County to the north, San Diego County to the south, and Riverside County to east. The county encompasses 948 square miles and as of 2012 is home to 3,090,132 people, making it the 6th most populous county in the United States and 3rd most populous in California (US Census, 2012).

Orange County Bicycle Mode Share 1.2% 1.0% 0.8% 0.6%

Bicycle Mode Share

0.4% 0.2% 0.0% 2005

2006

2007

2008

2009

2010

2011

Orange County has seen an increase in the bike mode share

The area’s pleasant climate remains in the 60s to 70 degree Fahrenheit year around. The area, also known for its world class entertainment attracts millions of tourists every year known for its world class entertainment. Attractions such as the Disney Land Resort, Knott’s Berry Farm, Anaheim Convention Center, Angel Stadium, and Honda Center are just a few of the many popular destinations in the county. Over 40 miles of beaches line the coastline, which are popular amongst both residents and tourists alike. Four universities can also be found in Orange County.

At first glance, conditions in Orange County seem to be ideal in fostering a bicycle friendly community.

However, this is hardly the case as Orange County is dominated by the automobile. As of 2011, 87.9% of the population drives only 1% rides a bike to work, while 9.8% of people less than 10 minutes to get to work.

Othe evidence of the unfriendly bicycling conditions can be seen in the number of bicycle fatalities over the years. Between 2006 and 2010 it is estimated that approximately 60 bike fatalities occurred in Orange County (BikingInLA, 2012 and Whiting 2012).

However, recent efforts in Orange County have made the region more bicycle friendly. In the fall of 2012 these efforts were recognized by the League of American Bicyclists, and Orange County was designated as a Bronze Bicycle Friendly Community. Other evidence is seen in the increase in the mode share over the past few years. While improvements have been made, Orange County is still a long ways away from becoming a top or Platinum Bicycle Friendly Community.

The following section examines the areas in which Orange County has made improvements, existing assets, and other reasons that contributing to a bicycle friendly environment. Following this analysis, an assessment of the problems, issues, and challenges contributing to Orange County being unfriendly to bicycling will be provided. Based on the lessons learned from the case study communities and existing conditions discussed in this chapter, recommendations for enhancing bicycling will be found in the following chapter.

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Areas of Success Orange County is often associated as being a region very unfriendly to bicycling, and isn’t always recognized for how it is friendly towards bicyclists. As a region, there are areas that provide infrastructure supporting bicycling, educational programs reaching selected groups and places actively planning for bicycling. The following section looks at often overlooked bicycle friendly characteristic of Orange County. In addition to these, Orange County has characteristics that make it a prime location for bicycling such as the weather and wide variety of tourist destinations.

Engineering Infrastructure and conditions supporting bicycling in Orange County vary across the region. Typically, communities in South County have more connected bicycle networks infrastructure such as bike lanes and paths while North County communities have significantly less bike lanes and paths. Overall, there is over 1000 miles of bikeways throughout the county. Orange County has three different types of bike lanes: •

Class I: Off-Road bike paths that are separate from the on-street traffic

•

Class II: On-road bike lanes where bicyclist is given space delineated by paint

•

Class III: On-road bike routes that are typically designated by a sign

There are currently over 1000 miles of bikeways throughout the county. Bike lanes in Orange County predominantly exist as Class II lanes on road lanes that are stripped. A limited amount of class III bike lanes exist. One large section can be found on the Laguna Canyon Road connecting Irvine to Laguna Beach. Class I bike lanes can also be found dispersed throughout the county, several of which are popular recreational trails running from inland communities to beach cities. Two of the popular and expansive trails are discussed below.

Class I

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Enhancing Bicycling in Orange County

Class II

Class III

Existing Bikeways in Orange County, CA

I

San Bernardino

I

Los Angeles Ora n g e

Lo s An g e l e s Lo s An g e l e s Ora n g e

Ora n g e

Ora n g e Lo s An g e l e s

OraOra nge nge Ora n g e

0

100

200 Miles

Orange Riverside

Bikeway Class Class 1 Class 2

San Diego

Class 2

0

10

20 Miles Kawashima | Senior Project 2013

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The Santa Ana River Trail The Santa Ana River Trail is the longest stretch of Class I bike path in Orange County. It currently spans 30 miles from Huntington Beach to the Riverside/Orange county line. The trail runs past a number of popular Orange County destinations such as Angel Stadium and Honda Center. When the trail is completed it will run 110 miles continuously from Huntington Beach all the way to the San Bernardino Mountains in San Bernardino County.

(Santa Ana River Trail, n.d.). The trail is very popular and attracts thousands of users over the weekend (Santa Ana River Trail, n.d.).

Mountains to Sea Trail These four trails make up a series of connected bike paths that run north from Tustin into Newport Beach crossing through Irvine. This network begins in Tustin with Peter’s Canyon Bikeway. Here, the trail passes the trail then connects to the West Irvine Trail. These two trails are one in the same but are referenced differently by the two cities it runs through. The San Diego Creek Trail runs past University of California, Irvine, Woodbridge High School, and a large number of neighborhoods within Irvine. This path eventually ends and is closely connects to the Newport Back Bay Trail. The Back Bay Trail winds through the Newport Back Bay. A class II bike lane winds through the majority of this portion of the trail.

Bike Share In January 2013, a bike share system was introduced in Anaheim. The pilot program has ten stations, each with 10 bikes and are located near several major destinations inlcuding the Convention Center, Train Station; and Honda Center. A second bike share system is expected to open in Fullerton around the University and Downtown summer of 2013. While the Anaheim bike share has stations that are well sited near popular destinations, there is very little infrastructure supporting bicyclists and allowing them to get from one destination to another. The University of California Irvine also has a small bike share of 30 bikes known as ZotWheels serving the student and staff population.

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Recently opened bike share station near Honda Center in Anaheim

The Santa Ana River Trail is the longest stretch of Class I Bikeway in Orange County

Education Education programs in Orange County are limited. A limited number of schools have Safe Routes to School programs. A ticket diversion program is offered to both motorists and cyclists who choose to go through the educational program. Additionally, Traffic Skills 101, Cycling Skills, and bike maintenance classes are offered throughout the year within the community.

Encouragement A wide variety of events and rides and encouraged in Orange County, most of which occur in May during Bike Month. Such efforts include Free MetroLink rides for individuals with a bicycle, the OCTA Bike Festival which offers safety and maintenance workshops as well as raffles and prizes. Other events and promotional efforts include an OCTA Bike Rally, Instagram photo contest for OC bicycling photos, a “Swap Your Ride” campaign and promotional video. Other efforts to encourage riders include Bike to Work & Bike to School Days as well as other organized rides that occur throughout the year.

Enforcement Orange County Sheriff Bicycle Patrol Team conducts Operation Safe Trail which targets the Santa Ana River Trail. This has been seen as successful with the drop in the gang and homeless population occupying the trail since police started stepping up enforcement along the trail.

Police officers are also trained in basic traffic law as it applies to bicyclists through basic training and presentations by League Cycling Instructors.

Evaluation Orange County has a regional Commuter Bikeways Strategic Plan (2009) which identifies and prioritizes future bikeway projects . Many communities in Orange County discuss bicycle planning and bicycle facilities in their master plans, generally in the circulation element, but only seven of the 34 cities in Orange County have bicycle master plans. Huntington Beach, one of the two cities in Orange County to be designated bicycle friendly by the League of American Bicyclists, is currently in the process of developing a bicycle master plan. The chart to the right lists communities in Orange County that have bicycle master plans.

Aliso Viejo Anaheim Brea Buena park Costa Mesa Cypress Dana Point Fountain Valley Fullerton Garden Grove Huntington Beach Irvine La Habra La Palma Laguna Beach Laguna Hills Laguna Niguel Laguna Woods Lake Forest Los Alamitos Mission Viejo Newport Beach Orange Placentia Rancho Santa Margarita San Clemente San Juan Capistrano Santa Ana Seal Beach Stanton Tustin Villa Park Westminster Yorba Linda

NO YES BIKE PLANNING IN GENERAL PLAN NO BIKE PLANNING IN GENERAL PLAN BIKE PLANNING IN GENERAL PLAN YES BIKE PLANNING IN GENERAL PLAN YES YES CURRENTLY DEVELOPING YES NO BIKE PLANNING NO NO BIKE FACILITIES IN GENERAL PLAN BIKE FACILITIES IN GENERAL PLAN BIKE FACILITIES IN GENERAL PLAN NO BIKE FACILITIES IN GENERAL PLAN BIKE PLANNING IN GENERAL PLAN BIKE PLANNING IN GENERAL PLAN NO BIKE FACILITIES IN GENERAL PLAN BIKE PLANNING IN GENERAL PLAN NO YES NO BIKE FACILITIES IN GENERAL PLAN YES NO NO CURRENTLY UPDATING GENERAL PLAN

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Difficulties/Issues As previously discussed, Orange County has over 1000 miles of bike lanes throughout the county. While a large amount of bike lanes exist, the lanes are distributed unevenly throughout the county. As seen in the map of the existing bike lanes, the newer communities have in South Orange County have more lanes than communities in North Orange County. The lack of infrastructure supporting bicycling is one of the primary weaknesses. In addition to the overall lack of infrastructure, there is a lack of connectivity in the bicycle network. Bike lanes in the region frequently end without warning and then begin again a mile down the road, in other places, bike lanes just end all together. While in other places, including popular destinations, there is no bike lane and connectivity whatsoever. The disconnect in the network and lack of facilities are serious constraints that make riding a bike an unattractive and unappealing option for people.

Another problem with the bicycle infrastructure is the unsafe conditions for bicyclists. Throughout much of the county bicycling conditions are unsafe and intimidating to riders. Whether it’s riding next to cars driving 65 mph or not having a designated space at busy intersections, vehicles are given priority unanimously throughout the region. When conditions are unsafe or even appear to be unsafe to bicyclists, they will be less inclined to ride their bike. The unsafe conditions are reflected in the large number of bicycle related facilities that are reported in the news.

The lack of facilities such as secure bike racks for riders is another issue. Many places, including major destinations and shopping centers lack bike racks. The lack of these amenities effects peoples’ decision to ride a bike. Without the comfort and peace of mind knowing that they can safely store their bicycle. Amenities such as the recently introduced bike share in Anaheim are sited in prime locations next to some of the biggest attractions in Orange County, but there isn’t any infrastructure supporting the system.

An example of a dangerous environment for bicyclists is seen here where the speed limit is 65mph

Educational opportunities exist in Orange County but they don’t reach enough people. Safe routes to school programs are found at very limited of elementary schools and middle schools while the program does not affect any high schools in Orange County. There is also a large need for more programs aimed at educating motorists of the rules regarding sharing the road. The large number of accidents published in newspapers and articles reveal a large number of accidents and collisions with the bicyclists, this may be in part to the lack of knowledge in addition to the unsafe road conditions.

There are number of programs designed to encourage people to use a bicycle, these efforts are futile unless there is the safe and well connected network for people to use. Efforts are also targeted at residents of the area rather than tourists and visitors to Orange County. Efforts of encouraging bicycling are primarily events that encourage people to ride for a certain cause. In the case study communities, encouragement often existed in the form of making bicycling convenient and easy for bicyclists or widely visible and accepted around the community. Examples of this include bike racks, ramps, trash cans or anything that make bicycling more convenient and easy means of transportation.

Enforcing bicycling rules is another issue with bicycling in Orange County. There are a lack of rules aimed at protecting bicyclists in the area. While bicyclist fatalities are often reported in newspapers and in the media, there is a severe lack of information regarding the number of bicyclist injuries. There is also very little infrastructure that motorists follow rules and speed limits which protect bikers. Also there are very few rules and 80

Enhancing Bicycling in Orange County

A lack of bike parking - bike locked to a sign post in a planter at the Orange Public Library

laws that are designed specifically to ensure safer conditions for bicyclists, especially in comparison to the case study communities analyzed earlier.

In planning for bicycling in Orange County there is the 2009 bikeways Strategic Plan. The Bikeways Strategic Plan is great but there is no Master Plan for Orange County. The Bikeways Strategic Plan doesn’t have a broad goal for all of Orange County. Other Communities have quantifiable and qualitative goals – many of them identify how what they want the bike mode share to be and often have a goal of being the most bicycle friendly community.

In addition to a broad a long range vision for the entire region, there is a lack of bicycle master plans for each of the communities. As discussed earlier, there are a limited number of communities with bicycle master plans.

Statistics of injuries are fatalities related to bicycling are not publicized and there are not addressing documents addressing these issues.

Other issues commonly cited in Orange County as well as other places for not being bike friendly include the size of the region and built form in Orange County as a constraints to the area being bicycle friendly. While the large size of Orange County is a barrier, it is not one that cannot be overcome. Of the case study communities, Copenhagen has the longest history and background as the bicycle friendly community. Here, they have proven that it is possible to make bicycling a feasible and realistic transportation option even over long and far distances. The cycle superhighways span many miles and bring people from surrounding municipalities into the city center. Once they are inside the municipal boundaries of Copenhagen they can utilize and extensive and safe system of cycle tracks. Copenhagen was once dominated by the automobile but it was when efforts and infrastructure started getting incorporated into the city, people began using bicycles. The same is true in Portland, where the bicycling mode share has continued increasing over the past two decades which has coincided with investments in infrastructure connecting the network and making bicycling conditions safer.

The same is true in Davis where people began riding after safer conditions came about in 1960s and 1970s, and in Cook County and Chicago the increase in bicyclists is occurring now with the increasing amount of infrastructure.

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CHAPTER

6

Recommendations

Recommendation 1: Connect and link the bicycle network

1

Attractions in Orange County’s Core Angel Stadium

It is essential to think beyond municipal boundary lines and ensure that the bicycle network is seamlessly connected.

Presently, the overall network in Orange County is fragmented with certain areas having relatively well connected networks while others with nonexistent networks. Additionally, many bike lanes terminate without continuing toward major destinations, which can deter individuals from choosing to bike. A well connected network is both safer and more efficient for bicyclists which helps in encouraging people to use a bicycle. The long term goal in Orange County should be a network entirely connected but initial connections should be prioritized in areas such as the Platinum Triangle and Disneyland Resort in Anaheim, the beach cities of Huntington Beach and Newport Beach, and along the Santa Ana River Trail.

Action 1: Prioritize bicycle linkages and connections in and around the Platinum Triangle and Disneyland Resort.

2

Amtrak Station

3 10

4

The Grove

3

9

4

1 Honda Center

5

5

6

Chapman University

The biggest attractions in Orange County such as 6 Disneyland, Angel Stadium, and Honda Center are all within a few miles of the Platinum Triangle in Anaheim. In addition to these major destinations, Chapman University, Orange Circle Orange Circle, Anaheim Convention Center, a Metrolink Station, and several shopping malls are located nearby as 7 well. This area can be seen as the “core” of Orange County with the close proximity of all these attractions, and makes providing connections in this area a top priority. Most of the attractions are within 2 miles of the center of the Platinum Main Place Mall Triangle, however there is a significant lack of infrastructure allowing people to get around by bike. The area has seen 8 an influx of high density residential units and is expected to continue growing with the construction of the Anaheim Regional Transportation Intermodal Station (ARTIC).

The Block of Orange 84

Enhancing Bicycling in Orange County

*

2

8 7

0

9

Anaheim Convention Center

1

2 Miles

*

10

DisneyLand

Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, 2012

ARTIC Station *In Construction

Action 2: Ensure connections in and around Newport Peninsula, Balboa Island, and Newport Back Bay.

Action 3: Provide connections to the Santa Ana River Trail for residents living within 2 miles of the trail.

The Mountains to Sea Trail starts in Tustin and ends in Newport Beach. The Trail is primarily seperated from vehicular traffic making it a safe and enjoyable ride for cyclists. However, when the trail terminates in the Newport Back Back Bay it is difficult to naviagate and get to the Beach. The Jamboree and Pacific Coast Highway intersection has no space for bicyclists to cross in order to get to Balboa Island - a popular destination for tourists. Providing the final connections and linkages in this area would link a popular outdoor nature reserve to Downtown Balboa Island. This connection would also allow bicylists to take the popular ferry from the the Island to the Balboa Island Fun Zone on the Peninsula.

Ensuring connections to the Santa Ana River Trail should be another top priority.

Easy connections to the trail would allow access to numerous communities thoughout Orange County and make bicycling along the trail appealing for both recreational and utilitarian uses.

I

proposed

Bikeway Class Class 1 Class 2 Class 3

0

0.425

0.85 Miles

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Recommendation 2: Create a safer and more attractive environment for bicyclists through enhancements to bicycle infrastructure

Action 3: Install a bike counter.

In order to get more people onto the streets and riding bicycles it is essential that attention is placed on creating a safer environment for cyclists. Safer conditions for bicyclists will result in more individuals choosing to ride a bike. Creating a safer environment should be accomplished through infrastructure that separates bicylists from vehicular traffic, the best ways of accomplishing this are through cycle tracks and separated bike lanes and painted bike treatments. Both of these measures give bicyclists designated space on the road and making bicycling more comfortable for the rider.

Action 4: Prioritize bicyclists over vehicles with bike boxes and advanced stop lights.

Action 1: Wherever possible, incorporate separated bicycle facilities.

A safer environment for cyclists can be created with bicycle facilities that are physically separated from vehicular traffic. The physical separation offered in these facilities makes bicycling more appealing to a larger audience by reducing the threat and interaction with vehicles. In cases where separated facilities aren’t separated, bike lanes should be painted.

Installing a bike counter would help in fostering a sense of pride among bicyclists. A potential location for a bike counter is southbound along the Santa Ana River trail near Huntington Beach. The bike counter would, in itself, serve as an attraction for bicyclists. The Santa Ana River Trail receives a significant number of bicyclists making it an optimal location for a bike counter.

Prioritizing bicyclists over vehicles with infrastructure will assist in making bicycling a more attractive and safer means of transportation. In Portland, bike boxes have been used to put bicyclists in front of vehicular traffic at intersections, which has helped in preventing collisions and accidents. Copenhagen has incorporated the green wave on stretches of street which has helped make bicycling a faster mode of transportation than vehicle. Innovative solutions such as these should be incorporated in the bike network of Orange County to create a more appealing and safer environment for bicyclists. Additionally, many of these solutions make bicycling a more efficient and faster means of transportation which would help in encouraging individuals to ride a bike.

Action 2: Integrate painted bicycle treatments through intersections.

Painted treatments designate an area for bicyclists making them feel more at ease and accepted on the road. In addition, these painted treatments signal to while to vehicles that bicyclists occupy and utilize the space as well. Painted treatments should be prioritized at intersections, where most bicycle accidents occur (Active Transportation Alliance, 2013). In Orange County, a large amount of bike lanes end at intersections, which leaves bicyclists without a designated space to wait, which can be dangerous and prevent individuals from choosing to bike.

A painted bike lane and bike box in Anaheim at the Katella and State College Intersection

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Example of buffered bike lane in Fullerton near Cal State University Fullerton and Troy High School

A cycle track on State College in Anaheim

Example of painted bike lane in Laguna Beach

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Recommendation 3: Provide amenities for bicyclists to make cycling a more attractive, easier, and convenient travel option in Orange County Providing amenities for cyclists will make riding a more comfortable and enjoyable experience for riders. These amenities will give the bicyclists a sense of belonging on the streets, accommodation by the community, and ultimately a sense of empowerment in bicycling. Special attention should be given in siting amenities around popular destinations so that non bicycle riders see that bicycling is an accepted and accommodated form of transportation. Strategic siting of amenities can be used as a method promoting bicycling.

Action 1: Conduct a bicycle rack inventory.

Action 3: Adopt a bicycle signage plan/ordinance.

Developing a county wide signage plan would create uniform signage throughout the county which will help bicyclists in identifying routes and getting from one place to another. Signage would be especially helpful to tourists and visitors of Orange County by helping them locate popular destinations. A signage plan will assist in promoting bicycling as a form of transportation throughout the county and help show the community’s dedication and commitment to bicycling.

Action 4: Develop a system of signage along the Santa Ana River Trail that highlights local attractions and their distance from the trail.

The Santa Ana River trail could runs past a number of parks and popular destinations in a number of cities throughout Orange County. A system of signage along the Santa Ana River Trail would help in promoting destinations along the trail. Signage along the trail will help bicyclists navigate and identify areas they want to see but also help local businesses by spending money taking rest stops at different spots.

A bicycle rack inventory will help in identifying areas that are in need of space for bicycle parking. Based on the inventory, attention can be placed on siting back racks throughout the county. Bike racks and parking should be placed at high-visibility locations to keep bicycles safe and thwart individuals from stealing bikes. The bike racks should also be placed conveniently near major destinations and at store fronts, this will encourage individuals to ride their bike and lock it at designated spots rather than at locking it to signs and other objects objects obstructing sidewalks and pedestrian paths.

Action 2: Hold contests for designing and building bike racks.

Contests for designing bike racks would engage the local community, encourage them to start thinking about bicycling, and bring a spotlight to bicycles and bicycling. The prize for the winning design would be building and installing the bike racks. Uniquely designed bike racks can serve as art instillations that are fun for the community, enhance the surrounding environment, while still serving its functional purpose of securely storing bikes. Voting on the designs can be done by a panel of people or be open to the public to further engage and promote bicycling. Another option for this contest would be requiring participants to design and build a copy of the bike rack and have a final presentation where all participants present their creation.

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Examples of signage designating popular destinations in Orange County

Recommendation 4: Enhance and promote existing bikeways and trails to encourage their use among residents and visitors of Orange County Several bikeways in Orange County already have the necessary infrastructure in place to be safe, accommodating, and easily accessed routes. These routes, if promoted and enhanced could serve as popular routes for residents and tourists. Routes would need slight enhancements and marketed and promoted to attract people and get them to ride their bike.

Action 1: Identify and establish themed bike routes of varying lengths from 2-10 miles.

Action 3: Publish maps, guides, and pamphlets of trails online and also pocket sized maps that individuals can take while on the ride.

Once routes are established, maps and informational guides should be developed and distributed. These guides would help promote the route and. Information such as local businesses, rest areas, restrooms, sights, and any amenities that may be of interest to bicyclists should be included in these maps and pamphlets.

Action 4: Work with local hotels and businesses in promoting the route.

Partnering with local hotels and businesses to promote the route will help bring attention to guests and clients. Businesses that promote the route can be included in the informational maps and pamphlets of the route as an incentivize to promote the route.

Themed bike routes should be of different lengths to accomodate individuals of different ages and skill levels. Routes should pass a variety of popular and interesting destinations in Orange County, be separated from vehicular traffic as much as possible, and be given unique names or themes. Routes that are branded and marketed will give routes unique identities, which will in turn make the routes more popular and widely used. Examples of routes could include a beach cities themed route that passes through Newport Back Bay, Balboa Island, Newport Peninsula, and Huntington Beach. Another route could be one that features the many destinations in Anaheim.

Action 2: Develop a unique system of wayfinding along the route and incorporate rest areas that provide history and information on the area, and offer scenary and views when possible.

To legitimize and promote the route as unique, a system of wayfinding should be developed. Wayfinding should have a theme along the route and be clearly visible and easy to follow.

Example of wayfinding

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Recommendation 5: Identify areas that are dangerous for bicycling Idenitying areas that are dangerous and problematic for bicycling will help in making informed decisions regarding where improvements to bicycling infrastructure should be prioritized. An understanding of where these areas are located will allow for improvements to be made that fix these issues and get more bicyclists feeling safer. Ultimately, this would get bicyclists to feel safer on the road but also eliminate a major barrier preventing new people from riding their bikes in these areas.

Action 1: Collect data on the locations of bicycle crashes and fatalities in Orange County.

Increased efforts should be undertaken at collecting and documenting where bicycle crashes and collisions occur in Orange County. An understanding of where these crashes occur will help in identifying areas that need improvements in infrastructure or where law enforcement should make a stronger presence in enforcing laws. The data will help in making well-informed and data-driven decisions. Having data on bicycle crash and fatality rates is the first step in long range planning efforts aimed at reducing these rates and numbers.

Action 3: Conduct ourtreach and marketing efforts aimed at encouraging bicyclists to report crashes and collisions.

Encouraging bicyclists to report any accidents they have with vehicles, regardless of how minor or serious the incident, will help in identifying areas that are dangerous for bicyclists. Encouraging bicyclists to report these incidents can be done through advertistments on busses or bus stops to social media. Efforts should aim to encourage bicyclists to report these accidents when they occur to ensure that police get accurate information as soon as they happen and also provide any assistance, if needed. Collecting data on minor accidents will help identify trends and where bicycle improvements should be prioritized.

Action 2: Identify what the public perceives as obstacles to riding a bicycle in Orange County.

Efforts should be taken at identifying what residents of Orange County view as barriers and obstacles to bicycling. Understanding what they believe to be barriers will help prioritizing efforts to improve bicycling conditions in Orange County. This information will supplement the data collected on bicycle crashes, and assist in identifying areas that are viewed as unattractive to bicycling and why they are viewed this way.

Gathering this information can be accomplished through online surveys and public outreach efforts. In Cook County, bike rodeos offer the perfect opportunity to collect this information from parents, while their kids are busy.

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Recommendation 6: Increase efforts aimed at encouraging safe vehicle and bicycle behavior Increasing police officer involvement in enforcing rules and laws on both bicyclists and motorists is a key component to creating a bicycle friendly community.

Efforts aimed at ensuring vehicles and bicyclists are following rules creates a safer environment for bicyclists and reduces the risk of injuries and accidents. In addition to punishing rule breakers, encouraging safe bicycle behavior can be accomplished by recognizing and rewarding bicyclists who display good behavior.

Action 1: Prioritize police enforcement efforts in areas with high bicyclists collisions and accidents, and areas perceived as dangerous by bicyclists.

Encouraging police officers to strictly enforce laws protecting bicyclists such as the no cell phone law and speed limits will help ensure that vehicles follow the rules, and in turn create a safer environment for bicyclists. Law enforcement should should be persistent at enforcing these laws in designated areas and work to build a repuation among residents that law enforcement is cracking down in the area. A reputation of strict enfocement in the area would help train vehicles to follow the rules regardless of whether they actually see law enforcment handing out tickets.

Action 2: Install photo and video enforcement in areas dangerous to bicyclists.

Installing photo and video enforced intersections will help in reducing the number of individuals violating traffic laws and making the streets unsafe for bicyclists. Installing the photo enforced and video enforced lights should be determined based on data collected on bicycle related accidents discussed in recommendation. Based on the data, the photo enforced lights can be placed at intersections that are causing bicycle injuries.

Action 3: When possible, have police reward children for good bicycling behavior.

Copenhagen’s Good Karma campaign and Cook County’s Caught Being Good program both recoginize individuals practicing good bicycling behavior. This program should be emulated in Orange County, particularly among younger children. A program rewarding children for good bicycling behavior will encourage them to continue riding safely and respecting the rules of the road.

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Recommendation 7: Increase the number of children exposed to bicycling education Bicycle education is essential for people of all ages, but children and youth are especially important. Children are more likely to be open to bicycle riding and if they develop the desire to ride it is also possible to get their parents more inclined and willing to ride. Bicycle education programs can also serve as programs encouraging children to ride their bicycle.

Action 1: Conduct a pilot program where children are only allowed to bicycle to school if they are in fourth grade or older, and only if they pass the required bicycling safety education criteria.

Cook County has effectively introduced this program to several schools.

Incentivizing bicycle education in this manner gives young children a goal and objective to work towards. Students that successfully complete the bicycle have a sense of pride and maturity when they are finally eligible to ride their bike to school. The program makes bicycling a more appealing form of transportation and increases the number of students involved in the bicycle education curriculum. The program increases the number of fourth and fifth grade students that ride their bikes to school.

Action 2: Partner with university campuses (UC Irvine, CSU Fullerton, Chapman) and develop a program where university students teach young children the rules of the road and bicycle education.

A program run by young adults and college students may make bicycle education to kids more appealing. Young adults can relate better to younger children than older adults and may offer a more exciting and fun learning environment. The younger students may also look up and respect these young adults and want to be like and emulate them. College students can serve as a role models to the younger children and help to promote safe bicycle riding.

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Action 3: Hold bike rodeos at community events such as farmer’s markets.

Bike rodeos offer a fun environment for children to start learning the basics of bicycling. Making a strong presence at more community events such as these will increase young childrens exposure to bicycling and offer parents time do some shopping without supervising their child.

Recommendation 8: Set quantitative and qualitative goals for increasing bicycling Establishing targets and goals will help Orange County in moving forward and improving the bicycling conditions in the future. Each of the case study communities has established both quantitative and qualitative goals aimed at enhancing bicycling. Long range goals will help in measuring and evaluating the the growth and improvement in bicycling conditions.

Action 1: Set goals for bicycle mode share in each community and Orange County as a whole to reach by 2020 and 2030.

Establishing goals such as a 4% mode share througout Orange County by 2020 and 8% by 2030 will help Orange County in continuing and expanding efforts to get more people bicycling each year. These goals are easily measured and allow Orange County to benchmark and track progress every year. The goals should ambitious yet not completely unrealistic. Copenhagen developed an ambitious goal of 50% of people using a bicycle to get to work or school every day by 2015.

The goal has helped Copenhagen stay focused on developing ways to make bicycling a more attractive means of transportation. The same would be true in Orange County and would help move the region toward becoming more bicycle friendly.

Action 2: Set targets in reducing the number of bicycle related fatalities and crashes.

Orange County should start collecting data on the number of bicycle crashes and fatalities (see recomendation 5). Based on the data collected on the number of accidents, the county should establish goals such as a percent reduction in crashes by a specific time. Setting targets in reducing bicycle injuries will display Orange County’s commitment to protecting bicyclists.

Action 3: Set a goal of Orange County becoming the most bicycle friendly county in Southern California.

Each of the case study communities has established the goal of becoming the “best” or “most” bicycle friendly community; both Portland and Davis claim to be the most bicycle friendly communities in the United States, while Chicago has made it a goal to become the most bicycle friendly city in the country, and Copenhagen aims to become the best city for bicyclists in the world. Establishing the goal of becoming the most bicycle friendly county in Southern California will give Orange County a sense of pride and commitment in achieving this. It will start a friendly competition with Southern California counties such as Los Angeles, San Diego, Riverside, and Ventura Counties in becoming the best and most accomodating to bicyclists. Additionally, this will help in developing a bicycle culture in Orange County.

Action 1: Ensure innovative bicycle infrastructure improvements and enhancements go beyond standard bike lanes to obtain Platinum designation by the League of American Bicyclists.

To ensure Orange County becomes recognized as a Platinum Bicycle Friendly Community, it is important to utilize innovative bicycle infrastructure. While standard bike lanes are good, developing innovative infrastructure is a major factor that is found in all top bicycle friendly communities. Each of the case study communities has gone beyond utilizing standard bike lanes to encourage people to ride. Innovative solutions have ranged from bike crossings, painted bike lanes, bike counters, to the green wave in Copenhagen. In large part many of these communities have gained reputations as bicycle friendly due to these unique solutions making bicycling safer and more comfortable for bicyclists.

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CHAPTER

7

References

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Røhl, Andreas (2013). Best Practice: city-wide bicycle commuting program. Retrieved from: http://www.nyc.gov/html/unccp/gprb/downloads/pdf/Copenhagen_ CityofCyclists.pdf Rose, Joseph (2012). Portland will lower speed to 20 mph on 70 miles of residential ‘greenway’ streets. Retreived from: http://blog.oregonlive.com/ commuting/2012/08/portland_will_lower_speeds_to.html Ruby, Lotte and Anderson, Camilla (n.d.). Cycling to kindergarten. Retrieved from: http://denmark.dk/en/green-living/bicycle-culture/cycling-to-kindergarten/ Safe Trec (2010). Walking (and cycling) the walk on a tour through Europe: presentation by charles zegeer on the the international technology scanning program’s international scan on pedestrian and bicyclist safety and mobility. Retrieved from: http://safetrec.berkeley.edu/newsletter/winter2009/zegeer.html San Francisco Municipal Transportation Agency (SFMTA) (n.d.) FAQ for shared roadway markings. Retrieved from: http://www.sfmta.com/cms/bsafe/28372. html Santa Ana River Trail (n.d.). History. Retrived from: http://www.santaanarivertrail.org/ about-us/history.html Street Films (2009). Copenhagen’s climate-friendly, bike friendly, streets. Retrieved from: http://www.streetfilms.org/copenhagen%E2%80%99s-climate-friendly-bikefriendly-streets/ Street Films (2010). Cycling Copenhagen, through north American eyes. Retrieved from: http://www.streetfilms.org/cycling-copenhagen-through-north-american-eyes/ Kawashima | Senior Project 2013

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Image Links

Cook County Speed Limit Sign (pg. 43): http://newcity.com/wp-content/ uploads/2012/09/New-ImageN.jpg

*Unless noted below, all images credited to the author, Matt Kawashima

Portland Bike Corral (pg. 46): http://boyonabike.files.wordpress.com/2012/12/portlandbike-corral.jpg

Portland Bike Box (Cover): http://otrec.us/rfp_images/1292355616MEZU.jpg Portland Bike Police (Cover): http://media.pressherald.com/images/300*446/portlandpress-herald_1648344.jpg League of American Bicyclists (pg. 17): http://www.bikedenver.org/wp-content/ uploads/2013/04/LAB-Logo1.bmp Bicycle Friendly Community Placard (pg. 18): http://www.accessfayetteville.org/ government/parks_and_recreation/images/BicycleFriendlyCommunity_Sign.jpg Location of Case Study Communities Map (pg. 23): https://maps.google.com/ Davis, CA spread (pg. 24-25): http://blog.bikeleague.org/blog//blog/wp-content/ uploads/2012/12/20041001_bikes_3.jpg Davis Historic bike photo (pg. 27): http://www.davisbikeclub.org/about_dbc/history Davis Traffic Diverters (aerial and street view images) (pg. 29): https://maps.google. com/ Davis Bike Crossing (pg. 32): http://schoolfoodtour.files.wordpress.com/2011/09/ img_0866.jpg Davis Bike Crossing (pg. 32): http://www.flickr.com/photos/ soyunterrorista/2199299556/ Davis Bike Loop (pg. 33): http://farm5.staticflickr.com/4026/4282466253_2bd2df3591 _o.jpg US Bicycling Hall of Fame (pg. 34): http://www.davisenterprise.com/files/2011/03/ HallofFameLogoW.jpg Cal-Sag Cycles Advertisement (pg. 40): http://api.ning.com/files/jDDG8Y1*xrwAiyf8s kq6M2Y6uLpQA4DdOwYQMM2JjlqFpo63VjNMP2H0R7E7-UigyYwoz7ZtN3mSvD JD350xqToWasdyiJcm/CalSagCyclesTshirt.jpg Pop Up Bike Shop (pg. 40): http://southtownstar.suntimes.com/csp/cms/sites/ dt.common.streams.StreamServer.cls?STREAMOID=kc$oW7keG2D_3qtL_0P_mc$da E2N3K4ZzOUsqbU5sYs8H4zPA2QJcx$bgzJpdF7lWCsjLu883Ygn4B49Lvm9bPe2Qe MKQdVeZmXF$9l$4uCZ8QDXhaHEp3rvzXRJFdy0KqPHLoMevcTLo3h8xh70Y6N _U_CryOsw6FTOdKL_jpQ-&CONTENTTYPE=image/jpeg School District Bike Day (pg. 41): http://farm9.static.flickr.com/8013/7337292736_ dcf254c817.jpg 98

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Portland Painted Bike Path (pg. 46): http://farm9.staticflickr.com/8338/8191826706_13 8fa72bf3_n.jpg

Portland Bike Oasis (pg. 46): http://3.bp.blogspot.com/-G1XjaRWrisE/UCU01-gQGuI/ AAAAAAAABM0/U_T2jWVqPQk/s1600/PortlandBIkeOasisThomasLeNgo+2BikeWalkLincolnPark.png Portland Bike Box (pg. 47): http://otrec.us/rfp_images/1292355616MEZU.jpg Portland Bike Boulevard (pg. 48): http://1.bp.blogspot.com/LkQBfANHftQ/Tqy90qnBXoI/AAAAAAAAAOQ/OyEy4I8FrBM/s1600/ PortlandSeenOnMiaBirkDotCom+2-BikeWalkLincolnPark.png Portland Separated Bike Lane (pg. 49): http://www.bikestorming.org/wp-content/upload s/2012/07/3876749620_5edae805e9_o1.jpg Portland Hawthorne Bridge (pg. 49): http://4.bp.blogspot.com/_l-fiPlg2ZOk/ SoBDgIV5ioI/AAAAAAAABl8/NTETCCbuExQ/s400/Hawthorne+Bridge.jpg Portland Diagonal Bike Crossing (pg. 49): http://bikeportland.org/wp-content/ uploads/2011/05/swater_signal.jpg Portland Bike Counter (pg. 51): http://www.carfreerambles.org/wp-content/ uploads/2012/08/IMG_0861.jpg Portland Sunday Parkways (pg. 52): http://www.bikefriday.com/blog/wp-content/ uploads/2012/06/port.jpg Portland Bike Police (pg. 53): http://upload.wikimedia.org/wikipedia/commons/1/14/ Occupy_Portland,_police_bike_caravan.jpg Copenhagen Historic Photo (pg. 57): http://674c07703d870a11572c39d534109e404 6e49132.web6.temporaryurl.org/wp-content/uploads/2009/03/dcf-18561.jpg Copenhagen Green Wave (pg. 58): http://farm4.staticflickr.com/3386/3662603175_2030 0bba4f_z.jpg?zz=1 Copenhagen Cycle Super Highways (pg. 60): http://2.bp.blogspot.com/_ kSNVKrktKUQ/Sor1f84GZsI/AAAAAAAAD20/eY2St5IdF0s/s400/commuterroutes. jpg Copenhagen Cycle Super Highway photo (pg. 60): http://www.cycling-embassy. dk/2012/06/06/cycle-super-highways-to-generate-more-cyclists-in-greater-copenhagenarea/ Copenhagen Bike Education Child (pg. 62): http://www.cycling-embassy.dk/wpcontent/uploads/2010/12/Cykelb%C3%B8rn5-2.jpg

Lights on with Ludvig (pg. 62): http://www.ecf.com/wp-content/uploads/LIGHTS-ONwith-Ludvig-e1326901206386-195x46.png

Chapman University (pg. 84): http://upload.wikimedia.org/wikipedia/commons/c/c7/ Chapman-University-Williams-Hall-Sept2008.jpg

Copenhagen Bike Class (pg. 63): http://denmark.dk/en/green-living/bicycle-culture/ cycling-to-kindergarten/

Orange Circle (pg. 84): http://upload.wikimedia.org/wikipedia/commons/6/61/Orange_ Circle_5-21-05_4634.JPG

Copenhagen Child Riding Bike (pg. 63): http://denmark.dk/en/green-living/bicycleculture/cycling-to-kindergarten/

Main Place Mall (pg. 84): http://www.westhollywoodrentals.com/mosscreekapartments/ images/locatednear-main-large.jpg

Cycle chic woman (pg. 64): http://www.flickr.com/photos/mellbin/8015615535/in/set72157630669726268

The Block of Orange (pg. 84): http://www.bayley.net/files/Projects/Block-at-Orange/ Block-at-Orange2-lrg.jpg

Cycle chic man (pg. 64): http://www.flickr.com/photos/mellbin/8527709698/in/set72157628062964959

Anaheim Convention Center (pg. 84): http://ac.varsity.com/images/additional/AWConvention.jpg

Copenhagen S Train (pg. 64): http://oliveventures.com.sg/act/wp-content/ uploads/2011/07/bike-train-car.jpg

Disney Land (pg. 84): http://www.visitingdc.com/images/disneyland-address.jpg

Copenhagen Good Karma Campaign Photos (pg. 65): https://www.facebook.com/ IbikeCPH?fref=ts Copenhagen Bike Ramp (pg. 66): http://foundin.files.wordpress.com/2012/06/ copenhagen-bike-ramp.jpg?w=290 Copenhagen Bike Foot Rest (pg. 66): http://blogs.denmark.dk/kamilla/files/2010/10/ DSCN0353.jpg Copenhagen Bike Trash Can (pg. 66): http://24.media.tumblr.com/52667cd22948da5dce 0889d3dfbe208f/tumblr_mhmmvm8sNQ1qdl5ydo1_500.jpg Class I Bike Lane (pg. 76): http://bikeacrossamerica.net/tour/1/santa-ana-river-trail19. jpg Class III Bike Lane (pg. 76): http://nrvbike.com/wp-content/uploads/2011/03/Sharroww-biker.gif Anaheim Bike Share (pg. 78): https://www.facebook.com/MyAnaheim Santa Ana River Trail (pg. 78): http://bikeacrossamerica.net/tour/1/santa-ana-rivertrail14.jpg Angel Stadium (pg. 84): http://www.714tickets.com/Images/Venues/167428_101502654 99289984_813210955_n.jpg Anaheim Amtrak (pg. 84): http://www.daytrippen.com/images/places/amtrak/anaheimamtrak-station.jpg Grove of Anaheim (pg. 84): http://cdn.partyearth.com/photos/23b69d8a5de9f407cfe96 8f0e3ea03ba/the-grove-of-anaheim_s345x230.jpg?1316813282 Honda Center (pg. 84): http://ocsedan.com/Venu_images_limousine/honda_limo/10_ honda_center_limousine.jpg

ARTIC Station (pg. 84): http://2.bp.blogspot.com/-4DrtApiW6Zo/TlhO38b3VcI/ AAAAAAAAAXU/XMUoPEhx5Zo/s1600/Picture+7.png Santa Ana River Trail (pg. 88): http://fitfunmom.files.wordpress.com/2012/08/ img_74771.jpg Radar Gun (pg. 91): http://www.myreporter.com/wp-content/uploads/2011/04/Radar.jpg Kids Learning to Bike (pg. 92): http://api.ning.com/files/u*cKrRIMa-L-bb nsMAhy60LBoxMgQ2Op0LXrYnofJoWKyM9uPtCflcF2OwaQ7qiWbXOiaKpbHkj6Yx2WBp8MxxelmvVtpry/DSC_0678.JPG

Matt Kawashima California Polytechnic State University, San Luis Obispo Department of City & Regional Planning June 2013