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Acknowledgements
Prepared for: City of Alhambra
Mary Chavez, Director of Public Works
Chris Paulson, Administrative Analyst
Prepared by: Alta Planning and Design
Brett Hondorp, Principal
Jessie Holzer, Planner
City of Alhambra Bicycle Master Plan
page
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City of Alhambra Bicycle Master Plan
Table of Contents
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Land Uses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Goals and Policies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1 Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3 Existing Plans and Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3 Existing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.1 Existing Bicycle Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Multi-Modal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.3 Education, Encouragement, and Enforcement Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.4 Past Expenditures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4 Needs Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
4.1 Types of Bicyclists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2 Public Outreach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.3 Bicycle Commuter Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.4 Collision Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5 Recommended Improvements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.1 Proposed Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.2 Proposed Bicycle Support Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5.3 Additional Municipal Code Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.4 Recommended Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6 Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
6.1 Project Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.2 Bikeway Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.3 Project Prioritization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.4 Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Appendix A: Online Survey. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Appendix B: Bike Lane Implementation Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
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Table of Contents
List of Figures
Figure 1-1: Proximity Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Figure 1-2: Land Use Policy Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2-1: West San Gabriel Valley Proposed Bikeways Adjacent to Alhambra. . . . . . . . . . . . . . 9
Figure 3-1: Caltrans Bikeway Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 3-2: Existing and Proposed Bikeways Adjacent to Alhambra . . . . . . . . . . . . . . . . . . . . . . 16
Figure 3-3: Multi-Modal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 4-1: Types of Bicyclists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 4-2: Respondent Bicyclist Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 4-3: Respondent Commute Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 4-4: Barriers to Bicycling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 4-5: Interest in Programmatic Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 4-6: Bicycle Collisions, 2006-2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 5-1: Recommended Bikeways. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 5-2: Recommended Bicycle Parking Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
List of Tables
Table 2-1: Relevant Bicycle-Related Municipal Code Ordinances . . . . . . . . . . . . . . . . . . . . . . . . . 8
Table 3-1: Existing and Proposed Bikeways Adjacent to Alhambra . . . . . . . . . . . . . . . . . . . . . . . 15
Table 4-1: Means of Transportation to Work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Table 4-2: Existing Bicycling Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Table 4-3: Existing Bicycling Air Quality Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Table 4-4: Projected Year 2030 Bicycling Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Table 4-5: Projected Year 2030 Bicycling Air Quality Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Table 4-6: Bicycle Collisions, 2006-2010. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Table 4-7: Collision Details, 2006-2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Table 5-1: Recommended Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Table 6-1: Bikeway Unit Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Table 6-2: Annual Operation and Maintenance Cost Estimates. . . . . . . . . . . . . . . . . . . . . . . . . . 42
Table 6-3: Prioritization Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Table 6-4: Prioritized Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Table 6-5: Federal Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Table 6-6: State Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Table 6-7: Regional Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Table 6-8: Other Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
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page 1
City of Alhambra Bicycle Master Plan
Main Street
Valley Boulevard
Fremont Avenue
Mission-Palm
The top three employers in Alhambra are:
Los Angeles County Department of Public Works
(3,600 employees)
Alhambra City Schools (2,136 employees)
County of Los Angeles Offices at The Alhambra
(1,500 employees)
1.2 Land Uses
Land uses in Alhambra are shown in Figure 1-2. Just over hal
of the Citys land area consists of residential uses, including
single family residential (35 percent) and multifamily
residential (18 percent). Office/professional uses in the city
are located on Garfield Avenue and Fremont Avenue, while
commercial uses are concentrated along Main Street. The
Citys automobile commercial land use, representing Auto
Row, is also situated on Main Street.
1 Introduction
The Alhambra Bicycle Master Plan is intended to guide the
development and maintenance of a comprehensive bicycle
network and set of programs and policies throughout the city
over the next 10 years. The plan provides a vision to improve
conditions for bicycling throughout Alhambra, and create local
and regional connectivity. Implementation of this plan is meant
to promote and increase bicycle ridership for all ages and
levels of ability through safe, accessible, and consistent bicycle
infrastructure, and the policies and programs that support it.
This chapter introduces the City of Alhambra and the Bicycle
Master Plan. It is meant to provide context and background for
future chapters in the Plan.
1.1 Setting
The City of Alhambra has a population of approximately 83,389
residents and, as shown on Figure 1-1, is located in central Los
Angeles County, several miles northeast of Downtown Los
Angeles. The city has a land area of approximately 7.5 square
miles and is built-out. Within the city there are 11 different
colleges and four business districts. The business districts
include:
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City of Alhambra Bicycle Master Plan
HUNT
INGTON
DR
VALLEY BLVD
RAMO
NA
ST
GARVEYAVE
MISSION
RD
RAMON
ARD
GARFIELD
AVE
NEW
AVE
MAIN ST
ATLANTIC
BLVD
FREMONT
AVE
ATLANTICBLVD
HELLMAN AVE
COMMONWEALTH AVE
ALHAMBRA RD
HELLMAN AVE
GRANADAAVE
6TH
ST
YNEZ
AVE
MARENGO
AVE
ALM
ANSOR
ST
ALHA
MBRA
RD
CHAPEL
AVE
POPL
ARBLVD
CONCORD
AVE PA
LM
AVE
MARGUERITA
AVE
PINEST
ORANGE ST
FRON
TST
WOOD
WARD
AVE
ROSS AVE
ALM
ANSO
RST
NORWOOD PL
SAN MARINO AVE
GLENDON WY
710
10
Source: City of Alhambra 20
Low Density Residential
Medium Density Residential
High Density Residential
General Commercial
Automotive Commercial
Regional Commercial
Central Business District
Office Professional
Industrial
Parking
Public Facilities
Open Space
Specific Plan
Downtown Specific Plan Overlay
Figure 1-2: Land Use Policy Map
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Chapter One | Introduction
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City of Alhambra Bicycle Master Plan
Plan and the goals, objectives, and policies presented in this
chapter, the City aims to become a place where residents and
visitors can bicycle to their destinations, whether it be home
work, or commercial centers.
2.2 Goals and Objectives
The broad, over-arching goal of the City of Alhambras Bicycle
Master Plan is to encourage and promote bicycling as a form
of transportation through engineering, education, enforcement
and encouragement. Specific goals and objectives for achieving
this goal are as follows.
2 Goals and Policies
This chapter presents the goals, objectives, and policies for the
Alhambra Bicycle Master Plan. It also reviews existing plans
and policies related to bicycling that will help guide this Plan,
organized by City of Alhambra, Los Angeles County, and
Other Plans and Policies.
2.1 Vision
The overall vision of the Alhambra Bicycle Master Plan is to
create a community where bicycling is a safe, convenient, and
viable form of transportation. Through the development of the
Goal 1: Bicycle Network
Create a bicycle network in Alhambra for all types of bicycle riders and all trip purposes
Objective 1.1 Develop a bicycle network with a comprehensive system of bike paths, bike lanes, and bike routes
Policies
Plan and install new bicycle lanes on major arterials with sufficient width
Plan and install shared lane markings (sharrows) and signage on bicycle routes where bicycle lane implementation is demonstrated
to be infeasible
Ensure that all facilities are designed consistently in accordance with the latest local, State, and Federal standards
Promote consistent signage that directs bicyclists to neighborhood destinations and increases the visibility of the bicycle network
Objective 1.2 Implement a system of bikeways with connectivity between homes, jobs, public transit, recreational resources, and adjacent communities
Plan and install bicycle facilities adjacent to schools
Plan and install bicycle facilities adjacent to major employment and shopping centers
Plan and install bicycle facilities that will connect to regional facilities
Work cooperatively with adjacent cities to coordinate bicycle planning and implementation activities
Support the development of bicycle facilities that provide access to regional and local public transit services wherever possible
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Chapter Two | Goals and Policies
Coordinate with transit providers to ensure bicycles can be accommodated on all forms of transit vehicles and that adequate
space is devoted to their storage on board whenever possible
Coordinate with transit agencies to install and maintain convenient and secure short-term and long-term bike parking facilities
racks, on-demand bike lockers, in-station bike storage, and staffed bicycle parking facilities at transit stops and stations,
Objective 1.3 Coordinate with developers to provide bicycle facilities that encourage biking and link to key destinations
Policies
Recommend the implementation of bike lane and bicycle support facilities along key corridors
Recommend bicycle parking at key locations, such as employment centers, parks, transit centers, schools, multi-family
residences, and shopping centers
Objective 1.4Support efforts to develop a Complete Streets policy that accounts for the needs of bicyclists, pedestrians, disabled persons, and
public transit users
Policies Prioritize opportunities that improve walkability and bikeability by utilizing Complete Streets standards for Capital Improvement
Projects
Objective 1.5 Develop a bicycle parking policy
Policies
Establish bicycle parking design standards and requirements for all bicycle parking on City property and for private
development
Identify where bicycle parking facilities are needed and identify the appropriate type for each site
Install and support short-term, long-term, and high capacity bicycle parking within the public right-of-way and on public
property, especially in high demand locations, such as near commercial centers
Provide bicycle parking that is sheltered from inclement weather
Goal 2: Safety
Improve safety for all road users through bikeway implementation, education, enforcement, and bikeway maintenance
Objective 2.1 Implement projects that improve the safety of bicyclists at key locations
Policies Review bicyclist-related automobile crashes to identify potential problem areas
Implement bicycle facilities on low-speed and low-volume roads
Objective 2.2 Increase education of bicycle safety through programs and trainings of the general public
Policies
Support the implementation of bicycle-safety curricula and provision to the general public and targeted populations, including
diverse age, income, and ethnic groups
Partner with neighboring communities to distribute bicycle-safety education materials
Encourage schools to develop and provide bicycle-safety curricula for use in elementary, middle, and high schools
Support marketing and public awareness campaigns aimed at improving safety
Implement a Safe Routes to School program for elementary and middle schools
Objective 2.3 Increase education of bicycle safety through programs and trainings of City employees
Policies
Train City staff working on street design, construction, and maintenance projects to consider the safety of bicyclists in their
work
Conduct bicycle-safety classes for City employees
Conduct bicycle-safety workshop for City-operated transit operators and other large fleet-vehicle operators
Provide bicycle safety education to the police and those cited for moving violations that focuses on safe cycling, relevant traffic
laws, and safe sharing of the roadway
Objective 2.4 Increase enforcement activities that enhance safety of bicyclists on bike paths and roadways
Increase enforcement efforts on City-streets and bikeways
Increase enforcement of unsafe bicyclist and motorist behaviors and laws that reduce bicycle/motor vehicle collisions and
conflicts
Increase bicycle-mounted patrol officers Develop and promote efficient mechanisms for reporting behaviors that endanger cyclists
Encourage targeted enforcement activities in areas with high bicycle volumes
Objective 2.5 Maintain bikeways that are clear of debris and provide safe riding conditions
Policies
Establish routine maintenance schedule/standards for bikeways for sweeping, litter removal, landscaping, repainting of striping,
signage, and signal actuation devices
Plan for cyclist safety during construction and maintenance activities
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City of Alhambra Bicycle Master Plan
2.3 Existing Plans and Policies
2.3.1 City of Alhambra
General Plan Circulation Element (1986)
The Circulation Element describes the general location and
extent of the existing and future circulation system required to
satisfy travel demand correlated with existing and anticipated
land use. In regards to bicycle facilities, the Circulation
Element states that the City does not have an established
bikeway system as the existing and future major and secondary
arterial highways cannot accommodate any provisions for
bicycles. This is because arterial highways are too narrow
traffic volumes are too high, and the speed of the traffic too
great. Policy 4.5.8 is the only policy that directly references
bicycle transportation, stating the City is to encourage
the installation of on-site bicycle storage facilities in large
residential, commercial and industrial developments.
Goal 3: Community SupportDevelop a City-wide culture that respects and accommodates all users of the road
Objective 3.1 Support Community Involvement
Policies
Use the Transportation Committee to steer the implementation of the Bicycle Master Plan
Encourage citizen participation and stakeholder input in the planning and implementation of bikeways and other bicycle related
improvements
Conduct periodic online surveys to gauge interest in bicycling and related issues throughout the City
Objective 3.2 Create an online presence to improve visibility of bicycling issues in the City
Policies Provide updates to the community about planned projects
Provide closure updates to the community about City and regional bikeways
Objective 3.3Foster community support for bicycling by raising public awareness about bicycling and supporting programs that encourage more
people to bicycle
Policies
Support marketing and public awareness campaigns through a variety of media aimed at promoting bicycling as a safe,
healthy, cost-effective, environmentally beneficial transportation choice
Support programs aimed at increasing bicycle trips by providing incentives, recognition, or services that make bicycling a more
convenient transportation mode
Promote bicycling at City-sponsored and public events, such as farmers markets, public health fairs, craft fairs, and other civic
events
Encourage and promote bicycle related businesses within Alhambra
Apply for the designation of Bicycle Friendly Community through the League of American Bicyclists
Goal 4: Implementation and Funding
Ensure adequate funds are pursued in order to implement proposed bikeways and support facilities in this Plan
Objective 4.1 Integrate consideration of bicycle travel into all roadway planning, design, and construction
Incorporate the Alhambra Bicycle Master Plan in whole by reference into the Citys General Plan and amend sections of the
General Plan that are relevant to bicycling according to the goals of this Plan
Ensure that all current and proposed Area Plans objectives and policies are consistent with the goals of the Alhambra Bicycle
Master Plan. Support the incorporation of bicycle facilities into other capital improvement projects, where appropriate, to ensure maximum
leveraging of funds from outside sources
Objective 4.2 Continuously monitor and evaluate Alhambras implementation progress of Bicycle Master Plan policies, programs, and projects.
Track trends in bicycle commuting through the use of Census data, travel surveys, and bicycle counts
Regularly monitor bicycle safety and seek a continuous reduction in bicycle-related collisions on a per capita or per bicyclist
basis over the next twenty years
Objective 4.3 Fund the Bicycle Master Plan
Pursue diverse sources of funding and support efforts to maintain or increase federal, state and local funding for the
implementation of Bicycle Master Plan programs and infrastructures
Support innovative funding mechanisms to implement this Bicycle Master Plan
Support new funding opportunities for bicycle facilities that are proposed at the Federal, State, and Local level that impact the
City
Identify and apply for grant funding that support the development of bicycle facilities
Consider using bikeways as mitigation for project-related vehicle trips
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Chapter Two | Goals and Policies
countys Circulation Element include provisions for the
accommodation of all roadway users including bicyclists and
pedestrians. Accommodations include bikeways, sidewalks,
crosswalks, and curb extensions. The Government Code
65302 reads:
(2) (A) Commencing January 1, 2011, upon any substantiverevisions of the circulation element, the legislative body
shall modify the circulation element to plan for a balanced,
multimodal transportation network that meets the needs of all
users of streets, roads, and highways for safe and convenient
travel in a manner that is suitable to the rural, suburban, or
urban context of the general plan.
(B) For purposes of this paragraph, users of streets, roads, and
highways means bicyclists, children, persons with disabilities,
motorists, movers of commercial goods, pedestrians, users of
public transportation, and seniors.
Deputy Directive 64 & Traffic Operations Policy Directive
09-06
The California Department of Transportation (Caltrans)
adopted two policies in recent years that are relevant to bicycle
planning initiatives. Similar to AB 1358, Deputy Directive 64
(DD-64-R1) sets forth that Caltrans address the safety and
mobility needs of bicyclists, pedestrians, and transit users in all
projects, regardless of funding.
In a more specific application of complete streets goals, Traffic
Operations Policy Directive 09-06 presents bicycle detection
requirements. For example, 09-06 requires that new and
modified signal detectors provide bicyclist detection if they are
to remain in operation. Further, the standard states that new and
modified bicycle path approaches to signalized intersections
provide bicyclist detection or a bicyclist pushbutton if detection
is required.
California SB 375 Sustainable Communities (2008)
Senate Bill (SB) 375 is intended to compliment Assembly
Bill (AB) 32: The Global Warming Solutions Act of 2006
and encourage local governments to reduce emissions through
improved planning. Under SB 375, the California Air Resources
the 30-year timeframe, multi-modal funding availability for
the Metro Call for Projects program, sub-regional needs, and
project performance measures. The Plan helps implement the
BTSP discussed above by funding an expansion of the bicycle
network and coordinating links with other transportation
modes.
2.3.3 Other Plans and Policies
Southern California Association of Governments Regional
Transportation Plan (2012)
The Southern California Association of Governments (SCAG)
adopted its Regional Transportation Plan (RTP) in April 2012
with the goal of increasing mobility for those who live in and
visit Imperial, Los Angeles, Orange, Riverside, San Bernardino,
and Ventura Counties. The Plan has an active transportation
chapter that recommends increasing regional bikeway mileage
from 4,315 to 10,122 miles, as well as retrofitting sidewalks
to comply with the Americans with Disabilities Act (ADA)
and implementing safety improvements. SCAG estimates that
active transportation improvements recommended will cost
approximately $6.7 billion.
In addition to bikeways that Los Angeles County had proposed
at the time of development of the RTP, SCAG also recommendskey bikeways to connect the region and facilitate bicycle travel.
Policies included in the RTP that pertain to biking in the
region include addressing bicyclist safety, increasing bicycle
mode share, encouraging local active transportation plans, and
improving air quality.
Bicycle Transportation Act
The California Bicycle Transportation Account (1994) requires
all cities and counties to have an adopted bicycle master plan
in order to be eligible to apply for Bicycle Transportation
Account (BTA) funding.
California Government Code 65302 (Complete Streets)
California Assembly Bill (AB) 1358, also known as the
Complete Streets Bill, amended the California Government
Code 65302 to require that all major revisions to a city or
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Chapter Three | Existing Conditions
R81 (CA) Bike Lane Sign
Travel
Lane
Travel
Lane
5 min. (with curb & gutter)
4' min. (no curb & gutter)
Parking
7 minimum
Provides striped
lane for one-way
bike travel on a
street or highway
Provides for shared-
use with motor vehicles,
typically on lower
volume roadways
Provides completely separated
right-of-way for exclusive use by
bicycles and pedestrians with
cross-flow minimized
5' min.
6'' Stripe
4'' Stripe (optional)
Travel
Lane
Travel
Lane
Parking
14 min. recommended shared use travel lane on higher volume streets
14 min. recommended shared use travel lane on higher volume streets
Parking
8' minimum width
2' graded shoulders required
12 min. total width
D11-1 Bike Route Sign
Travel
Lane
Travel
Lane
Shoulder Shoulder
D11-1 Bike Route Sign
10' min vertical clearance
Class I Bike Path
Class III Bike Route
Class II Bike Lanes
Optional
Shared Lane Marking
11 (min) center to curb
Figure 3-1: Caltrans Bikeway Types
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City of Alhambra Bicycle Master Plan
providing connections on rights-of-way exclusively for non
motorized travel.
3.2 Multi-Modal Connections
Transit service provided within and adjacent to the City of
Alhambra includes bus and rail transportation, and is shown
on Figure 3-3. The following sections describe public
transportation in the City.
3.2.1 Alhambra Community Transit Lines
Alhambra Community Transit (ACT) provides service on two
lines within the City and each ride costs a 25-cent fare. The
Green Line runs six days per week on 20 minute headways. On
weekdays it is in service from 7 a.m. to 6 p.m. and on Saturday
it operates from 10 a.m. to 4 p.m. The Green Line route runs
clockwise and counter-clockwise along Main Street (from
Palm to Chapel) and along Valley Boulevard (from Fremont
to Vega). The Blue Line offers a split schedule that runs from
Chapel to the Metrolink Station at Cal State Los Angeles and
3.1.2 Existing Bikeways
There are no existing bikeways within Alhambras city
limits. There are, however, existing and proposed bikeways
in adjacent cities that intersect with or are near to the Citys
boundary. These are listed in Table 3-1 andshown on Figure
3-2. Bicycle facilities that touch Alhambras borders are
located in the cities of South Pasadena, Monterey Park, Los
Angeles, and San Gabriel. The proposed Alhambra Wash Bike
Path travels through Alhambra, though Los Angeles County
maintains this property.
3.1.3 End-of-Trip Facilities
The City of Alhambra does not have an inventory of existing
bicycle parking locations. Short-term bicycle racks are
generally located on private property at various destinations,such as in the Edwards Renaissance Courtyard, which is a
primary destination in Downtown Alhambra. There are also
bike racks in front of City Hall, and at all library and park
facilities.
3.1.4 Pedestrian Overcrossings
There are two bicycle/pedestrian overcrossings of the Interstate
10 freeway. These are located at Warwick Road and Marguerita
Avenue, and are shown on Figure 3-2. Overcrossings are
important to a bicycle network because they reduce barriers by
Table 3-1: Existing and Proposed Bikeways Adjacent to
Alhambra
Class Location Jurisdiction
Existing
Class II Marengo Avenue South Pasadena
Class II Alhambra Avenue Monterey Park
Class II Hungtington Drive Los Angeles
Class III Santa Anita Street San Gabriel
Proposed
Class I Alhambra Wash Los Angeles County
Class I Edison Easement South Pasadena
Class II Huntington Drive South Pasadena
Class III Fremont Avenue South Pasadena
Class III Alhambra Avenue Los Angeles
Class III
Mabel Avenue Electric
Avenue Newmark Avenue
Marguerita Avenue
Mabel Avenue
Monterey Park
Class IIIAtlanctic Boulevard El
Portal PlaceMonterey Park
Class III Hellman Avenue Monterey Park
Class III Garfield Avenue Monterey Park
Class III Junipero Serra Drive San Gabriel
Class III Fairview Avenue San Gabriel
Class III Wells Street San Gabriel
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City of Alhambra Bicycle Master Plan
Huntingto
nDr
FremontAve
FremontA
ve
Garvey Ave
AlmansorSt
ValleyBlvd
Hellman Ave
Junipe
ro
Serra
Dr
Atlantic
Blvd
Brightwood St
Floral Dr
ALHAMBRA
LOS
ANGELES
SAN MARINO
SAN GABRIEL
MONTEREY
PARK
ROSEMEAD
SOUTH PASADENA
10
710
Missio
nRd
ValleyBlvd
Main
St
Commo
nwealth
Ave
Woodwa
rdAv
e
ChapelA
ve
Hunting
tonDr
Garfie
ldA
ve
0 0.25 0.5 1
Miles N
Multi-Modal Connections
ACT Green Line
ACT Blue Line
Metro Gold Line
Transit Stops
Metro Bus Lines
Metro Rapid Bus Lines
Montebello Bus Lines
Metrolink San Bernardino Line
Figure 3-3: Multi-Modal Connections
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Chapter Four | Needs Analysis
As illustrated, less than one percent of Americans are Strong
and Fearless and will ride anywhere regardless of roadway
conditions, weather, or the availability of bicycle facilities.
The strong and fearless can ride at assertive speeds, prefer
direct routes, and will typically choose roadway connections
including those shared with vehicles over separate bikeway
facilities such as bicycle paths. This group will be less affected
by this plan than the others.
Approximately six to nine percent of Americans fall under the
category ofEnthused and Confidentbicyclists who respond
very quickly when bikeways, including bike lanes, low traffic
streets, or multi-use pathways are provided. They will deviate
from a more direct route in favor of a preferred facility type.
This group includes commuters, recreationalists, racers, and
utilitarian bicyclists.
Approximately 60 percent of the population can be categorized
asInterested but Concernedand represents those who do not
currently ride a bicycle regularly, in large part due to perceived
safety risks from riding with traffic. These individuals will
only ride if excellent bikeway facilities are provided, along
with route finding assistance and encouragement/education
programs. This Plan will affect the Interested but Concerned
group the most, as it will recommend the facilities and programs
that should encourage them to ride or ride more often.
Approximately 30 percent of Americans are not interested
in bicycling. They are referred to in the diagram as No Way,
No How. Some people in this group may eventually consider
bicycling and may progress to one of the user types described
above.
4.2 Public Outreach
4.2.1 Survey
The City hosted an online survey to gather feedback from
the community. The survey was open from August 10, 2012
through September 3, 2012 and a total of 42 people responded.
A copy of the survey can be found in Appendix A.
I am a confident rider who is comfortable in most traffic situations, regardless of
bicycle facilities
I am a rider who is comfortable in some traffic situations and with appropriate
bicycle facilities.
I am a rider who is not comfortable in traffic situations and will only ride on paths/
greenways and quiet, residential streets.
I am not interested in cycling.
45.2%
45.2%
7.1%
2.4%
Figure 4-2: Respondent Bicyclist Ability
Of those who responded, the majority (38.1 percent) fell within
the ages of 26 through 35. Another 23.8 percent were between
46 and 55 years old. Approximately 60 percent of respondents
live 10 miles or less from their work/school and over half of
these persons live within five miles, distances that could be
reasonably made by bicycle.
As shown in Figure 4-2, almost all of respondents identified
themselves as either Strong and Fearless orEnthused and
Confidentbicyclists, based on the descriptions provided in the
previous section. Only seven percent of participants fell into
theInterested but Concernedcategory.
Figure 4-3 displays the primary commute mode of respondents
versus how often they commute by bicycle. On a typical week,
approximately one-third of survey participants commute by
driving alone and another one-third commute by bicycle.
Approximately one-third of respondents also said they
commute by bike at least three days per week.
Figure 4-4 shows barriers to survey participants commuting
by bike. The most common reasons for not riding are a general
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Chapter Four | Needs Analysis
Finally, participants had the opportunity to mark-up a large map
of Alhambra with locations they would like to see bikeways at.
Streets noted as desirable for bicycle facilities include:
6th St
Alhambra Rd
Almansor St Commonwealth Ave
Fremont Ave
Front St
Garfield Ave
Hellman Ave
Main St
Marengo Ave
Marguerita Ave
Norwood Pl Woodward Ave
4.2.3 Website
The City of Alhambra created a website for the Bicycle
Master Plan to advertise upcoming events, seek input on Plan
materials, and provide a venue for the community to submit
their comments. The link to the online survey and the flyer for
the Hot Spot event were posted on the site.
4.2.4 General Plan Outreach
As part of the outreach process for the Envision Alhambra
2035 General Plan Update, the City held an open house in
2011 at Almansor Park to gather input on how to improve
transportation. Residents marked up maps with stickers to
show where they would like to see bicycle improvements,
among other things.
4.3 Bicycle Commuter Estimates
United States Census American Community Survey
Commuting to Work data provides an indication of
current bicycle system usage. Table 4-1 provides means
of transportation to work data for the City of Alhambra as
compared with Los Angeles County, California, and the
United States as a whole. The majority of Alhambras workers
bicycle-focused, the City was able to obtain input from a wide
range of residents. The City also gave away rear bike lights,
Metro bike maps, patch kits, and snacks to people who agreed
to take the online survey.
The booth provided a series of interactive boards that asked
participants to vote on the types of bikeways, bicycle parking,
signage, and programmatic improvements they would like
to see included in the plan. The most commonly requested
bikeway type was on-street bike lanes, followed by bike
boulevards. Participants favored short-term bicycle parkingover long-term, and specifically sidewalk and curb extension
bicycle racks. As for long-term bicycle parking, attendees voted
for bicycle rooms and a Bike Station, which often includes
additional amenities like tools for maintenance and bicycle
rentals. The most commonly requested signage was Share
the Road, as well as wayfinding signage with directional
and distance information. Encouragement programs, such
as bike valets at community events, were the most popular
programmatic improvements attendees voted for.
An additional interactive board asked attendees which type of
bicyclist they were from the list presented previously in this
chapter. The majority of participants (approximately one-
half) identified themselves as Enthused and Confident. Two
people stated that they wereNo Way, No How. The remaining
attendees were evenly split between Strong and Fearless and
Interested but Concerned.
The City hosted a booth at the 3rd annual Hot Spot Alhambra community fair to
solicit public input for the Bicycle Master Plan.
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City of Alhambra Bicycle Master Plan
(75.04 percent) drive alone to work. While this is lower than
the United States drive alone mode share, it is higher than
California and Los Angeles County. However, Alhambra has a
higher carpool mode share (12.03) than the other jurisdictions.
The Citys bicycle mode share also reflects that of the United
States and is lower than California and Los Angeles County.
This may be in part due to the lack of bikeways and bicycle
support facilities in Alhambra. With increased investments
in bicycling as a form of transportation, it is likely that this
number will increase with time.
It is also important to note that this figure likely underestimates
the true amount of bicycling that occurs in Alhambra for
several reasons. First, data reflects respondents (workers 16
years and older) dominant commute mode and therefore does
not capture trips to school, for errands, or other bike trips thatwould replace vehicular trips. Also, American Community
Survey data collection methods only enable a respondent to
select one mode of travel, thus excluding bicycle trips if they
constitute part of a longer multimodal trip.
Table 4-2 presents an estimate of current bicycling within
Alhambra using US Census data along with several adjustments
for likely bicycle commuter underestimations, as discussed
above. Table 4-3 presents the associated air quality benefits
from bicycling.
Table 4-4 presents projected year 2030 bicycling activity
within Alhambra using California Department of Finance
population and school enrollment projections. The projection
contains the assumption that bicycle mode share will double by
Table 4-1: Means of Transportation to Work
Mode Share (percent)
Mode United States California Los Angeles County Alhambra
Bike 0.51 0.94 0.74 0.52
Walk 2.85 2.77 2.86 1.80
Public Transportation 4.94 5.13 7.09 5.78
Carpool 10.35 11.92 11.32 12.03
Drive Alone 76.00 72.95 72.13 75.04
Other 5.35 6.29 5.87 4.83
2030, due in part to bicycle network implementation. Actua
bicycle mode share in 2030 will depend on many factors
including the extent of network implementation. Table 4-5
presents the associated year 2030 air quality benefit forecasts
The calculations follow in a straightforward manner from the
Projected Year 2030 Bicycling Demand.
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Chapter Four | Needs Analysis
Table 4-3: Existing Bicycling Air Quality Impact
Variable Figure Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday 1,363Assumes 73% of bicycle trips replace vehicle trips for adults/college students and 53% for
school children
Reduced Vehicle Trips per Year 355,809 Reduced number of weekday vehicle trips multiplied by 261 (weekdays in a year)
Reduced Vehicle Miles per Weekday 10,287Assumes average round trip travel length of 8 miles for adults/college students and 1 mile
for school children
Reduced Vehicle Miles per Year 2,684,974 Reduced number of weekday vehicle miles multiplied by 261 (weekdays in a year)
Current Air Quality Benefits
Reduced Hydrocarbons (pounds/weekday) 31 Daily mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/weekday) 22 Daily mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/weekday) 281 Daily mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/weekday)8,369
Daily mileage reduction multiplied by 369 grams per reduced mile
Reduced Hydrocarbons (pounds/year) 8,050 Yearly mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/year) 31 Yearly mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/year) 29 Yearly mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/year) 5,623 Yearly mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/year) 73,400 Yearly mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/year) 2,184,242 Yearly mileage reduction multiplied by 369 grams per reduced mile
Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and
Light Trucks. 2005.)
Table 4-2: Existing Bicycling Demand
Variable Figure Source
Existing study area population 83,389 2006-2010 American Community Survey, B01003 5-Year Estimates
Existing employed population 39,228 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing bike-to-work mode share 0.52% 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing number of bike-to-work commuters 204 Employed persons multiplied by bike-to-work mode share
Existing work-at-home mode share 4.3% 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing number of work-at-home bike commuters 834 Assumes 50% of population working at home makes at least one daily bicycle t rip
Existing transit-to-work mode share 5.8% 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing transit bicycle commuters 567Employed persons multiplied by transit mode share. Assumes 25% of transit riders access
transit by bicycle
Existing school chi ldren, ages 5-14 (grades K-8) 8,339 2006-2010 American Community Survey, S0101 5-Year Estimates
Existing school children bicycling mode share 2.0% National Safe Routes to School surveys, 2003
Existing school children bike commuters 167 School children population multiplied by school children bike mode share
Existing number of college students in study area, ages
18-247,088 2006-2010 American Community Survey, S0101 5-Year Estimates
Existing estimated college bicycling mode share 10.0%Review of bicycle commute share in seven university communities (source: National
Bicycling & Walking Study, FHWA, Case Study No. 1, 1995).
Existing college bike commuters 709 College student population multiplied by college student bicycling mode share
Existing total number of bike commuters 2,480 Total bike-to-work, school, and utilitarian bike trips. Does not include recreation .
Total daily bicycling trips 4,960 Total bicycle commuters x 2 (for round trips)
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City of Alhambra Bicycle Master Plan
Table 4-4: Projected Year 2030 Bicycling Demand
Variable Figure Source
Future study area population 101,865 Estimated based on CA Department of Finance Projections
Future employed population 47,921 Estimated based on CA Department of Finance Projections
Future bike-to-work mode share 1.0% Assumes bicycle mode share will double
Future number of bike-to-work commuters 498 Employed persons multiplied by bike-to-work mode share
Future work-at-home mode share 8.4%
Assumes work-at-home mode share will continue to grow at the same rate as between
2000 and 2010 (95%)
Future number of work-at-home bike commuters 2,013 Assumes 50% of populat ion working at home makes at least one dai ly bicycle t rip
Future transit-to-work mode share 7.3%Assumes transit-to-work mode share will continue to grow at the same rate as between
2000 and 2010 (26%)
Future transit bicycle commuters 875Employed persons multiplied by transit mode share. Assumes 25% of transit riders access
transit by bicycle
Future school children, ages 5-14 (grades K-8) 10,187 Estimated based on CA Department of Finance Projections
Future school children bicycling mode share 4.0% Assumes mode share will double
Future school children bike commuters 407 School children population multiplied by school children bike mode share
Future number of college students in study area, ages
18-248,658 Estimated based on CA Department of Finance Projections
Future estimated college bicycling mode share 12.0% Assumes 2% increase
Future college bike commuters 1,039 College student population multiplied by college student bicycling mode share
Future total number of bike commuters 4,832 Total bike-to-work, school, and utilitarian bike trips. Does not include recreation.
Total daily bicycling trips 9,664 Total bicycle commuters x 2 (for round trips)
Table 4-5: Projected Year 2030 Bicycling Air Quality Impact
Variable Figure Source
Future Estimated VMT Reductions
Reduced Vehicle Trips per Weekday 2,807Assumes 73% of bicycle trips replace vehicle trips for adults/college students and 53% for
school children
Reduced Vehicle Trips per Year 732,751 Reduced number of weekday vehicle trips multiplied by 261 (weekdays in a year)
Reduced Vehicle Miles per Weekday 20,948Assumes average round trip travel length of 8 miles for adults/college students and 1 mile
for school children
Reduced Vehicle Miles per Year 5,467,444 Reduced number of weekday vehicle miles multiplied by 261 (weekdays in a year)
Future Air Quality Benefits
Reduced Hydrocarbons (pounds/weekday) 63 Daily mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/weekday) 44 Daily mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/weekday) 573 Daily mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/weekday)17,041
Daily mileage reduction multiplied by 369 grams per reduced mile
Reduced Hydrocarbons (pounds/year) 16,393 Yearly mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/year) 63 Yearly mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/year) 59 Yearly mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/year) 11,451 Yearly mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/year) 149,465 Yearly mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/year) 4,447,797 Yearly mileage reduction multiplied by 369 grams per reduced mile
Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and
Light Trucks. 2005.)
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Chapter Four | Needs Analysis
Table 4-7: Collision Details, 2006-2010
Collision Factor Number Percent
Violation Category
Unknown 2 1.4
Under the Influence 1 0.7
Unsafe Speed 1 0.7
Wrong Side of Road 58 40.8
Improper Turning 14 9.9
Automobile Right-of-Way 29 20.4
Pedestrian Right-of-Way 2 1.4
Traffic Signals and Signs 10 7.0
Other Hazardous Violation 15 10.6
Unsafe Sarting or Backing 4 2.8
Other Improper Driving 3 2.1
Not Stated 3 2.1
Injury Severity
Complaint of Pain 77 54.2
Other Visible Injury 57 40.1
Severe Injury 7 4.9
Fatality 1 0.8
4.4 Collision Analysis
Safety is a major concern for both existing and potential
bicyclists. Identifying bicycle collision sites can assist in
developing improvements or determining appropriate bicycle
routes. Bicycle collision data for the City of Alhambra was
obtained from the Statewide Integrated Traffic Records
System (SWITRS) from the years 2006 through 2010. In this
time period, there were 142 total reported collisions involving
bicyclists, shown in Table 4-6. The number of bicycle crashes
fluctuated throughout the five-year period, neither steadily
increasing nor decreasing. It should be noted, however, that
many bicycle collisions go unreported and thus the true number
of crashes is likely much higher than shown.
Table 4-7 presents the violation category and injury severity
of bicycle collisions in Alhambra from 2006 to 2010. The most
common primary collision factor violation was Wrong Side of
Road (41 percent). Collision reports are unavailable and thus
this plan does not include a detailed analysis of bicycle crashes.
However, it is important to take notice of the high frequency of
wrong way bicycle riding leading to collisions.
Figure 4-6 displays the locations of reported bicycle crashes in
Alhambra. As shown, collisions were concentrated on arterial
roadways, including Main Street, Fremont Avenue, Valley
Boulevard, and Mission Road.
Table 4-6: Bicycle Collisions, 2006-2010
Year Total Collisions
2006 38
2007 25
2008 28
2009 15
2010 36
Total Collisions 142
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City of Alhambra Bicycle Master Plan
Huntingto
nDr
FremontAve
FremontA
ve
Garvey Ave
AlmansorSt
ValleyBlvd
Hellman Ave
Junipe
ro
Serra
Dr
Atlantic
Blvd
Brightwood St
Floral Dr
ALHAMBRALOS
ANGELES
SAN MARINO
SAN GABRIEL
MONTEREY
PARK
ROSEMEAD
SOUTH PASADENA
10
710
Missio
nRd
ValleyBlvd
Main
St
Commo
nwealth
Ave
Woodwa
rdAv
e
ChapelA
ve
Hunting
tonDr
GarfieldAve
Bicycle Collisions 2006-2010
Collisions
0 0.25 0.5 1
Miles N
Figure 4-6: Bicycle Collisions, 2006-2010
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City of Alhambra Bicycle Master Plan
parking. In some locations, however, street widths may be wide
enough to accommodate bike lanes with buffers between the
bikeway and either on-street parking or travel lanes. Appendix
B lists potential impacts and notes about each proposed bike lane
facility for the City to use to assist with implementation of thi
Plan.
5.1.2 Class III Bike Routes
This plan recommends 40.75 miles of Class III bike routes
where curb-to-curb width cannot accommodate bike lanes
Per the policies outlined in Chapter 2, the City should instal
shared lane markings (sharrows) on all proposed bike
routes. As shared lane markings are a relatively new bikeway
marking in American cities, guidance on application wil
continue to evolve over time. Shared lane markings should no
be considered a substitute for bike lanes or other separation
treatments where these types of facilities are otherwisewarranted or space permits. Desirable shared lane marking
applications include:
To indicate a shared lane situation where the speed
differential between bicyclist and motorist travel
speeds is very low (designed speed of < 25 mph)
On downhill segments, preferably paired with an
uphill bike lane
5 Recommended Improvements
This chapter presents the proposed bicycle network, bicycle
support facilities, and programmatic improvements for the City
of Alhambra. In addition to creating a comprehensive network
of bikeways within the city, the recommended system ties into
the existing and proposed bicycle facilities in neighboring
cities, providing bikeways that will not drop at city boundaries.
Bikeway recommendations are based on existing regional
bicycle plans, public input, traffic volumes, and traffic speeds.
5.1 Proposed Bikeways
Table 5-1 presents the type, location, extents, and length of
each proposed bicycle facility in Alhambra, also shown in
Figure 5-1. This Plan proposes 44.18total miles of bikeways,
including Class II Bike Lanes and Class III Bike Routes.
5.1.1 Class II Bike Lanes
This Plan recommends 3.43 miles of Class II bike lanes. Bike
lanes are generally proposed on roadways with higher traffic
volumes and speeds that require increased separation between
bicyclists and motorists. Many of Alhambras streets have
narrow curb-to-curb widths, making it challenging to provide
separated on-street facilities without removing travel lanes or
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Chapter Five | Recommended Improvements
Table 5-1: Recommended Bikeways
Street From To Mileage
Class II Bike Lanes
Garvey Street Ramona Road Fremont Avenue 0.77
Huntington Drive West City Limits Alhambra Road 0.51
Huntington Drive Garfield Avenue Granada Avenue 0.53
Main Street Huntington Drive Raymond Avenue 0.85
Marengo Avenue Lemon Street Front Street 0.36
Marengo Avenue Valley Boulevard Ross Avenue 0.41
Total Mileage 3.43
Class III Bike Routes
1st Street Main Street Commonwealth Avenue 0.24
2nd Street Alhambra Road Commonwealth Avenue 0.68
4th Street Woodward Avenue Glendon Way 1.57
6th Street Main Street Hellman Avenue 1.6
Adams Avenue Almansor Street New Avenue 0.47
Alhambra Road Huntington Drive East City Limits 2.37
Almansor Street Corto Street Hellman Avenue 1.42
Almansor Street Huntington Drive Main Street 0.95
Campbell Avenue Hellman Avenue Pedley Drive 0.05
Carlos Street La Crescenta Avenue Whitney Drive 0.28
Cedar Street Palm Avenue Raymond Avenue 0.09
Chapel Avenue Alhambra Road Glendon Way 2.05
Commonwealth Avenue West City Limits Chapel Avenue 1.86
Concord Avenue West City Limits Meridian Avenue 0.49
Corto Street Chapel Avenue Almansor Street 0.16
Curtis Avenue Hellman Avenue Midwickhill Drive 0.14
Curtis Avenue Glendon Way Ramona Road 0.12
Edgewood Drive Front Street Norwood Place 0.25
El Paseo Street Montezuma Avenue Las Flores Street 0.08
Electric Avenue Huntington Drive Alhambra Road 0.37
Elm Street Norwood Place Ross Avenue 0.25
Front Street Edgewood Drive 6th Street 1.22
Garvey Street Fremont Avenue Monterey Pass Road 0.1
Glendon Way Curtis Avenue New Avenue 1.66
Granada Avenue Alhambra Road Main Street 0.44
Grand Avenue Almansor Street Granada Avenue 0.21
Hathaway Avenue Hagen Drive Sarazen Drive 0.23
Hellman Avenue Palm Avenue Olive Avenue 0.61
Hellman Avenue West City Limits Ross Avenue 0.16
Hellman Avenue Garfield Avenue Almansor Street 0.36
La Crescenta Avenue Las Flores Street Carlos Street 0.07
Las Flores Street El Paseo Street La Crescenta Avenue 0.07
Linda Vista Avenue 6th Street Chapel Avenue 0.55
Main Street Raymond Avenue East City Limits 2
Marengo Avenue Front Street Valley Boulevard 0.26
Marengo Avenue Alhambra Road Lemon Street 0.85
Marguerita Avenue Alhambra Road Hellman Avenue 2
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5.2 Proposed Bicycle Support Facilities
Support facilities are essential components of a bicycle system
because they enhance safety and convenience for bicyclist
along and at the end of every trip. The following sections
provide a description of facilities that help bicyclists easily
reach their destinations, including bicycle parking, signage
detection, and lighting.
5.2.1 End-of-Trip Facilities
With nearly all utilitarian and many recreational bike trips
bicyclists need secure and well-located bicycle parking. A
comprehensive bicycle parking strategy is one of the most
important things that a jurisdiction can apply to immediately
enhance the bicycling environment. Bicycle parking, like
automobile parking, is a key element of a transportation
network. Moreover, a bicycle parking strategy with connections
to public transit will further the geographical range that
residents can travel without using an automobile.
On streets where the traffic signals are timed for a
bicycling travel speed of 12 to 15 miles per hour Along front-in angled parking, where a bike lane is
undesirable
To fill a gap in an otherwise continuous bike path or
bike lane, generally for a short distance
To transition bicyclists from across traffic lanes or
from conventional bike lanes or cycle tracks to a
shared lane environment
The City should consider also implementing green-backed
shared lane markings, commonly referred to as super
sharrows, on arterial and collector streets where bike lanes
are not proposed due to roadway constraints. Super sharrows
are more visible to motorists and thus can increase awareness
of bicylists on high-volume and high-speed roadways.
Table 5-1: Recommended Bikeways (continued)
Street From To Mileage
Meridian Avenue Main Street Concord Avenue 0.64
Midwickhill Drive Sarazen Drive Hagen Drive 0.77
Montezuma Avenue Garvey Street El Paseo Street 0.24
New Avenue Adams Avenue Shorb Street 0.25
Norwood Place Westmont Drive Edgewood Drive 0.70
Olive Avenue Pine Street Commonwealth Avenue 1.15
Orange Street Fremont Avenue Raymond Avenue 0.40
Palm Avenue Alhambra Road Cedar Street 0.31
Poplar Avenue West City Limits Main Street 0.85
Ramona Road Marguerita Avenue Curtis Avenue 0.06
Raymond Avenue Front Street Ross Avenue 0.54
Raymond Avenue Alhambra Road Orange Street 1.00
Ross Avenue Hellman Avenue Campbell Avenue 1.01
Sarazen Drive Whitney Drive Hathaway Avenue 0.59
Shorb Street Marengo Avenue 6th Street 0.72
Shorb Street 6th Street New Avenue 1.2
Stoneman Avenue Huntington Drive Main Street 0.92
Vega Street Shorb Street Glendon Way 0.46
Warwick Road Westmont Drive Ramona Road 0.23
Westmont Drive Valley Boulevard Hellman Avenue 0.40
Westmont Drive Hellman Avenue Warwick Road 0.15
Whitney Drive Campbell Avenue Sarazen Drive 0.65
Woodward Avenue Marguerita Avenue Almansor Street 1.04
Total Mileage 40.75
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Chapter Five | Recommended Improvements
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Campbell AveWestmont Dr Warwick Rd
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Proposed Bikeways in Alhambra Land Uses
Education
Community Facility
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0 0.25 0.5 1
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Bikeways in Adjacent Jurisdictions
Class I Bike PathsE xi st in g P ro po se d
Class II Bike Lanes
Class III Bike Routes
Class II Bike Lanes
Class III Bike Routes
Crossing Improvement
Figure 5-1: Recommended Bikeways
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City of Alhambra Bicycle Master Plan
supply changing and storing facilities at mid-size and large
employers, offices, and businesses, by providing showers and
clothes lockers within the buildings or arranging agreements
with nearby recreation centers to allow commuters to use thei
facilities.
Figure 5-2 displays proposed bicycle parking locations inAlhambra. These locations are based on the Citys land use
designations and will need to go through further review during
implementation to determine exact placement. The City should
ensure there is adequate short-term bicycle parking at all major
trip attractors, including commercial and civic activity centers
and transit hubs. The City should prioritize the installation of
bicycle parking throughout the city, with particular attention
directed at the following locations:
Parks
Schools
Commercial/office areas
Civic/government buildings
Public transit stations
Alhambra has the opportunity to install sidewalk racks
throughout the city, especially in the downtown area. In areas
where sidewalk width is constrained, this Plan recommends the
City study the feasibility of installing bicycle corrals, which
involves removing an on-street parking space to provide bicycle
racks. This Plan also recommends that high-activity locations
such as transit stops, offices, and major commercial districts
provide more secure, long-term bicycle parking options, such
as bicycle lockers. Any future transit hubs and intermodal
facilities should include secure bicycle parking areas as par
of their design.
Upon implementation of this Plan, it is recommended tha
Alhambra install bicycle parking based on the guidelines
presented in the Association of Pedestrian and Bicycle
Professional (APBP) Bike Parking Guide 2nd Edition, 2010
which provides guidance on appropriate and accessible
placement and positioning of bike racks.
The Alhambra Municipal Code currently requires bicycle
parking at emergency shelters and non-residential developments
of at least 50,000 square feet (see Table 2-1). This Plan
recommends that the City amend its Municipal Code to include
bicycle parking requirements for all land uses. Examples of
units used in recommended bicycle parking requirements and
associated land uses are listed below. Percent of automobile
parking is not a recommended unit.
Square footage of building (most land uses)
Unit count (residential buildings)
Building occupancy (schools, religious buildings,
etc.)
This Plan recommends that the City also update its Municipal
Code to include requirements on types of short-term and long-
term bicycle parking facility designs. Recommended short-
term facilities include bicycle racks that provide two points of
contact with the bicycle so that it can be locked from both the
front wheel/frame and the rear wheel. This will provide a higher
degree of security and support for the bicycle. Recommended
rack styles include:
Inverted U racks
Post and ring racks
Coathanger racks
Custom racks providing two points of contact
Recommended long-term facilities consist of more permanent,
lockable enclosures that provide for storage of the bicycle and
associated equipment and clothing. Recommended designs
include:
Covered, lockable enclosures with permanently
anchored racks for bicycles
Lockable bicycle rooms with permanently anchored
racks or
Lockable, permanently anchored bicycle lockers
When people commute by bicycle they often sweat or become
dirty from weather or road conditions. Providing changing and
storing facilities encourages commuters to travel by bicycle
because they have a place to clean up before work or school.
This Plan recommends that the City work with developers to
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Chapter Five | Recommended Improvements
Huntingto
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Recommended Bicycle Parking Locations
Land Uses
Long-Term Bicycle Parking
Commercial
0 0.25 0.5 1
Miles N
Short-Term Bicycle Parking
Community Facilities
General Office Education Industrial
Parks/Recreation
Mixed Use
Figure 5-2: Recommended Bicycle Parking Locations
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City of Alhambra Bicycle Master Plan
5.2.3 Bicycle Detection
Traffic signals control traffic by either using timers or actuation
(detection). Bicycle detection at actuated traffic signals can
provide a substantial improvement for bicycle access and
mobility. This Plan recommends the City install bicycle
detection at actuated intersections along all proposed bikeway
in this Plan, in accordance with Caltrans Policy Directive 09-
06 (discussed in Chapter 2). Where loop detection is used, a
pavement stencil of the bicycle detection marking should be
used to show bicyclists where to position themselves.
5.2.4 Lighting
Adequate lighting can have a profound impact on perceived
safety on bikeways. This is especially true on overpasses and
underpasses where due to the angle of the bikeway or because
it is an isolated space, people have difficulty seeing and tend
to feel less secure. Alhambra has several overpasses and
underpasses across the 10 freeway, all of which are critical
pieces of the bikeway network. These and future overpasse
should be enhanced with additional lighting to promote a sense
of safety and security for bicyclists.
5.3 Additional Municipal Code Changes
The City should amend sections of the Municipal Code that
reduce the convenience and safety of bicyclists and thus are
inconsistent with this Plan.
Section 10.04.030 states that the rider of a bicycle upon a
roadway shall ride as nearly as practicable within five fee
of the right-hand curb or edge of the roadway except when
passing a standing or other vehicle or making a left-hand turn
at an intersection. It is recommended that the City remove the
five feet requirement to allow for bicyclists to take the lane
on streets that are too narrow to share, and to allow bicyclists
to negotiate around hazards that may preclude them from
riding within five feet of the curb, such as potholes, cracks
or roadway construction. This is already addressed in greater
detail by CVC 21201, which requires cyclists to ride as far
right as practicable except when overtaking, making a left turn
or avoiding hazards.
5.2.2 Signage
There is wide variety of signage included in the California
Manual on Uniform Traffic Control Devices (MUTCD) that
can be used on bikeways. These range from standard bikeway
identification signs, such as Bike Route (D11-1), to warning
signs, such as Share the Road (W16-1). A new sign added
to the 2012 edition of the California MUTCD is Bicycles
May Use Full Lane (R4-11), which can be placed on Class
III bike routes to educate both drivers and bicyclists on cyclist
lane positioning. Coupled with shared lane markings, this
signage has the potential to be effective in broadening public
understanding of how to properly share the road.
The MUTCD also includes wayfinding signage, some of which
includes direction and distance information. It is recommended
that the City install wayfinding signage at key decision points
along its bikeways to guide users through the network. This is
especially important along bike routes where facilities often
jog or turn.
Though there are many different signs Alhambra can install on
its bikeways, the City should be judicious with its installations
to ensure that signs do not clutter the roadways. Installing too
many signs has the potential to counter sign effectiveness as
drivers and bicyclists alike become accustomed to seeing them
and subsequently are less likely to notice their messages.
Bicycle detection at actuated traffic signals can provide a substantial
improvement for bicycle access and mobility.
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Chapter Five | Recommended Improvements
(d) Operates the bicycle at a speed greater than an ordinary
walk when approaching or entering a crosswalk, approaching
or crossing a driveway or crossing a curb cut or pedestrian ramp
and a motor vehicle is approaching the crosswalk, driveway,
curb cut or pedestrian ramp.
(e) Operates an electric assisted bicycle on a sidewalk.
At a minimum, the code should be revised to allow children
to bicycle on sidewalks, as they do not have same traffic
understanding as adults.
5.4 Recommended Programs
Becoming a truly bicycle-friendly community requires a
multi-faceted approach, including strategies beyond traditional
engineering and infrastructure projects. This section presents
recommended programmatic improvements that address
the four Es: education, encouragement, enforcement, and
evaluation.
5.4.1 Education
Bicycle Skills Courses
Most bicyclists do not receive comprehensive instruction
on safe and effective bicycling techniques, laws, or bicycle
maintenance. Bike skills training courses are an excellent way
to improve both bicyclist confidence and safety. The League
of American Bicyclists (LAB) developed a comprehensive
bicycle skills curriculum which is considered the national
standard for adults seeking to improve their on-bike skills.
The classes available include bicycle safety checks and basic
maintenance, basic and advanced on-road skills, commuting,
and driver education.
This Plan recommends Alhambra partner with non-profit
organizations, such as BikeSGV and the Los Angeles CountyBicycle Coalition, to offer bicycle skills courses for all ages,
and incorporate them into recreation center programs or other
city programs. Bicycle skills courses that target children
should, to the extent feasible, be fully integrated into school
curriculum through PE classes, general assembly, and other
means of instruction (see Bike Rodeos below).
Section 10.04.040 states that it shall be unlawful for any
person to operate or use a bicycle upon any street in the city
without first obtaining from the city a license therefor. This
plan recommends that the City remove this section unless
it plans to enforce this policy. Recently other cities in Los
Angeles County, including Los Angeles and Long Beach,
have repealed their mandatory bicycle registration laws citing
that they were inefficient, costly to administer, and had little
participation.
Section 10.04.20 states that it is unlawful to bicycle on any
sidewalk in Alhambra. While this plan does not encourage
adult sidewalk bicycling, on high traffic volume corridors with
no on-street separated facilities there may be some cyclists
who are simply not comfortable riding in the roadway and
who will choose to ride on the sidewalk, risking citation. Thisplan has attempted to provide alternate parallel local street
bikeways for most high traffic roadways to provide lower
stress cycling options, but these routes may not provide access
to all destinations.
The City should consider revising the code to make it legal for
adults to bicycle on sidewalks, except in the downtown area or
other business districts where higher pedestrian volumes are
anticipated that could result in cyclist-pedestrian conflicts. In
order to discourage riding behavior that could impact the safety
of bicyclists and pedestrians in the sidewalk environment, the
following language should be considered as part of the code
revision:
(1) A person commits the offense of unsafe operation of a
bicycle on a sidewalk if the person does any of the following
(a) Operates the bicycle so as to suddenly leave a curb or other
place of safety and move into the path of a vehicle that is so
close as to constitute an immediate hazard.
(b) Operates a bicycle upon a sidewalk and does not give an
audible warning before overtaking and passing a pedestrian
and does not yield the right of way to all pedestrians on the
sidewalk.
(c) Operates a bicycle on a sidewalk in a careless manner
that endangers or would be likely to endanger any person or
property.
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City of Alhambra Bicycle Master Plan
bike events, and other relevant topics. The City could also
work with BikeSGV to post information on its website.
Public Awareness Campaign
Bicyclists often come into conflict with other modes of
transportation because the general public is not expecting
to see them on the road. A public awareness campaign can
increase visibility of bicyclists and highlight their rights and
responsibilities to all road users. New York City, for example
has a Look campaign that uses various media formats to
remind residents to look for bicyclists.1 A similar campaign in
Alhambra that educates the public on the presence of bicyclist
can reduce potential conflicts and create a more bicycle
friendly city. The campaign should be conducted using a wide
range of media to reach a diverse population. The City should
consider partnering with neighboring jurisdictions to launch a
joint campaign that will broaden the population reached.
5.4.2 Encouragement
Safe Routes to School Program
Encouraging children to walk and bicycle to school can
improve health and can reduce congestion, traffic dangers, and
air pollution caused by parents driving children to school. Safe
Routes to School (SR2S) programs use the 5 Es approach
using Engineering, Education, Enforcement, Encouragement
and Evaluation strategies to improve safety and encourage
children walking and biking to school. The programs are
1 http://www.nyc.gov/html/look/html/about/what_we_do_text.shtml
Childrens Bicycle Safety Clinics
Childrens bicycle safety clinics are individual events that
help students develop basic bicycling techniques and safety
skills through the use of a bicycle safety course. The clinics
use playgrounds or parking lots set-up with stop signs, traffic
cones, and other props to simulate the roadway environment.
Students receive instruction on how to maneuver, observe stop
signs, and look for on-coming traffic before proceeding through
intersections. Childrens bicycle safety clinics also provide an
opportunity for instructors to ensure childrens helmets and
bicycles are appropriately sized. Events can include free or low
cost helmet distribution and bike safety checks.
The City should work with elementary and middle schools,
trained adult volunteers, local police, and the fire department
to administer childrens bicycle safety clinics. The clinics canbe stand-alone events or can be incorporated into health fairs,
back-to-school events, and Walk and Bike to School days.
Drivers Education Training
Interacting with bicyclists on the road is often not included in
training for new drivers. Teaching motorists how to share the
road from the start can help reduce potential conflicts between
drivers and bicyclists. The League of American Bicyclists
(LAB) offers a three-hour motorist education classroomsession that teaches participants topics including roadway
positioning of bicyclists, traffic and hand signals, principles
of right-of-way, and left and right turn problems. Alhambra
should encourage instructors of driver education courses to add
this class to their curriculum.
Bicycle Information Website
A common statement from bicyclists is that they are unfamiliar
with the rules and regulations regarding bicycling, as well as
the locations of effective bikeways and support facilities. The
City of Alhambra should host a webpage through its website
dedicated to bicycling issues. The webpage can include general
bicycle-related California Vehicle Code regulations, Municipal
Code ordinances (such as sidewalk riding not permitted),
excerpts from this Bicycle Master Plan, news about upcoming
Encouraging children to walk and bicycle to school can improve health and can
reduce congestion, traffic dangers, and air pollution.
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Chapter Six | Implementation
on the methodology presented as follows. The projects that
received the highest scores should generally be implemented
first; however, opportunities to implement lower rankedprojects may arise throughout the development of the
comprehensive bicycle network.
6.3.1 Prioritization Criteria
A criteria based ranking system was used as the methodology
for developing the prioritized recommended bicycle
improvements. The project list and rankings are meant to
serve as flexible guidelines to implementing the recommended
facilities and may change over time due to changing bicycle
patterns, opportunities and constraints, funding and other
related variables. The following are the criteria used to
evaluate each proposed fac