SANTA MONICA BIKE ACTION PLAN AMENDMENT

OCTOBER 13, 2020

TABLE OF CONTENTS

MAKING BICYCLING SAFER IN SANTA MONICA 1 CONNECTING OUR COMMUNITY 11 ACTING ON A FIVE-YEAR VISION 17 TAKING THE NEXT STEPS 73

MAKING BICYCLING SAFER IN SANTA MONICA

WHY A BIKE PLAN AMENDMENT? At this moment, four factors drive the need for For over a decade, Santa Monica has led a Bike Action Plan Amendment: regional bike adoption in order to support 1. The COVID-19 public health crisis carbon-emission-related sustainability goals, has amplified the need for active expand mobility access, and improve quality transportation solutions that support of life for residents and visitors. Guided by physical distancing requirements without increasing vehicle congestion. the comprehensive Land Use and Circulation Element and the 2011 Bike Action Plan, 2. Successful economic recovery depends on the City has installed over 100 miles of bike increasing access to local business districts and promoting the buy local program. This facilities, launched LA County’s first bike share Amendment will also help Santa Monica system—Breeze Bike Share, and piloted one qualify for competitive grants, which will of the first regulatory frameworks for dockless be essential in fiscally constrained times. shared micro-mobility services in the country. 3. Santa Monica has seen substantial increases in the number and length of The 2011 Bike Action Plan serves as the guide scooter and shared bike trips. Protected for Santa Monica to implement a citywide bikeways will prevent inexperienced riders bike network, policies, and programs. This from using the sidewalk when they feel Two-way protected bicycle lanes on the Colorado Amendment provides a technical update unsafe riding on the street. Avenue promenade in Santa Monica. introducing a new type of facility to advance 4. An updated Bike Action Plan that focuses Santa Monica’s existing bike network - on comfortably connecting underserved protected bike lanes. neighborhoods to important activity centers, transit and job opportunities will advance equitable transportation access in Santa Monica.

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Building on Past Efforts The Bike Action Plan Amendment builds on Many past plans and the foundations of the 2010 Land Use and projects in Santa Monica Circulation Element (LUCE) and the 2011 have helped increase Bike Action Plan (BAP). More recently, Santa options for people to travel Monica adopted the 2019 Climate Action to and from work, local and Adaptation Plan, which emphasizes the businesses, school, parks, continuing need to increase the number of and other destinations. This people who use active transportation around Amendment focuses on town, and encourages biking in Santa Monica making bicycle connections in order to meet climate goals. safer and more accessible. The Climate Action and Adaptation Plan is a community plan to reduce climate emissions and become climate resilient. Sustainable mobility is one of three focus areas for emissions reduction, and includes the objective of converting 50% of local trips to foot, bike, scooter, and skateboard.

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Protected Bike Lanes At the time of the Bike Action Plan’s adoption in 2011 protected bike lanes (PBLs), also known as cycletracks, were not a common design treatment. There was no formal design guidance or research regarding safety outcomes available, locally or nationally. Since then, PBLs have been introduced to communities across the country, sparked by People for Bikes’ Green Lane Project, which supported the design and installation of PBL facilities in select cities. In the last ten years, the National Association of City Transportation Officials, Caltrans, and the Federal Highway Administration, among others, have developed formal guidance for design and implementation of PBLs.

Protected Bike Lanes are now considered a nationwide best practice for creating a safe, Parking-protected bicycle lanes on Broadway in Santa Monica. comfortable bicycling environment that is attractive to people of all ages and skill levels. Today, PBLs are found in Los Angeles, They improve on standard bicycle lanes by San Jose, San Francisco, and peer cities “We love the new protected adding an extra layer of separation between nationwide. Santa Monica has several existing people bicycling and people driving. Different PBLs. Colorado Avenue is a premier example bike lanes on Broadway and materials can be used to create separation, of a two-way PBL adjacent to the Downtown cycle in them regularly. They including curbs, flex-posts or even parking Expo Station and connecting to the Pier. Since are the only bike lanes that we lanes. its opening, bicycle and scooter volumes have feel safe in and more relaxed.” more than doubled.1 More recently, a section of - Santa Monica Resident parking protected PBL has been completed on Broadway between 16th and 20th Streets.

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WHAT’S IN THIS AMENDMENT?

This Amendment builds on the 20-year vision This Amendment includes: of the Bike Action Plan. It refines the 20-year BIKE ACTION PLAN GOALS 1. A clear process to identify priority map by identifying the bike facilities that corridors for protected bike lanes. ` Create a complete network of are most necessary to convert to protected high-quality bicycle facilities, bikeways. Using practical guides of demand, 2. An action plan, including project summary sheets outlining design considerations starting with a minimum of one feasibility, and safety, the amendment and conceptual designs for the five-year new north-south and one new strategically identifies a key network of protected bikeway vision. east-west dedicated bicycle path, protected facilities within a five year horizon. with the aim of increasing the 3. Next steps to guide the implementation The Amendment was developed following the number of people who use bicycles of this Amendment. same goals and objectives of the Bike Action for everyday transportation. The Amendment creates a path forward Plan and the LUCE. ` Ensure that the bicycle network is for Santa Monica to build a protected bike attractive to cyclists of all ages and This is a technical amendment with the limited lane network citywide in the next five years, experience levels. scope of introducing a new facility type compete for outside grant funding, continue ` Create a safer, comfortable enabled by changes to State and Federal progress towards the community’s climate, cycling environment in the city transportation guidelines. It does not revisit the safety, and mobility goals, and build resilience through facility design and public baseline policy and bike network established in these uncertain economic times. This is education. by the 2011 Bike Action Plan. Instead, this an achievable plan, focused on high-impact Amendment identifies priority corridors for projects that the City can get done in the near protected bicycle lanes and how to implement future. them on existing roads in a way that balances the needs of all users, including loading and parking needs.

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PROTECTED BIKE LANE PRINCIPLES

How do protected bike lanes felt safe bicycling in Santa Monica. Nearly 32% encourage more people to ride? of respondents said they did not feel safe. “The new bike lane on Broad- Most people will not ride a bike in places they When asked what would make them feel safer, way between 20th and 16th do not feel safe. Protected bike lanes remove the number one choice was protected bike makes me feel safest as a many of the stresses inherent on larger streets lanes.2 biker. Keeps me outside of by creating physical separation between As part of the intercept survey for COAST the car driver and car parking people riding bikes and people driving cars. 2019, participants were asked: “what would risk zones, and the meters and On any street with a maximum speed over encourage you to walk/bike more?” 42% of curb provide a natural break 20 mph, people riding bicycles and walking respondents stated that having more protected generally feel more comfortable with a larger between bikers and walkers. bikeways would make them bike more. Finally, separation from moving vehicle traffic. More of this type of bike lane as part of the shared mobility pilot program and pedestrian safe roads People who bike in Santa Monica have a range users were asked: “What barriers, if any, please :)” of experience levels. Trained, experienced, prevent you from using e-scooters/e-bikes in - Santa Monica Resident or fearless cyclists feel confident riding closer Santa Monica as much as you would like?” to motor vehicles. Families with children Nearly half of respondents cited a lack of bike and novice riders who might not ride in the lanes as the primary barrier. straightest lines, or who are nervous about By providing more protected facilities on Santa traffic, benefit from facilities like protected bike Monica’s bike network, more residents and lanes. By reducing opportunities for conflict, types of riders can feel safer and comfortable protected bike lanes create an environment riding a bike. And when they feel safer, they are that is more welcoming to a broader array of much more likely to choose to ride. people.

Santa Monicans have routinely stated that their number one barrier to riding more is the perception of safety on the roadway. In 2017, as part of the City of Santa Monica’s Resident Travel Survey, respondents were asked if they

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Protected bike lanes reduce stress

Auto Travel Lanes & Parking Lanes More travel lanes make cycling more stressful. Parking lanes can Motor Vehicle increase the risk of cyclists being struck by open doors. Traffic Volume More motor vehicle traffic makes cycling more stressful.

Motor Vehicle Speeds Higher motor vehicle speeds are more stressful for cycslists.

SPEED LIMIT 35 Protection A physical buffer between bicyclists and motor vehicle traffic provides a comfortable experience similar to riding on a bike path. Protection can be created using bollards, raised curbs, or planters. Bike Lane Width Wider bike lanes are less stressful than narrower ones.

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How do protected bike lanes relate How does bicycling help fight How does bicycling relate to to Vision Zero efforts? climate change? community health and economic recovery? Santa Monica is committed to eliminating Santa Monica’s Bicycle Action Plan has served fatal and severe crashes in the City by creating the community well, guiding the installation The ongoing COVID-19 pandemic has safer facilities for all people that use its streets, of over 100 miles of bicycle facilities. As Santa emphasized the need for attractive and safer sidewalks, and bikeways. A key component of Monica continues to make progress in meeting travel options that allow for physical distancing. making streets safer is to build them so people sustainability goals, it is important to facilitate Urban areas have seen a 21% increase in drive more carefully (often including more access to active transportation modes that bicycle ridership during the pandemic.6 slowly) and to separate people using different reduce carbon emissions and congestion. Protected bicycle lanes are a critical investment modes. Improving the design of bicycle Vehicle transportation contributes 64% of Santa to help Santa Monica recover from the public facilities to include additional protection Monica’s total carbon emissions.4 However, the health crisis and prevent an increase in drive- reduces the number and severity of crashes travel habits of Santa Monica residents show alone trips as schools and workplaces reopen. involving people on bikes and scooters. One potential for a shift away from driving alone. Bicycling supports economic recovery as well. study found that installing protected bike lanes About 45% of Santa Monica residents say they Comfortable bike and scooter connections will decreases injury collisions for people biking by already bike at least once a month, and over bring residents and visitors to local businesses, 90%, compared to a 50% reduction in injuries half of driving trips are less than three miles, supporting the goals of Buy Local Santa when standard bike lanes are installed.3 which is a comfortable riding distance for many Monica and attracting further investment. people.5 As a result of the COVID-19 pandemic, Studies have found that protected bike lanes in many more community members are walking Protected bicycle lanes provide an environment other cities have significant economic benefits.7 and biking for short trips around town and that encourages individuals of all ages and physically-distanced exercise. Santa Monica can abilities to bike more often or take up bicycling help to create safer and more inviting outdoor for the first time, especially for those shorter spaces that everyone can enjoy without fearing trips. By inviting new community members the possibility of being involved in a crash. to ride their bicycles to go to school, parks, Protected bicycle lanes are one tool to help local businesses, transit stations, and other accomplish this. destinations, Santa Monica can reduce vehicle trips and the associated environmental and public health impacts.

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Is Santa Monica ready for protected bike lanes?

Protected bike lanes are not completely Bike commuters in Santa Monica since the adoption of the Bike Action Plan new to Santa Monica, and they have met with success. The esplanade on Colorado Avenue between the Downtown Expo Line 2500 3.8% 3.9% 4.0% 4.50% Metro Station and the Santa Monica Pier 3.5% 3.5% 3.6% 4.00% features a two-way protected bicycle lane 2000 3.1% 3.50% that has been very popular, and other small 2.4% 3.00% 1500 segments exist throughout the City, such as 2.50% Broadway between 16th Street and 20th Street. 2.00% Broadway has the highest bike ridership of any 1000 1.50% continuous east-west corridor in the city. 500 1.00% Protected bikeways are a logical next step in 0.50% 11 1 11 1 1 1 1 the continued evolution of bicycle facilities 0 0.00% in Santa Monica. Over the last decade, Santa Monica has progressed from simple bicycle 2011 2012 2013 2014 2015 2016 2017 2018 lanes and sharrows to today’s buffered bicycle lanes. These bicycle improvements correlate Bike Commute Share to Work with a 67% increase in people bicycling to work Number of Bike Commuters Source: American Community Survey 5-year Estimates. from 2011 to 2018 in addition to observable increases in activity. Protected bicycle lanes are the next step in creating a safer and comfortable environment for bicycling, and making bicycling a preferred choice for community members.

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CONNECTING OUR COMMUNITY

CORRIDOR EVALUATION

The Bicycle Action Plan Amendment is a 3. Safety: Addressing locations with high High benefit corridors with complex design technical update to the 2011 Bike Action Plan concentrations of bicycle collisions. considerations were examined to see if they that refines the existing network to a targeted 4. Demand: High activity based on shared could be advanced with a combination of set of priority protected bikeway corridors bike and scooter counts. different facility types or in a longer time frame. through a qualitative and quantitative benefits This Bike Action Plan Amendment includes Design Considerations analysis. conceptual designs for recommended five-year 1. On-street parking impact: Number of protected bikeways, with explanations of the Seventeen corridors were selected for parking spaces potentially removed. considerations that will be explored during feasibility consideration based on existing 2. Travel lanes: Opportunity to reconfigure detailed design. levels of bicycle and scooter activity, an travel lanes based on traffic volumes. assessment of the level of traffic stress on the The final design for each corridor will be existing and planned bicycle network, and 3. Density of driveways: Number and activity- determined through a design process that level of driveways and alleyways. stakeholder input. Typical sections within each includes additional input, operational analysis, of the 17 corridors were screened using the 4. Emergency services access: Maintenance design iterations and communication with the following criteria: of a 22’ curb-to-curb width. public. 5. Waste management: Impact on garbage Needs and Benefits and recycling pick-up.

1. Destinations: Connections to major 6. Transit: Support opportunities for existing destinations and population and or planned transit service. employment centers. Corridors with high benefit and limited design 2. Network connectivity: Extending the drawbacks (i.e., more feasible to be delivered network by closing key gaps. with fewer loses to other facilities) were advanced for near term project development.

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 11 FINDING OPPORTUNITIES

CITYWIDE NETWORK The five-year protected bikeway vision is a connected network of bikeways that serves a high level of demand and destinations, and opens up access for more types of The evaluation process resulted in a people on bikes. They are typically located where protected bikeways will fit between network of protected bike lanes for priority the existing curbs and the impact to parking and travel lanes is minimal. Five-year implementation in the next five years, and vision corridors are centered around downtown and connect to the Expo bike path clarified where these corridors fit within the and existing protected bikeway segments on Colorado Avenue, Broadway, and Pico larger context of the 2011 Bike Action Plan. Boulevard. The vision seeks to build momentum by focusing on corridors with minimal The proposed protected bikeway network will design constraints and maximized safety considerations. integrate with existing bike facilities in Santa Monica to give people of all ages and abilities The longer-term protected bikeway vision is made up of streets where protected comfortable routes to schools, parks, business bikeways are desired but implementation is more complex due to the characteristics of districts, and other places people want to go. the roadway. These corridors require more tradeoffs than those in the five-year vision. Protected bike lanes expand mobility options The longer-term vision includes streets with heavy parking utilization or high traffic to people who are not confident riding on the volumes, which will require future analysis and be more challenging to implement. street immediately adjacent to traffic. The future priority connections shown on the map are important links in Santa In the near-term, protected bikeways are Monica’s bike network that could benefit from safety enhancements, but PBLs may be strategically employed in the most stressful unneeded or impractical, and further study is needed. Some are in more residential and high-activity areas. On several corridors, areas of Santa Monica, where a different facility type, like a Neighborhood Greenway, the Bike Action Plan Amendment proposes would be more suitable than a protected bikeway for expanding a safer and more replacing existing bike lanes with protected inviting bike network on these corridors. facilities. Where continuing the PBL would require more extensive parking removal or a Mileage by facility type: existing, five-year vision, and longer-term vision detailed traffic study, they transition to other facility types such as Class II bike lanes or Facility Type Existing Five Year Longer Term neighborhood greenways. PROTECTED BIKE LANES 20 lane miles 39 lane miles 53 lane miles AND OFF-STREET PATHS

BIKE LANES 61 lane miles 44 lane miles 31 lane miles

BIKE BOULEVARDS AND 55 lane miles 54 lane miles 53 lane miles ROUTES

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CENTINELA AVE CENTINELA AVE P

EXPOSITION BLVD Santa Monica STEWART ST C ollege 26TH ST Protected Bikeways Edison Elementary Five-Year Vision Franklin McKinley CLOVERFIELD BLVD Grant Elementary Elementary Elementary Longer-Term Vision

Priority Connections 20TH ST Future Priority Connection

Santa CALIFORNIA AVE Monica OCEAN PARK BLVD College Existing & Planned Bike Network

BROADWAY

MONTANA AVE John Adams DEWEY ST Middle Existing or Planned Bike Facility Lincoln Will R ogers 14TH ST Middle 14TH ST Elementary

WILSHIRE BLVD

SAN VICENTE BLVD

ARIZONA AVE

SANTA MONICA BLVD

11TH ST OLYMPIC BLVD 11TH ST SMC Madison COLORADO AVE C ampus

Roosevelt PICO BLVD Elementary LINCOLN BLVD Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica High S chool John Muir E lementary 4TH ST SMASH

WASHINGTON AVE

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created June, 2020

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 13 FINDING OPPORTUNITIES

OUTREACH

The engagement process for the Bike Interdepartmental Meetings Community Input Action Plan Amendment was modified due A series of meeting with representatives from In order to reach the broader Santa Monica to COVID-19 pandemic emergency orders Public Works Engineering, Resource Recovery community, the Mobility Division posted requiring physical distancing and a ban and Recycling, Sustainability, Street Services, an informational presentation on the City’s on group gatherings. The process relied Big Blue Bus, Fire, and Police informed this YouTube channel, promoted through various heavily on web-based engagement including Amendment’s content. social media outlets. The video was widely teleconferencing, a web-based map, web- dispersed throughout the community. Through At each meeting Mobility Staff reviewed the enabled presentations, social media postings, social media the city was able to create 2,695 purpose and need for the project, anticipated and web-enabled Q&A forums. impressions of the postings and received 12 goals and outcomes, and prioritization criteria. comments. Advocacy Workshops The interdepartmental meetings resulted in a The project team held two meetings with greater shared understanding of departmental The website was widely distributed along with representatives from Santa Monica College, priorities related to design, a general an interactive web-based map that was visited the Pico Neighborhood Association, Calbike, concurrence on the five-year priority projects, 323 times and generated eight comments. Safe Streets Alliance, and Spoke. The meetings and documentation of opportunities and People visiting the map could click on each provided an opportunity to review and critique needs related to future design, operations, and five-year corridor to get more detailed the approach of focusing on a five year maintenance. information, leave comments, and give their protected bikeway vision, without diminishing opinion of which protected bikeways are most the overall importance of the Bike Action Plan important to build first. and other strategies to increase the network with other bikeway facility types. Attendees brought valuable perspectives representing the experiences and priorities of the bike advocacy community, as well as of Santa Monica’s lowest-income neighborhood, Pico. Thanks to their insights, the team refined the five-year, longer-term, and future priority networks.

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Interactive map to collect feedback on the Bike Action Plan Amendment

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ACTING ON A FIVE-YEAR VISION

Fitting protected bikeways into our streets Santa Monica’s five-year protected bikeway network requires design savvy, flexibility and creativity.

CENTINELA AVE After so many years of dedicating all street CENTINELA AVE P space to cars, it can feel daunting to redesign and repurpose street space. However, there EXPOSITION BLVD Santa Monica STEWART ST C ollege are good examples from other cities and 26TH ST Protected Bikeways Edison Elementary Existing guidance from reputable agencies that Santa Franklin McKinley CLOVERFIELD BLVD Grant Elementary Elementary Elementary Funded Monica can build upon. This chapter provides Planned 20TH ST tools for implementing protected bikeways in Five-Year Vision Santa CALIFORNIA AVE Monica OCEAN PARK BLVD College

BROADWAY Santa Monica. It outlines next steps, describes MONTANA AVE John Adams DEWEY ST Middle Lincoln Will R ogers general design considerations for protected 14TH ST Middle 14TH ST Elementary

WILSHIRE BLVD

SAN VICENTE BLVD

ARIZONA AVE

SANTA MONICA BLVD bikeways, and provides details about benefits, 11TH ST OLYMPIC BLVD 11TH ST SMC Madison COLORADO AVE C ampus

impacts, and conceptual design of each five- Roosevelt PICO BLVD Elementary LINCOLN BLVD Olympic 7TH ST High School year vision corridor. 6TH ST Santa Monica High S chool John Muir E lementary 4TH ST SMASH

WASHINGTON AVE As described in Chapter 2, the five-year MAIN ST OCEAN AVE PALISADES BEACH RD protected bikeway vision is made up of BARNARD WAY 0 0.25 0.5 locations with a high level of existing ridership Miles

Data obtained from the City of Santa Monica and destinations, where designs can be Map created June, 2020 advanced quickly due to minimal impact to When possible, costs will be minimized by mobility and safety, and allow the community parking and travel lanes. The map on this aligning work with Public Works’ roadway to gain comfort with a new facility while City page shows the five-year vision proposed in resurfacing. Additionally, there may be staff analyze the benefits and impacts. Interim this Amendment, as well as existing, funded, opportunities for demonstration on interim PBL installations can bridge the gap until funding and planned protected bikeways that will be in projects. Such projects help get improvements becomes available for permanent treatments. place within the next five years. implemented fast, with immediate results for

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DESIGN CONSIDERATIONS Vertical Separation

Each protected bikeway corridor will Separation on protected bike lanes can be go through a thorough design, public achieved by adding a raised median at street engagement, and vetting process. Typical level, raising a bikeway to sidewalk level, or milestones in the corridor design and somewhere in between. When the bikeway implementation process include: is ramped above the level of the street, it is referred to as a “raised” protected bikeway. ` Include project in Santa Monica’s Capital The raised protected bike lane is typically Improvement Program marked with the same pavement markings as ` Secure funding Raised curb protection on Colorado Ave Esplanade. street-level bike lanes, and is distinguished from the sidewalk by a different paving material ` Conduct outreach to stakeholders and the community and or/color. A vertical curb of 3 inches or more is another way to keep the two zones ` Refine the design (30%, 60%, 90%, Final) separate.8 This section describes key considerations for design that will be taken into account as each Temporary Installations corridor advances through these steps. The design of a temporary facility Street Level Separation depends on the time frame. “Pop up” demonstration projects last from Protection is the key to protected bike lanes. Flexible posts and striped buffer protection. one to a few days, and use low-cost Separation can be built in with posts, bollards materials such as traffic cones, or concrete curbs. Bollards provide the most construction barricades, and chalk or flexibility in that they are less costly and can washable paint. be moved, if needed. Bollards do not provide as much protection because they can be run Longer-term demonstration or interim facilities use more durable materials over by most vehicles. A greater level of safety such as plastic bollards and planters, is provided by vertical separation, but bollards that can turn into a permanent solution work well when there is limited space. or be replaced by a more durable material like concrete.

Raised protected bike lane.

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Parking Separation A typical bike lane is located between the parking lane and the travel lane, while protected bike lanes are always adjacent to a curb or sidewalk. Moving a bike lane to the curbside where it is more protected can pose a few challenges.

` The area next to the curb includes the two-foot gutter and often includes grates that may be dangerous for bikes.

` Additional space is needed between protected bikeways and parking lanes, so that people can open their passenger car doors without risk of hitting someone biking.

` Best practice solutions for maintaining ADA accessibility to parked cars include: – A five-foot buffer to act as a passenger unloading area and walkway. – ADA spaces or loading zones located at Parking protected bike lanes use a wider buffer to prevent “dooring.” Source: NACTO the end of blocks in close proximity to marked crosswalks. Parking Supply – Clearly marked crossings of the bike lane to mitigate conflicts with people getting The intent of the Bike Action Plan Amendment 9 from their cars to the sidewalk. is to create additional safer access for people Parking provides an additional layer of using the street, without unnecessarily protection between people biking and moving removing other access. With that in mind, it traffic, so these facilities are often referred to as seeks to maintain on-street parking and to “parking-protected bike lanes.” find solutions where adjustment is needed. Retrofitting existing city streets will require tradeoffs, and some parking loss may be needed to create safer conditions.

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Two-Way Protected Bikeways Two-way protected bikeways require less space than one-way lanes because only one side of the street requires separation from the parking or travel lane.

The Bike Action Plan Amendment proposes two-way facilities in a few corridor segments where the roadway is not very wide and/or the parking and travel lanes cannot accommodate the extra space needed for one-way lanes. A two-way protected bikeway requires some special design considerations.

` New intersection traffic controls (stop signs and traffic signals) must be installed so that they are visible to people biking in the contra-flow direction.

` Visibility at driveways and minor streets can be improved by: ensuring clear sight lines, clearly marking the conflict zone, installing “yield to bikes” signs, and constraining the width of the driveway or travel lane so that Above: Two-way protected people driving must reduce their speed. bikeways require only one buffer zone. ` Dedicated bike signal phases or protected Left: Directional protected bikeways intersections may be required at provide a buffer on each side of the intersections to separate conflicting bicycle street, which takes up more space. and vehicle movements. Source: Nelson\Nygaard

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Transit The average speed of buses and people on bicycles is about the same, and it is very common for bikes and buses to share a curbside lane and leapfrog each other at bus stops. Protected bike lanes require special design considerations to maintain universal access to transit stops, since buses typically require a raised curb to pick up and drop off passengers. There are two recommended options for designing protected bikeways at bus stops. Bus/bike mixing zone at a bus stop on the Cass A protected bikeway with a bus island in Seattle. Avenue protected bikeway in Detroit. Source: Nelson\Nygaard ` The protective barrier can be eliminated a Source: Nelson\Nygaard sufficient distance before and after the bus stop, and a shared bus/bike area can be Example Design for Refuse Access Island designated in front of the stop.

` A bus island or curb extension can be created at the bus stop, and the bike lane can go behind it, either at sidewalk or street level. Clearly marked curb-height crossings should be provided for people walking or using mobility devices to get from the bus island to the sidewalk.10 Trash and Recycling Pickup Most properties in Santa Monica have alley Refuse Access Island This median allows garbage to be placed conveniently at the edge of the roadway without access for garbage and recycling bins. In obstructing bike lanes. cases where curbside pickup is required on a protected bikeway corridor, the city has designs for refuse access islands that can be adapted as necessary.

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Emergency Vehicle Access Once projects are funded for design, the fire and police departments will be consulted to establish project clear widths based on street function and adjacent land use.

Street Sweeping Protected bike lanes buffered with curbs require cleaning of a defined and more narrow area. The addition of protected bike lanes buffered with curbs will require additional sweeps and more staff time. Depending upon the width, these lanes can be swept by standard street sweepers already in use by Resource Recovery and Recycling, or using new equipment designed for smaller spaces.

Intersection Capacity Street space is often allocated differently at intersections than in the middle of the block. Turn lanes are added to prioritize the movement of automobiles turning left or right. Typically, a left-turn lane starts at least 60 feet At intersections where a turn-lane is needed, a few parking spaces can be removed on one side of the street. back from the intersection. On protected bikeway corridors where turn lanes are anticipated to be needed in the future, design of a specific location can respond by removing three or more parking spaces. Further evaluation can help to determine whether the turn lane or on-street parking lane is most important to maintain.

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Maintaining Bike Connectivity Through Intersections The majority of collisions involving people bicycling occur at intersections, and most people will only consider using a bike facility if it provides low-stress connections leading up to and across intersections. In the past, common practice to accommodate turning vehicles has been to replace bike lanes with turn pockets, in other words, to eliminate the protection at the point where most people will feel the most need. There are a number of strategies for making intersections safer for everyone using the road, including people walking, people riding scooters, and all types of cyclists. The National Association of Transportation Officials (NACTO)’s “Don’t Give Up at the Intersection” provides detailed guidance on reducing the probability of conflict for all road users at Example of a Bike Box at a Signalized Intersection with a Bike Lane Approach intersections. Source: NACTO

Improvements at intersections have three main goals:

` Reduce turning speed: People driving are ` Make bikes visible: Crossings set back from ` Give bikes the right-of-way: Protected more likely to yield to people walking and the intersection and green paint help make intersection design, prohibiting right turns bicycling when motor vehicle speeds are dedicated bike areas more apparent to on red, and giving bikes their own signal low. Low speeds give people driving more people driving, while also providing a space phase are strategies for reducing conflicts. time to see others on the road, and when for a turning driver to wait out of the way of collisions do occur, they are less severe. through traffic.

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 23 Dedicated Intersections

Reducing Turn Speeds and Mitigating Conflicts Lacking a full bikeway setback, dedicated intersections typically make use of turn speed reduction techniques. Most of these techniques are also applicable on protected and major- ACTING ON A FIVE-YEAR VISION minor intersections. Signal strategies and advance stop bars are also applicable in most situations, but geometric speed reduction techniques are often easier to implement. These techniques are applicable whether or not dedicated turn lanes exist adjacent to the bikeway.

Protected Intersection Bikeway-Crosswalk Right Turns, and Left Turns Left Turns from Two-Way The safest intersection design is a “protected Conflicts from One-Way Streets Streets intersection,” which uses concrete islands and • Gradually bend the bikeway • Create a tighter effective corner • Install a median refuge island pavement markings to keep different modes (3:1 angle at steepest) as it radius, using mountable elements or centerline hardening on physically separate and eliminate conflicts. approaches the crosswalk; if necessary to accommodate truck approach street and receiving straighten before crossing the turns. street to prevent ‘corner They are typically applied where two streets crosswalk.28 cutting.’ with protected bike lanes intersect. In a • Install speed reduction devices, • Raise the pedestrian crossing such as modular speed bumps or a • Raise the bikeway crossing. protected intersection, corner islands extend over the bikeway. The bike mountable truck apron, inside the protection of the bike lane into the intersection climbing ramp should be swept path of large vehicles or all • Provide a leading bike interval, lagging left turn phase, or and create a waiting area for cars that are gradual (1:12 or shallower), vehicles. and a 6’ flat approach area protected bike phase. turning right and people on bikes who are should be provided to allow • Install a median island or centerline waiting at a signal. Pedestrian islands shorten bikes to stop without slipping hardening on the receiving street to 29 prevent ‘corner cutting.’ the crossing distance for people walking or backward. using mobility devices, and high-visibility • Raise the bikeway crossing. crosswalks and bike crossing markings clearly • Provide a leading bike interval, delineate the path of travel for people walking protected bike phase, or protected- and biking. permissive bike phase. Protected Intersection Design in Chicago, IL Dedicated Intersection Source: CDOT A dedicated intersection uses some of the same design elements as a protected intersection, but is easier to implement on streets with space constraints or where the cost of a protected intersection is prohibitive. Rather than concrete islands, delineator posts are used to discourage vehicles from entering into the bike lane when turning right, and a corner wedge speed bump helps prevent high speeds. Posts or a curb on the centerline discourage high-speed left turns. High visibility crossings are used, and turn queue boxes can DedicatedSan Jose, Intersection CA Design in San Jose, CA be added for bicyclists who need to turn left. SourPhoto:ce: NACTO Peter Bennett

24 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT

24 CHAPTER 3

Paint (Thermoplastic) Painted intersection treatments, such as green bike boxes, turn lanes, and driveway crossings, help alert drivers to the presence of people on bikes and direct cyclists through an intersection. Green paint can be incorporated into protected and dedicated intersection design, or applied where a protected bike lane intersects with a driveway, minor street or a street that is not on the bike network.

Bike Signals Bicycle-specific traffic signals clearly define time and space for bike movements, eliminating conflicting movements with general purpose traffic. Bike signals are particularly important for two-way protected bike lanes and where transitioning a protected bike lane from one side of the street to another. In most cases, in the absence of heavy turning movements, bicyclists can proceed on the same green phase as cars.

A bicycle traffic signal in Long Beach Source: Nelson\Nygaard

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 25 ACTING ON A FIVE-YEAR VISION

FIVE-YEAR VISION CORRIDOR PROFILES

The following pages profile each corridor in Key design considerations will be addressed in the five-year protected bikeway vision. The the next steps of project design. These include: five-year vision network is made up of high- ` Parking impacts. Some streets are not wide demand locations, where the existing right of enough to keep all the on-street parking way will accommodate protected bikeways with spaces and make room for a protected minimal impact to parking and travel lanes. bikeway. The profiles provide diagrams of the existing ` Travel lane impacts. Adding a protected street layout and the proposed bikeway design, bikeway might mean repurposing the center summarize the benefits of adding a protected left-turn lane for entire blocks, removing a turn-lane at a few intersections, or reducing bikeway to the corridor, and identify applicable the number of general purpose travel lanes. design considerations for next steps. ` Transit stops. On bus routes, the design The needs and benefits described for each of the protected bikeway must allow for corridor on the following pages include: buses to pull up to bus stops with accessible landings for passengers to board and ` Major destinations and connections. disembark. Which schools, parks, neighborhoods and ` Driveways. Protected bikeways can be commercial areas are better connected with designed to allow driveway access while the facility? maintaining comfort and visibility for people ` Safety. How many crashes have happened cycling. on the corridor in recent years? ` Intersection design. Protection at ` Comfort. How comfortable is the corridor intersections is key to the overall comfort now and how much more comfortable will it and safety of a corridor. Transitions from be, as measured by “level of traffic stress?” one type of bike facility to another require (LTS - see next page) special consideration at intersections.

` Demand. How many people are relying on ` Emergency vehicle access. Coordination the corridor now, as a measure of need and with the Fire Department is required to network value? ensure emergency vehicles have sufficient access on narrower streets or streets with a raised median.

26 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

LEVEL OF TRAFFIC STRESS

Level of Traffic Stress (LTS)11 is a way of measuring how comfortable (or uncomfortable) it is to ride a bike on a street. Locations are rated from 1 (most comfortable) to 4 (least comfortable) based on existing bike facilities, number of motor vehicle lanes, presence of parking lanes, speed limit, and average daily traffic volumes. LTS scores help to understand how a street design encourages or discourages certain types of activity and types of people riding a bike. LTS can also help identify where there are network “gaps” or areas where a pathway isn’t usable because it is too uncomfortable or frightening for people. In order to link people of all ages and abilities to their destinations, such as a school or park, the pathways need to be continuous at a tolerable level of stress for that user.

1 An2 LTS score3 of 1 is the4 most comfortable experience, suitable for all ages and abilities including children. Paths and protected bikeways such as the Colorado Esplanade or Marvin Braude Beach Bike Path are rated LTS 1.

Least Most stressful stressful 1 2 A 3score of LTS4 2 indicates that the street is comfortable for people who are “interested but concerned” about bicycling. Bike lanes on local streets and bike routes or bike boulevards on quiet neighborhood streets usually have an LTS 2 rating. For example, the bike lanes on Arizona Avenue are rated LTS 2. Least Most stressful stressful 1 2 3 LTS4 3 indicates a street that is appropriate for “enthused and confident” bicyclists. It usually means riding in mixed traffic on local streets, or in bike lanes on busy roads. Main Street south of Pico Boulevard is an example of conditions rated LTS 3. Least Most stressful stressful 1 2 3 4 LTS 4 is the least comfortable experience, likely to be unappealing to all but the “strong and fearless” bicyclists. LTS 4 streets such as Lincoln Boulevard and other regional streets are generally very large and busy.

Least Most stressful stressful

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 27 ACTING ON A FIVE-YEAR VISION

11TH STREET | WILSHIRE BLVD TO PICO BLVD

The 11th Street protected bikeway adds Corridor Location Map protection to an existing north-south bikeway that connects Santa Monica College and the CENTINELA AVE Michigan Avenue Neighborhood Greenway Five-Year Vision CENTINELA AVE Protected Bikeway (MANGo). The experience of biking on 11th Street today is stressful due to prevailing Existing/Planned Bike Network EXPOSITION BLVD speeds over 30 mph, large intersections at Santa Monica STEWART ST C ollege Santa Monica and Olympic Boulevards, and 26TH ST Protected Bikeways Edison several intersections with a history of collisions Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary involving someone bicycling. The Bike Elementary Existing & Planned Bike Network Action Plan Amendment proposes five-foot 20TH ST Existing or Planned Bike Facility parking-protected bikeways between Wilshire Santa

CALIFORNIA AVE

BROADWAY Monica Boulevard and Michigan Avenue. A few parking College OCEAN PARK BLVD

John Adams DEWEY ST spaces or turn lanes may need to be removed Middle Lincoln Will R ogers

WILSHIRE BLVD at intersections, and the design will need to Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary

SAN VICENTE BLVD

ARIZONA AVE accommodate driveways. PICO BLVD 11TH ST COLORADO AVE 11TH ST

OLYMPIC BLVD MONTANA AVE SMC Madison C ampus

Roosevelt Elementary LINCOLN BLVD Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica

WASHINGTON AVE High S chool John Muir E lementary 4TH ST SMASH

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

28 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 13 collisions Existing on-street parking will ` Santa Monica College Performing Arts involving people remain, Center bicycling a few spaces ` Michigan Avenue Neighborhood from 2014 through may need to Greenway 2018.1 be removed at ` Broadway Bikeway intersections to increase visibility and safety.

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS

In the top 25 busiest bikeways The existing bike lanes on 11th Street Driveways, specifically the extensive in Santa Monica with over 1,350 have a level-of-traffic stress score of 3— driveway aprons for multiple properties shared bike and scooter trips suitable only for confident bicyclists. concentrated on the per month.2 The design will achieve a level of traffic east side of 11th just stress score of 1, suitable for north of Olympic, will all ages and abilities. be incorporated into bikeway design. 1 2 3 4

Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 29 ACTING ON A FIVE-YEAR VISION 11th Street Wilshire to Olympic | Existing Condition

11TH STREET

Existing Cross-Section WILSHIRE TO OLYMPIC

Sidewalk Parking BuerLane Bike Lane Travel Lane Travel Lane Bike LaneBuer Parking LaneSidewalk 11th Street

Wilshire to Olympic52’ | Typical Proposed

Proposed Cross-Section WILSHIRE TO OLYMPIC

6’ 3’ 7’ 10’ 10’ 7’ 3’ 6’ SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane ParkingBuer LaneBike LaneSidewalk

52’

30 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT 11th Street CHAPTER 3 Olympic to Michigan | Existing Condition 11TH STREET

Existing Cross-Section OLYMPIC TO MICHIGAN

Sidewalk Bike LaneBuerParking LaneTravel Lane Left Turn LaneTravel LaneBike LaneBuer Parking LaneSidewalk

11th Street 60’ Olympic to Michigan | Typical Proposed

Proposed Cross-Section OLYMPIC TO MICHIGAN

5’ 3’ 7’ 10’ 10’ 10’ 7’ 3’ 5’ SidewalkBike LaneBuer Parking LaneTravel Lane Left Turn LaneTravel LaneParkingBuer LaneBike LaneSidewalk

60’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 31 ACTING ON A FIVE-YEAR VISION

14TH STREET | WASHINGTON AVE TO PICO BLVD

The 14th Street protected bikeway modifies an Corridor Location Map existing north-south bike corridor, connecting to Lincoln Middle School, Memorial Park and CENTINELA AVE the Michigan Avenue Neighborhood Greenway Five-Year Protected CENTINELA AVE (MANGo). The Bike Action Plan Amendment Bikeway Corridor proposes parking-protected bikeways between Existing/Planned Bike Network EXPOSITION BLVD Washington Avenue and Pico Boulevard by Santa Monica STEWART ST C ollege re-purposing the center turn lane. 14th Street 26TH ST Protected Bikeways Edison is a transit route, and design treatments such Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary as bus islands and bike/pedestrian mixing Elementary Longer-Term Vision zones should be introduced at bus stops. The 20TH ST Existing & Planned Bike Network pick-up/drop-off zone in front of Lincoln Middle Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica School will require special consideration during College OCEAN PARK BLVD

John Adams DEWEY ST design as well. Middle Lincoln Will R ogers

WILSHIRE BLVD Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary

SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD COLORADO AVE 11TH ST

OLYMPIC BLVD MONTANA AVE SMC Madison C ampus

Roosevelt Elementary LINCOLN BLVD Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica

WASHINGTON AVE High S chool John Muir E lementary 4TH ST SMASH

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

32 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 7 collisions Existing on-street parking will ` Memorial Park involving people remain, bicycling ` Lincoln Middle School a few spaces from 2014 through may need to ` Santa Monica College 1 2018. be removed at ` Michigan Avenue Neighborhood intersections to Greenway increase visibility ` Broadway Bikeway and safety.

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS In the top 30 busiest bikeways The existing bike lanes on 14th Street Bus stops and pickup/dropoff in Santa Monica with over 1,050 have a level-of-traffic stress score of at Lincoln Middle School will be shared bike and scooter trips 2—suitable for interested but concerned incorporated into per month.2 bicyclists. The design will achieve a level protected bikeway of traffic stress score of 1, suitable for design. all ages and abilities.

1 2 3 4

Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 33 14th Street ACTING ON A FIVE-YEAR VISION Washington to Wilshire | Existing Condition

14TH STREET

Existing Cross-Section WASHINGTON TO WILSHIRE AND OLYMPIC TO MICHIGAN

Sidewalk Parking LaneBike Lane Travel Lane Center Turn Travel Lane Bike Lane Parking LaneSidewalk Lane

14th Street 60’ Washington to Wilshire | Typical Proposed

Proposed Cross-Section WASHINGTON TO WILSHIRE AND OLYMPIC TO MICHIGAN

6’ 5’ 8’ 11’ 11 8’ 5’ 6’ SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane ParkingBuer Lane Bike LaneSidewalk

60’

34 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT 14th Street CHAPTER 3 Michigan to Pico | Typical Existing

14TH STREET

Existing Cross-Section WILSHIRE TO OLYMPIC AND MICHIGAN TO PICO

SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane ParkingBuer LaneBike LaneSidewalk 14th Street Michigan to Pico |52’ Typical Proposed

Proposed Cross-Section WILSHIRE TO OLYMPIC AND MICHIGAN TO PICO

5’ 3’ 7’ 11’ 11’ 7’ 3’ 5’ SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane ParkingBuer LaneBike LaneSidewalk

52’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 35 ACTING ON A FIVE-YEAR VISION

26TH STREET | BROADWAY TO OLYMPIC BLVD

The 26th Street protected bikeway provides Corridor Location Map a key connection between the 26th Street/ Bergamot Expo station, the Expo Corridor Bike CENTINELA AVE Path, and the bikeway on Broadway. Existing Five-Year Protected CENTINELA AVE bike lanes and shared lane markings on 26th Bikeway Corridor Street are not comfortable for people of all Existing/Planned Bike Network EXPOSITION BLVD ages and abilities, due to the width and traffic Santa Monica STEWART ST C ollege volumes of the street and the large intersection 26TH ST Protected Bikeways Edison at Olympic Boulevard where southbound traffic Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary ends. Elementary Longer-Term Vision

The cross-section of 26th Street varies from 20TH ST Existing & Planned Bike Network block to block. Between Broadway and Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica College OCEAN PARK BLVD

Colorado Avenue, the center turn lane is John Adams DEWEY ST Middle Lincoln Will R ogers

WILSHIRE BLVD eliminated to make space for protected Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary bike lanes. Between Colorado Avenue and SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD COLORADO AVE 11TH ST

Olympic Boulevard the project repurposes OLYMPIC BLVD MONTANA AVE SMC Madison one northbound travel lane/right-turn lane. C ampus Roosevelt Elementary LINCOLN BLVD Olympic Between Olympic Blvd and Cloverfield 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Blvd/Michigan Ave, 26th Street is one-way Santa Monica

WASHINGTON AVE High S chool John Muir E lementary northbound for motor vehicle traffic—the 4TH ST SMASH protected bike lane will likely be one-way as MAIN ST OCEAN AVE well and repurpose the parking lane.* PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020 *The segment of 26th Street between Olympic Blvd and Cloverfield Blvd was added to the five-year corridor at the direction of City Council and is not reflected in the data points on the next page

36 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS Includes identified high Existing on-street parking ` 26th St/Bergamot Expo Station priority vision zero is minimal, and Expo Bike Path intersection 26th and and will remain. ` Colorado Center Park Olympic which has had 1 fatality and 3 ` Water Garden severe injuries.1 ` Broadway Bikeway

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS In the top 30 busiest bikeways The existing bike lanes on 26th Street Bus stops will be in Santa Monica with over 1,100 have a level-of-traffic stress score of 3, incorporated into shared bike and scooter trips suitable only for confident bicyclists. protected bikeway design. per month.2 The design will achieve a level of traffic Turn lanes are stress score of 1, suitable for repurposed to make room all ages and abilities. for the protected bikeway.

1 2 3 4 Intersection design at 26th and Olympic may require innovative treatments. Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 37 26th Street ACTING ON A FIVE-YEAR VISION Broadway to Colorado | Existing Condition

26TH STREET Existing Cross-Section BROADWAY TO COLORADO

SidewalkBike Lane Travel Lane Left Turn Travel Lane Bike LaneSidewalk Lane 26th Street 48’ Broadway to Colorado | Typical Proposed

Proposed Cross-Section BROADWAY TO COLORADO

6’ 2’ 11’ 10’ 11’ 2’ 6’ SidewalkBike LaneBu er Travel Lane Left Turn Travel LaneBu er Bike LaneSidewalk Lane

48’

38 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT 26th Street CHAPTER 3 Colorado to Olympic | Existing Condition 26TH STREET Existing Cross-Section COLORADO TO OLYMPIC

Sidewalk Travel Lane Travel Lane Left Turn Lane Travel Lane Travel Lane Sidewalk

26th Street 60’ Colorado to Olympic | Typical Proposed

Proposed Cross-Section COLORADO TO OLYMPIC

6’ 3’ 11’ 10’ 10’ 11’ 3’ 6’ Sidewalk Bike LaneBu er Travel Lane Travel Lane Left Turn LaneTravel LaneBu erBike LaneSidewalk

60’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 39 ACTING ON A FIVE-YEAR VISION

6TH STREET | MONTANA AVE TO COLORADO AVE

Protected bike lanes on 6th Street create Corridor Location Map a low-stress connection to and through downtown Santa Monica, serving many CENTINELA AVE businesses, apartment buildings, and the Main Five-Year Protected CENTINELA AVE Public Library. 6th Street sees a high volume of Bikeway Corridor bike and scooter trips in the existing buffered Existing/Planned Bike Network EXPOSITION BLVD bike lanes that run from Montana Avenue to Santa Monica STEWART ST C ollege Colorado Avenue. Parking-protected bike lanes 26TH ST Protected Bikeways Edison will not impact general purpose traffic lanes or Elementary Five-Year Vision Franklin McKinley Grant on-street parking. One turn lane may need to Elementary Elementary CLOVERFIELD BLVD Elementary Longer-Term Vision be removed at the intersection with Wilshire 20TH ST Existing & Planned Bike Network Boulevard. Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica College OCEAN PARK BLVD

John Adams DEWEY ST Middle Lincoln Will R ogers

WILSHIRE BLVD Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary

SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD COLORADO AVE 11TH ST

OLYMPIC BLVD MONTANA AVE SMC Madison C ampus

Roosevelt Elementary LINCOLN BLVD Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica

WASHINGTON AVE High S chool John Muir E lementary 4TH ST SMASH

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

40 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 8 collisions Existing on-street parking ` Downtown Santa Monica involving people will remain, bicycling ` Public Library a few spaces from 2014 through may need to ` Reed Park 1 2018. be removed at ` Expo 4th St/Downtown Station intersections.

` Montana Avenue

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS In the top 20 busiest bikeways The existing bike lanes on 6th Street in Santa Monica with over 1,850 have a level-of-traffic stress score of Intersection design shared bike and scooter trips 2—suitable for interested but concerned and balancing emergency per month.2 bicyclists. The design will achieve a level access needs of traffic stress score of 1, suitable for with the need for all ages and abilities. sufficiently wide bike lanes that 1 2 3 4 include two-foot gutters.

Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 41 6th Street ACTING ON A FIVE-YEAR VISION Montana to Colorado | Existing Condition

6TH STREET Existing Cross-Section MONTANA TO COLORADO

Sidewalk ParkingBuer LaneBike Lane Travel Lane Travel Lane Bike LaneBuer Parking LaneSidewalk

6th Street 52’ Montana to Colorado | Typical Proposed

Proposed Cross-Section MONTANA TO COLORADO

5’ 3’ 7’ 11’ 11’ 7’ 3’ 5’ SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane ParkingBuer LaneBike LaneSidewalk

52’

42 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

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2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 43 ACTING ON A FIVE-YEAR VISION

BROADWAY | 5TH ST TO 26TH ST

Broadway is Santa Monica’s east-west Corridor Location Map backbone corridor through the middle of the city. Because it is an essential facility, it is one CENTINELA AVE of the busiest bike and scooter corridors and Five-Year Protected CENTINELA AVE is an essential connection to downtown. Of all Bikeway Corridor the corridors analyzed for this Amendment, Existing/Planned Bike Network Broadway had the highest incidence of EXPOSITION BLVD Santa Monica STEWART ST C ollege collisions involving people on bikes, which is 26TH ST Protected Bikeways Edison related to the high level of activity. Elementary Five-Year Vision

Franklin McKinley Grant Elementary Elementary CLOVERFIELD BLVD Elementary Longer-Term Vision Existing bike lanes begin at 5th Street and extend east of the city limits to the intersection 20TH ST Existing & Planned Bike Network with Santa Monica Boulevard. A segment Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica of protected bike lanes is already in place College OCEAN PARK BLVD

John Adams DEWEY ST Middle Lincoln between 16th Street and 20th Street. The Bike Will R ogers

WILSHIRE BLVD Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary

Action Plan Amendment proposes converting SAN VICENTE BLVD

ARIZONA AVE the bike lanes between 5th Street and 26th 11TH ST PICO BLVD COLORADO AVE 11TH ST

OLYMPIC BLVD MONTANA AVE SMC Madison Street to parking-protected bike lanes by C ampus Roosevelt Elementary LINCOLN BLVD repurposing the center left turn lane. At Olympic 7TH ST High School Notes: The Colorado Avenue protected intersections, left-turn lanes can be maintained 6TH ST bikeway is westbound only. Santa Monica

WASHINGTON AVE High S chool John Muir E lementary by removing a few parking spaces. Bus islands 4TH ST SMASH can be added at bus stops. MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

44 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 38 collisions Existing on-street parking ` Downtown Santa Monica involving people will remain, bicycling ` Colorado Center Park a few spaces from 2014 through will be removed ` 11th, 14th, and 17th Street 1 2018. at intersections Bikeways where left-turn ` PS1 Pluralistic School lanes are needed.

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS

In the top 15 busiest bikeways The existing bike lanes on Broadway Bus stops at 5th Street in Santa Monica with over 5,600 have a level-of-traffic stress score of and between 18th Street shared bike and scooter trips 2—suitable for interested but concerned and 20th Street will 2 per month. bicyclists. The design will achieve a level be incorporated into of traffic stress score of 1, suitable for protected bikeway design. all ages and abilities. The center turn lane is 1 2 3 4 repurposed to make room for the protected bikeway.

Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 45 Broadway

ACTING ON A FIVE-YEAR VISION 5th to 26th | Existing Condition

BROADWAY Existing Cross-Section 5TH TO 26TH

Sidewalk Parking LaneBike LaneTravel Lane Center Turn LaneTravel LaneBike LaneParking Lane Sidewalk

Broadway 5th to 26th | Typical56’ Proposed

Proposed Cross-Section 5TH TO 26TH

6’ 4’ 7’ 11’ 11’ 7’ 4’ 6’ SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane Parking BuerLane Bike LaneSidewalk

56’

46 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

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2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 47 ACTING ON A FIVE-YEAR VISION

COLORADO AVENUE | 5TH ST TO 17TH ST

A protected bikeway on Colorado Avenue will Corridor Location Map connect to the existing two-way protected bikeway on the Esplanade, which runs CENTINELA AVE from the Santa Monica Pier entrance to the Five-Year Protected CENTINELA AVE Downtown Expo station. The Expo light rail Bikeway Corridor line runs down the center of Colorado to 17th. Existing/Planned Bike Network EXPOSITIONSTEWART BLVD ST Vehicle travel lane width on the south side Santa Monica C ollege prohibits a protected bike lane. However, by 26TH ST Protected Bikeways Edison removing parking on the north side of the Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary street, a westbound protected bike lane can Elementary Longer-Term Vision be installed, serving as an extension of the 20TH ST Existing & Planned Bike Network Expo corridor bike path into downtown and Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica connecting to the protected bike lanes on College OCEAN PARK BLVD

John Adams DEWEY ST Middle 17th. The narrower south side of Colorado Lincoln Will R ogers

WILSHIRE BLVD Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary would have shared lane markings.

SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD COLORADO AVE 11TH ST

OLYMPIC BLVD MONTANA AVE SMC Madison C ampus

Roosevelt Elementary LINCOLN BLVD Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica

WASHINGTON AVE High S chool John Muir E lementary 4TH ST SMASH

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

48 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 7 collisions Removes existing parking on ` Downtown Santa Monica Expo involving people the north side Station bicycling of the street. ` 17th St Expo Station and Expo from 2014 through Bike Path 2018.1

` Memorial Park

` Crossroads Elementary School

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS In the top 15 busiest bikeways The existing bike facilities on Colorado Intersection design is crucial at both in Santa Monica with over 3,500 have a level-of-traffic stress score of 3, termini—at 17th St to accommodate shared bike and scooter trips suitable only for confident bicyclists. cyclists accessing the planned protected per month.2 The design will achieve a level of traffic bikeway on 17th and the Expo bike stress score of 1, suitable for path and at 5th St to transition cyclists all ages and abilities. smoothly from the two-way protected bikeway. 1 2 3 4 Bus stops will be accommodated into Least Most design. stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 49 ACTING ON A FIVE-YEAR VISION Colorado 5th to 7th | Existing Condition

COLORADO AVENUE Existing Cross-Section 5TH TO 7TH

SidewalkBike Lane Travel Lane Light Rail Shared TravelSidewalk /Bike Lane

Colorado60’ 5th to 7th | Typical Proposed

Proposed Cross-Section 5TH TO 7TH

11’3’6’ 28’ 12’ SidewalkBike LaneBu er Travel Lane Light Rail Shared TravelSidewalk /Bike Lane

60’

50 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT Colorado CHAPTER 3 7th to 17th | Existing Condition

COLORADO AVENUE Existing Cross-Section 7TH TO 17TH

SidewalkParking Lane Shared Travel Light Rail Shared TravelSidewalk /Bike Lane /Bike Lane

Colorado60’ 7th to 17th | Typical Proposed

Proposed Cross-Section 7TH TO 17TH

11’3’6’ 28’ 12’ SidewalkBike LaneBu er Travel Lane Light Rail Shared TravelSidewalk /Bike Lane

60’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 51 ACTING ON A FIVE-YEAR VISION

OCEAN AVENUE | MONTANA AVE TO PICO BLVD

Ocean Avenue gives residents and visitors Corridor Location Map access to parks, the beach, the Santa Monica Pier, and numerous hotels and dining options. CENTINELA AVE It is by far the most heavily visited corridor by Five-Year Protected CENTINELA AVE people riding scooters and Breeze bikeshare, Bikeway Corridor but conditions are very uncomfortable (LTS Existing/Planned Bike Network EXPOSITION BLVD 4), and it has a high incidence of collisions. Santa Monica STEWART ST C ollege The nature of the street changes a few times 26TH ST Protected Bikeways Edison between Montana Avenue and Pico Boulevard. Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary There are currently bike lanes the entire way, Elementary Longer-Term Vision and multiple bus routes use Ocean Avenue. 20TH ST Existing & Planned Bike Network

The Bike Action Plan Amendment proposes Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica College OCEAN PARK BLVD a two-way cycle track on the west side of John Adams DEWEY ST Middle Lincoln Will R ogers

WILSHIRE BLVD the street from California Avenue to Pico Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary

Boulevard. North of California, a two-way cycle SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD COLORADO AVE 11TH ST

OLYMPIC BLVD

track along the park could potentially replace MONTANA AVE SMC Madison C ampus the interim design of a protected bike lane on Roosevelt Elementary LINCOLN BLVD Olympic the east side and buffered bike lane on the 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. west side. Santa Monica WASHINGTON AVE High S chool John Muir E lementary 4TH ST SMASH

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

52 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 7 collisions Removes existing parking on ` Tongva Park involving people the west side bicycling ` Palisades Park of the street from 2014 through between ` 1 Santa Monica Pier 2018. California Ave ` Downtown and Pico Blvd.

` Montana Ave Bikeway

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS

Busiest bikeway in Santa The existing bike lanes on Ocean Ave Intersection design will need to Monica with over 15,000 have a level-of-traffic stress score of accommodate cyclists accessing the shared bike and scooter 4, suitable only for strong and fearless two-way cycle track from directional 2 trips per month. bicyclists. The design will achieve a level bike lanes at California Avenue. of traffic stress score of 1, suitable for Bus stops will be all ages and abilities. accommodated into design. 1 2 3 4

Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 53 ACTING ON A FIVE-YEAR VISION

OCEAN AVENUE OCEAN AVENUE

Existing Cross-SectionOcean Avenue Existing Cross-Section Ocean Avenue MONTANACalifornia TO CALIFORNIA to Montana | Existing Condition CALIFORNIACalifornia TO to OLYMPIC Colorado | Existing Condition

Sidewalk Parking Lane Bike Lane Travel Lane Travel Lane Bike LaneParking LaneSidewalk Sidewalk Parking LaneBike Lane Travel Lane Travel Lane Left Turn LaneTravel Lane Travel LaneBike LaneParking LaneSidewalk

76’ 76’

Proposed Cross-Section Proposed Cross-Section Ocean Avenue Ocean Avenue MONTANA TO CALIFORNIA CALIFORNIA TO OLYMPIC California to Montana | Typical Proposed with Angled Parking California to Colorado | Typical Proposed At Intersections

34’ 5’ 2’ 10’ 10’ 7’ 3’ 5’ 6’5.5’5.5’ 11’ 10’ 10’ 10’ 11’ 7’ Sidewalk Angled Parking Bike BuerLane Travel Lane Travel Lane ParkingBuer LaneBike LaneSidewalk SidewalkBike LaneBike LanePedestrian TravelIsland Lane Travel Lane Left Turn LaneTravel Lane Travel Lane Parking LaneSidewalk

76’ 76’

54 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3 Ocean Avenue Pico to Olympic | Existing Condition OCEAN AVENUE

Existing Cross-Section OLYMPIC TO PICO

Sidewalk Parking LaneBike Lane Travel Lane Travel Lane Median Travel Lane Travel LaneParking LaneSidewalk

84’

Ocean Avenue Pico to Olympic | Typical Proposed

Proposed Cross-Section OLYMPIC TO PICO

4’7’7’ 11’ 10’ 16’ 10’ 11’ 8’ Sidewalk Bike Lane Bu er Travel Lane Travel Lane Median Travel Lane Travel Lane Parking LaneSidewalk

84’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 55 ACTING ON A FIVE-YEAR VISION

PEARL STREET | 16TH ST TO 20TH ST

The Pearl Street protected bikeway provides Corridor Location Map access to two key destinations: Santa Monica College and John Adams Middle School. CENTINELA AVE Currently there are bike lanes on Pearl Street Five-Year Protected CENTINELA AVE from east of Lincoln Boulevard to Centinela Bikeway Corridor Avenue. The busy section in front of the Existing/Planned Bike Network EXPOSITIONSTEWART BLVD ST college, between 16th Street and 20th Street, Santa Monica C ollege is the focus for an upgrade to a protected 26TH ST Protected Bikeways Edison bikeway that will connect to existing lower- Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary stress facilities on Pearl and 16th, where there Elementary Longer-Term Vision is less automobile traffic. Perpendicular parking 20TH ST Existing & Planned Bike Network in front of Santa Monica College limits drivers’ Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica sight lines and is therefore an uncomfortable College OCEAN PARK BLVD

John Adams DEWEY ST Middle and threatening location to bike as people Lincoln Will R ogers

WILSHIRE BLVD Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary back out of parking spaces.

SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD COLORADO AVE 11TH ST

OLYMPIC BLVD The Bike Action Plan Amendment proposes a MONTANA AVE SMC Madison C ampus two-way cycle track, maintaining perpendicular Roosevelt Elementary LINCOLN BLVD Olympic parking on one side and replacing it with 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica

parallel parking on the other. Parking needs WASHINGTON AVE High S chool John Muir E lementary 4TH ST SMASH and advanced design should be assessed in

MAIN ST collaboration with Santa Monica college. OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

56 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 1 collision involving Replaces perpendicular parking ` Santa Monica College a person bicycling with parallel parking on one ` John Adams Middle School from 2014 through 2018.1 side of the street ` Existing bike lanes on Pearl —off-street parking and 16th Streets lots nearby may be able to meet the demand.

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS

In the top 35 busiest bikeways The existing bike lanes on Pearl Street Intersection design will need to in Santa Monica with over 850 have a level-of-traffic stress score of transition cyclists smoothly from the shared bike and scooter trips 2—suitable for interested but concerned two-way cycle track to 2 per month. bicyclists. The design will achieve a level directional bike lanes. of traffic stress score of 1, suitable for all ages and abilities.

1 2 3 4

Least Most stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 57 ACTING ON A FIVE-YEAR VISION

Pearl St PEARL STREET 16th to 17th | Existing Condition Existing Cross-Section 16TH TO 18TH*

Sidewalk Perpendicular Bike Lane & Travel Lane Travel Lane Bike Lane & Perpendicular Sidewalk Parking Slip Lane Slip Lane Parking

50’

*Existing cross-section between 17th Street and 18th Street differs from the above in that there is parallel parking on the south side in place of perpendicular parking. Pearl St 16th to 17th | Typical Proposed

Proposed Cross-Section 16TH TO 18TH

11’ 11’ 6’8’ 7’ 7’ Sidewalk Parking Lane Travel Lane Travel Lane Parking LaneBuer Bike Lane Sidewalk

50’

58 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Pearl St PEARL STREET 18th to 20th | Existing Condition Existing Cross-Section 18TH TO 20TH

Sidewalk Parking LaneTravel Lane Travel LaneBike LaneParking LaneSidewalk

40’

Pearl St 18th to 20th | Typical Proposed

Proposed Cross-Section 18TH TO 20TH

11’ 11’ 4’ 7’ 7’ Sidewalk Travel Lane Travel LaneBuer Bike Lane Sidewalk

40’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 59 ACTING ON A FIVE-YEAR VISION

PICO BOULEVARD | OCEAN AVE TO 6TH ST

A protected bikeway on Pico Boulevard from Corridor Location Map Ocean Avenue to 6th Street closes a major gap in the low-stress network, providing the Pico Neighborhood with more direct access CENTINELA AVE Five-Year Protected CENTINELA AVE to the beach and serving Santa Monica High Bikeway Corridor School. Pico is a busy arterial with no existing Existing/Planned Bike Network bike facilities except for a block-long segment EXPOSITION BLVD Santa Monica STEWART ST C ollege of two-way cycle track that provides a key link 26TH ST Protected Bikeways Edison along the Michigan Avenue Neighborhood Elementary Five-Year Vision

Franklin McKinley Grant Greenway (MANGo) westward to the beach Elementary Elementary CLOVERFIELD BLVD Elementary Longer-Term Vision and southward via the 6th Street neighborhood greenway. 20TH ST Existing & Planned Bike Network

Santa Existing or Planned Bike Facility

CALIFORNIA AVE

BROADWAY Monica The Bike Action Plan Amendment proposes a College OCEAN PARK BLVD John Adams DEWEY ST Middle Lincoln protected bike lane connection from Ocean Will R ogers

WILSHIRE BLVD Middle SANTA MONICA BLVD 14TH ST 14TH ST Elementary

Avenue to MANGo by removing one travel SAN VICENTE BLVD

ARIZONA AVE 11TH ST PICO BLVD lane in each direction in the segments where COLORADO AVE 11TH ST

OLYMPIC BLVD MONTANA AVE SMC Madison vehicle volumes on Pico Boulevard are much C ampus Roosevelt Elementary LINCOLN BLVD lower. Design considerations include bus stops, Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. a central landscaped median from 4th Street Santa Monica

WASHINGTON AVE High S chool John Muir E lementary to 6th Street, and the need to transition to the 4TH ST SMASH two-way cycle track at 6th Street. MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020

60 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Needs and Benefits Design Considerations

DESTINATIONS & SAFETY PARKING CONNECTIONS 17 collisions Does not impact ` Santa Monica High School involving people on-street parking bicycling ` Civic Center and may provide from 2014 through opportunities to add ` Beach 2018. Includes identified parking or loading ` 6th Street Neighborhood high priority Vision Zero spaces. Greenway intersection 4th and Pico which has had 1 fatality and 2 severe injuries.1

EXISTING DEMAND COMFORT KEY DESIGN ELEMENTS

In the top 20 busiest There is no bike facility on Pico today. Intersection design will need to bikeways in Santa Monica with Pico has a level-of-traffic stress score of transition cyclists smoothly from the over 2,100 shared bike and 4, suitable only for strong and fearless directional protected 2 scooter trips per month. bicyclists. The design will achieve a level bikeway to MANGo. of traffic stress score of 1, suitable for Design will have to work all ages and abilities. with the Fire Department 1 2 3 4 to ensure there is sufficient emergency vehicle access between 4th and 6th

Least Most where there is a raised median. stressful stressful

1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020. 2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 61 Pico Boulevard ACTING ON A FIVE-YEAR VISION Ocean to 4th | Existing Condition

PICO BOULEVARD Existing Cross-Section OCEAN TO 4TH

Sidewalk Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Parking LaneSidewalk

Pico Boulevard60’ Ocean to 4th | Typical Proposed

Proposed Cross-Section OCEAN TO 4TH

5’ 3’ 7’ 10’ 10’ 10’ 7’ 3’ 5’ SidewalkBike LaneBuer Parking LaneTravel Lane Travel Lane Travel LaneParkingBuer LaneBike LaneSidewalk

60’

62 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT Pico Boulevard CHAPTER 3 4th to 6th | Existing

PICO BOULEVARD Existing Cross-Section 4TH TO 6TH

Sidewalk Travel Lane Travel Lane Median Travel Lane Travel LaneParking LaneSidewalk

Pico Boulevard60’ 4th to 6th | Typical Proposed

Proposed Cross-Section 4TH TO 6TH

7’ 4’ 11’ 5’ - 9’ 11’ 7’ 5’ 6’ SidewalkBike LaneBuer Travel Lane Median Travel Lane Parking BuerLane Bike LaneSidewalk (and/or left-turn, width varies)

60’

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 63 ACTING ON A FIVE-YEAR VISION

LONGER-TERM VISION

Projects beyond the five-year horizon are also The primarily east-west longer-term corridors critical to achieving a holistic citywide safe and combine with the primarily north-south five- low-stress bicycle network. A combination of year corridors to create a holistic protected different bikeway types and interim design bikeway network citywide. While this Bike solutions were explored to advance more Action Plan Amendment will guide Santa corridors into the five-year protected bikeway Monica’s bicycle infrastructure work over the vision. Ultimately, corridors with significantly next five years, implementation of longer-term more complex design constraints were corridors within the Santa Monica Bikeway identified for the longer-term bikeway vision or Network Vision can also be advanced if future priority connections. This section profiles opportunities arise. the five longer-term PBL corridors, which total 14 lane miles. Santa Monica’s five-year and longer-term protected bikeway network

Longer-term corridors are critical components CENTINELA AVE CENTINELA AVE of the citywide protected bikeway network, but require significantly more trade-offs, such EXPOSITION BLVD Santa Monica STEWART ST as parking or travel lane loss, and will require C ollege 26TH ST Protected Bikeways Edison more planning, design, and community Elementary Five-Year Vision Franklin McKinley Grant Elementary CLOVERFIELD BLVD Elementary engagement than the five-year time horizon Elementary Longer-Term Vision would allow. Like the five-year vision, the 20TH ST Bike Network: Existing and in Design

Santa Bike Path CALIFORNIA AVE Monica OCEAN PARK BLVD longer-term protected bikeway network College Protected Bike Lane

BROADWAY

MONTANA AVE John Adams DEWEY ST Middle Lincoln Buffered Bike Lane Will R ogers vision is made up of streets where protected Middle 14TH ST 14TH ST Elementary Bike Lane

WILSHIRE BLVD SAN VICENTE BLVD Bike Boulevard

ARIZONA AVE bikeways are desired as critical connections SANTA MONICA BLVD 11TH ST OLYMPIC BLVD 11TH ST Bike Route SMC Madison COLORADO AVE between schools, parks, and employment C ampus

Roosevelt PICO BLVD Elementary LINCOLN BLVD Olympic centers. The corridors provide connections 7TH ST High School 6TH ST Santa Monica High S chool John Muir E lementary between local commercial areas and adjacent 4TH ST SMASH

WASHINGTON AVE neighborhoods such as Montana Avenue and MAIN ST OCEAN AVE PALISADES BEACH RD Main Street. BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created June, 2020

64 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

ARIZONA AVENUE | OCEAN AVE TO CENTINELA AVE

The Arizona Avenue protected bikeway would enhance the existing east-west bicycle lane, connecting from Palisades Park to Centinela Needs and Benefits Design Considerations Avenue. The Bike Action Plan Amendment proposes two-way protected bikeway from EXISTING DEMAND PARKING Ocean Avenue to Centinela Avenue by utilizing In the top 15 busiest bikeways Existing parking on one-side of the existing right-of-way and removing parking in Santa Monica with over 3,700 street will remain. on one side of the street between 26th Street shared bike and scooter trips Parking on and Centinela Avenue. Arizona Avenue serves per month. one side of the transit in Downtown Santa Monica, and design street will be considerations will be made to support loading removed from and ensure safe interactions between people 26th Street to walking and bicycling. The corridor will provide Centinela Ave. access to local schools and medical centers.

Corridor Location Map COMFORT KEY DESIGN ELEMENTS

CENTINELA AVE The existing bike lanes on Arizona Ave A two-way protected bicycle STEWART ST have a level-of-traffic stress score of lane provides safe 26TH ST Protected Bikeways Five-Year2—suitable Vision for interested but concerned facilities in a compact Longer-Term Vision

WILSHIRE BLVD bicyclists. The design will achieve a level Existing & Planned Bike Network fashion to balance PICO BLVD Existingof or Planned traffic Bike Facility stress score of 1, suitable for other needs along the

BROADWAY

CALIFORNIA AVE

DEWEY ST 14TH ST OCEAN PARK BLVD

ARIZONA AVE all ages and abilities. street. 11TH ST 11TH ST

SAN VICENTE BLVD

COLORADO AVE

OLYMPIC BLVD MONTANA AVE LINCOLN BLVD Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. 1 2 3 4 4TH ST

WASHINGTON AVE OCEAN AVE MAIN ST

0 0.25 0.5 Least Miles Most Data obtained from the City of Santa Monica Map created February, 2020stressful stressful Five-Year Protected Bikeway Corridor Longer-Term Protected Bikeway Corridor

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 65 ACTING ON A FIVE-YEAR VISION

MONTANA AVENUE | FROM OCEAN AVE TO 21ST ST

The Montana Avenue protected bikeway would enhance the existing east-west bicycle lane along Montana’s commercial corridor Needs and Benefits Design Considerations from Palisades Park to 21st Street. The Bike Action Plan Amendment proposes a two-way EXISTING DEMAND PARKING protected bikeway from Ocean Avenue to In the top 20 busiest bikeways Parking would be removed on 21st Street by utilizing existing right-of-way in Santa Monica with over 2,000 one side of the street. and removing parking from one side of shared bike and scooter trips the street between Ocean Avenue and 7th per month. Street. In addition to the protected bikeway, design considerations will be made to ensure pedestrian connectivity and loading zones continue to support the vibrant neighborhood- scale commercial activity.

Corridor Location Map COMFORT KEY DESIGN ELEMENTS CENTINELA AVE The existing bike lanes on Montana Ave Bus stops and STEWART ST have a level-of-traffic stress score of 3— 26TH ST Protected Bikeways loadings zones will Five-Year Vision Longer-Termsuitable Vision only for confident bicyclists. The be accommodated in

WILSHIRE BLVD Existing & Planneddesign Bike Network will achieve a level of traffic stress the redesign of the PICO BLVD Existing or Planned Bike Facility

BROADWAY score of 1, suitable for CALIFORNIA AVE corridor as well. DEWEY ST 14TH ST OCEAN PARK BLVD ARIZONA AVE all ages and abilities. 11TH ST 11TH ST Curb extensions may need to be

SAN VICENTE BLVD

COLORADO AVE

OLYMPIC BLVD MONTANA AVE LINCOLN BLVD removed at some locations. Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. 4TH ST 1 2 3 4

WASHINGTON AVE OCEAN AVE MAIN ST

0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020Least Most Five-Year Protected Bikeway Corridor stressful stressful Longer-Term Protected Bikeway Corridor

66 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

CALIFORNIA AVENUE | OCEAN AVE TO 17TH ST

The California Avenue protected bikeway would enhance the existing east-west bicycle lane from Palisades Park to 17th Street, Needs and Benefits Design Considerations including access to Lincoln Middle School and St. Monica High School. The Bike Action Plan EXISTING DEMAND PARKING Amendment proposes two-way protected In the top 25 busiest bikeways Parking would be removed on bikeway from Ocean Avenue to 17th Street by in Santa Monica with over 1,650 one side of the street. utilizing existing right-of-way and removing shared bike and scooter trips parking. This enhanced facility will support per month. neighborhood connectivity, providing access to local schools and parks.

Corridor Location Map

CENTINELA AVE COMFORT KEY DESIGN ELEMENTS The existing bike lanes on California A two-way protected bicycle STEWART ST 26TH ST Protected BikewaysAve have a level-of-traffic stress score of Five-Year Vision lane provides safe Longer-Term2—suitable Vision for interested but concerned facilities in a compact

WILSHIRE BLVD Existing & Planned Bike Network PICO BLVD Existingbicyclists. or Planned Bike Facility The design will achieve a level fashion to balance

BROADWAY

CALIFORNIA AVE

DEWEY ST 14TH ST OCEAN PARK BLVD of traffic stress score of 1, suitable for other needs along the

ARIZONA AVE 11TH ST 11TH ST all ages and abilities. SAN VICENTE BLVD street.

COLORADO AVE

OLYMPIC BLVD MONTANA AVE LINCOLN BLVD Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. 4TH ST 1 2 3 4

WASHINGTON AVE OCEAN AVE MAIN ST

0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020Least Most Five-Year Protected Bikeway Corridor stressful stressful Longer-Term Protected Bikeway Corridor

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 67 ACTING ON A FIVE-YEAR VISION

MAIN | PICO BLVD TO DEWEY ST

Main Street is one of Santa Monica’s key commercial corridors, providing destinations for local residents and visitors along the beach, Needs and Benefits Design Considerations and connecting Santa Monica to Venice Beach. The Bike Action Plan Amendment proposes EXISTING DEMAND PARKING a protected bikeway to enhance existing In the top ten busiest bikeways Design would build off of the Al Fresco bicycle lanes from Pico Boulevard to Marine by in Santa Monica with over 6,800 Main Street Configuration which removing a parking lane or a center turn lane. shared bike and scooter trips removed the center turn lane and This project contributes to the designation per month. expanded Parklet of the corridor as a Zero Emissions Zone, space in the and builds off of the successful Al Fresco parking lane for reconfiguration of Main Street that expanded outside merchant Parklet space for businesses with a future use. design that adds a protected bikeway and maintains expanded space for merchants. Corridor Location Map COMFORT KEY DESIGN ELEMENTS CENTINELA AVE The existing bike lanes on Main St have a Zero Emissions STEWART ST level-of-traffic stress score of 3—suitable 26TH ST Protected Bikeways Zone would be Five-Yearonly Vision for confident bicyclists. The design Longer-Term Vision enhanced by creating a

WILSHIRE BLVD Existing & Plannedwill Bike achieve Network a level of traffic stress score safer and more inviting PICO BLVD Existing or Planned Bike Facility of 1, suitable for

BROADWAY

CALIFORNIA AVE facility to people DEWEY ST 14TH ST OCEAN PARK BLVD ARIZONA AVE all ages and abilities. to bicycle on. Bus 11TH ST 11TH ST

SAN VICENTE BLVD

COLORADO AVE

OLYMPIC BLVD MONTANA AVE LINCOLN BLVD stops and loading zones would be Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. 4TH ST 1 2 3 4 accommodated through a redesign of

WASHINGTON AVE OCEAN AVE MAIN ST the corridor.

0 0.25 0.5 Miles Data obtained from the CityLeast of Santa Monica Most Map created February, 2020 Five-Year Protected Bikeway Corridor stressful stressful Longer-Term Protected Bikeway Corridor

68 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

STEWART | OLYMPIC BLVD TO PEARL ST

Protected bike lanes on Stewart Street will support north-south connectivity in eastern Santa Monica. The Bike Action Plan Needs and Benefits Design Considerations Amendment proposes enhancing existing bicycle lanes into protected bikeways across EXISTING DEMAND PARKING two residential blocks by removing parking In the top 35 busiest bikeways in Parking would be removed on on both sides of the street. This facility would Santa Monica with over 750 shared both sides of the street. continue a planned protected bikeway along bike and scooter trips per month. Stewart Street north of Kansas Avenue.

Corridor Location Map

CENTINELA AVE COMFORT KEY DESIGN ELEMENTS The existing bike lanes on Arizona Ave STEWART ST Turn lanes 26TH ST Protected Bikeways Five-Yearhave Vision a level-of-traffic stress score of 3— may need to Longer-Termsuitable Vision only for confident bicyclists. The

WILSHIRE BLVD be removed at Existing & Planned Bike Network PICO BLVD Existingdesign or Planned Bike Facilitywill achieve a level of traffic stress intersections.

BROADWAY

CALIFORNIA AVE

DEWEY ST 14TH ST OCEAN PARK BLVD score of 1, suitable for

ARIZONA AVE

11TH ST 11TH ST SAN VICENTE BLVD all ages and abilities.

COLORADO AVE

OLYMPIC BLVD MONTANA AVE LINCOLN BLVD Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. 4TH ST

WASHINGTON AVE 1 2 3 4 OCEAN AVE MAIN ST

0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created February, 2020Least Most Five-Year Protected Bikeway Corridor stressful stressful Longer-Term Protected Bikeway Corridor

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 69 ACTING ON A FIVE-YEAR VISION

FUTURE PRIORITY CONNECTIONS

Future Priority Connections are important links ` Protected bike lanes on neighborhood streets are in areas where the street is not that complement the Five-Year and Longer- wide enough to accommodate a protected Term vision projects. Many of them are a high bikeway and maintain the existing parking priority for community members. They are and may require substantial parking removal. labeled as “future priority connections” not ` Neighborhood greenways accommodate all because they are less important than the five- modes of travel and parking on smaller local year and longer-term networks, but because streets by using intensified traffic calming, their implementation could require large enhanced signage, and landscaping to scale changes in motor vehicle routes or curb reduce motor-vehicle volume or speed. These design elements improve rider management to prioritize people bicycling. comfort and provide a low-stress condition The Future Priority Connections will require that is conducive and suitable for local A neighborhood greenway with a traffic diverter. more resources, more extensive planning and neighborhood travel. Source: Nelson\Nygaard design, and deeper community conversations Major changes in curb management or to explore the potential for reallocating street motor vehicle routes require data collection, space for protected bike lanes or choosing a localized evaluation, and proactive community different facility type. engagement. Additionally, some locations are dependent upon additional inter- and Future Priority Connections are located in intra-agency coordination. For example, areas dominated by single and multi-family coordination with other City departments will residential land uses, and feature roadways be crucial for the Santa Monica Airport Park. that are constrained to the point that a Community groups have emphasized that the protected bikeway may not be feasible at all. future park should include a micro-network This means the future priority network falls of protected bikeways that provide safe and into two main categories: protected bike lanes comfortable access to and through the park. on neighborhood streets and neighborhood A protected bike lane in a residential setting in Streets like Dewey and San Vicente Boulevard greenways. Cambridge, MA. will require additional coordination with the Source: Nelson\Nygaard City of Los Angeles to fully implement a low- stress network.

70 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT CHAPTER 3

Santa Monica’s five-year and longer-term protected bikeway network with future priority connections

CENTINELA AVE CENTINELA AVE P

EXPOSITION BLVD Santa Monica STEWART ST C ollege 26TH ST Protected Bikeways Edison Elementary Five-Year Vision Franklin McKinley CLOVERFIELD BLVD Grant Elementary Elementary Elementary Longer-Term Vision

Priority Connections 20TH ST Future Priority Connection

Santa CALIFORNIA AVE Monica OCEAN PARK BLVD College Existing & Planned Bike Network

BROADWAY

MONTANA AVE John Adams DEWEY ST Middle Existing or Planned Bike Facility Lincoln Will R ogers 14TH ST Middle 14TH ST Elementary

WILSHIRE BLVD

SAN VICENTE BLVD

ARIZONA AVE

SANTA MONICA BLVD

11TH ST OLYMPIC BLVD 11TH ST SMC Madison COLORADO AVE C ampus

Roosevelt PICO BLVD Elementary LINCOLN BLVD Olympic 7TH ST High School Notes: The Colorado Avenue protected 6TH ST bikeway is westbound only. Santa Monica High S chool John Muir E lementary 4TH ST SMASH

WASHINGTON AVE

MAIN ST OCEAN AVE PALISADES BEACH RD BARNARD WAY 0 0.25 0.5 Miles

Data obtained from the City of Santa Monica Map created June, 2020

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 71

TAKING THE NEXT STEPS

The Bike Action Plan Amendment creates The five-year vision was developed to be easily an implementation strategy for the bikeway implemented within a short time frame. The network that advances a citywide protected detailed design process will involve a higher bike lane network in the next five years, degree of community engagement subsequent elevates the City’s possibilities for successfully to realizing funding. The longer term vision obtaining outside grant funding, and continues will require additional technical and feasibility progress towards the community’s climate, analyses to determine the specifics of the safety, and mobility goals. Importantly, it builds projects that best meet the community’s needs. in resilience in these uncertain economic times by providing safer bikeways to connect people with the places they need to go.

Bike Action Plan Amendment next steps

2020 Bike Fund Design Pilot Build Action Plan Secure outside Work with partners to Find opportunities for Fully develop a funding for protected design 5-year priority demonstration and protected bikeway Amendment bikeways proposed in protected bikeway interim protected network that advances Amendment corridors bikeways Santa Monica’s goals

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 73 NEXT STEPS

Project sequencing and implementation of the ` Document roles and responsibilities for Existing, funded, planned, and five-year five-year vision continue to be guided by the the cleaning, sweeping, and maintenance vision lane miles of protected bike lanes and associated planning, design, and engagement actions of micro-mobility parking during initial project the 2011 plan, with the following additions: development. Status Lane Miles ` Prioritize design and construction of the five ` Include representatives from Fire, Big Blue year protected bikeway vision. Bus, Police, and RRR in planning and design. EXISTING PBL 1.8 ` Seek creative funding sources including ` Explore respacing bus stops and general innovative funding sources to advance the improvements to operations during corridor FUNDED PBL 3.2 network rapidly. design with Big Blue Bus.

` Use low-cost interim improvements to ` Continue to explore slower streets and 1.3 advance projects and inform final design traffic diverters to implement neighborhood PLANNED PBL before final construction funding is secured. greenways as part of the future vision.

` Proactively involve community members in ` Amend policy and legal challenges to FIVE-YEAR VISION PBL 15.3 the planning and design of on-street and enable bus-bike shared lanes. other amenities that will be vital to creating safer and secure bikeways for all people ` Continue to use the 2011 Bike Action Plan TOTAL IN 2025 21.6 living, working and visiting Santa Monica. to take to implement other facilities as the opportunity arises. ` Aim to implement intersecting north/south and east/west corridors simultaneously to amplify the network benefits and streamline outreach and design.

` Prioritize and coordinate protected bikeway implementation as part of pavement management, wastewater main, and stormwater planning.

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Five-year vision lane miles and facility types

Street Lane Miles BAP Facility Type Existing Facility Type BAPA Facility Type

11TH ST – WILSHIRE BLVD 2.0 Buffered Bike Lane Buffered Bike Lane Protected Bike Lane TO PICO BLVD

14TH ST – WASHINGTON 2.6 Buffered Bike Lane Buffered Bike Lane Protected Bike Lane AVE TO PICO BLVD

26TH ST – BROADWAY TO 0.7 Shared Lanes Bike Lane Protected Bike Lane OLYMPIC BLVD

6TH ST - MONTANA AVE TO 2.1 Buffered Bike Lane Bike Lane Protected Bike Lane COLORADO AVE

BROADWAY – 5TH ST TO 3.2 Buffered Bike Lane Buffered Bike Lane Protected Bike Lane 26TH ST

COLORADO AVE – 5TH ST 0.9 Shared Lanes/None Shared Lanes Protected Bike Lane WB, TO 17TH ST Shared Lane EB

2.5 Buffered Bike Lane Bike Lane Two-way Protected Bike Lane (Pico OCEAN AVE – MONTANA to California), NB Protected Bike AVE TO PICO BLVD Lane/SB Buffered Bike Lane (Califor- nia to Montana)

PEARL ST – 16TH ST TO 0.5 Bike Lane Bike Lane Two-Way Protected Bike Lane 18TH ST

PICO BLVD – OCEAN AVE TO 0.8 None None Protected Bike Lane 6TH ST

TOTAL TO BUILD 15.3

2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 75 NEXT STEPS

76 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT Endnotes 1 Based on PM peak hour counts taken in September 2013 and October 2017 at the intersections of 2nd Street and Colorado Avenue and 4th Street and Colorado Avenue. 2 City of Santa Monica Transportation Survey (2017). https://www.smgov.net/departments/pcd/agendas/Planning-Commission/2017/20170301/s2017030108AA.pdf 3 Route Infrastructure and the Risk of Injuries to Bicyclists: A Case-Crossover Study – American Journal of public Health https://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2012.3007 62?journalCode=ajph 4 City of Santa Monica Climate Action and Adaptation Plan (2019). 5 City of Santa Monica Transportation Survey (2017). https://www.smgov.net/departments/pcd/agendas/Planning-Commission/2017/20170301/s2017030108AA.pdf 6 Rust, Susan (June 25, 2020). “Bicycles have enjoyed a boom during the pandemic. Will it last as car traffic resumes?” Los Angeles Times. https://www.latimes.com/california/ story/2020-06-25/bicycle-business-is-exploding-during-covid-19-will-it-last 7 Economic Influence of Bicycle and Pedestrian Street Improvement (2020). https://wsd-pfb-sparkinfluence.s3.amazonaws.com/uploads/2020/03/Economic-Impacts-of-Street- Improvements-summary-report.pdf 8 NACTO. Urban Bikeway Design Guide. https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/raised-cycle-tracks/ 9 Walk SF (2019). Getting to the Curb. https://walksf.org/wp-content/uploads/2019/12/getting-to-the-curb-report-final-walk-sf-2019.pdf 10 ibid. 11 Furth, Peter. Criteria for Level of Traffic Stress. http://www.northeastern.edu/peter.furth/criteria-for-level-of-traffic-stress/ MAKING BICYCLING SAFER IN SANTA MONICA

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