T&E AGENDA: 04/04/2016 ITEM: d (3) CITYOF ~ SAN JOSE Memorandum CAPITAL OF SILICON VALLEY TO: TRANSPORTATION AND FROM: Jim Ortbal ENVIRONMENT COMMITTEE SUBJECT: Bllill PLAN 2020 AND TRAIL DATE: March 21,2016 NETWORK ANNUAL REPORT Approved Date RECOMMENDATION Accept the Bike Plan 2020 and Trail Network Annual Repmt. BACKGROUND In the Envision San Jose 2040 General Plan and Bike Plan 2020, the City of San Jose adopted ambitious goals for increasing bicycle trips, reducing auto dependence, trips, and traffic congestion, and completing a 500 mile Citywide bikeway network. Implementation of the City's bikeway network is a collaborative effort by the Depattment ofTransp01tation (DOT) and the Parks, Recreation and Neighborhood Services Depa1tment (PRNS), with each depattment taking a lead role- DOT for on-street bikeways and PRNS for trails. Bike Plan 2020 and Trail Networl{ On November 17, 2009, the City Council unanimously approved Bike Plan 2020, the City's 10- year plan for being among the best cities in the country for bike riding. Bike Plan 2020 established a vision to become a City where bicycling is safe, convenient, and commonplace. The Plan lays out a 500-mile bikeway network including 400 miles of on-street bikeways and 100 miles of off-street trails (See Appendix A). The network includes a functional designation of"primary" (130 miles) and "secondary" (370 miles) bikeways. The primary network is a Citywide system of major bicycle conidors having a high standard of design that provides safe and convenient travel for bicyclists of all ages and abilities. Examples of"primary" bikeways include trails along the Guadalupe River and the Coyote and Los Gatos Creeks and on-street "green lanes" on Hedding and San Fernando Streets. Bike Plan 2020 established a 5% bicycle mode share goal for 2020, and the General Plan has a 15% bicycle mode share goal for 2040. PRNS is in the process of completing a Trails Strategic Plan that will be circulated for discussion this summer and fall as part of their Greenprint Update. TRANSPORTATION AND ENVIRONMENT COMMITTEE Subject: Bike Plan 2020 Annual Report March 2 I, 20 16 Page 2 of II Bay Area Bike Share In August 2013, the City pa1tnered with the Bay Area Air Quality Management District (Air District), Santa Clara Valley Transpmtation Authority (VT A), and four other cities (Mountain View, Palo Alto, Redwood City and San Francisco) to launch a public bike share system. This launch activated a total of 70 stations and 700 bikes system-wide, with 16 stations in downtown San Jose. Funding for Bike Share included capital costs for stations, bikes, and software, as well as approximately two years of operating costs. In 2015, the Metropolitan Transportation Commission (MTC) assumed responsibility for program management from the Air District. Also in2015, Motivate, the largest owner-operator of bike share systems in Nmth America purchased the Bay Area Bike Share (Bike Share) system from Alta Bicycle Share. As the new owner and operator of Bike Share, Motivate negotiated a new business model with MTC that will allow for expansion of the system from its existing 70 stations and 700 bikes system-wide ( 16 stations and 150 bikes in San Jose), to a total of 700 stations and 7,000 bikes system-wide (I 00 stations and 1,000 bikes in San Jose). This significant expansion will be entirely funded by system operating revenue and private-sponsors, requiring no public sector contribution. On December 1, 2015, the City Council approved a resolution authorizing the City Manager to enter into agreements to expand Bay Area Bike Share in San Jose from the current 16 stations to a total of 100 stations. In January 2016, the City and Motivate executed the agreements. System expansion in San Jose will occur in four phases over the next two years. ANALYSIS The analysis section of the repmt includes the following subsections: A. Bike Facilities and Safety Program Update B. Encouragement and Pattnerships C. Transportation Development Act, Alticle 3 Grant Allocations and Activities A. Bike Facilities and Safety Program Update During 2015, the City installed 21 new miles of on-street bikeways and enhanced 12 miles of existing bikeways bringing the system-wide total to 259 miles as of January 1, 2016. Appendix B details the specific bike lanes and project lin1its installed and enhanced in 2015. An important aspect of the expanding bikeway system is the diversity of designs and treatments being applied. As staff continues planning to deliver the safest, most useful and efficient system by 2020, each corridor is evaluated in terms of the most appropriate design and treatment with the goal of achieving sustained progress towards completion of Bike Plan 2020. TRANSPORTATION AND ENVIRONMENT COMMITTEE Subject: Bike Plan 2020 Annual Report March 21 , 2016 Page 3 of 11 Figure 1 provides examples of bikeway treatments installed within the City in 2015 and illustrates the variety of design solutions in the City's growing bikeway network used to advance Bike Plan 2020 goals. The selection of bikeway treatments that are implemented is context sensitive and influenced by a variety of factors including roadway width, number of travel lanes, traffic volume, traffic speed, and how the roadway connects to the broader Citywide network. Figure 1- Bil<.eway T reatments in San Jose Bike Route witlt Sltarrows (Foxwortlty Av) Basic Bike Lane (Witite Rd) Buffered Bike Lane (Tully Rd) Green Bike Lane (Silver Creek Valley Rd) TRANSPORTATION AND ENVIRONMENT COMMITTEE Subject: Bike Plan 2020 Annual Report March 21,2016 Page 4 of II Protected Bike Lane (River Oaks Pkwy) Guadalupe River Trail Bil<e Facility Installation Strategy and Results With the establishment of the Priority Street Network for Pavement Maintenance, the City has concentrated its limited street maintenance funding on the major Citywide street network. That has resulted in considerable alignment between the planned 400 mile on-street bikeway network and streets that are being prioritized for pavement maintenance. This alignment provides the opportunity to more holistically assess roadway corridors from a planning, operations, and maintenance perspective; and to apply limited transpmtation funds in a way that maximizes safety for all users, balances transpmtation uses, and enhances infrastructure conditions. In 2015, this approach resulted in roadway re-designs that addressed known safety concerns, allocated roadway space in a more orderly way for all users, and improved pavement conditions for driving and biking. Significant progress was achieved in terms of implementation of Bike Plan 2020. In 2016, DOT will continue this approach, with refinements based upon community feedback and lessons learned in 2015. The approach is expected to yield 14 ofthe 20 new bikeway projects through the Pavement Maintenance Program, with some notable planned projects such as Branham Lane, Hedding Street, and N. Fourth Street. As displayed in Table 1, the rate of bike lane installation in 2015 increased significantly from the previous five-year average of approximately 8 miles per year (January 2010 to December 2015). For 2016, the rate of accelerated installation is expected to continue with 26 additional miles prograrnn1ed that would bring the total miles of on-street bikeways to 285 by January 1, 2017. Table 1- On-street Bikeway Miles by Year (as of January 1) 2010 200 2015 238 2016 259 2017 285 2020 400 TRANSPORTATION AND ENVIRONMENT COMMITTEE Subject: Bilce Plan 2020 Annual Report March 21 , 2016 Page 5 of 11 Table 2 below provides a breakdown of completed bikeways by type (including off-sh·eet trails) as of January 1, 2016 and the projected inventory by January 1, 2017. Table 2 - Existing & Projected Bil{eway & Trail Networl{ Mileage (as of January 1) 2016 2017 Bike Routes (Sharrows) 25 38 Basic Bike Lanes 197 185* Enhanced Bike Lanes 37 62 Trails 57 57 Total 316 342 *As existing bike lanes are enhanced, the total miles of basic bil<eways will continue to dect·ease. BiJ{eway Safety Designs and T reatments After significant research and development, DOT is in the process of finalizing a Complete Streets Design Guideline. This update incorporates progressive standards for bicycle and pedestrian facilities, incorporating elements such as colored, buffered, and protected bikeways. The guidelines include designs from the National Association of City Transportation Officials (NACTO) "Urban Bikeway Design Guide" . In 2013, DOT began applying NACTO's Urban Bikeway Design Guide, including its guidance on protected bike lanes. Protected bike lanes > create vertical barriers between people on bikes and people in cars. Vertical barriers come in a variety of forms from raised curbs to parked cars to vettical delineators. In 2014, the City implemented its fi rst 1 protected bike lane on 4 h Street next to San Jose State University by moving parallel-parked cars away from the curb and then installing bumpers. In 2015, DOT further tested protected bike lane h·eatments on River Oaks Parkway through the installation of various types of separation baniers. In addition, wherever feasible, DOT has expanded the use of buffered bike lanes as an inexpensive treatment to create more comfmtable bicycle facilities for most users. Starting in 2015, all bike lane projects (new and/or enhanced bike lanes) now include a green marking conflict zone treatment at signalized intersection approaches and depa1tures. This new practice is designed to improve safety for bicyclists by highlighting conflict zones where bicycle lanes and vehicle lanes cross paths. The green marking h·eatment supports a complete streets approach to roadway design and operation and creates a more orderly and visible allocation of roadway space for people biking, driving, and walking. TRANSPORTATION AND ENVIRONMENT COMMITTEE Subject: Bike Plan 2020 Annual Report March 21 , 2016 Page 6 of ll Diagram 1 below illustrates a green marking treatment at one type of signalized intersection.