Hermosa Beach City Council
October 14, 2024

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presented in Appendix H. On Thursday, the Hermosa Beach station that experienced the highest volume was Hermosa Avenue and 8th Street with 152 bicyclists during the three hour count period. The station with the most bicyclists on Saturday was Hermosa Avenue and 24th Street with 922 bicyclists during the three hour count period.

On both days, the locations with the highest numbers of bicyclists in the South Bay region as a whole were those along the Strand on the County-maintained Marvin Braude Bikeway. Apart from the Strand stations, the inland count locations in Lawndale and Gardena experienced the most riders during the week. On the weekend, there were overall fewer riders in the inland count stations and more riders along the coast. This suggests that more bicyclists ride a bicycle for commuting during the week and for recreation on the weekend.

In the region as a whole, approximately 83 percent of bicyclists were male. About 70 percent of those observed did not wear helmets and 41 percent rode on the sidewalks. On Thursday, there were 18 locations at which over half of the observed bicyclists rode on the sidewalk and on Saturday there were nine. Riding on the sidewalk can be an indicator of a lack of bicycle facilities, as bicyclists that are uncomfortable riding with traffic may choose to ride on the sidewalk instead.

5.3.4 Bicycle Collision Analysis
Safety is a major concern for both existing and potential bicyclists.

Concern about safety is the most common reason given for not riding a bicycle (or riding more often), according to national surveys. Identifying bicycle collision sites can draw attention to areas that warrant improvement, particularly if multiple collisions occur at the same location. This analysis employs the most reliable data source available, the California Highway Patrol’s Statewide Integrated Traffic Records System. The data set only includes reported collisions, and so represents a subset of all the bicycle collisions in Hermosa Beach. This data does not include any assessment of conditions present at the time of the collision. There are numerous factors that may contribute to a given incident including but not limited to time of day, visibility, distractions, obstacles or traffic law obedience. This data simply reflects reported incidents, resulting injuries and the party at fault. This data does not infer faulty infrastructure, but rather provides a baseline of collisions that often decreases in correlation with bike (See Appendix A-18 for larger map)
Bicycle Collisions in Hermosa Beach 2007-2009

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plan implementation and the improvements to facilities and road user behavior and awareness that accompanies it. Fault as determined by law enforcement is discussed below.

Table 5-8 presents the number of reported collisions involving bicyclists, number of bicyclists involved, and severity of the bicycle collisions for three consecutive years: 2007, 2008, and 2009.

Appendix A-18 shows locations of bicycle collisions in the South Bay region in the same time period. Bicycle collisions in Hermosa Beach are shown at right. There were 21 total reported collisions involving bicyclists from 2007-2009 in the City of Hermosa Beach.

Most of the crashes occurred on Hermosa Avenue: three occurred in the northern portion of the city, and six occurred on Hermosa Avenue between 16th Street and 10th Street in the area surrounding the pier. These locations have high employment densities and recreational attractions, which correlate with bicycling activity.

There were also two crashes at the intersection of Pacific Coast Highway and Artesia Blvd in the northeast portion of the city along the border with Manhattan Beach. These streets carry large volumes of vehicular traffic traveling at high speeds and intersect at a non-right angle, which creates situations that can produce conflicts between bicycles and automobiles.

Table 5-8: Bicycle Collision Data 2007-2009
Total Crashes Involving
Bicyclists
Number of Bicyclists
Involved Persons Injured
Persons
Severely
Injured
Persons Killed
19 21 18 3 0
Source: California Highway Patrol, Statewide Integrated Traffic Records System (SWITRS) As reported by police officers in traffic reports, bicyclists were at fault in 74 percent of collisions involving bicyclists (14 crashes).

Providing bicycle facilities encourages more people to ride. When motorists begin to look for and expect to see bicyclists, collisions between vehicles and bicyclists are reduced. The City of New York, for example, reported that as ridership increased between 1998 and 2008, the number of annual casualties from bicycle collisions decreased (see Appendix B).

Appendix A-1 displays estimated weekday traffic volumes in the participating cities. There is no data available for Hermosa Beach.

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5.4 Proposed Bicycle Network
This section presents the proposed bicycle network for the City of Hermosa Beach, which includes bicycle parking facilities. Upon implementation of the proposed network, the City should coordinate and collaborate with adjacent participating South Bay cities to emphasize a regional bicycle network. Bicycle facilities discussed in this Plan are described in Section 1.3 and presented in Figure 1-3 and Figure 1-4. Appendix C outlines the recommended standards for each facility classification as compared to minimum standards. In addition to creating a comprehensive network of bikeways in Hermosa Beach, the recommended system ties into the proposed bicycle facilities for the other South Bay participating cities to create a connected regional network. This will give bicyclists from adjacent communities the opportunity to pass through Hermosa Beach to reach their destinations without losing bicycle facilities at city boundaries. Bikeway recommendations are also based on the existing City bicycle plans, public input, topography, traffic volumes, and traffic speeds.

5.4.1 Proposed Bikeway Facilities
The proposed bicycle network in the City of Hermosa Beach consists of Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets, and is shown in Figure 5-3. The proposed bicycle network in Hermosa Beach connects with the recommended
networks in Manhattan Beach and Redondo Beach. Figure 5-3 includes a blue asterisk at the steps between Hermosa Beach and Manhattan Beach indicating that this is outside the jurisdiction of this Plan, but the connection between the two cities is a supported improvement. The proposed bicycle network for the South Bay region as a whole is presented in Appendix A-19.

Three tables identify the streets on which facilities are proposed, the extents of each proposed facility, and the length in miles of each proposed facility in Hermosa Beach. Table 5-9 lists the proposed bicycle lanes, Table 5-10 lists the proposed bicycle routes, and Table 5-11 lists the proposed bicycle-friendly streets.

The proposed bicycle network in the City of Hermosa
Beach consists of Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets.

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Table 5-9: Proposed Class II Bicycle Lanes in Hermosa Beach Facility Type Street From To Miles
BL Herondo Street Hermosa Avenue Valley Drive 0.3
BL Aviation Boulevard Pacific Coast Highway Harper Avenue 0.4 BL Artesia Boulevard Pacific Coast Highway Harper Avenue 0.2 Total Bicycle Lane Mileage 0.9
Table 5-10: Proposed Class III Bicycle Routes in Hermosa Beach Street From To Miles
Pier Avenue Hermosa Avenue Ardmore Avenue 0.4
27th Street - Gould Avenue Hermosa Avenue Pacific Coast Highway 0.6 Longfellow Avenue Hermosa Avenue Valley Drive 0.3
Valley Drive Longfellow Avenue Herondo Street 1.8
Ardmore Avenue North City Limits Pier Avenue 1.0
Highland Avenue 35th Street Longfellow Avenue 0.2
10th Street Ardmore Avenue Pacific Coast Highway 0.1
Hermosa Avenue 35th Street 24th St 0.5
Total Bicycle Route Mileage 4.7
Table 5-11: Proposed Bicycle-Friendly Streets in Hermosa Beach Street From To Miles
8th Street Hermosa Avenue Prospect Avenue 0.7
1st Street Manhattan Avenue The Strand 0.1
22nd Street - Monterey Boulevard The Strand Herondo Street 1.4 35th Street - Palm Drive Hermosa Avenue 1st Street 0.1
21st Street Ardmore Avenue Prospect Avenue 0.3
Prospect Avenue Artesia Boulevard South City Limits 1.3 Total Bicycle-Friendly Street Mileage 3.8

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There are several opportunities and constraints to recommending new bicycle facilities in Hermosa Beach. These are shown at left and are referenced by the numbers in Appendix I. Appendix I also presents opportunities and constraints in the South Bay region as a whole.

One opportunity is for a proposed Bike Friendly Street on Prospect Avenue in Hermosa Beach as this is also being proposed by Vitality City. See Vitality City’s Livability Plan for further detail.

Another opportunity is for a proposed Class II on Aviation Boulevard. Hermosa Beach’s section of Aviation Boulevard is particularly rich with retail and commercial uses. Bike facilities could greatly improve the area’s visibility and access. See Vitality City’s Livability Plan for further detail.

Finally, there is the opportunity for a proposed Class III bikeway on Valley Drive/Ardmore Avenue. While this plan recommends a Class III route, the Vitality City Livability Plan recommends additional options. See the Vitality City Livability Plan for further detail and opportunities.

Constraints to implementing the proposed bicycle facilities first include “The Wall” on the Strand at the border of Hermosa Beach and Redondo Beach. This wall severs the Marvin Braude Bikeway at the Hermosa Beach-Redondo Beach border. South-bound bicyclists are forced to make a sharp 90-degree turn and are led out to the bike lanes on Harbor Drive. This plan recommends the removal of the wall and that parking lot 13 in Redondo Beach be partially utilized to accommodate a short extension of the Class I facility that will lead to Harbor Drive in a safer and more navigable way.

Another constraint is the stairs on the Strand between Hermosa Beach and Manhattan Beach. This constraint is also noted as being (See Appendix I for larger map)
Opportunities and Constraints in
Hermosa Beach

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Figure 5-3: Proposed Bicycle Facilities in Hermosa Beach

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outside this plan’s jurisdiction because those stairs (along with the rest of the Strand with the exception of Hermosa Beach) are operated by the State and maintained by the County of Los Angeles.

However, this plan urges the cities to remedy the disruption caused by the stairs. This remedy could come in several forms ranging from a bike-friendly ramp that connects the two sections of the Strand to signage that warns cyclists of the disruption and safely guides them to facilities along Hermosa Avenue.

5.4.2 Proposed End-of-Trip Bicycle Facilities
Support facilities and connections to other modes of transportation are essential components of a bicycle system because they enhance safety and convenience for bicyclists at the end of every trip. With nearly all utilitarian and many recreational bike trips, bicyclists need secure and well-located bicycle parking. A comprehensive bicycle parking strategy is one of the most important things that a jurisdiction can apply to immediately enhance the bicycling environment. Moreover, a bicycle parking strategy with
connections to public transit will further the geographical range of residents traveling without using an automobile.

The Hermosa Beach Municipal Code currently provides bicycle parking requirements in its Specific Plan Area No. 11 Zone and at large non-residential developments (although the threshold far exceeds the scale of various developments in the City and therefore these transportation management and demand regulations have no effect). The City should amend its Municipal Code to include requirements on the quantity of bicycle parking to be provided at new and retrofitted multi-family residential, commercial, office, and mixed-use developments of all sizes, as well as bicycle parking design types. Quantity of bicycle parking should be based on square footage of developments or by number of residents to adequately address the bicycle demand at each development.

The City should also amend its Municipal Code to include requirements on types of both short- and long-term bicycle parking facility designs, which are shown in Appendix J. Bicycle rack designs should include racks that provide two points of contact with the bicycle so that it can be locked from both the front wheel/frame and the rear wheel. This will provide a high degree of security and support for the bicycle. Long-term bicycle parking should be in the form of:
 Covered, lockable enclosures with permanently anchored racks for bicycles
The City should amend its Municipal Code to
includebicycle parking design types.

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 Lockable bicycle rooms with permanently anchored racks or
 Lockable, permanently anchored bicycle lockers
When people commute by bicycle they often sweat or become dirty from weather or road conditions. Providing changing and storing facilities encourages commuters to travel by bicycle because they have a place to clean up before work or school. Hermosa Beach’s Municipal Code should require all new mid-to-large employers, offices, and businesses to supply changing and storing facilities, such as by providing showers and clothes lockers within the buildings or arranging agreements with nearby recreation centers to allow commuters to use their facilities.

Proposed end-of-trip bicycle facilities in Hermosa Beach are shown in Figure 5-4. The City should continue to provide short-term bicycle parking in the form of bicycle racks at all major trip attractors, including commercial and civic activity centers and transit hubs, and ensure that an adequate supply is available. The City should prioritize the installation of bicycle parking throughout the city, with particular attention directed at the following locations:
 Parks
 Schools
 Commercial/office areas
 Civic/government buildings
 Public transit stations
High-activity locations such as transit stations, offices, and major commercial districts should provide more secure, long-term bicycle parking options, such as bicycle lockers. Any future transit hubs and intermodal facilities should include secure bicycle parking areas as part of their design. Secure bicycle parking areas that provide services, such as bicycle rentals and repair, should be considered at major transit stations and commuter destinations.

The City should prioritize the installation of bicycle
parking throughout the city, with particular attention
directed at locations, such as parks and commercial
areas.

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Figure 5-4: Hermosa Beach Proposed End-of-Trip Facilities

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5.5 Project Costs
This section presents the cost to implement the proposed bicycle network in Hermosa Beach.

5.5.1 Cost Estimates
Table 5-12 displays the planning-level capital cost assumptions for each facility type proposed in this plan, and Table 5-13 displays the cost to implement the proposed network in the City of Hermosa Beach from the cost assumptions.18 Cost assumptions are based on LA County averages and may vary depending on environmental conditions of a given facility, unforeseen construction cost variations, and similar considerations. Cost assumptions exclude specific treatments that may vary by location and must be determined by field review, such as traffic calming measures, restriping of existing travel lanes, and sign removal. Cost assumptions do not include traffic signal improvements, such as changes to phasing, recalibration of loop detectors, or installation of push buttons. For detailed cost estimations, refer to the project sheets presented in Section 5.7.

Table 5-12: Unit Cost Estimates for Proposed Bicycle Facility Types Facility Type Description Estimated Cost19
Class I Bicycle Path Paving, striping and signage $800,000 / mile Class II Bicycle Lanes (two sides) Striping, signage, and travel lane restriping $40,000 / mile
Class III Bicycle Routes (two sides) Signage $15,000 / mile Class III Bicycle Routes (two sides)
with sharrows Pavement markings and signage $25,000 / mile Bicycle Friendly Street Pavement markings, signage,
and limited traffic calming $30,000 / mile

18 Table 5-14 assumes the cost of implementing Class III Bicycle Routes with Sharrows based on the policies presented in Chapter 2
19 Cost estimates include physical removals and installations (e.g. of signs and striping), contract contingency costs, preliminary engineering, and construction engineering. The source for the unit costs is the LA County Bicycle Master Plan, which are based upon a peer review of Southern California bikeway construction unit costs.

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Table 5-13: Estimated Cost of Proposed Bicycle Network
Facility Type Unit Cost per
mile
Length of
Proposed Network
(miles)
Cost
Bicycle Path $800,000 0.0 $ -
Bicycle Lane $40,000 0.9 $ 36,000
Bicycle Route with sharrows $25,000 4.8 $119,000
Bicycle-Friendly Street $30,000 3.8 $114,000
Total 9.5 $ 269,000

5.6 Project Prioritization
A prioritized list of bicycle projects will help guide the City of Hermosa Beach in implementing the proposed bicycle facilities presented in this Plan. Each proposed facility discussed in Section

5.4.1 is grouped into projects based on feasibility of
implementation. Table 5-14 presents the prioritized projects based on the prioritization methodology displayed in Appendix K. Each criterion contains information about a facility and its ability to address an existing or future need in Hermosa Beach. The projects ranked the highest should be implemented first.

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Table 5-14: Hermosa Beach Prioritized Projects
Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BR Pier Avenue
Hermosa Avenue
Ardmore Avenue 3 6 0 4 0 1 2 0 2 2 20
BFS 8th Street
Hermosa Avenue
Prospect Avenue 3 6 0 4 0 2 0 0 2 2 19
BR
27th Street - Gould Avenue
Hermosa Avenue
Pacific Coast Highway 3 6 0 4 0 0 0 1 2 2 18
BFS 1st Street
Manhattan Avenue The Strand 3 6 0 4 0 0 0 1 2 2 18
BFS
22nd Street - Monterey Boulevard The Strand Herondo Street 3 6 0 4 0 1 1 0 1 2 18 BR
Longfellow Avenue
Hermosa Avenue Valley Drive 3 6 0 4 0 0 0 0 2 2 17
BL Herondo Street
Hermosa Avenue Valley Drive 3 6 0 2 0 0 0 1 2 2 16
BFS
35th Street - Palm Drive
Hermosa Avenue 1st Street 3 6 0 2 0 0 0 0 2 2 15
BR Valley Drive
Longfellow Avenue Herondo Street 0 3 0 4 0 1 2 1 1 2 14 BR
Ardmore Avenue
North City Limits Pier Avenue 0 3 0 4 0 0 2 1 2 2 14
BR
Highland Avenue 35th Street
Longfellow Avenue 0 3 0 0 0 0 2 1 2 2 10
BFS 21st Street
Ardmore Avenue
Prospect Avenue 0 0 0 4 0 1 0 1 2 2 10
BL
Artesia Boulevard
Pacific Coast Highway Harper Avenue 0 0 0 2 0 2 2 1 2 0 9

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Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total

BR - BL
10th Street - Aviation Boulevard
Ardmore Avenue Harper Avenue 0 0 0 2 0 0 2 0 2 1 7
BFS
Prospect Avenue
Artesia Boulevard
South City Limits 0 0 0 2 0 0 0 1 1 2 6
*BP=Bike Path, BL=Bike Lane, BR=Bike Route, BFS=Bike Friendly Street

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5.7 Project Sheets
The City of Hermosa Beach selected two of its top priority projects from the previous table for more detailed concept designs. Project sheets are shown on the following pages and include:
 A review of the existing site conditions
 Site challenges
 Recommended improvements
 Estimated cost
 Photos
 Aerial images
 Concept graphics

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Hermosa Beach Project #1: Prospect Avenue (Artesia Boulevard to Anita Street) Project Site Photos
Prospect Avenue is a north-south primarily residential road located in the eastern portion of the City of Hermosa Beach. It connects to the City of Manhattan Beach to the north and the City of Redondo Beach to the south. Prospect Avenue provides access to Hermosa View Elementary School, Rodaway Park, and scattered commercial services. There is on-street parking along most of Prospect Avenue and a posted speed limit of 25 mph.

From Artesia Boulevard to 21st Street, Prospect Avenue has two travel lanes in each direction. South of 21st Street, the road drops to one travel lane in each direction. There are many striped crosswalks throughout the segment at intersections and midblock.

There is no existing on-street parking south of Aviation Boulevard on the west side of the street.

Bulbouts and high visibility crosswalks at intersection will visually narrow the road and reduce vehicle speeds.

Sharrows on Prospect Avenue will alert motorists to the presence of bicyclists and help bicyclists with proper lane positioning.

Intersection crossing markings will help guide bicyclists through the intersections and increase their visibility.

Project Challenges
Prospect Avenue has no existing bicycle facilities, thus bicyclists must share the road with vehicular traffic. Bicyclists must cross arterials that carry high volumes of vehicles traveling at high speeds. There are few existing treatments to create a safe bicycling environment for children riding to school.

Proposed Improvements
 Install signage and stripe pavement markings, such as sharrows or bike friendly street stencils
 Add bicycle loop detectors and pavement markings at all signalized intersections
 Stripe intersection crossing markings to guide bicyclists through the intersections and increase their visibility
 Construct bulbouts with high visibility crosswalks
 Install roundabout at Artesia Boulevard to reduce vehicle speeds Estimated Cost
$3,000,000

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Aerial Map and Concept Graphics: Prospect Avenue
Prospect Avenue (Artesia Boulevard to Anita Street)
Example Intersection Crossing Markings Designs (Source: NACTO.org)

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Hermosa Beach Project #2: Longfellow Avenue (Hermosa Avenue to Valley Drive) Project Site Photos
Longfellow Avenue is an east-west residential street located in the northern portion of the City of Hermosa Beach. It connects to the Hermosa Valley Greenbelt to the east and an existing cycle track that leads to the beach on Hermosa Avenue to the west. Longfellow Avenue provides secondary access to restaurants and commercial services on Hermosa Avenue and Manhattan Avenue. There is metered parallel parking along most of Longfellow Avenue and a posted speed limit of 25 mph.

Longfellow Avenue has one travel lane in each direction with a striped center line. There are stop controlled intersections at most intersections.

Sharrows on Longfellow Avenue will help bicyclists with lane positioning so they ride outside of the door zone of parked cars.

Project Challenges
Longfellow Avenue is a popular route to the beach for both bicyclists and vehicles. Because it is highly utilized by both bicyclists and motorists, there is the potential for conflicts between the two modes.

Proposed Improvements
 Stripe sharrows and install “Share the Road” signage
 Install wayfinding signage at intersections with existing bicycle facilities (and future facilities once implemented)
Estimated Cost
$10,000
Hermosa Avenue is highly utilized by both bicyclists and vehicles; therefore, there is the potential for conflicts between the two modes.

Wayfinding signage at intersections with other bicycle facilities, such as the Hermosa Ave cycle track shown above, will help bicyclists to navigate through the network.

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Aerial Map and Concept Graphics: Longfellow Avenue
Longfellow Avenue (Hermosa Avenue to Valley Drive)
Example Signage and Sharrows

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Chapter 6
Lawndale

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6 Lawndale
This chapter presents Lawndale’s portion of the South Bay Bicycle Master Plan. It begins with a discussion of how Lawndale complies with Bicycle Transportation Account requirements. The chapter is then organized into the following sections:
 Existing conditions
 City-specific goals, policies, and implementation actions  Needs analysis
 Proposed bicycle network
 Project prioritization
 Project costs

6.1 Bicycle Transportation Account
(BTA) Compliance
The Bicycle Transportation Account (BTA) is an annual statewide discretionary program that funds bicycle projects through the Caltrans Bicycle Facility Unit. Available as grants to local jurisdictions, the program emphasizes projects that benefit bicycling for commuting purposes. In order for Lawndale to qualify for BTA funds, the South Bay Bicycle Master Plan must contain specific elements. Appendix E displays the requisite BTA components and their location within this plan in tabular form. The table includes “Approved” and “Notes/Comments” columns for the convenience of the Metro official responsible for reviewing compliance.

6.2 Existing Conditions
Lawndale is located in the northern portion of the South Bay region. It is bordered by the City of Hawthorne to the north, the County of Los Angeles to the east, the City of Redondo Beach to the west, and the City of Torrance to the south. According to the 2000 Census, Lawndale has a population of 31,729. The city was incorporated in 1959.

6.2.1 Land Use
Appendix A-3 displays a map of the existing land uses in the South Bay Region. Land uses in Lawndale are shown at right. Almost 60 percent of the City’s land area consists of single family residential and another 12 percent is multi-family residential. Lawndale also consists of approximately 12 percent educational uses, a land use that is associated with producing jobs. Having adequate bicycle (See Appendix A-3 for larger map)
Existing Land Uses in Lawndale

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Figure 6-1: City of Lawndale General Plan Land Use Map

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facilities could influence commuters to bicycle rather than drive and encourage parents to let their children ride to school.

Figure 6-1 displays allowed land uses in Lawndale. Most of the city’s residential areas are zoned "Multi-family low" a land use designation that allows the development of low density multifamily housing; though, the residential area along 152nd street are zoned "Multi-Family Medium Density" a land use designation that allow medium density residential developments.

6.2.2 Bicycle Trip Generators
Bicycle trip generators refer to population characteristics that are correlated with higher bicycling activity levels, such as high population or employment densities or high concentrations of certain sub-populations, such as transit commuters or zero-vehicle households.

Appendix A-4 shows population density in Lawndale. The City has high population density due in part to its large proportion of multi-family housing. This type of housing has the potential to produce more bicycle trips as it has more persons per acre and is generally located nearer to community services, such as restaurants or grocery stores. Population density, measured as the number of persons per acre, is a strong indicator of potential bicycle activity, because more people living in an area implies more trips to and from that area. The high population densities of urbanized environments also tend to support bicycle travel through mixed land uses, interconnected street networks, and shorter trip lengths.

Appendix A-5 displays employment density in Lawndale. The highest employment density in Lawndale is along Hawthorne Boulevard. The land uses on this corridor are primarily commercial and services, though there are also some general office and industrial uses. These sites have the potential to generate bicycle activity, as they are located in environments with a variety of land uses where trips between uses can be shorter.

Appendix A-6, Appendix A-7 and Appendix A-8 display the percent of zero-vehicle households, median annual income, and percent transit commuters by census tract in the City of Lawndale.

Household median annual incomes throughout the city are below $35,000 (in 1999 dollars). Lawndale has high percentages of households without vehicles and high percentages of transit commuters, especially in the northwestern portion. This part of the city has greater potential for increased bicycling activity because Bicycle trip generators refer to population characteristics that are correlated with higher bicycling activity levels, such as certain sub-populations, like transit commuters or zero-vehicle households.

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residents who do not have vehicles must use alternative modes and are likely to combine bicycle and transit trips.

In addition to the reasons discussed above, Lawndale has the potential for increased bicycle activity from bicyclists passing through on their way to destinations outside of the city. A bicycle network that is connected within Lawndale, as well as linked to bicycle facilities in adjacent communities, further generates bicycle traffic as it provides a viable transportation option to driving a motorized vehicle.

6.2.3 Relevant Plans and Policies
Table 6-1 outlines information regarding bicycles from the City of Lawndale’s Circulation Element and Municipal Code.

Table 6-1: Lawndale Bicycle-Related Plans and Policies
Document Description
General Plan
Circulation
Element (1992)
The City of Lawndale’s Circulation Element has an overall goal to consider all modes of transportation. Other goals and policies include:
 Implement a safe, efficient, and accessible transportation system  Provide bikeways throughout the City to encourage bicycle usage  Consider the use of bicycle lanes where feasible during the design and improvement of the street system
 Update and maintain a bikeway plan with recommended routes that connect residential areas to public facilities and employment centers
 Provide an integrated system of bicycle and pedestrian networks with associated facilities  Plan Class II bikeways into all major highways and collector streets  Development shall provide short-term bicycle parking and long term bicycle storage facilities  Development shall provide bicycle access to high activity land uses  Continue seeking funds at the private, local, and federal levels for bicycle circulation system expansion
 Develop and distribute a bicycle map to employers and existing/future residents  Conduct a citywide bikeway study and develop a bikeway master plan (not completed as of December 2010)
Municipal Code Bicycle parking requirements in the City’s Municipal Code vary by the size and land use of the development as part of the City’s transportation demand and trip reduction measures. Parking shall be in the form of bicycle racks, fully enclosed spaces or lockers, or other secure parking. The City also has requirements for the bicycle parking at video arcades and requires developments of certain sizes to provide information, such as bicycle maps. For developments that are required to have bicycle parking, the bicycle storage areas and total number of bikes that can be stored must be indicated on architectural plans. Once the project is near completion, staff inspects the site and makes sure that requirements are met. Detailed bicycle parking information is presented in Appendix G. Lawndale’s Municipal Code does not prohibit riding bicycles on the sidewalk, though there is not exact language stating this.

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6.2.4 Existing Bicycle Network
Figure 6-2 shows the existing bicycle facilities in Lawndale. The City of Lawndale has no existing Class I, Class II, or Class III facilities. Appendix A-2 displays a map of the existing bicycle facilities in the South Bay Region. Bicycle facility types are discussed in Section 1.3.

6.2.5 Existing End-of-trip Parking Facilities
The BTA requires that this plan inventory publicly-accessible short-term and long-term end-of-trip bicycle facilities for the members of the bicycling public to park their bicycles, as well as change and store clothes and equipment. Short-term facilities consist of bicycle racks. Long-term facilities include, but are not limited to, locker, restroom, and shower facilities near bicycle parking facilities. Existing end-of-trip bicycle facilities in the South Bay are displayed in Appendix A-9. The locations of existing bicycle racks in Lawndale are shown at right. These locations include parks, schools, and shopping centers. The City does not provide any long-term bicycle parking within its jurisdiction.

6.2.6 Multi-Modal Connections
Transit is often best for longer trips, while bicycling is better for shorter trips. Combining transit use and bicycling can offer a high level of mobility that is comparable to travel by automobile.

Appendix A-10 shows the existing Los Angeles Metropolitan Transit Authority (Metro) transit routes that serve the City of Lawndale. Metro operates several bus lines with routes through the City, which makes it relatively well-served by transit. Buses are equipped with bicycle racks, which are available on a first-come, first-served basis.

Lawndale also operates the Lawndale Beat transit service, which operates two routes through Lawndale. Appendix A-20 displays the Lawndale Beat bus routes. Both routes connect to the Metro Green Line station to the west on Marine Avenue in Redondo Beach.

The BTA requires that this plan inventory existing bicycle transport and parking facilities for connecting to public transit services. These facilities include, but are not limited to, bicycle parking at transit stops, rail and transit terminals, and park and ride lots; and provisions for transporting bicycles on public transit vehicles. Lawndale does not currently provide any end-of-trip Existing End-of-trip Facilities in
Lawndale
See Appendix A-9 for larger map

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Figure 6-2: Existing Bicycle Facilities in Lawndale

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facilities at the Lawndale Beat bus stops within the City or any other intermodal end-of-trip facilities within its jurisdiction.

6.2.7 Education and Enforcement Strategies
Bicycle education programs and enforcement of bicycle-related policies help to make riding safer for all bicyclists. Lawndale does not currently provide any education or enforcement strategies to promote bicycle safety in the City.

6.2.8 Past Bicycle-Related Expenditures
Between 2000 and 2010, the City of Lawndale incurred the following bicycle expenditures:
 2007: $423.11 for bicycle racks
 2010: $11,000 for artistic bicycle racks in Jane Adams Park

6.3 Needs Analysis
This section describes the needs of bicyclists in Lawndale. It first summarizes feedback collected from the online survey and public workshops. The section also provides estimates and forecasts of bicycle commuting to determine the estimated bicycling demand in the city. It finally analyzes bicycle collision data between 2007 and 2009 to identify areas that would benefit from bicycle facility improvements.

6.3.1 Public Outreach
As mentioned in Chapter 1, the public had the opportunity to provide input in the planning process through an online survey and the first round of public workshops. This section summarizes locations in Lawndale that the community identified as desirable for bikeways.

The public overall identified major arterials, including Manhattan Beach Boulevard, Hawthorne Boulevard, and Marine Avenue, as desirable for bicycle facilities. The community also mentioned that it would like to see bikeways on streets that lead to schools, such as Firmona Avenue and Mansel Avenue.

6.3.2 Bicycle Commuter Estimates and Forecasts
United States Census “Commuting to Work” data provides an indication of current bicycle system usage. Appendix A-15 shows the percent bicycle commuters in Lawndale by census tract.

Lawndale has high percentages of bicycle commuters throughout the city, especially in the northwest portion. This correlates with The community also mentioned that it would like to see
bikeways on streets that lead to schools, such as Firmona Avenue and Mansel Avenue.

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the high percentages of households without vehicles and high percentages of transit commuters in that area.

Table 6-2 presents commute to work data estimates reported by the 2000 US Census for Lawndale. For comparative purposes, the table includes commute to work data for the United States, California, and County of Los Angeles. According to the estimates,

1.6 percent of residents in Lawndale commute predominantly by bicycle. The percent of bicycle commuters in Lawndale is nearly double that of California. Lawndale also has comparatively high rates of carpooling and low rates of driving alone, which could in part be due to low rates of vehicle ownership. Moreover, it is important to note that this figure likely underestimates the true amount of bicycling that occurs in Lawndale for several reasons.

First, data reflects respondents’ dominant commute mode and therefore does not capture trips to school, for errands, or other bike trips that would supplant vehicular trips. Also, US Census data collection methods only enable a respondent to select one mode of travel, thus excluding bicycle trips if they constitute part of a longer multimodal trip. This is especially important to note as Lawndale has a low percentage of drive alone commuters and high percentage of transit commuters. It also has a high percentage of carpoolers.

In addition to bicycle commuters in Lawndale, bicyclists from neighboring communities use the city’s network to reach their destinations and are not reflected in this data. This Plan addresses the need for regional connectivity to accommodate bicyclists passing through Lawndale’s bicycle network in Section 6.4.

Table 6-2: Means of Transportation to Work
Mode United
States California Los Angeles County Lawndale
Bicycle 0.38% 0.83% 0.62% 1.58%
Drove Alone – car, truck, or van 75.70% 71.82% 70.36% 66.95% Carpool – car, truck, or van 12.19% 14.55% 15.08% 20.39% Transit 4.73% 5.07% 6.58% 6.89%
Walked 2.93% 2.85% 2.93% 2.30%
Other Means 0.70% 0.79% 0.76% 0.42%
Worked at Home 3.26% 3.83% 3.49% 1.16%
Source: US Census 2000

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Table 6-3 presents an estimate of current bicycling within Lawndale using US Census data along with several adjustments for likely bicycle commuter underestimations, as discussed above.

Table 6-4 presents the associated air quality benefits from bicycling.

Table 6-3: Existing Bicycling Demand
Variable Figure Source
Existing study area population 31,729 2000 US Census, P1 Existing employed population 12,839 2000 US Census, P30 Existing bike-to-work mode share 1.6% 2000 US Census, P30 Existing number of bike-to-work commuters
203
Employed persons multiplied by bike-to-work mode
share
Existing work-at-home mode share 1.2% 2000 US Census, P30 Existing number of work-at-home bike
commuters
15 Assumes 10% of population working at home makes
at least one daily bicycle trip
Existing transit-to-work mode share 6.9% 2000 US Census, P30 Existing transit bicycle commuters
221
Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by
bicycle
Existing school children, ages 6-14 (grades
K-8) 5,226
2000 US Census, P8
Existing school children bicycling mode
share 2.0%
National Safe Routes to School surveys, 2003.

Existing school children bike commuters
105
School children population multiplied by school
children bike mode share
Existing number of college students in study
area
2,201
2000 US Census, PCT24
Existing estimated college bicycling mode
share

5.0%
Review of bicycle commute share in seven university
communities (source: National Bicycling & Walking
Study, FHWA, Case Study No. 1, 1995), review of
bicycle commute share at the University of
California, Los Angeles.

Existing college bike commuters
110
College student population multiplied by college
student bicycling mode share
Existing total number of bike commuters
654
Total bike-to-work, school, college and utilitarian
bike trips. Does not include recreation.

Total daily bicycling trips 1,308 Total bicycle commuters x 2 (for round trips)

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Table 6-4: Existing Bicycling Air Quality Impact
Variable Figure Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday
295
Assumes 73% of bicycle trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year
77,012
Reduced weekday vehicle trips x 261 (weekdays /
year)
Reduced Vehicle Miles per Weekday
1,973
Assumes average round trip travel length of 5 miles
for adults/college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
514,886
Reduced weekday vehicle miles x 261 (weekdays /
year)
Current Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 6 Daily mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/wkday) 4 Daily mileage reduction x 0.95 grams / mi Reduced CO (lbs/wkday) 54 Daily mileage reduction x 12.4 grams / mi Reduced C02 (lbs/wkday) 1,605 Daily mileage reduction x 369 grams / mi Reduced Hydrocarbons (lbs/yr) 1,544 Yearly mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/yr) 6 Yearly mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 6 Yearly mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/yr) 1,078 Yearly mileage reduction x 0.95 grams / mi Reduced CO (lbs/yr) 14,076 Yearly mileage reduction x 12.4 grams / mi Reduced C02 (lbs/yr) 418,863 Yearly mileage reduction x 369 grams / mi Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

Table 6-5 presents projected year 2030 bicycling activity within Lawndale using California Department of Finance population and school enrollment projections. The projection contains the assumption that bicycle mode share will double by 2030, due in part to bicycle network implementation. Actual bicycle mode share in 2030 will depend on many factors, including the extent of network implementation. Table 6-6 presents the associated year

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2030 air quality benefit forecasts. The calculations follow in a straightforward manner from the Projected Year 2030 Bicycling Demand.

Table 6-5: Projected Year 2030 Bicycling Demand
Variable Figure Source
Future study area population
39,484
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050.

Future employed population
15,977
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050,
Future bike-to-work mode share 3.2% Double the rate from 2000 US Census, P30 Future number of bike-to-work
commuters
505
Employed persons multiplied by bike-to-work mode
share
Future work-at-home mode share

0.76%
Calculated based on change in mode share from 1990
US Census, P49, to 2000 US Census, P30
Future number of work-at-home bike
commuters
61 Assumes 10% of population working at home makes
at least one daily bicycle trip
Future transit-to-work mode share 13.8% Double the rate from 2000 US Census, P30 Future transit bicycle commuters
550
Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by bicycle Future school children, ages 6-14 (grades
K-8)
4,153
Calculated from CA Dept. of Finance, California Public
K–12 Graded Enrollment and High School Graduate
Projections by County, 2010 Series.

Future school children bicycling mode
share 4.0%
Double the rate of national school commute trends.

National Safe Routes to School surveys, 2003.

Future school children bike commuters
166
School children population multiplied by school
children bicycling mode share
Future number of college students in
study area
2,739
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-
2050, Sacramento, California, July 2007.

Future estimated college bicycling mode
share

7.0%
A slight increase over the existing college bicycle
mode share assumption, commensurate with
projected increases in bicycling for other populations
Future college bike commuters
192
College student population x college student
bicycling mode share
Future total number of bike commuters
1,474
Total bike-to-work, school, college and utilitarian
biking trips. Does not include recreation.

Total daily bicycling trips 2,947 Total bike commuters x 2 (for round trips)

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Table 6-6: Projected Year 2030 Bicycling Air Quality Impact Variable Figure Source
Forecasted VMT Reductions
Reduced Vehicle Trips per Weekday
641
Assumes 73% of biking trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year
167,238
Reduced number of weekday vehicle trips x 261
(weekdays / year)
Reduced Vehicle Miles per Weekday
4,510
Assumes average round trip travel length of 8 miles
for adults / college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
1,177,058
Reduced number of weekday vehicle miles x 261
(weekdays / year)
Forecasted Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 14 Daily mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/wkday) 9 Daily mileage reduction x by 0.95 grams / mi Reduced CO (lbs/wkday) 123 Daily mileage reduction x by 12.4 grams / mi Reduced C02 (lbs/wkday) 3,669 Daily mileage reduction x by 369 grams / mi Reduced Hydrocarbons (lbs/yr) 3,529 Yearly mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/yr) 13 Yearly mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 13 Yearly mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/yr) 2,465 Yearly mileage reduction x by 0.95 grams / mi Reduced CO (lbs/yr) 32,178 Yearly mileage reduction x by 12.4 grams / mi Reduced CO2 (lbs/yr) 957,544 Yearly mileage reduction x by 369 grams / mi Source:

Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

This model uses the latest state projections for population growth and reasonable assumptions about future bicycle ridership. The benefits model predicts that the total number of bicycle commute trips could increase from the current daily estimate of approximately 1,300 to just under 3,000, resulting in a substantial reduction of both Vehicle Miles Traveled (VMT) and associated

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emissions. This includes a yearly emissions reduction by 2030 of approximately 2,500 pounds of smog forming N0X and roughly one million pounds of C02, the principal gas associated with global climate change. Providing bicycle facilities will encourage new bicyclists to begin to ride, thus positively impacting air quality by reducing harmful pollutants from driving motorized vehicles.

Because this plan recommends local connections throughout and regional links between the participating cities, it has the potential to have even greater air quality benefits. Bicyclists may not need to rely as heavily on vehicles for transportation because bicycling will be a viable transportation alternative upon implementation of this Plan.

6.3.3 Bicycle Counts
To assess bicycling levels at different sites throughout Lawndale, volunteers conducted bicycle counts, in which they manually recorded the number of bicyclists that rode by.

6.3.3.1 Methodology
The methodology for the bicycle counts derives from the National Bicycle and Pedestrian Documentation Project (NBPD), a
collaborative effort of Alta Planning + Design and the Institute of Transportation Engineers. The NBPD methodology aims to capture both utilitarian bicycling and recreational bicycling. The NBPD also provides guidance on how to select count locations.

Volunteers conducted bicycle counts in each of the seven participating cities in the South Bay on Thursday, November 4, 2010 from 3:00 p.m. to 6:00 p.m. and Saturday, November 6, 2010 from 10:30 a.m. to 1:30 p.m. These dates are meant to capture volumes of bicyclists on a typical weekday and weekend day. Fall is an appropriate time to conduct bicycle counts in California because school is back in session and vacations are typically over. In Lawndale, volunteers were stationed at five stations on Thursday and two stations on Saturday. There were 36 total locations in the South Bay region on each day.

The count locations were selected in partnership by city staff, Alta Planning + Design, Los Angeles County Bicycle Coalition staff, and South Bay Bicycle Coalition board members. This snapshot of locations is meant to capture a diverse bicycling population using the roads and streets that span the spectrum of bike-friendliness. (See Appendix A-17 for larger map and
Appendix H for a list of count locations.)
Weekend Bicycle Count Results in
Lawndale
Weekday Bicycle Count Results in
Lawndale
(See Appendix A-16 for larger map and
Appendix H for a list of count locations.)

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6.3.3.2 Results
The count results for the South Bay are displayed in Appendix A16 and Appendix A-17. Count results for Lawndale are shown at right. Detailed count data, including a list of count locations, is presented in Appendix H. On Thursday, the Lawndale station that experienced the highest volume was Marine Avenue and
Hawthorne Boulevard with 134 bicyclists during the three hour count period. The station with the most bicyclists on Saturday was also Marine Avenue and Hawthorne Boulevard with 86 bicyclists during the three hour count period.

On both days, the locations with the highest numbers of bicyclists in the South Bay region as a whole were those along the Strand on the County-maintained Marvin Braude Bikeway. Apart from the Strand stations, the inland count locations in Lawndale and Gardena experienced the most riders during the week. On the weekend, there were overall fewer riders in the inland count stations and more riders along the coast. This suggests that more bicyclists ride a bicycle for commuting during the week and for recreation on the weekend.

In the region as a whole, approximately 83 percent of bicyclists were male. About 70 percent of those observed did not wear helmets and 41 percent rode on the sidewalks. On Thursday, there were 18 locations at which over half of the observed bicyclists rode on the sidewalk and on Saturday there were nine. Riding on the sidewalk can be an indicator of a lack of bicycle facilities, as bicyclists that are uncomfortable riding with traffic may choose to ride on the sidewalk instead.

6.3.4 Bicycle Collision Analysis
Safety is a major concern for both existing and potential bicyclists.

Concern about safety is the most common reason given for not riding a bicycle (or riding more often), according to national surveys. Identifying bicycle collision sites can draw attention to areas that warrant improvement, particularly if multiple collisions occur at the same location. This analysis employs the most reliable data source available, the California Highway Patrol’s Statewide Integrated Traffic Records System. The data set only includes reported collisions, and so represents a subset of all the bicycle collisions in Lawndale. This data does not include any assessment of conditions present at the time of the collision. There are numerous factors that may contribute to a given incident including but not limited to time of day, visibility, distractions, obstacles or Bicycle Collisions in Lawndale 2007-2009
(See Appendix A-18 for larger map)

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traffic law obedience. This data simply reflects reported incidents, resulting injuries and the party at fault. This data does not infer faulty infrastructure, but rather provides a baseline of collisions that often decreases in correlation with bike plan implementation and the improvements to facilities and road user behavior and awareness that accompanies it. Fault as determined by law enforcement is discussed below.

Table 6-7 presents the number of reported collisions involving bicyclists, number of bicyclists involved, and severity of the bicycle collisions for three consecutive years: 2007, 2008, and 2009.

Appendix A-18 shows locations of bicycle collisions in the South Bay region in the same time period. Bicycle collisions in Lawndale are shown on the preceding page. There were 55 total reported collisions involving bicyclists from 2007-2009 in the City of Lawndale. Three locations in Lawndale each experienced four collisions involving bicyclists. These were the intersections of Inglewood Avenue and Interstate 405, Hawthorne Boulevard and Interstate 405, and Hawthorne Boulevard and Marine Avenue.

A total of 21 crashes involving bicyclists occurred on Hawthorne Boulevard alone. Both high employment and population densities lie along Hawthorne north of the 405, which likely generate many bicycle trips. Hawthorne Boulevard also carries large volumes of automobiles traveling at high speeds, producing potential conflicts between vehicles and bicycles. The on- and off-ramps from the 405 are challenging for bicyclists due to channelized turning lanes with large turning radii, as well as poor lighting and visibility in the underpasses.

Table 6-7: Bicycle Collision Data 2007-2009
Total Crashes Involving
Bicyclists
Number of
Bicyclists Involved
Persons
Injured
Persons Severely
Injured
Persons Killed
55 55 47 4 1
Source: California Highway Patrol, Statewide Integrated Traffic Records System (SWITRS) As reported by police officers in traffic reports, bicyclists were at fault in 86 percent of collisions involving bicycles (47 crashes) in this time period.

Providing bicycle facilities encourages more people to ride. When motorists begin to look for and expect to see bicyclists, collisions between vehicles and bicyclists are reduced. The City of New York, for example, reported that as ridership increased between 1998 and

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2008, the number of annual casualties from bicycle collisions decreased (see Appendix B).

Appendix A-1 displays estimated weekday traffic volumes in Lawndale. Hawthorne Boulevard has the highest volumes of traffic, followed by Rosecrans Avenue, Artesia Boulevard, Prairie Avenue, and Inglewood Avenue. Each of these streets experienced collisions involving bicyclists in 2007-2009. Because Lawndale has such high percentages of bicycle commuters, installing bicycle facilities, especially on major arterials, could reduce the number and severity of collisions involving bicyclists.

6.4 Proposed Bicycle Network
This section presents the proposed bicycle network for the City of Lawndale, which includes bicycle parking facilities. Upon implementation of the proposed network, the City should coordinate and collaborate with adjacent participating South Bay cities to emphasize a regional bicycle network. Bicycle facilities discussed in this Plan are described in Section 1.3 and shown in Figure 1-3 and Figure 1-4. Appendix C outlines the recommended standards for each facility classification as compared to minimum standards. In addition to creating a comprehensive network of bikeways in Lawndale, the recommended system ties into the proposed bicycle facilities for the other South Bay participating cities to create a connected regional network. This will give bicyclists from adjacent communities the opportunity to pass through Lawndale to reach their destinations without losing bicycle facilities at city boundaries. Bikeway recommendations are also based on the existing City bicycle plans, public input, topography, traffic volumes, and traffic speeds.

6.4.1 Proposed Bikeway Facilities
The proposed bicycle network in the City of Lawndale includes Class I Bike Paths, Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets, and is shown in Figure 6-3. The proposed bicycle network in Lawndale connects with the recommended networks in Redondo Beach and Torrance, as well as the Los Angeles County bicycle system. Figure 6-3 shows a blue asterisk at the proposed bike lanes on Marine Avenue and on the proposed path along the Metro right-of-way as they are outside the jurisdiction of this plan, but are supported improvements.

Four tables identify the streets on which facilities are proposed, the extents of each proposed facility, and the length in miles of each

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proposed facility. Table 6-8 lists the proposed bicycle paths, Table 6-9 lists the proposed bicycle lanes, Table 6-10 lists the proposed bicycle routes, and Table 6-11 lists the proposed bicycle-friendly streets. The proposed bicycle network in the South Bay region as a whole is presented in Appendix A-19.

Table 6-8: Proposed Class I Bicycle Paths in Lawndale
Street From To Miles
Metro Right-of-Way Bike Path 163rd St 170th St 0.4
Total Bicycle Path Mileage 0.4
Table 6-9: Proposed Class II Bicycle Lanes in Lawndale
Street From To Miles
Artesia Boulevard Inglewood Avenue Grivellea Avenue 0.4 Marine Avenue Inglewood Avenue Prairie Avenue 1.0
Manhattan Beach Boulevard Inglewood Avenue Prairie Avenue 1.0 Hawthorne Boulevard Rosecrans Avenue Redondo Beach Boulevard 1.9 Redondo Beach Boulevard Grivellea Avenue Prairie Avenue 0.7 Inglewood Avenue Rosecrans Avenue Artesia Boulevard 2.0 Prairie Avenue Rosecrans Avenue Redondo Beach Boulevard 1.7 Rosecrans Avenue Inglewood Avenue Prairie Avenue 1.0
Total Bicycle Lane Mileage 9.7
Table 6-10: Proposed Class III Bicycle Routes in Lawndale Street From To Miles
Condon Avenue (South Bound
only) 163rd St 170th St 0.4
Total Bicycle Route Mileage 0.4
Table 6-11: Proposed Bicycle-Friendly Streets in Lawndale Street From To Miles
160th Street Inglewood Avenue Firmona Avenue 0.2
154th Street Condon Avenue Prairie Avenue 0.9
Freeman Avenue - 164th Street 147th Street Prairie Avenue 1.4 Mansel Avenue Rosecrans Avenue
Manhattan Beach
Boulevard 1.0
Firmona Avenue Manhattan Beach Boulevard Artesia Boulevard 1.0 149th Street - Burin Avenue - 147th
Street Mansel Avenue Prairie Avenue 0.8

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Street From To Miles
Condon Avenue Rosecrans Avenue 154th Street 0.8
163rd Street Inglewood Avenue Prairie Avenue 1.0
Street From To Miles
147th Street Inglewood Avenue Mansel Avenue 0.3
164th Street Green Line Extension Bike Path Hawthorne Boulevard 0.3 170th Street Inglewood Avenue Hawthorne Boulevard 0.5
166th Street Inglewood Avenue
Green Line Extension Bike
Path 0.1
166th Street - Osage Avenue Firmona Avenue 164th Street 0.8 Total Bicycle-Friendly Street Mileage 9.2
There are several constraints to recommending new bicycle facilities in Lawndale. These are shown on the next page and are referenced by the numbers in Appendix I. Appendix I also presents opportunities and constraints in the South Bay region as a whole.

One constraint is a proposed Class II bikeway along Hawthorne Boulevard. This facility poses some unique constraints in terms of space availability. This is a busy thoroughfare that is dense with commercial and retail uses. This Plan recommends the
consideration of a Class II facility along Hawthorne Boulevard to the extent feasible. One option to consider would be to utilize the necessary space along the center parking landscaped median rather than removing on street parking or travel lanes.

A second constraint is a proposed Class II bikeway along Redondo Beach Boulevard from Hawthorne Boulevard to Artesia Boulevard in Lawndale/Redondo Beach. This segment experiences high traffic volumes due to the South Bay Galleria, which creates a challenging environment for bicyclists. Upon plan implementation, Lawndale and Redondo Beach should work together to design a facility that provides safety for bicyclists.
(See Appendix I for larger map)
Opportunities and Constraints in Lawndale

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Figure 6-3: Proposed Bicycle Facilities in Lawndale

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6.4.2 Proposed End-of-Trip Bicycle Facilities
Support facilities and connections to other modes of transportation are essential components of a bicycle system because they enhance safety and convenience for bicyclists at the end of every trip. With nearly all utilitarian and many recreational bike trips, bicyclists need secure and well-located bicycle parking. A comprehensive bicycle parking strategy is one of the most important things that a jurisdiction can apply to immediately enhance the bicycling environment. Moreover, a bicycle parking strategy with
connections to public transit will further the geographical range of residents traveling without using an automobile.

The Lawndale Municipal Code currently provides bicycle parking requirements at video arcades and non-residential developments.

The Municipal Code should be amended to remove the section on video arcades and expand the requirements to include quantity of bicycle parking at new and retrofitted multi-family residential, commercial, office, and mixed-use developments of all sizes.

Quantity of bicycle parking should be based on square footage of developments or by number of employees/residents to adequately address the bicycle demand at each development.

The City should also amend its Municipal Code to include requirements on types of both short- and long-term bicycle parking facility designs, which are shown in Appendix J. Bicycle rack designs should include racks that provide two points of contact with the bicycle so that it can be locked from both the front wheel/frame and the rear wheel. This will provide a high degree of security and support for the bicycle. Long-term bicycle parking should be in the form of:
 Covered, lockable enclosures with permanently anchored racks for bicycles;
 Lockable bicycle rooms with permanently anchored racks; or
 Lockable, permanently anchored bicycle lockers.

When people commute by bicycle they often sweat or become dirty from weather or road conditions. Providing changing and storing facilities encourages commuters to travel by bicycle because they have a place to clean up before work or school. Lawndale should require all new mid-to-large employers, offices, and businesses to supply changing and storing facilities, such as by providing showers and clothes lockers within the buildings or arranging Bicycle lockers are appropriate end-of-trip facilities for civic activity centers and transit hubs.

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Figure 6-4: Lawndale Proposed End-of-Trip Facilities

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agreements with nearby recreation centers to allow commuters to use their facilities.

Proposed end-of-trip bicycle facilities in Lawndale are shown in Figure 6-4. The City should continue to provide short-term bicycle parking in the form of bicycle racks at all major trip attractors, including commercial and civic activity centers and transit hubs, and ensure that an adequate supply is available. The City should prioritize the installation of bicycle parking throughout the city, with particular attention directed at the following locations:
 Parks
 Schools
 Commercial/office areas
 Civic/government buildings
 Public transit stations
High-activity locations such as transit stations, offices, and major commercial districts should provide more secure, long-term bicycle parking options, such as bicycle lockers. Any future transit hubs and intermodal facilities should include secure bicycle parking areas as part of their design. Secure bicycle parking areas that provide services, such as bicycle rentals and repair, should be considered at major transit stations and commuter destinations.

6.5 Project Costs
This section presents the cost to implement the proposed bicycle network in Lawndale.

6.5.1 Cost Estimates
Table 6-12 displays the planning-level capital cost assumptions for each facility type proposed in this plan and Table 6-13 displays the cost to implement the proposed network in the City of Lawndale from the cost assumptions.20 Cost assumptions are based on LA County averages and may vary depending on environmental conditions of a given facility, unforeseen construction cost variations, and similar considerations. Cost assumptions exclude specific treatments that may vary by location and must be determined by field review, such as traffic calming measures, restriping of existing travel lanes, and sign removal. Cost assumptions do not include traffic signal improvements, such as

20 Table 6-13 assumes the cost of implementing Class III Bicycle Routes with Sharrows based on the policies presented in Chapter 2
The City should prioritize the installation of bicycle
parking throughout the city, with particular attention
directed at locations, such as schools.

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changes to phasing, recalibration of loop detectors, or installation of push buttons. For detailed cost estimations, refer to the project sheets presented in Section 6.7.

Table 6-12: Unit Cost Estimates for Proposed Bicycle Facility Types Facility Type Description Estimated Cost21
Class I Bicycle Path Paving, striping and signage $800,000 / mile Class II Bicycle Lanes (two sides) Striping, signage, and travel lane restriping $40,000 / mile
Class III Bicycle Routes (two sides) Signage $15,000 / mile Class III Bicycle Routes (two sides)
with sharrows Pavement markings and signage $25,000 / mile Bicycle Friendly Street Pavement markings, signage,
and limited traffic calming $30,000 / mile
Table 6-13: Estimated Cost of Proposed Bicycle Network
Facility Type Unit Cost per
mile
Length of
Proposed Network
(miles)
Cost
Bicycle Path $800,000 0.4 $ 336,000
Bicycle Lane $40,000 9.7 $ 386,000
Bicycle Route with sharrows $25,000 0.4 $ 11,000
Bicycle-Friendly Street $30,000 9.2 $ 275,000
Total 19.7 $ 1,008,000

6.6 Project Prioritization
A prioritized list of bicycle projects will help guide the City of Lawndale in implementing the proposed bicycle facilities presented in this Plan. Each proposed facility discussed in Section 6.4.1 is grouped into projects based on feasibility of implementation. Table 6-14 presents the prioritized projects based on the prioritization methodology displayed in Appendix K. Each criterion contains information about a facility and its ability to address an existing or future need in Lawndale. The projects ranked the highest should be implemented first.

21 Cost estimates include physical removals and installations (e.g. of signs and striping), contract contingency costs, preliminary engineering, and construction engineering. The source for the unit costs is the LA County Bicycle Master Plan, which are based upon a peer review of Southern California bikeway construction unit costs.

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Table 6-14: Lawndale Prioritized Bicycle Projects
Facility
Type* Facility Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BFS 160th Street
Inglewood Avenue Firmona Avenue 3 6 0 0 0 1 0 1 2 2 15
BL Artesia Boulevard
Inglewood Avenue Grivellea Avenue 0 0 0 4 4 2 2 1 2 0 15 BL Marine Avenue
Inglewood Avenue Prairie Avenue 0 0 1 4 2 2 2 2 1 0 14
BL
Manhattan Beach Boulevard
Inglewood Avenue Prairie Avenue 0 0 0 4 0 2 2 2 1 2 13
BL
Hawthorne Boulevard Rosecrans Avenue
Redondo Beach Boulevard 0 0 0 4 2 2 2 2 0 1 13
BL
Redondo Beach Boulevard Grivellea Avenue Prairie Avenue 0 0 0 4 2 1 2 2 1 1 13 BL Inglewood Avenue Rosecrans Avenue Artesia Boulevard 0 0 2 2 2 2 2 2 0 1 13BFS 154th Street Condon Avenue Prairie Avenue 0 0 0 4 0 2 1 2 1 2 12BL Prairie Avenue Rosecrans Avenue Redondo Beach Boulevard 0 3 0 2 0 2 2 2 1 0 12
BFS
Freeman Avenue - 164th Street 147th Street Prairie Avenue 0 0 0 4 0 1 0 2 1 2 10 BFS Mansel Avenue Rosecrans Avenue
Manhattan Beach Boulevard 0 0 0 4 0 0 1 2 1 2 10
BFS Firmona Avenue
Manhattan Beach Boulevard Artesia Boulevard 0 0 0 2 2 1 1 1 1 2 10 BFS
149th Street - Burin Avenue - 147th Street Mansel Avenue Prairie Avenue 0 0 0 0 0 1 1 2 2 2 8 BFS Condon Avenue Rosecrans Avenue 154th Street 0 0 0 2 0 0 0 2 2 2 8BFS 162nd Street Inglewood Avenue Prairie Avenue 0 3 0 0 0 0 0 1 2 2 8
BL Rosecrans Avenue
Inglewood Avenue Prairie Avenue 0 0 0 0 0 2 2 2 1 0 7

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Facility
Type* Facility Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BFS Condon Avenue
Green Line Extension Bike Path 164th Street 0 0 0 0 0 0 1 2 2 2 7 BFS 170th Street
Inglewood Avenue
Hawthorne Boulevard 0 0 0 0 0 1 0 1 2 2 6
BFS 166th Street
Inglewood Avenue
Green Line Extension Bike Path 0 0 0 0 0 0 1 1 2 2
6 BFS
166th Street - Osage Avenue Firmona Avenue 164th Street 0 0 0 0 0 0 1 1 2 2 6 BFS 164th Street
Green Line Extension Bike Path
Hawthorne Boulevard 0 0 0 0 0 0 0 1 2 2 5
BR
Condon Avenue (Southbound Only) 162nd Street 170th St 0 0 0 0 0 0 0 2 2 0 4 BP
Metro Right-ofWay Bike Path 162nd Street 170th St 0 0 0 0 0 0 1 2 0 0 3 *BP=Bike Path, BL=Bike Lane, BR=Bike Route, BFS=Bike Friendly Street

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6.7 Project Sheets
The City of Lawndale selected two of its top priority projects from the previous table for more detailed concept designs. Project sheets are shown on the following pages and include:
 A review of the existing site conditions
 Site challenges
 Recommended improvements
 Estimated cost
 Photos
 Aerial images
 Concept graphics

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Lawndale Project #1: Mansel Avenue (Rosecrans Avenue to Manhattan Beach Boulevard) Project Site Photos
Mansel Avenue is north-south residential street located in the western portion of the City of Lawndale. It connects to the City of Hawthorne to the north and Manhattan Beach Boulevard in Lawndale to the south. Mansel Avenue provides access to Lucille J.

Smith Elementary School and Jane Addams Park. There is parallel on-street parking along most of Mansel Avenue and a posted speed limit of 25 mph.

Mansel Avenue has one travel lane in each direction. There are stop controlled intersections at all intersections, except Marine Avenue where there is a traffic signal. Traffic does not stop on Rosecrans Avenue and Manhattan Beach Boulevard.

A median refuge island on Manhattan Beach Boulevard will help bicyclists turning left onto and off of Mansel Avenue.

Project Challenges
Mansel Avenue has no existing bicycle facilities thus bicyclists and motor vehicles must share the road. There are few existing treatments to create a safe bicycling environment for children riding to school. Left turns from Mansel Avenue onto Manhattan Beach Boulevard and Rosecrans Avenue are difficult by bicycle because both roads are busy arterials on which through traffic does not stop.

Proposed Improvements
 Install signage and stripe pavement markings, such as sharrows or bike friendly street stencils,
 Install wayfinding signage at intersections with other bicycle facilities once implemented, especially other bike friendly streets  Add bicycle loop detectors and pavement markings at all signalized intersections
 Stripe a High-intensity Activated Crosswalk (HAWK) at the intersection of Mansel Avenue and Rosecrans Avenue
 Construct a median refuge island at the intersection of Mansel Avenue and Manhattan Beach Boulevard
Estimated Cost
$130,000
Signage and pavement markings will alert motorists to the presence of bicyclists.

A HAWK across Rosecrans Avenue will help both bicyclists and pedestrians cross the arterial.

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Aerial Map and Concept Graphics: Mansel Avenue
Mansel Avenue (Rosecrans Avenue to Manhattan Beach Boulevard) Example Median Refuge Island (Source: NACTO.org)

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Lawndale Project #2: Manhattan Beach Boulevard (Inglewood Avenue to Prairie Avenue) Project Site Photos
Manhattan Beach Boulevard is an east-west arterial road located in the center of the City of Lawndale. It connects to the City of Redondo Beach to the west and the County of Los Angeles to the east. Manhattan Beach Boulevard provides access to many commercial services and residences, and secondary access to Rogers Anderson Park. There is parallel on-street parking along most of Manhattan Beach Boulevard and a posted speed limit of 40 mph.

Manhattan Beach Boulevard has two travel lanes in each direction with turn pockets and center medians. From Inglewood Avenue to Hawthorne Avenue, the roadway width is approximately 33 to 34 feet on each side of the center median. Between Grivellea Avenue and Hawthorne Boulevard the number of travel lanes increases to three in the eastbound direction. East of Hawthorne Boulevard the number of travel lanes drops to two again. From Hawthorne Boulevard to Prairie Avenue the roadway width is approximately 32 to 33 feet on each side of the center median.

Bicycle Lanes on Manhattan Beach Boulevard will separate bicyclists and motorists to reduce potential conflicts.

Project Challenges
Manhattan Beach Boulevard has no existing bicycle facilities, thus bicyclists must share the road with high volumes of vehicles traveling at high speeds. A third eastbound travel lane between Grivellea Avenue and Hawthorne Boulevard reduces the space available to provide bicycle facilities.

Proposed Improvements
 Stripe 1 mile of Class II bike lanes
 Add bicycle loop detectors and pavement markings at all signalized intersections
 Remove the third northbound travel lane between Grivellea Avenue and Hawthorne Boulevard to provide adequate space to continue bicycle lanes on this segment
Estimated Cost
$75,000
Providing bicycle lanes on Manhattan Beach Boulevard will create a more comfortable bicycling environment.

Removing the third eastbound travel lane between Grivellea Avenue and Hawthorne Boulevard will provide adequate space to continue the bike lane through this segment.

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Aerial Map and Concept Graphics: Manhattan Beach Boulevard Manhattan Beach Boulevard (Inglewood Avenue to Prairie Avenue) Bicycle Loop Detectors

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Chapter 7
Manhattan Beach

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7 Manhattan Beach
This chapter presents Manhattan Beach’s portion of the South Bay Bicycle Master Plan. It begins with a discussion of how Manhattan Beach complies with Bicycle Transportation Account requirements.

The chapter is then organized into the following sections:
 Existing conditions;
 City-specific goals, policies, and implementation actions;  Needs analysis;
 Proposed bicycle network;
 Project prioritization; and
 Project costs.

7.1 Bicycle Transportation Account
(BTA) Compliance
The Bicycle Transportation Account (BTA) is an annual statewide discretionary program that funds bicycle projects through the Caltrans Bicycle Facility Unit. Available as grants to local jurisdictions, the program emphasizes projects that benefit bicycling for commuting purposes. In order for Manhattan Beach to qualify for BTA funds, the South Bay Bicycle Master Plan must contain specific elements. Appendix E displays the requisite BTA components and their location within this plan. The table includes “Approved” and “Notes/Comments” columns for the convenience of the Metro official responsible for reviewing compliance.

7.2 Existing Conditions
Manhattan Beach is located in the western portion of the South Bay region. It is bordered by the City of El Segundo to the north, the City of Redondo Beach to the east, the City of Hermosa Beach to the south, and the Pacific Ocean to the west. According to the 2000 Census, Manhattan Beach has a population of 34,039. The city was incorporated in 1912.

7.2.1 Land Use
Appendix A-3 displays a map of the existing land uses in the South Bay Region. Land uses in Manhattan Beach are shown at right.

Almost 70 percent of the land area in Manhattan Beach is devoted to residential uses: approximately 60 percent is single family and about 8 percent is multi-family. Manhattan Beach is also approximately 10 percent open space.
(See Appendix A-3 for larger map)
Existing Land Uses in Manhattan Beach

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displays the proposed land uses in Manhattan Beach. As compared to the existing uses, the City plans to increase residential densities from single-family to multi-family South of Marine Avenue and west of Valley Drive, as well as south of the pier between Valley Drive and the Strand.

7.2.2 Bicycle Trip Generators
Bicycle trip generators refer to population characteristics that are correlated with higher bicycling activity levels, such as high population or employment densities or high concentrations of certain sub-populations, such as transit commuters or zero-vehicle households.

Appendix A-4 shows population density in Manhattan Beach. The areas with the highest population densities are located along the beach, which is where much of the multi-family housing is located.

This has the potential to generate bicycle trips as housing is nearby the downtown and many key community services. Population density, measured as the number of persons per acre, is a strong indicator of potential bicycle activity, because more people living in an area implies more trips to and from that area. The high population densities of urbanized environments also tend to support bicycle travel through mixed land uses, interconnected street networks, and shorter trip lengths.

Appendix A-5 displays employment density in Manhattan Beach.

Employment is most dense along Sepulveda Boulevard, on the northeast portion of Rosecrans Avenue, and around the intersection of Highland Avenue and Manhattan Beach Boulevard. Both
Sepulveda Boulevard and the intersection of Highland Avenue and Manhattan Beach Boulevard primarily support commercial and service land uses. Rosecrans Avenue has commercial and service uses, as well as industrial and general office space. These sites have the potential to generate bicycle activity, as they are located in environments with a variety of land uses where trips between uses can be shorter.

Appendix A-6, Appendix A-6, and Appendix A-8 display the percent of zero-vehicle households, median annual income, and percent transit commuters by census tract in the City of Manhattan Beach. Manhattan Beach overall has low percentages of transit commuters and high median annual incomes. Most households make above $95,000 per year (in 1999 dollars). Manhattan Beach also has high rates of vehicle ownership. Households without vehicles are concentrated in the southwest and central (Tree Bicycle trip generators refer to population characteristics that are correlated with higher bicycling activity levels, such as high population or employment densities.

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Section) portions of the city. These parts of the city have greater potential for increased bicycling activity because residents who do not have vehicles must use alternative modes and are likely to combine bicycle and transit trips.

In addition to the reasons discussed above, Manhattan Beach has the potential for increased bicycle activity from bicyclists passing through on their way to destinations outside of the city. A bicycle network that is connected within Manhattan Beach, as well as linked to bicycle facilities in adjacent communities, further generates bicycle traffic as it provides a viable transportation option to driving a motorized vehicle.

7.2.3 Relevant Plans and Policies
Table 7-1 outlines information regarding bicycles from the City of Manhattan Beach’s Infrastructure Element, Municipal Code, and Suggested Safe Routes to School Maps.

Table 7-1: Manhattan Beach Bicycle-Related Plans and Policies Document Description
General Plan
Infrastructure
Element (2003)
This element contains a map of existing bikeways in the City (Appendix F-4), which include the Strand Bikeway and Veterans Parkway, which is a multi-use trail. The element also includes goals and policies relevant to bicycling, which are:
 Work with the school district and private schools to improve pedestrian and bicycle safety around schools
 Incorporate bikeways and pedestrian ways as part of the City’s circulation system  Encourage features that accommodate the use of bicycles in the design of new development
 Encourage the development of recreational bicycle routes to link residential, schools, and recreational areas east of Sepulveda Boulevard with the Strand bike path Municipal Code The City’s Municipal Code prohibits riding bicycles on the sidewalk, except for children under 14 years old in front of schools, stores, or buildings used for business purposes. The Municipal Code provides bicycle requirements based on land use type. Parking must be in the form of a stationary object (either a freestanding bicycle rack or a wall-mounted bracket) to which a user can secure both wheels and the frame of a bicycle with a user-provided six-foot cable and lock. Before installation, the City reviews the design and location of bicycle parking through a Use Permit to ensure design compatibility with the architecture, appropriate materials, safety, and that it does not block pedestrian or vehicle paths-access. The City conducted a comprehensive bikeway study in 2009 to evaluate the needs, wants and opportunities related to bicycles. The study found that most people in the community utilize bikeways for recreation purposes rather than for commuting to and from work. Bicycle parking policies do not reflect that as they focus on providing facilities at commercial rather than recreational sites.

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Document Description
Suggested
Routes to
School Maps
In August of 2009, the City was awarded Safe Routes to School (SR2S) funding by the State of California. These maps are part of Manhattan Beach’s larger SR2S effort. They display suggested routes for walking/biking to Meadows, Grand View, Pennekamp, Pacific, and Robinson Elementary Schools. They also highlight where traffic signals, walkstreets (streets closed to vehicular traffic), crosswalks, and crossing guards are located. Detailed bicycle parking information is presented in Appendix G.

7.2.4 Existing Bicycle Network
Figure 7-1 shows the existing bicycle facilities in Manhattan Beach.

Appendix A-2 displays a map of the existing bicycle facilities in the South Bay Region. Bicycle facility types are discussed in Section

1.3. The bicycle network in the City of Manhattan Beach consists of approximately 3 miles of bikeways. This includes a section of the Los Angeles County-maintained Class I bicycle path on the Strand and Class III bicycle routes. Table 7-2 summarizes the
classification and mileage of the existing network.

Table 7-2: Manhattan Beach Bicycle Network
Facility Type Mileage
Class I (Bike Path) 2.1
Class II (Bike Lanes) 0.0
Class III (Bike Route) 1.1
Total Mileage 3.2

7.2.5 Existing End-of-Trip Parking Facilities
The BTA requires that this plan inventory publicly-accessible short-term and long-term end-of-trip bicycle facilities for the members of the bicycling public to park their bicycles, as well as change and store clothes and equipment. Short-term facilities consist of bicycle racks. Long-term facilities include, but are not limited to, locker, restroom, and shower facilities near bicycle parking facilities. Appendix A-9 displays the existing end-of-trip bicycle facilities in the South Bay. The locations of existing bicycle racks in Manhattan Beach are shown at right. These locations include parks, on sidewalks, and at the beach. Bicycle racks in Manhattan Beach include comb racks, wave racks, and several styles of artistic racks. The City does not provide any long-term bicycle parking within its jurisdiction.
(See Appendix A-9 for larger map)
Existing End-of-trip Facilities in Manhattan
Beach

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Figure 7-1: Existing Bicycle Facilities in Manhattan Beach

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7.2.6 Multi-Modal Connections
Transit is often best for longer trips, while bicycling is better for shorter trips. Combining transit use and bicycling can offer a high level of mobility that is comparable to travel by automobile.

Appendix A-10 shows the existing Los Angeles Metropolitan Transit Authority (Metro) transit routes that serve the City of Manhattan Beach. Metro operates bus lines with routes on the City’s major arterials, though the western half of Manhattan Beach is underserved. Buses are equipped with bicycle racks, which are available on a first-come, first-served basis.

LADOT operates the Commuter Express bus service. Line 438 connects the cities of El Segundo, Manhattan Beach, Hermosa Beach, Redondo Beach, and Torrance to Downtown Los Angeles.

Most Commuter Express buses are equipped with bicycle racks, which are available on a first-come, first-served basis. Appendix A11 shows the Commuter Express Line bus routes.

Beach Cities Transit (BCT) Line 109, operated by the City of Redondo Beach, and Torrance Transit Line 8, operated by the City of Torrance, also serve the City of Manhattan Beach. Appendix A13 shows the BCT System Map and Appendix A-14 shows the Torrance Transit System Map. Buses are equipped with bike racks, which are available on a first-come, first-served basis.

The BTA requires that this plan inventory existing bicycle transport and parking facilities for connecting to public transit services. These facilities include, but are not limited to, bicycle parking at transit stops, rail and transit terminals, park and ride lots, and provisions for transporting bicycles on public transit vehicles. Manhattan Beach does not currently provide any intermodal end-of-trip bicycle facilities within its jurisdiction.

7.2.7 Education and Enforcement Strategies
Bicycle education programs and enforcement of bicycle-related policies help to make riding safer for all bicyclists. To promote safe bicycling at the Middle School level, the City of Manhattan Beach provides bicycle education to the school, parents, and students through the School Resource Officer (SRO) and Crime Prevention Officer. Once per year, there is a Bicycle Rodeo at Manhattan Beach Middle School and the Police Department provides a presentation and information on bicycle safety, requirements, wearing helmets, and the use of lights and reflectors. Bicycle Rodeos are meant to ensure that children bicycling to school have the appropriate and Metro operates bus lines with routes on the City’s major arterials.

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required equipment, know where to ride, and follow the proper traffic signals, signs and markings. Throughout the school year, the SRO addresses students on campus regarding bicycle safety as needed.

There is not a SRO for the elementary schools in Manhattan Beach, so they utilize saturated enforcement with patrol and traffic officers adjacent to the schools. Officers check to make sure that children have the proper equipment when bicycling to school, and if they don’t, they stop children to educate them and issue warnings. If a child receives several warnings, the officer will issue a citation, which requires the parent(s) to go to court.

In the rest of the City, enforcement is performed by patrol and traffic officers. Enforcement is focused in the Downtown and on the Bike Path during the summer months. Officers issue warnings and citations for observed violations. Whenever an officer stops someone, they also educate the person on bicycle safety and the rules of the road regardless of whether a warning or citation is issued.

7.2.8 Past Bicycle-Related Expenditures
Between 2005 and 2011, the City of Manhattan Beach incurred the following bicycle expenditures:
 $2,500 for bicycle racks and bicycle route signs
 $12,000 for labor, installation, core drilling, and concrete for new bicycle racks

7.3 Needs Analysis
This section describes the needs of bicyclists in Manhattan Beach.

It first summarizes feedback collected from the online survey and public workshops. The section also provides estimates and forecasts of bicycle commuting to determine the estimated bicycling demand in the city. It finally analyzes bicycle collision data between 2007 and 2009 to identify areas that would benefit from bicycle facility improvements.

7.3.1 Public Outreach
As mentioned in Chapter 1, the public had the opportunity to provide input in the planning process through an online survey and the first round of public workshops. This section summarizes locations in Manhattan Beach that the community identified as desirable for bikeways and bicycle support facilities.

The public identified major arterials as streets
in need of bicycle facilities.

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The location that the community mentioned the most frequently as in need of bikeways is Valley Drive / Ardmore Avenue. Other locations that the public identified as desirable for bicycle facilities include streets that lead to the beach, such as Marine Avenue, and provide access to schools, including Longfellow Avenue. The community also identified major arterials, such as Artesia Boulevard, Manhattan Beach Boulevard, and Rosecrans Boulevard.

Other locations mentioned were residential streets, like Pacific Avenue and Redondo Avenue.

The public identified Polliwog Park as a desirable location for bicycle parking.

7.3.2 Bicycle Commuter Estimates and Forecasts
United States Census “Commuting to Work” data provides an indication of current bicycle system usage. Appendix A-15 shows the percent bicycle commuters in Manhattan Beach by census tract.

Manhattan Beach has the highest percentages of bicycle commuters in the central northern portion of the city, which correlates with the percentage of households without vehicles.

In addition to bicycle commuters in Manhattan Beach, bicyclists from neighboring communities use the city’s bicycle network to reach their destinations and are not reflected in this data. This Plan addresses the need for regional connectivity to accommodate bicyclists passing through Manhattan Beach’s bicycle network in Section 7.4.

Table 7-3 presents commute to work data estimates reported by the 2000 US Census for Manhattan Beach. For comparative purposes, the table includes commute to work data for the United States, California, and County of Los Angeles. According to these estimates, 0.3 percent of residents in Manhattan Beach commute predominantly by bicycle. Manhattan Beach also has low rates of carpooling and transit riding, which suggests that the city’s high average median income and high car ownership rates influence mode split. It is important to note that this figure likely underestimates the true amount of bicycling that occurs in Manhattan Beach for several reasons. First, data reflects respondents’ dominant commute mode and therefore does not capture trips to school, for errands, or other bike trips that would supplant vehicular trips. Also, US Census data collection methods only enable a respondent to select one mode of travel, thus The public identified Manhattan Beach Boulevard as
desirable for bicycle facilities.

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excluding bicycle trips if they constitute part of a longer multimodal trip. The percentage of commuters in Manhattan Beach that commute by transit is much lower than that of those that drive alone. Manhattan Beach also has a low percentage of commuters carpooling and walking.

In addition to bicycle commuters in Manhattan Beach, bicyclists from neighboring communities use the city’s bicycle network to reach their destinations and are not reflected in this data. This Plan addresses the need for regional connectivity to accommodate bicyclists passing through Manhattan Beach’s bicycle network in Section 7.4.

Table 7-3: Means of Transportation to Work
Mode United States California Los Angeles County Manhattan Beach Bicycle 0.38% 0.83% 0.62% 0.32%
Drove Alone – car, truck, or van 75.70% 71.82% 70.36% 84.47% Carpool – car, truck, or van 12.19% 14.55% 15.08% 6.89% Transit 4.73% 5.07% 6.58% 0.38%
Walked 2.93% 2.85% 2.93% 1.26%
Other Means 0.70% 0.79% 0.76% 0.61%
Worked at Home 3.26% 3.83% 3.49% 5.99%
Source: US Census 2000
Table 7-4 presents an estimate of current bicycling within Manhattan Beach using US Census data along with several adjustments for likely bicycle commuter underestimations, as discussed above. Table 7-5 presents the associated air quality benefits from bicycling.
.

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Table 7-4: Existing Bicycling Demand
Variable Figure Source
Existing study area population 34,039 2000 US Census, P1 Existing employed population 19,030 2000 US Census, P30 Existing bike-to-work mode share 0.32% 2000 US Census, P30 Existing number of bike-to-work
commuters
61 Employed persons multiplied by bike-to-work mode share Existing work-at-home mode share 6.0% 2000 US Census, P30 Existing number of work-at-home
bike commuters 114
Assumes 50% of population working at home makes at least one daily bicycle trip
Existing transit-to-work mode share 0.4% 2000 US Census, P30 Existing transit bicycle commuters
18 Employed persons multiplied by transit mode share. Assumes 25% of transit riders access transit by bicycle
Existing school children, ages 6-14
(grades K-8) 4,047
2000 US Census, P8
Existing school children bicycling
mode share 2.0%
National Safe Routes to School surveys, 2003.

Existing school children bike
commuters
81 School children population multiplied by school children bike mode share
Existing number of college students
in study area 1,713
2000 US Census, PCT24
Existing estimated college bicycling
mode share

5.0%
Review of bicycle commute share in seven university communities (source: National Bicycling & Walking Study, FHWA, Case Study No. 1, 1995).

Existing college bike commuters
86 College student population multiplied by college student bicycling mode share
Existing total number of bike
commuters
360
Total bike-to-work, school, college and utilitarian bike trips. Does not include recreation.

Total daily bicycling trips 719 Total bicycle commuters x 2 (for round trips)

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Table 7-5: Existing Bicycling Air Quality Impact
Variable Figure Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday
233
Assumes 73% of bicycle trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year
60,836
Reduced weekday vehicle trips x 261 (weekdays /
year)
Reduced Vehicle Miles per Weekday
1,564
Assumes average round trip travel length of 5 miles
for adults/college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
408,315
Reduced weekday vehicle miles x 261 (weekdays /
year)
Current Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 5 Daily mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/wkday) 3 Daily mileage reduction x 0.95 grams / mi Reduced CO (lbs/wkday) 43 Daily mileage reduction x 12.4 grams / mi Reduced C02 (lbs/wkday) 1,273 Daily mileage reduction x 369 grams / mi Reduced Hydrocarbons (lbs/yr) 1,224 Yearly mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/yr) 5 Yearly mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 4 Yearly mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/yr) 855 Yearly mileage reduction x 0.95 grams / mi Reduced CO (lbs/yr) 11,162 Yearly mileage reduction x 12.4 grams / mi Reduced C02 (lbs/yr) 332,167 Yearly mileage reduction x 369 grams / mi Source:

Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

Table 7-6 presents projected year 2030 bicycling activity within Manhattan Beach using California Department of Finance
population and school enrollment projections. The projection contains the assumption that bicycle mode share will double by 2030, due in part to bicycle network implementation. Actual bicycle mode share in 2030 will depend on many factors, including

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the extent of network implementation. Table 7-7 presents the associated year 2030 air quality benefit forecasts. The calculations follow in a straightforward manner from the Projected Year 2030 Bicycling Demand.

Table 7-6: Projected Year 2030 Bicycling Demand
Variable Figure Source
Future study area population
42,359
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050.

Future employed population
23,681
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050,
Future bike-to-work mode share 0.64% Double the rate from 2000 US Census, P30 Future number of bike-to-work
commuters
152
Employed persons multiplied by bike-to-work mode
share
Future work-at-home mode share

7.81%
Calculated based on change in mode share from 1990
US Census, P49, to 2000 US Census, P30
Future number of work-at-home bike
commuters
185
Assumes 50% of population working at home makes
at least one daily bicycle trip
Future transit-to-work mode share 0.8% Double the rate from 2000 US Census, P30 Future transit bicycle commuters
45 Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by bicycle Future school children, ages 6-14 (grades
K-8)
3,216
Calculated from CA Dept. of Finance, California Public
K–12 Graded Enrollment and High School Graduate
Projections by County, 2010 Series.

Future school children bicycling mode
share 4.0%
Double the rate of national school commute trends.

National Safe Routes to School surveys, 2003.

Future school children bike commuters
129
School children population multiplied by school
children bicycling mode share
Future number of college students in
study area
2,132
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-
2050, Sacramento, California, July 2007.

Future estimated college bicycling mode
share

7.0%
A slight increase over the existing college bicycle
mode share assumption, commensurate with
projected increases in bicycling for other populations
Future college bike commuters
149
College student population x college student
bicycling mode share
Future total number of bike commuters
659
Total bike-to-work, school, college and utilitarian
biking trips. Does not include recreation.

Total daily bicycling trips 1,319 Total bike commuters x 2 (for round trips)

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Table 7-7: Projected Year 2030 Bicycling Air Quality Impact Variable Figure Source
Forecasted VMT Reductions
Reduced Vehicle Trips per Weekday
423
Assumes 73% of biking trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year
110,354
Reduced number of weekday vehicle trips x 261
(weekdays / year)
Reduced Vehicle Miles per Weekday
2,905
Assumes average round trip travel length of 8 miles
for adults / college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
758,275
Reduced number of weekday vehicle miles x 261
(weekdays / year)
Forecasted Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 9 Daily mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/wkday) 6 Daily mileage reduction x by 0.95 grams / mi Reduced CO (lbs/wkday) 79 Daily mileage reduction x by 12.4 grams / mi Reduced C02 (lbs/wkday) 2,363 Daily mileage reduction x by 369 grams / mi Reduced Hydrocarbons (lbs/yr) 2,274 Yearly mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/yr) 9 Yearly mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 8 Yearly mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/yr) 1,588 Yearly mileage reduction x by 0.95 grams / mi Reduced CO (lbs/yr) 20,729 Yearly mileage reduction x by 12.4 grams / mi Reduced CO2 (lbs/yr) 616,861 Yearly mileage reduction x by 369 grams / mi Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

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This model uses the latest state projections for population growth and reasonable assumptions about future bicycle ridership. The benefits model predicts that the total number of bicycle commute trips could increase from the current daily estimate of 700 to 1,300, resulting in a substantial reduction of both Vehicle Miles Traveled (VMT) and associated emissions. This includes a yearly emissions reduction by 2030 of approximately 1,600 pounds of smog forming N0X and roughly 600 thousand pounds of C02, the principal gas associated with global climate change. Providing bicycle facilities will encourage new bicyclists to begin to ride, thus positively impacting air quality by reducing harmful pollutants from driving motorized vehicles. Because this plan recommends local
connections throughout and regional links between the
participating cities, it has the potential to have even greater air quality benefits. Bicyclists may not need to rely as heavily on vehicles for transportation because bicycling will be a viable transportation alternative upon implementation of this Plan.

7.3.3 Bicycle Counts
To assess bicycling levels at different sites throughout Manhattan Beach, volunteers conducted bicycle counts, in which they manually recorded the number of bicyclists that rode by.

7.3.3.1 Methodology
The methodology for the bicycle counts derives from the National Bicycle and Pedestrian Documentation Project (NBPD), a
collaborative effort of Alta Planning + Design and the Institute of Transportation Engineers. The NBPD methodology aims to capture both utilitarian bicycling and recreational bicycling. The NBPD also provides guidance on how to select count locations.

Volunteers conducted bicycle counts in each of the seven participating cities in the South Bay on Thursday, November 4, 2010 from 3:00 p.m. to 6:00 p.m. and Saturday, November 6, 2010 from 10:30 a.m. to 1:30 p.m. These dates are meant to capture volumes of bicyclists on a typical weekday and weekend day. Fall is an appropriate time to conduct bicycle counts in California because school is back in session and vacations are typically over. In Manhattan Beach, volunteers were stationed at six locations on Thursday and seven locations on Saturday. There were 36 total locations in the South Bay region on each day.

The count locations were selected in partnership by city staff, Alta Planning + Design, Los Angeles County Bicycle Coalition staff, and (See Appendix A-16 for a larger map and
Appendix H for a list of count locations.)
Weekday Bicycle Count Results in
Manhattan Beach
Weekend Bicycle Count Results in
Manhattan Beach
(See Appendix A-17 for a larger map and
Appendix H for a list of count locations.)

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South Bay Bicycle Coalition board members. This snapshot of locations is meant to capture a diverse bicycling population using the roads and streets that span the spectrum of bike-friendliness.

7.3.3.2 Results
The count results for the South Bay are displayed in Appendix A16 and Appendix A-17. Count results for Manhattan Beach are shown on the previous page. Detailed count data, including a list of count locations, is presented in Appendix H. On Thursday, the Manhattan Beach station that experienced the highest volume was Manhattan Beach Boulevard and Manhattan Avenue with 75
bicyclists during the three hour count period. The station with the most bicyclists on Saturday was Manhattan Beach Boulevard and the Strand with 589 bicyclists during the three hour count period.

On both days, the locations with the highest numbers of bicyclists in the South Bay region as a whole were those along the Strand on the County-maintained Marvin Braude Bikeway. Apart from the Strand stations, the inland count locations in Lawndale and Gardena experienced the most riders during the week. On the weekend, there were overall fewer riders in the inland count stations and more riders along the coast. This suggests that more bicyclists ride a bicycle for commuting during the week and for recreation on the weekend.

In the region as a whole, approximately 83 percent of bicyclists were male. About 70 percent of those observed did not wear helmets and 41 percent rode on the sidewalks. On Thursday, there were 18 locations at which over half of the observed bicyclists rode on the sidewalk and on Saturday there were nine. Riding on the sidewalk can be an indicator of a lack of bicycle facilities, as bicyclists that are uncomfortable riding with traffic may choose to ride on the sidewalk instead.

7.3.4 Bicycle Collision Analysis
Safety is a major concern for both existing and potential bicyclists.

Concern about safety is the most common reason given for not riding a bicycle (or riding more often), according to national surveys. Identifying bicycle collision sites can draw attention to areas that warrant improvement, particularly if multiple collisions occur at the same location. This analysis employs the most reliable data source available, the California Highway Patrol’s Statewide Integrated Traffic Records System. The data set only includes reported collisions, and so represents a subset of all the bicycle (See Appendix A-18 for larger map)
Bicycle Collisions in Manhattan Beach 2007-2009

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collisions in Manhattan Beach. This data does not include any assessment of conditions present at the time of the collision. There are numerous factors that may contribute to a given incident including but not limited to time of day, visibility, distractions, obstacles or traffic law obedience. This data simply reflects reported incidents, resulting injuries and the party at fault. This data does not infer faulty infrastructure, but rather provides a baseline of collisions that often decreases in correlation with bike plan implementation and the improvements to facilities and road user behavior and awareness that accompanies it. Fault as determined by law enforcement is discussed below.

Table 7-8 presents the number of reported collisions involving bicyclists, number of bicyclists involved, and severity of the bicycle collisions for three consecutive years: 2007, 2008, and 2009.

Appendix A-18 shows locations of bicycle collisions in the South Bay region in the same time period. Bicycle collisions in Manhattan Beach are shown at right. There were 38 total reported collisions involving bicyclists from 2007-2009 in the City of Manhattan Beach. The intersection of Artesia Boulevard and Aviation Boulevard, which is on the border of the cities of Manhattan Beach and Redondo Beach, had four collisions involving bicyclists in the three year period. Other collisions in Manhattan Beach were concentrated on major boulevards: there were nine crashes on Manhattan Beach Boulevard, eight on Highland Avenue, and eight on Sepulveda Boulevard.

Table 7-8: Bicycle Collision Data 2007-2009
Total Crashes Involving
Bicyclists
Number of Bicyclists
Involved Persons Injured Persons Severely Injured
Persons Killed
38 38 36 5 1
Source: California Highway Patrol, Statewide Integrated Traffic Records System (SWITRS) As reported by police officers in traffic reports, bicyclists were at fault in 63 percent of collisions involving bicycles (24 crashes) in this time period.

Providing bicycle facilities encourages more people to ride. When motorists begin to look for and expect to see bicyclists, collisions between vehicles and bicyclists are reduced. The City of New York, for example, reported that as ridership increased between 1998 and 2008, the number of annual casualties from bicycle collisions decreased (see Appendix B).

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Appendix A-1 displays estimated weekday traffic volumes in Manhattan Beach. The streets with the highest traffic volumes are Sepulveda Boulevard, Aviation Boulevard, Rosecrans Avenue, and Manhattan Beach Boulevard. The only one of these streets with bicycle facilities is Sepulveda Boulevard, which has a Class III bike route. On Sepulveda, bicyclists must still share the traffic lanes with vehicular traffic, creating the potential for conflicts between the two modes. Installing bicycle facilities, especially on major arterials, could reduce the number and severity of collisions involving bicyclists.

7.4 Proposed Bicycle Network
This section presents the proposed bicycle network for the City of Manhattan Beach, which includes bicycle parking facilities. Upon implementation of the proposed network, the City should coordinate and collaborate with adjacent participating South Bay cities to emphasize a regional bicycle network. Bicycle facilities discussed in this Plan are described in Section 1.3 and are shown in Figure 1-3 and Figure 1-4. Appendix C outlines the recommended standards for each facility classification as compared to minimum standards. In addition to creating a comprehensive network of bikeways in Manhattan Beach, the recommended system ties into the proposed bicycle facilities for the other South Bay participating cities to create a connected regional network. This will give bicyclists from adjacent communities the opportunity to pass through Manhattan Beach to reach their destinations without losing bicycle facilities at city boundaries. Bikeway
recommendations are also based on the existing City bicycle plans, public input, topography, traffic volumes, and traffic speeds.

7.4.1 Proposed Bikeway Facilities
The proposed bicycle network for the City of Manhattan Beach consists of Class I Bike Paths, Multi Use Paths, Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets, and is shown in Figure 7-2. Four tables identify the streets on which facilities are proposed, the extents of each proposed facility, and the length in miles of each proposed facility. Table 7-9 lists the proposed bicycle paths, Table 7-10 lists the proposed bicycle lanes, Table 7-11 lists the proposed bicycle routes, and Table 7-12 lists the proposed bicycle-friendly streets. The proposed Bicycle network for the South Bay region as a whole is presented in Appendix A-19. The proposed bicycle network in Manhattan Beach connects with the recommended networks in El Segundo, Hermosa Beach, and
The proposed bicycle network for the City of Manhattan
Beach consists of Class I Bike Paths, Multi Use Paths,
Class II Bike Lanes, Class III Bike Routes, and Bike
Friendly Streets.

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Redondo Beach. Figure 7-2 shows a blue asterisk at the steps between Manhattan Beach and Hermosa Beach, which is outside the jurisdiction of this plan, but is a supported improvement.

Table 7-9: Proposed Class I Bicycle Paths in Manhattan Beach Street From To Miles
Bell Ave Extension 33rd St
beginning of Bell Ave
south of 30th St 0.1
Marine Ave Park Redondo Ave Extension Redondo Ave 0.1
Total Bicycle Path Mileage 0.2
Table 7-10: Proposed Class II Bicycle Lanes in Manhattan Beach Street From To Miles
Manhattan Beach Blvd Ardmore Avenue Aviation Blvd 1.7
Rosecrans Ave Highland Ave Aviation Blvd 2.3
Marine Ave Sepulveda Blvd Aviation Blvd 1.0
Aviation Blvd Rosecrans Ave South City Limits 2.1
Total Bicycle Lane Mileage 7.0
Table 7-11: Proposed Class III Bicycle Routes in Manhattan Beach Street From To Miles
Valley Dr 15th St South City Limits 0.9
45th St The Strand Crest Dr 0.2
15th St Ocean Dr Valley Dr 0.2
Highland Av 45th St 33rd St 2.2
Ardmore Ave Rosecrans Ave South City Limits 2.1
Redondo Ave - Redondo Ave
Extension Rosecrans Ave Marine Ave 0.6
Manhattan Ave 15th St 1st St 0.7
Manhattan Beach Blvd Ocean Dr Valley Dr 0.2
Rosecrans Ave The Strand Highland Ave 0.1
38th Pl Highland Ave Crest Dr 0.0
Total Bicycle Route Mileage 7.1

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Table 7-12: Proposed Bicycle-Friendly Streets in Manhattan Beach Street From To Miles
Marine Ave The Strand Blanch Rd 0.4
Marine Ave Ardmore Avenue Sepulveda Blvd 0.4
1st St Manhattan Avenue John St 0.4
Bell Ave Rosecrans Ave North of 29th St 0.2
Bell Ave - Blanch Rd North of 29th St Valley Dr 0.6
Pacific Ave - 5th St Rosecrans Ave Ardmore Ave 1.4
Ocean Dr 45th St 1st St 2.1
Oak Ave Ardmore Ave Manhattan Beach Blvd 0.8
8th St Ardmore Ave Aviation Blvd 1.5
Redondo Ave Marine Ave Artesia Blvd 1.5
2nd St John St East City Limits 1.3
Meadows Ave - Tennyson St -
Prospect Ave Marine Ave Artesia Blvd 1.6
11th St Ardmore Ave Aviation Blvd 1.6
Peck Ave Manhattan Beach Blvd Artesia Blvd 1.0
Voorhees Ave Peck Ave Aviation Blvd 0.4
Mathews Ave Peck Ave Aviation Way 0.4
Harkness St Marine Ave 2nd St 1.0
Total Bicycle-Friendly Street Mileage 16.7
There are several opportunities and constraints to recommending new bicycle facilities in Manhattan Beach. These are shown at right and are referenced by the numbers in Appendix I. Appendix I also presents opportunities and constraints in the South Bay region as a whole.

One opportunity includes a proposed Class II on Aviation Boulevard in Redondo Beach and Manhattan Beach. This major thoroughfare provides significant connectivity between residences and major employment centers and thus a bicycle facility on Aviation Boulevard will encourage increased bike commuting to these destinations. See Vitality City’s Livability Plan for further detail. Another opportunity is a proposed Class III bikeway on Valley Drive/Ardmore Avenue in Manhattan Beach: While this plan recommends a Class III route, the Vitality City Livability Plan recommends additional options. See the Vitality City Livability Plan for further detail and opportunities.

A constraint is the stairs on the Strand between Hermosa Beach and Manhattan Beach. This constraint is also noted as being outside this plan’s jurisdiction because those stairs (along with the (See Appendix I for larger map)
Opportunities and Constraints in
Manhattan Beach

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Figure 7-2: Proposed Bicycle Facilities in Manhattan Beach

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rest of the Strand with the exception of Hermosa Beach) are operated by the State and maintained by the County of Los Angeles.

However, this plan urges the cities to remedy the disruption caused by the stairs. This remedy could come in several forms ranging from a bike-friendly ramp that connects the two sections of the Strand to signage that warns cyclists of the disruption and safely guides them to facilities along Hermosa Avenue.

7.4.2 Proposed End-of-Trip Bicycle Facilities
Support facilities and connections to other modes of transportation are essential components of a bicycle system because they enhance safety and convenience for bicyclists at the end of every trip. With nearly all utilitarian and many recreational bike trips, bicyclists need secure and well-located bicycle parking. A comprehensive bicycle parking strategy is one of the most important things that a jurisdiction can apply to immediately enhance the bicycling environment. Moreover, a bicycle parking strategy with
connections to public transit will further the geographical range of residents traveling without using an automobile.

The Manhattan Beach Municipal Code currently provides bicycle parking requirements based on percent of vehicle parking at specific land uses, as well as bicycle parking design requirements.

The City should consider amending its Municipal Code to include bicycle parking requirements at new and retrofitted multi-family residential, office, and mixed-use developments of all sizes. The Municipal Code should also consider requiring bicycle parking quantities based on square footage of developments or by number of employees/residents to adequately address the bicycle demand at each development.

Manhattan Beach should also consider amending its Municipal Code to include more specific requirements on types of both shortand long-term bicycle parking facility designs, which are shown in Appendix J. Bicycle rack designs should be considered that provide two points of contact with the bicycle so that it can be locked from both the front wheel/frame and the rear wheel. This will provide a high degree of security and support for the bicycle. Long-term bicycle parking should be in the form of:
 Covered, lockable enclosures with permanently anchored racks for bicycles
 Lockable bicycle rooms with permanently anchored racks or
 Lockable, permanently anchored bicycle lockers
The flat top bicycle rack shown above is an example of a recommended rack type. See Appendix JJ for additional
recommended bicycle rack types.

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When people commute by bicycle they often sweat or become dirty from weather or road conditions. Providing changing and storing facilities encourages commuters to travel by bicycle because they have a place to clean up before work or school. Manhattan Beach’s Municipal Code should require all new mid-to-large employers, offices, and businesses to supply changing and storing facilities, such as by providing showers and clothes lockers within the buildings or arranging agreements with nearby recreation centers to allow commuters to use their facilities.

Proposed end-of-trip bicycle facilities in Manhattan Beach are shown in Figure 7-3. The City should continue to provide shortterm bicycle parking in the form of bicycle racks at all major trip attractors, including commercial and civic activity centers and transit hubs, and ensure that an adequate supply is available. The City should prioritize the installation of bicycle parking throughout the city, with particular attention directed at the following locations:
 Parks
 Schools
 Commercial/office areas
 Civic/government buildings
 Public transit stations
 Downtown Manhattan Beach
 The Beach at the Pacific Ocean
High-activity locations such as transit stations, offices, and major commercial districts could consider providing more secure, longterm bicycle parking options, such as bicycle lockers. Any future transit hubs and intermodal facilities could include secure bicycle parking areas as part of their design. Secure bicycle parking areas that provide services, such as bicycle rentals and repair, could be considered at major transit stations and commuter destinations.

High-activity locations such as transit stations, offices, and major commercial districts could consider providing more secure, long-term bicycle parking options.

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Figure 7-3: Manhattan Beach Proposed End-of-Trip
Facilities

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7.5 Project Costs
This section presents the cost to implement the proposed bicycle network in Manhattan Beach.

7.5.1 Cost Estimates
displays the planning-level capital cost assumptions for each facility type proposed in this plan, and Table 7-14 displays the cost to implement the proposed network in the City of Manhattan Beach from the cost assumptions.22 Cost assumptions are based on LA County averages and may vary depending on environmental conditions of a given facility, unforeseen construction cost variations, and similar considerations. Cost assumptions exclude specific treatments that may vary by location and must be determined by field review, such as traffic calming measures, restriping of existing travel lanes, and sign removal. Cost assumptions do not include traffic signal improvements, such as changes to phasing, recalibration of loop detectors, or installation of push buttons. For detailed cost estimations, refer to the project sheets presented in Section 7.7.

Table 7-13: Unit Cost Estimates for Proposed Bicycle Facility Types Facility Type Description Estimated Cost23
Class I Bicycle Path Paving, striping and signage $800,000 / mile Class II Bicycle Lanes (two sides) Striping, signage, and travel lane restriping $40,000 / mile
Class III Bicycle Routes (two sides) Signage $15,000 / mile Class III Bicycle Routes (two sides)
with sharrows Pavement markings and signage $25,000 / mile Bicycle Friendly Street Pavement markings, signage,
and limited traffic calming $30,000 / mile

22 Table 7-14 assumes the cost of implementing Class III Bicycle Routes with Sharrows based on the policies presented in Chapter 2
23 Cost estimates include physical removals and installations (e.g. of signs and striping), contract contingency costs, preliminary engineering, and construction engineering. The source for the unit costs is the LA County Bicycle Master Plan, which are based upon a peer review of Southern California bikeway construction unit costs.

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Table 7-14: Estimated Cost of Proposed Bicycle Network
Facility Type Unit Cost per
mile
Length of
Proposed Network
(miles)
Cost
Bicycle Path $800,000 0.2 $ 192,000
Bicycle Lane $40,000 7.0 $ 280,000
Bicycle Route with sharrows $25,000 7.1 $ 179,000
Bicycle-Friendly Street $30,000 16.7 $ 502,000
Total 31.0 $ 1,153,000

7.6 Project Prioritization
A prioritized list of bicycle projects will help guide the City of Manhattan Beach in implementing the proposed bicycle facilities presented in this Plan. Each proposed facility discussed in Section

7.4.1 is grouped into projects based on feasibility of
implementation. Table 7-15 presents the prioritized projects based on the prioritization methodology displayed in Appendix K. Each criterion contains information about a facility and its ability to address an existing or future need in Manhattan Beach. The projects ranked the highest should be implemented first.

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Table 7-15: Manhattan Beach Prioritized Bicycle Projects Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BR Valley Dr 15th St
South City Limits 3 6 0 4 0 1 2 1 2 2 21
BFS Marine Ave The Strand Blanch Rd 3 6 0 4 0 1 2 0 2 2 20BFS Marine Ave Ardmore Avenue
Sepulveda Blvd 3 6 0 4 0 0 2 0 2 2 19
BL
Manhattan Beach Blvd
Ardmore Avenue Aviation Blvd 3 6 0 4 0 2 2 1 0 1 19
BL
Rosecrans Ave Highland Ave Aviation Blvd 3 6 0 4 0 1 2 1 0 1 18 BFS 1st St
Manhattan Avenue John St 3 6 0 4 0 0 0 1 2 2 18
BR 45th St The Strand Crest Dr 3 6 0 4 0 0 0 0 2 2 17BR 15th St Ocean Dr Valley Dr 3 6 0 4 0 0 0 0 2 2 17BFS Pacific Ave - 5th St
Rosecrans Ave Ardmore Ave 0 6 0 4 0 1 1 1 1 2 16
BR Highland Av 45th St 33rd St 0 3 0 2 0 2 2 1 1 2 13BFS Ocean Dr 45th St 1st St 0 3 0 2 0 1 1 1 1 2 11BFS Oak Ave Ardmore Ave Manhattan Beach Blvd 0 0 0 4 0 0 2 0 2 2 10

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Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input Underserved
Communities
Project Cost
Parking
Displacement Total
BR Ardmore Ave
Rosecrans Ave
South City Limits 0 0 0 4 0 0 2 1 1 2 10
BR
Manhattan Ave 15th St 1st St 0 3 0 0 0 2 2 1 2 0 10
BR
Manhattan Beach Blvd Ocean Dr Valley Dr 0 3 0 0 0 2 2 1 2 0 10 BFS 8th St Ardmore Ave Aviation Blvd 0 0 0 4 0 1 1 0 1 2 9BFS Ardmore Ave John St Redondo Ave 0 0 0 2 2 0 1 1 1 2 9BFS Meadows Ave - Tennyson St - Prospect Ave Marine Ave Artesia Blvd 0 3 0 0 0 1 1 1 1 2 9 BFS Voorhees Ave Peck Ave Aviation Blvd 0 3 0 0 0 1 1 0 2 2 9BR Rosecrans Ave The Strand Highland Ave 0 3 0 0 0 2 2 0 2 0 9 BFS 2nd St John St
East City Limits 0 0 0 4 0 1 0 0 1 2 8
BR - BP - BR Redondo Ave
Rosecrans Ave Marine Ave 0 0 0 4 4 0 0 0 0 0 8
BL Marine Ave
Sepulveda Blvd Aviation Blvd 3 0 0 0 0 0 2 1 1 1 8

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Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BFS Mathews Ave Peck Ave Aviation Way 0 3 0 0 0 0 1 0 2 2 8BFS Harkness St Marine Ave 2nd St 0 3 0 0 0 0 1 0 2 2 8 BFS 11th St Ardmore Ave Aviation Blvd 0 3 0 0 0 1 0 0 1 2 7BFS Peck Ave Manhattan Beach Blvd Artesia Blvd 0 3 0 0 0 1 0 0 1 2 7 BR 38th Pl Highland Ave Crest Dr 0 3 0 0 0 0 0 1 2 0
6 BFS - BP - BFS
Bell Ave - Blanch Rd
Rosecrans Ave Valley Dr 3 0 0 2 0 0 0 0 0 0 5
BL Aviation Blvd
Rosecrans Ave
South City Limits 0 0 0 0 0 2 2 1 0 0 5
*BP=Bike Path, BL=Bike Lane, BR=Bike Route, BFS=Bike Friendly Street

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7.7 Project Sheets
The City of Manhattan Beach selected two of its top priority projects from the previous table for more detailed concept designs.

Project sheets are shown on the following pages and include:
 A review of the existing site conditions
 Site challenges
 Recommended improvements
 Estimated cost
 Photos
 Aerial images
 Concept graphics

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Manhattan Beach Project #1: Manhattan Beach Boulevard (Aviation Boulevard to the Strand) Project Site Photos
Manhattan Beach Boulevard is an east-west corridor located in the center of the City of Manhattan Beach. It connects to Redondo Beach to the east and to the Marvin Braude Bikeway (The Strand) and beach to the west. Manhattan Beach Boulevard provides access to Polliwog Park, Manhattan Heights Park, Manhattan Beach Middle School, Meadows Elementary School, Pacific Elementary School, American Martyrs School, residential/commercial uses, and Downtown Manhattan Beach. There is existing on-street parking along most of the street that is highly utilized in certain segments, including Downtown Manhattan Beach and Polliwog Park.

Between Aviation Boulevard and Sepulveda Boulevard, Manhattan Beach Boulevard two travel lanes in each direction and center medians.

The roadway width is approximately 32 feet on each side of the median with on-street parallel parking, with exception to a short segment east of Sepulveda Boulevard where the width drops to 25 feet on the north side of the road and no on-street parking is present. From Sepulveda Boulevard to Dianthus Street, Manhattan Beach Boulevard has two travel lanes in each direction and is approximately 27 feet wide on each side of center medians with parallel on-street parking. From Dianthus Street to Pacific Avenue, Manhattan Beach Boulevard has two travel lanes in each direction and the roadway width is approximately 59 feet with parallel on-street parking. The posted speed limit between Aviation Boulevard and Pacific Avenue is 35 mph. Between Pacific Avenue and Valley Drive/Ardmore Avenue, the street has one westbound travel lane and two eastbound travel lanes. This segment of Manhattan Beach Boulevard is approximately 48 to 50 feet wide with parallel on-street parking. The posted speed limit is 30 mph. West of Valley Drive, the roadway widens to approximately 58 to 60 feet wide, has one travel lane in each direction, left turn pockets, and a mix of angled and parallel on-street parking. The posted speed limit is 25 mph.

Looking west on Manhattan Beach Boulevard. Bike lanes will provide children riding to school a safer commute.

Removing the additional westbound travel lane west of Pacific Avenue will allow for bicycle lanes without parking removal.

Removing on-street parking spaces to install bicycle lanes will provide a safe and convenient bicycling environment.

Project Challenges
Manhattan Beach Boulevard has no existing bicycle facilities, thus bicyclists must share the road with relatively high volumes of vehicles, especially east of Pacific Avenue. Rolling hills can create potential conflicts between bicyclists and motorists due to the speed differential on inclines. On-street parking along Manhattan Beach Boulevard reduces the available space for bicycle facilities.

Proposed Improvements
 Stripe 1.8 miles of Class II Bike Lanes and signs
 Install 0.3 miles of Class III Bike Route signs
 Add bicycle detection and pavement markings at all signalized intersections
 Remove approximately 69 spaces of on-street parking between Sepulveda Boulevard and Pacific Avenue
 Remove one eastbound travel lane between Pacific Avenue and Ardmore Avenue
 Convert angled parking to head out angled parking west of Valley Drive
 Install intersection crossing treatment at Valley Dr/Ardmore Ave Estimated Cost
$110,000

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Aerial Map and Concept Graphics: Manhattan Beach Boulevard Manhattan Beach Boulevard (Aviation Boulevard to Sepulveda Boulevard) Manhattan Beach Boulevard (Sepulveda Boulevard to the Strand)

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Aerial Map and Concept Graphics: Manhattan Beach Boulevard Head Out Angled Parking and Intersection Crossing Markings Bicycle Loop Detector

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Manhattan Beach Project #2: Redondo Avenue (Artesia Boulevard to Marine Avenue) Project Site Photos and Concepts
Redondo Avenue is a north-south residential street located in the eastern portion of the City of Manhattan Beach with rolling hills.

Redondo Avenue provides access to Marine Avenue Park, Marine Sports Complex, Manhattan Heights Park, Manhattan Beach Middle School, and Polliwog Park. North of 11th Street there is existing on-street parallel parking along both sides of Redondo Avenue. South of 11th Street there is on-street parallel parking on the northbound side only. Though private property, a connection between Marine Avenue and Rosecrans Avenue could be pursued in the future to provide a continuous route on Redondo Avenue from Redondo Beach to El Segundo (Douglas Street).

Redondo Avenue has one travel lane in each direction and a striped center line. The posted speed limit is 25 mph. There are existing striped crosswalks at signalized intersections and around Manhattan Beach Middle School.

Looking south on Redondo Avenue. Pavement markings and
signage will alert drivers of the presence of bicyclists Median refuge islands provide bicyclists a protected space to wait for gaps in traffic. (Source: NACTO.org)
Bicycle detectors at intersections will allow bicycles to trigger the signal when no vehicles are present.

Project Challenges
Redondo Avenue has no existing bicycle facilities, which creates potential conflicts between bicyclists and motorists. Children commuting to school and others accessing the parks by bicycle must share the road with vehicles without any treatments alerting motorists of their presence. Rolling hills create a speed differential between bicyclists and vehicular traffic and can also create conflicts.

Proposed Improvements
 Install signage and stripe pavement markings, such as sharrows or bike friendly street stencils
 Add bicycle detection and pavement markings at all signalized intersections
 Construct a median refuge island at the intersection of Redondo Avenue and Artesia Boulevard
 Construct bulbouts with high visibility crosswalks
 Install speed feedback signs located on the steep grade between Mathews Avenue and Artesia Boulevard
Estimated Cost
$1,750,000

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Aerial Map and Concept Graphics: Redondo Avenue
Redondo Avenue (Marine Ave to 8th Street)
8th Street to Artesia Blvd

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Aerial Map and Concept Graphics: Redondo Avenue
Bulbouts and High Visibility Crosswalk
Speed Feedback Sign and Median Refuge Island

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Chapter 8
Redondo Beach

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8 Redondo Beach
This chapter presents Redondo Beach’s portion of the South Bay Bicycle Master Plan. It begins with a discussion of how Redondo Beach complies with Bicycle Transportation Account requirements.

The chapter is then organized into the following sections:
 Existing conditions
 City-specific goals, policies, and implementation actions  Needs analysis
 Proposed bicycle network
 Project prioritization
 Project costs

8.1 Bicycle Transportion Account (BTA)
Compliance
The Bicycle Transportation Account (BTA) is an annual statewide discretionary program that funds bicycle projects through the Caltrans Bicycle Facility Unit. Available as grants to local jurisdictions, the program emphasizes projects that benefit bicycling for commuting purposes. In order for Redondo Beach to qualify for BTA funds, the South Bay Bicycle Master Plan must contain specific elements. Appendix E displays the requisite BTA components and their location within this plan in tabular form. The table includes “Approved” and “Notes/Comments” columns for the convenience of the Metro official responsible for reviewing compliance.

8.2 Existing Conditions
Redondo Beach is located in the western portion of the South Bay region. It is bordered by the City of Hawthorne to the north, the City of Manhattan Beach and the City of Hermosa Beach to the west, the City of Lawndale and the City of Torrance to the east, and the City of Torrance again to the south. According to the 2000 Census, Redondo Beach has a population of 63,261. The city was incorporated in 1892.

8.2.1 Land Use
Appendix A-3 displays a map of the existing land uses in the South Bay Region. Land use in Redondo Beach is shown at right. Over 60 percent of the City’s land area is devoted to residential uses, though the type of housing is varied. The City consists of 33 percent single (See Appendix A-3 for larger map)
Existing Land Uses in Redondo Beach

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family, approximately 10 percent multi-family, and about 18 percent other residential.

The City of Redondo Beach does not have any proposed changes to its land uses.

8.2.2 Bicycle Trip Generators
Bicycle trip generators refer to population characteristics that are correlated with higher bicycling activity levels, such as high population or employment densities or high concentrations of certain sub-populations, such as transit commuters or zero-vehicle households.

Appendix A-4 shows population density in Redondo Beach. Many of the areas of highest population density are located along the beach, which is where much of the multi-family housing is located.

This has the potential to generate bicycle trips as housing is nearby many key community services. There are also areas of high population density in North Redondo Beach. Population density, measured as the number of persons per acre, is a strong indicator of potential bicycle activity, because more people living in an area implies more trips to and from that area. The high population densities of urbanized environments also tend to support bicycle travel through mixed land uses, interconnected street networks, and shorter trip lengths.

Appendix A-5 displays employment density in Redondo Beach.

The highest employment densities are in South Redondo Beach near the beach, in North Redondo Beach along Marine Avenue, and in the eastern portion of the City along Hawthorne Boulevard. The high employment density near the beach is from general office land uses. Marine Avenue is concentrated with industrial uses and Hawthorne Boulevard has primarily commercial and service uses.

These sites have the potential to generate bicycle activity, as they are located in environments with a variety of land uses where trips between uses can be shorter.

Appendix A-6, Appendix A-7, and Appendix A-8 display the percent of zero-vehicle households, median annual income, and percent transit commuters by census tract. Redondo Beach has relatively high percentages of households without vehicles. The highest concentrations of these households are along the beach and in North Redondo Beach. Median annual household income is consistently between $55,001 and $75,000 (in 1999 dollars) throughout South Redondo Beach, while North Redondo Beach has High density housing has the potential to generate
bicycle activity, as it is generally located in
environments with a variety of land uses where trips
between uses can be shorter.

Photo Source: Kelly Morphy/WALC Institute for
Vitality City

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pockets where median annual household income is between $75,001 and $95,000. These are in the west on the border of Hermosa Beach and in the north nearer to the border.

The highest percentages of transit commuters are located in South Redondo Beach and the central portion of North Redondo Beach.

These parts of the city have greater potential for increased bicycling activity because residents who do not have vehicles must use alternative modes and are likely to combine bicycle and transit trips.

In addition to the reasons discussed above, Redondo Beach has the potential for increased bicycle activity from bicyclists passing through on their way to destinations outside of the city. A bicycle network that is connected within Redondo Beach, as well as linked to bicycle facilities in adjacent communities, further generates bicycle traffic as it provides a viable transportation option to driving a motorized vehicle.

8.2.3 Relevant Plans and Policies
Table 8-1 outlines information regarding bicycles from the City of Redondo Beach’s Circulation Element, Bicycle Transportation Plan Implementation, and Municipal Code.

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Table 8-1: Redondo Beach Bicycle-Related Plans and Policies Document Description
General Plan
Circulation
Element (2009)
The Circulation Element contains the extensive network of existing and proposed bikeways shown in Appendix F-5 and Appendix F-6 There are four proposed Class I bikeways, two proposed Class II bikeways, and 17 proposed Class III bikeways. These are meant to fill gaps in the system and improve connections.

The element mentions a Redondo Beach Sustainability Plan, which has a goal to create bicycle lanes, paths, and storage. Other Circulation Element goals and policies include:
 Promote alternative modes for residents and visitors
 Provide bicycle parking and support facilities as a TDM strategy  Connect North and South Redondo Beach with bicycle facilities  Focus on bicycle access at transit stations, the waterfront, South Bay Galleria, Artesia Boulevard, Riviera Village, Pacific Coast Highway retail zones, and school zones  Reduce vehicle lanes to 10 feet on residential streets to accommodate bicycle lanes  Bike lanes: minimum five feet; Truck routes/bus routes: minimum 12 feet for vehicle travel lanes; Two-way left-turn lane: minimum 14 feet edge to edge; Combination parking lane/bike lane: minimum 13 feet  Increase the provision of bike lockers, bike racks, and lighting for bike facilities  Ensure that residents will be able to bike to key destinations, such as the beach  Conduct bike ability audits and periodic bicycle counts  Apply for Safe Routes to School grants
Bicycle
Transportation
Plan (2005)
This project implements Metro’s 2006 Bicycle Transportation Strategic Plan Objective I, which is to improve access and mobility by encouraging bicycle accommodation in roadway improvements, and was submitted to Metro’s 2009 Call for Projects for funding. It outlines the implementation of bicycle improvements in the City’s Circulation Element. The project includes the design and construction of the following elements city-wide:
 2.1 miles of Class II bike lanes
 15.8 miles of Class III bike routes
 105 video-detection cameras
 101 pedestrian-push buttons
 295 bicycle-facility signs
 328 bike-lane symbols or sharrows
 The widening of Lilienthal Lane for bicycle improvements  The narrowing of medians on Catalina Ave. from PCH to Beryl St. to provide bike lanes  The installation of a bicycle signal at westbound N. Juanita Avenue to N. Catalina at PCH where the intersection will be reconstructed to provide a bicycle-friendly cut-through at a cul-de-sac Harbor and Pier
Area Guiding
Principles (2006)
These principles guide the development and activities in the area surrounding King Harbor and the Pier. Relevant principles include:
 Ensure gateways to the Harbor and Pier area are attractive and active  Provide and enhance boating, water, recreation, entertainment, and sports related activity  Require development to be designed to encourage pedestrian activity and accommodate safe bike and pedestrian paths
Municipal Code Bicycle parking requirements in the Municipal Code vary by the size of the development and type of land use as part of the City’s transportation demand and trip reduction measures. Minimum parking requirements are based

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Document Description
on square footage of the development. Developments of certain sizes are also required to provide information, such as bicycle maps. Detailed bicycle parking information is presented in Appendix G. The City prohibits riding bicycles on the sidewalk wherever it is determined by the Council that it creates a hazard to the public. It also prohibits riding bicycles on the Pier, on the west side of Esplanade between Knob Hill Ave and Pearl St., and in areas of high pedestrian traffic.

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Figure 8-1: Existing Bicycle Facilities in North Redondo Beach

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Figure 8-2: Existing Bicycle Facilities in South Redondo Beach

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8.2.4 Existing Bicycle Network
Figure 8-1 and Figure 8-2 show the existing bicycle facilities in Redondo Beach. Appendix A-2 displays a map of the existing bicycle facilities in the South Bay Region. Bicycle facility types are discussed in Section 1.3. Redondo Beach has a 14 mile bicycle network that includes Class I, Class II, and Class III bikeways. Its Class I bike paths are a 0.9 mile segment of the North Redondo Beach Bikeway and the Los Angeles County-maintained Marvin Braude Bikeway. Table 8-2 summarizes the classification and mileage of the existing network.

Table 8-2: Redondo Beach Bicycle Network
Facility Type Mileage
Class I (Bike Path) 3.5
Class II (Bike Lanes) 5.9
Class III (Bike Route) 4.7
Total Mileage 14.1

8.2.5 Existing End-of-Trip Parking Facilities
The BTA requires that this plan inventory publicly-accessible short-term and long-term end-of-trip bicycle facilities for the members of the bicycling public to park their bicycles, as well as change and store clothes and equipment. Short-term facilities consist of bicycle racks. Long-term facilities include, but are not limited to, locker, restroom, and shower facilities near bicycle parking facilities. Existing end-of-trip bicycle facilities in the South Bay are shown in Appendix A-9. Existing bicycle parking in Redondo Beach is shown at left. These locations include the Pier and the Riviera Village. Bicycle parking at transit stations is discussed in Section 8.2.7. Redondo Beach does not currently have any existing publicly-accessible long-term end-of-trip bicycle facilities.

8.2.6 Multi-Modal Connections
Transit is often best for longer trips, while bicycling is better for shorter trips. Combining transit use and bicycling can offer a high level of mobility that is comparable to travel by automobile.

Appendix A-10 shows the existing Los Angeles Metropolitan Transit Authority (Metro) transit routes that serve the City of Redondo Beach. Metro operates bus lines with east-west routes in North Redondo Beach and north-south routes in South Redondo (See Appendix A-9 for larger map)
Existing End-of-trip Facilities in
Redondo Beach

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Beach. Buses are equipped with bicycle racks, which are available on a first-come, first-served basis. Metro also operates the Green Line Light Rail, which has one station in North Redondo Beach on Marine Avenue. Passengers are allowed to bring bicycles on the Metro Rail.

LADOT operates the Commuter Express bus service. Line 438 connects the cities of El Segundo, Manhattan Beach, Hermosa Beach, Redondo Beach, and Torrance to Downtown Los Angeles.

Most Commuter Express buses are equipped with bicycle racks, which are available on a first-come, first-served basis. The Commuter Express Line 438 route map is shown in Appendix A-11.

The City of Redondo Beach operates Beach Cities Transit (BCT). It has three lines that connect Redondo Beach to El Segundo, Hermosa Beach, Manhattan Beach, and Torrance. Appendix A-13 shows the BCT System Map. BCT buses are equipped with bike racks, which are available on a first-come, first-served basis.

Torrance Transit Lines 3 and 8, operated by the City of Torrance, also serve the City of Redondo Beach. Appendix A-14 shows the Torrance Transit System Map. Buses are equipped with bike racks, which are available on a first-come, first-served basis.

The BTA requires that this plan inventory existing bicycle transport and parking facilities for connecting to public transit services. These facilities include, but are not limited to, bicycle parking at transit stops, rail and transit terminals, and park and ride lots; and provisions for transporting bicycles on public transit vehicles. The Marine Avenue Metro Green Line station provides both bicycle racks and lockers, which are shown on the previous page and in Appendix A-9. Bicycle locker rentals are $24 for a six month rental plus a $50 refundable security key deposit.

8.2.7 Education and Enforcement Strategies
Bicycle education programs and enforcement of bicycle-related policies help to make riding safer for all bicyclists. To promote safe bicycling, Redondo Beach regularly conducts child bicycle helmet safety awareness campaigns as part of the police department’s annual work plan by:
 Conducting media outreach via cable television and the internet
 Working with the school district and crossing guards to distribute helmet safety info to kids
 Partnering with local businesses
Metro operates the Green Line Light Rail, which has one station in North Redondo Beach on Marine Avenue.

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 Distributing free coupons to kids who obey the law
Redondo Beach police officers use their discretion to conduct enforcement of bicycle rules. Typically, complaints about bicyclists who violate the law increase during summer months and the City focuses enforcement based upon these complaints. In response, the police department has conducted outreach prior to conducting enforcement operations. The outreach has included the following:
 Placement of message signboards at strategic locations to warn bicyclists of enforcement
 Providing targeted enforcement literature to local bike shops
 Posting information on bicycle blogs to inform bicyclists of pending enforcement details
Redondo Beach also conducted a bicycle rodeo in 2011 to promote safe bicycling to children.

8.2.8 Past Bicycle-Related Expenditures
The City of Redondo Beach has incurred the following bicycle expenditures between 2000 and 2010. The expenditures total to $1,457,365.
 $12,000 for a Class II facility on Catalina Ave (Esplanade to Beryl St) and a Class III facility on Esplanade (Knob Hill Ave to Catalina Ave) in 2008
 $1,422,465 for Class I, II, and III facilities for the North Redondo Beach Bikeway in 2008
 $7,000 for type D loops on Inglewood Ave (Artesia Blvd to Manhattan Beach Blvd) in 2009
 $7,500 for type D loops on Prospect Ave (Palos Verdes Blvd to Pearl St) in 2010
 $3,000 for type D loops as part of a residential
rehabilitation project in 2010
 $3,000 for type D loops on Palos Verdes Blvd (Avenue F to East City Limits) in 2010
 $2,400 for bicycle racks at the Pier and Riviera Village between 2008 and 2010 Redondo Beach spent over $1.4 million between 2000 and 2010 to install bicycle
facilities and bicycle support facilities.

Photo Source: Dan Burden/WALC Institute
for Vitality City

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8.3 Needs Analysis
This section describes the needs of bicyclists in Redondo Beach. It first summarizes feedback collected from the online survey and public workshops. The section also provides estimates and forecasts of bicycle commuting to determine the estimated bicycling demand in the city. It finally analyzes bicycle collision data between 2007 and 2009 to identify areas that would benefit from bicycle facility improvements.

8.3.1 Public Outreach
As mentioned in Chapter 1, the public had the opportunity to provide input in the planning process through an online survey and the first round of public workshops. This section summarizes locations in Redondo Beach that the community identified as desirable for bikeways.

The locations that the public identified the most frequently as needed bicycle facilities in Redondo Beach include the following:
 Aviation Boulevard
 Pacific Coast Highway
 King Harbor
 Prospect Avenue
 Torrance Boulevard

8.3.2 Bicycle Commuter Estimates and Forecasts
United States Census “Commuting to Work” data provides an indication of current bicycle system usage. Appendix A-15 shows the percent bicycle commuters in Redondo Beach by census tract.

The highest percentage of bicycle commuters is located in the southeastern portion of the City on the border with Torrance.

Table 8-3 presents commute to work data estimates reported by the 2000 US Census for Redondo Beach. For comparative purposes, the table includes commute to work data for the United States, California, and County of Los Angeles. According to the estimates,

0.8 percent of residents in Redondo Beach commute predominantly by bicycle. This is comparable with the percentage of bicycle commuters in California, and it is higher than Los Angeles County and the United States as a whole. It is important to note that this figure likely underestimates the true amount of bicycling that occurs in Redondo Beach for several reasons. Data reflects respondents’ dominant commute mode and therefore does not capture trips to school, for errands, or other bike trips that would The locations that the public identified the most
frequently as needed bicycle facilities in Redondo Beach included Prospect Avenue.

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supplant vehicular trips. Also, US Census data collection methods only enable a respondent to select one mode of travel, thus excluding bicycle trips if they constitute part of a longer multimodal trip. The percentage of commuters in Redondo Beach that commute by transit is much lower than that of those that drive alone. Redondo Beach also has a low percentage of carpooling and walking.

In addition to bicycle commuters in Redondo Beach, bicyclists from neighboring communities use the city’s bicycle network to reach their destinations and are not reflected in this data. This Plan addresses the need for regional connectivity to accommodate bicyclists passing through Redondo Beach’s bicycle network in Section 8.4.

Table 8-3: Means of Transportation to Work
Mode United States California Los Angeles
County
Redondo
Beach
Bicycle 0.38% 0.83% 0.62% 0.81%
Drove Alone – car, truck, or van 75.70% 71.82% 70.36% 83.35% Carpool – car, truck, or van 12.19% 14.55% 15.08% 7.43% Transit 4.73% 5.07% 6.58% 1.47%
Walked 2.93% 2.85% 2.93% 1.41%
Other Means 0.70% 0.79% 0.76% 0.66%
Worked at Home 3.26% 3.83% 3.49% 4.27%
Source: US Census 2000
Table 8-4 presents an estimate of current bicycling within Redondo Beach using US Census data along with several
adjustments for likely bicycle commuter underestimations, as discussed above. Table 8-5 presents the associated air quality benefits from bicycling.

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Table 8-4: Existing Bicycling Demand
Variable Figure Source
Existing study area population 63,261 2000 US Census, P1 Existing employed population 37,661 2000 US Census, P30 Existing bike-to-work mode share 0.8% 2000 US Census, P30 Existing number of bike-to-work
commuters
305
Employed persons multiplied by bike-to-work mode
share
Existing work-at-home mode share 4.3% 2000 US Census, P30 Existing number of work-at-home bike
commuters
161
Assumes 10% of population working at home makes
at least one daily bicycle trip
Existing transit-to-work mode share 1.5% 2000 US Census, P30 Existing transit bicycle commuters
138
Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by bicycle Existing school children, ages 6-14
(grades K-8) 5,650
2000 US Census, P8
Existing school children bicycling mode
share 2.0%
National Safe Routes to School surveys, 2003.

Existing school children bike commuters
113
School children population multiplied by school
children bike mode share
Existing number of college students in
study area 5,136
2000 US Census, PCT24
Existing estimated college bicycling
mode share

5.0%
Review of bicycle commute share in seven university
communities (source: National Bicycling & Walking
Study, FHWA, Case Study No. 1, 1995), review of
bicycle commute mode share at the University of
California, Los Angeles
Existing college bike commuters
257
College student population multiplied by college
student bicycling mode share
Existing total number of bike commuters
974
Total bike-to-work, school, college and utilitarian bike trips. Does not include recreation.

Total daily bicycling trips 1,948 Total bicycle commuters x 2 (for round trips)

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Table 8-5: Existing Bicycling Air Quality Impact
Variable Figure Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday
587
Assumes 73% of bicycle trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year 153,321 Reduced weekday vehicle trips x 261 (weekdays / year) Reduced Vehicle Miles per Weekday
4,280
Assumes average round trip travel length of 5 miles
for adults/college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
1,117,149
Reduced weekday vehicle miles x 261 (weekdays /
year)
Current Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 13 Daily mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/wkday) 9 Daily mileage reduction x 0.95 grams / mi Reduced CO (lbs/wkday) 117 Daily mileage reduction x 12.4 grams / mi Reduced C02 (lbs/wkday) 3,482 Daily mileage reduction x 369 grams / mi Reduced Hydrocarbons (lbs/yr) 3,350 Yearly mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/yr) 13 Yearly mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 12 Yearly mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/yr) 2,340 Yearly mileage reduction x 0.95 grams / mi Reduced CO (lbs/yr) 30,540 Yearly mileage reduction x 12.4 grams / mi Reduced C02 (lbs/yr) 908,807 Yearly mileage reduction x 369 grams / mi Source:

Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

Table 8-6 presents projected year 2030 bicycling activity within Redondo Beach using California Department of Finance population and school enrollment projections. The projection contains the assumption that bicycle mode share will double by 2030, due in part to bicycle network implementation. Actual bicycle mode share in 2030 will depend on many factors, including the extent of network implementation. Table 8-7 presents the associated year

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2030 air quality benefit forecasts. The calculations follow in a straightforward manner from the Projected Year 2030 Bicycling Demand.

Table 8-6: Projected Year 2030 Bicycling Demand
Variable Figure Source
Future study area population
78,724
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050.

Future employed population
46,866
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050,
Future bike-to-work mode share 1.6% Double the rate from 2000 US Census, P30 Future number of bike-to-work
commuters
759
Employed persons multiplied by bike-to-work mode
share
Future work-at-home mode share

8.0%
Calculated based on change in mode share from 1990
US Census, P49, to 2000 US Census, P30
Future number of work-at-home bike
commuters
376
Assumes 10% of population working at home makes
at least one daily bicycle trip
Future transit-to-work mode share 2.9% Double the rate from 2000 US Census, P30 Future transit bicycle commuters
344
Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by bicycle Future school children, ages 6-14 (grades
K-8)
4,490
Calculated from CA Dept. of Finance, California Public
K–12 Graded Enrollment and High School Graduate
Projections by County, 2010 Series.

Future school children bicycling mode
share 4.0%
Double the rate of national school commute trends.

National Safe Routes to School surveys, 2003.

Future school children bike commuters
180
School children population multiplied by school
children bicycling mode share
Future number of college students in
study area
6,391
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-
2050, Sacramento, California, July 2007.

Future estimated college bicycling mode
share

7.0%
A slight increase over the existing college bicycle
mode share assumption, commensurate with
projected increases in bicycling for other populations
Future college bike commuters
447
College student population x college student
bicycling mode share
Future total number of bike commuters
2,107
Total bike-to-work, school, college and utilitarian
biking trips. Does not include recreation.

Total daily bicycling trips 4,214 Total bike commuters x 2 (for round trips)

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Table 8-7: Projected Year 2030 Bicycling Air Quality Impact Variable Figure Source
Forecasted VMT Reductions
Reduced Vehicle Trips per Weekday
1,251
Assumes 73% of biking trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year
326,430
Reduced number of weekday vehicle trips x 261
(weekdays / year)
Reduced Vehicle Miles per Weekday
9,339
Assumes average round trip travel length of 8 miles
for adults / college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
2,437,547
Reduced number of weekday vehicle miles x 261
(weekdays / year)
Forecasted Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 28 Daily mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/wkday) 20 Daily mileage reduction x by 0.95 grams / mi Reduced CO (lbs/wkday) 255 Daily mileage reduction x by 12.4 grams / mi Reduced C02 (lbs/wkday) 7,598 Daily mileage reduction x by 369 grams / mi Reduced Hydrocarbons (lbs/yr) 7,308 Yearly mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/yr) 28 Yearly mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 26 Yearly mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/yr) 5,105 Yearly mileage reduction x by 0.95 grams / mi Reduced CO (lbs/yr) 66,636 Yearly mileage reduction x by 12.4 grams / mi Reduced CO2 (lbs/yr) 1,982,959 Yearly mileage reduction x by 369 grams / mi Source:

Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

This model uses the latest state projections for population growth and reasonable assumptions about future bicycle ridership. The benefits model predicts that the total number of bicycle commute trips could increase from the current daily estimate of about 2,000 to approximately 4,200, resulting in a substantial reduction of both

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Vehicle Miles Traveled (VMT) and associated emissions. This includes a yearly emissions reduction by 2030 of approximately 5,100 pounds of smog forming N0X and roughly 2 million pounds of C02, the principal gas associated with global climate change.

Providing bicycle facilities will encourage new bicyclists to begin to ride, thus positively impacting air quality by reducing harmful pollutants from driving motorized vehicles. Because this plan recommends local connections throughout and regional links between the participating cities, it has the potential to have even greater air quality benefits. Bicyclists may not need to rely as heavily on vehicles for transportation because bicycling will be a viable transportation alternative upon implementation of this Plan.

8.3.3 Bicycle Counts
To assess bicycling levels at different sites throughout Redondo Beach, volunteers conducted bicycle counts, in which they manually recorded the number of bicyclists that rode by.

8.3.3.1 Methodology
The methodology for the bicycle counts derives from the National Bicycle and Pedestrian Documentation Project (NBPD), a
collaborative effort of Alta Planning + Design and the Institute of Transportation Engineers. The NBPD methodology aims to capture both utilitarian bicycling and recreational bicycling. The NBPD also provides guidance on how to select count locations.

Volunteers conducted bicycle counts in each of the seven participating cities in the South Bay on Thursday, November 4, 2010 from 3:00 p.m. to 6:00 p.m. and Saturday, November 6, 2010 from 10:30 a.m. to 1:30 p.m. These dates are meant to capture volumes of bicyclists on a typical weekday and weekend day. Fall is an appropriate time to conduct bicycle counts in California because school is back in session and vacations are typically over. In Redondo Beach, volunteers were stationed at three stations on Thursday and five stations on Saturday. There were 36 total locations in the South Bay region on each day.

The count locations were selected in partnership by city staff, Alta Planning + Design, Los Angeles County Bicycle Coalition staff, and South Bay Bicycle Coalition board members. This snapshot of locations is meant to capture a diverse bicycling population using the roads and streets that span the spectrum of bike-friendliness. (See Appendix A-16 for a larger map and
Appendix H for a list of count locations.)
Weekday Bicycle Count Results in Redondo Beach
(See Appendix A-17 for a larger map and
Appendix H for a list of count locations.)
Weekend Bicycle Count Results in Redondo Beach

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8.3.3.2 Results
The count results for the South Bay are displayed in Appendix A16 and Appendix A-17. Count results for Redondo Beach are shown at right. Detailed count data, including a list of count locations, is presented in Appendix H. On Thursday, the Redondo Beach station that experienced the highest volume was Harbor Drive and Beryl Street with 499 bicyclists during the three hour count period. The other two stations had fewer than 100 bicyclists each. The station with the most bicyclists on Saturday was Herondo Street and the Strand with 732 bicyclists during the three hour count period.

On both days, the locations with the highest numbers of bicyclists in the South Bay region as a whole were those along the Strand on the County-maintained Marvin Braude Bikeway. Apart from the Strand stations, the inland count locations in Lawndale and Gardena experienced the most riders during the week. On the weekend, there were overall fewer riders in the inland count stations and more riders along the coast. This suggests that more bicyclists ride a bicycle for commuting during the week and for recreation on the weekend.

In the region as a whole, about 83 percent of bicyclists were male.

Approximately 70 percent of those observed did not wear helmets and 41 percent rode on the sidewalks. On Thursday, there were 18 locations at which over half of the observed bicyclists rode on the sidewalk and on Saturday there were nine. Riding on the sidewalk can be an indicator of a lack of bicycle facilities, as bicyclists that are uncomfortable riding with traffic may choose to ride on the sidewalk instead.

8.3.4 Bicycle Collision Analysis
Safety is a major concern for both existing and potential bicyclists.

Concern about safety is the most common reason given for not riding a bicycle (or riding more often), according to national surveys. Identifying bicycle collision sites can draw attention to areas that warrant improvement, particularly if multiple collisions occur at the same location. This analysis employs the most reliable data source available, the California Highway Patrol’s Statewide Integrated Traffic Records System. The data set only includes reported collisions, and so represents a subset of all the bicycle collisions in Redondo Beach. This data does not include any assessment of conditions present at the time of the collision. There are numerous factors that may contribute to a given incident Bicycle Collisions in Redondo Beach 2007-
2009
(See Appendix A-18 for larger map)

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including but not limited to time of day, visibility, distractions, obstacles or traffic law obedience. This data simply reflects reported incidents, resulting injuries and the party at fault. This data does not infer faulty infrastructure, but rather provides a baseline of collisions that often decreases in correlation with bike plan implementation and the improvements to facilities and road user behavior and awareness that accompanies it. Fault as determined by law enforcement is discussed below.

Table 8-8 presents the number of reported collisions involving bicyclists, number of bicyclists involved, and severity of the bicycle collisions for three consecutive years: 2007, 2008, and 2009.

Appendix A-18 shows locations of bicycle collisions in the South Bay region in the same time period. Bicycle collisions in Redondo Beach are shown on the preceding page. There were 80 total reported collisions involving bicyclists from 2007-2009 in the City of Redondo Beach. There were four collisions at the intersection of Artesia Boulevard and Aviation Boulevard, on the border of Manhattan Beach and Redondo Beach. There were also 12 collisions on Artesia Boulevard and 14 collisions on Pacific Coast Highway.

Table 8-8: Bicycle Collision Data 2007-2009
Total Crashes
Involving Bicyclists
Number of
Bicyclists Involved Persons Injured Persons Severely Injured Persons Killed
80 84 80 3 0
Source: California Highway Patrol, Statewide Integrated Traffic Records System (SWITRS) As reported by police officers in traffic reports, bicyclists were at fault in 48 percent of collisions involving bicycles (38 crashes) in this time period.

Providing bicycle facilities encourages more people to ride. When motorists begin to look for and expect to see bicyclists, collisions between vehicles and bicyclists are reduced. The City of New York, for example, reported that as ridership increased between 1998 and 2008, the number of annual casualties from bicycle collisions decreased (see Appendix B).

Appendix A-1 displays estimated weekday traffic volumes in Redondo Beach. The streets with the highest volumes of vehicles are Aviation Boulevard, Inglewood Avenue, Pacific Coast Highway, Manhattan Beach Boulevard, Artesia Boulevard, and 190th Street.

Artesia Boulevard, Aviation Boulevard, and Pacific Coast Highway all had a high number of collisions involving bicycles. Pacific Coast

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Highway is the only high volume street with a bicycle facility; it has a Class III bike route. Bicyclists must share lanes with vehicular traffic, creating the potential for conflicts between the two modes.

Installing bicycle facilities, especially on major arterials, could reduce the number and severity of collisions involving bicyclists.

8.4 Proposed Bicycle Network
This section presents the proposed bicycle network for the City of Redondo Beach, which includes bicycle parking facilities. Upon implementation of the proposed network, the City should coordinate and collaborate with adjacent participating South Bay cities to emphasize a regional bicycle network. Bicycle facilities discussed in this Plan are described in Section 1.3 and shown in Figure 1-3 and Figure 1-4. Appendix C outlines the recommended standards for each facility classification as compared to minimum standards. In addition to creating a comprehensive network of bikeways in Redondo Beach, the recommended system ties into the proposed bicycle facilities for the other South Bay participating cities to create a connected regional network. This will give bicyclists from adjacent communities the opportunity to pass through Redondo Beach to reach their destinations without losing bicycle facilities at city boundaries. Bikeway recommendations are also based on the existing City bicycle plans, public input, topography, traffic volumes, and traffic speeds.

8.4.1 Proposed Bikeway Facilities
The proposed bikeway network in the City of Redondo Beach consists of Class I Bike Paths, Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets, and is shown in Figure 8-3 and Figure 8-4. The proposed bicycle network in Redondo Beach connects with the recommended networks in Manhattan Beach, Hermosa Beach, Lawndale, and Torrance. Figure 8-3 shows blue asterisks on the proposed path along the Metro Green Line Extension as it is outside the jurisdiction of this Plan, but is a supported improvement. The proposed bicycle network for the South Bay region as a whole is presented in Appendix A-19.

Four tables identify the streets on which facilities are proposed, the extents of each proposed facility, and the length in miles of each proposed facility. Table 8-9 lists the proposed bicycle paths, Table 8-10 lists the proposed bicycle lanes, Table 8-11 lists the proposed bicycle routes, and Table 8-12 lists the proposed bicycle-friendly streets.

The proposed bikeway network in the City of
Redondo Beach consists of Class I Bike Paths, Class II
Bike Lanes, Class III Bike Routes, and Bike Friendly
Streets.

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Table 8-9: Proposed Class I Bicycle Paths in Redondo Beach Street From To Miles
Harbor Dr Herondo St Existing Bike Path 0.8
Flagler Ln Towers St Diamond St 0.1
Total Bicycle Path Mileage 0.8
Table 8-10: Proposed Class II Bicycle Lanes in Redondo Beach Street From To Miles
Prospect Ave North City Limits Pacific Coast Highway 3.0 Knob Hill Ave Esplanade Pacific Coast Highway 0.4
Torrance Blvd West End East City Limits 0.9
Inglewood Ave Marine Ave Ripley Ave 1.8
Artesia Blvd West City Limits Hawthorne Blvd 2.3
Catalina Ave Torrance Blvd Palos Verdes Blvd 1.6
Juanita Ave - Del Amo Blvd Diamond St East City Limits 0.3 Marine Ave Aviation Blvd Inglewood Ave 1.0
Ripley Ave Lilienthal Ln Inglewood Ave 0.3
Beryl St Harbor Dr 190th St 1.5
Catalina Ave Pacific Coast Highway Beryl St 0.5
Sepulveda Blvd Prospect Ave West City Limits 0.3
Avenue I Esplanade Catalina Ave 0.1
Manhattan Beach Blvd Aviation Blvd Inglewood Ave 1.0
Herondo St Harbor Dr Pacific Coast Highway 0.4
Lilienthal Ln Ripley Ave Fisk Ln 0.4
Aviation Blvd Marine Ave Harper Ave (City Limit) 1.7
190th St Blossom Ln East City Limits 1.3
Redondo Beach Blvd Artesia Blvd Hawthorne Blvd 0.2
Total Bicycle Lane Mileage 18.9
Table 8-11: Proposed Class III Bicycle Routes in Redondo Beach Street From To Miles
Ripley Ave Flagler Ln Lilienthal Ln 0.9
Emerald St Catalina Ave Prospect Ave 0.7
Yacht Club Way West end Harbor Dr 0.1
Portofina Way West end Harbor Dr 0.2
Ford Ave - Herrin St - Ormond Ln Artesia Blvd Aviation Blvd 0.5 Sepulveda Blvd Torrance Blvd Prospect Ave 0.7
182nd St Felton Ave Hawthorne Blvd 0.6

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Street From To Miles
Kingsdale Ave Artesia Blvd 182nd St 0.5
Anita St Pacific Coast Highway Blossom Ln 0.9
Francisca Ave Herondo St Catalina Ave 0.3
Palos Verdes Blvd South City Limits East City Limits 0.9 Knob Hill Ave Pacific Coast Highway Camino Real 0.5
Juanita Ave Pacific Coast Highway Diamon 0.5
Flagler Ln Anita St Beryl St 0.2
Beland Bl - Phelan Ln Barkley Ln White Circle 0.1
Total Bicycle Route Mileage 7.5
Table 8-12: Proposed Bicycle Friendly Streets in Redondo Beach Street From To Miles
Flagler Ln - Diamond St Beryl St Prospect Ave 0.1
Flagler Ln Artesia Blvd Anita St 1.0
Ave C - Juanita Ave - Ave D -
Helberta Ave Esplanade Prospect Ave 0.9
Warfield Ave Aviation Blvd Redondo Beach Ave 0.5
Vanderbilt Ln Flagler Ln Inglewood Ave 1.0
Rindge Ln Warfield Ave 190th St 1.9
Ralston Ln - Firmona Ave Meyer Ln 190th St 0.9
Mathews Av Aviation Way Inglewood Ave 1.1
Voorhees Ave Aviation Blvd Inglewood Ave 1.1
Robinson St Aviation Blvd Inglewood Ave 1.1
Meyer Ln Ripley Ave 190th St 0.3
Helberta Ave - El Redondo Vincent St Torrance Blvd 0.5
Farrell Ave Aviation Blvd Rindge Ln 0.3
Total Bicycle-Friendly Street Mileage 10.9
There are several opportunities and constraints to recommending new bicycle facilities in Redondo Beach. These are shown on the following page and are referenced by the numbers in Appendix I.

Appendix I also presents opportunities and constraints in the South Bay region as a whole.

Opportunities include a proposed Class I bikeway on Harbor Drive and a proposed Class II bikeway on Catalina Avenue. See Vitality City’s Livability Plan for further detail.

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One constraint is “The Wall” on the Strand at the border of Hermosa Beach and Redondo Beach. This wall severs the Marvin Braude Bikeway at the Hermosa Beach-Redondo Beach border.

South-bound bicyclists are forced to make a sharp 90-degree turn and are led out to the bike lanes on Harbor Drive. This plan recommends the removal of the wall and that parking lot 13 in Redondo Beach be partially utilized to accommodate a short extension of the Class I facility that will lead to Harbor Drive in a safer and more navigable way.

A second constraint is a proposed Class II bikeway on Artesia Boulevard. Artesia Boulevard between Aviation Boulevard and the city’s eastern boundary has undergone an extensive streetscape improvement in recent history. These improvements included an extensively landscaped center median and bulb-outs. As such, this facility is one that can be considered in any future streetscape improvements that might be implemented along Artesia Boulevard in the years to come.

A third constraint is a proposed Class II bikeway along Redondo Beach Boulevard from Hawthorne Boulevard to Artesia Boulevard in Lawndale/Redondo Beach. This segment experiences high vehicular traffic volumes due to the South Bay Galleria, which creates a challenging environment for bicyclists. Upon plan implementation, Lawndale and Redondo Beach should work
together to design a facility that provides safety for bicyclists. (See Appendix I for larger map)
Opportunities and Constraints in
Redondo Beach

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Figure 8-3: Proposed Bicycle Facilities in North Redondo Beach

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Figure 8-4: Proposed Bicycle Facilities in South Redondo Beach

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8.4.2 Proposed End-of-Trip Bicycle Facilities
Support facilities and connections to other modes of transportation are essential components of a bicycle system because they enhance safety and convenience for bicyclists at the end of every trip. With nearly all utilitarian and many recreational bike trips, bicyclists need secure and well-located bicycle parking. A comprehensive bicycle parking strategy is one of the most important things that a jurisdiction can apply to immediately enhance the bicycling environment. Moreover, a bicycle parking strategy with
connections to public transit will further the geographical range of residents traveling without using an automobile.

The Redondo Beach Municipal Code currently provides bicycle parking requirements for non-residential developments. The City should amend its Municipal Code to include bicycle parking requirements at new and retrofitted multi-family residential, commercial, office, and mixed-use developments of all sizes. The Municipal Code should also require bicycle parking quantities based on square footage of developments or by number of employees/residents to adequately address the bicycle demand at each development.

Redondo Beach should also amend its Municipal Code to include requirements on types of both short- and long-term bicycle parking facility designs, which are shown in Appendix J. Bicycle rack designs should include racks that provide two points of contact with the bicycle so that it can be locked from both the front wheel/frame and the rear wheel. This will provide a high degree of security and support for the bicycle. Long-term bicycle parking should be in the form of:
 Covered, lockable enclosures with permanently anchored racks for bicycles
 Lockable bicycle rooms with permanently anchored racks or
 Lockable, permanently anchored bicycle lockers
When people commute by bicycle they often sweat or become dirty from weather or road conditions. Providing changing and storing facilities encourages commuters to travel by bicycle because they have a place to clean up before work or school. Redondo Beach’s Municipal Code should require all new mid-to-large employers, offices, and businesses to supply changing and storing facilities, such as by providing showers and clothes lockers within the Redondo Beach should amend its Municipal Code to
include requirements on types of both short- and longterm bicycle parking facility designs.

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buildings or arranging agreements with nearby recreation centers to allow commuters to use their facilities.

Proposed end-of-trip bicycle facilities in Redondo Beach are shown in Figure 8-5 and Figure 8-6. The City should continue to provide short-term bicycle parking in the form of bicycle racks at all major trip attractors, including commercial and civic activity centers and transit hubs, and ensure that an adequate supply is available. The City should prioritize the installation of bicycle parking throughout the city, with particular attention directed at the following locations:
 Parks
 Schools
 Commercial/office areas
 Civic/government buildings
 Public transit stations
High-activity locations such as transit stations, offices, and major commercial districts should provide more secure, long-term bicycle parking options, such as bicycle lockers. Any future transit hubs and intermodal facilities should include secure bicycle parking areas as part of their design. Secure bicycle parking areas that provide services, such as bicycle rentals and repair, should be considered at major transit stations and commuter destinations.

8.5 Project Costs
This section presents the cost to implement the proposed bicycle network in Redondo Beach.

8.5.1 Cost Estimates
Table 8-13 displays the planning-level capital cost assumptions for each facility type proposed in this plan and Table 8-14 displays the cost to implement the proposed network in the City of Redondo Beach from the cost assumptions.24 Cost assumptions are based on LA County averages and may vary depending on environmental conditions of a given facility, unforeseen construction cost variations, and similar considerations. Cost assumptions exclude specific treatments that may vary by location and must be determined by field review, such as traffic calming measures, restriping of existing travel lanes, and sign removal.

24 Table 8-14 assumes the cost of implementing Class III Bicycle Routes with Sharrows based on the policies presented in Chapter 2
High-activity locations such as transit stations, offices, and major commercial districts should provide more
secure, long-term bicycle parking options, such as
bicycle lockers.

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Figure 8-5: North Redondo Beach Proposed End-of-Trip
Facilities

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Figure 8-6: South Redondo Beach Proposed End-of-Trip Facilities

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Cost assumptions do not include traffic signal improvements, such as changes to phasing, recalibration of loop detectors, or installation of push buttons. For detailed cost estimations, refer to the project sheets presented in Section 8.7.

Table 8-13: Unit Cost Estimates for Proposed Bicycle Facility Types Facility Type Description Estimated Cost
Class I Bicycle Path Paving, striping and signage $800,000 / mile Class II Bicycle Lanes (two sides) Striping, signage, and travel lane restriping $40,000 / mile
Class III Bicycle Routes (two sides) Signage $15,000 / mile Class III Bicycle Routes (two sides)
with sharrows Pavement markings and signage $25,000 / mile Bicycle Friendly Street Pavement markings, signage,
and limited traffic calming $30,000 / mile
Table 8-14: Estimated Cost of Proposed Bicycle Network
Facility Type Unit Cost per mile Length of Proposed
Network (miles)
Cost
Bicycle Path $800,000 0.8 $ 672,000
Bicycle Lane $40,000 15.9 $ 636,000
Bicycle Route with sharrows $25,000 10.4 $ 259,000
Bicycle-Friendly Street $30,000 10.9 $ 328,000
Total 38.0 $ 1,895,000

8.6 Project Prioritization
A prioritized list of bicycle projects will help guide the City of Redondo Beach in implementing the proposed bicycle facilities presented in this Plan. Each proposed facility discussed in Section

8.4.1 is grouped into projects based on feasibility of
implementation. Table 8-15 presents the prioritized projects based on the prioritization methodology displayed in Appendix K. Each criterion contains information about a facility and its ability to address an existing or future need in Redondo Beach. The projects ranked the highest should be implemented first.

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Table 8-15: Redondo Beach Prioritized Bicycle Projects
Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BL Torrance Blvd West End East City Limits 6 6 0 4 0 2 2 2 1 2 25BP Harbor Dr Herondo St Existing Bike Path 6 6 0 4 0 1 2 2 0 2 23BL Inglewood Ave Marine Ave Ripley Ave 0 6 0 4 2 2 2 2 0 2 20BL Artesia Blvd West City Limits Hawthorne Blvd 0 6 0 4 4 2 2 1 0 0 19BL Catalina Ave Torrance Blvd Palos Verdes Blvd 3 6 0 2 0 2 2 2 1 1 19BL Juanita Ave - Del Amo Blvd
Pacific Coast Highway East City Limits 3 6 0 2 0 1 2 1 2 2 19 BR Ripley Ave Flagler Ln Lilienthal Ln 3 6 0 4 0 0 0 1 2 2 18BL - BR Knob Hill Ave Esplanade Camino Real 3 6 0 4 0 2 1 1 1 0 18BL Marine Ave Aviation Blvd Inglewood Ave 0 6 0 0 4 1 2 2 1 2 18BL Ripley Ave Lilienthal Ln Inglewood Ave 3 6 0 4 0 0 0 1 2 2 18BL Beryl St Harbor Dr 190th St 3 6 0 4 0 1 1 1 1 1 18BL Prospect Ave North City Limits Pacific Coast Highway 3 6 0 0 0 2 2 1 1 2 17
BL Catalina Ave
Pacific Coast Highway Beryl St 3 6 0 0 0 0 2 2 2 2 17
BL Sepulveda Blvd Prospect Ave West City Limits 3 6 0 2 0 1 2 1 2 0 17BL Avenue I Esplanade Catalina Ave 3 6 0 2 0 1 0 1 2 2 17BL Lilienthal Ln Ripley Ave Fisk Ln 6 6 0 0 0 0 0 1 2 2 17BFS Warfield Ave Aviation Blvd Vail Ave 6 6 0 0 0 0 0 1 2 2 17BR Beland Bl - Phelan Ln Barkley Ln White Cir 6 6 0 0 2 0 0 1 2 0 17 BL
Manhattan Beach Blvd Aviation Blvd Inglewood Ave 0 6 0 0 2 2 2 1 1 2 16

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Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total

BR - BFS - BP - BFS
Flagler Ln - Diamond St Anita St Prospect Ave 3 6 0 4 0 2 1 0 0 0 16 BR Emerald St Catalina Ave Prospect Ave 3 3 0 0 0 1 0 2 2 2 13BR 182nd St Felton Ave Hawthorne Blvd 0 0 0 4 2 1 0 2 2 2 13BR Juanita Ave Pacific Coast Highway Diamond Street 3 6 0 0 0 1 0 1 2 0 13 BL Aviation Blvd Marine Ave
Harper Ave (City Limit) 0 6 0 0 2 0 2 1 1 1 13
BFS
Ave C - Juanita Ave - Ave D - Helberta Ave Esplanade Prospect Ave 3 6 0 0 0 0 0 1 1 2 13 BFS Vanderbilt Ln Flagler Ln Inglewood Ave 0 6 0 0 0 2 1 1 1 2 13BFS Rindge Ln Warfield Ave 190th St 0 6 0 2 0 1 0 1 1 2 13BR Kingsdale Ave Artesia Blvd 182nd St 0 0 0 4 4 0 0 0 2 2 12BL 190th St Blossom Ln East City Limits 0 6 0 2 0 2 0 1 1 0 12BL Redondo Beach Blvd Artesia Blvd Hawthorne Blvd 0 0 0 4 2 0 2 1 2 1 12 BR Camino Real Torrance Blvd Prospect Ave 0 3 0 0 0 1 2 1 2 2 11BFS Ralston Ln - Firmona Ave Meyer Ln 190th St 0 6 0 0 0 0 1 1 1 2 11 BFS Mathews Av Aviation Way Inglewood Ave 0 6 0 0 0 0 1 1 1 2 11BR Anita St Pacific Coast Highway Blossom Ln 0 3 0 0 0 2 0 1 2 2 10 BFS Voorhees Ave Aviation Blvd Inglewood Ave 0 6 0 0 0 0 0 1 1 2 10BFS Robinson St Aviation Blvd Inglewood Ave 0 6 0 0 0 0 0 1 1 2 10BR Yacht Club West end Harbor Dr 0 3 0 0 0 0 0 2 2 2 9

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Facility
Type*
Facility
Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
Way
BR Portofino Way West end Harbor Dr 0 3 0 0 0 0 0 2 2 2 9BR Ford Ave - Herrin St - Ormond Ln Artesia Blvd Aviation Blvd 0 3 0 0 0 1 0 1 2 2 9 BL Herondo St Harbor Dr
Pacific Coast Highway 3 0 0 0 0 0 0 2 2 2 9
BFS Meyer Ln Ripley Ave 190th St 0 3 0 0 0 0 0 1 2 2
8 BFS
Helberta Ave - El Redondo Vincent St Torrance Blvd 0 3 0 0 0 0 0 1 2 2 8 BR Francisca Ave Herondo St Catalina Ave 0 3 0 0 0 0 0 0 2 2 7BR Palos Verdes Blvd South City Limits East City Limits 0 0 0 0 0 2 0 1 2 2 7 BFS Farrell Ave Aviation Blvd Rindge Ln 0 0 0 0 0 0 0 1 2 2 5*BP=Bike Path, BL=Bike Lane, BR=Bike Route, BFS=Bike Friendly Street

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8.7 Project Sheets
The City of Redondo Beach selected two of its top priority projects from the previous table for more detailed concept designs. Project sheets are shown on the following pages and include:
 A review of the existing site conditions
 Site challenges
 Recommended improvements
 Estimated cost
 Photos
 Aerial images
 Concept graphics

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Redondo Beach Project #1: Catalina Avenue (Torrance Boulevard to Palos Verdes Boulevard Project Site Photos
Catalina Avenue is a north-south corridor located in the western portion of the City of Redondo Beach. It connects to existing bike lanes on Catalina Avenue to the north and proposed facilities in the City of Torrance to the south. Catalina Avenue provides access to Veterans Park, a variety of residential and commercial uses, and Downtown Redondo Beach. There is existing on-street parking along most of Catalina Avenue that is highly utilized.

Catalina Avenue has a posted speed limit of 35 mph. From Torrance Boulevard to Avenue I, Catalina Avenue has two travel lanes in each direction and on-street parallel parking. Between Torrance Boulevard and Pearl Street, Catalina Avenue decreases from a roadway width of approximately 86 feet to 60 feet, including a center median, to accommodate turn pockets at Torrance
Boulevard. From Pearl Street to Knob Hill Avenue, the roadway width drops to approximately 55 feet. Between Avenue H and Avenue I, the roadway width increases to approximately 78 feet.

Catalina Avenue has one travel lane in each direction south of Avenue I and there is a mix of on-street parallel and angled parking.

The roadway width is approximately 78 feet.

Angled parking creates potential conflicts between bicyclists and motorists because it is difficult for drivers to see bicyclists when backing out of parking spaces.

Project Challenges
This segment of Catalina Avenue has no existing bicycle facilities, thus bicyclists must share the road with vehicular traffic. On-street parking where the roadway narrows reduces the available space for bicycle facilities. Angled parking creates potential conflicts between bicyclists and motorists because it is difficult for drivers to see bicyclists when backing out of parking spaces.

Proposed Improvements
 Stripe 1.6 miles of Class II Bike Lanes and signs
 Add bicycle loop detectors and pavement markings at all signalized intersections
 Conduct a road diet to convert cross-section to one travel lane in each direction and a center turn lane between Torrance
Boulevard and Knob Hill Avenue (0.7 miles)
 Convert angled parking to head out angled parking south of Avenue I
Estimated Cost
$200,000
Removing a travel lane north of Knob Hill Avenue will allow for bicycle lanes without removing highly utilized parking.

Proposed bike lanes on Catalina Avenue will connect with existing bike lanes on Catalina Avenue north of Torrance Blvd.

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Aerial Map and Concept Graphics: Catalina Avenue
Catalina Avenue (Torrance Boulevard to Avenue B)
Catalina Avenue (Avenue B to Palos Verdes Boulevard)

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Aerial Map and Concept Graphics: Catalina Avenue
Road Diet (4 to 3 Lanes)
Head Out Angled Parking

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Redondo Beach Project #2: Prospect Avenue (Anita Street to Pacific Coast Highway) Project Site Photos
Prospect Avenue is a north-south road located in the south-eastern portion of the City of Redondo Beach. It connects to a proposed bike friendly street on Prospect Avenue in Hermosa Beach to the north and to an existing Class III Bike Route in Torrance to the south. Prospect Avenue provides access to Redondo Shores High School, Parras Middle School, and Tulita School. There is existing on-street parking along much of Prospect Avenue on one or both sides of the street that is moderately utilized. The posted speed limit is 35 mph.

Between Anita Street and Torrance Boulevard, Prospect Avenue has two lanes in each direction and a center turn lane. The roadway width ranges from approximately 61 to 65 feet. North of Del Amo Street, there is only on-street parking on the west side of Prospect Avenue. Between Beryl Street and Diamond Street, there is a center median. From Torrance Boulevard to Pacific Coast Highway, there are two travel lanes in each direction, and between Camino Real and Knob Hill Avenue, there is also a center turn lane. From Torrance Boulevard to Palos Verdes Boulevard, the roadway width of Prospect Avenue is approximately 62 to 64 feet. South of Palos Verdes Boulevard to Avenue E, the roadway width drops to approximately 46 feet and has no on-street parking. From Avenue E to Pacific Coast Highway, the roadway widens to approximately 55 feet and has parking on both sides of the street.

Looking south on Prospect Avenue. Removing a travel lane in each direction will provide adequate space for bike lanes.

Bike lanes on Prospect Avenue will create a safer bicycling environment for children riding to school.

Bicycle loop detectors at signalized intersections will allow bicyclists to trigger the signal when no vehicles are present.

Project Challenges
Prospect Avenue has no existing bicycle facilities, which creates potential conflicts between bicyclists and motorists. There are few existing treatments to create a safe bicycling environment for children riding to school. The existing cross-section configuration limits the space available to install bicycle facilities.

Proposed Improvements
 Stripe 3 miles of Class II Bike Lanes and signs
 Add bicycle loop detectors and pavement markings at all signalized intersections
 Conduct a road diet to convert cross-section to one travel lane in each direction and a center turn lane (3 miles)
 Add an additional parking lane where space permits
Estimated Cost
$625,000

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Aerial Map and Concept Graphics: Prospect Avenue
Prospect Avenue (Anita Street to Torrance Boulevard)
Prospect Avenue (Torrance Boulevard to Pacific Coast Highway)

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Aerial Map and Concept Graphics: Prospect Avenue
Bike Lane Adjacent to On-street Parking and Buffered Bike Lane Bicycle Loop Detectors

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Chapter 9
Torrance

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9 Torrance
This chapter presents Torrance’s portion of the South Bay Bicycle Master Plan. It begins with a discussion of how Torrance complies with Bicycle Transportation Account requirements. The chapter is then organized into the following sections:
 Existing conditions
 City-specific goals, policies, and implementation actions  Needs analysis
 Proposed bicycle network
 Project prioritization
 Project costs

9.1 Bicycle Transportation Account
(BTA) Compliance
The Bicycle Transportation Account (BTA) is an annual statewide discretionary program that funds bicycle projects through the Caltrans Bicycle Facility Unit. Available as grants to local jurisdictions, the program emphasizes projects that benefit bicycling for commuting purposes. In order for Torrance to qualify for BTA funds, the South Bay Bicycle Master Plan must contain specific elements. Appendix E displays the requisite BTA components and their location within this plan in tabular form. The table includes “Approved” and “Notes/Comments” columns for the convenience of the Metro official responsible for reviewing compliance.

9.2 Existing Conditions
Torrance is located in the southern, central portion of the South Bay region. It is bordered to the north by the City of Lawndale, the County of Los Angeles, and the City of Gardena; to the east by the City of Los Angeles; to the south by the Cities of Lomita, Rolling Hills Estates, and Palos Verdes Estates; and to the west by the City of Redondo Beach. According to the 2000 Census, Torrance has a population of 137,933. The City was incorporated in 1921.

9.2.1 Land Use
Appendix A-3 displays a map of the existing land use in the South Bay Region. Land use in Torrance is shown at right. The City is comprised of approximately 45 percent residential land uses, most of which is single family residential. Torrance also consists of Existing Land Uses in Torrance
(See Appendix A-3 for larger map)

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almost 20 percent industrial land, making it a key employment center in the South Bay.

Figure 9-1 displays the proposed land uses for the City of Torrance.

There are no significant proposed changes in the City’s land uses.

9.2.2 Bicycle Trip Generators
Bicycle trip generators refer to population characteristics that are correlated with higher bicycling activity levels, such as high population or employment densities or high concentrations of certain sub-populations, such as transit commuters or zero-vehicle households.

Appendix A-4 shows population density in Torrance. There are areas of high population density along the northern boundary of the city. There is also a pocket of high density in the interior of the city.

Population density, measured as the number of persons per acre, is a strong indicator of potential bicycle activity, because more people living in an area implies more trips to and from that area. The high population densities of urbanized environments also tend to support bicycle travel through mixed land uses, interconnected street networks, and shorter trip lengths.

Appendix A-5 displays employment density in Torrance.

Employment density in Torrance is highest along Hawthorne Boulevard, Lomita Boulevard, Western Avenue, and Pacific Coast Highway. Hawthorne Boulevard consists primarily of commercial and service, and general office land uses. Between Lomita Boulevard and Pacific Coast Highway there are mostly industrial uses.

Western Avenue is concentrated with commercial and service, industrial, and general office uses. These sites have the potential to generate bicycle activity, as they are located in environments with a variety of land uses where trips between uses can be shorter.

Appendix A-6, Appendix A-7 and Appendix A-8 display the percent of zero-vehicle households, median annual income, and percent transit commuters by census tract. The highest median annual household incomes are $75,001-$95,000 (in 1999 dollars) and are located in the western portion of Torrance along the border with Redondo Beach. Vehicle ownership is mixed throughout the city, as is percentage of transit commuters. These parts of the city have greater potential for increased bicycling activity because residents who do not have vehicles must use alternative modes and are likely to combine bicycle and transit trips.

Bicycle trip generators refer to population
characteristics that are correlated with higher
bicycling activity levels, such as high population or
employment densities.

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Figure 9-1: City of Torrance General Plan Land Use Policy

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In addition to the reasons discussed above, Torrance has the potential for increased bicycle activity from bicyclists passing through on their way to destinations outside of the city. A bicycle network that is connected within Torrance, as well as linked to bicycle facilities in adjacent communities, further generates bicycle traffic as it provides a viable transportation option to driving a motorized vehicle.

9.2.3 Relevant Plans and Policies
Table 9-1 outlines information regarding bicycles from the City of Torrance’s Circulation and Infrastructure Element, Bicycle Master Plan, and Municipal Code.

Table 9-1: Torrance Bicycle-Related Plans and Policies
Document Description
General Plan
Circulation and
Infrastructure
Element (2009)
The following goals and policies related to bicycling are included in the Circulation and Infrastructure Element:
 Maintain a comprehensive system of bicycle routes that provide viable options to travel by automobile
 Provide and maintain a comprehensive system of bicycle lanes to meet the needs of cyclists traveling to all destinations within the City consistent with the Bicycle Master Plan  Promote the provision of secure bicycle storage and shower and locker facilities at major commercial developments and employment centers
 Encourage cyclists to use routes that allow for safe cycling  Promote bicycle safety through educational programs designed for bicyclists and drivers  Seek county, state, federal, and private sector assistance to help finance development of bicycle facilities
Bicycle Master
Plan (2009)
This document consists of a map (Appendix F-7) that displays existing Class II and Class III bicycle facilities, proposed facilities, and existing bike parking locations. There are proposed facilities at 17 locations.

Municipal Code Bicycle parking requirements in Torrance’s Municipal Code are based on square footage as part of Transportation Demand Management ordinance. Developments of a certain size are required to provide bicycle facility information on a bulletin board or in a display case or kiosk. Detailed bicycle parking information is presented in Appendix G. The City of Torrance requires bicyclists to obtain a bicycle license and to place a license plate on the bicycle. The City has a Bicycle Transportation Fund that is used for bicycle routes and other projects to the benefit of the bicyclist. The City also prohibits riding bicycles on sidewalks in business districts and adjacent to public school buildings, churches, recreation centers, and playgrounds.

9.2.4 Existing Bicycle Network
Figure 9-2 shows the existing bicycle facilities in Torrance.

Appendix A-2 displays a map of the existing bicycle facilities in

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the South Bay Region. Bicycle facility types are discussed in Section

1.3. The City of Torrance has a bicycle network of approximately 30 miles of bicycle facilities. Approximately 50 percent of the network consists of Class II bike lanes and the remaining miles are Class III bike paths. Table 9-2 summarizes the classification and mileage of the existing network.

Table 9-2: Torrance Bicycle Network
Facility Type Mileage
Class I (Bike Path) 0.0
Class II (Bike Lanes) 14.3
Class III (Bike Route) 15.0
Total Mileage 29.7

9.2.5 Existing End-of-trip Parking Facilities
The BTA requires that this plan inventory publicly-accessible short-term and long-term end-of-trip bicycle facilities for the members of the bicycling public to park their bicycles, as well as change and store clothes and equipment. Short-term facilities consist of bicycle racks. Long-term facilities include, but are not limited to, locker, restroom, and shower facilities near bicycle parking facilities. Appendix A-9 displays existing end-of-trip bicycle facilities in the South Bay. Existing bicycle racks in Torrance are shown at right. These locations include public parks and libraries. Torrance does not currently have any existing longterm end-of-trip bicycle facilities.

9.2.6 Multi-Modal Connections
Transit is often best for longer trips, while bicycling is better for shorter trips. Combining transit use and bicycling can offer a high level of mobility that is comparable to travel by automobile.

Appendix A-10 shows the existing Los Angeles Metropolitan Transit Authority (Metro) transit routes that serve the City of Torrance. Metro operates bus lines with routes several east-west routes through the north and south portions of the City and one north-south route through the center. The middle of Torrance is relatively underserved by Metro. Buses are equipped with bicycle racks, which are available on a first-come, first-served basis.

LADOT operates the Commuter Express bus service. Line 438 connects the cities of El Segundo, Manhattan Beach, Hermosa Beach, Redondo Beach, and Torrance to Downtown Los Angeles. (See Appendix A-9 for larger map)
Existing End-of-trip Facilities in Torrance

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Figure 9-2: Existing Bicycle Facilities in Torrance

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Line 448 connects Torrance east to Wilmington and north to Downtown Los Angeles. Most Commuter Express buses are
equipped with bicycle racks, which are available on a first-come, first-served basis. The Commuter Express line 438 and 448 bus routes are shown in Appendix A-11 and Appendix A-21.

Beach Cities Transit (BCT) Line 104, operated by the City of Redondo Beach, also serves the City of Torrance. Appendix A-13 shows the BCT System Map. BCT buses are equipped with bike racks, which are available on a first-come, first-served basis.

The City of Torrance operates Torrance Transit, which consists of eight bus lines that also serve the cities of El Segundo, Gardena, Hermosa Beach, Manhattan Beach, and Redondo Beach. Appendix A-14 shows the Torrance Transit system map. All Torrance Transit buses are equipped with bike racks, which are available on a firstcome, first-served basis.

The BTA requires that this plan inventory existing bicycle transport and parking facilities for connecting to public transit services. These facilities include, but are not limited to, bicycle parking at transit stops, rail and transit terminals, and park and ride lots; and provisions for transporting bicycles on public transit vehicles. Torrance does not currently provide any intermodal facilities within its jurisdiction, however a new transit station is proposed on Crenshaw Blvd at approximately 208th Street.

Proposed end-of-trip bicycle facilities at this location are presented in section 9.4.2.

9.2.7 Education and Enforcement Strategies
Bicycle education programs and enforcement of bicycle-related policies help to make riding safer for all bicyclists. To promote safe bicycling, the City of Torrance celebrates national “Bike to Work Day” and “Bike to Work Week” to encourage its employees and residents to ride their bicycles. The Torrance Police Department has conducted bicycle rodeos in the past and offers bicycle patrol for special events. Also, the Torrance Police Department enforces all bicycle-related regulations from the California Vehicle Code and the City’s Municipal Code.

Torrance does not currently provide any intermodal
facilities within its jurisdiction, however a new transit station is proposed on Crenshaw Blvd at approximately
208th Street (see Appendix A10 for larger map).

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9.2.8 Past Bicycle-Related Expenditures
Between 2000 and 2010, the City of Torrance incurred the following bicycle-related expenditures:
 Approximately $50,000 for miscellaneous bicycle-related items

9.3 Needs Analysis
This section describes the needs of bicyclists in Torrance. It first summarizes feedback collected from the online survey and public workshops. The section also provides estimates and forecasts of bicycle commuting to determine the estimated bicycling demand in the city. It finally analyzes bicycle collision data between 2007 and 2009 to identify areas that would benefit from bicycle facility improvements.

9.3.1 Public Outreach
As mentioned in Chapter 1, the public had the opportunity to provide input in the planning process through an online survey and the first round of public workshops. This section summarizes locations in Torrance that the community identified as desirable for bikeways and bicycle parking facilities.

Generally, the public noted that it would like to see bicycle facilities on major arterials, such as Hawthorne Boulevard and Prairie Avenue. The community also said that it would like to connect existing bicycle facilities, such as by closing the gap on Torrance Boulevard and installing bicycle facilities on Van Ness Avenue to connect with Cabrillo Avenue.

The public identified locations that would benefit from additional bicycle parking. These include around El Camino College, on Del Amo Circle near the Fashion Center, and at the Farmer’s Market.

9.3.2 Bicycle Commuter Estimates and Forecasts
United States Census “Commuting to Work” data provides an indication of current bicycle system usage. Appendix A-15 shows the percent bicycle commuters in Torrance by census tract. The highest percentage of bicycle commuters is located in the southeastern portion of the city.

Table 9-3 presents commute to work data estimates reported by the 2000 US Census for Torrance. For comparative purposes, the table includes commute to work data for the United States, California, and County of Los Angeles. According to the estimates, The highest percentage of bicycle commuters is
located in the southeastern portion of Torrance.

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0.44 percent of residents in Torrance commute predominantly by bicycle. This is lower than the percentage of bicycle commuters in California and in Los Angeles County, and it is higher than the U.S. as a whole. It is important to note that this figure likely underestimates the true amount of bicycling that occurs in Torrance for several reasons. First, data reflects respondents’ dominant commute mode and therefore does not capture trips to school, for errands, or other bike trips that would supplant vehicular trips. Also, US Census data collection methods only enable a respondent to select one mode of travel, thus excluding bicycle trips if they constitute part of a longer multimodal trip. The percentage of commuters in Torrance that commute by transit is much lower than that of those that drive alone. Torrance also has a low percentage of carpooling and walking.

In addition to bicycle commuters in Torrance, bicyclists from neighboring communities use the city’s bicycle network to reach their destinations and are not reflected in this data. This Plan addresses the need for regional connectivity to accommodate bicyclists passing through Torrance’s bicycle network in Section

9.4. Table 9-3: Means of Transportation to Work
Mode United
States California Los Angeles County Torrance
Bicycle 0.38% 0.83% 0.62% 0.44%
Drove Alone – car, truck, or van 75.70% 71.82% 70.36% 82.92% Carpool – car, truck, or van 12.19% 14.55% 15.08% 9.80% Transit 4.73% 5.07% 6.58% 1.25%
Walked 2.93% 2.85% 2.93% 1.33%
Other Means 0.70% 0.79% 0.76% 0.44%
Worked at Home 3.26% 3.83% 3.49% 3.48%
Source: US Census 2000
Table 9-4 presents an estimate of current bicycling within Torrance using US Census data along with several adjustments for likely bicycle commuter underestimations, as discussed above.

Table 9-5 presents the associated air quality benefits from bicycling.

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Table 9-4: Existing Bicycling Demand
Variable Figure Source
Existing study area population 137,933 2000 US Census, P1 Existing employed population 66,569 2000 US Census, P30 Existing bike-to-work mode share 0.4% 2000 US Census, P30 Existing number of bike-to-work
commuters
293
Employed persons multiplied by bike-to-work mode
share
Existing work-at-home mode share 3.5% 2000 US Census, P30 Existing number of work-at-home bike
commuters
232
Assumes 10% of population working at home makes
at least one daily bicycle trip
Existing transit-to-work mode share 1.3% 2000 US Census, P30 Existing transit bicycle commuters
208
Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by bicycle Existing school children, ages 6-14
(grades K-8) 12,480
2000 US Census, P8
Existing school children bicycling mode
share 2.0%
National Safe Routes to School surveys, 2003.

Existing school children bike commuters
250
School children population multiplied by school
children bike mode share
Existing number of college students in
study area 11,314
2000 US Census, PCT24
Existing estimated college bicycling
mode share

5.0%
Review of bicycle commute share in seven university
communities (source: National Bicycling & Walking
Study, FHWA, Case Study No. 1, 1995), review of
bicycle commute mode share at the University of
California, Los Angeles
Existing college bike commuters
566
College student population multiplied by college
student bicycling mode share
Existing total number of bike commuters
1,548
Total bike-to-work, school, college and utilitarian bike trips. Does not include recreation.

Total daily bicycling trips 3,096 Total bicycle commuters x 2 (for round trips)

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Table 9-5: Existing Bicycling Air Quality Impact
Variable Figure Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday
928
Assumes 73% of bicycle trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year 242,255 Reduced weekday vehicle trips x 261 (weekdays / year) Reduced Vehicle Miles per Weekday
6,499
Assumes average round trip travel length of 5 miles
for adults/college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
1,696,351
Reduced weekday vehicle miles x 261 (weekdays /
year)
Current Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 19 Daily mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/wkday) 14 Daily mileage reduction x 0.95 grams / mi Reduced CO (lbs/wkday) 178 Daily mileage reduction x 12.4 grams / mi Reduced C02 (lbs/wkday) 5,287 Daily mileage reduction x 369 grams / mi Reduced Hydrocarbons (lbs/yr) 5,086 Yearly mileage reduction x 1.36 grams / mi Reduced PM10 (lbs/yr) 19 Yearly mileage reduction x 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 18 Yearly mileage reduction x 0.0049 grams / mi Reduced NOX (lbs/yr) 3,553 Yearly mileage reduction x 0.95 grams / mi Reduced CO (lbs/yr) 46,374 Yearly mileage reduction x 12.4 grams / mi Reduced C02 (lbs/yr) 1,379,991 Yearly mileage reduction x 369 grams / mi Source:

Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.

Table 9-6 presents projected year 2030 bicycling activity within Torrance using California Department of Finance population and school enrollment projections. The projection contains the assumption that bicycle mode share will double by 2030, due in part to bicycle network implementation. Actual bicycle mode share in 2030 will depend on many factors, including the extent of network implementation. Table 9-7 presents the associated year

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2030 air quality benefit forecasts. The calculations follow in a straightforward manner from the Projected Year 2030 Bicycling Demand.

Table 9-6: Projected Year 2030 Bicycling Demand
Variable Figure Source
Future study area population
171,647
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050.

Future employed population
82,840
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-2050,
Future bike-to-work mode share 0.9% Double the rate from 2000 US Census, P30 Future number of bike-to-work
commuters
729
Employed persons multiplied by bike-to-work mode
share
Future work-at-home mode share

5.41%
Calculated based on change in mode share from 1990
US Census, P49, to 2000 US Census, P30
Future number of work-at-home bike
commuters
448
Assumes 10% of population working at home makes
at least one daily bicycle trip
Future transit-to-work mode share 2.5% Double the rate from 2000 US Census, P30 Future transit bicycle commuters
518
Employed persons multiplied by transit mode share.

Assumes 25% of transit riders access transit by bicycle Future school children, ages 6-14 (grades
K-8)
9,917
Calculated from CA Dept. of Finance, California Public
K–12 Graded Enrollment and High School Graduate
Projections by County, 2010 Series.

Future school children bicycling mode
share 4.0%
Double the rate of national school commute trends.

National Safe Routes to School surveys, 2003.

Future school children bike commuters
397
School children population multiplied by school
children bicycling mode share
Future number of college students in
study area
14,079
Calculated based on CA Dept. of Finance, Population
Projections for California and Its Counties 2000-
2050, Sacramento, California, July 2007.

Future estimated college bicycling mode
share

7.0%
A slight increase over the existing college bicycle
mode share assumption, commensurate with
projected increases in bicycling for other populations
Future college bike commuters
986
College student population x college student
bicycling mode share
Future total number of bike commuters
3,077
Total bike-to-work, school, college and utilitarian
biking trips. Does not include recreation.

Total daily bicycling trips 6,154 Total bike commuters x 2 (for round trips)

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Table 9-7: Projected Year 2030 Bicycling Air Quality Impact Variable Figure Source
Forecasted VMT Reductions
Reduced Vehicle Trips per Weekday
1,789
Assumes 73% of biking trips replace vehicle trips for
adults/college students and 53% for school children
Reduced Vehicle Trips per Year
466,911
Reduced number of weekday vehicle trips x 261
(weekdays / year)
Reduced Vehicle Miles per Weekday
12,840
Assumes average round trip travel length of 8 miles
for adults / college students and 1 mile for
schoolchildren
Reduced Vehicle Miles per Year
3,351,184
Reduced number of weekday vehicle miles x 261
(weekdays / year)
Forecasted Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday) 38 Daily mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/wkday) 0 Daily mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/wkday) 0 Daily mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/wkday) 27 Daily mileage reduction x by 0.95 grams / mi Reduced CO (lbs/wkday) 351 Daily mileage reduction x by 12.4 grams / mi Reduced C02 (lbs/wkday) 10,445 Daily mileage reduction x by 369 grams / mi Reduced Hydrocarbons (lbs/yr) 10,048 Yearly mileage reduction x by 1.36 grams / mi Reduced PM10 (lbs/yr) 38 Yearly mileage reduction x by 0.0052 grams / mi Reduced PM2.5 (lbs/yr) 36 Yearly mileage reduction x by 0.0049 grams / mi Reduced NOX (lbs/yr) 7,019 Yearly mileage reduction x by 0.95 grams / mi Reduced CO (lbs/yr) 91,612 Yearly mileage reduction x by 12.4 grams / mi Reduced CO2 (lbs/yr) 2,726,208 Yearly mileage reduction x by 369 grams / mi Source:

Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for GasolineFueled Passenger Cars and Light Trucks. 2005.

This model uses the latest state projections for population growth and reasonable assumptions about future bicycle ridership. The benefits model predicts that the total number of bicycle commute trips could increase from the current daily estimate of about 3,000 to over 6,000, resulting in a substantial reduction of both Vehicle Miles Traveled (VMT) and associated emissions. This includes a yearly emissions reduction by 2030 of approximately 7,000 pounds

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of smog forming N0X and roughly 2.7 million pounds of C02, the principal gas associated with global climate change. Providing bicycle facilities will encourage new bicyclists to begin to ride, thus positively impacting air quality by reducing harmful pollutants from driving motorized vehicles. Because this plan recommends local connections throughout and regional links between the participating cities, it has the potential to have even greater air quality benefits. Bicyclists may not need to rely as heavily on vehicles for transportation because bicycling will be a viable transportation alternative upon implementation of this Plan.

9.3.3 Bicycle Counts
To assess bicycling levels at different sites throughout Torrance, volunteers conducted bicycle counts, in which they manually recorded the number of bicyclists that rode by.

9.3.3.1 Methodology
The methodology for the bicycle counts derives from the National Bicycle and Pedestrian Documentation Project (NBPD), a
collaborative effort of Alta Planning + Design and the Institute of Transportation Engineers. The NBPD methodology aims to capture both utilitarian bicycling and recreational bicycling. The NBPD also provides guidance on how to select count locations.

Volunteers conducted bicycle counts in each of the seven participating cities in the South Bay on Thursday, November 4, 2010 from 3:00 p.m. to 6:00 p.m. and Saturday, November 6, 2010 from 10:30 a.m. to 1:30 p.m. These dates are meant to capture volumes of bicyclists on a typical weekday and weekend day. Fall is an appropriate time to conduct bicycle counts in California because school is back in session and vacations are typically over. In Torrance, volunteers were stationed at three stations on Thursday and three stations on Saturday. There were 36 total locations in the South Bay region on each day.

The count locations were selected in partnership by city staff, Alta Planning + Design, Los Angeles County Bicycle Coalition staff, and South Bay Bicycle Coalition board members. This snapshot of locations is meant to capture a diverse bicycling population using the roads and streets that span the spectrum of bike-friendliness.

9.3.3.2 Results
The count results for the South Bay are displayed in Appendix A16 and Appendix A-17. Count results for Torrance are shown at Weekday Bicycle Count Results in Torrance
(See Appendix A-16 for a larger map
and Appendix H for a list of count
locations.)
Weekend Bicycle Count Results in Torrance
(See Appendix A-17 for a larger map
and Appendix H for a list of count
locations.)

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left. Detailed count data, including a list of count locations, is presented in Appendix H. On Thursday, the Torrance station that experienced the highest volume was 190th Street and Anza Avenue with 60 bicyclists during the three hour count period. The station with the most bicyclists on Saturday was Palos Verdes Boulevard and Catalina Avenue with 82 bicyclists during the three hour count period.

On both days, the locations with the highest numbers of bicyclists in the South Bay region as a whole were those along the Strand on the County-maintained Marvin Braude Bikeway. Apart from the Strand stations, the inland count locations in Lawndale and Gardena experienced the most riders during the week. On the weekend, there were overall fewer riders in the inland count stations and more riders along the coast. This suggests that more bicyclists ride a bicycle for commuting during the week and for recreation on the weekend.

In the region as a whole, about 83 percent of bicyclists were male.

Approximately 70 percent of those observed did not wear helmets and 41 percent rode on the sidewalks. On Thursday, there were 18 locations at which over half of the observed bicyclists rode on the sidewalk and on Saturday there were nine. Riding on the sidewalk can be an indicator of a lack of bicycle facilities, as bicyclists that are uncomfortable riding with traffic may choose to ride on the sidewalk instead.

9.3.4 Bicycle Collision Data
Safety is a major concern for both existing and potential bicyclists.

Concern about safety is the most common reason given for not riding a bicycle (or riding more often), according to national surveys. Identifying bicycle collision sites can draw attention to areas that warrant improvement, particularly if multiple collisions occur at the same location. This analysis employs the most reliable data source available, the California Highway Patrol’s Statewide Integrated Traffic Records System. The data set only includes reported collisions, and so represents a subset of all the bicycle collisions in Torrance. This data does not include any assessment of conditions present at the time of the collision. There are numerous factors that may contribute to a given incident including but not limited to time of day, visibility, distractions, obstacles or traffic law obedience. This data simply reflects reported incidents, resulting injuries and the party at fault. This data does not infer faulty infrastructure, but rather provides a baseline of collisions Bicycle Collisions in Torrance 2007-2009
(See Appendix A-18 for larger map)

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that often decreases in correlation with bike plan implementation and the improvements to facilities and road user behavior and awareness that accompanies it. Fault as determined by law enforcement is discussed below.

Table 9-8 presents the number of reported collisions involving bicyclists, number of bicyclists involved, and severity of the bicycle collisions for three consecutive years: 2007, 2008, and 2009.

Appendix A-18 shows locations of bicycle collisions in the South Bay region in the same time period. Bicycle collisions in Torrance are shown on the preceding page. There were 131 total reported collisions involving bicyclists from 2007-2009 in the City of Torrance. Collisions in Torrance occurred throughout the city, many of which were concentrated on major arterials: 16 collisions occurred on Torrance Boulevard, 11 occurred on Sepulveda Boulevard, eight occurred on Pacific Coast Highway, and 11 occurred on Hawthorne Boulevard.

Table 9-8: Bicycle Collision Data 2007-2009
Total Crashes
Involving Bicyclists
Number of Bicyclists
Involved
Persons
Injured
Persons Severely
Injured
Persons Killed
131 133 132 4 1
Source: California Highway Patrol, Statewide Integrated Traffic Records System (SWITRS) As reported by police officers in traffic reports, bicyclists were at fault in 66 percent of collisions involving bicycles (64 crashes) in this time period.

Providing bicycle facilities encourages more people to ride. When motorists begin to look for and expect to see bicyclists, collisions between vehicles and bicyclists are reduced. The City of New York, for example, reported that as ridership increased between 1998 and 2008, the number of annual casualties from bicycle collisions decreased (see Appendix B).

Appendix A-1 displays estimated weekday traffic volumes in Torrance. There are major arterials that carry high volumes of automobiles throughout the entire city. Torrance Boulevard, Sepulveda Boulevard, and Pacific Coast Highway, the locations with the highest numbers of collisions, all have heavy vehicular traffic, which can create potential conflicts between bicycles and vehicles. Pacific Coast Highway has high employment densities, and Hawthorne Boulevard has both high employment and
population densities, both of which generate high numbers of trips.

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This contributes to the vehicle-bicycle conflicts, as well. Installing bicycle facilities, especially on major arterials, could reduce the number and severity of collisions involving bicyclists.

9.4 Proposed Bicycle Network
This section presents the proposed bicycle network for the City of Torrance, which includes bicycle parking facilities. Upon implementation of the proposed network, the City should coordinate and collaborate with adjacent participating South Bay cities to emphasize a regional bicycle network. Bicycle facilities discussed in this Plan are described in Section 1.3 and are shown in Figure 1-3 and Figure 1-4. Appendix C outlines the recommended standards for each facility classification as compared to minimum standards. In addition to creating a comprehensive network of bikeways in Torrance, the recommended system ties into the proposed bicycle facilities for the other South Bay participating cities to create a connected regional network. This will give bicyclists from adjacent communities the opportunity to pass through Torrance to reach their destinations without losing bicycle facilities at city boundaries.

9.4.1 Proposed Bikeway Facilities
The proposed bicycle network in the City of Torrance consists of Class I Bike Paths, Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets, and is shown in Figure 9-3. The proposed bicycle network in Torrance connects with the recommended networks in Redondo Beach, Lawndale, and Gardena. Figure 9-3 shows a blue asterisk on the proposed bicycle path along the Metro Green Line extension as it is outside the jurisdiction of the Plan, but is a supported improvement. The proposed South Bay bicycle network as a whole is presented in Appendix A-19.

Four tables identify the streets on which facilities are proposed, the extents of each proposed facility, and the length in miles of each proposed facility. Table 9-9 lists the proposed bicycle paths, Table 9-10 lists the proposed bicycle lanes, Table 9-11 lists the proposed bicycle routes, and Table 9-12 lists the proposed bicycle-friendly streets.

The proposed bicycle network in the City of Torrance
consists of Class I Bike Paths, Class II Bike Lanes, Class III Bike Routes, and Bike Friendly Streets.

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Table 9-9: Proposed Class I Bicycle Paths in Torrance
Street From To Miles
Madrona Ave Extension Sepulveda Blvd 229th Pl 0.5
Total Bicycle Path Mileage 0.5
Table 9-10: Proposed Class II Bicycle Lanes in Torrance Street From To Miles
220th St Cabrillo Ave Western Ave 0.2
Prairie Ave - Madrona Ave Redondo Beach Blvd Sepulveda Blvd 3.6 Torrance Blvd Anza Ave Earl St 0.3
Sepulveda Blvd
Existing Bike Lanes (east of
Anza Ave) Western Ave 3.0
Lomita Blvd Anza Ave Hawthorne Blvd 0.6
Van Ness Ave - Cabrillo Ave 190th St Ferrocarril Ave 2.5 Ferrocarril Ave Arlington Ave Western Ave 0.5
190th St Blossom Ln Western Ave 3.8
Del Amo Blvd West City Limits Henrietta St 0.2
Del Amo Blvd Anza Ave Maple Ave 1.3
Skypark Dr Madison St Crenshaw Blvd 1.3
Western Ave Artesia Blvd South City Limits 4.4
Redondo Beach Blvd Hawthorne Blvd East City Limits 2.4
Artesia Blvd Hawthorne Blvd Western Ave 2.5
Calle Mayor Riviera Way Anza Ave 1.0
Beryl St Flagler Ln 190th St 0.4
Total Bicycle Lane Mileage 28.0
Table 9-11: Proposed Class III Bicycle Routes in Torrance Street From To Miles
Columbia St - Alaska Ave - Maricopa
St Maple Ave Elm Ave 0.7
Sartori Ave Torrance Blvd Cabrillo Ave 0.2
Henrietta St Del Amo Blvd Torrance Blvd 0.8
Maple Ave Del Amo Blvd Sepulveda Blvd 1.6
Plaza del Amo (west) Madrona Ave Crenshaw Blvd 1.0
Del Amo Blvd Crenshaw Blvd Western Ave 1.1
Plaza del Amo (east) Madrid Ave Arlington Ave 0.6
Anza Ave Sepulveda Blvd Newton St 1.5
Cravens Ave Arlington Ave Cabrillo Ave 0.5

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Street From To Miles
Palos Verdes Blvd Sepulveda Blvd West City Limits 0.5
235th St Crenshaw Blvd Western Ave 1.1
238th St Arlington Ave East City Limits 0.7
Palos Verdes Blvd South City Limits Pacific Coast Highway 1.1 W 164th St Redondo Beach Blvd East City Limits 1.0
182nd St West City Limits Western Ave 2.9
Calle Mayor Palos Verdes Blvd Riviera Way 0.9
Torrance Blvd Sartori Ave Van Ness Ave 0.1
Total Bicycle Route Mileage 16.2
Table 9-12: Proposed Bicycle-Friendly Streets in Torrance Street From To Miles
Elm Ave Maricopa St Torrance Blvd 0.2
Dominguez St Madrid Ave Torrance Blvd 0.8
Falda Ave - 182nd Pl 182nd St 190th St 0.6
220th St Martina Ave Cabrillo Ave 0.3
Earl St - Torrance Blvd Del Amo Blvd Ocean Ave 0.8
239th St Crenshaw Blvd Arlington Ave 0.5
Ocean Ave Torrance Blvd Newton St 2.5
Arlington Ave Dominguez St Plaza Del Amo East 1.0
Newton St Calle Mayor Pacific Coast Highway 2.3
162nd St Van Ness Ave East City Limits 0.3
Entradero Ave 190th St Del Amo Blvd 0.7
Madrid Ave Dominguez St Plaza Del Amo East 0.7
Yukon Ave Redondo Beach Blvd 190th St 1.5
Firmona Ave - Tallisman 190th St Del Amo Blvd 0.7
Camino del Campo Palos Verdes Blvd Vista del Parque 0.4 Pennsylvania Ave Sepulveda Blvd South City Limits 0.9
Via Pasqual - Cll de Arboles - Pso de
las Tortugas - Vista Montana Via Monte D Oro Newton St 1.6 Via Monte D Oro Camino del Campo South City Limits 0.9
171st St Prairie Ave Gramercy Pl 1.8
Total Bicycle-Friendly Streets 18.3
There are opportunities and constraints to recommending new bicycle facilities in Torrance. These are shown on the following page and are referenced by the numbers in Appendix I. Appendix I

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also presents opportunities and constraints in the South Bay region as a whole. While it is not feasible to propose bicycle lanes on Crenshaw Boulevard and Hawthorne Boulevard at the time of this Plan, there may be opportunity in the future if the streets undergo reconstruction or other changes that would provide adequate space. There may also be opportunity to propose parallel facilities as Crenshaw Boulevard and Hawthorne Boulevard are important regional connections.

(See Appendix I for larger map)
Opportunities and Constraints in
Torrance

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Figure 9-3: Proposed Bicycle Facilities in Torrance

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9.4.2 Proposed End-of-Trip Bicycle Facilities
Support facilities and connections to other modes of transportation are essential components of a bicycle system because they enhance safety and convenience for bicyclists at the end of every trip. With nearly all utilitarian and many recreational bike trips, bicyclists need secure and well-located bicycle parking. A comprehensive bicycle parking strategy is one of the most important things that a jurisdiction can apply to immediately enhance the bicycling environment. Moreover, a bicycle parking strategy with
connections to public transit will further the geographical range of residents traveling without using an automobile.

The Torrance Municipal Code currently provides bicycle parking requirements for non-residential developments. The City should consider amending its Municipal Code to include bicycle parking requirements at new and retrofitted multi-family residential, commercial, office, and mixed-use developments of all sizes. The Municipal Code should also require bicycle parking quantities based on square footage of developments or by number of employees/residents to adequately address the bicycle demand at each development.

Though the City complies with its existing Transportation Demand Management ordinance, Torrance may consider amending its Municipal Code to include requirements on types of both shortand long-term bicycle parking facility designs, which are shown in Appendix J. Bicycle rack designs should include racks that provide two points of contact with the bicycle so that it can be locked from both the front wheel/frame and the rear wheel. This will provide a high degree of security and support for the bicycle. Long-term bicycle parking should be in the form of:
 Covered, lockable enclosures with permanently anchored racks for bicycles
 Lockable bicycle rooms with permanently anchored racks or
 Lockable, permanently anchored bicycle lockers
When people commute by bicycle they often sweat or become dirty from weather or road conditions. Providing changing and storing facilities encourages commuters to travel by bicycle because they have a place to clean up before work or school. Torrance should require all new mid-to-large employers, offices, and businesses to supply changing and storing facilities, such as by providing showers and clothes lockers within the buildings or arranging Bicycle rack designs should include racks that provide two two points of contact with the bicycle so that it can be locked from both the front wheel/frame and the rear
wheel.

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agreements with nearby recreation centers to allow commuters to use their facilities.

Proposed end-of-trip bicycle facilities in Torrance are shown in Figure 9-4. The City should continue to provide short-term bicycle parking in the form of bicycle racks at all major trip attractors, including commercial and civic activity centers and transit hubs, and ensure that an adequate supply is available. The following locations are examples of sites at which the City could install additional bicycle parking as appropriate:
 Parks
 Schools
 Commercial/office areas
 Civic/government buildings
 Public transit stations
High-activity locations such as transit stations and major commercial districts should provide more secure, long-term bicycle parking options, such as bicycle lockers. The proposed transit station on Crenshaw Blvd at approximately 208th Street, as well as any future transit hubs and intermodal facilities, should include secure bicycle parking areas as part of their design. Secure bicycle parking areas that provide services, such as bicycle rentals and repair, should be considered at major transit stations and commuter destinations.

The proposed transit station on Crenshaw Blvd at
approximately 208th Street, as well as any future transit hubs and intermodal facilities, should include secure
bicycle parking areas as part of their design, like a
BikeStation.

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Figure 9-4: Torrance Proposed End-of-Trip Facilities

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9.5 Project Costs
This section presents the cost to implement the proposed bicycle network in Torrance.

9.5.1 Cost Estimates
Table 9-13 displays the planning-level capital cost assumptions for each facility type proposed in this plan, and Table 9-14 displays the cost to implement the proposed network in the City of Torrance from the cost assumptions.25 Cost assumptions are based on LA County averages and may vary depending on environmental conditions of a given facility, unforeseen construction cost variations, and similar considerations. Cost assumptions exclude specific treatments that may vary by location and must be determined by field review, such as traffic calming measures, restriping of existing travel lanes, and sign removal. Cost assumptions do not include traffic signal improvements, such as changes to phasing, recalibration of loop detectors, or installation of push buttons. For detailed cost estimations, refer to the project sheets presented in Section 9.7.

Table 9-13: Unit Cost Estimates for Proposed Bicycle Facility Types Facility Type Description Estimated Cost26
Class I Bicycle Path Paving, striping and signage $800,000 / mile Class II Bicycle Lanes (two sides) Striping, signage, and travel lane restriping $40,000 / mile
Class III Bicycle Routes (two sides) Signage $15,000 / mile Class III Bicycle Routes (two sides)
with sharrows Pavement markings and signage $25,000 / mile Bicycle Friendly Street Pavement markings, signage,
and limited traffic calming $30,000 / mile

25 Table 9-14 assumes the cost of implementing Class III Bicycle Routes with Sharrows based on the policies presented in Chapter 2
26 Cost estimates include physical removals and installations (e.g. of signs and striping), contract contingency costs, preliminary engineering, and construction engineering. The source for the unit costs is the LA County Bicycle Master Plan, which are based upon a peer review of Southern California bikeway construction unit costs.

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Table 9-14: Estimated Cost of Proposed Bicycle Network
Facility Type Unit Cost per
mile
Length of
Proposed Network
(miles)
Cost
Bicycle Path $800,000 0.5 $ 376,000
Bicycle Lane $40,000 28.0 $ 1,118,000
Bicycle Route with sharrows $25,000 16.2 $ 406,000
Bicycle-Friendly Street $30,000 18.3 $ 549,000
Total 63.0 $ 2,449,000

9.6 Project Prioritization
A prioritized list of bicycle projects will help guide the City of Torrance in implementing the proposed bicycle facilities presented in this Plan. Each proposed facility discussed in Section 9.4.1 is grouped into projects based on feasibility of implementation. Table 9-15 presents the prioritized projects based on the prioritization methodology displayed in Appendix K. Each criterion contains information about a facility and its ability to address an existing or future need in Torrance. The projects ranked the highest should be implemented first.

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Table 9-15: Torrance Prioritized Bicycle Projects
Facility
Type* Facility Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Proposed Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BL
Prairie Ave - Madrona Ave
Redondo Beach Blvd Sepulveda Blvd 3 6 1 4 0 2 2 2 0 2 22 BL
Van Ness Ave - Cabrillo Ave 190th St Ferrocarril Ave 3 6 2 4 0 2 2 2 0 1 22 BR Torrance Blvd Sartori Ave Van Ness Ave 3 6 4 0 2 2 2 2 0 21BL Torrance Blvd Anza Ave Earl St 6 6 0 0 0 2 2 1 2 0 19BL Sepulveda Blvd Existing Bike Lanes (east of Anza Ave) Western Ave 3 6 0 2 0 2 2 2 0 2 19 BL Lomita Blvd Anza Ave Hawthorne Blvd 3 6 0 4 0 1 0 2 2 1 19BR Henrietta St Del Amo Blvd Torrance Blvd 6 6 0 0 0 1 0 1 2 2 18BR Maple Ave Del Amo Blvd Sepulveda Blvd 3 6 0 2 0 2 1 1 1 2 18BR Plaza del Amo (west) Madrona Ave Crenshaw Blvd 3 6 0 2 0 0 1 2 2 2 18 BL 190th St Blossom Ln Western Ave 3 6 0 4 0 2 1 2 0 0 18BR Del Amo Blvd Crenshaw Blvd Western Ave 3 6 0 0 0 1 2 2 1 2 17BR Plaza del Amo (east) Madrid Ave Arlington Ave 3 6 0 0 0 2 1 1 2 2 17BR Anza Ave Sepulveda Blvd Newton St 3 6 0 0 0 1 2 2 1 2 17BL Ferrocarril Ave Arlington Ave Western Ave 3 6 0 0 0 2 0 2 2 2 17BL Beryl St Flagler Ln 190th St 3 6 0 0 0 1 1 1 2 2 16BFS Earl St - Torrance Blvd Del Amo Blvd Ocean Ave 3 6 0 0 0 2 0 1 2 2 16 BFS Arlington Ave Dominguez St
Plaza Del Amo East 3 6 1 0 0 1 0 2 1 2 16
BL Del Amo Blvd West City Limits Henrietta St 3 6 0 0 0 0 2 1 2 1 15BL Del Amo Blvd Anza Ave Maple Ave 3 6 0 0 0 2 2 1 0 1 15BL Artesia Blvd Hawthorne Blvd Western Ave 0 3 0 4 0 2 2 2 0 2 15BR Palos Verdes Blvd Sepulveda Blvd West City Limits 3 6 0 0 0 0 1 0 2 2 14

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Facility
Type* Facility Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Proposed Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BR 235th St Crenshaw Blvd Western Ave 3 6 0 0 0 0 1 1 1 2 14BR 238th St Arlington Ave East City Limits 3 6 0 0 0 0 0 1 2 2 14BL Skypark Dr Madison St Crenshaw Blvd 0 6 0 4 0 0 0 1 1 2 14BFS 239th St Crenshaw Blvd Arlington Ave 3 6 0 0 0 0 0 1 2 2 14BFS 162nd St Van Ness Ave East City Limits 3 6 0 0 0 0 0 1 2 2 14BFS Entradero Ave 190th St Del Amo Blvd 3 6 0 0 0 0 0 1 2 2 14BL Western Ave Artesia Blvd South City Limits 0 3 2 0 0 2 2 2 0 2 13BR - BFS Columbia St - Alaska Ave - Maricopa St - Elm Ave Maple Ave Torrance Blvd 3 6 0 0 0 1 0 0 2 0 12 BR Palos Verdes Blvd South City Limits
Pacific Coast Highway 0 6 0 0 0 1 1 1 1 2 12
BL
Redondo Beach Blvd Hawthorne Blvd East City Limits 0 3 0 2 0 2 2 2 0 1 12 BL Calle Mayor Riviera Way Anza Ave 0 6 0 0 0 2 0 1 1 2 12BFS Ocean Ave Torrance Blvd Newton St 3 3 0 0 0 2 0 2 0 2 12BFS Yukon Ave Redondo Beach Blvd 190th St 0 3 2 0 0 2 0 1 1 2 11
BR Cravens Ave Arlington Ave Cabrillo Ave 0 3 0 0 0 0 0 2 2 2 9BR Plaza del Amo (east) West City Limits Western Ave 0 3 1 0 0 0 0 1 2 2 9BFS Firmona Ave - Tallisman 190th St Del Amo Blvd 0 3 0 0 0 0 1 1 2 2 9

BFS - BR
Dominguez St - Sartori Ave Madrid Ave Cabrillo Ave 0 3 0 2 0 1 0 1 1 0 8 BFS
Falda Ave - 182nd Pl 182nd St 190th St 0 3 0 0 0 0 0 1 2 2 8 BR 182nd St West City Limits Western Ave 0 0 0 2 0 1 0 2 1 2 8BR Calle Mayor Palos Verdes Blvd Riviera Way 0 3 0 0 0 0 0 1 2 2 8BFS Camino del Campo Palos Verdes Blvd Vista del Parque 0 3 0 0 0 0 0 1 2 2 8

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Facility
Type* Facility Name From To
Gap Closure
Connectivity:

Existing
Connectivity:

Proposed Regional
Connectivity:

Activity Centers
Connectivity:

Multi-Modal
Safety
Public Input
Underserved
Communities
Project Cost
Parking
Displacement Total
BP
Madrona Ave Extension Sepulveda Blvd 229th Pl 0 3 4 0 0 0 1 0 0 8 BFS Newton St Calle Mayor
Pacific Coast Highway 0 3 0 0 0 0 0 1 1 2 7
BFS Madrid Ave Dominguez St
Plaza Del Amo East 0 0 0 0 0 1 0 2 2 2 7
BFS Pennsylvania Ave Sepulveda Blvd South City Limits 0 3 0 0 0 0 0 1 1 2 7BFS Via Pasqual - Cll de Arboles - Pso de las Tortugas - Vista Montana Via Monte D Oro Newton St 0 3 0 0 0 0 0 0 1 2 6 BFS - BL 220th St Martina Ave Western Ave 0 0 0 2 0 0 0 1 2 0 5BFS Via Monte D Oro Camino del Campo South City Limits 0 0 0 0 0 0 0 1 1 2
4 BFS 171st St Prairie Ave Gramercy Pl 0 0 0 0 0 0 2 1 0 3*BP=Bike Path, BL=Bike Lane, BR=Bike Route, BFS=Bike Friendly Street

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9.7 Project Sheets
The City of Torrance selected two of its top priority projects from the previous table for more detailed concept designs. Project sheets are shown on the following pages and include:
 A review of the existing site conditions
 Site challenges
 Recommended improvements
 Estimated cost
 Photos
 Aerial images
 Concept graphics

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Torrance Project #1: Van Ness Avenue – Cabrillo Avenue (Redondo Beach Boulevard to Plaza del Amo)
Project Site Photos
Van Ness Avenue – Cabrillo Avenue is a north-south corridor located in the eastern portion of the City of Torrance. It connects to Gardena to the north and to existing bike lanes on Cabrillo Avenue to the south. Van Ness Avenue – Cabrillo Avenue provides access to Lincoln Elementary School, the YMCA, Downtown Torrance, and major employers, including ProLogis and Toyota. There is existing on-street parking along the northern and southern segments of Van Ness Avenue – Cabrillo Avenue that is highly utilized in certain segments, including Downtown Torrance.

From Redondo Beach Boulevard to 186th Street, Van Ness Avenue – Cabrillo Avenue has four travel lanes, on-street parallel parking on both sides of the street, and a posted speed limit of 35 mph. The roadway width from Redondo Beach Boulevard to 190th Street is approximately 55 to 57 feet. Between 190th Street and Torrance Boulevard, Van Ness Avenue has four travel lanes and a center turn lane, and the posted speed limit increases to 45 mph. The roadway width is approximately 61 to 63 feet, except for a half-mile stretch between Toyota Way and Del Amo Boulevard where the width drops to approximately 55 feet. There is only on-street parking between Arlington Avenue and Torrance Boulevard on the west side of the street. South of Torrance Boulevard, the posted speed limit drops to 30 mph. Between Torrance Boulevard and 213th Street, the roadway width ranges from 67 feet to 82 feet. From 213th Street to Plaza Del Amo, there are center medians with parallel parking, as well as curbside parallel parking. The roadway width is approximately 36 to 37 feet on each side of the median.

Sharrows and traffic calming north of 190th Street will create a safer bicycling environment on Van Ness Avenue.

Project Challenges
Van Ness Avenue is an existing Class III Bike Route, but is a challenging bicycling environment due to high vehicle speeds.

There are few treatments making a safe bicycling environment for children riding to school and the YMCA. Existing on-street parking reduces the space available for bicycle facilities.

Proposed Improvements
 Stripe 2.5 miles of Class II Bike Lanes and install signs  Install 1.9 miles of Class III Bike Route signs and stripe sharrows  Add bicycle loop detectors and pavement markings at all signalized intersections
 Conduct a road diet to convert cross-section to one travel lane in each direction from Torrance Boulevard to Plaza Del Amo (0.9 miles)
 Construct bulbouts with high visibility crosswalks
Estimated Cost
$2,000,000
Bike lanes on Van Ness, which has a posted speed limit of 45 mph, will provide a designated space for bicyclists to ride.

Removing a travel lane will calm traffic and retain on-street parking in Downtown Torrance.

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Aerial Map and Concept Graphics: Van Ness Avenue – Cabrillo Avenue Van Ness Avenue – Cabrillo Avenue (Redondo Beach Boulevard to 185th Street) Van Ness Avenue – Cabrillo Avenue (185th Street to Plaza Del Amo)

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Aerial Map and Concept Graphics: Van Ness Avenue – Cabrillo Avenue Sharrows
Bulbouts and High Visibility Crosswalks

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Torrance Project #2: 190th Street (Blossom Lane to Prairie Avenue) Project Site Photos
190th Street is an east-west corridor located in the northern portion of the City of Torrance. The eastern segment of 190th Street shares a border with Redondo Beach. 190th Street continues west into Redondo Beach and east into the City of Los Angeles. It provides access to Dominguez Park, Columbia Park, and residential and commercial uses. There is existing on-street parking along much of 190th Street west of Prairie that is moderately utilized. East of Crenshaw there is only on-street parking in front of residences.

From Blossom Lane to Inglewood Avenue the posted speed limit is 35 mph. East of Inglewood Avenue the speed limit increases to 40 mph until Prairie Avenue where it again increases to 45 mph.

Between Blossom Lane and Rindge Lane, 190th Street has a roadway width of approximately 77 to 78 feet. There are four travel lanes, a center turn lane, occasional additional turn pockets at intersections, and on-street parallel parking. The roadway width drops to approximately 73 to 74 feet between Rindge Lane and Inglewood Avenue and there is scattered on-street parallel parking.

From Inglewood Avenue to 191st Street, the roadway width of 190th Street increases to approximately 75 to 77 feet. The width increases to between 83 and 100 feet from 191st Street to Hawthorne Boulevard to accommodate turn lanes at the intersection. From Hawthorne Boulevard to Prairie Avenue, the roadway width drops back to approximately 77 to 83 feet and there is no existing onstreet parking on either side of the street.

Wide parking lanes provide adequate space for bicycle lanes on some segments of 190th Street.

Project Challenges
There are no existing bicycle facilities on this segment of 190th Street. Bicyclists must share the road with high volumes of vehicles traveling at high speeds, creating a challenging bicycling environment.

Proposed Improvements
 Stripe 1.8 miles of Class II Bike Lanes and signs
 Add bicycle loop detectors and pavement markings at all signalized intersections
Estimated Cost
$150,000
Bicycle detectors at intersections will allow bicyclists to trigger the signal when no vehicles are present.

Striping bicycle lanes will provide separation between bicyclists and motorists.

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Aerial Map and Concept Graphics: 190th Street
190th Street (Blossom Lane to Prairie Avenue)
Bike Lane and Bicycle Loop Detector

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Chapter 10
Recommended Programs

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10 Recommended Programs
Creating a region that supports and encourages its residents to bicycle involves more than just infrastructure improvements. Each of the seven participating cities in the South Bay should consider more than bicycle facility improvements and develop or participate in programs that educate bicyclists and motorists, raise awareness about opportunities to bike, and enforce the laws that keep bicyclists safe. The participating cities can encourage increased bike ridership by supporting programs that incentivize bicyclists through encouragement and improved convenience, safety, and education
This chapter recommends programs for the seven South Bay participating cities that will educate people about bicyclists’ rights and responsibilities, and safe bicycle operation, as well as encourage residents to bicycle more frequently. This chapter should be used as a toolbox: each city should draw upon its unique resources to choose the programs that best suit it. For example, partnership with active community groups can make group bike rides successful, while strong relationships with local businesses enable bike-friendly business programs to work. The cities could also work together to make regional efforts at promoting bicycling in the South Bay, such as through combined efforts in managing bicycle awareness campaigns.

10.1 Education Programs
Education programs enable bicyclists, pedestrians, and motorists to understand how to travel safely in the roadway environment according to the law. Education programs are available in an array of mediums, from long-term courses with detailed instruction to single sessions focusing on a specific topic. Curriculums should be appropriate to the target audience and to the format of instruction.

10.1.1 Bicycle Skills Courses
Target Audience: General public
Most bicyclists do not receive comprehensive instruction on safe and effective bicycling techniques, laws, or bicycle maintenance.

Bike skills training courses are an excellent way to improve both bicyclist confidence and safety. The League of American Bicyclists (LAB) developed a comprehensive bicycle skills curriculum which is considered the national standard for adults seeking to improve Bicycle skills courses can improve cyclist
confidence and safety by teaching effective
bicycling techniques.

Photo Source: Dan Burden/WALC Institute for
Vitality City

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their on-bike skills. The classes available include bicycle safety checks and basic maintenance, basic and advanced on-road skills, commuting, and driver education.27
LACBC currently offers adult LAB courses taught by League Certified Instructors. The South Bay participating cities could partner with the LACBC or other non-profit organizations to expand course offerings to target all ages, and incorporate them into recreation center programs or other city programs. Bicycle skills courses that target children should to the extent feasible be fully integrated into school curriculum through PE classes, general assembly, and other means of instruction. The cities could also look for other possible groups to partner with for educational purposes.

10.1.2 Drivers Education Training
Target Audience: General public
Interacting with bicyclists on the road is often not included in training for new drivers. Teaching motorists how to share the road from the start can help reduce potential conflicts between drivers and bicyclists. The League of American Bicyclists (LAB) offers a three-hour motorist education classroom session that teaches participants topics including roadway positioning of bicyclists, traffic and hand signals, principles of right-of-way, and left and right turn problems.28 The South Bay participating cities could encourage instructors of driver education courses to add this class to their curriculum. The cities could also work with the Department of Motor Vehicles and Superior Court to explore opportunities to offer this class as a diversion course for motorists who receive citations for reckless driving or as a training session for local professional drivers.

10.1.3 Bicycle Rodeos
Target Audience: Children
Bicycle Rodeos are individual events that help students develop basic bicycling techniques and safety skills through the use of a bicycle safety course. Rodeos use playgrounds or parking lots setup with stop signs, traffic cones, and other props to simulate the roadway environment. Students receive instruction on how to

27 Additional program information is available online at www.bikeleague.org/programs/education/courses.php.
28 http://www.bikeleague.org/programs/education/courses.php#motorist Bicycle Rodeos set up stop signs, traffic cones, and other props to simulate the roadway environment and teach
students basic bicycling techniques.

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maneuver, observe stop signs, and look for on-coming traffic before proceeding through intersections. Bicycle Rodeos also provide an opportunity for instructors to ensure children’s helmets and bicycles are appropriately sized. Events can include free or low-cost helmet distribution and bike safety checks.

Trained adult volunteers, local police, and the fire department can administer Rodeos. Bicycle Rodeos can be stand-alone events or can be incorporated into health fairs, back-to-school events, and Walk and Bike to School days.

The Cities of El Segundo, Manhattan Beach, and Redondo Beach currently conduct Bicycle Rodeos, though these could be expanded to occur at all elementary and middle schools at least twice per year. Bicycle Rodeos also occurred in the City of Torrance in 2011.

Each City could begin organizing Bicycle Rodeos biannually at all elementary and middle schools. Bicycle Rodeos should also be held at community events, such as Earth Day celebrations.

10.1.4 Share the Path Campaign
Target Audience: Bike path users
Conflicts between path users can occur on popular, well-used path systems. “Share the Path” campaigns promote safe and courteous behavior among all users. These campaigns typically involve distribution of bicycle bells and other bicycle paraphernalia, and brochures with safety tips, and maps at bicycle rides and other public events.

Effective “Share the Path” campaigns generally involve the following:
 Developing a simple, clear Share the Path brochure for distribution through local bike shops and wherever bike maps are distributed.
 Hosting a bicycle bell giveaway event on a popular
shared-use path. Volunteers and agency staff can distribute bells to bicyclists and “Share the Path” brochures to other path users, and answer users’ questions. Other volunteers may walk along the path and thank bicyclists who use
their bells when passing.
 Conducting media outreach before a bell giveaways event.

The event organizers should publicize positive stories
about bicycling and use the event as an opportunity for marketing the path system. Media outreach can include
“Share the Path” campaigns promote safe and
courteous behavior among all users.

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public service announcements promoting courtesy and
respect among all path users, and encouraging users to
share the path safely.

Though not all seven of the participating cities currently have a bicycle path within their jurisdictions, hosting a ”Share the Path” campaign can educate residents to ride safely so that they will be prepared when a path is constructed in the future.

10.1.5 Bicycles on Transit Campaign
Target Audience: Commuters
A common statement from bicyclists is that they do not know how to combine their bicycle trips with transit, whether it is because they are not familiar with how to use bicycle racks on buses or they do not know which transit vehicles accommodate bicycles. The Los Angeles County Metropolitan Transportation Authority (LA Metro) posts information on its website that includes how to load and unload bicycles onto buses, when bicycles are allowed on trains, and which stations have bicycle parking.29 South Bay participating cities that operate transit services could begin similar educational campaigns so that bicyclists will feel comfortable combining their trips with transit.

As part of the campaign, cities could distribute informational pamphlets, such as bicycle rack instructions and transit maps, at community events. They could also have sample bike racks and bicycles that members of the community can practice with.

10.2 Public Awareness Campaigns and
Marketing
Campaigns that make the public aware of bicycling and market it as a viable form of transportation help to increase the numbers of riders. In turn, bicycling becomes a safer form of transportation because people expect to see bicyclists on the road.

10.2.1 Bikeway Maps
One of the most effective ways of making people aware of bicycling as a transportation alternative is to distribute maps and guides to show that bicycle infrastructure exists. A map can also demonstrate the ease in accessing different parts of the community by bike, and highlight unique areas, shopping districts, or recreational areas. The

29 http://www.metro.net/around/bikes/bikes-metro/
South Bay participating cities that operate transit services could begin a campaign so that bicyclists will feel
comfortable combining their trips with transit.

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South Bay participating cities could partner to develop a regionwide map to show connectivity between the South Bay cities, which could be available on paper and/or online.

Schools may create specialized biking and walking maps to direct students to walk and bicycle along the safest routes to school, such as those used in Manhattan Beach. These specialized maps may include arrows to indicate the routes and show stop signs, signals, crosswalks, sidewalks, trails, overcrossings, and crossing guard locations surrounding the school. The maps could focus on the attendance boundary of a particular school. Routes should take advantage of low volume residential streets and off-street facilities such as bike paths, sidewalks, and pedestrian bridges.

10.2.2 Community Bikeway Adoption
Community Bikeway Adoption programs resemble the widely instituted Adopt-a-Highway programs throughout the country.

These programs identify local individuals, organizations, or businesses interested in “adopting” a bikeway, walkway, or shareduse path. “Adopting” a facility means that a person or group is responsible for the facility’s maintenance, either through direct action or funding the City’s maintenance of that facility. For example, members of a local recreation group may volunteer every other weekend to sweep a bikeway and identify larger maintenance needs. Alternatively, a local bike shop may adopt a bikeway by providing funding for the maintenance costs. Some adopted bikeways post sponsors’ names on bikeway signs to display their commitment to bicycling.

10.2.3 Share the Road Education Campaign
A Share the Road campaign educates motorists, bicyclists and pedestrians about their legal rights and responsibilities on the road, and the need for increased courtesy and cooperation among all users. Share the Road campaigns often hold periodic traffic checkpoints along roadways with concentrated bicycle and pedestrian activity. Motorists, bicyclists and pedestrians stop at these checkpoints to receive a Share the Road flyer from police officers and can give feedback to officers regarding the campaign.

Checkpoints can also occur along local bikeways and paths. Public service announcements on radio and television can help promote Share the Road campaigns educate motorists,
bicyclists and pedestrians about their legal rights and responsibilities on the road.

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the Share the Road campaign. The Marin County Bicycle Coalition offers an example of a successful Share the Road campaign.30

10.3 Enforcement Programs
Motorists, pedestrians and bicyclists alike are sometimes unaware of each other’s rights as they travel city streets. Enforcement programs target unsafe bicyclist and motorist behaviors and enforce laws that reduce bicycle/motor vehicle collisions and conflicts.

Enforcement fosters mutual respect between roadway users and improves safety. These programs generally require coordination between law enforcement, transportation agencies, and bicycling organizations. Educating the public through enforcement policies will supplement the physical improvements made in the South Bay region.

10.3.1 Directed Enforcement
Target Audience: Bicyclists and motorists
Traffic enforcement agencies enforce laws pertaining to bicycles as part of the responsible normal operations. Directed enforcement is one way to publicize bicycle laws in a highly visible and public manner. Examples of directed enforcement actions include:
intersection patrols, handing out informational sheets to motorists, bicyclists and pedestrians; and enforcing speed limits and right-ofway. This can help with issues prevalent in the South Bay, such as motorists parking in the bicycle lanes, and bicyclists running red lights and stop signs.

10.3.2 Speed Radar Trailer/Speed Feedback Signs
Target Audience: Motorists
Speed radar trailers can help reduce traffic speeds and enforce speed limits in areas with speeding problems. Police set up an unmanned trailer that displays the speed of approaching motorists along with a speed limit sign. Speed trailers may be effective on busier arterial roads without bikeway facilities or near schools with reported speeding. The speed trailer’s roadway placement should not obstruct bicycle traffic.

Speed trailers work as both an educational and enforcement tool.

By itself, the unmanned trailer educates motorists about their current speed in relation to the speed limit.

30 www.marinbike.org/Campaigns/ShareTheRoad/Index.shtml.

Speed radar trailers can help reduce
speeds.

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Speed trailers can transport easily to streets where local residents complain about speeding problems. The cities’ police departments could station officers near the trailer to issue speeding citations when speeding continues to occur.

City staff could provide the management role for this program, working with the public to determine which locations are in most need. This program can be administered randomly, cyclically, or as demand necessitates because of the speed trailers’ portability.

10.3.3 Bicycle Patrol Units
Target Audience: Bicyclists and motorists
On-bike officers are an excellent tool for community and neighborhood policing because they are more accessible to the public and able to mobilize in areas where patrol cars cannot (e.g., overcrossings and paths). Bike officers undergo special training in bicycle safety and bicycle-related traffic laws and are therefore especially equipped to enforce laws pertaining to bicycling. Bicycle officers help educate bicyclists and motorists through enforcement and also serve as excellent outreach personnel to the public at parades, street fairs, and other gatherings.

10.4 Encouragement Programs
Encouragement programs focus on encouraging people to bicycle more frequently by providing incentives, recognition, or services that make bicycling a more convenient and viable transportation mode.

10.4.1 Bike to Work Day/Week
Bike to Work Day/Week is celebrated nationwide as part of “Bike Month” every May. Jurisdictions throughout the United States hold events to encourage new people to ride bicycles and existing riders to continue to commute by bicycle. Throughout the day or week, agencies hold events to encourage people to participate in the program, such as free breakfast to bicyclists at several stations throughout their jurisdictions. Some of the South Bay cities participate in Bike to Work Day/Week, though all of the cities could join their efforts and support a region-wide program with stations throughout the cities. Torrance, for example, hosts a Bike to Work Day pit-stop in front of City Hall that is open to the public. The Los Angeles County Bicycle Coalition and the South Bay Bicycle Coalition could also partner with the cities to enhance these events.

On-bike officers can offer increased enforcement of
laws pertaining to bicycling.

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10.4.2 Bicycle Commuter Campaigns
A Bicycle Commuter Campaign encourages people to commute by bicycle and to make the general public aware that bicycling is a practical mode of transportation. San Luis Obispo (SLO) Regional Rideshare, for example, organizes the “Commute for Cash Challenge” every October as part of “Rideshare Month” in which commuters log the miles that they commute using alternative transportation for a chance to win prizes.31 The City of Torrance currently has an organized employee rideshare program, that provides incentives to employees who use vanpools, carpools, transit, walk, and ride a bicycle as their transportation to work.

This program could serve as a starting point for the other participating cities. The South Bay participating cities could also implement a campaign to highlight bicycling as a commute mode and encourage new riders to try it.

10.4.3 Organized Bike Rides
Organized group bicycle rides can encourage new riders to try riding a bicycle as they are designed to make all participants feel safe and confident. Formalized rides are led by an experienced rider who ensures that participants follow all bicycle regulations and safety measures, and usually one of the ride organizers will remain in the back of the group to guarantee that no riders are left behind.

The participating cities could work with local bicycle advocacy groups to organize regional group rides so that residents can feel more comfortable riding in the South Bay. These rides could be promoted by way of an online events calendar or other means. Local cycling and advocacy groups, such as the South Bay Bicycle Coalition, Los Angeles County Bicycle Coalition and Beach Cities Cycling Club organize several group bicycle rides on a regular basis.

The “Sunday Funday” ride, for example, is a monthly group ride for LACBC members of all ages and abilities. Each month LACBC leads bicyclists on an exploration of a different portion of the County. A similar ride would be an opportunity for the South Bay to highlight its new bikeways once constructed. Cities are encouraged to work with local groups to promote and connect the community to cycling activities.

31 http://www.rideshare.org/CommuteforCashChallenge2010.aspx The participating cities should work with the Los Angeles County and South Bay Bicycle Coalitions to provide secure bicycle parking at regularly occurring events.

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10.4.4 Event Bicycle Parking
Providing safe and secure bicycle parking helps encourage individuals to bicycle. San Francisco passed a city ordinance that requires all major city events to provide bike parking and pioneered an innovative tool for stacking hundreds of bicycles without racks.32 The South Bay participating cities may consider temporary bicycle parking for events with expected large attendance and at regularly occurring events like a farmers market. LACBC, SBBC, and the Beach Cities Cycling Club all offer secure, professional, and attended bike valet services. The participating cities could work with these groups to provide this service at their events.

10.4.5 Bicycle Maintenance Stations
An effective way to encourage riding is by providing free maintenance stations at popular destinations. The City of Cambridge, for example, has free bicycle maintenance stations in several trip-generating locations. These stations include items such as tire gauges, pumps, and tools for small bicycle repairs. Bicycle maintenance stations are an inexpensive alternative to providing stand-alone bicycle repair shops. The South Bay participating cities could install them at activity centers, including schools and the Strand.

10.4.6 Bicycle Friendly Business Program
Local businesses have the potential to encourage bicycling by providing their patrons that commute by bicycle with discounts and other amenities. The participating South Bay cities may consider starting a regional “Bicycle Friendly Business” program that honors South Bay businesses that support bicycling. The program could assign a gold, silver, or bronze designation to businesses that apply for the program based on the level of benefits they provide bicyclists. The League of American Bicyclists has a Bicycle Friendly Business program as part of its Bicycle Friendly Communities designation, which would act as a good model for the South Bay participating cities to follow.33

10.4.7 Ciclovias/ “Sunday Streets”
First implemented in Bogota, Colombia, the Ciclovia is a community event based around a street closure. Ciclovias provide

32 www.sfbike.org/?valet
33 http://www.bikeleague.org/programs/bicyclefriendlyamerica/bicyclefriendlybusiness/about.php Ciclovias can highlight the South Bay’s new bikeways
once constructed.