San Dimas City Council
June 24, 2025

CITY COUNCIL STUDY SESSION MEETING AGENDA
TUESDAY JUNE 24, 2025 6:00 PM
SAN DIMAS COUNCIL CHAMBER
CONFERENCE ROOM
245 EAST BONITA AVENUE
A public agenda packet is available for review on the City’s website www.sandimasca.gov or by contacting the City Clerk’s Office at [email protected].

CITY COUNCIL
Mayor Emmett Badar, Mayor Pro Tem Eric Nakano, Councilmember Rachel Bratakos, Councilmember Ryan A. Vienna, Councilmember Eric Weber
CALL TO ORDER AND FLAG SALUTE
ORAL COMMUNICATIONS
(Members of the audience are invited to address the City Council on any item on this agenda. Public comment will not be taken during each individual agenda item, except for public hearing items.

Comments on public hearing items will be heard when that item is scheduled for discussion. Under the provisions of the Brown Act, the legislative body is prohibited from engaging in discussion on any item not appearing on the posted agenda. However, your concerns may be referred to staff or set for discussion at a later date. Each speaker will be limited to speaking once for up to (3) three minutes.) STUDY SESSION

1. Review of the San Dimas Citywide Bicycle Master Plan 2025 Draft

ADJOURNMENT
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Copies of documents distributed for the meeting are available in alternative formats upon request. Any

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Notice Regarding Americans with Disabilities Act: In compliance with the ADA, if you need assistance to participate in a city meeting, please contact the City Clerk's Office at (909) 394­6216. Early notification before the meeting you wish to attend will make it possible for the City to make reasonable arrangements to ensure accessibility to this meeting [28 CFR 35.102­35.104 ADA Title II].

Copies of documents distributed for the meeting are available in alternative formats upon request. Any writings or documents provided to the City Council regarding any item on this agenda will be made available for public review Monday through Thursday 7:30 a.m. to 5:30 p.m. and on Fridays from 7:30 a.m. to 4:30 p.m. at the Administration Department and San Dimas Library. In addition, most documents are posted on the City's website at www.sandimasca.gov.

Posting Statement:   I declare under penalty of perjury that on June 20, 2025, I posted a true and correct copy of this agenda on the bulletin board in the Civic Center Plaza of City Hall at 245 E. Bonita Ave., San Dimas Library 145 N. Walnut Ave., San Dimas Post Office 300 E. Bonita Ave., Von’s Via Verde Shopping Center 1160 Via Verde Ave.  .and on the City's website www.sandimasca.gov/agendas­minutes/as required by law.

June 20, 2025
Debra Black
Debra Black, City Clerk

Study Session
Agenda Item Staff Report
To: Honorable Mayor and Members of City Council
For the Meeting of June 24, 2025
From: Brad McKinney, City Manager
Prepared by: Peter Jacoy, Assistant Engineer
Subject: Review of the San Dimas Citywide Bicycle Master Plan 2025 Draft ____________________________________________________________________________

SUMMARY
The Citywide Bicycle Master Plan 2025 Update builds on the foundation of the 2011 plan, presenting a clear vision to expand and improve bicycle routes throughout San Dimas. It offers strategic recommendations to create a safer, more connected transportation network that supports all modes of travel. Informed by input from City staff and community members, the plan incorporates modern design practices, operational enhancements, and updated safety standards. By leveraging best practices and the latest research, this plan aims to strengthen infrastructure, improve connectivity to public transit, shopping centers, and parks, and promote safe, accessible travel for bicyclists, pedestrians, and motorists. This document also serves as an essential tool for securing grant funding to support future project implementation and street improvements.

RECOMMENDATION
Staff recommends the City Council:
• Review and provide recommendations
• Direct Staff to bring back the 2025 Bicycle Master Plan for approval at a regularly scheduled Council Meeting.

GOVERNMENT CODE §84308 APPLIES:
https://leginfo.legislature.ca.gov
No

FISCAL IMPACT

San Dimas Citywide Bicycle Master Plan 2025 Draft Page 2 For the Meeting of June 24, 2025
There is no fiscal impact for the recommended action. Approval of the plan does not require implementation. Without an updated Bicycle Master Plan, it will be more difficult for the City to obtain grant funding for street improvements.

BACKGROUND
The 2025 Bicycle Master Plan Update responds to significant changes since the adoption of the 2011 plan, including evolving commuting patterns, new active transportation initiatives, advancements in bicycle infrastructure design, and emerging safety concerns.

This update provides an overview of relevant plans and facility types, followed by an assessment of existing conditions in San Dimas, including current bikeways, network gaps, bicycle parking, and collision trends from the past five years. The plan also details the comprehensive community outreach process, which involved an interactive website, multi-channel engagement, public meetings, and has been reviewed by the Traffic Safety Committee, Parks and Recreation Commission and Planning Commission.

Revised goals, objectives, and policies guide the development of bicycle infrastructure, alongside recommendations for programs promoting cycling and increasing mode share. The update outlines proposed bikeway projects categorized as follows:
• Class I: Shared-use paths
• Class II: On-street bike lanes
• Class III: Bicycle routes and boulevards
• Class IV: Protected bike lanes
Projects are prioritized into three timeframes:

Short-term (1–5 years): Class III Bicycle Boulevards and Routes in the central area of the City. • Medium-term (5–10 years): Class II Bicycle Lanes in the central and southern areas of the City.
• Long-term (10+ years): Class I Shared-Use Paths in San Dimas Avenue (Near Gold Line Station) Puddingstone Drive and Via Verde.

Implementation timelines may be adjusted based on funding, street improvement projects, or changing community priorities. This Bicycle Master Plan Update serves as a strategic guide to implementing cost-effective, feasible projects that enhance mobility options and ensure a safe and accessible transportation network for all residents.

DISCUSSION/ANALYSIS
Existing Bikeways
The City of San Dimas features approximately 20 miles of designated bikeways, including about 7 miles of Class II bicycle lanes and approximately 13 miles of Class III bicycle routes.

Opportunities exist to further enhance the City's bikeway network by introducing additional facilities that improve connectivity and accessibility. Expanding bikeways between Foothill Blvd. and Cienega Ave. could strengthen regional connections, while new north-south routes would create more seamless travel options. Additionally, improving east-west connectivity across CA57 Freeway can further integrate the City's bicycle infrastructure.

San Dimas Citywide Bicycle Master Plan 2025 Draft Page 3 For the Meeting of June 24, 2025
With a well-connected Downtown grid that supports short trips, these potential enhancements will build on existing strengths, making San Dimas more accessible for bicyclists with the overall goal of increasing safety and fitness and reducing congestion for modes of travel.

Community Outreach
To ensure broad community representation in developing the Bicycle Master Plan, the City conducted a series of outreach efforts to advertise the plan, gather feedback on existing bicycle infrastructure, and identify priorities for future improvements. A key component of this outreach was an interactive project website hosted through Social Pinpoint, a platform designed for public engagement through surveys, interactive maps, project timelines, and event calendars. The website was promoted via the City’s official social media channels and business card-sized flyers with QR codes distributed at outreach events and various facilities. Community feedback was collected over a four-month period from October 2024 through February 2025.

At the annual Halloween Spooktacular on October 19, 2024, and the Holiday Extravaganza on December 7, 2024, City and consultant staff engaged with the community to promote the bicycle infrastructure plan update. At both events, they distributed candy, business card flyers, and maps highlighting existing conditions and proposals, while encouraging attendees to visit the project website and provide feedback. QR codes were also used at these events to facilitate online participation. The outreach efforts led to approximately 50 new website visitors within 24 hours of the Halloween event and 30 new visitors within 48 hours of the Holiday Extravaganza.

Two public workshops were held as part of the Bicycle Master Plan Update to engage the community and gather feedback. The first workshop, held on Wednesday, November 20, 2024, at City Hall, introduced attendees to the project and provided an opportunity to share their vision for the future of bicycling in San Dimas. The second workshop took place on Wednesday, January 15, 2025, at City Hall, where community members reviewed and commented on the proposed bicycle improvements in the draft plan. Both events were promoted through paper flyers and social media, with the first workshop drawing three community attendees and the second attracting six, in addition to City and consultant staff.

Goals
To ensure broad community representation in the development of the Bicycle Master Plan, the City conducted a series of outreach events and initiatives. These efforts aimed to raise awareness of the plan, gather valuable feedback on perceived shortcomings in existing bicycle infrastructure, and identify priorities for future improvements. This section provides an overview of the outreach activities carried out throughout the planning process.

Goal 1: Develop a comprehensive bicycle network that supports all riders and all modes of transportation.

Goal 2: Make bicycling a more convenient option for more people.

Goal 3: Make bicycling safer for cyclists of all ages and abilities Goal 4: Accommodate bicyclists of all backgrounds and skill levels Goal 5: Secure funding to rapidly develop the bicycle network Goal 6: Continuously evaluate and monitor progress
Programs
This section of the Bicycle Master Plan outlines a focused set of high-impact programs designed to enhance bicycle safety and increase ridership. While infrastructure improvements are crucial,

San Dimas Citywide Bicycle Master Plan 2025 Draft Page 4 For the Meeting of June 24, 2025
these programs play a key role in fostering a bicycle-friendly culture by equipping cyclists with essential resources and promoting safer interactions between all road users. The recommended programs were identified based on input from City staff, key stakeholders, and community feedback gathered through in-person and digital engagement efforts. The following initiatives are detailed below:

1. Bicycle Safety Education

2. Bicycle Safety Educational Flyers for Events

3. Bicycle Donation and Refurbishment
Network and Project Development
This section provides a detailed list of proposed project locations aimed at enhancing the bicycle network by filling gaps and incorporating dedicated bicycle facilities where feasible. The project recommendations are informed by an analysis of existing conditions, collision and safety data, prior planning efforts, and input from the community and stakeholders.

Additional considerations influencing project locations and design include surrounding land use, roadway right-of-way, parking availability and demand, and traffic data from 2017 and 2024. Most proposed projects are designed to fit within the existing roadway space, requiring only signage and striping, without necessitating right-of-way acquisition or curb modifications. However, two locations, Bonita Avenue, where the City plans curb modifications, and San Dimas Avenue north of the Metro “Gold Line/A Line“Station, where the potential acquisition of right of way would provide a safe Class 1 facility through this busy section of San Dimas Ave.

Community Boards and Commissions
The draft 2025 Bicycle Master Plan was presented to the following boards and committees:
• The City of San Dimas Parks and Recreation Commission (March 18, 2025) • The City of San Dimas Traffic Safety Committee (March 19, 2025) • The City of San Dimas Planning Commission (May 15, 2025)

ALTERNATIVES
Council may elect not to recommend approval of the 2025 Bicycle Master Plan. However, lack of an updated Bicycle Master Plan may negatively impact the City ‘s competitiveness for future street improvement grants.

ENVIRONMENTAL REVIEW
Pursuant to CEQA guidelines Section 15061 (b)(3), CEQA does not apply to this item because there is no potential for causing a significant effect on the environment. Therefore, no additional environmental review is needed at this time.

Respectfully submitted,

San Dimas Citywide Bicycle Master Plan 2025 Draft Page 5 For the Meeting of June 24, 2025
Peter Jacoy
Assistant Engineer
Attachments:

1. Citywide Bicycle Master Plan 2025 Proposed Projects

2. 2011 Bicycle Master Plan Recommended Projects

3. Citywide Bicycle Master Plan 2025 Draft

ATTACHMENT 1
Exhibit 36. Map of proposed projects
45 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

ATTAHMENT 2
Exhibit 1. Recommended projects in the 2011 Bicycle Master Plan 6 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

2025 Citywide Bicycle
Master Plan Update
City of San Dimas
JUNE , 2025
PREPARED BY:

GTS - Gentecsol
City of San Dimas
PREPARED FOR: Page 10 – 66
1 City of San Dimas - 2025 Citywide Bicycle Master Plan Update The previous Bicycle Master Plan for the City of San Dimas was adopted in August 2011. The 2025 Bicycle Master
Plan Update is a response to the many changes that have occurred in the intervening years: Changing commuting
patterns, new initiatives related to active transportation, new developments in best practices for building bicycle infrastructure, and concerning safety trends that require proactive safety countermeasures.

This Bicycle Master Plan Update contains an overview of relevant plans, documents, and definitions of bicycle facility types, followed by a summary of existing conditions in the City related to bicycling: Existing bikeways, gaps in the bicycle network, bicycle parking facilities, and analysis of collision trends involving bicyclists in the last 5 years. This is followed by a summary of the community outreach efforts that were undertaken as part of the Bicycle Master Plan Update, which included an interactive website, outreach via multiple channels, and a series of community meetings and other events.

This is followed by revised goals, objectives, and policies intended to guide the provision of bicycle infrastructure in the City, as well as recommendations for programs that may encourage bicycling and increase the mode share. Finally, the Bicycle Master Plan Update presents a list of proposed bikeway projects intended to achieve these goals and
objectives. The projects are grouped under the following categories:
‹ Class I facilities (shared-use paths)
‹ Class II facilities (on-street bike lanes)
‹ Class III facilities (bicycle routes and bicycle
boulevards)
The listing of proposed bikeways is followed by a
prioritized project list which applies an established
prioritization methodology to organized projects into
the following potential timeframes:

Short-term (1 – 5 years):
‹ Class III Bicycle Boulevards and Class III Bicycle
Routes in the central area of the City
Medium-term (5 – 10 years):
‹ Class II Bicycle Lanes in the central area of the City ‹ Class III Bicycle Routes and Class II Bicycle Lanes
in the southern area of the City
Long-term (10 or more years):
‹ Class I Shared Use Paths in the Puddingstone and
Via Verde areas.
‹ Class IV facilities may be considered in the event of increased bicycle demand.

The City does not necessarily have to move in this
order when implementing projects; depending on
circumstances, it may be possible to move ahead
with lower-priority projects if they are part of a street improvement project, if funding becomes available,
or if community priorities otherwise change. Given
the important role bicycling plays in San Dimas, this
Bicycle Master Plan Update is intended to guide the
City in implementing a series of feasible, cost-effective projects to offer residents a range of mobility options in a safe and comfortable environment.

EXECUTIVE SUMMARY

TABLE OF CONTENTS
EXECUTIVE SUMMARY 1

1. INTRODUCTION 3

1.1. Setting and Background 3

1.2. Relevant Documents 4

1.3. Definitions 7

2. EXISTING CONDITIONS 10

2.1. Existing Bikeways 10

2.2. Network Gap Analysis 13

2.3. Bicycle Parking 15

2.4. Collision History 18

3. COMMUNITY OUTREACH 22

3.1. Interactive Project Website 22

3.1a Interactive Map 24

3.1b Survey 25

3.2. Social Media 31

3.3. Community Engagement Events 31

3.4. Public Workshops 33

3.5. Community Boards and Commissions 37

4. GOALS AND POLICIES 38

5. PROGRAMS 41

5.1. Bicycle Safety Education (for bicyclists and drivers) 42

5.2. Bicycle Safety Educational Flyers for Events 43

5.3. Bicycle Donation and Refurbishment 43

6. NETWORK AND PROJECT DEVELOPMENT 44

6.1. Proposed Bikeways 44

7. PROJECT PRIORITIZATION 53

7.1. Prioritization Methodology 53

7.2. Implementation Plan 55 Page 12 – 66
3 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

1.1. Setting and Background
The previous Bicycle Master Plan for the City of San Dimas was adopted in August 2011. Since then, many changes
have taken place. Commuting patterns have changed, partly related to the COVID-19 pandemic; the regional population has continued to grow; and some of the improvements
recommended in the 2011 plan have been implemented.

Many new initiatives related to active transportation have begun across the San Gabriel Valley (SGV), from the
planned SGV Greenway Network to the GoSGV regional
e-bike share program and Active Streets events in various cities.

At the same time, cities throughout Southern California and elsewhere have shifted their practices toward building new types of bicycle infrastructure that were rarely seen in the United States before the 2010s, such as protected bike lanes, bike boxes, two-way on-street cycle tracks, and bike signal heads. A new edition of the California Manual of Uniform Traffic Control Devices (CA-MUTCD) has been
published, containing guidance for several new types of bicycle-related marking and signage.

At a national level, bicycling safety trends have been
concerning. According to data provided by the National
Highway Transportation Safety Administration (NHTSA),
annual bicyclist fatalities in the United States increased by 55 percent between 2008 and 2023. Proactive safety
countermeasures combined with the latest and best practices in the Four E’s (engineering, education, enforcement, and emergency response) are needed in order to continuously improve San Dimas’s status as an enjoyable and safe place to ride a bike.

Given the important role bicycling plays in San Dimas, this Bicycle Master Plan Update presents recommendations
to offer the City’s residents a range of mobility options in a safe and comfortable environment. This Bicycle Master Plan Update was supported by input from a wide range of stakeholders and informed by public input from series of community engagement events designed to reach as much
of the community as possible. This plan also reflects new developments in best practices with regard to bicycle facility design, operations, and safety, drawing upon the latest research.

1. INTRODUCTION

4 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

1.2. Relevant Documents

1. The San Dimas Bicycle Master Plan (2011) – the
recommended projects from the 2011 Bicycle Master
Plan are shown in Exhibit 1. The Class I paths in
the 2011 Bicycle Master Plan (one along the Metro
line, and the other connecting Cypress Street to San
Dimas Ave) are not carried over to the current plan
due to insufficient right of way.

2. The Los Angeles County Bicycle Master Plan
(2012)

3. The Los Angeles County Bicycle Master Plan
Update (2025) - Although it does not include proposals
that directly enter San Dimas due to jurisdictional
boundaries, Los Angeles County is currently
developing their Bicycle Master Plan update for 2025.

Their proposals include improvements to multiple
roadways that connect directly to San Dimas. While
their proposals were all considered in the development
of the San Dimas Bicycle Master Plan update, only
the Class IV bikeway on Valley Center Ave from Arrow
Hwy to Cypress St was included. Due to complications
with right-of-way and traffic congestion, their proposed Class IV bikeways on Cypress St, Covina Blvd, and
Arrow Hwy are not proposed to be extended into San
Dimas.

The following existing plans were incorporated into or considered in the development of the Bicycle Master Plan Update:

5 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

4. The San Gabriel Valley Regional Bicycle Master
Plan (2014)

5. The Los Angeles Metro Long Range Transportation
Plan (2020)

6. The San Dimas Downtown Specific Plan (2024)
- The City adopted the Downtown Speci ic Plan
(DTSP) in fall 2024, which covers the entirety of the
Downtown area, encompassing the entirety of Bonita
Ave and areas just north and south of it. The plan
focuses on encouraging transit-oriented development
and designs that promote multimodality and connect
with the upcoming A Line station. The DTSP contains
multiple proposed improvements to the bicycle
network, all of which have been either incorporated
or considered in the proposals for the Bicycle Master
Plan.

7. The City of San Dimas General Plan (last updated
1991) – The Circulation Element provides an overall
framework for the movement of people, goods, and
resources in the City.

6 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 1. Recommended projects in the 2011 Bicycle Master Plan Page 16 – 66 7 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

1.3. Definitions
This section defines the classes of bicycle facilities referred to in this plan. This plan utilizes the classes of bikeways as defined by Caltrans in the Highway Design Manual:
‹ Class I Bikeway (Bike Path)
‹ Class II Bikeway (Bike Lane)
Typical examples of these classes of bikeways are illustrated in the following exhibits. ‹ Class III Bikeway (Bike Route)
‹ Class IV Bikeway (Separated Bikeway)
Class I Bikeway (Bike Path) – Class I bikeways, otherwise known as shared-use paths, are facilities that are designed exclusively for use by pedestrians, bicycles and other micromobility devices. These paths are fully separated from the automobile right-of-way and can run alongside roadways or through areas unreachable by cars such as parks or wooded areas. Class I bikeways are normally paved and accessible to all types of bicycles (as distinct from mountain biking trails and other types of unpaved trails) and are often striped with a centerline for two directions of traffic.

The minimum width per Caltrans design standards is 8 feet, with 10 feet being the preferred width.

Exhibit 2. Class I bikeway (shared-use path)

8 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Class II Bikeway (Bike Lane) – Bike lanes are striped along existing streets, typically with one lane on each side of the street, designated for bicycle traffic going in the same direction as the vehicular traffic.

Class III Bikeway (Bike Route) – These do not provide any separated space on the road for bicycles, but indicate a preferred route for bicyclists using existing roads. The Class III route is typically indicated with signs and may include sharrows (shared lane markings).

Class III Bikeway (Bike Boulevard) – Distinct from Class III routes designated on higher-volume roadways, which may not be suited to bicyclists of all ages and abilities, Bike Boulevards are typically neighborhood streets with lower traffic volumes where bicycle traffic is prioritized through signs (designating it specifically as a Bike Boulevard) and striping (mainly sharrows) where the low volumes and low speeds of vehicular traffic can encourage active transportation. The speed limit should be 25 mph at the highest, which is the prima facie speed limit for residential streets per CVC §22352(b).

Exhibit 3. Class II bikeway (bicycle lane)
Exhibit 4. Class III bikeway (bicycle route)

9 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Class IV Bikeway (Separated Bikeway) – A Class IV bikeway is designated for the exclusive use of bicycles and is required to have physical separation from vehicular traffic. Separation is typically accomplished through the use of bollards, barriers, flexible posts, or on-street parking. Class IV bikeways can be at street level or sidewalk level and can consist of a two-way bikeway (with opposing lanes adjacent to each other) or a bike lane for each direction on each side of the street. The example below shows one Class IV bike lane in each direction.

Exhibit 5. Class IV bikeway (protected bicycle lane)
E-bikes
In recent years, the use of e-bikes (bicycles with an electric motor that assists the user's pedaling, therefore allowing higher speeds with less effort) has greatly increased. The bike industry has developed a 3-class system for classifying e-bikes:
• Class I e-bikes assist the rider only when they are pedaling. At speeds above 20 mph, the assistance stops. • Class II e-bikes assist the rider without any pedaling required. At speeds above 20 mph, the assistance stops. • Class III e-bikes assist the rider only when they are pedaling. As speeds above 28 mph, the assistance stops.

State law (CVC 21207.5) prohibits e-bikes on trails that are not adjacent to roadways unless the local jurisdiction specifically permits it. People under the age of 16 are prohibited from operating a Class III e-bike (CVC 21213).

10 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

2.1. Existing Bikeways
This section contains an overview of the existing bicycle facilities in San Dimas, including the existing bicycle network and bicycle parking facilities, followed by an analysis of bicycle-involved collisions.

The City of San Dimas contains
approximately 20 miles of designated
bikeways, including about 7 miles of Class
II bicycle lanes and about 13 miles of
Class III bicycle routes. A list of existing
bikeways is shown in Exhibit 1, and a map
of existing bikeways is shown in Exhibit 2.

The Downtown area and nearby blocks
are organized in a grid pattern, providing
strong connectivity for short trips within
the area. To improve bicycle connectivity
for longer trips, the focus should shift
toward developing well-designed facilities
in key parts of the city. These include
enhancing north-south routes between
Downtown and southern recreational
areas, establishing east-west links across
CA-57, and creating connections to the
San Dimas Metro station to facilitate multimodal travel.

2. EXISTING CONDITIONS

11 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Road Name From (N/W) To (S/E) Length (mi)
Class II Bicycle Lanes
Badillo St Cypress St Covina Blvd 0.42
Cataract Ave Covina Blvd Arrow Hwy 0.12
Covina Blvd Badillo St Cataract Ave 1.38
Cypress St Badillo St Canterbury Ln 0.89
Foothill Blvd Cataract Ave Canyon Park Ln 1.11
Puente Ave Ave Monte Vista Via Esperanza 0.29
Puente Ave Via Palomares MB Via Verde 0.24
San Dimas Ave Arrow Hwy Via Verde 2.25
San Dimas Canyon Rd Via Los Santos Palomares Ave 0.1
Class III Bicycle Routes
Allen Ave Amelia Ave San Dimas Canyon Rd 1.5
Bonita Ave Arrow Hwy San Dimas Canyon Rd 1.47
Cannon Ave Puddingstone Dr Walnut Ave 0.62
Cataract Ave Bonita Ave Arrow Hwy 0.24
Juanita Ave Amelia Ave San Dimas Canyon Rd 0.5
Lone Hill Ave Gladstone St Cypress St 1.25
Puddingstone Dr (East) San Dimas Ave Cannon Ave 0.28
Puddingstone Dr Walnut Ave Via Verde 0.22
Puente St City Boundary Ave Monte Vista 0.15
Puente Ave Via Esperanza Via Palomares MB 0.22
San Dimas Ave Foothill Blvd Teague Dr 1.57
San Dimas Canyon Rd Sycamore Canyon Rd Arrow Hwy 1.7
Walnut Ave Foothill Blvd Teague Dr 1.57
Walnut Ave E de Anza Heights Dr Cannon Ave 0.31
Walnut Ave Cannon Ave Puddingstone Dr 0.28
Walnut Ave Teague Ave Sun Rose St 0.09
Via Verde Covina Hills Rd San Dimas Ave 1.57
Exhibit 6. List of existing bikeways

12 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 7. Map of existing bikeways Page 22 – 66
13 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

2.2. Network Gap Analysis
Through site visits, data analysis, and community input, the following principal gaps in the bicycle network were identified:
‹ There is a desire in the community for better bicycle connectivity to Frank G. Bonelli Regional Park and Raging Waters.
‹ Existing bicycle connectivity to the future site of the San Dimas Foothill Gold Line Metro station is limited, and there is a desire in the community for a strong north-south bicycle connection between the Metro station and Bonelli Park.
‹ There is a lack of options for cyclists to get between Downtown and areas west of CA-57, which include major commercial developments and residential areas.
‹ Arrow Highway, although a major east-west corridor for the City, is not bike-friendly. ‹ Neighborhoods south of the Walnut Creek Regional Park area are not well connected to areas to the north, especially on the west side of CA-57.
‹ Much of the City’s existing bicycle network consists of Class III bicycle facilities, and the opportunity exists to close gaps in this network by building more Class II lanes.
‹ There are opportunities to connect to existing bicycle facilities in neighboring cities.

Exhibit 8 shows the existing bicycle facilities in San Dimas alongside existing bicycle facilities in adjacent cities to which there is an opportunity to connect or to improve the existing connection. The map also shows existing unpaved trails and major destinations such as the future Metro station, Frank G Bonelli Regional Park, City parks, schools, and the San Dimas Sportsplex.

14 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 8. Existing destinations and facilities that offer opportunities to improve connectivity Page 24 – 66 15 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

2.3. Bicycle Parking
In November 2024, GTS conducted site visits to analyze
and inventory bicycle parking across San Dimas. The
locations were later verified in coordination with City staff. A table of verified bicycle racks, including their locations, type, and number of spaces, is shown in Exhibit 9.2, and a map of their locations is shown in Exhibit 10.

Bicycle racks were found in 22 locations for a combined 181 parking spaces. There were five types of racks identified:
grid (36 spaces), post & ring (20 spaces), wave (85 spaces), inverted-u (20 spaces), and wheelwell-secured (20 spaces).

The different types of bicycle racks are shown in Exhibit 9.1.

The City maintains an ongoing commitment to enhancing
bicycle parking compliance through enforcement of
municipal code § 18.156.060, which covers bicycle parking requirements, including short-term bike parking minimums (coverage for 5% of vehicle occupancy with a minimum of one 2-space rack) and long-term minimums (buildings with over ten-tenant occupants require racks for 5% of vehicle parking capacity with a minimum of one two-bicycle space).

As shown in Exhibit 9.2, while many major retail centers contain bicycle parking, there are also opportunities to install more racks and improve bicycle parking at various locations.

The municipal code also stipulates that bicycle parking facilities “may be an approved bicycle rack where a user can secure both wheels and the frame of the bicycle or
may be a fully enclosed space or locker accessible only to the owner or operator of the bicycle, which protects the bike from inclement weather.” As such, opportunities exist to upgrade racks at some locations with older bike rack designs that only secure the front wheel of the bicycle.

Post & Ring
The bicycle is locked to a single
vertical post which includes
a ring structure for additional
support, allowing the frame
and wheels to be secured.

Inverted U
A simple, sturdy structure
where bikes can be locked
to the U shape, securing the
frame and the wheels.

Wave
A series of curved, wavelike structures that can
accommodate multiple bikes
by allowing them to be locked
at various points.

Grid
A rectangular frame made up
of several parallel bars. This
design allows multiple bikes to
be locked in a row.

Wheelwell-secured
An older type of design that
secures only the bike’s front
wheel. The bicycle (minus the
front wheel) can potentially be
stolen, and/or the front wheel
can be bent. Page 25 – 66
16 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Location Type of Rack # of Spaces
Allen Avenue Elementary Grid 8
Bonita Ave - Bank of America Post & Ring 4
Bonita Ave - O'Malley's Flowers Post & Ring 4
Bonita Ave - San Dimas Barber Shop Post & Ring 2
Bonita Ave - San Dimas Hardware Post & Ring 2
Chaparral Lanes Grid 8
Costco Wholesale Wave (5 humps) 11
Crunch Fitness Wheelwell-secured 6
Labcorp Wave (5 humps) 11
Ladera Sierra Park Wheelwell-secured 8
Little Tokyo Restaurant Wave (2 humps) 5
Loma Vista Park Wave (2 humps) 5
Marchant Park Inverted U 2
Marchant Park Wave (2 humps) 5
Pioneer Park (Baseball Field) Inverted U 4
Pioneer Park (Playground) Inverted U 2
San Dimas City Hall (Back of Building) Wave (2 humps) 5 San Dimas High School Wave (4 humps) 36
San Dimas Library (Back of Building Inverted U 6
San Dimas Library (Front of Building) Inverted U 6
San Dimas Recreation Center Wheelwell-secured 6
Target Post & Ring 8
USPS Wave (3 humps) 7
Exhibit 9.2. List of verified bicycle racks

17 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 10. Map of verified bicycle parking spaces Page 27 – 66 18 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

2.4. Collision History
Prior to identifying locations for new projects and network expansions, GTS conducted an analysis of bicycleinvolved collisions over a 5-year period (January 1, 2019 through December 31, 2023). Collision data for the 5-year analysis was collected from the California Highway Patrol’s Statewide Integrated Traffic Records System (SWITRS).

The analysis includes all reported collisions involving a bicycle and a motor vehicle within the City of San Dimas jurisdiction during that timeframe.

According to the available data, there were 40 bicycleinvolved collisions from January 1, 2019 through December 31, 2023. The distribution of bicycle-involved collisions year by year, categorized by the severity of injury, is shown in Exhibit 11. Consistent with statewide and nationwide trends, there has been an increase in collisions since the COVID-19 pandemic. Bicycle-involved collisions increased by 125% in the City from 2019 to 2021.

Exhibit 11. Bicycle-involved collisions by year and severity 0 1 2 3 4 5 6 7 8 9 10
2023
2022
2021
2020
2019
Severe Injury Other Visible Injury Complaint of Pain Property Damage Only

19 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 12. Primary Contributing Factors for bicycle-involved collisions 0 1 2 3 4 5 6 7 8 9 10
The most prevalent Primary Contributing Factors
(PCFs) were Improper Turning (27%, meaning a
driver or cyclist made a turn prohibited by signage,
failed to use turn signals, or turned at a distance
too far from a curb); Automobile Right of Way (24%,
indicating failure to respect the right-of-way of
another road user, where in 7 cases the motorist
was at fault for violating the cyclists’s right of way
and in 1 case the cyclist was at fault for violating the motorist’s right of way); and Wrong Side of Road
(24%, where in 7 cases the bicyclist was at fault for
traveling on the wrong side of the road and in one
case the motorist was at fault for traveling on the
wrong side of the road). The number of collisions for
each reported PCF are shown in Exhibit 12.

The most prevalent collision type was Broadside
(45%), with other collision types being uncommon
(10% or less) and 27% of collisions being either
“Other” or “Not Stated”, as shown in Exhibit 13.

Exhibit 13. Types of bicycle-involved collisions
Improper Turning
Automobile Right of Way
Wrong Side of Road
Traffic Signals and Signs
Unsafe Speed
Following Too Closely
Other Hazardous Violation
Unsafe Lane Change
Unsafe Starting or Backing
Unknown
Broadside Not Stated Other Rear End Sideswipe Head-On
9%
45%
9%
9%
12%
15%

20 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 14. Day of week of bicycle-involved collisions Exhibit 15. Lighting conditions 27% of bicycle-involved collisions occurred on weekend days, and 27% on Wednesdays. The day of the week with the fewest collisions was Tuesdays (no collisions, as shown in Exhibit 14). The majority of collisions occurred during daylight hours (76%, as shown in Exhibit 15). Very few collisions occurred during typical morning commuting hours (only one collision occurred between 6:00 AM and 9:00 AM), and most collisions occurred either in the afternoon (12:00 PM – 6:00 PM, 42%) or evening (6:00 PM – 12:00 AM, 33%). All but one collision occurred in clear weather (97%).

Exhibit 16 shows the locations of collisions and their severity during the five-year period analyzed. Of the 33 total collisions, 16 (48%) occurred on or at intersections containing Class III bicycle routes, 9 (27%) occurred on roadways or areas with no dedicated bicycle facilities, and 10 (30%) occurred on or at intersections with Class II bikeways. (The totals of these crashes add up to more than 33 because in some locations Class II and Class III facilities intersect.) 12 crashes (36%) occurred at or within 100 feet of intersections, while 21 (64%) occurred on roadway segments away from intersections.
0 1 2 3 4 5 6 7 8 9 10
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Daylight Dusk - Dawn Dark - Street Lights
15%
76%
9%

21 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 16. Map of existing bikeways with bicycle-involved collisions (1/1/2019-12/31/2023) Page 31 – 66 22 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

3.1. Interactive Project Website
To ensure adequate representation of the community in the development of the Bicycle Master Plan, the City conducted a series of outreach events and efforts. The aim of conducting outreach was to advertise the plan, collect critical feedback on what residents and visitors viewed as shortcomings with existing bicycle infrastructure, and receive input on where the City should focus their efforts on bicycle infrastructure and program improvements. This chapter outlines the efforts conducted throughout the development of the plan.

To advertise the Bicycle Master Plan update, educate the community, and collect feedback on both existing bicycle infrastructure and desired improvements, an interactive project website was hosted through Social Pinpoint. Websites through this service are specifically tailored for conducting public outreach and collecting community feedback through widgets like surveys, interactive maps for collecting location-specific comments, project timelines, and calendars showing both upcoming and previously hosted events.

The website was advertised through multiple mediums, including official social media accounts for the City of San Dimas and by handing out business card-sized flyers with QR codes linking to the website at outreach events and various facilities.

Feedback was collected for a 4-month period from October 2024 through February 2025.

During the period that feedback was collected, the website saw 976 unique visitors and received 84 survey responses and 48 comments on the interactive map.Screenshots of the homepage and interactive map are shown in Exhibit 17 and Exhibit

18. On the interactive map in Exhibit 18, users were able to place a marker on the map (represented by the blue bicycle icons) at the specific locations where they wished to comment, and submit a comment which was then viewable by other users.

3. COMMUNITY OUTREACH

23 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 18. Interactive map on Social Pinpoint
Exhibit 17. Social Pinpoint homepage

24 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

3.1a Interactive Map
The following is a summary of the comments received via the interactive map on the project website. ‹ The City should coordinate with the SGV Greenway as it is built out. ‹ More bike lanes are desired, including on Gladstone St, Badillo St, Puddingstone Dr, Walnut Ave, Cypress St., Cataract Ave, Cienega Ave, Covina Blvd, and Downtown as a whole. ‹ More separated/protected bike paths are desired, including on Foothill Blvd, Bonita Ave, Lone Hill Ave, Via Verde, Puente Ave, and Arrow Hwy.
‹ Sharrows were requested for some narrow streets, including Pony Express Rd and the narrow sections of San Dimas Ave.
‹ Intersection improvements were requested at the intersections of Juanita Ave and San Dimas Canyon Rd, Arrow Hwy and Maimone Ave,
‹ The need for bicycle connectivity to schools, the library, Bonelli Park, and the Cal Poly Pomona campus was emphasized.
‹ Safety education for bicyclists and scooter users is desired, especially for teenagers. ‹ More bike days (open streets events) are desired.
‹ Bike valets for community events (Farmers Market, etc.) were requested.

25 City of San Dimas - 2025 Citywide Bicycle Master Plan Update In order to further gauge community sentiment and inform the update of the Bicycle Master Plan, visitors to the website were asked to complete a 6-question survey. The survey questions, and the responses received, are summarized in this section.

Question 1. Do you live in San Dimas, work there, or visit for other reasons? (Select all that apply.) This question intended to gauge the location of the population from which the responses were coming. 92% of survey respondents were San Dimas residents.

Question 2. On average, how often do you bike in San Dimas? Of the survey respondents, 36% do not ride a bike, 40% ride a bike 1-2 days a week, 21% ride 3-4 days per week, and 2% ride 5-6 days per week.

3.1b Survey
Exhibit 19. Location of survey participants
Exhibit 20. Frequency of biking
0 10 20 30 40 50 60 70 80 90
0 5 10 15 20 25 30 35 40
I live in San Dimas
I work in San Dimas
I visit San Dimas for other reasons
5-6 days/week
3-4 days/week
1-2 days/week
0 days/week

26 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Question 3. For what purposes do you bike in San Dimas? (Select all that apply.) 64% of respondents indicated that they bike for fun, and 55% for exercise. 20% indicated that they do not ride a bike, while 17% indicated they ride for environmental reasons and 11% bike to go shopping. Bike commuting was an option selected by 10% of respondents, 6% indicated they use a bike to get to transit, and 5% use a bike to get to school.

Question 4. What types of destinations are the most important for you to have bicycle access to? (Select all that apply.)
This question allowed respondents to select all destinations they consider important. 74% of respondents selected parks as an important destination, and 64% selected recreational trails. 42% selected transit stations, 35% selected shopping centers, 30% selected schools, and 18% selected workplaces.

Exhibit 21. Purposes of biking
Exhibit 22. Important bicycling destinations
0 10 20 30 40 50 60
0 10 20 30 40 50 60 70
For Fun
Exercise
I don’t bike
To be Environmentally Conscious
Shopping
Commute to Work
Get to Transit
Get to School
Other
Parks
Recreational Trails
Transit Stations
Shopping Centers
Schools
Workplaces
Other

27 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Question 5. What factors prevent you from biking more often in San Dimas? (Select all that apply.) 57% of respondents indicated “not enough bike paths or lanes” and “uncomfortable biking in heavy traffic” as reasons they do not bike more. 40% cited speed and safety concerns, while 32% cited concerns with nighttime visibility. 31% cited the lack of bike parking as a reason, 27% cited gaps in the bicycling network, and 26% cited maintenance of bikeways (debris, etc.) as a concern. 18% cited time and distance as a concern, and 18% cited the difficulty of biking with young children. 12% do not own bikes. 11% cited concerns with the weather.

Exhibit 23. Reasons for not biking
0 5 10 15 20 25 30 35 40 45 50
Not enough bike paths or lanes
Uncomfortable biking in heavy traffic
Drivers speed or are unsafe
Streets too dark at night
Not enough bike parking
Too many gaps in the network
Bikeways poorly maintined (debris, poor striping, etc.) Not enough time or destinations too far
It’s difficult to bike with small children
I do not own a bike
Weather
Other

28 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Question 6. What streets do you use/prefer to bike on? Are there any you avoid? This was an open-ended question in which respondents could type in their responses. The responses are summarized as follows:
‹ 1st St
‹ 2nd St
‹ 3rd St
‹ 4th St
‹ 5th St
‹ Allen Ave
‹ Amelia Ave
‹ Bonelli Park
‹ Bonita Avenue
‹ Cataract Ave
‹ Cienega Ave
‹ Covina Ave
‹ Cypress Street
‹ Eucla Avenue
‹ Foothill Blvd
‹ Gladstone St
‹ Juanita Ave
‹ Lone Hill Ave
‹ Puddingstone Dr
‹ Puente Ave
‹ San Dimas Ave
‹ San Dimas Canyon Rd
‹ Valley Center Ave
‹ Via Verde
‹ Walnut Ave
‹ Wheeler Ave
‹ Arrow Hwy
‹ Bonita Ave
‹ Cienega Ave
‹ Covina Blvd
‹ Foothill Blvd
‹ Gladstone St
‹ Lone Hill Ave
‹ San Dimas Ave
‹ San Dimas Canyon Rd
Responses indicated a wide variety of preferred routes. In some cases the same street was indicated by some respondents as a preferred route and by others as an avoided route. There was a consistent sentiment that Arrow Highway is avoided for bicycling.

Preferred Routes
Avoid

29 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Question 7. What streets or bike routes should be
prioritized for improvements?
This was an open-ended question in which respondents
could type in their responses. The following priority
improvements were suggested:
‹ Bonita Ave, Arrow Hwy, San Dimas Ave, Puddingstone
Dr, Gladstone St, Foothill Blvd, San Dimas Canyon Rd.
‹ Connections to the Metro station, other public transit, parks, adjacent cities, and Cal Poly Pomona.
‹ Roads that improve the wider network.
‹ More off-street multi-use paths.

Question 8. Which specific transit connections or routes would improve your cycling experience the most?
Respondents indicated the following priorities for bicyclingto-transit connectivity:
‹ Connections to the new Foothill Gold Line Metro station ‹ Connections to the Silver Streak bus system at Cal Poly Pomona
‹ Connections to the Fairplex
‹ Connections to Foothill Transit (bus routes 188 and 492 were mentioned)
‹ Connections to the Pomona Metrolink station
Question 9. How important are transit connections to
your cycling experience?
48% of respondents considered transit connections not
important, 30% considered this very important, and 22%
somewhat important.

Question 10. How much investment would you like the
City to allocate to improving bicycle facilities?
32% of respondents would like to see significant
investments, 45% would like to see moderate investments, 11% would prefer minimal investments, and 12% would
prefer no investments.
32%
45%
11%
48%
22%
30%
12%
Not Important Somewhat Important Very Important
Significant investment: Major improvements (i.e. vehicle lane deletion, additional striping, green striping) regardless of cost.

Moderate investment: A balance between cost and better-quality facilities.

Minimal investment: Basic improvements with low costs.

No additional investment at this time.

Exhibit 24. Importance of transit connections Exhibit 25. Desired investment

30 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Strongly Support Support Neutral Oppose Strongly Oppose Question 11. How much more likely would you be to
bike in San Dimas if the following changes are made?
Responses were fairly uniform across the different bicycling improvements that were listed for this question, with about 51% of respondents indicating they were “very likely” to bike more if the improvements were implemented, 20%
indicating they were “likely” to bike more, between 9% and 10% indicating that they were “somewhat likely” to bike more, and 14% indicating that they were “not at all likely” to bike more.

Question 12. How much would you support bicycle
infrastructure improvements if they caused a slight
increase in traffic congestion in certain areas?
60% indicated that they would support such improvements, while 25% indicated that they would oppose them. 14%
were neutral.

Question 13. What other bike improvements or
programs would you like to see?
Respondents suggested:
‹ More enforcement and education for bicyclists to obey traffic laws
‹ More enforcement targeting aggressive vehicle drivers ‹ Improved bike parking options
‹ A bike share program
‹ Maintenance stations for bicycles (pumps and tools)
‹ Community bike ride events
‹ Expanded coordination with the SGV Greenway initiative Question 14. Please provide any additional comments
or concerns you have about biking in San Dimas.

Respondents also suggested:
‹ Safety measures relating to the high speeds of electric bikes (helmets, enforcement)
‹ Overall safety improvements
‹ More facilities separating bikes from vehicles (protected bike lanes and shared-use paths)
Exhibit 27. Support of bike improvements if they increase congestion Exhibit 26. Likelihood of biking given various improvements 0 20% 40% 60% 80% 100%
New and improved bike
parking
More frequent bikeway
maintenance
Green color striping on
bicycle facilities
Better lighting
Bike share system
Increased enforcement
Work within 5 miles
Work within 10 miles
New Class IV protected
bike lanes
New Class I shareduse paths
25%
35%
14%
8%
17% Very likely Likely Likely Somewhat likely Not at all likely

31 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

3.2. Social Media 3.3. Community Engagement
The Bicycle Master Plan Update was Events
advertised through various social media posts.

An example is shown in Exhibit 28. The social
media outreach received 7,954 views and 341
engagements, reaching 3,175 individual users.

The City hosted pop-up tables at two community events to advertise the Bicycle Master Plan Update and collect feedback.

The first event was the annual Halloween Spooktacular on October 19, 2024. Project staff were stationed at the information booth, where they handed out candy and business card flyers, displayed a map of existing bicycle infrastructure and crashes, informed community members about the plan update, and asked for people to visit the website and fill out the survey and the map. The project team engaged with approximately 250 people, handing out informational cards and discussing the project. Within the 24-hour period following the event, the website saw approximately 50 new unique visitors and an increased rate of input. Photos from the event are shown in Exhibit 29.

Halloween Spooktacular Pop-up:

Exhibit 28. Example social media post Exhibit 29. Halloween Spooktacular pop-up Exhibit 30. Cards given out at community events and workshops advertising the Bicycle Master Plan Update Page 41 – 66 32 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Holiday Extravaganza Pop-up:

Exhibit 31. Holiday Extravaganza pop-up
Similarly to the Halloween event, GTS hosted a table at the annual Holiday Extravaganza on December 7, 2024. Project staff handed out candy canes and more business cards, displayed maps of existing conditions and preliminary proposals, and set up QR codes for people to visit the website and leave feedback. The project team engaged with about 40 people, discussing the project and giving out informational materials. The project team engaged with about 40 people, discussing the project and giving out informational materials. Within the 48-hour period following the event, the website saw approximately 30 new individual visitors.

33 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

3.4. Public Workshops
Two public workshops were hosted for the Bicycle Master Plan Update. The workshops are described in this section.

The first public workshop was hosted on Wednesday, November 20, 2024 at City Hall. Members of the community were introduced to the project and given the opportunity to give feedback and express their visions for the future of bicycling in San Dimas. This event was advertised with paper flyers and social media posts, and saw 9 attendees total (saw three attendees from the community in addition to City and GTS staff).

The following is a summary of the comments provided
by the community at this workshop:

General Policy & Planning Suggestions
‹ Buffered bike lanes are preferred, especially to
provide safety from trucks.
‹ Construction projects can be hazardous for bicyclists since the road surface can be uneven in addition to
other obstacles. This has been an issue on Bonita
Ave between San Dimas Canyon Rd and Walnut Ave.
‹ Road rage is sometimes an issue.
‹ Bicyclists may be safer on sidewalks in some areas.
‹ Connectivity is needed to major destinations,
including Costco and neighborhoods on opposite
sides of the railroad tracks.

Metro Access
‹ There may be safety issues for cyclists crossing the
new Metro tracks.
‹ A participant suggested maintaining existing vehicle
lanes while adding bike lanes to help prevent road
congestion and potential driver frustration.

Specific Locations
‹ Lone Hill Ave is very busy (with vehicular traffic).
‹ Puddingstone Drive is narrow and curvy, with visibility problems.
‹ There is a choke point on San Dimas Ave (southbound)
between Bonita Ave and the Metro tracks.
‹ The turn from San Dimas Ave into Bonelli Park can
be difficult, especially for inexperienced cyclists.
‹ San Dimas Avenue needs bicycle improvements
south of Via Verde.
‹ A Class II bike lane on Bonita Ave would connect to
the existing Class II in the adjacent City of La Verne, and from there to the Pacific Electric Trail.
‹ Gladstone St is challenging for bicyclists, especially west of Amelia Ave.
‹ San Dimas Canyon Road is narrow and curvy with
potential hazards.

Exhibit 32. Community workshop held on November 20th, 2024

34 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 34. Flyer advertising the first community workshop Exhibit 33. Social media posts advertising the community workshops and website

35 City of San Dimas - 2025 Citywide Bicycle Master Plan Update General Policy & Planning Suggestions
‹ More green paint is desired to make bike lanes more
prominent. While the City of La Verne implemented
green striping, its appearance has deteriorated over
two years, making it less visually appealing.
‹ Consider sustainability and maintenance cost of
bicycle lanes prior implementing.
‹ The General Plan should include a statement that
bike lanes or facilities should be considered in all
cases of road resurfacing or reconstruction.
‹ Nearby communities may have good examples of
signage types, lights, and paint, such as downtown
La Verne.
‹ Subsequent materials should include a map
highlighting the changes from the old Bicycle Master
Plan.
‹ The Class IV lanes on Bonita that are proposed in
the Downtown Specific Plan may not be the preferred
solution, especially if parking needs to be removed;
Class II may be preferred.
‹ Reach out to Incycle and others for feedback.
‹ Regional bicycle connections are desired
„ An attendee raised concerns about presenting to
or receiving feedback from bicycle groups, noting
that the comments would be biased toward
bicyclists rather than considering all road users
Bike Parking
‹ Lower-down bicycle racks may result in more theft,
because they do not allow the frame to be secured;
higher racks are preferred.
‹ Potential bike lockers at Metro station
Metro Access
‹ Accessing the new Metro station and bike parking
there may be challenging, especially at the adjacent
intersection.

The second public workshop was hosted on Wednesday, January 15, 2025 at City Hall. Members of the community were given the opportunity to comment on the proposed bicycle improvements in the draft Bicycle Master Plan Update. This event was advertised with paper flyers and social media posts, and saw six attendees from the community in addition to Project staff.

The following is a summary of the comments provided by the community at this workshop, organized into a few major categories.

E-bikes
‹ E-bikes sometimes overtake regular bicycles in the
bike lane and this may be unsafe.

Specific Locations
‹ Bike path along Flood control channel can be
accessed around the intersection of Amelia Ave and
Baseline Rd. Any access opportunities in the City?
‹ Bicyclists ride southbound through Bonelli Park to
avoid the hill climb on San Dimas Ave.
‹ Golden Hills Road was previously better for bicycling and is now more challenging with the steeper slope.
‹ Walnut Ave and North San Dimas Ave are good
alternate routes for bicycling (compared to parallel,
busier roads).
‹ Arrow Hwy is dangerous for bicyclists with high speed vehicles.
‹ On San Dimas Ave south of Bonita Ave, the newly
implemented streetscape does not accommodate
bicyclists due to Metro station design requirements.
‹ The left turn from San Dimas Ave to Puddingstone
Dr is difficult and signs/signals for a bicycle crossing are desired.
‹ Consider San Dimas Canyon north of Foothill Blvd
for bicycle improvements.
‹ Maimone Avenue and Arrow Highway experience high
traffic volumes. Removing a lane to accommodate
a bicycle lane may exacerbate congestion and
negatively impact traffic flow.
‹ Concerns regarding traffic congestion on Cienega
Avenue at Target shopping Center.

Exhibit 35. Community workshop held on January 15, 2025

36 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

3.5. Community Boards and Commissions
The draft 2025 Bicycle Master Plan was presented to the following boards and committees:
‹ The City of San Dimas Parks and Recreation Commission (March 18, 2025) ‹ The City of San Dimas Traffic Safety Committee (March 19, 2025) ‹ The City of San Dimas Planning Commission (May 15, 2025) Comments were raised about the potential for a bicycle lane on Arrow Highway in future considerations. Currently, Arrow Highway experiences high vehicular traffic. However, if traffic volume decreases and bicycle demand increases, the City may explore the feasibility of implementing bicycle facilities.

In addition, comments were raised about a bicycle connection to San Dimas High School and guidelines for ebikes.

37 City of San Dimas - 2025 Citywide Bicycle Master Plan Update To ensure adequate representation of the community in the development of the Bicycle Master Plan, the City conducted a series of outreach events and efforts. The aim of conducting outreach was to advertise the plan, collect critical feedback on what residents and visitors viewed as shortcomings with existing bicycle infrastructure, and receive input on where the City should focus their efforts on bicycle infrastructure and program improvements. This chapter outlines the efforts conducted throughout the development of the plan.

4. GOALS AND POLICIES
Goal 1: Develop a comprehensive bicycle network that supports all riders and all modes of transportation
Objective 1.1: Expand the bikeway network
Metric: New bicycle network miles created
Policy Actions:
‹ 1.1. Upgrade the existing bicycle network by
converting Class III bike routes to Class I, Class
II, or Class IV where feasible and in response to
demand.
‹ 1.2. Install Class I, Class II, or Class IV bikeways
on new and resurfaced roadways where feasible.
‹ 1.3. Install Class III facilities on low-speed
residential streets with traffic calming devices
and high-quality striping.
‹ 1.4. Review opportunities to implement road
diets (right-sizing lane width and/or reducing the
number of vehicular lanes) to expand the bicycle
network and improve safety for all modes.
‹ 1.5. Use quick builds with temporary, low-cost
materials to rapidly implement and test new
bicycle infrastructure.

Objective 1.2: Connect the bikeway network
Metric: Number of network gaps closed
‹ 1.7. Identify and close gaps in the existing
bicycle network.
‹ 1.8. Coordinate with LA Metro, Caltrans, and
surrounding cities to ensure continuity and
connectivity with their facilities and bicycle
networks.
‹ 1.9. Coordinate with and assist other city
departments and developers to ensure
appropriate bicycle connections are planned,
constructed, and maintained.
‹ 1.10. Prioritize bicycle connectivity to the San
Dimas Foothill Gold Line Metro station and Frank
G. Bonelli Regional Park.

38 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Goal 2: Make bicycling a more convenient
option for more people
Goal 3: Make bicycling safer for cyclists of all
ages and abilities
Objective 2.1: Install convenient end-of-trip and
support facilities using best practices
Metric: Number of end-of-trip facilities and facility
improvements implemented; bicycle mode share
per available data
Policy Actions:
‹ 2.1. Identify and replace all deficient or
substandard bicycle racks.
‹ 2.2. Establish a citywide standard for all future
bicycle rack installations consistent with best
practices.
‹ 2.3. Install bicycle racks at all schools, parks,
public parking lots, and city-owned buildings,
with shelters where necessary.
‹ 2.4. Continue enforcing the ordinance
establishing minimum requirements for bicycle
parking at new developments.
‹ 2.5. Coordinate with City staff and local
organizations to offer secure bicycle parking,
such as bike valets at large-scale events.

Objective 2.2: Improve connectivity between
bicycling and other travel modes
Metric: Number of new multimodal connectivity
improvements implemented; bicycle mode share
per available data
‹ 2.6. Collaborate with LA Metro and Metrolink to
explore the construction of bicycle-commuter
services at transit centers such as secured
bicycle parking.
‹ 2.7. Publish and regularly update printed and
interactive digital maps featuring existing and
planned bikeways, parking, connections to other
travel modes, and bicycle amenities.

Objective 3.1: Reduce bicyclist-involved crashes
and promote safety education
Metrics: Number of crashes; number of severe
injury & fatal crashes; number of safety education
events held; quantity of informational materials
distributed
Policy Actions:
‹ 3.1. Use the best and most current design
standards and practices to build infrastructure
that supports safe bicycling, such as safetyenhancing traffic signal and intersection design, protected bicycle lanes, and improved signing
and striping.
‹ 3.2. Partner with organizations such as the
League of American Bicyclists to develop safe
and effective adult and youth cycling programs
and safety training courses.
‹ 3.3. Conduct outreach programs (such as social
media posts, information on the City website,
flyers) aimed at motorists to increase awareness
of bicyclists and encourage safe driver behavior.
‹ 3.4. Provide training opportunities for City
staff involved in decisions regarding bicycle
infrastructure and operations.
‹ 3.5. Coordinate with the Los Angeles County
Sherriff’s Department to encourage safe bicycling
and safe motorist behavior towards bicyclists.

39 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Goal 4: Accommodate bicyclists of all
backgrounds and skill levels
Goal 5: Secure funding to rapidly develop the
bicycle network
Objective 4.1: Establish and maintain programs
and partnerships to encourage bicycling
Metrics: Number of programs established;
number of events held
Policy Actions:
‹ 4.1. Support Transportation Demand
Management programs at worksites to
encourage commuters to bicycle to work. This
effort will be coordinated through transportation
management organizations and employment
centers.
‹ 4.2. Host outreach events for major bicycleinvolved projects to gather community input. ‹ 4.3. Partner with K-12 schools to expand
opportunities for safe bicycling to and from
school.
‹ 4.4. Partner with local organizations and bicycle
shops to expand access to bicycles as well as
lights, helmets, locks, and related items.

Objective 5.1: Pursue funding opportunities to
build bicycle infrastructure
Metric: Number of grants applied for; number of
bicycle projects initiated
Policy Actions:
‹ 5.1. Partner with SGVCOG, LA Metro, Caltrans,
and other State and federal agencies to
implement bicycle infrastructure projects and
programs.
‹ 5.2. Integrate bicycle facility improvements into
proposed roadway and development projects as
part of the project review process.
‹ 5.3. Allocate City staff time to research and
pursue grant funding opportunities for bicycle
infrastructure projects and programs.

Goal 6: Continuously evaluate and monitor progress
Objective 6.1: Maintain, improve, and continuously evaluate bicycle facilities and programs Metrics: Routine maintenance completed, Bicycle Friendly status, annual review completed Policy Actions:
‹ 6.1. Conduct routine maintenance of bikeway facilities, such as sweeping streets regularly traveled by bicyclists and other designated bikeways, including paint and striping, signage, pavement surface maintenance, tree trimming, and other facets of maintaining the operational integrity of the bikeway network. ‹ 6.2. Conduct a periodic review of Bicycle Master Plan implementation progress and update the Bicycle Master Plan as needed.

40 City of San Dimas - 2025 Citywide Bicycle Master Plan Update This section of the Bicycle Master Plan presents a limited suite of targeted, high-impact programs that have the
potential to increase bicycle mode share and safety. While developing adequate infrastructure is essential, programs help further encourage a bicycle-friendly culture by
providing additional resources to cyclists. The identification of potential programs was informed by input gathered during the planning process from City staff, key stakeholders, and the community (via in-person and digital community
engagement channels).

The following recommended programs are described in
more detail below:

1. Bicycle Safety Education (for bicyclists and drivers)

2. Bicycle Safety Equipment Events

3. Bicycle Donation and Refurbishment
For each program, specific objectives, measures
of success, potential partners, and schedules are
identified. Adequate bicycle programming should
follow the “5 E’s” framework set forth by the League of American Bicyclists:
‹ Education. Inform the community about bicycle
safety and the benefits of cycling.
‹ Encouragement. Make bicycling a more attractive
form of transportation.
‹ Engineering. Design and install physical bicycle
infrastructure.
‹ Equity and Accessibility. Make bicycling
accessible and affordable to people of all
backgrounds, income levels, and ability levels.
‹ Evaluation and Planning. Ensure planning efforts
are successful through monitoring and assessment.

5. PROGRAMS

41 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

5.1. Bicycle Safety Education (for bicyclists and
drivers)
Proper training can help bicyclists to ride more safely and avoid collisions. Multiple options exist for community bicycle safety education, from “bicycle rodeos” and other bicycle safety programs in K-12 schools to the Smart Cycling courses offered by the League of American Bicyclists.

In addition to these skills, bike rodeos often offer bike safety checks (such as ensuring helmets fit properly or checking brakes and tires). They are typically organized by schools, community groups, and law enforcement agencies working
together.

Outreach and education to drivers to encourage safe
behavior around bicyclists is also important. Communities have targeted cyclist safety efforts toward drivers using billboards, posters, vehicle stickers, social media,
enforcement programs, and professional driver training
programs.

Objectives: Educate cyclists about riding safely and
educate drivers about safely sharing the roads.

Measures of success: Number of events held; number
of attendees; number of certificates awarded; (long-term) bicycle-involved collision rates.

Potential partners: Parks & Recreation Dept., bicycling advocacy organizations, public health organizations, law enforcement.

Schedule: The Parks & Recreation Department will
evaluate the demand and consider offering a Bicycle Safety Course accordingly.

Resources:
‹ League of American Bicyclists: Smart Cycling - https:// bikeleague.org/ridesmart/
‹ League of American Bicyclists: How to Host an LCI Seminar - https://bikeleague.org/smart-cycling-recap-how-to-host-anlci-seminar/ ‹ Safe Routes Partnership: An Organizer’s Guide to Bicycle Rodeos - https://www.saferoutespartnership.org/sites/default/ files/pdf/Bike_Rodeo_CT.pdf
‹ Safe Routes Partnership: California Pedestrian and Bicycle Safety Curriculum for Grades 4 and 5 - https://www.
saferoutespartnership.org/resources/toolkit/cpbsc
‹ What kind of awareness campaigns really help improve road users’ behavior? - https://www.cyclinguk.org/article/whatkind-awareness-campaigns-really-help-improve-road-usersbehaviour ‹ San Francisco Bicycle Coalition: Big Safety Impact: Latest Driver Education Successes - https://sfbike.org/news/bigsafety-impact-latest-driver-education-successes/ Bike rodeos are events designed to teach people
(usually children) important bicycle safety skills in a fun and engaging way. It typically includes a series of activities in which participants can practice skills such as:
‹ Riding in a Straight Line – Learning how to control
their bike and maintain a straight path.
‹ Turning and Cornering – Navigating turns or slalom
courses to develop control while steering.
‹ Stopping and Braking – Practicing stopping their
bike quickly and safely.
‹ Hand Signals – Demonstrating proper hand signals
for turning and stopping.
‹ Traffic Rules and Awareness – Simulated road
scenarios where participants can practice following
traffic signs and rules.

Safe Bicycling training courses are offered by
organizations such as the League of American
Bicyclists (LAB). The LAB’s Smart Cycling training
courses are available for newer riders and more
experienced riders, of all ages. Cities can partner
with the LAB to offer courses locally. The LAB’s Smart
Curriculum includes the following courses:
‹ Smart Cycling (formerly called Traffic Skills 101)
‹ Group Riding
‹ Youth Cycling Skills
‹ Bicycle Friendly Driver
‹ League Cycling Instructors are also empowered to
tailor curriculum components to suit their audiences. Page 51 – 66 42 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

5.2. Bicycle Safety Educational Flyers for Events

5.3. Bicycle Donation and Refurbishment
Educational flyers distributed at community events can help to inform cyclists about safe riding and inform drivers about sharing the road. Flyers may include information regarding safety statistics, wearing safety equipment, riding near vehicles, proper signaling, bicycle handling, and more.

Many communities have successfully operated bicycle donation and refurbishment programs, where old or donated bikes are repaired and given to individuals who need them. The repairs are typically carried out by volunteers, community members, or professional mechanics. The recipients could include low-income families, students, individuals facing transportation challenges, or those experiencing homelessness. Some programs also sell refurbished bikes at low prices, making them affordable for a wider range of people. In some cases, volunteers can receive a bike after completing a certain number of volunteer hours.

Bicycle donation programs are often coupled with “bike kitchens” – a co-operative type of space where tools, replacement parts, and mechanics are available for cyclists to repair their bikes at low or no cost, while learning repair skills. The City can support this effort by providing booth space at community events for local bicycle shops and community volunteers.

Objectives: Improve bicycle safety by informing cyclists of how to ride safely, and informing drivers of how to drive safely when bicyclists are present.

Measures of success: Number of flyers given out; (longterm) bicycle-involved collision rates.

Potential partners: Parks & Recreation Dept., private firms.

Schedule: In coordination with major community events.

Objectives: Expand the availability of bicycles to people in the community.

Measures of success: Number of bicycles given away,
sold at reduced rates, or repaired.

Potential partners: Local bicycle shops, community
volunteers, nonprofit organizations, regional organizations such as ActiveSGV.

Schedule: Events could be held in conjunction with bicycle safety training classes.

Resources:
‹ National Highway Traffic Safety Administration: https://www. nhtsa.gov/sites/nhtsa.gov/files/811557.pdf
‹ Caltrans Pedestrian & Bicycle Safety: https://dot.ca.gov/ programs/safety-programs/ped-bike
Resources:
‹ How to organize a bicycle donation and giveaway event - https://www.bikesfortheworld.org/images/ Collection_Tools/ BfW_Collection_Guide.pdf
‹ How to start a bike kitchen - https://www.shareable.net/howto-start-a-bike-kitchen/

43 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

6. NETWORK AND PROJECT

DEVELOPMENT

6.1. Proposed Bikeways
Based on consideration of the existing conditions,
collision and safety analysis, existing plans, and
community and stakeholder input, this section
contains a comprehensive list of proposed project
locations to expand the network and close gaps while
installing dedicated bicycle facilities where feasible.

Other considerations that impacted project locations
and types include surrounding land uses, roadway
right-of-way, parking availability and demand, and
traffic counts from 2017 and 2024. A table containing
proposed projects is shown in Exhibit 35 and a map
is shown in Exhibit 36. Cross section renderings of
a selection of Class II and Class IV proposals are
shown after the map.

Right-of-way acquisition is not expected to be
necessary for any of the proposed projects. All projects would take place with the existing roadway space and
would require primarily signing and striping, without
movement of curbs.

44 City of San Dimas - 2025 Citywide Bicycle Master Plan Update ID # Corridor Length (miles) Proposed Facility
Class I Shared Use Paths
SUP-1 Puddingstone Dr from San Dimas Ave to Raging Waters exit 0.21 Class I Shared Use Path (within existing curb-to-curb width) SUP-2 Puddingstone Dr from Raging Waters entrance to Bonelli Park Entrance B 0.42 Class I Shared Use Path (within existing curb-to-curb width) SUP-3 Via Verde (south side) from Camino Del Cerritos to Camino Del Sur 0.25 Class I Shared Use Path (within City ROW at curb level) SUP-4 San Dimas Ave (east side) from Bonita Ave to Railroad Tracks 0.08 Class I Shared Use Path (within City ROW at curb level) Class II Bicycle Lanes
BL-1 Cienega Ave from Valley Center Ave to Arrow Hwy 1.22 Class II Bicycle Lanes BL-2 Bonita Ave (east) from Walnut Ave to San Dimas Canyon Rd 0.50 Class II Bicycle Lanes BL-3 San Dimas Ave from Commercial St to Arrow Hwy 0.11 Class II Bicycle Lanes BL-4 Lone Hill Ave from Las Colinas Way to Cypress St 0.98 Class II Bicycle Lanes BL-5 San Dimas Ave (south) from Via Verde to Calle Liseta 0.58 Class II Bicycle Lanes BL-6 Via Verde from Camino Del Cerritos to CA-57 0.97 Class II Bicycle Lanes BL-7 Bonita Ave (west) from Arrow Hwy to Acacia St 0.34 Class II Bicycle Lanes BL-8 Eucla Ave from Bonita Ave to Arrow Hwy 0.23 Class II Bicycle Lanes BL-9 Via Verde from City Limits to Camino Del Sur 0.14 Class II Bicycle Lanes BL-10 Via Verde from Camino Del Cerritos to Camino Del Sur 0.25 Class II Bicycle Lane (westbound side) Class III Bike Routes
BR-1 Amelia Ave from Allen Ave to Gladstone St 0.25 Class III Bicycle Route BR-2 Gladstone St from Lone Hill Ave to Amelia Ave 0.04 Class III Bicycle Route BR-3 Puddingstone Dr from Bonelli Park Entrance B to City Boundary 0.66 Class III Bicycle Route BR-4 San Dimas Ave from Calle Lisetta to San Dimas Ave (southside neighborhood loop) 1.12 Class III Bicycle Route BR-5 San Dimas Canyon Rd from Foothill Blvd north to City Limits (for future consideration) 2.16 Class III Bicycle Route Class III Bicycle Boulevards
BB-1 5th St from Amelia Ave to Walnut Ave 1.00 Class III Bicycle Boulevard BB-2 Acacia St from Bonita Ave to Arrow Hwy 0.25 Class III Bicycle Boulevard BB-3 Amelia Ave from Gladstone St to 5th St 0.17 Class III Bicycle Boulevard BB-4 Commercial St from Cataract Ave to San Dimas Ave 0.25 Class III Bicycle Boulevard BB-5 E Juanita Ave from San Dimas Ave to San Dimas Canyon Rd 0.50 Class III Bicycle Boulevard BB-6 Eucla Ave from 5th St to Bonita Ave 0.35 Class III Bicycle Boulevard BB-7 Iglesia St from 5th St to Bonita Ave 0.34 Class III Bicycle Boulevard BB-8 Monte Vista Ave from 5th St to Commercial 0.34 Class III Bicycle Boulevard BB-9 Bonita Ave from Cataract Ave to Walnut Ave 0.50 Class III Bicycle Boulevard BB-10 Walnut Ave from Allen Ave to Cannon Ave (contingent on speed limit reduction to 25 mph) 1.62 Class III Bicycle Boulevard (or Class III Bicycle Route if speed limit is 30 mph) For Future Consideration (Class to Be Determined)
FC-1 Arrow Highway from Valley Center Rd to Bonita Ave 1.05 TBD FC-2 Bicycle Connection to San Dimas High School TBD TBD Exhibit 35. List of proposed projects Page 54 – 66
45 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 36. Map of proposed projects

46 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 37. Proposed cross-section and overhead view for Via Verde west of Puente (Class II) - looking east 8 1/2’
Sidewalk
6’
Bike Lane
2 1/2’
11’
Drive Lane
12’
Drive Lane
20’
Planting Strip
12’
Drive Lane
12’
Drive Lane
2’ 6’
Bike Lane

47 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 38. Proposed cross-section and overhead view for Via Verde looking westbound at San Dimas Ave (Class II) - looking east

48 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 39. Proposed cross-section and overhead view for Cienega from Valley Center to Arrow (Class II) - looking east

49 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 40. Proposed cross-section and overhead view for San Dimas Ave from Arrow to Railroad Tracks (NB Class II/SB Class III) - looking north

50 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 41. Proposed cross-section and overhead view for Bonita from SIglesia St to San Dimas Canyon Rd - looking east

51 City of San Dimas - 2025 Citywide Bicycle Master Plan Update Exhibit 42. Proposed cross-section and overhead view for Eucla north of Arrow - looking south

52 City of San Dimas - 2025 Citywide Bicycle Master Plan Update

7. PROJECT PRIORITIZATION

7.1. Prioritization Methodology
The improvements to the bicycle network recommended in this plan are prioritized in this section according to a twotiered system. In the first tier, the factors considered are consistent with those that were used to identify potential bicycle improvement projects, namely:

In the second tier, projects are prioritized according to the following additional metrics:
‹ Estimated project benefit in terms of crash
reduction, determined using the methodology
established by Caltrans for estimating the societal
cost of crashes and the established crash reduction
factor (CRF) for each type of bicycle facility. Note: A CRF for Class III facilities has not been established
due to a lack of research on the topic.

The following societal crash costs were used for costbenefit estimation purposes:1 ◊ Fatal & Severe Injury: $11,200,000
‹ Connectivity and Safety improvement: To what extent would the project improve connectivity in the City’s bicycle network by filling a gap, providing an improved bicycle facility, or providing a bicycle facility where none previously existed?
‹ Community support: Is the project supported by the community, based on public comments and input from stakeholders?
‹ Providing a Complete Network: How much, and how effectively, would the project expand the City’s bicycle network? ◊ Other Visible Injury & Complaint of Pain: $167,000
◊ Property Damage Only: $16,000
The following crash reduction factors (CRFs) were
used:2
◊ Class I Bicycle Path: 0.8
◊ Class II bicycle lane: 0.35
◊ Class III Bicycle Boulevard: 0.37
◊ Class III Bicycle Route: No CRF available
1 Source: Caltrans, Application of the Highway Safety Manual Methodology for Project Development, 2023 (https://dot.ca.gov/-/ media/dot-media/programs/design/documents/application-of-the-hsmmethodolgy-for-project-development_2023-03_final-a11y.pdf) 2 Sources: Caltrans, Local Road Safety Manual, Version 1.7, April 2024; Caltrans Report CA19-3180, Development of Crash Reduction Factors for Bicycle-Related Safety Countermeasures (https://rosap.ntl. bts.gov/view/dot/56816/dot_56816_DS1.pdf)

53 City of San Dimas - 2025 Citywide Bicycle Master Plan Update ‹ Estimated project cost. For planning purposes, the following approximate project costs were used:
◊ Class I bicycle path: $1,500,000 per mile
◊ Class II bicycle lane: $50,000 per mile (this estimate assumes that class II bicycle facilities will not be constructed as standalone projects but will be incorporated into regularly scheduled resurfacing projects; the estimate is intended to cover the additional cost of adding the class II facility beyond the cost of the regular resurfacing.)
◊ Class III bicycle route: $10,000 per mile
◊ Class III Bike Boulevard: $20,000 per mile
These planning-level cost estimates were developed based on research of the approximate cost of similar types of bicycle infrastructure projects in similar-sized cities in southern California during the 2022 to 2024 fiscal years. The primary reference sources were other cities’ capital improvement plans, bicycle master plans, and active transportation plans.

To prioritize projects, the factors listed above were assigned scores between 1 and 3 points as follows:
‹ Network expansion and connectivity improvement (measured by project length):
◊ Less than 0.5 mile: 1 point
◊ 0.5 to 1 mile: 2 points
◊ More than 1 mile: 3 points
‹ Estimated project cost:
◊ Under $10,000: 3 points
◊ $10,000 to $100,000: 2 points
◊ More than $100,000: 1 point
‹ Estimated project benefit: The reduction in estimated societal costs from crash reduction, calculated by multiplying the estimated 5-year cost of crashes by the crash reduction factor. Note: Crash reduction factors have not been established for Class III bicycle facilities.
◊ Over $1,000,000: 3 points
◊ Under $1,000,000: 2 points
◊ No measurable benefit (no crashes in the 5 years analyzed): 1 point Based on the above factors, the following section contains an Implementation Plan that prioritizes projects according to the number of points assigned. Projects are also organized into short-term (1-2 years) and long-term (3-5 years) time ranges as well as a non-constrained implementation plan for the next 10-15 years following the high-priority projects.

54 City of San Dimas - 2025 Citywide Bicycle Master Plan Update In addition to considering the prioritization metrics
described in the previous section, this Implementation
Plan organizes the Bicycle Master Plan projects into the following phases:

Short-term (1 - 5 years):
‹ Class III Bicycle Boulevards and Class III Bicycle
Routes in the central area of the City
Medium-term (5 – 10 years):
‹ Class II Bicycle Lanes in the central area of the City ‹ Class III Bicycle Routes and Class II Bicycle Lanes in the southern area of the City
Long-term (10 or more):
‹ Class I Shared Use Paths in the Puddingstone and
Via Verde areas
‹ Possible Class IV Bicycle Lanes in Downtown San
Dimas
The prioritized list of projects, organized by these
phases, is shown on the following page. The ranking
of projects serves as high-level guidance and does not
mean the City will necessarily implement each project in this order. Depending on circumstances, some projects
may be implemented sooner or later than what is
indicated on the list.

7.2. Implementation Plan

55 City of San Dimas - 2025 Citywide Bicycle Master Plan Update ID # Corridor Length
(miles) Proposed Facility Collisions (2019-2023)
Crash
Reduction
Factor
Estimated
Crash
Reduction
Benefit
Estimated
Project
Cost
Network
Expansion and
Connectivity
Score
Project Cost
Score
Project
Benefit
Score
Total
Prioritization
Score (higher
number =
higher priority)
Short-term Projects (1 - 5 Years)
BR-1 Amelia Ave from Allen Ave to Gladstone St 0.25 Class III Bicycle Route 1 N/A $3,000 1 3 1 5 BR-2 Gladstone St from Lone Hill Ave to Amelia Ave 0.04 Class III Bicycle Route 1 N/A $1,000 1 3 1 5 BR-3 Puddingstone Dr from Bonelli Park Entrance B to City Boundary 0.66 Class III Bicycle Route 1 N/A $7,000 2 3 1 6 BB-1 5th St from Amelia Ave to Walnut Ave 1.00 Class II Bicycle Boulevard 1 0.37 $4,144,000 $20,000 3 2 3 8 BB-2 Acacia St from Bonita Ave to Arrow Hwy 0.25 Class II Bicycle Boulevard 0 0.37 $5,000 1 3 1 5 BB-3 Amelia Ave from Gladstone St to 5th St 0.17 Class II Bicycle Boulevard 0 0.37 $4,000 1 3 1 5 BB-4 Commercial St from Cataract Ave to San Dimas Ave 0.25 Class II Bicycle Boulevard 0 0.37 $5,000 1 3 1 5 BB-5 E Juanita Ave from San Dimas Ave to San Dimas Canyon Rd 0.50 Class II Bicycle Boulevard 0 0.37 $10,000 2 2 1 5 BB-6 Eucla Ave from 5th St to Bonita Ave 0.35 Class II Bicycle Boulevard 0 0.37 $7,000 1 3 1 5 BB-7 Iglesia St from 5th St to Bonita Ave 0.34 Class II Bicycle Boulevard 0 0.37 $7,000 1 3 1 5 BB-8 Monte Vista Ave from 5th St to Commercial 0.34 Class II Bicycle Boulevard 0 0.37 $7,000 1 3 1 5 BB-9 Bonita Ave from Cataract Ave to Walnut Ave 0.50 Class II Bicycle Boulevard 2 0.37 $67,710 $10,000 2 2 2 6 BB-10 Walnut Ave from Allen Ave to Cannon Ave 1.62 Class II Bicycle Boulevard 0 0.37 $33,000 3 2 1 6 Medium-term Projects (5 - 10 Years)
SUP-4 San Dimas Ave (east side) from Bonita Ave to Railroad Tracks 0.08 Class I Shared Use Path (within City ROW at curb level) 0 0.80 $500,000 1 1 1 3 BL-1 Cienega Ave from Valley Center Ave to Arrow Hwy 1.22 Class II Bicycle Lanes 2 0.35 $116,900 $61,000 3 2 2 7 BL-2 Bonita Ave (east) from Walnut Ave to San Dimas Canyon Rd 0.50 Class II Bicycle Lanes 0 0.35 $25,000 2 2 1 5 BL-3 San Dimas Ave from Commercial St to Arrow Hwy 0.11 Class II Bicycle Lanes 1 0.35 $3,920,000 $6,000 1 3 3 7 BL-4 Lone Hill Ave from Las Colinas Way to Cypress St 0.98 Class II Bicycle Lanes 5 0.35 $239,400 $49,000 2 2 2 6 BL-5 San Dimas Ave (south) from Via Verde to Calle Liseta 0.58 Class II Bicycle Lanes 0 0.35 $29,000 2 2 1 5 BL-6 Via Verde from Camino Del Cerritos to CA-57 0.97 Class II Bicycle Lanes 1 0.35 $58,450 $49,000 2 2 2 6 BL-7 Bonita Ave (west) from Arrow Hwy to Acacia St 0.34 Class II Bicycle Lanes 2 0.35 $116,900 $17,000 1 2 2 5 BL-8 Eucla Ave from Bonita Ave to Arrow Hwy 0.23 Class II Bicycle Lanes 0 0.35 $12,000 1 2 1 4 BL-9 Via Verde from City Limits to Camino Del Sur 0.14 Class II Bicycle Lanes 0 0.35 $7,000 1 3 1 5 BL-10 Via Verde from Camino Del Cerritos to Camino Del Sur 0.25 Class II Bicycle Lane (westbound side) 0 0.35 $12,500 1 2 1 4 BR-4 San Dimas Ave from Calle Lisetta to San Dimas Ave (southside neighborhood loop) 1.12 Class III Bicycle Route 0 N/A $12,000 3 2 1 6 Long-term Projects (10 or more years)
SUP-1 Puddingstone Dr from San Dimas Ave to Raging Waters exit 0.21 Class I Shared Use Path (within existing curb-to-curb width) 0 0.80 $315,000 1 1 1 3
SUP-2 Puddingstone Dr from Raging Waters entrance to Bonelli Park Entrance B 0.42 Class I Shared Use Path (within existing curb-to-curb width) 0 0.80 $630,000 1 1 1 3
SUP-3 Via Verde (south side) from Camino Del Cerritos to Camino Del Sur 0.25 Class I Shared Use Path (within City ROW at curb level) 0 0.80 $375,000 1 1 1 3 Exhibit 43. Implementation Plan Page 65 – 66