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West Hollywood 
Bicycle Task Force  
  Report   
 
 
 
 
 
Recommendations to City Council 
 
 
 
 
 
 
November 21, 2011 
      Long Range & Mobility Planning Division 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
This page intentionally left blank. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

FORWARD 
 
In  many  communities  worldwide,  cycling  has  taken  a  front  and  center  role  in 
local  efforts  to  reduce  auto  congestion,  reduce  greenhouse  gas  emissions, 
enhance mobility and improve public health. Local governments are working to 
create  safer  cycling  environments  that  address  the  needs  of  all  different  user 
levels  –  the  experienced  and  confident  adult,  the  casual  and  cautious,  seniors 
and  children.  Cities  are  improving  bicycle  infrastructure  and  providing  bike 
facilities to get people out of their cars, onto their bicycles, and moving towards 
a healthier lifestyle. 
 
West Hollywood is well poised to make significant changes to its existing bicycle 
infrastructure.  The recently adopted General Plan 2035 and Climate Action Plan 
contains  goals,  policies  and  important  measures  designed  to  improve  mobility 
options and reduce traffic and greenhouse gas emissions. 
 
The  City  is  an  established  leader  in  sustainability.    West  Hollywood  community 
members have increasingly voiced their support of environmental sustainability. 
In  response,  the  City  of  West  Hollywood  adopted  a  ground  breaking  Green 
Building  ordinance,  and  soon  after  formed  an  Environmental  Task  Force  which 
published a report offering a numerous options for the City to follow.  
 
Bicycling  has  emerged  as  a  feasible  and  cost  effective  solution  that  can  reduce 
auto congestion and bring foot traffic to our local businesses.  
 
This  report  provides  yet  another  opportunity:  West  Hollywood  is  now  set  to 
usher in a new era in mobility, and to continue  to set an example for others to 
follow. 
 
 
Bicycle frames awaiting assembly for their new owners. Photo courtesy of the Bicycle Kitchen (Los Angeles) 
 
 
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TABLE OF CONTENTS    Page No. 
                   
 
 
I.             Introduction              3 
 
II.     Findings and Recommendations         5 
 
III.   Next Steps              15 
 
IV.   Proposed Bicycle Infrastructure Map        17 
 
V.   Recommendations Summary Table        18 
 
VI. Subcommittee Members          21 
 
VII.  Glossary              22 
 
VIII.  Appendix A:  Scope of Work          24 
 
IX. Appendix B: Subcommittee Reports        25 
     
i. Infrastructure           28 
ii. Safety & Education           55 
iii. Programs/Implementation/Funding      79 
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INTRODUCTION 
 
When  the  Bicycle  Task  Force  (BTF)  was  created  in  November  2010,  the  City  was  in  the  final 
stages  of  its  first  comprehensive  General  Plan  update  since  the  establishment  of  the  City  in 
1984.  The  General  Plan  update  included  a  multi‐year  outreach  effort  to  gather  input  from 
community stakeholders.  Staff heard from the community on  many issues during this outreach 
process and improving traffic and mobility was consistently voiced as one of the leading goals.  
 
Inspired by these voices from the community and a nationwide trend, City Council directed the 
creation of the West Hollywood BTF. The BTF is comprised of 18 members, representing a wide 
spectrum of community interests, and representation from City commissions.  
 
 
Bicycle Task Force Members 
David Aghaei 
John Adler 
Alan Bernstein 
Kevin Burton 
Irwin Chodash 
Chris Clarkin 
Ron Durgin 
Elyse Eisenberg 
Rob Goubeaux 
Stacey Jones 
Brad Keistler 
Ryan Leaderman 
Tess Lotta 
Taylor Nichols 
Victor Omelczenko 
Alison Regan 
Scott Van Sooy 
Stephen Wayland 
The  Bicycle  Task  Force  was  charged  with  preparing  a  range  of  recommendations  to  improve 
bicycle  mobility  throughout  the  City,  and  to  develop  recommendations  for  community 
education  on  bicycle  safety.  The  BTF  met  over  a  period  of  12  months  to  discuss  how  to  best 
implement a bike program in West Hollywood.   Specific goals established by the City Council for 
the BTF included:  
 
1. Learn and duplicate best practices from other cities with successful bike programs; 
2. Identify  local  routes  for  various  types  of  bike  lanes  to  expand  and  modify  existing 
routes; 
3. Educate the community on cycling and pedestrian safety.  
 
This  report  summarizes  the  BTF  recommendations  which  are  included  in  their  entirety  as 
Appendix  B.      The  City  Council  prepared  a  list  of  goals  for  the  BTF  that  included  learning  best 
practices  in  bicycle  transportation,  and  to  develop  of  a  series  of  specific  recommendations  for 
improving  bicycle  facilities,  education,  safety,  and  programming  in  the  City  of  West  Hollywood 
(Appendix A). 
 
An important educational component of the BTF was listening to the presentations given by City 
staff  and  leaders  in  the  bicycle  planning  community  regarding  best  practices  and  community 
efforts  within  West  Hollywood  and  within  other  communities.  The  BTF  heard  presentations 
from  experts  in  the  field,  addressing  topics  on  bicycle  transportation,  funding  sources,  bicycle 
safety,  local  and  regional  bicycle  projects,  and  non‐profit  organizations.    These  presentations 
provided  subcommittees  with  valuable  background  information  on  which  to  thoughtfully  and 
knowledgeably  base  their  recommendations.    The  BTF  hosted  presentations  by  the  following 
individuals: 
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Alan Thompson ‐   Senior Regional Planner, Southern California Area Governments 
Helen Collins  ‐  Senior Administrative Analyst, City of West Hollywood Public Facilities 
Division 
Ryan Snyder  ‐  President, Ryan Snyder and Associates 
Alexis Lantz ‐    Planning and Policy Director, Los Angeles County Bicycle Coalition 
Harlan Flagg ‐   Owner, Hollywood Electrics, West Hollywood 
Danny Roman ‐  Owner, Bikes and Hikes, West Hollywood 
Anthony Jusay ‐   Transportation Planning Manager Bike Program, METRO 
Rye Baerg ‐     Administrative Intern, METRO 
Michelle Mowery ‐  Senior Project Coordinator, Bicycle Outreach and Planning, LADOT 
Ken Yanecko ‐  Deputy, BEAR Program, Los Angeles County Sheriff’s Department 
 
The Task Force formed three subcommittees to focus discussion on specific topics:    
 
 Infrastructure 
 Safety and Education  
 Programs/Implementation and Funding 
 
The subcommittees were responsible for 1) establishing goals to organize their subcommittee’s 
activities  and  2)  identifying  and  prioritizing  appropriate  changes  to  improve  cycling  in  West 
Hollywood. 
 
 
Goals 
 
Four primary goals were identified by the BTF: 
 
1. Enhance cycling as a safe, healthy and enjoyable form of transportation and 
recreation; 
2. Increase the number and types of cyclists who commute in and through the 
City; 
3.   Reduce auto congestion throughout the City; and
4. Provide infrastructure improvements to increase safety and connectivity. 
Organization of the Report 
This report contains a summary of the Bicycle Task Force recommendations.  The Subcommittee 
Recommendations  Table  (Page  20)  lists  objectives,  actions,  and  recommended  timeframes  for 
selected  subcommittee  recommendations.    The  full  individual  subcommittee  reports  produced 
by the BTF, as well as the BTF Proposed Bicycle Infrastructure Map (page 19), provide extensive 
background  information  and  details  specific  locations,  best  practices,  and  suggested  priorities 
for implementation. Appendix B contains the three subcommittee reports, Section VII contains a 
glossary of terms, and Appendix A contains the BTF scope of work.  
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FINDINGS AND RECOMMENDATIONS 
 
 
During  the  past  few  years  various  City  policy  documents  have  identified  the  need  to  improve 
bicycle  infrastructure  and  safety.  The  Environmental  Task  Force  concluded  in  its  2008  report 
that  the  City  should  create  bicycle  priority  streets  and  update  the  Zoning  Ordinance  with 
regulations that address  bicycle facilities and safety. The  General Plan 2035 and Climate Action 
Plan  also  include  policies  and  programs  to  guide  the  City  towards  becoming  a  bicycle‐friendly 
destination. The BTF recommendations build on existing and past City efforts, such as the 2003 
West  Hollywood  Bicycle  and  Pedestrian  Mobility  Plan,  to  reduce  auto  congestion,  increase 
bicycle  ridership,  and  make  West  Hollywood  a  more  sustainable  and  environmentally  friendly 
city.  West  Hollywood  is  a  dense,  built‐out  city  and  is  well  poised  to  embrace  multi‐modal 
transportation  to  alleviate  auto  congestion,  provide  mobility  options  and  to  improve  quality  of 
life, as well as public health.   
 
 
 
 
 
 
 
 
 
Whenever I see an adult on a bicycle,  
I have hope for the human race. 
 
‐ H.G. Wells
Many  of  the  recommendations  contained  in  this  report  are  ambitious  and  will  require 
collaboration from the various user groups that share the City’s streets to implement.  In order 
to implement these recommendations they would have to be brought in line with the directives 
of  the  General  Plan  and  the  2003  Bicycle  and  Pedestrian  Mobility  Plan  would  have  to  be 
updated.   
 
 
 
 
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West Hollywood can accommodate pedestrians, bicyclists, transit users, motorists, children, the elderly, and the 
disabled in City streets. 
 
 
→Infrastructure Subcommittee 
 
The  Infrastructure  Subcommittee’s  recommendations  have  the  potential  to  create  the  most 
visible  physical  changes  to  the  urban  landscape  of  the  City.    The  Infrastructure  Subcommittee 
proposes  modifications  to  several  key  West  Hollywood  streets  to  create  new  bike  lanes  and  to 
create  bicycle‐friendly  streets  throughout  the  City.    All  suggested  roadway  improvements  are 
illustrated  in  the  Proposed  Bicycle  Infrastructure  Map,  page  19.    In  addition,  the  Infrastructure 
Subcommittee  recommends  upgrading  existing  bicycle  markings,  signage  and  other  graphics; 
expanding  bicycle  parking  options;  installing  bicycle  boxes  at  intersections;  employing  reverse 
angle parking, and creating bicycle friendly channels at existing traffic barriers. 
 
Successful  implementation  will  require  community  outreach  and  education  and  would  be  an 
integral  component  of  the  City’s  efforts  to  implement  some  of  the  more  significant  bicycle 
infrastructure improvements. Bicycle education will also be very important as more people turn 
to  bicycling  as  a  mode  of  transportation.  The  Infrastructure  Subcommittee  recommendations 
should  be  implemented  in  conjunction  with  those  outlined  in  the  Bicycle  Education  and  Safety 
section.  
 
 
 
 
 
 
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The Infrastructure Subcommittee recommendations refer to three standard types, or classes, of 
bike lanes as summarized in the following table. 
 
Class I: 
Protected 
Bike Lane 
Provides a completely separated right of 
way for the exclusive use of bicycles and 
pedestrians with cross‐flow from vehicles 
minimized. Typically separated with 
barrier such as medians or plastic 
bollards.
 
Class II: 
Unprotected 
Bike Lane 
Provides a striped lane for bicycle travel 
on a street or roadway.  
 
Class III:  
Bike Route 
w/Sharrows 
Provides for shared use with bicycle or 
motor vehicle traffic on streets and 
roadways: route signage and wayfinding, 
loop detection systems at controlled 
intersections, increased road surface 
standards for smoother cycling, and 
sharrow graphics indicating that drivers 
and cyclists must share the lane.
 
 
 
Additional Bicycle Friendly roadway applications include: 
 
Bicycle‐
Friendly 
Streets: 
Bicycle friendly streets or boulevards in 
general carry less vehicle traffic and are 
typically located on residential streets 
and feature infrastructure such as curb 
extensions, chicanes, sharrows and traffic 
circles to serve the dual purpose of 
increasing bike and pedestrian safety 
while reducing cut‐through traffic. 
 
 
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Bicycle Boxes: 
Bicycle boxes are painted areas (usually 
green) that identify where cyclists should 
wait at intersections in front of motorists 
to increase their visibility to motorists. 
Green Conflict 
Stripe: 
A transition area where conflict may 
occur. This may be a solid stripe near a 
right turn lane, or green zebra striping as 
pictured. 
 
Key Roadway Priorities 
The following are the Infrastructure Subcommittee’s main priorities for five key locations in the 
City’s street  network.   Additional improvements are also shown on the Proposed Bicycle  Route 
Map (page 19) 
 
 Fountain Avenue 
Road Diet 
o Transform the four‐lane street into a three‐lane  configuration with a dedicated 
center turn lane to calm traffic and allow for installation of a Class II striped bike 
lane  to  provide  better  non‐motorized  access  to  Plummer  Park  as  well  as  the 
small  commercial  portion  of  Fountain  Avenue  near  Hayworth  Avenue.  The 
proposed  restriping  changes  on  Fountain  Avenue  correspond  with  the  changes 
outlined for the Los Angeles portion of Fountain Avenue shown in the City of Los 
Angeles  five‐year  Bike  Plan,  and  correspond  with  Los  Angeles’  land 
configuration. 
o A road diet (see glossary) is recommended to accommodate a striped bike lane 
and to shorten crossing distances for pedestrians.  
 
 San Vicente Boulevard 
The recommended bicycle improvements along San Vicente Boulevard coincide with the 
recent  completion  of  the  new  West  Hollywood  Library  and  the  completion  of  the  new 
Red Building of the Pacific Design Center.  
o Between Santa Monica Boulevard and Beverly Boulevard, install and/or upgrade 
the existing Class III bikeway to a Class II striped bike lane to connect numerous 
activity areas and create a major north‐south bicycle route.  
o From  Sunset  Boulevard  to  Santa  Monica  Boulevard,  upgrade  the  Class  III  bike 
lane to a Class II bike lane in the northbound/uphill direction while maintaining 
the existing Class III bike lane in the southbound/downhill direction.  Connect to 
existing bike lanes on Santa Monica Boulevard.  
o Remove one lane of traffic and add a center turn lane to expand the sidewalk on 
each side of the street from Sunset to Santa Monica Boulevard only. 
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 Vista and Gardner Streets 
This  wide  residential  street  segment  traverses  Santa  Monica  Boulevard,  with 
Gardner  Street  to  the  north  and  Vista  Street  to  the  south.  This  north/south  street 
segment spans from Fountain Avenue to Romaine Street. 
o Install  a  Class  II  striped  bicycle  lane  with  reverse  angled  parking  (See  glossary).  
No removal of parking. 
 
 Fairfax Avenue 
o Install  a  striped  Class  II  protected  bike  lane  on  Fairfax  Avenue  between  Sunset 
Boulevard  and  Willoughby  Avenue.  This  would  create  a  north‐south  route 
through  the  City  that  would  serve  the  east  end  of  West  Hollywood.  It  would 
connect  to  the  existing  Class  III  bike  route  on  Sunset  Boulevard,  the  proposed 
Fountain  Avenue  bike  lane,  and  to  the  proposed  bike  lanes  on  the  eastern 
segment of Santa Monica  Boulevard. The bike lane  would improve connections 
to  nearby  commercial  destinations  such  as  The  Grove  and  Farmer’s  Market,  as 
well as to nearby schools.   
o A road diet (see glossary) is recommended to accommodate a striped bike lane 
and to shorten crossing distances for pedestrians.  
 
 Santa Monica Boulevard 
Santa Monica Boulevard is a major arterial in the greater Los Angeles area and must 
balance  all  travel  modes  with  care.  Currently  many  cyclists  traverse  the  existing 
bicycle  lane  on  the  Boulevard,  which  is  an  inconsistent  route,  that  varies  from  bike 
lane to sidewalk creating a circuitous travel pattern impeding both pedestrian safety 
and  vehicle  flow.  The  high  pedestrian  and  automobile  volumes  on  Santa  Monica 
Boulevard  require  careful  planning  of  bicycle  lanes  and  pedestrian  facilities  to 
minimize  potential  conflict  areas.  Some  of  the  more  ambitious  recommendations 
included  will  require  outreach,  further  study  for  feasibility  and  collaboration  with 
the business community to implement.  
o East  side:  Install  new  Class  II  bike  lanes  between  La  Brea  Avenue  and  Vista‐
Gardner  Streets.  Remove  parking  spaces  and  passenger  loading  zones  to 
accommodate  the  bike  lane.  A  striped  bike  lane  in  each  direction  on  Santa 
Monica Boulevard will connect with proposed City of Los Angeles bicycle lanes.  
o Mid‐City:  Remove  metered  on‐street  parking  in  certain  segments  of  the 
Boulevard to allow for new Class II bike lanes. 
o West side:  Extend Class II striped bike lanes from Almont Drive to Doheny Drive 
at  the  City’s  boundary.  This  will  allow  for  an  uninterrupted  bicycle  connection 
from  the  western  boundary  with  Beverly  Hills  through  to  the  eastern  border 
with Los Angeles. 
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Bicycle‐Friendly Design Elements 
The design and improvement of the public right of way, including sidewalks, parking for cars and 
bicycles,  travel  lanes,  and  signage,  is  a  critical  component  of  creating  a  bicycle‐friendly 
community.  Appropriate amenities can make bicycling more convenient, comfortable, and safe 
for commuters and recreational cyclists, and improve the quality of life on our urban streets and 
neighborhoods.    The  Bicycle  Task  Force  recommends  that  the  City  seek  to  incorporate  the 
following  design  elements  as  part  of  a  comprehensive  approach  to  improving  the  bicycle 
network. 
 
 Bicycle markings, Signage and Graphics 
Install citywide to increase visibility of bicycles for both vehicles and pedestrians and 
help to better organize the behavior of cyclists.  
 Bicycle Boxes 
Bicycle  boxes  allow  for  bicyclists  to  get  ahead  of  traffic  and  into  the  drivers  sight 
line, while providing an additional buffer between pedestrians and vehicles.  
 Bicycle Parking 
Install  bicycle  corrals,  bike  racks,  and  replace  old  parking  meters  with  bicycle  racks 
as  feasible.  The  Task  Force  also  recommends  creating  new  Zoning  Ordinance 
standards  for  bicycle  parking  (See  full  Infrastructure  subcommittee  report  for 
details, Appendix B, section i). 
 Reverse Angled Parking 
Reverse  angled  parking  greatly  improves  the  safety  of  cyclists  without  loss  of 
parking.    The  automobile  reverses  into  an  angled  parking  space  which  allows  for  a 
good  sight  line  when  exiting,  allows  for  people  to  exit  the  car  with  direct  access  to 
the  sidewalk  or  public  right‐of‐way  without  exposing  them  to  traffic.    Bike  lanes 
would be striped between the reverse parking and the street. 
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 Bicycle Channels 
A  bicycle  channel  is  a  roadway  that  is  blocked  to  vehicular  traffic  but  allows  for 
passage  of  bicycles  and  pedestrians.  They  are  devices  that  reduce  traffic  and 
increase  pedestrian  and  bicycle  safety.  The  standard  passage  width  recommended 
passage is 48 inches.  
 
 
In addition to the major infrastructure street improvements recommended by the BTF, Class II 
and III bike lanes (sharrows), and bicycle friendly route designations are recommended in the 
following areas: 
 
Additional Long Term Bicycle Lane Improvements (refer to map) 
Class II 
Holloway Dr (unprotected), Sweetzer Ave 
(unprotected) from Fountain Ave to Santa 
Monica Blvd, Robertson Blvd (unprotected) 
from Santa Monica Blvd to Beverly Dr, La 
Brea Ave (unprotected) 
Class III (Sharrows) 
Sherwood Dr – Huntley  Dr – Melrose Ave, 
Almont Dr, Cynthia St, Sunset Blvd, 
Melrose Ave, Palm Ave 
Bicycle Friendly 
Romaine St, Norton Ave, Almont Dr, 
Rosewood Ave, Edinburgh Ave, Sweetzer 
Ave from Santa Monica Blvd to Willoughby 
Ave, Formosa Ave, Laurel Ave, and Orlando 
Ave, from Holloway Dr via Westmount Dr 
and Westbourne Dr to Santa Monica Blvd 
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→ Bicycle Education and Safety Subcommittee 
The  objectives  of  the  BTF  recommendations  are  to  create  and  develop  a  robust  bicycle 
community;  to  make  West  Hollywood  a  destination  for  cyclists,  not  a  shortcut;  and  to  seek 
opportunities  for  bicycle  accessibility  and  bicycle  safety  education.  Promoting  the  benefits  of 
cycling  to  the  community  as  cycling  can  improve  mobility,  public  health,  and  support  our 
business community by bringing much needed “foot” traffic to our streets. 
 
The recommendations from the  Education and  Safety Subcommittee focused  on programmatic 
improvements  primarily  stemming  from  the  2003  West  Hollywood  Bicycle  and  Pedestrian 
Mobility  Plan.  The  2003  Plan  provides  the  City  with  numerous  recommendations  to  increase 
public  awareness,  education  and  promotional  opportunities  that  can  increase  the  safety  of  the 
bicyclist  and  boost  ridership.  The  Safety  and  Education  subcommittee  recommendations 
highlight the need to update and fully implement the 2003 Bicycle & Pedestrian Mobility Plan to 
improve bicycle safety. 
The Six E’s – The following is commonly used in the bicycle community as the basic tenets of 
a strong bicycle program: 
 
1. Encouragement – Educating by means of fun, supportive and engaging programs.   
2. Enforcement ‐ Low‐cost/high‐benefit, enforcement can increase bicycle mode share and 
reduce injuries and fatalities. 
3. Engineering  –  Install  striping  and  standard  bicycle  infrastructure  such  as  signage, 
pavement markings and signals to increase connectivity on all bike corridors.   
4. Evaluation  –  Create  transparency  and  accountability  in  implementing  Task  Force 
recommendations, along with other city policy documents with bike related goals. 
5. Education  –  The  bicycle  is  subject  to  the  same  rules  of  the  road  as  the  automobile.  
Educating the community about the rules of the road is a critical piece of the larger goal 
of increasing bicycle commuting and recreational cycling. 
6. Equity – Seek to reach underrepresented groups. 
 
 
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The subcommittee recommends full implementation of this document as well as the following: 
 Make  community  outreach  on  bicycle  safety  a  priority.  Encourage  cycling 
through education for its environmental and social benefits. 
 Encourage bicycling to all City events, and provide services such as bike valets. 
 Incentivize  bicycle  commuting  by  City  employees  and  provide  adequate  bicycle 
storage. 
 Attract  new  riders  by  sponsoring  first  time  rider  events,  and  organized 
night/weekend rides. 
 Encourage businesses to become more bicycle friendly and promote the League 
of American Bicyclist’s Bicycle Friendly Business program. 
 Develop a program to increase the safety of school children and improve access 
to schools. 
 Add bicycle education as a condition of approval for all Conditional Use Permits. 
 Gain  support  from  the  City  for  development  of  a  permanent  non‐profit  bicycle 
repair  and  educational  organization,  a  permanent  Bicycle  Advisory  Committee 
and a Bicycle Coordinator position, or assign a lead staff member at City Hall. 
 Participate in a partnership with a private sector bicycle rental company and/or 
bicycle sharing program, now common in many American cities and widespread 
in  Europe.  Bicycle  sharing  is  an  opportunity  to  connect  City  neighborhoods  by 
citing bicycle kiosks throughout the City for short trips. 
 Creation  of  a  new  Bicycle/Pedestrian  Coordinator  position  for  the  City  is 
recommended to align West Hollywood’s efforts with other cities in the region, 
such  as  Long  Beach  and  Los  Angeles.  The  coordinator  would  be  tasked  with 
overseeing all bicycle/pedestrian projects in the City and implementation of the 
BTF recommendations. 
Cycling events are a fun way to support a good cause, and also increase the confidence level of riders. 
 
13
→Programs/Implementation & Funding Subcommittee 
The  Programs/Implementation  &  Funding  Subcommittee  provided  a  list  of  criteria  for  ranking 
bicycle  projects  and  strategies  to  help  implement  recommendations.  This  subcommittee 
encourages  the  City  to  pursue  all  funding  available  from  both  state  and  federal  programs  help 
fund bicycle and pedestrian related improvement projects.   
 
Many  of  the  newly  proposed  recommendations  of  the  Task  Force  are  already  being 
implemented by the City’s Long Range Planning and Mobility Division, including the following: 
 Bike valet at the West Hollywood Book Fair;  
 Support of new West Hollywood Bicycle Coalition; 
 Participation with regional agencies on bicycle planning efforts; 
 Obtained  grant  funding  from  OTS  to  fund  a  joint  bicycle  education  program 
between West Hollywood, Burbank and Santa Monica; 
 Coordination of efforts with the Westside Council of Governments (COG); 
 Working with existing projects to improve bicycle parking.  
 
In  Appendix  B,  (section  iii.)  the  Programs/Implementation  &  Funding  subcommittee  lists  five 
competitive  grant  funded  programs  as  well  as  their  application  timelines  to  aid  in  preparing 
for grant application deadlines.  The five main recommended grant types are: 
1. Federal Highway Safety Improvement Projects (HSIP) 
2. Office of Traffic Safety (OTS) 
3. Metro Call for Projects (CFP) 
4. State Legislated Safe Routes to Schools (SR2S) 
5. Federal Safe Routes To Schools (SRTS) 
 
In  addition,  the  report  contains  various  funding  source  opportunities,  as  well  as  key  contacts, 
project  eligibility  requirements,  and  local  financial  matching  requirements.  Finally,  it  contains  a 
list of online resources.  
 
The subcommittee’s recommendations outline a process in which the City can prioritize, fund 
and implement programs to develop bicycle infrastructure facilities, improve the safety of 
bicyclists and pedestrians, and educate motorists and cyclists on their rights and responsibilities 
in sharing the public roadways.  Therefore, one of the ways short term goals for the City could 
be achieved would be to create a Bicycle/Pedestrian Mobility coordinator. 
 
A commuter loads his bike onto a Santa Monica Blvd bus on Bike‐to‐Work Day 
14
West  Hollywood  is  already  recognized  as  one  of  the  most  walkable  cities  in  California  by 
walkscore.com.    As  a  pedestrian‐friendly  city,  West  Hollywood  is  well  positioned  to  build  upon 
its success in pedestrian mobility by taking steps to promote cycling, and evolve into a model of 
what can be accomplished through thoughtful, multi‐modal planning. 
 
The  BTF  Programs/Implementation  Subcommittee  created  a  ranking  system  in  their 
subcommittee  report  to  determine  project  priorities  and  to  assign  realistic  timelines  for 
implementation.  The  ranking  system  is  intended  for  use  by  the  City  of  West  Hollywood.  For 
example,  infrastructure  projects  within  each  scheduling  category  can  be  ranked  on  a  weighted 
point system using a 10‐point scale system, that considers cost effectiveness the most important 
and degree of difficulty the least   

 
 
 
NEXT STEPS 
 
 
1. Cost effectiveness 
2. Funding availability (local discretionary funding or grant funding) 
3. Timing with other related improvements 
4. Connects to, or serves an existing or proposed bicycle facility 
5. Potential for reducing bicycle accidents and improving safety 
6. CEQA approvals 
7. Connections  to  parks,  libraries,  recreational  facilities,  schools  and  employment 
centers 
8. Type of facility (Class I, Class II, Class III, racks, lockers, etc) 
9. Support by the community/political feasibility  
10. Degree of difficulty/complexity to implement or install  
Effective implementation of the recommendations provided in this report will require a series of 
coordinated tasks led by the City and its community stakeholders with continued participation in 
regional  bicycle  planning  efforts.  Integration  of  the  BTF  recommendations  into  City  work  plans 
will  involve  further  study;  cost  impacts,  approval  of  each  project  separately  or  in  small  groups, 
funding and engineering cooperation and guidance.   
 
As directed by the General Plan 2035 and influenced by the BTF recommendations, updating the 
2003  Bicycle  &  Pedestrian  Mobility  Plan  is  recommended  to  use  as  a  guide  for  future  bicycle 
planning.      Implementation  of  the  recommendations  would  need  to  consider  each  project  in 
context of a comprehensive approach that reviews all aspects of a proposed project. 
 
   
 
15
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2
0
SUBCOMMITTEE MEMBERS 
 
 
 
Infrastructure Subcommittee 
Taylor Nichols (Subcommittee Chair) 
Alan Bernstein (Planning Commission) 
Brad Keistler  
Ryan Leaderman    
Alison Regan 
Scott Van Sooy  
Stephen Wayland (Transportation 
Commission) 
 
Safety & Education Subcommittee 
Stacey Jones (Subcommittee Chair) 
Chris Clarkin (Public Safety Commission) 
Elyse Eisenberg (Public Facilities 
Commission) 
Rob Goubeaux 
Tess Lotta 
 
 
Programs/Implementation & Funding 
Subcommittee 
Ron Durgin (Subcommittee Chair) 
John Adler  
Kevin Burton 
Irwin Chodash 
Victor Omelczenko 
 
A bicycle kitchen provides an opportunity to promote safe cycling, teach bicycle maintenance, and fosters a cycling 
community. Photo courtesy of the Los Angeles Bicycle Kitchen. 
21
GLOSSARY 
 
 
AASHTO  American  Association  of  State  Highway  and  Transportation 
Officials. 
 
ADA        Americans with Disabilities Act. 
 
ADT        Average Daily Traffic. 
 
Bicycle network     Shared‐use paths, bicycle lanes, bicycle routes, wide shoulders,  
        and sometimes sidewalks. 
 
Bicycle Facilities/ 
Infrastructure  Shared‐use  paths,  bicycle  lanes,  bicycle  routes,  wide  shoulders, 
sidewalks plus all other bicycle support facilities such as bicycle 
storage, lockers, crossing treatments, and street markings. 
 
Bikeway  Shared‐use path, bicycle lane, bicycle route, or wide shoulder. 
 
Bicycle storage  Bicycle  racks,  locker,  or  other  location  for  safety  and  securely 
storing bicycles. 
 
BID  Business Improvement District. 
 
BTA  California Bicycle Transportation Act.  
 
CA MUTCD  California Manual on Uniform Traffic Control Devices. 
 
Caltrans  California Department of Transportation. 
 
CEQA  California Environmental Quality Act. 
 
Class I/Shared‐Use Path  Provides  a  completely  separated  right  of  way  for  the  exclusive 
use  of  bicycles  and  pedestrians  with  cross‐flow  from  vehicles 
minimized. 
 
Class II/Bike Lane  Provides a striped lane for one‐way bicycle travel on a street or 
roadway. 
 
Class III/Bike Route  Provides  for  shared  use  with  bicycle  or  motor  vehicle  traffic  on 
streets and roadways. 
 
Conditional Use Permits  A permit issued by the City that contains conditions of approval. 
This type of permit is often used for uses that may have impacts 
on  the  community  ‐  such  as  hotels,  bars,  and  restaurants  with 
alcohol. 
22
 
Facilities  Shared‐use  paths,  lanes,  routes,  sidewalks,  bicycle  storage, 
lockers,  showers,  crosswalks,  street  furniture,  bike  sharing 
kiosk, and other bicycle amenities. 
 
LAB  League of American Bicyclists. 
 
Mode split or mode share  Percentage  of  people  who  choose  to  take  different  forms  of 
transportation, such as walking, bicycling, transit or driving. 
 
Multi‐modal  Various  forms  of  transportation  including,  walking,  bicycling, 
transit, as well as by automobile or other forms. 
 
MUTCD  National Manual on Uniform Traffic Control Devices. 
 
OTS  Office of Traffic Safety. 
 
Pedestrian  Someone who travels by foot or by wheelchair. 
 
Reverse Angle Parking  Also  known  as  back‐in  angled  parking,  this  parking  design 
requires  vehicles  to  back  into  angled  parking  spaces,  improving 
safety for cyclists and pedestrians. 
 
Road Diet  The  narrowing of a wide roadway by either  eliminating a  travel 
lane  and/or  reducing  lane  width  to  calm  auto  traffic  and/or 
accommodate a bicycle lanes or pedestrian enhancements. 
 
Routes  Shared‐use paths, lanes, and sidewalks. 
 
SAFETEA  Safe Accountable Efficient Transportation Equity Act. 
 
Sharrow  A  Street  marking  indicating  a  route  that  is  shared  between 
vehicles and bicycles in the same right of way.  
 
VMT  Vehicle Miles Travelled. 
 
 
 
 
 
 
 
 
 
23
 
APPENDIX A 
BICYCLE TASK FORCE SCOPE OF WORK 
 
 
CITY OF WEST HOLLYWOOD
SCOPE OF SERVICES
WEST HOLLYWOOD BICYCLE TASK FORCE
Task 1: Coordinate with City staff
 Review goals & objectives
 Refine work scope and schedule
 Form subcommittees
Task 2: Facilitate Task Force Meetings
 Review current policies and practices
 Review 2003 Bicycle and Pedestrian Mobility Plan
 Collect and review current available data
 Identify existing facilities/infrastructure
 Review regional bicycle infrastructure
 Review nearby cities’ current bicycle infrastructure and plans
Task 3: Identify and Evaluate Potential Options
 Identify current and future deficiencies
 Identify and evaluate potential improvements and programs
 Identify implementation strategies
Task 4: Recommendations to the City Council
 Prepare report of BTF findings and evaluations
 Prepare report of BTF recommendations
 Present findings to City Council
 
 
 
 
 
 
 
 
 
 
 
24
 
APPENDIX B 
SUBCOMMITTEE REPORTS 
 
 
 
   
i. Infrastructure           28     
ii. Safety & Education           55 
iii. Programs/Implementation/Funding      79
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

25
26
Appendix B, Secton 2
August 2, 2011

Bicycle Task Force Ìnfrastructure Subcommittee
Taylor Nichols
Scott Van Sooy
Alison Regan
Ryan Leaderman
Brad Keistler
Stephen Wayland
Alan Bernstein

!
!
!"##$%&'()'*+,(##+-.$/0(-1

»
Implement Bicycle InIrastructure improvements per the route map, with
highest priority given to:
1.
Fountain Avenue
2.
San Vicente Boulevard
3.
Santa Monica Boulevard
4.
FairIax Avenue
5.
Vista-Gardner Streets
»
Remaining Goals
»
Implement improved bicycle inIrastructure markings, signage, and other
graphics
»
Expand bicycle parking
»
Install bicycle boxes
»
ModiIy angled parking to reverse angle parking
»
Create bicycle Iriendly channels` at existing traIIic barriers
»
Develop partnership Ior bike rentals, tours, and sharing to expand access to
bicycling
»
Create position oI Bicycle or Mobility Coordinator similar to positions in
Long Beach and Los Angeles to oversee and Iacilitate implementation oI
BTF recommendations

2/3+%'4//$,3#+-/1
'
Map oI existing and proposed inIrastructure improvements
DeIinitions


Appendix B, Secton i
Infrastructure subcommIttee
26
l'Every time I see an adult on a bicycle, I no longer despair for the future of the human race"
- H. G. WeIIs

Ìncreasing auto traffic has an inverse effect on the amount of foot traffic in a community.
According to the 2009 National Household Travel Survey, 41% of all trips from home are less
than two miles. Ninety-eight percent of those trips are in a car. "Errandsville¨ is the two mile
radius around one's home base where commuting by bicycle is often easier, cheaper and faster
than starting a car. The tortoise beats the hare.

The City of West Hollywood is 1.9 square miles.

Air pollution, noise pollution, traffic congestion, parking, energy dependence and obesity are
problems that face many communities today... including the City of West Hollywood.

'What is striking about biking is not that it solves any particular problem but, instead, that it is
part of the solution to several.
- J. Harry Wray

The West Hollywood Bicycle Task Force represents a commitment by the City to improving our
community. A move away from the auto-centric approach of the past and toward a sustainable
transportation system which supports motor vehicle use, but also enables safe use of streets by
other modes of transportation, such as bicycling, walking, and mass transit.

The goals of the Task Force are to increase, improve and enhance bicycling in West Hollywood
as a safe, healthy and enjoyable form of transportation and recreation. These goals can be
achieved by making the streets safe to ride a bike, thus increasing the number and types of
cyclists who commute in and through the City from Plumber Park to the Pacific Design Center.

Fear is the number one reason people give for not riding bicycles. When an automobile traveling
at 40 miles per hour hits a pedestrian or cyclists it kills that person 85% of the time, if traffic is
calmed to 20 mph the death rate falls dramatically to five percent according to the NHTS.

A three percent reduction in traffic can result in a 30% reduction in traffic congestion. Cities from
London to Long Beach are realizing the economic and social benefits of moving people from
cars to bikes. Ìncreasing bicycle infrastructure: bike paths, bike lanes, more and safer parking
and educating the public, cyclists and drivers alike, to the benefits of sharing the road are the
methods they use. Their Best Practices have been modified to suit West Hollywood.

Cycling is a freedom of choice of transportation and civic leaders have a responsibility to
support and protect all road users. Below are the BTF Ìnfrastructure recommendations.

'If you build it, they will come."
- Voice in the corn fieId from a Kevin Costner movie

Appendix B, Secton i
27
Fountain Avenue
From La Cienega Boulevard to La Brea Avenue

Fountain Avenue is currently a major thoroughIare through West Hollywood.
The lane conIiguration oI this street is inconsistent in the City, changing Irom
1 to 2 and back again. There is no leIt turn lane at most oI the intersections, so
motorists are constantly weaving in and out oI lanes to avoid leIt-turning vehicles,
and traIIic backs up behind those same vehicles. This corridor has also seen an
increase in traIIic volumes with high vehicle speeds during many parts oI the day.

The West Hollywood Bicycle TaskIorce proposes to increase the number and
types oI bicyclists who bicycle in the City; provide connectivity with existing,
proposed and reasonably Ioreseeable bike improvements; and make the City oI
West Hollywood a bicycle Iriendly community. ThereIore, the Bicycle Task Force
proposes the Iollowing Ior Fountain Avenue Irom La Cienega Blvd. to La Brea
Blvd:

Converting Fountain Avenue Irom a 4-lane to a 3-lane conIiguration with
a dedicated center turn lane to calm traIIic and installing Class II protected
bike lanes.

This plan will not only take more cars oII the road as residents can make short
trips by bicycle, it will also make motorists saIer by eliminating the hazards
created by stopped vehicles in a thru-lane waiting to turn leIt and calming the
traIIic to more appropriate and saIe speeds.

Moreover, bike lanes on Fountain Avenue will oIIer critical connectivity in the
City`s bicycling inIrastructure by allowing an alternate route to Santa Monica
Blvd. where the bike lanes terminate on the east side. This proposal also mirrors
the Los Angeles 5-year bicycle plan Ior bike lanes on Fountain Avenue in Los
Angeles.

In addition, with the proposal to provide bike lanes on Sweetzer linking Santa
Monica Blvd and Fountain, the bike lanes on Fountain will close the gap in the
City`s east-west bike lane inIrastructure, allowing continuous bike travel through
the entire length oI the City.

II this proposal is implemented, residents in this part oI the City would have
enhanced access to such destinations as Plummer Park and the retail district near
Hayworth Avenue.


Appendix B, Secton i
28
Appendix B, Secton i
ROAD DIET EXAMPLE - BEFORE!
4 TRAFFIC LANES, NO LEFT TURN
ROAD DIET EXAMPLE - AFTER!
2 TRAFFIC LANES, SHARED LEFT TURN, 2 BICYCLE LANES
SHARED!
LEFT TURN LANE
MAINTAIN STREET WIDTH
29
San Vicente Boulevard

According to the National Highway TraIIic SaIety Administration, about 51,000
American cyclists suIIered injuries as a result oI encounters with motor vehicles
in 2009. As a result, more vulnerable populations, such as seniors and parents who
cycle with their children, are unlikely to cycle on non-marked lanes.
The InIrastructure Subcommittee oI the Bicycle Task Force proposes the provision
oI Class II (protected) bike lanes on San Vicente Blvd. between Santa Monica
Blvd. and Beverly Blvd. and a combination oI a Class II (unprotected) bike lane
and Class III bike route on San Vicente Blvd. between Sunset and Santa Monica.
Class II bike lanes provide a striped and stenciled lane Ior one-way travel on a
street. Class II lanes improve the visibility oI bicyclists and increase saIety Ior
both motorists and cyclists through a clearly identiIied lane designated Ior bicycle
use.
From Santa Monica Blvd. to Beverly Blvd.
This portion oI the project would be to upgrade the existing Class III bikeway
to provide Class II (protected) bike lanes between Santa Monica and Beverly
Boulevards. The bike lanes would connect several activity areas in West
Hollywood, including Santa Monica Boulevard, West Hollywood Park, the
PaciIic Design Center, and the Beverly Center. It would also link with a planned
bikeway along San Vicente Boulevard in the City oI Los Angeles. San Vicente
is a relatively low-volume arterial (compared to others in the City) that is a major
north-south route Ior bicycle travel in West Hollywood. This proposed bikeway
project would intersect the existing Santa Monica Boulevard Class II bike lanes
and the existing Class III routes along Melrose Avenue and Beverly Boulevard.
The portion oI the project Irom Santa Monica Boulevard to Melrose is already
under redesign as part oI the West Hollywood Park Master Plan and incorporates
Class II bike lanes as part oI the redesign.
From Sunset Blvd. to Santa Monica Blvd.
This portion oI the project would enhance pedestrian access and upgrade the
existing Class III bikeway between Sunset and Santa Monica Boulevards. A
Class II (unprotected) bike lane would be provided in the northbound direction
to provide Ior bicyclists traveling slowly in the uphill direction. A Class III
designation would be maintained in the southbound direction. It would connect
with the existing Class II (unprotected) bike lanes along Santa Monica Boulevard
and serve the Sunset Strip. This section oI San Vicente would be restriped to
reduce the number oI travel lanes to one in each direction with a continuous center
turn lane. The current lane conIigurations will be maintained at the approaches to
Sunset and Santa Monica Boulevards. Sidewalks would be widened by 3 Ieet on
each side oI the street.
Appendix B, Secton i
30
!"#$"%&'#()"%*'+,-."/0
%
Santa Monica Boulevard is the Main Street` oI the City oI West Hollywood. It connects the
City oI West Hollywood on the west to the City oI Beverly Hills and the City oI Los Angeles
to the east. From Flores Street to Almont Drive, there is presently a Class II (unprotected) bike
lane on Santa Monica Boulevard in each the westbound and eastbound directions. To the west oI
the City oI West Hollywood, Beverly Hills is currently making plans to improve Santa Monica
Boulevard in Beverly Hills. Proposals Ior Beverly Hills potentially include a bike lane along
Santa Monica Boulevard in one or both directions. To the west oI Beverly Hills, a Class II
(unprotected) bike lane exists along Santa Monica Boulevard Irom Century City to Sepulveda
Boulevard. East oI the City`s border, the City oI Los Angeles has included Class II bike lanes
along Santa Monica Boulevard as part oI the City oI Los Angeles` 2010 Bicycle Plan, a portion
oI the City`s Transportation Element oI the General Plan.

The West Hollywood Bike TaskIorce proposes to increase the number and types oI bicyclists
who bicycle in the City; provide connectivity with existing, proposed and reasonably Ioreseeable
bike improvements; make Santa Monica Boulevard a saIe place to ride a bicycle; and make the
City oI West Hollywood a bicycle Iriendly community. To this end, the West Hollywood Bike
TaskIorce proposes the Iollowing with regard to Santa Monica Boulevard:

! Install Class II (unprotected) bike lanes along Santa Monica Boulevard between the
easterly City border (east oI La Brea Avenue) and Vista/Gardner

JustiIication: This area is characterized by several new redevelopment projects that have
been approved or have been recently constructed. Due to the many development projects,
each providing public parking, on-street Santa Monica Boulevard parking is not necessary,
and bike lanes in each direction can take their place. Plummer Park is being renovated to
provide additional parking spaces. Movietown Plaza has approved plans Ior a new mixed
use development and copious amounts oI oII-street public parking will be provided on-
site. The Lot provides adequate parking Ior uses on-site. The West Hollywood Gateway
provides public parking on-site. The approved Monarch Development (Carl`s Junior) will
be providing parking on-site. Along eastbound Santa Monica Boulevard, in this long stretch,
there are only 20 parking spaces plus one yellow loading space and one passenger loading
space. Along westbound Santa Monica, there would be a loss oI 33 parking spaces plus 3
passenger loading spaces. Considering the ample public parking available or planned to
be available with the number oI approved and pending development projects, and the close
proximity oI the new parking spaces, there would be a minimal impact on businesses using
these parking spaces.

Adding bike lanes here will allow connectivity to the City oI Los Angeles` proposed Santa
Monica Boulevard bike lanes. Adding bike lanes here will also allow connectivity with
Plummer Park and proposed bike improvements to Vista/Gardner. The City also recently
removed parking spaces on Santa Monica Boulevard adjacent to The Lot to accommodate
a new westbound leIt turn lane at Poinsettia Place. As the City has already committed to
removing parking spaces to improve traIIic Ilow Ior cars, why would the City not do the
same Ior bicyclists, especially as there is limited need Ior those on-street parking spaces?
Appendix B, Secton i
31

The loss oI parking would improve traIIic Ilow, as motorists would not slow down traIIic to
stop and hunt Ior parking on the street.

The loss oI parking would also improve bike saIety as opening driver`s-side car doors would
not be a threat to bicyclists. Further, with the removal oI parking, bicyclists could ride on
the roadway, and would not potentially need to ride on the sidewalk in this area, as they are
currently legally permitted. This would improve pedestrian saIety as well.

! Install pavement markings, such as solid and wide 'bicycle green¨ striping between
Vista/Gardner and FairIax Avenue
1

JustiIication: Unlike the stretch oI Santa Monica Boulevard west oI FairIax Avenue, this
segment has limited on- or oII-street parking. There are also no current development plans
that would provide large scale parking Ior neighborhood uses. Thus, removing parking
would create more impacts than along other segments oI Santa Monica Boulevard. While
bike lanes would be diIIicult at this time due to limited alternatives Ior parking in this part oI
the City, measures to improve bicycle visibility and saIety should be implemented, such as
sharrows, solid and wide bicycle green striping to the leIt oI the parking lane.

! Extend the Class II (unprotected) bike lanes along Santa Monica Boulevard Irom FairIax
Avenue
2
to Flores Street

JustiIication: There is suIIicient right-oI-way width to add bike lanes in each direction with
the removal oI parking spaces. With the addition oI the new parking garage behind City
Hall, the existing public surIace lot between La Jolla and Hayvenhurst, and the proposed
new parking garage part oI the Walgreens development, ample parking will be provided to
serve customers within a short distance oI impacted businesses. Eastbound Santa Monica
Boulevard between FairIax Avenue and Flores Street only has 24 parking spaces, as there are
many no parking areas already in this stretch oI Santa Monica.

The most impacted area on westbound Santa Monica Boulevard is between La Jolla Avenue
and Sweetzer Avenue; it has 16 parking spaces. Due to the proximity oI the new City
parking lot, Walgreens development, and the existing public parking lot, westbound Santa
Monica Boulevard can accommodate the loss oI these Iew parking spaces Ior a new bike
lane. With regard to an eastbound bike lane, it can be accommodated with the removal oI
parking along eastbound Santa Monica Boulevard. While this would result in the loss oI 46
parking spaces plus one yellow loading space (in the eastbound direction), due to the existing
and proposed oII-street parking spaces, there would be no impact. OI the 46 eastbound
parking spaces, between Sweetzer and Crescent Heights there would be a loss oI 30 parking
spaces plus one passenger loading space. However, the proposed City Hall parking garage;
the La Jolla public parking lot; and the proposed Walgreens development would more than
1
There are no on-street parking spaces between FairIax Avenue and Orange Grove Dr. in either direction. Bike
lanes can be extended to Orange Grove without impacting parking. II bike lanes are extended to Orange Grove,
pavement markings would begin at Orange Grove.
2

Appendix B, Secton i
32
accommodate the loss oI on-street parking.

The loss oI parking would improve traIIic Ilow, as motorists would not slow down traIIic to
stop and hunt Ior parking on the street.

The loss oI parking would also improve bike saIety as opening driver`s-side car doors would
not be a threat to bicyclists. Further, with the removal oI parking, bicyclists could ride on
the roadway, and would not potentially need to ride on the sidewalk in this area, as they are
currently legally permitted. This would improve pedestrian saIety as well.

! Extend the Class II (unprotected) bike lanes Irom Almont Drive to the westerly City
boundary at Doheny Drive.

JustiIication: The eastbound bike lane suddenly ends at Almont Drive, yet the vast majority
oI bicyclists are headed west and do not suddenly stop their trips at Almont Drive, a local
roadway. Adding a bike lane would make it saIer Ior bicyclists who now get squeezed by
cars and opening car doors in the parking lane. A westbound bike lane can be added by
slightly narrowing the extra-wide median and this would not result in the removal oI any
on-street parking spaces. The bike lane in the eastbound direction could be accommodated,
at least in part, by restriping oI the traIIic lanes and a slight narrowing oI the extra-wide
median. The lane closest to the median is extra-wide and with re-striping, a Iew Ieet can be
taken Irom this lane and added to a new bike lane.

Appendix B, Secton i
33
Fairfax Avenue, Protected Bike Iane

Create a Class ÌÌ, protected Bike Lane, along Fairfax Ave. North and South through the
City of West Hollywood from Sunset Blvd. to Willoughby Ave.

This proposed Bike Lane will meet both of the city's needs of moving cyclists safely
through West Hollywood and allowing cyclists of all abilities to connect with the city's
commercial, employment and educational resources.

This bike lane will complete the City of Los Angeles' proposed Class ÌÌ Bike Lanes on
Fairfax Ave. North of Sunset Blvd. and South of Willoughby Ave.

The Fairfax Bike Lane will intersect with the Class ÌÌÌ - Bike Route at Sunset, the Class ÌÌ
(protected) Bike Lane at Fountain, a transit connection and bike route at Santa Monica
Blvd. and the Romaine and Waring Bicycle Friendly Streets.

Justification: This North/South artery connects commercial outlets on Sunset to local
Churches, Larchmont Charter West Hollywood School, the Post Office and Whole
Foods. By joining the City of Los Angeles Bike proposals it will connect West Hollywood
to Fairfax High School, the Fairfax District, the Farmers Market and the Grove. A
protected bike lane will allow cyclists of all ages and abilities a freedom of choice in
transportation to and from many of the cities favorite locations.

On much of Fairfax there are three lanes of traffic in each direction, a parking lane and
left turn breaks in the medium. A total of nine lanes of traffic. The traffic moves very fast
along Fairfax making it a dangerous street for pedestrians and vulnerable road users
to cross. The number three lane is very narrow and often difficult to drive in. A road diet
along this stretch would allow cyclists to travel safely as well as slowing and smoothing
the traffic flow. Floating the parking to provide for the Class ÌÌ - protected bike lane has
the added benefit of shortening the distance for pedestrians to cross the street.




* (See diagram for bicycle_lanes)











Appendix B, Secton i
34
Vista / Gardner BicycIe Lanes

Class ÌÌ - Protected bicycle lanes are recommended for Vista Street, from Santa Monica Boulevard south
to the city limit, and on Gardner Street, from Santa Monica Boulevard north to the city limit. These streets
are aligned at the traffic light at Santa Monica Boulevard.

These sections of Vista and Gardner streets have generous lane and street parking width, and should
be able to accommodate bicycle lanes without major modifications. A large amount of the parking is
angled parking, and the recommendation is that this parking be reconfigured as "reverse angle¨ parking
(reference reverse angle parking section). Reverse angle parking will greatly improve safety for cyclists
without a loss of parking capacity. Ìf reverse angle parking is deemed impractical, the recommendation
would be to construct the bicycle lanes between the parking and the sidewalk, creating "protected¨ bicycle
lanes, because of the visibility problems associated with traditional angled parking and cyclists.

Where street parking is parallel rather than angled, the bicycle lane should have generous width (6 feet),
possibly with a 3' wide striping between the parked car and the edge of the bicycle lane, to protect against
the open door / bicycle potential conflict.


Vista Street, with ample lane and parking width:
Appendix B, Secton i
35
Other suggested infrastructure improvements

6. Romaine. Bicycle Friendly Street. East/West Irom LaBrea to Sweetzer.
Connecting the West Hollywood Gateway to The Lot, new Movie Town plaza,
Poinsettia Park all the way to Kings Road Park. Possible bike channels at Romaine
and Vista and Crescent Heights.
7. Sherwood-Huntly-Melrose Ave. Class 3bike routesignage including
Sharrows. To connect the PaciIic Design Center, Park and library to the LA bike
plan Waring Bicycle Friendly street. !"#"$%&'()(%)!*'+,)(%)(-.)!/0. Change to
reverse angle parking along Melrose.
8. Holloway. Class 2bike lane (unprotected)East/West Irom Sunset to
Santa Monica Blvd.
9. Sweetzer. Class 2bike lanes (unprotected)North/South Irom Sunset to
Willoughby. Connecting with the Class 2 (protected) bike lanes at Fountain, the
Norton bike Iriendly street and the Romaine BFS.
10. Cynthia St. Class 3bike routeSharrows E/W Irom Doheny to San
Vicente. Connecting to West Hollywood Elementary School.
11. Almont. Class 3bike routeSharrows N/S Santa Monica to Beverly Blvd.
12. Robertson. Class 2, Unprotected bike lane Irom Santa Monica N/S to
Beverly Blvd.
13. Norton. Bicycle Friendly Street. East/West Irom Sweetzer to FairIax
through Whole Foods to Gardner and Plummer Park.
14. Sunset Blvd. Class 3bike route - Sharrows.
15. LaBrea. Class 2bike lane (unprotected)North/South Irom Fountain to
Romaine to connect with planned LA bike plan class 2 upgrade.
16. Please see route map Ior other recommendations.




!
Appendix B, Secton i
36
BicycIe marking, signage and graphics

Ìt is recommended that the city develop consistent, identifiable road markings, signage, and other
graphics to identify bicycle infrastructure. This will increase safety by making bicycles more visible to
vehicles and pedestrians, and by helping to organize the behavior of cyclists. Ìdentifiable markings
throughout the city will promote the use of bicycles and serve as a constant reminder of their presence in
the city.

Adoption of a consistent, identifiable color to be used with signage, lane markings, and other
infrastructure is recommended to provide a quickly identifiable cue; a unique green color, or "bicycle
green¨, is being adopted in many cities, such as Long Beach and San Francisco.

Pavement markings

Ìt is recommended that graphics and color be used on road pavement to clarify bicycle usage and sharing
of the roadway with vehicular and pedestrian traffic. Color should be used in potential conflict areas, such
as right turn lane / bicycle lane crossings, in unprotected bicycle lanes with adjacent parking, and other
areas where vehicular traffic may conflict with bicycle traffic. Examples:

"Bicycle green¨ color used in right turn lane conflict areas

Sharrows (photo in San Francisco)


Appendix B, Secton i
37
Bicycle Boxes


Signage

Bicycle infrastructure signage created for wayfinding, points of interest, storage, or other purposes should
be consistent and visually correspond with other markings and graphcs used.




Storage

Public storage should also graphically correspond to other infrastructure.


Appendix B, Secton i
38
Bicycle Parking Recommendations

1.
The City Engineer/Director oI Public Works or appropriate staII shall be
directed to provide bicycle corrals in the right-oI-way adjacent to sidewalk
bulb outs where Ieasible. Bicycle corrals are on-street public parking
spaces in which multiple short-term bicycle parking racks have been
installed.
2.
Where parking meters are proposed to be removed Irom City streets,
the City Engineer/Director oI Public Works or appropriate staII shall be
directed to replace them with aesthetically pleasing and secure bicycle
racks.
3.
Where automobile parking spaces are required by the WHMC, automobile
parking spaces may be replaced at a ratio oI one car spaces Ior Iive
bicycle parking spaces (NOTE: THERE IS FLEXIBILITY WITH THIS
STANDARD). No more than ten percent oI the required automobile
parking spaces may be replaced in this manner (NOTE: THERE IS
FLEXIBILITY WITH THIS STANDARD). For buildings with less than
ten automobile parking spaces, no more than one automobile parking
space may be replaced (NOTE: THERE IS FLEXIBILITY WITH THIS
STANDARD).
4.
For all multi-Iamily dwelling units, bicycle parking shall be provided
at a rate oI one bicycle parking space per dwelling unit, except that Ior
senior, congregate care, or assisted living housing, one bicycle space
shall be provided per Iive bedrooms (NOTE: THERE IS FLEXIBILITY
WITH THIS STANDARD). Bicycle parking shall be provided in a
secure location, whether in a common area, bicycle storage room, and/
or within each dwelling unit (NOTE: THERE IS FLEXIBILITY WITH
THIS STANDARD. I HAVE NOT TRIED TO DICTATE LONG OR
SHORT TERM PARKING STANDARDS, THOUGH THEY WOULD
PROBABLY BE APPROPRIATE).
5.
For all City owned buildings and parking lots, one bicycle parking space
shall be provided per 20 automobile parking spaces (NOTE: THERE IS
FLEXIBILITY WITH THIS STANDARD). This shall apply to existing
City property and parking lots as well.
6.
For all City parks where automobile parking is provided, one bicycle
parking space per ten automobile parking spaces shall be provided (NOTE:
THERE IS FLEXIBILITY WITH THIS STANDARD). This shall apply to
existing parks as well.

Appendix B, Secton i
39
BicycIe Boxes

Bicycle boxes are designated areas at intersections with stop lights, where bicyclists can get ahead of
queued traffic and transition into their desired lanes. Bicycle boxes make cyclists more visible. They
allow a cyclist to transition during a red light from a right hand bicycle lane to a left lane for making left
turns. They group bicyclists in front of vehicular traffic to in order to clear the intersection more quickly,
and to help avoid vehicular right-hand-turn 'clipping' conflicts. They also have the benefit of providing
additional pedestrian buffer from the vehicles. Loop detection should be implemented within bicycle
boxes to trigger traffic signals if only cyclists are waiting at the lights.

Ìt is recommended that the City of West Hollywood create bicycle boxes at major intersections controlled
by stop lights where bicycle lanes currently exist, and as new bicycle lanes are created.

There are existing bicycle boxes in the city, however the box depth is too small for a cyclist to easily
maneuver across, and the markings are not visible enough to alert vehicles to avoid them. Ìt is
recommended that these boxes modified as described below.

Existing bicycle box, Santa Monica Blvd. @ La Cienega, too small and not visible enough:

The recommended implementation of a bicycle box would be to make the box at least as deep as the
length of a bicycle, paint the entire box and its connection to the bicycle lane a "bicycle green¨ color, with
bicycle indicator markings, similar to the photo below.

Bicycle box best practice, Tucson, AZ:
Appendix B, Secton i
40
Reverse AngIe Parking

Reverse Angle Parking is a way to modify traditional angled parking that has been shown to increase
safety for both motor vehicles and for cyclists. Safety is increased because parked drivers can see
oncoming traffic without looking backwards, and are pulling forwards into traffic from the parking spaces.
The biggest change from traditional angle parking is that they back into the parking space, which is
considered to be safer than backing into traffic.

From "The Case Against Pull-in Angle Parking¨, streetsblog.org, New York, published on January 3rd,
2008, which references a Nelson/Nygaard report for the city of San Francisco:

This type of parking provides a safer environment for bicyclists using the roadways. The driver
is able to see the cyclist easily when exiting the stall. Several cities where back-in angle parking
has been implemented have seen a reduction in number of accidents compared to the number of
accidents at regular parallel parking schemes. Matt Zoll at Tucson-Pima County Bicycle Advisory
Committee says that after implementing the back-in/head-out angle parking scheme in Tucson
they "went from an average of 3-4 bike/car accidents per month to no reported accidents for 4
years following implementation."

(referenced from Salt Lake City: http://www.slcgov.com/transportation/Parking/RAP.htm ):

As SLCTrans (2004) states, "one of the most common causes of accidents is people backing out
of standard angled parking without being able to see on-coming traffic. Reverse angled parking
removes this difficulty." Ìt also improves safety for cyclists, and for loading/and unloading the
trunk of the car. Similarly, the Urban Transportation Monitor's recent article on back-in angle
parking reported reduced accidents and benefits for bicyclists in several communities. Ìn all,
back-in/head-out angle parking is a good choice when compared to conventional head-in angle/
back-out parking and parallel parking.

Ìt is recommended that reverse angle parking be implemented wherever bicycle lanes or routes and angle
parking both exist. Ìf the recommendations from this report are implemented, this will occur on Vista,
Gardner, Melrose, and possibly San Vicente streets in West Hollywood.

Reverse Angle Parking signage in Syracuse, New York:

Ìmplemented example with bicycle lane in Vancouver, WA:

Appendix B, Secton i
41
BicycIe ChanneIs

A bicycle channel is an area along a roadway where motor vehicles cannot pass but bicycles (and
pedestrians) can. Channels are an important component for creating bicycle friendly streets, as they
reduce vehicular traffic and should encourage bicycle traffic. However, they should be implemented
anywhere vehicular traffic is blocked where bicycle traffic is allowed to pass, even on streets without a
specific bicycle route designation.

Channels should provide for a minimum of 48¨ wide unobstructed opening, in each direction of travel, for
cyclists. They can be implemented with bollards, curbs with openings or curb cuts, landscaped islands,
etc. Ìt is recommended that separate openings be created for pedestrians to reduce potential conflicts.

Effective Bicycle Channel example from Berkeley, CA:

West Hollywood has a few existing 'channels', where roads have been blocked for vehicular traffic,
however these have not necessarily been implemented to be bicycle-friendly. Ìt is recommended that
these 'channel' locations be improved to be more bicycle friendly, by creating 48¨ (min.) unobstructed
opening for cyclists, in both directions of traffic flow, along the road surface without forcing cyclists to use
the sidewalks.

This existing channel in West Hollywood on Almont, near Melrose, has a passable opening on the
sidewalks for pedestrians, however only has about 18¨-24¨ of clear space between the bollard and
signage for bicycles to pass. This space should be widened as mentioned above:

Appendix B, Secton i
42
This channel on Hilldale near Sunset is only passable on the sidewalk, with no nearby curb cuts:


On Huntley near Beverly Place, this channel forces cyclists to use the sidewalk via residential driveway
curb cuts:


On Westbourne near Beverly Place, cyclists are diverted to sidewalks without convenient curb cuts:

Appendix B, Secton i
43
BicycIe Sharing, RentaIs and Tours

The City of West Hollywood is serviced by two bicycle outlets, Hollywood Electric, a
store specializing in the sales of electric bikes at the corner of Fairfax and Willoughby
and Bikes and Hikes, a rental and bike tour provider on Santa Monica Blvd. Just outside
the city limits are two more bike stores, Spokes and Stuff on Melrose at Ogden Dr. and
iMartin Imports on Beverly Blvd. at Flores St.

BicycIe Sharing: As reported in the New York Times bike sharing is an idea that
is suffering from its own success. For a nominal fee people have access to well
maintained generic bicycles at locations throughout the city. These bikes are safely
locked and are available for pick up and drop off at any time, thus removing the burden
of maintenance and theft from the individual. Cities all over the world are starting bike
share programs including Washington D. C. and Minneapolis. A Bike Share program
could be coordinated with the City of Los Angeles or a small, trial program could be
started to connect Plummer and West Hollywood Parks in and around West Hollywood.

BicycIe Station: Combine a Public/Private partnership to develop a location where
locals can safely store and repair their bicycles while visitors use the space for tourist
information and bike rental. This would increase the number of bicycles on the street
and offer another - last mile - transportation option. A private/public partnership would
remove much of the operational upkeep from the city and provide an economic boost.
Recently Bikes and Hikes bussed into West Hollywood over one hundred tourists
staying Downtown to take one of their six offered tours. This is a group that could have
spent their tourists dollars in Santa Monica, Hollywood or the newly pedestrian friendly
Culver City, but rather chose West Hollywood.

Los Angeles is planning to develop a Bike Hub as a "last mile¨ transportation choice
at the Hollywood and Vine complex, Long Beach has a Bike Station and it is a Best
Practices idea that is taking root in many cities around the country. West Hollywood will
benefit from the presence of more bike on our streets and a safe storage and repair
facility that doubles as a tourist information and bike rental and tour location will help.



Video of Union Station Bike Station:
http://www.streetfilms.org/?
s=union+station+bike+station&searchsubmit.x=0&searchsubmit.y=0&searchsubmit=Se
arch




Appendix B, Secton i
44
BicycIe Lanes

Bicycle lanes are recommended in West Hollywood for the routes that are projected to be
most widely used by cyclists. Dedicated lanes for cyclists are the best method for providing
infrastructure for cyclists - a portion of a road is dedicated to bicycles only, which helps make
cyclists more visible and clarifies interaction between cyclists and motor vehicles. Consistent
bicycle lane markings, with clear and visible graphics at intersections are recommended for all
bicycle lanes in West Hollywood (see the Bicycle Boxes and Ìnfrastructure Graphics section).

We are categorizing Class ÌÌ bicycle lanes into 2 types: protected, and unprotected.

Unprotected bicycle lanes are bicycle-only traffic lanes which are minimally divided from
traffic and/or parked cars. The existing bicycle lanes along Santa Monica Boulevard in
West Hollywood fall into this category, where the lane runs between vehicular traffic and
street parking, with no buffer zone between. There are potential hazards that exist in this
configuration that both cyclists and motorists must be aware of.

Protected bicycle lanes are bicycle-only traffic lanes that have a buffer or divider between motor
vehicle traffic, parked vehicles, and the active bicycle lane. The buffer can be a striped area
3 feet (min) wide which indicates a buffer between the lanes, however is more effective with
a physical barrier, such as a curb or partial curb barriers. Protected bicycle lanes are always
preferred over unprotected lanes, however are not always practical because they require more
road 'real estate' and more complicated intersection design.

Class Ì - Bike Lane is a completely separated bike path such as the LA River Bike Path.

Class ÌÌÌ - Bike Route, the designation is signage only, including Sharrows painted on the street.

Refer to the attached diagram which illustrates bicycle lane implementation.


Appendix B, Secton i
45
Appendix B, Secton i
46
Appendix B, Secton i
47
Appendix B, Secton i
TRAFFIC
LANE
BIKE
LANE
PARKING
SIDEWALK
TRAFFIC
LANE
PARKING
METER /
SIGNAGE
SIDEWALK
BIKE
LANE
UNPROTECTED !
BICYCLE!
LANES
PROTECTED!
BICYCLE!
LANES
SCALE: 1" = 10'
SCALE: 1" = 10'

DANGER ZONES!
PROVIDE AS MUCH!
DISTANCE AS!
POSSIBLE

TRAFFIC
LANE
SIDEWALK
BIKE
LANE
PROTECTED!
BICYCLE!
LANES!
WITHOUT!
STREET!
PARKING
SCALE: 1" = 10'
PARTIAL!
CURB!
BARRIER
48
BicycIe Route

A Bicycle Route is a street where improvements are made to accommodate cyclists. These improvements
can be:

Ìncreased road surface standards: tolerance levels for uneven pavement are much lower for cyclists than
for motor vehicles; uneven surfaces can be dangerous. Ìt is recommended that streets designated as
Bicycle routes receive a high level of maintenance to maintain higher than normal surface standards.

Loop detection: should be implemented wherever a cyclist may need to trigger a stop light in the absence
of motor vehicles.

Sharrrows are symbols that remind both drivers and cyclists that they are sharing the same lane, should
be marked on the pavement surface of all streets with a Bicycle Route designation; see the below
example from San Francisco:

Median Ìsland Refuge: Where secondary streets cross primary streets at uncontrolled intersections,
median island refuges should be implemented. This should apply to all streets with improved bicycle
infrastructure. Median Ìsland Refuges allow cyclists to cross one direction of traffic at a time, and make
the crossing of primary traffic ways safer.


Appendix B, Secton i
49
Signage should mark bicycle routes, be simple, clear, and consistent:

Appendix B, Secton i
50
BicycIe FriendIy Street

A 'Bicycle Friendly Street' is a bicycle route with additional infrastructure to calm and limit motor vehicle
traffic. Bicycle Friendly Streets are intended to improve bicycle safety and encourage bicycling by people
of all ages and skill levels. 'Bicycle Boulevard' is another term sometimes used for this concept, however
it is recommended that West Hollywood use 'Bicycle Friendly Street' to avoid the implication that bicycles
are the only consideration.

Bicycle Friendly Streets are recommended on secondary streets that carry a limited amount of vehicular
traffic, where vehicular use is mostly limited to local access. On these streets, traffic calming and traffic
limiting measures are generally supported by the community.

Ìt is recommended that traffic calming measures be implemented on Bicycle Friendly Streets to slow
down motor vehicle traffic to improve bicycle safety; these measures can include low speed limits, bicycle
friendly speed bumps, curb extensions, chicanes, and traffic circles.

Curb Extensions: a narrowing of the street will encourage motor vehicles to slow down and to pay
attention to other activity, such as pedestrians an cyclists. Curb extensions can be useful at pedestrian
cross walks, and can provide a bicycle channel to avoid cyclist and motor vehicle conflicts. Below is a
photograph of a curb extension in Seal Beach.

Chicanes: Chicanes are curved driving paths, that can be implemented with curb extensions
as shown. These will slow vehicular traffic speeds. The photo below is a chicane in Austin, TX:


Bicycle friendly speed bumps: useful for slowing traffic, speed bumps can be made more bicycle friendly
by reducing the slope of the bump:
Appendix B, Secton i
51

Traffic circles: create circular intersections that slow traffic without forcing cyclists to stop when no
intersecting traffic is present. On low traffic volume roads these provide advantages over 4 way stops
because no stops are required. Below is an example from Berkeley, CA:


Traffic limiting measures should be implemented on Bicycle Friendly Streets to reduce motor vehicle
traffic and constrain the use of the street to local traffic only. This can be done by limiting the distance
that a motor vehicle can travel on a Bicycle Friendly Streey by creating traffic diverters which allow
cyclists to pass through.


Appendix B, Secton i
52
Ìn the traffic diverter pictured below, in Berkeley, CA, cyclists can pass through while motor vehicles are
forced to turn:

Bicycle Channels can be used to block access, such as this one in Berkeley, CA:
Appendix B, Secton i
53
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Appendix B, Secton ii
54
SAFETY / EDUCATION SUBCOMMITTEE
RECOMMENDATIONS


The Safety & Education Subcommittee enumerated the following primary goals:
● Create & develop a bicycle riding community and galvanize the existing
bicycle community in West Hollywood.
● Make West Hollywood a destination for cyclists, not a bike-through or
shortcut.
● Create and promote opportunities for bicycle accessibility and riding as
well as bicycle safety education.

To that end, the Safety & Education Subcommittee wishes first to address
Chapter 6 of the existing West Hollywood Bicycle and Pedestrian Mobility Plan.


NON-INFRASTRUCTURE SAFETY & EDUCATION INITIATIVES

Chapter 6 of the 2003 West Hollywood Bicycle and Pedestrian Mobility Plan
(the “Plan”) provides details of potential education and promotional programs.
This chapter outlines numerous public awareness, education and promotional
opportunities for increasing the safety of bicyclists and encouraging more
ridership.

The 2011 West Hollywood Bicycle Task Force, Safety and Education Committee
(the “Committee”) recognizes the contents of Chapter 6 as a foundation for its
recommendations. In some cases our ideas will overlap with the existing Plan.
These instances are not intentional, but may indicate ongoing areas of concern
for cyclists as well as unmet needs identified by our predecessors.

The Committee offers the following non-infrastructure recommendations to
increase the safety of bicyclists in West Hollywood. The recommendations are
categorized according to the 6 E’s— Encouragement, Enforcement, Engineering,
Equity, Evaluation, and Education.

Education and Safety through Encouragement

Community outreach and encouragement is arguably The City of West
Hollywood’s most rewarding and exciting opportunity for bicycle education.
With its pulse on the community’s true wants and needs, the City also gains
a tremendous opportunity for self-education. The West Hollywood Bicycle
Task Force is one example of a community outreach initiative that provides
a wide range of stakeholders the opportunity to better understand the needs
of bicyclists. The list of recommendations for education and safety through
Encouragement builds from section 6.1 of the Plan.
Expand section 6.1 of the Plan to include the following recommendation:
Appendix B, Secton ii
55


Create and maintain a City of West Hollywood bicycle program website
that includes topics such as a calendar of events, maps, safety tips and
bike project updates.

Examples of good bike program websites include:

City of Long Beach http://www.bikelongbeach.org/

City of Madison, WI http://www.cityofmadison.com/
bikeMadison/

City of Seattle, WA http://www.seattle.gov/transportation/
bikeprogram.htm

City of Minneapolis, MN http://www.ci.minneapolis.mn.us/
bicycles/

Add a new subsection to 6.1.5 of the Plan to include the following
recommendation:


The City must lead by example

City Council members and staff can encourage the public to ride
a bike for transportation by riding a bike themselves. Council
meetings, Bicycle Task Force meetings, and other City functions
are excellent opportunities for City leadership to demonstrate the
ease and joy of riding a bike in West Hollywood to constituents.

The month of May is National Bike Month, an opportune time of
the year to invite all City employees to begin riding as a routine
practice.

Expand section 6.1.5 (d) of the Plan to include the following recommendations:

Encourage bicycle-commuting challenges between businesses or schools.

Best practice example: Portland, OR Bicycle Transportation
Alliance, http://bikecommutechallenge.com/.

Encourage employers to conduct commuter fairs that include bicycle
commuting as an integral component of the fair.

Rideshare Week, held the first week of October annually, is
seen as the primary opportunity to communicate City support for
bicycle commuting to local employers: http://www.metro.net/about/
commute-services/rideshare-week/.

Expand section 6.1.5 (h)(i) of the Plan to include the following recommendation:

Organize and participate in bicycle events, both locally and in
collaboration with neighboring jurisdictions. Examples of events that
encourage bicycling for commuting, recreation and sport include Bike
Fairs, CicLAvia, Races, National Bike Month, and Bike Week/Bike to Work
Day.



Appendix B, Secton ii
56
Local best practices include:

In conjunction with National Bike Month (May annually), The
City of Santa Barbara, CA co-sponsors CycleMAYnia, a month-
long celebration reaching thousands of cyclists and community
members with a wide range of bike events. Highlights include a
bicycle fashion show, bicycle parades, and bicycle fairs: http://
cyclemaynia.ning.com/.

The City of Los Angeles currently hosts Ciclavia events four times
annually, drawing an estimated 100,000 participants of all ages and
backgrounds. Find information at http://www.ciclavia.org/.

The City of Beverly Hills hosted the Gran Fondo USA bicycle
racing series in June 2011: http://granfondousa.com/losangeles/
. The event was part of a weeklong series of events that
celebrated “Italian Week.” Over 1,300 cyclists participated in the
race; spectators enjoyed celebrity appearances and Italian-themed
food and music.

4th Annual Brentwood Grand Prix, August 7, 2011: http://
www.brentwoodgrandprix.com/about.html. In 2010, the event drew
750 racers and over 3000 spectators.

San Francisco Bike To Work Day boasts having more than
100,000 Bay Area bicycle riders participate in the annual event,
http://www.sfbike.org/?btwd. The City of West Hollywood could
target employees who live within five miles of their workplaces,
encouraging them to ditch the car for the day and ride a bike
instead.

Education and Safety through Enforcement

Following are some low-cost/high-benefit initiatives that will help increase bicycle
mode share and increase the safety of bicyclists. The purpose of these initiatives
is to prevent cycling citations, injuries, and fatalities via proactive enforcement
methods.

Implement section 6.2.1 of the Plan.

Expand section 6.2.4 of the Plan to include the following recommendations:


The existing B.E.A.R. program operated by the Sheriff should be targeted
for expansion to help develop a Safe Routes to Schools safety education
program in all West Hollywood schools.

Bicycle Education And Registration (B.E.A.R.), http://la-sheriff.org/
bear/index.html.

Establish a court-approved bicyclist diversion program for juveniles
and adults whereby citizens charged with a civil traffic violation(s) while
operating a bicycle may be eligible to attend a Bicycle Safety Diversion
Program.
Appendix B, Secton ii
57

West Hollywood could serve as one hub of a greater LA County
system of bicycle diversion locations.

Bicycle operators who violate traffic laws such as running a stop
sign or signal often put themselves at higher risk of injury or fatality,
whereas a similar act by a motor vehicle operator imposes greater
risk to others sharing the road. Since civil traffic violation citation
fees do not account for the degree of risk imposed on others,
bicyclists must have an option to waive a citation fee by taking a
traffic school-type course for bicyclists.

Best practice examples include:

Pima County, Arizona: http://jp.pima.gov/
BikeDiversionProgram.htm

Bend, OR outsources the program to League Cycling
Instructors: http://www.bikearoundbend.com/2011/07/
bicycle-diversion-program-educates-to-prevent-need-for-
enforcement/

Huntington Beach Police Department: http://
www.facebook.com/note.php?note_id=219527331409901

Expand section 6.2.6 of the Plan to include the following recommendations:


Support a West Hollywood Sheriff’s Department (the “Sheriff”) bike bait
program to deter thieves. The Los Angeles Police Department has run
several successful bicycle bait sting operations in collaboration with local
bicycle shops. In such sting operations, a bike worth over $500 - the
amount needed for a felony charge - is cable-locked to a bike rack. When
a thief clips the cable, officers are waiting to apprehend the individual.

Utilize the Sunset Strip Business Association to combat bicycle theft and
to help educate the public about bicycle laws.

Create targeted enforcement and educational initiatives that focus on
specific bicycle law violations including riding a bicycle on the sidewalk,
riding a bicycle without a light at night, motorists parked/stopped in bike
lanes, and vehicles speeding along corridors with marked bicycle lanes.

Launch a bicycle headlight/taillight giveaway program.

Best practices:

Seattle DOT Bike Smart program gave away 420 bike light
sets in December 2010 in collaboration with local nonprofit
Cascade Bicycle Club: http://blog.cascade.org/2010/12/
lighten-up-already/.

Los Angeles County Bicycle Coalition, City of Lights program
gives away light sets and provides bicycle safety education
to Latino immigrant cyclists: http://la-bike.org/projects/city-
lights.

Targeted practices:

The Davis, CA Police Department issues a “Fix-It ticket” in
which enforcement gives a warning ticket to cyclists that lets
Appendix B, Secton ii
58
them know they need to get a safety addition such as a light
or helmet. These tickets can be used at local bike shops to
get 10 percent off the needed item.

Education and Safety through Engineering


Systematic improvements: Install shared use pavement markings
(sharrows) and wayfinding signage on all corridors that have been
identified in the 2003 Mobility Plan and more recently by the Bicycle Task
Force. Because some corridors may not allow for bike lanes at the present
time, installing sharrows as a temporary measure (until more enhanced
bikeway facilities can be installed as part of a reconstruction project) will
help improve safety and encourage road sharing by motorists.

Spot improvements: Implement a crash reduction program in which
individual intersections with high numbers of bicycle crashes are
evaluated and needed countermeasures implemented.

Below are some moderate- to high-cost/high-benefit engineering ideas to
increase bicyclist safety and increase mode share:


Create a network of “greenways” where roadways are converted to
bicycle- and pedestrian-only corridors. Rosewood is an example of a
street that may be a good candidate for this concept.

Create a network of “bicycle boulevard” streets that are traffic calmed via a
number of countermeasures to create a welcoming cycling environment.

Pursue a bike share program with kiosk locations throughout the City
of West Hollywood. Collaborate with the City of Los Angeles and other
regional Westside communities to ensure the bicycle share system is
compatible in neighboring jurisdictions.

Evaluate infrastructure needs and implement infrastructure improvements
around schools as part of a Safe Routes to School initiative.

Encourage private developers to construct a bike station via parking
variances, grant funding and/or other methods.

Local examples:

Santa Monica Bikecenter: City Council report, http://
bikesm.com/

Long Beach, Claremont, Covina, Santa Barbara Bike
Stations: http://home.bikestation.com/longbeach

Encourage private developers to construct a bike co-op space via
parking variances, grant funding or other methods. See also SUPPORT
DEVELOPMENT OF A PERMANENT NONPROFIT BICYCLE REPAIR
EDUCATIONAL ORGANIZATION (BICYCLE CO-OP/COLLECTIVE)
below



Appendix B, Secton ii
59
Following are some low-cost/high-benefit engineering ideas that can improve
safety and mode share:


Install bike racks at all schools, parks and public buildings that do not have
them. Replace old or dysfunctional racks.

Initiate a bicycle rack request program for businesses, churches and
neighborhood offices and allow creative/artistic styles to be placed in the
public right-of-way. See also BIKE RACK DESIGN COMPETITION below

Implement bicycle detour routes and install wayfinding signage and/or
bypass path for bicyclists when a corridor is under construction.

Require City transportation professionals to complete annual continuing
education units specific to bicycle planning, design, and engineering.
Some upcoming opportunities for City staff to receive credits include:

Caltrans offers numerous half- and full-day workshops with an
emphasis on planning, designing and engineering for bicycles:
http://www.dot.ca.gov/hq/tpp/offices/bike/.

The American Planning Association (APA) is holding its
National conference in Los Angeles April 14-17, 2012: http://
www.planning.org/conference/.

The International Pro Bike/Pro Walk conference will be held in
Long Beach, CA September 10-13, 2012: http://www.bikewalk.org/
2012conference/index.php.

Designate a representative from City Planning & Transportation to attend
and participate in local Bicycle Advisory Committee meetings. Examples
include:

Caltrans District 7 BAC. Contact is Dale Benson,
dale_benson@dot.ca.gov

Caltrans Challenge Area 13 teleconference. Contact is Penny Gray,
penny_gray@dot.ca.gov

City of Los Angeles BAC, http://ladot.lacity.org/
tf_Bicycle_advisory.htm

Utilize the latest technology to make it easy for the public to submit
service requests such as uneven pavement, potholes, signal actuation
deficiencies, signal timing problems, gas-powered leaf blowers, overactive
sprinklers, graffiti, etc.

Best Practice: GoRequest by Government Outreach is available
for iPhone and Android users. Fellow Westside COG cities such as
Santa Monica, Beverly Hills, and Culver City are currently using this
system.

Education and Safety through Equity

The Committee feels it is very important to reach bicyclists in the community who
may not be represented by bicycle advocacy groups, or who may be unwilling to
participate directly in traditional public processes for reasons such as language
barriers or lack of trust in the government. We affectionately refer to them as the
Appendix B, Secton ii
60
invisible rider, or “ghost rider,” community.

Following are strategies to increase demographic and modal equity for bicyclists
in West Hollywood.

Expand section 6.2.2 of the Plan to include the following recommendations:


Make bicycling appealing for minority communities, especially for those
whose primary language is not English, by supporting cultural rides and
events that will attract them to bicycling.

Beverly Hills hosted the Gran Fondo USA cycling race in June 2011
as part of a weeklong event celebrating Italian Week. The City of
West Hollywood could support a similar event in conjunction with
the annual Russian Style Festival.


Institute cross-educational campaigns that help underrepresented
bicyclists and minority communities understand bicycle safety and develop
a voice on bicycle issues.

Educational materials should be translated & made available in at
least one other language (besides English), possibly two—namely,
Spanish and Russian.

Los Angeles County Bicycle Coalition, City of Lights
campaign targets Latino immigrant cyclists with hands-on
safety education and Spanish language cycling guides: http:/
/la-bike.org/projects/city-lights. The City should consider
purchasing Spanish cycling guidebooks from LACBC instead
of creating its own from scratch.

Expand section 6.2.3 of the Plan to include the following recommendations:


Create and encourage cycling programs for seniors.

City of Claremont, CA Senior Services co-sponsors the Claremont
Senior Bicycling Group, a member-supported club offering group
rides for recreation, fitness and fun.

City of Portland’s Parks and Recreation Senior Cyclist Program
offers free biking classes to seniors with three-wheeled recumbent
tricycles and helmets provided for participants.

Baltimore County, Maryland’s Ateaze Senior Center Cycling
Seniors conducts both fitness and casual bicycle rides for seniors.

The ratio of men to women cyclists is roughly 3:1. Projects and initiatives
need to consider how to remove bicycling barriers for women.

Creating a survey geared towards women would be a great first
step in determining such barriers.

Expand section 6.2.5 of the Plan to include the following recommendations:

Appendix B, Secton ii
61

Create a West Hollywood children’s bike map.

Create a Family-Friendly Local Landmark route map.

Example: City of Santa Monica, PDF & Google Map

Education and Safety through Evaluation


Establish a bicycle mode share goal for City employees. Example: at least
10% of employee commutes to work will be made by bicycle by 2015.

Monitor the number of businesses in the City that have bicycle-friendly
programs and encourage more businesses to develop their own
programs.

Identify people who work in West Hollywood and live within five miles of
their workplaces as primary candidates for bicycle commuting. The City
should realize the full potential of bicycle commuting as a key data set for
potential funding, emissions offsets, and reductions of vehicle trips in the
City.

Monitor the number of students biking to school at all schools throughout
the City.

Conduct bicycle-parking counts throughout the city on a quarterly basis.

Collaborate with Colleges/Universities to conduct bicycle-specific research
projects in West Hollywood that can lead to innovative solutions for
increasing safety and bicycle mode share.

Work with other agencies to install and evaluate innovative bicycle
treatments.

Work with neighboring jurisdictions such as Westside Council of
Governments to identify system-wide bicycle crash trends and develop
cohesive strategies to reduce those crashes that result in serious injury or
death of bicyclists.

Work with local hospitals and emergency rooms to track the type and
severity of bicycle injuries. Local trauma centers may also be able to
collaborate on Safe Routes to School applications and help educate the
public about preventing bicycle related injuries.

Best practice hospital SRTS: Rady Children’s Hospital San Diego

Bicycle Safety Education

Implement sections 6.2.4 & 6.2.5 of the Plan.

Best practice: League of American Bicyclists Certified League Cycling Instructors
(LCI). Nonprofit groups and volunteer organizations may be better situated to
take on implementation roles. Local resources include Sustainable Streets,
LACBC, and C.I.C.L.E.



Expand section 6.2.4 of the Plan to include the following recommendations:
Appendix B, Secton ii
62


Offer bike education classes for City employees as continuing education
credit.

Require City employees who use a bicycle at work to complete a Traffic
Skills 101 course (or equivalent) before being allowed to operate a city-
owned bicycle. Annual refresher courses are also recommended for these
employees.

Traffic Skills 101 is a 9-hour comprehensive bicycle education
course taught by LCI qualified individuals. The City should
recognize this class and other League of American Bicyclists
curricula as its standard.

































In addition to the above, the Subcommittee would also like to make the following
recommendations:

Appendix B, Secton ii
63
BICYCLES SHOULD BE INCLUDED IN THE PLANNING OF ALL CITY
EVENTS AS AN ALTERNATIVE FORM OF TRANSPORTATION

Require/recommend that relevant all city-sponsored events have bicycle safety
materials available at the the City Information Booth

Further investigate having Bicycle Valets at City-sponsored events

Acquire equipment and set up volunteer corps through a local non-profit
organization to run bike valet at all city sponsored events

West Hollywood should procure its own rig/corral for bike parking. This
service should be provided free of charge at events in the City.

The City of Santa Monica has a successful bike valet system that WeHo
can emulate.

ENCOURAGE BIKE COMMUTING AMONG WEHO CITY EMPLOYEES

A series of incentives should be implemented to encourage city employees to
employ bicycles, and other forms of alternative transportation, to commute to city
jobs.

Secure bike lockers or other storage facilities should be required at all city work
sites.

CONNECTIONS

EXISTING CONDITIONS
There currently exists comparably little access to information about bicycling in
the City of West Hollywood. This section outlines ways to improve the information
that is available as well as makes recommendations for new materials.


REGIONAL CONNECTIVITY
Especially when it comes to maps, the Subcommittee recommends that all
printed materials refer not only to cycling within the city but outside of it as well.
See recommendation below regarding bicycle maps for riders in the City of West
Hollywood.


OPPORTUNITIES/CONSTRAINTS
All told, many of the recommendations below are low-cost, high-benefit
suggestions that would not only be easy to execute but would reach all new
residents of West Hollywood and potentially all or most of the existing West
Hollywood resident population as well. That said, funding for the development,
design, and printing of printed collateral must always be taken into consideration
and will be budget-dependent.


BEST PRACTICES
The Safety & Education Subcommittee would like to recommend that the
City of West Hollywood City Council adopt the Cyclists’ Bill of Rights (http:/
/bikewriterscollective.com/index.html). The Cyclists’ Bill of Rights has been
endorsed by two members of the LA City Council as well as a number of local
neighborhood councils and organizations around the city of Los Angeles. A
full list of endorsements can be found here: http://bikewriterscollective.com/
endorsements.html

Appendix B, Secton ii
64

ANALYSIS
Again, all of the recommendations below would be relatively easy to execute
but have the potential to impact a large number of the City of West Hollywood’s
residents. Bottom line, the City of West Hollywood, as a body that is known for
adopting progressive policies long before the rest of the country, must recognize
and address the needs of present and future bicyclists in the City. This is
imperative.


RECOMMENDATIONS

Information about bicycling in the city and links to other bicycling
resources should be posted on the City of West Hollywood website

In the welcome packet that is distributed to new residents, information
about bicycle safety, bicycle laws (especially those pertaining to bikes on
sidewalks), and bicycle facilities should be included

Subcommittee recommends a magnet about bicycle safety/laws/facilities
be created and distributed in new resident packets and events like the
Kids’ Fair

Subcommittee also recommends that all vehicle parking permits, whether
obtained at the parking counter at City Hall or by mail, be accompanied
by information about bicycle safety and parking. Temporary permits
granted at other locations (Kings Road, West Hollywood Sheriff Station,
etc.) would also be accompanied by such information.

Bicycling should be promoted as a viable transportation alternative
in the city. Information about bicycling and bicycle safety education
opportunities should be included in the West Hollywood Recreation
Services Brochure.

Develop infrastructure for community outreach to poll neighborhoods
targeted for bike improvements and to do grassroots outreach to ensure
entire community is on board with any future projects.

The Safety & Education Subcommittee does NOT recommend that a
West Hollywood-only bike map be printed. This is discouraged by the
Subcommittee. The Subcommittee instead recommends that a bicycle
map of West Hollywood be included on the LADOT bike map, and that
information about biking in West Hollywood be included in LADOT’s
bicycle safety brochure.


CITY SHOULD TRY TO ATTRACT NEW RIDERS

City to sponsor First-Time Rider event (night ride or weekend ride)

City should regularly offer bike safety and skills classes

Apply for grants and implement Safe Schools program.

BUSINESSES SHOULD BE ENCOURAGED TO BE MORE BICYCLE
FRIENDLY

City to investigate the permitting and licensing of pedicabs and investigate
how they can be utilized within the Business Improvement Districts and
Boystown.

Investigate areas where bike education/use for employees a can be
Appendix B, Secton ii
65
made arequirement CUPs (Conditional Use Permits) and development
agreeements.

Per Stacey Jones’ meeting with Councilmember Abbe Land on 4/
20/11 regarding this topic, the Safety & Education Subcommittee
/ BTF should develop a set of conditions for bike accessibility/
education/use/etc. that would be reasonable for special event
CUPs that the West Hollywood City Council could consider when
granting CUPs. This set of conditions should be included in the
BTF’s final recommendation to staff.

Encourage Bicycle-friendly eateries to sponsor events with West
Hollywood destinations and assist with the necessary permits and
encroachments.

Encourage businesses to qualify for the League of American
Bicyclists’ Bicycle Friendly Business (BFB) program – virtually none
in Southern California (see master list at http://www.bikeleague.org/
programs/bicyclefriendlyamerica/bicyclefriendlybusiness/pdfs/
bfb_master_list_spring2011_updated.pdf)

Organize local rides starting in West Hollywood that interconnect
with the existing rides in the surrounding communities.

Sponsor contest to design artistic “themed” bike racks (befitting the
“creative city”) and obtain funding to have them manufactured and
installed.
BIKE RACK DESIGN COMPETITION

EXISTING CONDITIONS

West Hollywood city events are not bike
friendly. No accommodations are made to
encourage people to ride to events such as the
CSW Pride Festival, Book Fair, Halloween
Carnival, and weekly Farmer’s Markets.
Arriving by bicycle could help to reduce the
automobile congestion at many city events.

REGIONAL CONNECTIVITY

Many cities have begun offering free,
secure bike valet service at all city events
to encourage people to commute by bicycle
rather than by car.

BEST PRACTICES

Sumire Gant, Long Beach transportation
programs officer recently noted: “The
whole idea is just to make an encouraging
environment for people to ride their bikes. If
they have somewhere safe to park, they'll do
so.”

"In order to elevate the status of biking, we
have to accomplish a cultural shift,” states
Appendix B, Secton ii
66
Andrea White, executive director of the
Long Beach Bikestation. “Facilities that are
aesthetically pleasing with conveniences make
people feel that they're part of something cool."

Long Beach, Santa Barbara, and Santa Monica
are good local examples of how bike valets can
be made a regular feature of city events.
http://longbeachcyclists.com/tag/bike-valet/
http://www.bicicentro.org/bikevalet
http://smspoke.org/

OPPORTUNITIES / CONSTRAINTS

Tess Lotta, of the 2011 West Hollywood
Bike Task Force, has been working with the
organizing committee of the WEHO Book Fair
to try to have bike valet service provided at this
year’s Book Fair.

ANALYSIS

There are two ways that bike valet service
could be provided for West Hollywood city
events: contract with the Los Angeles County
Bicycle Coalition (LACBC) to provide the
service for individual events or purchase the
equipment that can be provided to city event
planners at no cost.

Contracting with the LACBC would be the
quickest and easiest method for providing valet
services at West Hollywood city events, but in
the long term would be quite expensive.
http://la-bike.org/projects/bike-valet

The equipment required for a successful bike
valet is minimal and not overly expensive.
While it would require an initial financial
outlay, the cost to maintain and transport the
equipment would be minimal. Plans on how to
build the moveable bike racks can be found at:

In most cities, the valets are manned by
volunteers coordinated through the local
bicycle advocacy groups.

RECOMMENDATIONS

The city of West Hollywood should require
all city events to include on site bike valet
parking services and to advertise that fact in all
promotional materials.

The city should acquire the necessary
equipment to set up and maintain a bike
Appendix B, Secton ii
67
valet facility and organize with the city bike
coordinator and West Hollywood Bicycle
advocates to create a list of volunteers who
would be available to maintain the bike valet at
all city events.

Sunset Strip Security Ambassadors should
recommend assist with bicycle safety
(Business Development District is part of bid)

SUPPORT DEVELOPMENT OF A PERMANENT NONPROFIT BICYCLE
REPAIR EDUCATIONAL ORGANIZATION (BICYCLE CO-OP/COLLECTIVE)

EXISTING CONDITIONS
“47% of Americans say they would like more bike facilities in their
communities” (Royal, D., and D. Miller-Steiger. “National Survey of
Bicyclist and Pedestrian Attitudes and Behavior.” National
Highway Traffic Safety Administration 2008 <http://
www.bikesbelong.org/>).

At present, West Hollywood is viewed by cyclists as a “pass-
through” region, rather than a cycling destination. Currently, there
are no bicycle repair and retail shops in the City of West Hollywood
(although a positive step, Bikes and Hikes is a tour-based
business). More importantly, unlike neighboring communities,
there are no organizations or permanent programs that provide
bicycle education, accessibility programs, and repair facilities to the
community. The result is a palpable shortage of the business core
and community service organizations needed to foster the growth
of a cycling community, a lack of visibility that gravely impacts
the safety of motorists, cyclists, and pedestrians, as well as the
success of bicycle policy in West Hollywood.


REGIONAL CONNECTIVITY
Nonprofit bicycle repair education organizations are operating
successfully throughout Los Angeles, including the Bike Oven
(Highland Park/District 1 http://bikeoven.com/), the Bicycle Kitchen
(East Hollywood/District 13) http://www.bicyclekitchen.com/
, and Bikerowave (West Los Angeles/ District 11 http://
www.bikerowave.org/).

These organizations not only serve as community centers/social
spaces and neighborhood revitalization hubs, but also as strong
allies in the development of regional bicycle policy. The recent
approval of the Bicycle Master Plan by the LA City Council has
created what supporting Councilman Ed Reyes has identified as
a “cultural shift toward different types of transportation” (Linthicum,
Kate. “LA City Council approves bicycle master plan.” Los Angeles
Appendix B, Secton ii
68
Times 1 March 2011 <http://latimesblogs.latimes.com/lanow/2011/
03/los-angeles-bicycle-master-plan.html>).

A nonprofit bicycle repair education organization in West Hollywood
would cultivate and advance community partnerships with
established bike co-ops. In addition, a bicycle co-op would bring
cycling interests to West Hollywood, as well as serve as a visible
presence and informed voice in the larger “cultural shift” toward a
multi-modal transportation policy.


As community partners: Bikerowave and Bike to Work
Week. “We had a great time this morning . . . helping out
those intrepid bicycle commuters who work at Sony Pictures
Studios. Approximately 20 cyclists brought us their rides
and we did some minor adjustments and tune-ups. One
Sony employee even rode all the way from Echo Park–the
long distance award winner!” (Bikerowave blog, May 2010).

As policy advocates: Bicycle Kitchen blog encourages
participation in discussions on master plan. “Join us in
conversation with Commissioner Roschen and Alexis
Lantz discussing the Los Angeles City Bicycle Master Plan,
approved in March by the City Council. . . . Learn how the
Los Angeles County Bicycle Coalition, Los Angeles City
Planning Commission, and Department of Transportation
collaborated to make this vision come true” (Bicycle Kitchen
blog, June 2011).


OPPORTUNITIES/CONSTRAINTS
“The U.S. bicycle industry generated $6 billion in sales in 2010,
including retail sales of bicycles, related parts and accessories,
through all channels of distribution” (“A Look at the Bicycle
Industry’s Vital Statistics.” National Bicycle Dealers Association
2010).

A nonprofit bicycle repair education organization in West Hollywood
achieves all of the primary goals identified by the Safety and
Education Subcommittee: “Create & develop a bicycle community
and galvanize the existing bicycle community in West Hollywood.
Make West Hollywood a destination for cyclists, not a bike-
through or shortcut. Create and promote opportunities for bicycle
accessibility and riding, as well as bicycle safety education.”

Beyond these opportunities for building community, the presence of
a bicycle co-op revitalizes neighborhoods and promotes business
growth. The mission of a bicycle co-op is noncompetitive with
neighboring business--including retail bicycle businesses--and
Appendix B, Secton ii
69
serves to draw cyclists and potential cyclists to the area, increasing
local business revenue. As an educational organization, volunteer
apprentice mechanics not only learn a skilled trade, but also
gain experience as an active member of a nonprofit, skills and
experience that can be used to start new businesses.

Examples based on the Bicycle Kitchen:

Two active “Cook” mechanic/collective members
started Orange 20, an independent retail bicycle store
and repair shop located on the same block as the
Bicycle Kitchen. Operating in an expansive former
furniture store, Orange 20 soon financed their online
commerce as an extension of the retail and repair
store. http://orange20bikes.com/

Active “Cook” mechanic/collective members started
Pure Luck, a vegan/vegetarian restaurant directly
across the street from the Bicycle Kitchen location.


BEST PRACTICES
A nonprofit bicycle repair educational organization in West
Hollywood would operate as a 501(c)(3) status organization whose
primary mission is to offer the community affordable experiential
bicycle repair, maintenance, and safety education. An all-volunteer
staff of trained bicycle mechanics would teach hands-on repair
and maintenance. Flagship services would also include programs
geared for kids/teens and families, under-served and marginalized
communities, non-English speaking communities, and integrative
school programs. Outreach activities would include organized
social rides (often used as fundraisers and safety training), on site
community events, topical workshops, and bicycle policy advocacy.

As one of the longest-running nonprofit bicycle repair educational
organizations in Los Angeles, the Bicycle Kitchen, established in
2002, serves as a superior model for best practices.


Sample mission statements:

Bicycle Kitchen: “Our mission is to promote the
bicycle as a fun, safe, and accessible form of
transportation, to foster healthy urban communities,
and to provide a welcoming space to learn about
building maintaining, and riding bicycles.”

“Bikerowave’s primary mission is to empower the
cycling public by providing affordable hands-on
education about bicycle repair and maintenance.
We aim to provide the space and tools necessary
to assist cyclists in repairing and maintaining their
own bicycles. We also seek to serve as a community
Appendix B, Secton ii
70
center for Westside cyclists by providing a venue for
gatherings and events. We are a not-for-profit, all-
volunteer organization that strives to be eco-friendly
in all aspects of its operation. We believe the success
of our mission will lead to a safer, stronger, larger and
more vital Westside cycling community.


Organizational Structure:

Consensus-based co-op or collective (based on
Bicycle Kitchen’s “Cooks” model): all-volunteer
bike mechanic/collective members train on site as
apprentice mechanics and staff the open business
hours. Currently, Bicycle Kitchen has 30 working
mechanic/collective members--called “Cooks.”

Grant funded positions (based on Bicycle Kitchen) -
an operations administrator and a bookkeeper.

Advisory Board made up of community/constituency,
local business owners, and City Council liaison.
Advisory Board supports collective as a consultative
committee - quarterly meetings.

Operational decision-making (programming, general
& administrative, fundraising): Mechanic/collective
members serve as officers and board members,
making operational decisions by consensus - monthly
meetings.


Programming:

Flagship Program example (based on Bicycle
Kitchen’s primary program): Open Business Hours
- walk-in or appointment customers (of all ages)
learn how to build, repair, maintain bicycle mentored
by a mechanic/collective member, using new and
refurbished donated parts.

Flagship Program example (based on Bicycle
Kitchen’s Earn-A-Bike program): Build-A-Bike - a
youth and family program in which kids between the
ages of 12 -18 learn how to build/maintain a bicycle
and ride safely through an “earning” program that
includes a community service component.

Flagship Program example (based on Bicycle
Kitchen’s Bicycle Bitchen): Go For It, Girls - a weekly
women-only repair and bike maintenance night
inclusive of gender identified and transgendered folks
staffed by women mechanic/collective members.
Includes an organized local ride for bike safety
education and community-building.
Appendix B, Secton ii
71

Flagship Program example (based on Bicycle
Kitchen’s La Bici Digna program): Bicycle Exchange -
integrative/mobile bicycle repair education that works
in partnership with organizations that provide services
and resources to under-served and marginalized
groups, such as day laborers and working-poor
communities.

Topical Workshop example offered by Bicycle
Kitchen: “Biking in L.A.! This is a one hour workshop
that covers: safe riding, how to make a route, how to
use different online mapping stuff, how to find other
people who are riding and how to interact with angry
drivers. 10 spots available. Suggested Donation: $10”
(Bicycle Kitchen website).


Location/Build Out/Equipment:

A business core stretch or surrounding neighborhood
would serve as an ideal permanent location

Approx 400-1000 plus sq. feet of space

Bicycle Kitchen, Bikerowave, and Bike
Oven operate in rented store fronts

Street parking is accessible

Bike parking infrastructure

A garage or other secondary space that is part
of an existing commercial development would
serve as an ideal start-up space (increased
business incentives for owner).

A dedicated workshop space at Plummer Park
or West Hollywood Park would serve as an
ideal start-up space.

As an extension of an after-school program,
a dedicated space on school grounds would
serve as an ideal start-up space.

City of West Hollywood incentive for
developers that include plans for a designated,
donated co-op space in new building/
development.

Space build out (based on Bicycle Kitchen):

all-volunteer labor

materials provided by donors and purchased
with donated/fundraiser funds.

Basic equipment (based on Bicycle Kitchen start-up):

Bike repair station:

portable bicycle repair stand and tools
(purchased with donated funds)
Appendix B, Secton ii
72

Bicycle parts and frames (donated via
collection drive/in-kind donations).

Funding and Expenses:

Grants for start up funds (based on Bicycle Kitchen)

Durfee Springboard Grant (http://
www.durfee.org/programs/springboard/index.html)

Bikes Belong Foundation - Paul David
Clark Best Practices Grant (http://
www.bikesbelong.org/bikes-belong-foundation.

Fundraisers for start-up funds (based on Bicycle
Kitchen)

City of West Hollywood allocation of start-up funds as
incentive for matching funds drive and/or grant writer
stipend.

Revenue streams (based on Bicycle Kitchen):

Open Business Hours - walk-in or appointment
customers working with mechanic/collective
member at an hourly rate of $7 or free (no one
is turned away). Parts are made available (at
an affordable suggested donation). Greatest
source of revenue.

Program-specific grants

Grant funded positions

Fundraising events and drives

Equipment donation drives.

Basic expenses (based on Bicycle Kitchen)

Rent - estimate 30% of operating budget

Insurance (liability, worker’s comp, etc.) -
estimate 5-10% of operating budget

Merchant services expense - business bank
account fees are often waived as incentives,
credit card processing 2.9% average per
transaction (terminal fees are often waived or
discounted for incentive).

Labor - all-volunteer

Equipment, parts - in-kind donations,
operational budget.


ANALYSIS
The existence of a bicycle repair educational organization in West
Hollywood would not only serve as a highly visible locus for cycling
community outreach, education, and advocacy, it would foster the
growth of a retail-driven bicycle district, much like the example of
the Bicycle Kitchen and other regional bicycle repair educational
organizations.
Appendix B, Secton ii
73

Importantly, specific programming, such as Build-A-Bike, could be
tailored to support or attract public interest in current programs, like
Safe Routes to School, as well as serve as enrichment education
for after school and teen programs. (http://www.bikesbelong.org/
assets/documents/uploads/SRTS_Promo_Piece_v15.pdf).

As a welcoming public image and voice for cyclists, a bicycle
co-op not only works in a cooperative spirit with motorists, but
also encourages potential cyclists. The mission of a bicycle co-
op supports mutual respect between motorists, pedestrians, and
cyclists, while programs build know-how and confidence in traffic.
In addition, a bicycle co-op offers an inclusive and safe space to
explore the bicycle as alternative transportation.


RECOMMENDATIONS

The City of West Hollywood and a nonprofit bicycle co-op would
be natural partners in the “cultural shift” toward sustainable city
planning and eco-conscious transportation policy. Therefore,
the City of West Hollywood should develop the growth of cycling
interests within its borders. City Council should investigate grant
funding to support the formation of a bicycle co-op or award an
existing organization the incentive to start satellite programs or
branches in West Hollywood.


SUPPORT DEVELOPMENT OF A PERMANENT BICYCLE ADVISORY
COMMITTEE (BAC)


EXISTING CONDITIONS
At present West Hollywood has no permanent citizen based
organization to advocate for the needs of bicyclists and to help
city officials create, implement, and prioritize bicycle programs,
facilities, and policies. Such a local advocacy group is essential in
ensuring that the recommendations of the 2011 Bicycle Task Force
will be implemented and to create an ongoing group to advocate for
bike interests in the city of West Hollywood.


REGIONAL CONNECTIVITY
The Los Angeles County Bicycle Coalition (LACBC) offers a
program that allows communities to organize local coalition
chapters to advocate for the specific needs of their constituencies.
Under the program, local chapters can qualify for 501C3 non-
profit status and are encouraged to collaborate with other local
chapters and LACBC at large. At present there are seven regional
Appendix B, Secton ii
74
chapters: Antelope Valley Bicycle Coalition, Better Bike Beverly
Hills, Culver City Bicycle Coalition, Montebello Bicycle Coalition,
Santa Monica Spoke, South Bay Bicycle Coalition, and West San
Gabriel Valley Bicycle Coalition.

Information on the program is available at: http://la-bike.org/node/
41/create-local-chapter


OPPORTUNITIES/CONSTRAINTS
Tess Lotta and Kevin Burton, members of the 2011 West
Hollywood Bike Task Force, have begun the process of gathering
interest in organizing a West Hollywood Bicycle Coalition through
LACBC Regional Partners Program. At present they are gathering
input from local bicycling advocates, through a Doodle Poll (http:/
/doodle.com/cqgbffii8wnii7np), on how best to organize such a
subcommittee.


BEST PRACTICES
According to the League of American Bicyclists, a highly respected
national advocacy group:

“A Bicycle Advisory Committee/Council (BAC) is a critical
component of a successful Bicycle Friendly Community and can
play an important role in helping local officials create, implement,
and prioritize bicycle programs, facilities, and policies.

There are various ways a community can go about creating their
BAC. Typically it is a citizen based organization rather than
an extension of the local government, helping to create a more
autonomous organization immune to political changes. Since it
is typically not recognized as an official member of the governing
council, the committee can act independent of procedural
requirements, have broader participation, and also act as a
watchdog on governing policy and project implementation. An
effective BAC ensures an opportunity for public input into bicycle
related projects, programs, and policy.”


Santa Monica Spokes, a local chapter of the LACBC, is a good
example of the types of activities that a West Hollywood BAC might
undertake:
http://smspoke.org/


Long Beach Cyclists, is another example of a successful bicycle
advocacy group:
http://longbeachcyclists.com/

Appendix B, Secton ii
75

Davis, California, considered one of the most bicycle friendly cities
in the entire country, also is a good example for how a successful
BAC might be structured:
http://cityofdavis.org/meetings/agenda.cfm?c=29


ANALYSIS
The formation of a West Hollywood Bicycle Coalition would be a
powerful force for bicycle advocacy in the city of West Hollywood
and ensure that the work of the 2011 West Hollywood Bike
Task Force is brought to fruition. Since it would function as an
independent 501C3 charitable organization, the WHBC would
require no funding from the city of West Hollywood. The WHBC
would, however, greatly benefit from official recognition from the
city and a close partnership to make the city of West Hollywood a
safe and inviting place for bicycles.


RECOMMENDATIONS
The city of West Hollywood should officially support the creation of
a West Hollywood Bicycle Coalition chapter.

Although an independent advisory committee, the WHBC should
be officially recognized by the city of West Hollywood and a chain
of command developed, ensuring communications between the
WHBC and the city council.


APPOINTMENT OF CITY BICYCLE ADVOCATE

EXISTING CONDITIONS
At present the City of West Hollywood has no official Bicycle Advocate on
staff who consistently acts as the official city representative in interfacing
with regional and national bicycling advocacy groups; who will be
responsible for overseeing the implementation of the recommendations
of the 2011 WEHO Bicycle Task Force; and who will spearhead efforts
to submit grant proposals to fund future bicycle related improvement
projects.

REGIONAL CONNECTIVITY
A West Hollywood city appointed Bike Advocate should regularly attend
meetings of the Westside Council of Governments and its Transportation,
Sustainability and Bicycle Safety subcommittees as well as opening a
dialog with other local bicycle advocacy groups including:

Los Angeles County Bike Coalition

Culver City Bike Coalition

Santa Monica SPOKE
Appendix B, Secton ii
76

Parks & Recreation Commission Bike Committee

The West Hollywood Bike Advocate should also be sent to the State of
California’s OTS (Office of Traffic Safety) Conference for the purpose of
completing its Bicycle & Pedestrian Safety Track.

BEST PRACTICES
Every community to earn the Platinum Level award as the best Bike Friendly
Communities in the United States employee at least one full time bicycle
coordinator.

DAVIS, CA
http://www.bikeleague.org/programs/bicyclefriendlyamerica/
communities/bfc_davis.php
PORTLAND, OR
http://www.bikeleague.org/programs/bicyclefriendlyamerica/
communities/bfc_portland.php
BOULDER, CO
http://www.bikeleague.org/programs/bicyclefriendlyamerica/
communities/bfc_boulder.php
This job posting for a Boulder bike planning position illustrates the
requirements for and benefits of the position.
http://www.apacolorado.org/content/bicycle-planner-employee-
transportation-coordinator
NEW YORK, NY
Much of New York’s recent success in transforming itself into a bike
friendly city has been attributed to the work of Bicycle Coordinator
Joshua Benson.
http://cityroom.blogs.nytimes.com/2008/05/12/ask-about-cycling-in-
new-york/

ANALYSIS
Other communities have demonstrated that to become truly bike friendly,
a city employee must be officially charged with the task of developing and
implementing a bike friendly agenda.

RECOMMENDATIONS
The City of West Hollywood should consider the hiring of a permanent
bicycle coordinator to develop and plan a bike friendly agenda for the
City of West Hollywood. If that is not possible, the city should officially
designate a present employee with the duties of bicycle coordinator
for West Hollywood and provide them with the time and resources to
implement bike friendly practices for the city.


******************************************************************************************
The structure and format of reports should be in bullet form and each category
Appendix B, Secton ii
77
should touch on (if applicable):
1. Existing conditions
2. Regional connectivity
3. Opportunities/Constraints
4. Best practices
5. Analysis
6. Recommendations



Appendix B, Secton ii
78
Appendix B, Secton iii
Programs, Implementation & Funding Subcommittee
Ron Durgin, John Adler, Kevin Burton, Irwin Chodash, Victor Omelczenko

The Programs, Implementation & Funding Subcommittee of the West Hollywood Bicycle Task Force has developed
recommendations to prioritize, fund and implement programs to develop bicycle infrastructure facilities, improve safety
of bicyclists and pedestrians, and educate motorists and bicyclists on the rights and responsibilities of all groups who
share public roadways.

Acceptance of a set of proposals is only the first step in creating an environment that promotes bicycling in a
community. It is necessary to institute policies and procedures to carry out those proposals, and this has presented a
challenge to many communities, especially in auto-centric areas like Southern California. West Hollywood is recognized
as being more walkable than other cities in California and has also distinguished itself by promoting pedestrian-friendly
policies, both of which require balancing the needs of pedestrians and motorists. Acceptance of the recommendations
of the Bicycle Task Force would represent a commitment by the City to institute similar policies and procedures to
support bicycle transportation.

The recommendations in the following sections draw on similar efforts by many communities and agencies to support
bicycle plans by establishing objective criteria for prioritizing projects, seeking funding to support them, and establishing
strategies for implementing and sustaining bicycle programs.

Section 1: Pre—Grant Timelines for Bicycle Projects
The Program Implementation and Funding Subcommittee has listed five competitive grant funded programs and
associated pre-grant timelines to help the City develop a process of preparing final grant applications in advance of
deadlines. The selected grant programs include Federal Highway Safety Improvement Projects (HSIP), Office of Traffic
Safety (OTS), Metro Call for Projects (CFP), Federal Safe Routes to Schools (SRTS), and State Legislated Safe Route to
Schools (SR2S), see table 1.
The pre-grant time lines should be followed in order to improve chances for securing funding and applying for the most
cost effective project. The committee recommends a City Bicycle/Pedestrian Mobility Coordinator take the lead in
compiling the projects to be submitted for grant applications and work closely with the City Council Members, Mobility
Panning Division, Engineering Division, Public Safety Division, and County Sherriff’s office in ensuring success for funding
approval.

TABLE 1: SAMPLE PRE-GRANT TIME LINES.
PRE-GRANT TIME LINE FOR BICYCLE PROJECTS
TYPE OF GRANT PROPOSE INITIAL
LIST OF PROJECTS
REDUCE LIST RECEIVE
APP.
PREPARE
APP.
SOLICIT
SUPPORT
SEND
REPORT TO
CITY
COUNCIL
SUBMIT
FINAL APP.
FEDERAL
HIGHWAY SAFETY
IMPROVEMENT
PROJECTS (HSIP)
BEGIN IN MAY
ANNUALLY (8
MONTHS LEAD
TIME)
BEGIN IN
JULY
ANNUALLY
SEPT. /
OCT.
ANNUALLY
SEPT. /
OCT.
ANNUALLY
SUBMIT BY
NOV.
ANNUALLY
SUBMIT BY
NOV.
ANNUALLY
DECEMBER
ANNUALLY
OFFICE OF
TRAFFIC SAFETY
(OTS)
BEGIN IN JUNE
ANNUALLY (6-8
MONTHS LEAD
TIME)
BEGIN IN
AUGUST
ANNUALLY
NOV.
ANNUALLY
NOV. THRU
JANUARY
ANNUALLY
NOVEMBER
THRU
JANUARY
ANNUALLY
SUBMIT BY
DECEMBER
ANNUALLY
JANUARY
ANNUALLY
79
Appendix B, Secton iii
METRO CALL FOR
PROJECTS (CFP)
BEGIN IN JUNE-
EVEN YEARS (6-8
MONTHS LEAD
TIME)
BEGIN IN
AUGUST
EVEN YEARS
NOV. EVEN
YEARS
NOV. EVEN
YEARS
SUBMIT BY
DECEMBER
EVEN YEARS
SUBMIT BY
DECEMBER
EVEN
YEARS
JANUARY
ODD YEARS
STATE LEGISLATED
SAFE ROUTES TO
SCHOOLS (SR2S)
INFRASTRUCTURE
PROJECTS: BEGIN
JANUARY
ANNUALLY (12
MONTH LEAD
TIME)
MARCH /
APRIL
SEPT. OCT/NOV SUBMIT BY
NOV.
SUBMIT BY
NOV.
DECMEBER
FEDERAL SAFE
ROUTES TO
SCHOOLS (SRTS)
INFRASTRUCTURE
PROJECTS: BEGIN
AUGUST
ANNUALLY (12
MONTHS LEAD
TIME); NON-
INFRASTRUCTURE
PROJECTS: BEGIN
JANUARY
ANNUALLY (6
MONTHS LEAD
TIME)
INFRASTRUC
-TURE:
OCTOBER
ANNUALLY;
NON-
INFRASTRUC
-TURE:
MARCH
ANNUALLY
APRIL/MAY
ANNUALLY
MAY/JUNE
ANNUALLY
SUBMIT BY
JUNE
ANNUALLY
SUBMIT BY
JUNE
ANNUALLY
JULY
ANNUALLY


Section 2: Prioritization Criteria for Ranking Bicycle Projects
The Program Implementation and Funding Subcommittee propose ten (10) criteria that can be used to rank bicycle
projects. The ranking can be used to implement the infrastructure type projects in three scheduling categories: Short—
Term (1-3 years), Mid—Term (3-5 years and Long—Term (>5years). The projects can be ranked on a point system using a
100-scale system or some other scaling measure. Each criterion is listed in terms of importance such as, (1) Cost
Effectiveness as the most important to (10) Degree of Difficulty as the least important. A number can be assigned to
give criteria a degree of importance.
1. Project Cost
2. Funding availability (local discretionary funding or grant funding)
3. Timing with other related improvements
4. Connects to or serves an existing or proposed bicycle facility
5. Potential for reducing bicycle accidents and improving safety
6. CEQA approvals
7. Connects to or serves parks, libraries, recreation facilities, schools and high employment centers
8. Type of Facility (Class I, Class II, Class III, racks, lockers)
9. Support by the community
10. Degree of difficulty to install i.e. (dropping a travel lane, vehicle parking removal, street widening)


80
Appendix B, Secton iii
Section 3: Strategies for Implementing and Sustaining the WeHo Bicycle Program
Successful implementation of the recommendations of the Bicycle Task Force will require a series of ongoing activities
by the City and its community partners in the following areas:

3.1 Funding and Data Collection
3.2 City Staff and Community Resources
3.3 City Council and Administrative Support
a. Annual Work Plan and Report
b. Implementation of Bicycle Proposals
c. Best Practices

3.1 Pursue Funding and Data Collection

1. Actively pursue diverse sources of funding for implementation (see Tables 2 & 3).
2. Work with regional government groups to advocate funding for bicycle programs and infrastructure projects.
3. Allocate 10% of Measure R funding to bicycle and pedestrian projects.
4. Allocate a minimum of 2% of the City's annual transportation capital budget toward support of bicycle projects
and leverage of other funds.
Funding opportunities require staff time and resources to gather supporting data and assemble
applications, and even if awarded many require matching funds. A program with a constant funding
stream helps balance staff workloads and creates structure for implementing projects at a steady rate.
The BTF recommends a minimum set-aside for funding the bicycle program and this recommended 2%
allocation is seen as a starting point not a cap.

5. Until other sources are secured, allocate at least 1% of the Public Works operations and maintenance budget to
maintaining bicycle facilities.

Long-term maintenance planning and funding is critical to implementation of the BTF recommendations.
Bicycle facilities should be treated the same as other public investments, which are prioritized according
to objective criteria and not rejected simply because long-term maintenance funds are not firmly secured
in advance. The BTF recommends a minimum set-aside for funding routine maintenance. Establish a
timeline of projects: short, medium and long term.
6. The Division of Long Range and Mobility Planning should conduct citywide bike counts annually and whenever
auto traffic counts are conducted.
7. Create an on-line link to vehicle, pedestrian and bicycle counts, and crash data.

3.2 Provide City Staff and Leverage Community Resources

1. Create the position of City Bicycle/Pedestrian Coordinator.
2. Promote community involvement and regular consultation with bicycle advocacy groups.
3.3 Provide City Council Backing and Administrative Support

3.3(a) Annual Work Plan and Report

1. All applicable City Departments and Divisions will prepare an annual work plan for the City Council, City
Commissions and public detailing specific measurable tasks recommended by the Bicycle Task Force and/or
detailed in the Bicycle and Pedestrian Mobility Plan, Climate Action Plan and General Plan.
81
Appendix B, Secton iii

2. An annual report shall be provided to the city Council, City Commissions, and public by applicable City
Departments and Divisions describing funding and implementation of the proposals recommended by the
Bicycle Task Force and/or detailed in the Bicycle and Pedestrian Mobility Plan, Climate Action Plan and General
Plan.
The City Council will take a continuing interest in progress on implementation of the proposals, as will
the Transportation, Public Safety, and other City Commissions. In addition, effective implementation will
require consultation with partners in the bicycling and wider community. It is recommended that City
staff be instructed to produce a plan of action during the upcoming year, and an annual report
describing successes and challenges in fulfilling the action plan for the previous year. The plan and
report will be made available to the City Council, City Commissions, and the public.

3.3(b) Implementation of Bicycle Proposals

1. Direct all City Managers, Directors, and Administrators of Departments, Divisions and Commissions to
incorporate bicycle facilities and bicycle-friendly features in all public works construction, public facilities,
roadway studies and projects, and other city sponsored projects, including joint development and
redevelopment projects.
Implementation of bicycle proposals contained in the Bicycle Task Force report, the Bicycle and
Pedestrian Mobility Plan, Climate Action Plan and General Plan will require that they be taken into
account in city activities and projects. Similarly, more than one City Department and/or Division will
usually be involved in putting bicycle proposals into effect. It is recommended that all relevant entities
within city government be directed to work closely together to put bicycle proposals into effect in all
applicable City projects, as currently occurs for motor vehicles.

3.3(c) Best Practices

1. All applicable Departments and Divisions shall incorporate consistent standards and best practices governing the
design, implementation, and maintenance of bikeways and bicycle facilities.

Putting bicycle proposals into practice can only be effective if recognized standards are applied. It is
recommended that the City refer to published descriptions of best practices and consult with the bicycle
community for up-to-date information. The City should enact ordinances to require best practices be
adhered to by its contractors.

2. The City shall incorporate bicycle-related education and training materials – especially safety information – into
existing and future outreach and educational campaigns.
Use of bicycles as a mobility option is incumbent on the perceived safety of cyclists on city streets. In
addition to infrastructure facilities, it is essential that both motorists be aware of and have respect for
bicyclists, and in turn that bicyclists obey the rules of the road and in so doing demonstrate consideration
of motorists. This can only be achieved through education of both groups about sharing the road in a
safe manner. It is recommended that educational materials describing the rights and responsibilities of
cyclists be incorporated into outreach campaigns carried out by the City via the Public Safety
Commission, Transportation Commission and other means.
3. The City shall seek a Negative Declaration for EIR’s on minor projects to meet CEQA requirements.
4. The City shall modify the Zoning and Building Codes to include bicycle facilities and amenities as a standard
requirement.
5. The City shall require, as a condition of approval of discretionary projects, the dedication of right of way for
bikeways proposed by the Bicycle Task Force and bikeways identified in the 2003 Mobility Plan.
82
Appendix B, Secton iii
3.3(d) Council & Administrative Support: City Codes

1. The City shall identify necessary new/changed ordinances needed to proceed.
2. The City will modify the Zoning Code and Building Code to include new bike infrastructure requirements and
construction standards.
3. Require as a condition of approval of discretionary projects the dedication of right-of-way for and/or
construction of bikeways proposed by the Task Force or Bicycle & Pedestrian Mobility Plan.
4. The City will seek a Negative Declaration for EIR's for minor projects to meet CEQA requirements.
Section 4: Suggested Funding Sources for Pedestrian and Bicycle Safety Projects
4.1 Listservs and Websites
1. Federal: www.grants.gov and www.fedbizops.gov: all RFPs from federal agencies are posted here. Can set up
email alerts to receive RFPs from specific agencies.
2. Community of science: http://fundingopps.cos.com/: This is a subscription service that lists all RFPs from all
foundations. Individual subscriptions are free.
3. The Foundation Center: http://foundationcenter.org/ Funding resource for non profits that provides weekly
updates on current RFPs.
4. The National Center for Environmental Research: http://epa.gov/ncer/listserv/ sends out listserv
announcements announcing new funding opportunities.
4.2 Funding sources
1. State:
a. Office of Traffic Safety http://www.ots.ca.gov/grants/Program_Information/default.asp
b. California Department of Transportation http://www.dot.ca.gov/hq/tpp/grants.html
i. Caltrans Community–Based Transportation Planning Grants
ii. Safe Routes to School (federal and state programs)
iii. HSIP—Highway Safety Improvement Program
iv. BTA—Bicycle Transportation Account
c. The Strategic Growth Council http://www.sgc.ca.gov/planning_grants.html
d. The California Endowment http://www.calendow.org/grant_guide/
e. Robert Wood Johnson- Active Living Research
http://www.activelivingresearch.org/grantsearch/grantopportunities/current
f. Safe Routes to School National Partnership http://www.saferoutespartnership.org/ (resource page)

2. Federal
a. Department of Transportation:
i. National Highway Traffic Safety Administration.
ii. Federal Highway Administration.
iii. Housing and Urban Development (HUD)-Department of Transportation (DOT)-Environmental
Protection Agency (EPA) Partnership for Sustainable Communities Livability Initiative
(http://www.epa.gov/smartgrowth/partnership/)
b. Center for Disease Control http://www.cdc.gov/Features/HealthyCommunities/
c. Environmental Protection Agency
d. The Partnership for Sustainable Communities
http://www.epa.gov/smartgrowth/partnership/#background

83
Appendix B, Secton iii
Table 2 provides an overview of the availability of Federal transportation funds for a wide variety of bicycle and
pedestrian projects and offers guidance as to the most appropriate potential funding category for a range of typical
projects and programs. Table 3 lists federal, state and local funding opportunities along with key contacts at funding
agencies.
84

NHS (National Highway System)

STP (Surface Transportation
Plan)
HSIP (Highway Safety
Improvement Program)
SRTS (Safe Routes to School)
TEA (Transit Enhancements)
CMAQ (Congestion
Mitigation\Air Quality)
RTP (Recreational Trails
Program)
FTA (Federal Transit Capital)
TE (Transit Enhancements)
BRI (Bridge)
402 (State & Community Traffic
Safety Programs)
PLA (State/Metropolitan
Planning Funds
TCSP (Transportation &
Community and System
Preservation Pilot Program)
JOBS (Access to Jobs/Reverse
Commute Program)
FLH (Federal Lands Highway
Program
BYW (Scenic Byways)
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89
Appendix B, Secton iii
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93
Appendix B, Secton iii
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96
Appendix B, Secton iii































































































































































































































































































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