The Port of Long Beach looks set to approve the EIR with Bike and Ped Path for Gerald Desmond Bridge

Another major milestone along the path to build a separated bicycle and pedestrian facility on the replacement for the Gerald Desmond Bridge will occur on December 19 when the Long Beach harbor commission meets to review and  approve the Final Environmental Impact Report for the bridge.

The revised EIR includes two elements, the bike and ped path and noise control requirements associated with pile-driving and drilling activities

The city of Long Beach bicycle staff meet with port planners and a representative of the California Coastal Commission to get a preview of what will be presented to the harbor commissioners as well as to talk about next steps in building the path as well as connecting it into downtown Long Beach.

Below is the wording that is contained in the revised EIR.  As far as we are aware this includes everything that the bicycling and pedestrian communities asked to be included.

PRIOR TO COMMENCEMENT OF CONSTRUCTION, the permittee (Port of Long Beach) shall submit to the Executive Director of the California Coastal Commission for review and approval, one (1) full size set of final project plans approved by the Port of Long Beach, which shall clearly depict the inclusion of a Class I bikeway as described in Section 20 (Bicycle and Pedestrian Facilities) of the Gerald Desmond Bridge Replacement Design-Build Request for Proposals dated September 2, 2011.  The plans shall specifically include the following:

A single, continuous, non-motorized Class I bikeway (bike path) connecting SR 47 to Pico Avenue.  The Class I bikeway shall be a minimum of 12 feet wide, and signed and striped for two-way movement.  The Class I bikeway shall be located along the south side of the main span and approach bridges, and shall be essentially the same elevation as the bridge deck.  Protective railings shall be of an open design that provides and protects public views from the bridge.  The approximate western termination point for the Class I bikeway shall be at grade in the northeast quadrant of the SR 47 / Ocean Boulevard intersection.  The approximate eastern termination point for the Class I bikeway shall be at grade on the west side of Pico Avenue, at a location across from the intersection of Pico Avenue and the off-ramp from westbound Ocean Boulevard.

We are assuming that this will be approved by the Harbor Commissioners.

But having said that it would be good to have some supporters/advocates in the room to show strong support for this amendment and the inclusion of the bike and ped facilities in the final construction. We know that Mark would have been there to ensure the commissioners got the message…and to celebrate yet another milestone along the way.

A brief update on the time frame for the bridge

The RFP was sent out to four pre qualified bidders earlier this fall. The bids are expected to be returned to the Port by February with final contractor selection in March. Design will take 12 to 18 months. Opening of the bridge is scheduled for March 2016.

As of right now it is our full expectation that the bridge, when completed will include a class one bike and ped path that fully meets all of our expectations.

Connection to the LA River trail

One of the things that is not included in the plan is a connection to the LA River trail. The path as currently design ends at Pico Avenue, just west of the LA river. The purpose of the meeting meeting earlier this week with the Port Planners was to talk about the configuration of that landing and how it can be connected to the LA River trail and into downtown LA. The next steps will be to meet the Tidelands staff, who may have funding to create this connection, and then to conduct a workshop with the port on possible configurations for the connection as well as the wide variety of bike related projects that are planned for the 710/Ocean Ave Corridor area.

Please let us know if you have any questions. And we  look forward to seeing some of you at the Harbor Commission meeting on the 19th. The meeting will be held on the 6th floor of the Port headquarters at 5:00. The building is located just south of the Queen’s Way bridge at 925 Harbor Plaza, Long Beach.

It also made me think…if they can make San Francisco this bike friendly most cities in the US can do it as well.

I’ve been riding in an around (well mainly around) San Francisco for years.  I’d ridden down by fisherman’s warf, across the Golden Gate and out onto the headlands (which if you have not done it is absolutely spectacular with it’s views back toward the Golden Gate and San Francisco).  So when most people think of riding “in San Francisco” they think of the views like these.

Riding across the Golden Gate

View of San Francisco and the Golden Gate from the Headlands. A ride every bicyclists (well at least those who like hills) should do.

But this weekend I decided to explore the city…and do some urban riding.

I had heard that the city had added lots of Sharrows and bike lanes.  But I had no idea how many had been added.  In the downtown area it seems as if almost every other street has sharrows.  And at least some of the one way streets, which are typically three lanes wide, have sharrows on both of the outer lanes.

So after spending a glorious weekend in San Francisco…I’m more convinced than ever that no matter what your city looks like (flat, hilly, urban, suburban), no matter what the traffic is like…you can make it bike (and Pedestrian) friendly.

Just keep saying to you and your colleagues…if the can do it in San Francisco, we can do it here!!!

They have added sharrows along some of the coastal stretches

They have put sharrows in some of the very fancy neighborhoods

Sharrows have been put on some of the more hilly streets

Market has been made much more bike friendly

Columbus...one of the busier streets now has sharrows...with signs saying "bikes can use full lanes"

Parking has been taken away to add "parklets" for Pedestrians

Sharrows have been added to several of the downtown streets

And pedicabs exist in Chinatown

When I hear the phrase “safe routes to school” I think of kids on bikes, kids walking and kids riding their scooters to and from schools.

It makes me think of the intersection in the front of my home that is three blocks from an elementary and middle school where I see dozens of kids everyday take advantage of the new roundabout that was put in to make it safer for them to walk and bike to school.

Safe Routes to schools funds infrastructure and educational program that make it safer to kids to get to and from school by bike and by walking.  It provides money from the federal transportation fund to support local communities building sidewalks, bike lanes and bike boulevards to make it safe for our kids to get to school by a means other than a car.  It also provides money for education, teaching elementary and middle school kids how to ride and walk safely.  It teaches them “good cycling and walking skills” they will use for the rest of their lives.  And of  course it helps educate adults; what better way is there to education parents than through the eyes of their children (and their PTA’s).

But this funding is in danger…

Currently 1.5% of federal highway funding goes to biking and walking programs (while biking and walking programs actually make up 12% of the total trips made in the US). But this modest percentage of funding is now endanger.  As part of cost cutting efforts members of both the house and senate transportation committees are threatening to cut this modest percentage of the budget that supports biking and walking.

House Transportation Chairman John Mica (R-FL) announced today that his transportation bill will eliminate dedicated funding for bicycling and walking, including Safe Routes to School and discourages states from choosing to spend their dollars on these activities that are “not in the federal interest.”

We in California are fortunate to have senators who have strongly supported funds for bicycling and walking.  Both Senators Boxer and Feinstein have expressed support for these programs.  But….they need your support and encouragement. We want them to know that their constituents support these important programs.  We also need our congressional representatives to know that their constituents strongly support these programs.

If you agree that programs such as safe routes to schools are important to your local community please go to the safe routes to school site to contact your senators and representative.

Need some good facts to bolster your argument?  See below for material from the League of American Bicyclists:

Not in the federal interest? Biking and walking make up 12 percent of all trips in the US – even as funding for biking and walking projects only accounts for 1.5% of the federal transportation budget. That is more than 4 billion bicycle trips and 40 billion walking trips a year, including trips to work, school, shopping and for recreation and tourism.

Frivolous? Two-thirds of all pedestrian deaths are on federally funded highways.  One-third of children’s traffic deaths happen when children are walking or bicycling and are struck by cars.  Bicycling and walking programs build sidewalks, crosswalks and bikeways—improving accessibility and saving lives.

The Facts

• Biking and walking are important forms of transportation, and funding for bicycle and pedestrian improvements is a very efficient use of federal transportation dollars.  Portland, OR built 300 miles of bike lanes and trails for the cost of one mile of highway.
• These projects create jobs and build local economies.  Building bicycle and pedestrian infrastructure creates 46% more jobs than building road-only projects per million dollars spent.  Cities that invest in bicycle and pedestrian projects turn downtowns into destinations, and capitalize on increased business activity.
• Eliminating the 1.5% of transportation funding spent on bike/ped would have no meaningful impact on the federal budget, but instead, decreases transportation options for American families in a time of rising gas prices and an uncertain economy.

Why Act Now? Both the House and Senate long-term transportation bills are being written as we speak.  We still have a chance of influencing the outcomes.  Let’s make sure that funding for biking and walking programs don’t disappear for many years.

We need every Senator to tell Senators Boxer and Inhofe that bicycling and walking are vital parts of our transportation system, and that there must be dedicated funding for sidewalks, bike lanes and trails to ensure that bicyclists and pedestrians are safe.  And we need every Representative in the House to tell Chairman Mica the same.

Please contact your Senators and Representatives TODAY to tell them that bicycling and walking are a critical part of a safe and equitable transportation system.  Ask them to tell Representative Mica and Senators Boxer and Inhofe that a federal transportation bill must continue dedicated funding for bicycling and walking.

In a recent op-ed piece in one of the most widely read business journals in LA, Richard Risemberg takes on a number of these “urban myths.”  For example:

Cyclists don’t pay road taxes — According to Risemberg: This is particularly rich in hypocrisy. As a matter of fact, according to numerous studies (my favorite being one by the Transportation Department in good ol’ conservative Texas), car and fuel fees and taxes never pay for more than half the cost of building and maintaining roads for motorists. In fact, since 1947, the shortfall in user fees for these asphalt handouts has been $600 billion, making private driving the most socialistic program the United States has ever seen.

Bottom line…if you pay taxes…you pay for the use of the roads.

Bike Lanes Cost too much — In the article Risemberg looks at cost and usage data from one of the most bike friendly cities in the country, Portland.  All of the last 20 years’ worth of bicycle infrastructure put into place in Portland – including 300 miles of bike lanes, paths, and boulevards – cost no more than one mile of four-lane urban freeway, and now accommodates nearly 7 percent of all commuter travel in the city.

Being somewhat skeptical of the numbers…I did want to see if what Risemberg said was true…that the total cost of the bike infrastructure was in fact no more than the cost for one mile of a four-lane urban freeway.  And it turns out…I wasn’t the only one who wanted to know.  PolitiFact Oregon asked the same question – and the answer they came up with was — yeah this is pretty much true.  Over the past 20 years Portland has spent on the order of $60 million on bike infrastructure (for you wonks..that is in 2008 dollars).  The costs they found for a four lane freeway in urban areas range from just under $20 million/mile to nearly $80 million/mile.  And in areas with severe restrictions the costs are $68 million to nearly $300 million / mile.  The conclusion of Politifact…$60 million is in the ball park of the average cost for a mile of four-lane urban freeway.

So do bike lanes cost too much?  I guess it depends on how you view adding one mile of freeway versus 300 miles of bike lanes, paths and boulevards that accommodate 7 percent of all commuter travel in the city.

Reducing driving kills business — A common perception is that  business is driven by customers who drive to the area.  Thus…the common wisdom…if you reduce vehicle access you will kill business.  But recent studies are showing that in many urban areas business is in fact driven by people who live within a short radius of the business and get their by either walking or riding their bike. Quoting Risemberg: For most businesses, the addition of bike lanes and bicycle parking means better cash flow. Cyclists move slower than cars, can window shop as they ride, and can stop and shop on a whim. You can park 12 bicycles where only one car would fit. Shop owners in Portland clamor for more bike infrastructure, so that they can grab some of cyclists’ loot. There’s a waiting list for bike corrals in front of shops there since merchants have seen the effects of the first efforts.

A 2009 study in a Toronto neighborhood bears this out.

The issue as laid out in the study…

Almost every new bike lane in the older city – where streets are narrower than in suburban areas – has involved the removal of at least some on‐street parking. The removal of on‐street parking capacity is a big concern for some business owners who believe that the majority of their customers arrive by car. They are concerned that if there isn’t sufficient parking very close at hand, it will deter some customers from visiting the business.  In most instances, there is very little evidence to support or negate this concern.

What the study found…

• Walkers and bicyclists visit the area far more frequently than drivers…
• Most people who visit the area…live in the area
• People who live in the area are most likely to walk or bike to the stores and restaurants (vs driving)

The bottom-line for the study –

The general finding from this study is that pedestrians, cyclists and transit users account for the bulk of retail spending on Bloor Street West in the Annex neighborhood. In fact, there is evidence to suggest that efforts to attract more pedestrians and cyclists will have a more positive economic impact on businesses than maintaining the existing parking on the street. On this section of Bloor Street, the existing parking demand can be accommodated by a reduced number of on‐street parking spaces combined with the existing off‐street parking spaces. It is clear that many merchants in the study area do not view on‐street parking as key to their business.

Does the elimination of parking kill business?  In many areas the answer is no.  In fact – eliminating parking and making the area more bike and pedestrian friendly in fact increases business.

So bust those urban myths and make your community safer and more accessible for cyclists and for pedestrians.  As Risemberg says at the end of his article “you can’t argue with lower taxes (it costs less to build and maintain bikeways than roads), less congestion (you can put 12 bikes in the space it takes for one car), livelier retail (bikers and walks visit more often and spend more money) and a happier work force.”

In an excellent article in today’s Long Beach paper, the Press-Telegram,  Doug Kirkorian talks about Charlie Gandy, Long Beach’s mobility coordinator (what is a mobility coordinator you ask…in this case it’s the person in charge of putting together a bike program that will make a substantial difference in your community).

Doug (who at times loves to stir things up with regard to the city’s bike efforts) talks about Charlie’s background (Texas State Legislator at age 23, national recognized bike advocate….) as well as some of the key things that he and his colleagues have accomplished in the city.

But what really stood out for me from the article…and what I think says volumes about what Long Beach is trying to do is the following:

Suddenly, as he begins reciting the virtues of the sharrows in Belmont Shore and the new downtown bike lanes on Broadway and Third Street, a spry 87-year-old gentleman named Bill Connolly approaches Gandy.

“You’re the cycling guy, right?” he asks.

Gandy nods.

“I just want to thank you for the Naples and Belmont Shore bike paths because now I can walk on the sidewalks and no longer have to worry about being run over by cyclists, ” says Connolly, who was a ball turret gunner in World War II during 32 missions over Germany, including four over Berlin. “The bike paths have made walking much safer for me.”

This is what the efforts are about…it is about making it safer for everyone.  Safer for the walkers, safer for the cyclists…and ultimately safer for drivers (well — they are less likely to hit a cyclist).  And as Charlie will tell you, when people feel safer they will do more of it.  They will do more walking, they will do more bike riding.  When mom’s feel that their kids are safe on a bike…they will let them ride to school.  When people feel safe on the streets…they will ride to the store, or to work…or just for fun.

Charlie’s role in Long Beach

Three years ago Long Beach hired Charlie Gandy as its mobility coordinator.  Since that time Long Beach has gone from a city that “wasn’t on the map” with regard to biking and bike infrastructure to a city that is nationally recognized for it’s innovation and rapid progress in becoming bike friendly.

During his brief 3 year tenure Charlie has reached out to the community and to our political leaders to make biking part of what the city is all about.  He has been instrumental in putting sharrows in one of the key commercial areas of the city.  He has worked with the business leaders and residents on installing the first separated bike lanes in southern California.  And he helped lead the effort to put in the first bike boulevard in Southern California.

As Doug Kirkorian says in the article Charlie didn’t do this alone.  He had the help of his colleague Sumi Gant, who raised over $20mm in funds for the bike projects.  He had the  support and backing of advocates and business leaders such Mark Bixby.  And he helped cultivate the help of political leaders such as Mayor Bob Foster and many of the Long Beach council members including vice mayor Suja Lowenthal, Gary DeLong and Robert Gracia.

What’s next for Charlie and the City of Long Beach

While Long Beach has made enormous progress toward becoming a truly bike-friendly city…it still  has a long way to go.  Much of the progress that has been made has been in the coastal parts of the city.  The challenge is to now extend this into the inland parts of Long Beach.  Charlie and his colleague Sumi Gant have worked closely with the community to help develop the next bike master plan – much of which focuses on extending the bike facilities into other parts of Long Beach.  He and his colleagues are also working closely with the business districts to create what Charlie affectionately refers to as BFD’s (Bike Friendly Districts).

This video from Long Beach TV shows the projects and interviews with some of the people who were behind making these projects a reality including Long Beach Mayor Bob Foster, Council members Gary DeLong and Robert Garcia and Vice Mayor Suja Lowenthal.  It is this type of political support that has made it possible for Long Beach to move forward with these bold projects.

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For those of you who have not seen the latest LA.STREETSBLOG by Joe Linton, a well know cycling blogger, it is a must read for anyone interested in what is happening in Long Beach and in cycling.   As you can see from the “clipping” below…Joe starts off his piece with the statement “The City of Long Beach is undisputed leader in innovative infrastructure for safe and convenient bicycling.”   Joe’s article does a great job of showing the highlights of this innovative bike facility.

“The first separated bikeway in Southern California is now installed in downtown Long Beach along Broadway and 3rd Street – between Alamitos Ave. and Golden Ave. The project allows for two lanes ofthrough traffic, one parking lane and a protected bikeway on both Broadway and 3rd Street. New“bike signals” along the separated lanes will helpregulate vehicle left turns across the bikeway, helping to further reduce bicycle-car conflicts.”

The city has put together a brochure that provides background and safety tips for the separated bikeways.  The document is attached and below are some of the key items from that document.

Why did the City install separated bikeways?

Streets like 3rd and Broadway previously worked well for those people who were comfortable ridingbicycles in mixed traffic. The new design is intendedto make bicycling more comfortable for people of allages and skill levels who may not feel comfortableriding under such conditions. Long Beach is working to develop a bikeway system downtown and in every neighborhood that will encourage people to considerriding a bike for short trips, commuting, exercise and fun. These bikeways also help create a more livableenvironment for the increasing number of residents who make downtown their home and choose to bikeor walk from place to place.

How does this project make walking safer and more enjoyable?

Pedestrians will find crossing Broadway and 3rdeasier because they are now crossing 2 travel lanesinstead of 3. And with the new protected left turn arrows, pedestrians crossing along Broadway and3rd at intersections will also be protected from cars making a left turn. Walking along these streets will be more pleasant because the bikeways will buffer the sidewalk from adjacent car traffic noise and pollution.

What are the key safety tips people should know about bicycling on the new bikeways?

• Always travel in the same direction as car traffic – Broadway and 3rd are one way streets,and the bikeways are one-way.
• Bicyclists in the bikeway must always obey the bike signals – they operate the same as aregular signal: a green bike signal means “go,”and a red bike signal means “stop.”
• Be aware and alert for people in cars that may cross the separated bikeways to enter or exitdriveways and alleys.
• Making a right turn is safe and easy.Depending on your comfort level, you may:
  1. Operate as a vehicular bicyclist. Exit where there is a break in the protective median prior to your right turn. When safe, merge right and turn at the intersection from theright lane. Bicyclists are not permitted to cross through the painted medians.
  2. Operate as a pedestrian. Stop in the bike lane at the intersection. Dismount and walk your bike in the crosswalk as a pedestrian.

What are the key safety tips people in carsshould know about the new bikeways?

Be aware and alert for bicyclists and pedestrianswhen crossing the separated bikeways to enter or exit driveways and alleys, or when merging to turn left. Driveways, alleys and left turns at uncontrolled intersections will be marked by green paint to alert people on bikes and in cars that they must share the road safely.

Almost every intersection has a protected left turnsignal to separate people making a left turn in cars from people on bicycles who are going straight. Always obey the left turn signals – turn only when the arrow is green.

Grand Opening Separated Bikeways

1. The Mark Bixby Bike and Pedestrian Path: The commissioners unanimously recommended naming the bike and pedestrian path on the new bridge connecting downtown Long Beach with Terminal island “The Mark Bixby bike and pedestrian path.”  We would like to thank the Harbor Commissioners and in particular Commissioner Cordero, who proposed the motion, for their support of the facility as well as their overwhelming support for naming the facility for our friend and colleague, without who’s efforts this facility would not have been possible.
2. A bike friendly port policy: The commissioners unanimously approved a recommendation for staff to develop a bike friendly port policy and to return it to the commissioners within 30 days.

A bike friendly policy is a big step forward in the continued development of green port policies and initiatives by the port of Long Beach.  The idea behind the policy is to provide a framework for developing infrastructure and procedures that will provide safe routes for employees and others within the port.

Bikeable Communities has already heard from a number of workers in the port, ranging from port staff to Longshoreman to boat captains…saying…”if we have safe route…we will ride out bikes.”  Many of the port workers live in Long Beach and the adjacent communities….all within a few miles…making for an easy bike commute.

The challenge of course is making that commute safe.  With the addition of the separated bike and pedestrian path on the New Bridge part of the “safe route” will be completed.  But that still leaves getting into the port itself where cyclists will be competing with semi’s.  Something that few want to do.  However, according to people who have looked at the problem…it can be solved…and most likely solved for only modest dollars.  Other ports, such as those in NY and NJ have recently implemented a bike friendly policy.

What the NY & NJ policy does is to lay out the parameters and directives for developing bike friendly infrastructure.  Here is some of the wording from the port policy.

The Port Authority seeks to provide its customers, tenants, visitors and employees with safe and convenient bicycle access and secure bicycle parking at its facilities, wherever operationally and financially feasible.”

The Executive Director may, consistent with the policy, need to take the following steps to advance this policy:

• Integrating improved bicycle access, safe bicycle lanes, and secure bicycle parking and storage into existing Port Authority buildings, roadways and other facilities owned or operated by the Port Authority.
• Ensuring that design guidelines for new construction and major renovations include sufficient bicycle access, storage, and related amenities to meet emerging demand.
• Developing multi‐modal transit hubs that encourage biking and walking.
• Removing any unnecessary restrictions on bicycle access, and promoting the safe co‐existence of motor vehicles, bicycles and pedestrians at Port Authority facilities.
• Encouraging tenants to expand bicycle access and accommodation.
• Coordinating bicycle facility improvements and inter‐modal connections with regional planning organizations, other regional transportation providers, and local governments.

If you are interested in being involved in developing a bike friendly port policy…let us know.  If you work in the port let us know what would make you feel safe in riding your bike to work.  If you have other ideas with regard to the use of bikes in the port…let us know that as well.