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7/30/2019 Administrative Draft Plan 11-14-2012
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Alhambra Bicycle Master Plan
Prepared by:
Alta Planning + Design
Draft PlanNovember 2012
Prepared for:
City of Alhambra
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Acknowledgements
Prepared for: City of Alhambra
Mary Chavez, Director of Public Works
Chris Paulson, Administrative Analyst
Prepared by: Alta Planning and Design
Brett Hondorp, Principal
Jessie Holzer, Planner
City of Alhambra Bicycle Master Plan
page
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page ii
Acknowledgements
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page ii
City of Alhambra Bicycle Master Plan
Table of Contents
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Land Uses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Goals and Policies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1 Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3 Existing Plans and Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3 Existing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.1 Existing Bicycle Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Multi-Modal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.3 Education, Encouragement, and Enforcement Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.4 Past Expenditures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4 Needs Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
4.1 Types of Bicyclists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2 Public Outreach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.3 Bicycle Commuter Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.4 Collision Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5 Recommended Improvements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.1 Proposed Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.2 Proposed Bicycle Support Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5.3 Additional Municipal Code Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.4 Recommended Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6 Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
6.1 Project Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.2 Bikeway Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.3 Project Prioritization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.4 Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Appendix A: Online Survey. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Appendix B: Bike Lane Implementation Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
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Table of Contents
List of Figures
Figure 1-1: Proximity Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Figure 1-2: Land Use Policy Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2-1: West San Gabriel Valley Proposed Bikeways Adjacent to Alhambra. . . . . . . . . . . . . . 9
Figure 3-1: Caltrans Bikeway Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 3-2: Existing and Proposed Bikeways Adjacent to Alhambra . . . . . . . . . . . . . . . . . . . . . . 16
Figure 3-3: Multi-Modal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 4-1: Types of Bicyclists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 4-2: Respondent Bicyclist Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 4-3: Respondent Commute Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 4-4: Barriers to Bicycling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 4-5: Interest in Programmatic Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 4-6: Bicycle Collisions, 2006-2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 5-1: Recommended Bikeways. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 5-2: Recommended Bicycle Parking Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
List of Tables
Table 2-1: Relevant Bicycle-Related Municipal Code Ordinances . . . . . . . . . . . . . . . . . . . . . . . . . 8
Table 3-1: Existing and Proposed Bikeways Adjacent to Alhambra . . . . . . . . . . . . . . . . . . . . . . . 15
Table 4-1: Means of Transportation to Work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Table 4-2: Existing Bicycling Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Table 4-3: Existing Bicycling Air Quality Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Table 4-4: Projected Year 2030 Bicycling Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Table 4-5: Projected Year 2030 Bicycling Air Quality Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Table 4-6: Bicycle Collisions, 2006-2010. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Table 4-7: Collision Details, 2006-2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Table 5-1: Recommended Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Table 6-1: Bikeway Unit Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Table 6-2: Annual Operation and Maintenance Cost Estimates. . . . . . . . . . . . . . . . . . . . . . . . . . 42
Table 6-3: Prioritization Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Table 6-4: Prioritized Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Table 6-5: Federal Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Table 6-6: State Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Table 6-7: Regional Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Table 6-8: Other Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
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page 1
City of Alhambra Bicycle Master Plan
Main Street
Valley Boulevard
Fremont Avenue
Mission-Palm
The top three employers in Alhambra are:
Los Angeles County Department of Public Works
(3,600 employees)
Alhambra City Schools (2,136 employees)
County of Los Angeles Offices at The Alhambra
(1,500 employees)
1.2 Land Uses
Land uses in Alhambra are shown in Figure 1-2. Just over hal
of the Citys land area consists of residential uses, including
single family residential (35 percent) and multifamily
residential (18 percent). Office/professional uses in the city
are located on Garfield Avenue and Fremont Avenue, while
commercial uses are concentrated along Main Street. The
Citys automobile commercial land use, representing Auto
Row, is also situated on Main Street.
1 Introduction
The Alhambra Bicycle Master Plan is intended to guide the
development and maintenance of a comprehensive bicycle
network and set of programs and policies throughout the city
over the next 10 years. The plan provides a vision to improve
conditions for bicycling throughout Alhambra, and create local
and regional connectivity. Implementation of this plan is meant
to promote and increase bicycle ridership for all ages and
levels of ability through safe, accessible, and consistent bicycle
infrastructure, and the policies and programs that support it.
This chapter introduces the City of Alhambra and the Bicycle
Master Plan. It is meant to provide context and background for
future chapters in the Plan.
1.1 Setting
The City of Alhambra has a population of approximately 83,389
residents and, as shown on Figure 1-1, is located in central Los
Angeles County, several miles northeast of Downtown Los
Angeles. The city has a land area of approximately 7.5 square
miles and is built-out. Within the city there are 11 different
colleges and four business districts. The business districts
include:
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page 2
Chapter One | Introduction
Downtown
LosAngeles
LOS
A
NGELES
SOUTH
PASADENA
SA
N
MARINO
SAN
GABR
IEL
ROS
EMEAD
MONTEREY
PARK
ALHAMBRA
M
ONTEBELLO
LOSANGELESCOUNT
Y
(unincorporated)
LOSANGEL
ESCOUNTY
(unincor
porated)
LOSANG
ELES
COUN
TY
(unincorp
orated)
710
60
10
5
110
101
1
0.5
0
Miles
N
Figure 1-1: Proximity Map
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City of Alhambra Bicycle Master Plan
HUNT
INGTON
DR
VALLEY BLVD
RAMO
NA
ST
GARVEYAVE
MISSION
RD
RAMON
ARD
GARFIELD
AVE
NEW
AVE
MAIN ST
ATLANTIC
BLVD
FREMONT
AVE
ATLANTICBLVD
HELLMAN AVE
COMMONWEALTH AVE
ALHAMBRA RD
HELLMAN AVE
GRANADAAVE
6TH
ST
YNEZ
AVE
MARENGO
AVE
ALM
ANSOR
ST
ALHA
MBRA
RD
CHAPEL
AVE
POPL
ARBLVD
CONCORD
AVE PA
LM
AVE
MARGUERITA
AVE
PINEST
ORANGE ST
FRON
TST
WOOD
WARD
AVE
ROSS AVE
ALM
ANSO
RST
NORWOOD PL
SAN MARINO AVE
GLENDON WY
710
10
Source: City of Alhambra 20
Low Density Residential
Medium Density Residential
High Density Residential
General Commercial
Automotive Commercial
Regional Commercial
Central Business District
Office Professional
Industrial
Parking
Public Facilities
Open Space
Specific Plan
Downtown Specific Plan Overlay
Figure 1-2: Land Use Policy Map
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Chapter One | Introduction
This page intentionally left blank.
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City of Alhambra Bicycle Master Plan
Plan and the goals, objectives, and policies presented in this
chapter, the City aims to become a place where residents and
visitors can bicycle to their destinations, whether it be home
work, or commercial centers.
2.2 Goals and Objectives
The broad, over-arching goal of the City of Alhambras Bicycle
Master Plan is to encourage and promote bicycling as a form
of transportation through engineering, education, enforcement
and encouragement. Specific goals and objectives for achieving
this goal are as follows.
2 Goals and Policies
This chapter presents the goals, objectives, and policies for the
Alhambra Bicycle Master Plan. It also reviews existing plans
and policies related to bicycling that will help guide this Plan,
organized by City of Alhambra, Los Angeles County, and
Other Plans and Policies.
2.1 Vision
The overall vision of the Alhambra Bicycle Master Plan is to
create a community where bicycling is a safe, convenient, and
viable form of transportation. Through the development of the
Goal 1: Bicycle Network
Create a bicycle network in Alhambra for all types of bicycle riders and all trip purposes
Objective 1.1 Develop a bicycle network with a comprehensive system of bike paths, bike lanes, and bike routes
Policies
Plan and install new bicycle lanes on major arterials with sufficient width
Plan and install shared lane markings (sharrows) and signage on bicycle routes where bicycle lane implementation is demonstrated
to be infeasible
Ensure that all facilities are designed consistently in accordance with the latest local, State, and Federal standards
Promote consistent signage that directs bicyclists to neighborhood destinations and increases the visibility of the bicycle network
Objective 1.2 Implement a system of bikeways with connectivity between homes, jobs, public transit, recreational resources, and adjacent communities
Plan and install bicycle facilities adjacent to schools
Plan and install bicycle facilities adjacent to major employment and shopping centers
Plan and install bicycle facilities that will connect to regional facilities
Work cooperatively with adjacent cities to coordinate bicycle planning and implementation activities
Support the development of bicycle facilities that provide access to regional and local public transit services wherever possible
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Chapter Two | Goals and Policies
Coordinate with transit providers to ensure bicycles can be accommodated on all forms of transit vehicles and that adequate
space is devoted to their storage on board whenever possible
Coordinate with transit agencies to install and maintain convenient and secure short-term and long-term bike parking facilities
racks, on-demand bike lockers, in-station bike storage, and staffed bicycle parking facilities at transit stops and stations,
Objective 1.3 Coordinate with developers to provide bicycle facilities that encourage biking and link to key destinations
Policies
Recommend the implementation of bike lane and bicycle support facilities along key corridors
Recommend bicycle parking at key locations, such as employment centers, parks, transit centers, schools, multi-family
residences, and shopping centers
Objective 1.4Support efforts to develop a Complete Streets policy that accounts for the needs of bicyclists, pedestrians, disabled persons, and
public transit users
Policies Prioritize opportunities that improve walkability and bikeability by utilizing Complete Streets standards for Capital Improvement
Projects
Objective 1.5 Develop a bicycle parking policy
Policies
Establish bicycle parking design standards and requirements for all bicycle parking on City property and for private
development
Identify where bicycle parking facilities are needed and identify the appropriate type for each site
Install and support short-term, long-term, and high capacity bicycle parking within the public right-of-way and on public
property, especially in high demand locations, such as near commercial centers
Provide bicycle parking that is sheltered from inclement weather
Goal 2: Safety
Improve safety for all road users through bikeway implementation, education, enforcement, and bikeway maintenance
Objective 2.1 Implement projects that improve the safety of bicyclists at key locations
Policies Review bicyclist-related automobile crashes to identify potential problem areas
Implement bicycle facilities on low-speed and low-volume roads
Objective 2.2 Increase education of bicycle safety through programs and trainings of the general public
Policies
Support the implementation of bicycle-safety curricula and provision to the general public and targeted populations, including
diverse age, income, and ethnic groups
Partner with neighboring communities to distribute bicycle-safety education materials
Encourage schools to develop and provide bicycle-safety curricula for use in elementary, middle, and high schools
Support marketing and public awareness campaigns aimed at improving safety
Implement a Safe Routes to School program for elementary and middle schools
Objective 2.3 Increase education of bicycle safety through programs and trainings of City employees
Policies
Train City staff working on street design, construction, and maintenance projects to consider the safety of bicyclists in their
work
Conduct bicycle-safety classes for City employees
Conduct bicycle-safety workshop for City-operated transit operators and other large fleet-vehicle operators
Provide bicycle safety education to the police and those cited for moving violations that focuses on safe cycling, relevant traffic
laws, and safe sharing of the roadway
Objective 2.4 Increase enforcement activities that enhance safety of bicyclists on bike paths and roadways
Increase enforcement efforts on City-streets and bikeways
Increase enforcement of unsafe bicyclist and motorist behaviors and laws that reduce bicycle/motor vehicle collisions and
conflicts
Increase bicycle-mounted patrol officers Develop and promote efficient mechanisms for reporting behaviors that endanger cyclists
Encourage targeted enforcement activities in areas with high bicycle volumes
Objective 2.5 Maintain bikeways that are clear of debris and provide safe riding conditions
Policies
Establish routine maintenance schedule/standards for bikeways for sweeping, litter removal, landscaping, repainting of striping,
signage, and signal actuation devices
Plan for cyclist safety during construction and maintenance activities
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City of Alhambra Bicycle Master Plan
2.3 Existing Plans and Policies
2.3.1 City of Alhambra
General Plan Circulation Element (1986)
The Circulation Element describes the general location and
extent of the existing and future circulation system required to
satisfy travel demand correlated with existing and anticipated
land use. In regards to bicycle facilities, the Circulation
Element states that the City does not have an established
bikeway system as the existing and future major and secondary
arterial highways cannot accommodate any provisions for
bicycles. This is because arterial highways are too narrow
traffic volumes are too high, and the speed of the traffic too
great. Policy 4.5.8 is the only policy that directly references
bicycle transportation, stating the City is to encourage
the installation of on-site bicycle storage facilities in large
residential, commercial and industrial developments.
Goal 3: Community SupportDevelop a City-wide culture that respects and accommodates all users of the road
Objective 3.1 Support Community Involvement
Policies
Use the Transportation Committee to steer the implementation of the Bicycle Master Plan
Encourage citizen participation and stakeholder input in the planning and implementation of bikeways and other bicycle related
improvements
Conduct periodic online surveys to gauge interest in bicycling and related issues throughout the City
Objective 3.2 Create an online presence to improve visibility of bicycling issues in the City
Policies Provide updates to the community about planned projects
Provide closure updates to the community about City and regional bikeways
Objective 3.3Foster community support for bicycling by raising public awareness about bicycling and supporting programs that encourage more
people to bicycle
Policies
Support marketing and public awareness campaigns through a variety of media aimed at promoting bicycling as a safe,
healthy, cost-effective, environmentally beneficial transportation choice
Support programs aimed at increasing bicycle trips by providing incentives, recognition, or services that make bicycling a more
convenient transportation mode
Promote bicycling at City-sponsored and public events, such as farmers markets, public health fairs, craft fairs, and other civic
events
Encourage and promote bicycle related businesses within Alhambra
Apply for the designation of Bicycle Friendly Community through the League of American Bicyclists
Goal 4: Implementation and Funding
Ensure adequate funds are pursued in order to implement proposed bikeways and support facilities in this Plan
Objective 4.1 Integrate consideration of bicycle travel into all roadway planning, design, and construction
Incorporate the Alhambra Bicycle Master Plan in whole by reference into the Citys General Plan and amend sections of the
General Plan that are relevant to bicycling according to the goals of this Plan
Ensure that all current and proposed Area Plans objectives and policies are consistent with the goals of the Alhambra Bicycle
Master Plan. Support the incorporation of bicycle facilities into other capital improvement projects, where appropriate, to ensure maximum
leveraging of funds from outside sources
Objective 4.2 Continuously monitor and evaluate Alhambras implementation progress of Bicycle Master Plan policies, programs, and projects.
Track trends in bicycle commuting through the use of Census data, travel surveys, and bicycle counts
Regularly monitor bicycle safety and seek a continuous reduction in bicycle-related collisions on a per capita or per bicyclist
basis over the next twenty years
Objective 4.3 Fund the Bicycle Master Plan
Pursue diverse sources of funding and support efforts to maintain or increase federal, state and local funding for the
implementation of Bicycle Master Plan programs and infrastructures
Support innovative funding mechanisms to implement this Bicycle Master Plan
Support new funding opportunities for bicycle facilities that are proposed at the Federal, State, and Local level that impact the
City
Identify and apply for grant funding that support the development of bicycle facilities
Consider using bikeways as mitigation for project-related vehicle trips
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Chapter Two | Goals and Policies
Community Profile (2012)
In collaboration with the Southern California Association of
Governments (SCAG), the City of Alhambra produced the
Envision Alhambra 2035 Community Profile, which provides
a basic framework for identifying and understanding the broad
range of issues the City of Alhambra is facing as an agency. It
describes Alhambras opportunities, advantages and challenges
as compared to its neighbors in the region. One of the top
reccurring themes from public outreach for the Community
Profile was bicycle circulation and safety. Narrow arterial
highways and high traffic volumes have posed a challenge for
adding bicycle provisions in Alhambra.
Alhambra Municipal Code
The Alhambra Municipal Code includes policies that guide
planning and development within the City. Several sections of
the Code include ordinances that govern the use of bicycles.
Bicycle-related policies that are relevant to the Bicycle Master
Plan are summarized in Table 2-1.
2.3.2 Los Angeles County
Cycle South Pasadena: Bicycle Master Plan Update (2011)
The City of South Pasadena, which borders Alhambra to the
northwest, recently updated its Bicycle Master Plan. Several
existing and proposed bikeways end at Alhambras city limit.
Table 2-1: Relevant Bicycle-Related Municipal Code Ordinances
Ordinance Summarized Text
10.04.020: Riding on sidewalks
unlawfulIt shall be unlawful to ride a bicycle upon any sidewalk
10.04.030: Operation on streetsThe rider of a bicycle upon a roadway shall ride as nearly as practicable within five feet of the right-hand curb or edge of the
roadway except when passing a standing or other vehicle or making a left-hand turn at an intersection
10.04.040: Operators License
Required
It shall be unlawful for any person to operate or use a bicycle upon any street in the city without first obtaining from the city a
license therefor
14.04.030: Unlawful acts in parks
or public grounds
Within the limits of any parks or public grounds, it shall be unlawful for any person to drive any automobile or ride any bicycle,
tricycle, roller skates, scooters or any vehicle of any character within a park area or upon public grounds, except upon roads or
streets set aside by the City Council for automobile traffic; to stand or leave standing any automobile, bicycle, tricycle, carriage or
any other vehicle at any place or upon any area other than at such place or area as is provided for that purpose.
23.44.030: General design
standards
While encouraging the broadest possible range of individual and creative design, the Planning Commission, or the Director of
Development Services, where authorized, may grant design review approval only if the proposal conforms to: The project design
shall provide for access and circulation of vehicular, pedestrian, bicycle and emergency vehicle traffic in a safe, logical and
efficient manner, both to the site (off-site) and within the site (on-site)
23.82.040: Transportation
Demand Management
Non-residential development of 25,000 square feet or more shall provide a bulletin board, display case, or kiosk displaying
transportation information located where the greatest number of employees are likely to see it, including but not limited to,
bicycle route and facility information, including regional/local bicycle route maps and safety information, and a listing of facilities
available for carpoolers, vanpoolers, bicyclists, transit riders and pedestrians at the site.
Non-residential development of 50,000 square feet or more shall additionally provide bicycle racks or other secure bicycle
parking/storage to accommodate four bicycles per the first 50,000 square feet of non-residential development, and one bicycle
space per each additional 50,000 square feet of non-residential development. Calculations which result in a fraction of .5 or
greater shall be rounded up to the nearest whole number. A bicycle parking facility may be a fully enclosed space or locker
accessible only to the owner or operator of the bicycle, which protects the bicycle from inclement weather. Specific facilities and
location (such as provision of racks, lockers or locked rooms) shall be to the satisfaction of the city.
Non-residential development of 100,000 square feet or more shall additionally provide safe and convenient access from the
external circulation system to bicycle parking facilities on-site.
23.86.040: General Regulations
Emergency shelters, shall meet the following development standards: Bicycle racks that allow for the secure storage of bicycles
shall be provided. Bicycle racks shall accommodate at least one bicycle storage space for every five beds. All bicycle racks are
required to be on-site and located in an area that is not visible from the public right-of-way.
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City of Alhambra Bicycle Master Plan
Bikeways that intersect with Alhambra include Class I bike
paths, Class II bike lanes, and Class III bike routes, which
are described in the following chapter. These routes will be
considered in the development of Alhambras bicycle network
to improve connectivity to the surrounding region.
Los Angeles County Bicycle Master Plan (2012)
The County of Los Angeles adopted its Bicycle Master Plan
in March of 2012. The Plan proposes approximately 831
miles of new bikeways throughout unincorporated areas of the
County and recommends various bicycle-friendly policies and
programs to promote bicycle ridership amongst users of all
ages and skill sets. Alhambra lies within the West San Gabriel
Planning Area and is adjacent to the Metro Planning Area. No
portions of Los Angeles County border Alhambra and thus
there are no on-street County-proposed bikeways that intersect
the Citys boundaries. However, the proposed Alhambra Wash
Bike Path alignment would travel through the northeast portion
of the City.
Los Angeles County Metropolitan Transportation Authority
Bicycle Transportation Strategic Plan (2006)
As the Regional Transportation Planning Agency (RTPA) for
Los Angeles County, the Los Angeles County Metropolitan
Transportation Authority (Metro) is the primary local funding
source for transportation projects, including bicycle and
pedestrian projects. The Bicycle Transportation Strategic Plan
(BTSP) developed by Metro provides an inventory of existing
and planned facilities within Los Angeles County. This
inventory assisted in identifying routes that may eventually
provide trans-jurisdictional continuity for bicyclists. The
BTSP also outlines a strategy for prioritizing regional bikeway
projects, as well as funding projects that improve bicycle acces
to transit or that close gaps in the regional bikeway network.
Metro Long Range Transportation Plan (2009)
Metros Long Range Transportation Plan (LRTP) identifies
transportation options that will best serve Los Angeles County
over the next 30 years. It also includes funding forecasts for
HUNT
INGTO
NDR
WILLARDAV
LONGDENAV
MARENGO
AV
DAINES
RIO
HOND
O BIKE
PATH
EATONWASH
ALHAMBRAAV
SANT
AANITA
AV
ARDENDR
FAIRVIEWAV
WELLS ST
10
SANTAANIT
AST
GARFIELD
AV
HELLMANAV
ROSEMEAD
BL
SANTAANITAAV
GRAVESAV
T Y L E R A V
BALDW
INAV
MONTEREY RD
VALLEY BLVD
TEM
PLECITYBL
GARVEYAV
S A N
G A B R I E L B L
FREMONTAV
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INGT
ONDR
LDAV
VALLEY BL
DELMARAV
MISSIONRD
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ST
MISSION ST
LAS TUNAS DR
ALHA
MBRA
AV
GARVEYAV
ATLANTIC
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SROBLESAV
DELMARAV
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N RD
SAN
GABRIELBL
YORKBL
MARIANNAAV
LEMONAV
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EYRD
WOODRUFF AV
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PASCUA
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E L M O
A L H A M B R A
R O S E M E A D
S A N G A B R I E L
T E M P L E C I T Y
S O U T H P A S A D E N A
S O U T H E L M O N T E
SOUTH
EL MONTE
ISLAND
"4
"48"46
METRO
PLANNING AREA
RO
SAV
Figure 2-1: West San Gabriel Valley Proposed Bikeways Adjacent to Alhambra
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Chapter Two | Goals and Policies
countys Circulation Element include provisions for the
accommodation of all roadway users including bicyclists and
pedestrians. Accommodations include bikeways, sidewalks,
crosswalks, and curb extensions. The Government Code
65302 reads:
(2) (A) Commencing January 1, 2011, upon any substantiverevisions of the circulation element, the legislative body
shall modify the circulation element to plan for a balanced,
multimodal transportation network that meets the needs of all
users of streets, roads, and highways for safe and convenient
travel in a manner that is suitable to the rural, suburban, or
urban context of the general plan.
(B) For purposes of this paragraph, users of streets, roads, and
highways means bicyclists, children, persons with disabilities,
motorists, movers of commercial goods, pedestrians, users of
public transportation, and seniors.
Deputy Directive 64 & Traffic Operations Policy Directive
09-06
The California Department of Transportation (Caltrans)
adopted two policies in recent years that are relevant to bicycle
planning initiatives. Similar to AB 1358, Deputy Directive 64
(DD-64-R1) sets forth that Caltrans address the safety and
mobility needs of bicyclists, pedestrians, and transit users in all
projects, regardless of funding.
In a more specific application of complete streets goals, Traffic
Operations Policy Directive 09-06 presents bicycle detection
requirements. For example, 09-06 requires that new and
modified signal detectors provide bicyclist detection if they are
to remain in operation. Further, the standard states that new and
modified bicycle path approaches to signalized intersections
provide bicyclist detection or a bicyclist pushbutton if detection
is required.
California SB 375 Sustainable Communities (2008)
Senate Bill (SB) 375 is intended to compliment Assembly
Bill (AB) 32: The Global Warming Solutions Act of 2006
and encourage local governments to reduce emissions through
improved planning. Under SB 375, the California Air Resources
the 30-year timeframe, multi-modal funding availability for
the Metro Call for Projects program, sub-regional needs, and
project performance measures. The Plan helps implement the
BTSP discussed above by funding an expansion of the bicycle
network and coordinating links with other transportation
modes.
2.3.3 Other Plans and Policies
Southern California Association of Governments Regional
Transportation Plan (2012)
The Southern California Association of Governments (SCAG)
adopted its Regional Transportation Plan (RTP) in April 2012
with the goal of increasing mobility for those who live in and
visit Imperial, Los Angeles, Orange, Riverside, San Bernardino,
and Ventura Counties. The Plan has an active transportation
chapter that recommends increasing regional bikeway mileage
from 4,315 to 10,122 miles, as well as retrofitting sidewalks
to comply with the Americans with Disabilities Act (ADA)
and implementing safety improvements. SCAG estimates that
active transportation improvements recommended will cost
approximately $6.7 billion.
In addition to bikeways that Los Angeles County had proposed
at the time of development of the RTP, SCAG also recommendskey bikeways to connect the region and facilitate bicycle travel.
Policies included in the RTP that pertain to biking in the
region include addressing bicyclist safety, increasing bicycle
mode share, encouraging local active transportation plans, and
improving air quality.
Bicycle Transportation Act
The California Bicycle Transportation Account (1994) requires
all cities and counties to have an adopted bicycle master plan
in order to be eligible to apply for Bicycle Transportation
Account (BTA) funding.
California Government Code 65302 (Complete Streets)
California Assembly Bill (AB) 1358, also known as the
Complete Streets Bill, amended the California Government
Code 65302 to require that all major revisions to a city or
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City of Alhambra Bicycle Master Plan
Board (CARB) is required to establish targets for 2020 and 2035
for each region covered by one of the States 18 metropolitan
planning organizations (MPOs). Each of Californias MPOs
will then prepare a Sustainable Communities Strategy (SCS)
that demonstrates how the region will meet its greenhouse
gas (GHG) reduction target through integrated land use,
housing, and transportation planning. One way to help meet
the emissions targets is to increase the bicycle mode share
by substituting bicycle or walking trips for automobile trips.
Alhambras efforts to encourage non-motorized transportation
will contribute to the regional attainment of these targets.
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Chapter Two | Goals and Policies
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City of Alhambra Bicycle Master Plan
Class III Bike Routes
Bike routes share the right-of-way between vehicles and
bicyclists with signage. These facilities are typically
recommended for streets with relatively low traffic speeds (25
mph or less) and lower volumes (
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Chapter Three | Existing Conditions
R81 (CA) Bike Lane Sign
Travel
Lane
Travel
Lane
5 min. (with curb & gutter)
4' min. (no curb & gutter)
Parking
7 minimum
Provides striped
lane for one-way
bike travel on a
street or highway
Provides for shared-
use with motor vehicles,
typically on lower
volume roadways
Provides completely separated
right-of-way for exclusive use by
bicycles and pedestrians with
cross-flow minimized
5' min.
6'' Stripe
4'' Stripe (optional)
Travel
Lane
Travel
Lane
Parking
14 min. recommended shared use travel lane on higher volume streets
14 min. recommended shared use travel lane on higher volume streets
Parking
8' minimum width
2' graded shoulders required
12 min. total width
D11-1 Bike Route Sign
Travel
Lane
Travel
Lane
Shoulder Shoulder
D11-1 Bike Route Sign
10' min vertical clearance
Class I Bike Path
Class III Bike Route
Class II Bike Lanes
Optional
Shared Lane Marking
11 (min) center to curb
Figure 3-1: Caltrans Bikeway Types
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City of Alhambra Bicycle Master Plan
providing connections on rights-of-way exclusively for non
motorized travel.
3.2 Multi-Modal Connections
Transit service provided within and adjacent to the City of
Alhambra includes bus and rail transportation, and is shown
on Figure 3-3. The following sections describe public
transportation in the City.
3.2.1 Alhambra Community Transit Lines
Alhambra Community Transit (ACT) provides service on two
lines within the City and each ride costs a 25-cent fare. The
Green Line runs six days per week on 20 minute headways. On
weekdays it is in service from 7 a.m. to 6 p.m. and on Saturday
it operates from 10 a.m. to 4 p.m. The Green Line route runs
clockwise and counter-clockwise along Main Street (from
Palm to Chapel) and along Valley Boulevard (from Fremont
to Vega). The Blue Line offers a split schedule that runs from
Chapel to the Metrolink Station at Cal State Los Angeles and
3.1.2 Existing Bikeways
There are no existing bikeways within Alhambras city
limits. There are, however, existing and proposed bikeways
in adjacent cities that intersect with or are near to the Citys
boundary. These are listed in Table 3-1 andshown on Figure
3-2. Bicycle facilities that touch Alhambras borders are
located in the cities of South Pasadena, Monterey Park, Los
Angeles, and San Gabriel. The proposed Alhambra Wash Bike
Path travels through Alhambra, though Los Angeles County
maintains this property.
3.1.3 End-of-Trip Facilities
The City of Alhambra does not have an inventory of existing
bicycle parking locations. Short-term bicycle racks are
generally located on private property at various destinations,such as in the Edwards Renaissance Courtyard, which is a
primary destination in Downtown Alhambra. There are also
bike racks in front of City Hall, and at all library and park
facilities.
3.1.4 Pedestrian Overcrossings
There are two bicycle/pedestrian overcrossings of the Interstate
10 freeway. These are located at Warwick Road and Marguerita
Avenue, and are shown on Figure 3-2. Overcrossings are
important to a bicycle network because they reduce barriers by
Table 3-1: Existing and Proposed Bikeways Adjacent to
Alhambra
Class Location Jurisdiction
Existing
Class II Marengo Avenue South Pasadena
Class II Alhambra Avenue Monterey Park
Class II Hungtington Drive Los Angeles
Class III Santa Anita Street San Gabriel
Proposed
Class I Alhambra Wash Los Angeles County
Class I Edison Easement South Pasadena
Class II Huntington Drive South Pasadena
Class III Fremont Avenue South Pasadena
Class III Alhambra Avenue Los Angeles
Class III
Mabel Avenue Electric
Avenue Newmark Avenue
Marguerita Avenue
Mabel Avenue
Monterey Park
Class IIIAtlanctic Boulevard El
Portal PlaceMonterey Park
Class III Hellman Avenue Monterey Park
Class III Garfield Avenue Monterey Park
Class III Junipero Serra Drive San Gabriel
Class III Fairview Avenue San Gabriel
Class III Wells Street San Gabriel
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Chapter Three | Existing Conditions
Huntingto
nDr
MarengoAve
Oak St
MarengoAve
AtlanticBlvd
MontereyRd
MargueritaAve
FremontAve
FremontAve
FairOaksAve
Poplar Blvd
ValleyBlvd
Alhambra
Wash
Bike
Path
AlhambraAve
Hellman Ave
Santa
Anit
aSt
Junipe
ro
Serra
Dr
MontereyPassRd
Mabel Ave
Fairview Ave
Wells St
GarfieldAve
Newmark AveAtlantic
Blvd
Ynez
Ave
SeftonAve
Ora
ngeAve
Brightwood St
CoralViewStFloral Dr
ALHAMBRA
LOS
ANGELES
SAN MARINO
SAN GABRIEL
MONTEREY
PARK
ROSEMEAD
SOUTH
PASADENA
10
710
Missio
nRd
Front
St
ValleyBlvd
MainSt
FremontA
ve
AlmansorSt
RamonaSt
PalmA
ve
Hellman Ave
WarwickR
d
Comm
onwe
althA
ve
ChapelA
ve
Huntin
gtonD
r
Garfie
ldA
ve
GarfieldAve
GarveyAve
Edison
Eas
ement
MeridianAve
Viadel
Rey
Existing and Proposed Bikeways
Class I Bike Paths
Existin
g
Prop
osed
Class II Bike Lanes
Class III Bike Routes
Existing Pedestrian Overcrossing
0 0.25 0.5 1
Miles N
Figure 3-2: Existing and Proposed Bikeways Adjacent to Alhambra
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City of Alhambra Bicycle Master Plan
Huntingto
nDr
FremontAve
FremontA
ve
Garvey Ave
AlmansorSt
ValleyBlvd
Hellman Ave
Junipe
ro
Serra
Dr
Atlantic
Blvd
Brightwood St
Floral Dr
ALHAMBRA
LOS
ANGELES
SAN MARINO
SAN GABRIEL
MONTEREY
PARK
ROSEMEAD
SOUTH PASADENA
10
710
Missio
nRd
ValleyBlvd
Main
St
Commo
nwealth
Ave
Woodwa
rdAv
e
ChapelA
ve
Hunting
tonDr
Garfie
ldA
ve
0 0.25 0.5 1
Miles N
Multi-Modal Connections
ACT Green Line
ACT Blue Line
Metro Gold Line
Transit Stops
Metro Bus Lines
Metro Rapid Bus Lines
Montebello Bus Lines
Metrolink San Bernardino Line
Figure 3-3: Multi-Modal Connections
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Chapter Three | Existing Conditions
3.3 Education, Encouragement, and
Enforcement Strategies
The City of Alhambra does not have any existing education
or encouragement programs in place. The City does, however,
enforce bicycle-related violations. As previously mentioned,
riding bicycles on the sidewalk is not permitted in Alhambra.
Fines range from $45 to $350. It is also illegal to ride bicycles
on any street without a license, which costs $1 to obtain. The
penalty for riding without a license is only $5.
3.4 Past Expenditures
The City of Alhambra has not dedicated funding to any bicycle
projects within the past five years.
back. This line is in service Monday through Friday from
6:30 a.m. to 8:30 a.m. and 2:30 p.m. to 7 p.m. ACT buses are
equipped with bicycle racks and can be used on a first come
first served basis.
3.2.2 Los Angeles County Metropolitan
Transportation Authority
The Los Angeles County Metropolitan Transportation
Authority (Metro) operates several bus lines that travel through
Alhambra. These are listed below.
70
76
78/378
79
176
Though not within City limits, Metro operates the Gold Line
light rail to the north of Alhambra. This line connects Pasadena
to Downtown Los Angeles. The South Pasadena station is the
nearest to Alhambra, located just over a mile northwest of City
limits, and can be accessed by Metro Bus Line 176, which runs
along Garfield Avenue.
3.2.3 Montebello Bus Line
Montebello Bus Line 30 runs through Alhambra by traversing
Garfield Avenue from Huntington Drive in the City of San
Marino to Firestone Boulevard in the City of South Gate.
Montebello Bus Lines are operated by the City of Montebello
and provide connections to many other bus lines operated by
different agencies.
3.2.4 Metrolink
In addition to ACT, the Metrolink San Bernardino line stops at
Cal State Los Angeles, west of Alhambra city limits. Service
is provided between Los Angeles Union Station and San
Bernardino seven days per week.
258
260
485
487
762
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City of Alhambra Bicycle Master Plan
4.1 Types of Bicyclists
It is crucial in the public outreach process to solicit inpu
from all types of bicyclists (or potential bicyclists) in order to
plan a network that maximizes potential. Figure 4-1 shows a
classification system that is based on numerous surveys, focus
groups, and real-life experience in many of the nations mos
bicycle friendly cities. The graphic addresses Americans
varying attitudes towards bicycling.
4 Needs Analysis
This chapter describes the needs of bicyclists in the City of
Alhambra. A summary of public input as well as mode share
data is presented for the City to provide an assessment of
existing commuting patterns. This chapter also summarizes
online survey data to determine needs of commuters and
to identify areas that would benefit from bicycle facility
improvements.
Strong and Fearless: < 1%
No Way, No How: 30%
Enthused and Confident: 9%
Interested but Concerned: 60%
30%
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Chapter Four | Needs Analysis
As illustrated, less than one percent of Americans are Strong
and Fearless and will ride anywhere regardless of roadway
conditions, weather, or the availability of bicycle facilities.
The strong and fearless can ride at assertive speeds, prefer
direct routes, and will typically choose roadway connections
including those shared with vehicles over separate bikeway
facilities such as bicycle paths. This group will be less affected
by this plan than the others.
Approximately six to nine percent of Americans fall under the
category ofEnthused and Confidentbicyclists who respond
very quickly when bikeways, including bike lanes, low traffic
streets, or multi-use pathways are provided. They will deviate
from a more direct route in favor of a preferred facility type.
This group includes commuters, recreationalists, racers, and
utilitarian bicyclists.
Approximately 60 percent of the population can be categorized
asInterested but Concernedand represents those who do not
currently ride a bicycle regularly, in large part due to perceived
safety risks from riding with traffic. These individuals will
only ride if excellent bikeway facilities are provided, along
with route finding assistance and encouragement/education
programs. This Plan will affect the Interested but Concerned
group the most, as it will recommend the facilities and programs
that should encourage them to ride or ride more often.
Approximately 30 percent of Americans are not interested
in bicycling. They are referred to in the diagram as No Way,
No How. Some people in this group may eventually consider
bicycling and may progress to one of the user types described
above.
4.2 Public Outreach
4.2.1 Survey
The City hosted an online survey to gather feedback from
the community. The survey was open from August 10, 2012
through September 3, 2012 and a total of 42 people responded.
A copy of the survey can be found in Appendix A.
I am a confident rider who is comfortable in most traffic situations, regardless of
bicycle facilities
I am a rider who is comfortable in some traffic situations and with appropriate
bicycle facilities.
I am a rider who is not comfortable in traffic situations and will only ride on paths/
greenways and quiet, residential streets.
I am not interested in cycling.
45.2%
45.2%
7.1%
2.4%
Figure 4-2: Respondent Bicyclist Ability
Of those who responded, the majority (38.1 percent) fell within
the ages of 26 through 35. Another 23.8 percent were between
46 and 55 years old. Approximately 60 percent of respondents
live 10 miles or less from their work/school and over half of
these persons live within five miles, distances that could be
reasonably made by bicycle.
As shown in Figure 4-2, almost all of respondents identified
themselves as either Strong and Fearless orEnthused and
Confidentbicyclists, based on the descriptions provided in the
previous section. Only seven percent of participants fell into
theInterested but Concernedcategory.
Figure 4-3 displays the primary commute mode of respondents
versus how often they commute by bicycle. On a typical week,
approximately one-third of survey participants commute by
driving alone and another one-third commute by bicycle.
Approximately one-third of respondents also said they
commute by bike at least three days per week.
Figure 4-4 shows barriers to survey participants commuting
by bike. The most common reasons for not riding are a general
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City of Alhambra Bicycle Master Plan
Ridingskillsand
safetycoursesforadults
Ridingskillsand
safetycoursesforchildren
SafeRoutestoSchool
programsforchildren
Publicawareness
campaigns
Specialevents
Mapsandguides
Bicycleinformation
websites
Boothsatpublicevents
Commuterincentive
programs
Informationandmaps
deliveredtomyhome
0
5
10
15
20
25
30
35
40
Not interested Somewhat interested Very interested
Figure 4-5: Interest in Programmatic Improvements
lack of bikeways, including off-street paths, bike lanes, and
bike routes.
As displayed in Figure 4-5, respondents are very interested
in a wide variety of bicycle education and encouragemen
programs. The most desired programs include special events
and bicycle information websites. The least desired programs
are commuter incentive programs and skills classes for adults
which could be in part due to the high proportion of experienced
bicycle commuters that participated in the survey.
4.2.2 Community Event
On August 18, 2012, the City of Alhambra hosted a booth at the
3rd annual Hot Spot Alhambra community fair to solicit public
input for the Bicycle Master Plan. The Hot Spot occurred from
4 p.m. to 8 p.m. in the Edwards Renaissance Courtyard in the
Downtown and included a local business expo. The booth wasadvertised at City Hall, the Parks and Recreation Department
on the project website (discussed below), in the local blog the
Alhambra Source, the city newspaper Around Alhambra, and
on the Bike San Gabriel Valley Facebook page and website
The event was heavily attended and because it was not entirely
Primary Commute Mode
Bike
Motorcycle
Public transit
Carpool/vanpool
Drive alone
5+ days per week
3-4 days per week
1-2 days per week
1-2 days per month
Less than 1-2 days per month
I never commute by bicycle
Frequency of Bicycle Commuting
35.7%
26.2%
23.8%
21.4%
14.3%
35.7%
9.5%
2.4%
11.9%
11.9%
7.1%
Figure 4-3: Respondent Commute Modes
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
Lackofon-street
bikelanes
Lackofoff-street
bikepaths
Lackofbikeroutes
Lackofbikeparking
orstorage
Myschool/workdoes
nothaveshowers
Idonothave
enoughtime
Ilivetoofaraway
Ihavetoomuch
stufftocarry
Ihavetotransport
children
Figure 4-4: Barriers to Bicycling
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Chapter Four | Needs Analysis
Finally, participants had the opportunity to mark-up a large map
of Alhambra with locations they would like to see bikeways at.
Streets noted as desirable for bicycle facilities include:
6th St
Alhambra Rd
Almansor St Commonwealth Ave
Fremont Ave
Front St
Garfield Ave
Hellman Ave
Main St
Marengo Ave
Marguerita Ave
Norwood Pl Woodward Ave
4.2.3 Website
The City of Alhambra created a website for the Bicycle
Master Plan to advertise upcoming events, seek input on Plan
materials, and provide a venue for the community to submit
their comments. The link to the online survey and the flyer for
the Hot Spot event were posted on the site.
4.2.4 General Plan Outreach
As part of the outreach process for the Envision Alhambra
2035 General Plan Update, the City held an open house in
2011 at Almansor Park to gather input on how to improve
transportation. Residents marked up maps with stickers to
show where they would like to see bicycle improvements,
among other things.
4.3 Bicycle Commuter Estimates
United States Census American Community Survey
Commuting to Work data provides an indication of
current bicycle system usage. Table 4-1 provides means
of transportation to work data for the City of Alhambra as
compared with Los Angeles County, California, and the
United States as a whole. The majority of Alhambras workers
bicycle-focused, the City was able to obtain input from a wide
range of residents. The City also gave away rear bike lights,
Metro bike maps, patch kits, and snacks to people who agreed
to take the online survey.
The booth provided a series of interactive boards that asked
participants to vote on the types of bikeways, bicycle parking,
signage, and programmatic improvements they would like
to see included in the plan. The most commonly requested
bikeway type was on-street bike lanes, followed by bike
boulevards. Participants favored short-term bicycle parkingover long-term, and specifically sidewalk and curb extension
bicycle racks. As for long-term bicycle parking, attendees voted
for bicycle rooms and a Bike Station, which often includes
additional amenities like tools for maintenance and bicycle
rentals. The most commonly requested signage was Share
the Road, as well as wayfinding signage with directional
and distance information. Encouragement programs, such
as bike valets at community events, were the most popular
programmatic improvements attendees voted for.
An additional interactive board asked attendees which type of
bicyclist they were from the list presented previously in this
chapter. The majority of participants (approximately one-
half) identified themselves as Enthused and Confident. Two
people stated that they wereNo Way, No How. The remaining
attendees were evenly split between Strong and Fearless and
Interested but Concerned.
The City hosted a booth at the 3rd annual Hot Spot Alhambra community fair to
solicit public input for the Bicycle Master Plan.
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(75.04 percent) drive alone to work. While this is lower than
the United States drive alone mode share, it is higher than
California and Los Angeles County. However, Alhambra has a
higher carpool mode share (12.03) than the other jurisdictions.
The Citys bicycle mode share also reflects that of the United
States and is lower than California and Los Angeles County.
This may be in part due to the lack of bikeways and bicycle
support facilities in Alhambra. With increased investments
in bicycling as a form of transportation, it is likely that this
number will increase with time.
It is also important to note that this figure likely underestimates
the true amount of bicycling that occurs in Alhambra for
several reasons. First, data reflects respondents (workers 16
years and older) dominant commute mode and therefore does
not capture trips to school, for errands, or other bike trips thatwould replace vehicular trips. Also, American Community
Survey data collection methods only enable a respondent to
select one mode of travel, thus excluding bicycle trips if they
constitute part of a longer multimodal trip.
Table 4-2 presents an estimate of current bicycling within
Alhambra using US Census data along with several adjustments
for likely bicycle commuter underestimations, as discussed
above. Table 4-3 presents the associated air quality benefits
from bicycling.
Table 4-4 presents projected year 2030 bicycling activity
within Alhambra using California Department of Finance
population and school enrollment projections. The projection
contains the assumption that bicycle mode share will double by
Table 4-1: Means of Transportation to Work
Mode Share (percent)
Mode United States California Los Angeles County Alhambra
Bike 0.51 0.94 0.74 0.52
Walk 2.85 2.77 2.86 1.80
Public Transportation 4.94 5.13 7.09 5.78
Carpool 10.35 11.92 11.32 12.03
Drive Alone 76.00 72.95 72.13 75.04
Other 5.35 6.29 5.87 4.83
2030, due in part to bicycle network implementation. Actua
bicycle mode share in 2030 will depend on many factors
including the extent of network implementation. Table 4-5
presents the associated year 2030 air quality benefit forecasts
The calculations follow in a straightforward manner from the
Projected Year 2030 Bicycling Demand.
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Chapter Four | Needs Analysis
Table 4-3: Existing Bicycling Air Quality Impact
Variable Figure Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday 1,363Assumes 73% of bicycle trips replace vehicle trips for adults/college students and 53% for
school children
Reduced Vehicle Trips per Year 355,809 Reduced number of weekday vehicle trips multiplied by 261 (weekdays in a year)
Reduced Vehicle Miles per Weekday 10,287Assumes average round trip travel length of 8 miles for adults/college students and 1 mile
for school children
Reduced Vehicle Miles per Year 2,684,974 Reduced number of weekday vehicle miles multiplied by 261 (weekdays in a year)
Current Air Quality Benefits
Reduced Hydrocarbons (pounds/weekday) 31 Daily mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/weekday) 22 Daily mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/weekday) 281 Daily mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/weekday)8,369
Daily mileage reduction multiplied by 369 grams per reduced mile
Reduced Hydrocarbons (pounds/year) 8,050 Yearly mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/year) 31 Yearly mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/year) 29 Yearly mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/year) 5,623 Yearly mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/year) 73,400 Yearly mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/year) 2,184,242 Yearly mileage reduction multiplied by 369 grams per reduced mile
Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and
Light Trucks. 2005.)
Table 4-2: Existing Bicycling Demand
Variable Figure Source
Existing study area population 83,389 2006-2010 American Community Survey, B01003 5-Year Estimates
Existing employed population 39,228 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing bike-to-work mode share 0.52% 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing number of bike-to-work commuters 204 Employed persons multiplied by bike-to-work mode share
Existing work-at-home mode share 4.3% 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing number of work-at-home bike commuters 834 Assumes 50% of population working at home makes at least one daily bicycle t rip
Existing transit-to-work mode share 5.8% 2006-2010 American Community Survey, B08301 5-Year Estimates
Existing transit bicycle commuters 567Employed persons multiplied by transit mode share. Assumes 25% of transit riders access
transit by bicycle
Existing school chi ldren, ages 5-14 (grades K-8) 8,339 2006-2010 American Community Survey, S0101 5-Year Estimates
Existing school children bicycling mode share 2.0% National Safe Routes to School surveys, 2003
Existing school children bike commuters 167 School children population multiplied by school children bike mode share
Existing number of college students in study area, ages
18-247,088 2006-2010 American Community Survey, S0101 5-Year Estimates
Existing estimated college bicycling mode share 10.0%Review of bicycle commute share in seven university communities (source: National
Bicycling & Walking Study, FHWA, Case Study No. 1, 1995).
Existing college bike commuters 709 College student population multiplied by college student bicycling mode share
Existing total number of bike commuters 2,480 Total bike-to-work, school, and utilitarian bike trips. Does not include recreation .
Total daily bicycling trips 4,960 Total bicycle commuters x 2 (for round trips)
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Table 4-4: Projected Year 2030 Bicycling Demand
Variable Figure Source
Future study area population 101,865 Estimated based on CA Department of Finance Projections
Future employed population 47,921 Estimated based on CA Department of Finance Projections
Future bike-to-work mode share 1.0% Assumes bicycle mode share will double
Future number of bike-to-work commuters 498 Employed persons multiplied by bike-to-work mode share
Future work-at-home mode share 8.4%
Assumes work-at-home mode share will continue to grow at the same rate as between
2000 and 2010 (95%)
Future number of work-at-home bike commuters 2,013 Assumes 50% of populat ion working at home makes at least one dai ly bicycle t rip
Future transit-to-work mode share 7.3%Assumes transit-to-work mode share will continue to grow at the same rate as between
2000 and 2010 (26%)
Future transit bicycle commuters 875Employed persons multiplied by transit mode share. Assumes 25% of transit riders access
transit by bicycle
Future school children, ages 5-14 (grades K-8) 10,187 Estimated based on CA Department of Finance Projections
Future school children bicycling mode share 4.0% Assumes mode share will double
Future school children bike commuters 407 School children population multiplied by school children bike mode share
Future number of college students in study area, ages
18-248,658 Estimated based on CA Department of Finance Projections
Future estimated college bicycling mode share 12.0% Assumes 2% increase
Future college bike commuters 1,039 College student population multiplied by college student bicycling mode share
Future total number of bike commuters 4,832 Total bike-to-work, school, and utilitarian bike trips. Does not include recreation.
Total daily bicycling trips 9,664 Total bicycle commuters x 2 (for round trips)
Table 4-5: Projected Year 2030 Bicycling Air Quality Impact
Variable Figure Source
Future Estimated VMT Reductions
Reduced Vehicle Trips per Weekday 2,807Assumes 73% of bicycle trips replace vehicle trips for adults/college students and 53% for
school children
Reduced Vehicle Trips per Year 732,751 Reduced number of weekday vehicle trips multiplied by 261 (weekdays in a year)
Reduced Vehicle Miles per Weekday 20,948Assumes average round trip travel length of 8 miles for adults/college students and 1 mile
for school children
Reduced Vehicle Miles per Year 5,467,444 Reduced number of weekday vehicle miles multiplied by 261 (weekdays in a year)
Future Air Quality Benefits
Reduced Hydrocarbons (pounds/weekday) 63 Daily mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/weekday) 0 Daily mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/weekday) 44 Daily mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/weekday) 573 Daily mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/weekday)17,041
Daily mileage reduction multiplied by 369 grams per reduced mile
Reduced Hydrocarbons (pounds/year) 16,393 Yearly mileage reduction multiplied by 1.36 grams per reduced mile
Reduced PM10 (pounds/year) 63 Yearly mileage reduction multiplied by 0.0052 grams per reduced mile
Reduced PM2.5 (pounds/year) 59 Yearly mileage reduction multiplied by 0.0049 grams per reduced mile
Reduced NOX (pounds/year) 11,451 Yearly mileage reduction multiplied by 0.95 grams per reduced mile
Reduced CO (pounds/year) 149,465 Yearly mileage reduction multiplied by 12.4 grams per reduced mile
Reduced C02 (pounds/year) 4,447,797 Yearly mileage reduction multiplied by 369 grams per reduced mile
Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and
Light Trucks. 2005.)
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Chapter Four | Needs Analysis
Table 4-7: Collision Details, 2006-2010
Collision Factor Number Percent
Violation Category
Unknown 2 1.4
Under the Influence 1 0.7
Unsafe Speed 1 0.7
Wrong Side of Road 58 40.8
Improper Turning 14 9.9
Automobile Right-of-Way 29 20.4
Pedestrian Right-of-Way 2 1.4
Traffic Signals and Signs 10 7.0
Other Hazardous Violation 15 10.6
Unsafe Sarting or Backing 4 2.8
Other Improper Driving 3 2.1
Not Stated 3 2.1
Injury Severity
Complaint of Pain 77 54.2
Other Visible Injury 57 40.1
Severe Injury 7 4.9
Fatality 1 0.8
4.4 Collision Analysis
Safety is a major concern for both existing and potential
bicyclists. Identifying bicycle collision sites can assist in
developing improvements or determining appropriate bicycle
routes. Bicycle collision data for the City of Alhambra was
obtained from the Statewide Integrated Traffic Records
System (SWITRS) from the years 2006 through 2010. In this
time period, there were 142 total reported collisions involving
bicyclists, shown in Table 4-6. The number of bicycle crashes
fluctuated throughout the five-year period, neither steadily
increasing nor decreasing. It should be noted, however, that
many bicycle collisions go unreported and thus the true number
of crashes is likely much higher than shown.
Table 4-7 presents the violation category and injury severity
of bicycle collisions in Alhambra from 2006 to 2010. The most
common primary collision factor violation was Wrong Side of
Road (41 percent). Collision reports are unavailable and thus
this plan does not include a detailed analysis of bicycle crashes.
However, it is important to take notice of the high frequency of
wrong way bicycle riding leading to collisions.
Figure 4-6 displays the locations of reported bicycle crashes in
Alhambra. As shown, collisions were concentrated on arterial
roadways, including Main Street, Fremont Avenue, Valley
Boulevard, and Mission Road.
Table 4-6: Bicycle Collisions, 2006-2010
Year Total Collisions
2006 38
2007 25
2008 28
2009 15
2010 36
Total Collisions 142
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City of Alhambra Bicycle Master Plan
Huntingto
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Hellman Ave
Junipe
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Atlantic
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Brightwood St
Floral Dr
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SOUTH PASADENA
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Bicycle Collisions 2006-2010
Collisions
0 0.25 0.5 1
Miles N
Figure 4-6: Bicycle Collisions, 2006-2010
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City of Alhambra Bicycle Master Plan
parking. In some locations, however, street widths may be wide
enough to accommodate bike lanes with buffers between the
bikeway and either on-street parking or travel lanes. Appendix
B lists potential impacts and notes about each proposed bike lane
facility for the City to use to assist with implementation of thi
Plan.
5.1.2 Class III Bike Routes
This plan recommends 37.86 miles of Class III bike routes
where curb-to-curb width cannot accommodate bike lanes
Per the policies outlined in Chapter 2, the City should instal
shared lane markings (sharrows) on all proposed bike
routes. As shared lane markings are a relatively new bikeway
marking in American cities, guidance on application wil
continue to evolve over time. Shared lane markings should no
be considered a substitute for bike lanes or other separation
treatments where these types of facilities are otherwisewarranted or space permits. Desirable shared lane marking
applications include:
To indicate a shared lane situation where the speed
differential between bicyclist and motorist travel
speeds is very low (designed speed of < 25 mph)
On downhill segments, preferably paired with an
uphill bike lane
5 Recommended Improvements
This chapter presents the proposed bicycle network, bicycle
support facilities, and programmatic improvements for the City
of Alhambra. In addition to creating a comprehensive network
of bikeways within the city, the recommended system ties into
the existing and proposed bicycle facilities in neighboring
cities, providing bikeways that will not drop at city boundaries.
Bikeway recommendations are based on existing regional
bicycle plans, public input, traffic volumes, and traffic speeds.
5.1 Proposed Bikeways
Table 5-1 presents the type, location, extents, and length of
each proposed bicycle facility in Alhambra, also shown in
Figure 5-1. This Plan proposes 41.29 total miles of bikeways,
including Class II Bike Lanes and Class III Bike Routes.
5.1.1 Class II Bike Lanes
This Plan recommends 3.43 miles of Class II bike lanes. Bike
lanes are generally proposed on roadways with higher traffic
volumes and speeds that require increased separation between
bicyclists and motorists. Many of Alhambras streets have
narrow curb-to-curb widths, making it challenging to provide
separated on-street facilities without removing travel lanes or
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Chapter Five | Recommended Improvements
Table 5-1: Recommended Bikeways
Street From To Mileage
Class II Bike Lanes
Garvey Street Ramona Road Fremont Avenue 0.77
Huntington Drive West City Limits Alhambra Road 0.51
Huntington Drive Garfield Avenue Granada Avenue 0.53
Main Street Huntington Drive Raymond Avenue 0.85
Marengo Avenue Lemon Street Front Street 0.36
Marengo Avenue Valley Boulevard Ross Avenue 0.41
Total Mileage 3.43
Class III Bike Routes
1st Street Main Street Commonwealth Avenue 0.24
2nd Street Alhambra Road Commonwealth Avenue 0.68
4th Street Woodward Avenue Glendon Way 1.57
6th Street Main Street Hellman Avenue 1.6
Adams Avenue Almansor Street New Avenue 0.47
Alhambra Road Huntington Drive East City Limits 2.37
Almansor Street Corto Street Hellman Avenue 1.42
Almansor Street Huntington Drive Main Street 0.95
Campbell Avenue Hellman Avenue Pedley Drive 0.05
Carlos Street La Crescenta Avenue Whitney Drive 0.28
Cedar Street Palm Avenue Raymond Avenue 0.09
Chapel Avenue Alhambra Road Glendon Way 2.05
Commonwealth Avenue West City Limits Chapel Avenue 1.86
Corto Street Chapel Avenue Almansor Street 0.16
Curtis Avenue Hellman Avenue Midwickhill Drive 0.14
Curtis Avenue Glendon Way Ramona Road 0.12
Edgewood Drive Front Street Norwood Place 0.25
El Paseo Street Montezuma Avenue Las Flores Street 0.08
Electric Avenue Huntington Drive Alhambra Road 0.37
Elm Street Norwood Place Ross Avenue 0.25
Front Street Edgewood Drive 6th Street 1.22
Garvey Street Fremont Avenue Monterey Pass Road 0.1
Glendon Way Curtis Avenue New Avenue 1.66
Granada Avenue Alhambra Road Main Street 0.44
Grand Avenue Almansor Street Granada Avenue 0.21
Hathaway Avenue Hagen Drive Sarazen Drive 0.23
Hellman Avenue Palm Avenue Olive Avenue 0.61
Hellman Avenue West City Limits Ross Avenue 0.16
Hellman Avenue Garfield Avenue Almansor Street 0.36
La Crescenta Avenue Las Flores Street Carlos Street 0.07
Las Flores Street El Paseo Street La Crescenta Avenue 0.07
Linda Vista Avenue 6th Street Chapel Avenue 0.55
Main Street Raymond Avenue East City Limits 2
Marengo Avenue Front Street Valley Boulevard 0.26
Marengo Avenue Alhambra Road Lemon Street 0.85
Marguerita Avenue Alhambra Road Hellman Avenue 2
Meridian Avenue Main Street Commonwealth Avenue 0.5
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along and at the end of every trip. The following sections
provide a description of facilities that help bicyclists easily
reach their destinations, including bicycle parking, signage
detection, and lighting.
5.2.1 End-of-Trip Facilities
With nearly all utilitarian and many recreational bike trips
bicyclists need secure and well-located bicycle parking. A
comprehensive bicycle parking strategy is one of the most
important things that a jurisdiction can apply to immediately
enhance the bicycling environment. Bicycle parking, like
automobile parking, is a key element of a transportation
network. Moreover, a bicycle parking strategy with connections
to public transit will further the geographical range that
residents can travel without using an automobile.
The Alhambra Municipal Code currently requires bicycle
parking at emergency shelters and non-residential development
of at least 50,000 square feet (see Table 2-1). This Plan
recommends that the City amend its Municipal Code to include
bicycle parking requirements for all land uses. Examples o
On streets where the traffic signals are timed for a
bicycling travel speed of 12 to 15 miles per hour
Along front-in angled parking, where a bike lane is
undesirable
To fill a gap in an otherwise continuous bike path or
bike lane, generally for a short distance
To transition bicyclists from across traffic lanes or
from conventional bike lanes or cycle tracks to a
shared lane environment
The City should consider also implementing green-backed
shared lane markings, commonly referred to as super
sharrows, on arterial and collector streets where bike lanes
are not proposed due to roadway constraints. Super sharrows
are more visible to motorists and thus can increase awareness
of bicylists on high-volume and high-speed roadways.
5.2 Proposed Bicycle Support Facilities
Support facilities are essential components of a bicycle system
because they enhance safety and convenience for bicyclists
Table 5-1: Recommended Bikeways (continued)
Street From To Mileage
Midwickhill Drive Sarazen Drive Hagen Drive 0.77
Montezuma Avenue Garvey Street El Paseo Street 0.24
New Avenue Adams Avenue Shorb Street 0.25
Norwood Place Westmont Drive Edgewood Drive 0.70
Orange Street Fremont Avenue Raymond Avenue 0.40
Palm Avenue Alhambra Road Cedar Street 0.31
Poplar Avenue West City Limits Main Street 0.85
Ramona Road Marguerita Avenue Curtis Avenue 0.06
Raymond Avenue Front Street Ross Avenue 0.54
Raymond Avenue Alhambra Road Orange Street 1.00
Ross Avenue Hellman Avenue Campbell Avenue 1.01
Sarazen Drive Whitney Drive Hathaway Avenue 0.59
Shorb Street Marengo Avenue 6th Street 0.72
Shorb Street 6th Street New Avenue 1.2
Vega Street Shorb Street Glendon Way 0.46
Warwick Road Westmont Drive Ramona Road 0.23
Westmont Drive Valley Boulevard Hellman Avenue 0.40
Westmont Drive Hellman Avenue Warwick Road 0.15
Whitney Drive Campbell Avenue Sarazen Drive 0.65
Woodward Avenue Marguerita Avenue Almansor Street 1.04
Total Mileage 37.86
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Chapter Five | Recommended Improvements
Hath
awayAve
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AlhambraWashBikePath
Hellman AveHellman Ave
Junipe
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Mabel Rd
ALHAMBRA
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SAN MARINO
SAN GABRIEL
MONTEREY
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ROSEMEAD
SOUTH
PASADENA
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710
Front
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Main
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MainSt
CommonwealthAve
Woodwa
rdAv
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ChapelA
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Hunti
ngton
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RdElectricAve
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Alm
ans
orS
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GranadaAve
2ndSt
1stS
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CedarStreet
4thSt
6thSt
Ra
ymon
dAve
ElmS
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Westmo
ntDr
Ed
gewo
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Norwood Pl
CarlosSt
El Paseo St
Campbell AveWestmont Dr Warwick Rd
Las Flores St
Curtis
Ave
Curtis Ave
6thSt
Linda Vista Ave
Shorb St
Corto St
Glendon Wy
AdamsAve
Shorb St
Orange St
GrandA
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NewAve
RossAve
MarengoAve
Oak St
MontereyRd
FremontAve
FairOaksAve
EdisonE
as
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MeridianAve
Viadel
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Newmark AveAtlantic
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Proposed Bikeways in Alhambra Land Uses
Education
Community Facility
Parks and Recreation
Pedestrian Overcrossing
0 0.25 0.5 1
Miles N
Bikeways in Adjacent Jurisdictions
Class I Bike PathsE xi st in g P ro pos ed
Class II Bike Lanes
Class III Bike Routes
Class II Bike Lanes
Class III Bike Routes
Crossing Improvement
Figure 5-1: Recommended Bikeways
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Figure 5-2 displays proposed bicycle parking locations in
Alhambra. These locations are based on the Citys land use
designations and will need to go through further review during
implementation to determine exact placement. The City should
ensure there is adequate short-term bicycle parking at all major
trip attractors, including commercial and civic activity centers
and transit hubs. The City should prioritize the installation of
bicycle parking throughout the city, with particular attention
directed at the following locations:
Parks
Schools
Commercial/office areas
Civic/government buildings
Public transit stations
Alhambra has the opportunity to install sidewalk racks
throughout the city, especially in the downtown area. In areas
where sidewalk width is constrained, this Plan recommends the
City study the feasibility of installing bicycle corrals, which
involves removing an on-street parking space to provide bicycle
racks. This Plan also recommends that high-activ