R11298DocuSign Envelope ID: 1840D1D5-F404-4DC5-9882-B6DE46D67FDF
City Council Meeting: October 13, 2020 Santa Monica, California
RESOLUTION NUMBER 11298 (CCS)
(City Council Series)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SANTA MONICA
AMENDING THE BIKE ACTION PLAN FOR THE CITY OF SANTA MONICA
WHEREAS, on November 22, 2011, the City Council adopted a Final Bike
Action Plan (2011 BAP), which implemented critical components of the Santa Monica
Land Use Circulation Element (LUCE) and the Santa Monica Sustainable City Plan
and was consistent with and supportive of local, regional, and State policies and
legislation; and
WHEREAS, the City Council now desires to amend the 2011 BAP to
incorporate new State and Federal transportation rulemaking and design guidance
created after 2011 that facilitates protected bike lane (PBL) implementation; and
WHEREAS, adoption of the amended BAP will create a path forward for Santa
Monica to build a network of PBLs; compete for outside transportation funding;
continue progress towards the community’s climate, safety, and mobility goals; and
build economic resilience by connecting residents to local businesses in these
uncertain economic times; and
WHEREAS, the amended BAP upgrades a select number of corridors from
bike lane or bike routes to protected PBLs, which improves on standard bicycle
lanes by adding an extra layer of separation (curbs, planters, bollards, or parking)
between cyclists and vehicular traffic; and
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WHEREAS, the amended BAP also takes corridors previously identified in
the 2011 BAP’s twenty-year vision as priorities and uses an analytical process to
place the projects into one of three categories: Five-Year Protected Bikeway Vision,
Longer-Term Protected Bikeway Vision, and Future Priority Connections.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES RESOLVE AS FOLLOWS:
SECTION 1. The 2011 Santa Monica Bike Action Plan is hereby amended
as described in Exhibit A, which is attached hereto and incorporated herein by this
reference.
SECTION 2. The amended Bike Action Plan (Amended BAP) is categorically
exempt from the provisions of the California Environmental Quality Act (CEQA)
pursuant to Section 15301 and Section 15304 of the State CEQA Guidelines. Section
15301 provides exemption for a class of projects - Class 1 projects that are related for
the operation, repair, or minor alteration of existing public or private
structures/facilities involving little or no expansion of use. Section 15304 provides
exemption for a class of projects - Class 4 projects, related to the construction of
small new structures. The amended BAP qualifies for application of these exemptions
because it would only create separated bike lanes on existing roadways and would
only construct minor new structures such as curb extensions, lighting, and paving. In
addition, none of the exceptions specified in Section 15300.2 of the State CEQA
Guidelines would apply that would preclude the use of this CEQA exemption: the
project site is not located in a sensitive environment, the will not have a significant
effect on the environment, will not damage scenic resources, will not be located on a
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hazardous waste site, and will not cause a change to a historical resource.
Therefore, the amended BAP is a Class 1 and 4 project that is categorically exempt
per Sections 15301 and 15304 of the CEQA Guidelines. Therefore, no further
environmental review under CEQA is required.
SECTION 3. The City Clerk is directed to send a copy of this Resolution to the
Board of Supervisors and to the Registrar of Voters/County Clerk of the County of Los
Angeles.
SECTION 4. The City Clerk shall certify to the adoption of this Resolution,
and thenceforth and thereafter the same shall be in full force and effect.
APPROVED AS TO FORM:
GEORGE S. CARDONA
Interim City Attorney
DocuSign Envelope ID: 1840D1D5-F404-4DC5-9882-B6DE46D67FDF
Adopted and approved this 13th day of October 2020.
Kevin McKeown, Mayor
I, Denise Anderson-Warren, City Clerk of the City of Santa Monica, do hereby
certify that Resolution No. 11298 (CCS) was duly adopted at a meeting of the Santa
Monica City Council held on the 13th day of October 2020, by the following vote:
AYES: Councilmembers Jara, Winterer, Davis, Himmelrich, McCowan,
Mayor Pro Tem O’Day, Mayor McKeown
NOES: None
ABSENT: None
ATTEST:
Denise Anderson-Warren, City Clerk
Exhibit A: Amended Bike
Action Plan
DRAFT OCTOBER 2, 2020
SANTA MONICA BIKE ACTION PLAN
AMENDMENT
TABLE OF CONTENTS
MAKING BICYCLING SAFER IN SANTA MONICA 1
CONNECTING OUR COMMUNITY 11
ACTING ON A FIVE-YEAR VISION 17
TAKING THE NEXT STEPS 73
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 1
MAKING BICYCLING SAFER
IN SANTA MONICA
WHY A BIKE PLAN
AMENDMENT?
For over a decade, Santa Monica has led
regional bike adoption in order to support
carbon-emission-related sustainability goals,
expand mobility access, and improve quality
of life for residents and visitors. Guided by
the comprehensive Land Use and Circulation
Element and the 2011 Bike Action Plan,
the City has installed over 100 miles of bike
facilities, launched LA County’s first bike share
system—Breeze Bike Share, and piloted one
of the first regulatory frameworks for dockless
shared micro-mobility services in the country.
The 2011 Bike Action Plan serves as the guide
for Santa Monica to implement a citywide
bike network, policies, and programs. This
Amendment provides a technical update
introducing a new type of facility to advance
Santa Monica’s existing bike network -
protected bike lanes.
Two-way protected bicycle lanes on the Colorado
Avenue promenade in Santa Monica.
At this moment, four factors drive the need for
a Bike Action Plan Amendment:
1. The COVID-19 public health crisis
has amplified the need for active
transportation solutions that support
physical distancing requirements without
increasing vehicle congestion.
2. Successful economic recovery depends on
increasing access to local business districts
and promoting the buy local program. This
Amendment will also help Santa Monica
qualify for competitive grants, which will
be essential in fiscally constrained times.
3. Santa Monica has seen substantial
increases in the number and length of
scooter and shared bike trips. Protected
bikeways will prevent inexperienced riders
from using the sidewalk when they feel
unsafe riding on the street.
4. An updated Bike Action Plan that focuses
on comfortably connecting underserved
neighborhoods to important activity
centers, transit and job opportunities will
advance equitable transportation access in
Santa Monica.
2 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
MAKING BICYCLING SAFER IN SANTA MONICA
Many past plans and
projects in Santa Monica
have helped increase
options for people to travel
to and from work, local
businesses, school, parks,
and other destinations. This
Amendment focuses on
making bicycle connections
safer and more accessible.
Building on Past Efforts
The Bike Action Plan Amendment builds on
the foundations of the 2010 Land Use and
Circulation Element (LUCE) and the 2011
Bike Action Plan (BAP). More recently, Santa
Monica adopted the 2019 Climate Action
and Adaptation Plan, which emphasizes the
continuing need to increase the number of
people who use active transportation around
town, and encourages biking in Santa Monica
in order to meet climate goals.
The Climate Action and Adaptation Plan is a
community plan to reduce climate emissions
and become climate resilient. Sustainable
mobility is one of three focus areas for
emissions reduction, and includes the objective
of converting 50% of local trips to foot, bike,
scooter, and skateboard.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 3
CHAPTER 1
“We love the new protected
bike lanes on Broadway and
cycle in them regularly. They
are the only bike lanes that we
feel safe in and more relaxed.”
- Santa Monica Resident
Parking-protected bicycle lanes on Broadway in Santa Monica.
Protected Bike Lanes
At the time of the Bike Action Plan’s adoption
in 2011 protected bike lanes (PBLs), also
known as cycletracks, were not a common
design treatment. There was no formal
design guidance or research regarding safety
outcomes available, locally or nationally.
Since then, PBLs have been introduced to
communities across the country, sparked by
People for Bikes’ Green Lane Project, which
supported the design and installation of PBL
facilities in select cities. In the last ten years,
the National Association of City Transportation
Officials, Caltrans, and the Federal Highway
Administration, among others, have
developed formal guidance for design and
implementation of PBLs.
Protected Bike Lanes are now considered a
nationwide best practice for creating a safe,
comfortable bicycling environment that is
attractive to people of all ages and skill levels.
They improve on standard bicycle lanes by
adding an extra layer of separation between
people bicycling and people driving. Different
materials can be used to create separation,
including curbs, flex-posts or even parking
lanes.
Today, PBLs are found in Los Angeles,
San Jose, San Francisco, and peer cities
nationwide. Santa Monica has several existing
PBLs. Colorado Avenue is a premier example
of a two-way PBL adjacent to the Downtown
Expo Station and connecting to the Pier. Since
its opening, bicycle and scooter volumes have
more than doubled.1 More recently, a section of
parking protected PBL has been completed on
Broadway between 16th and 20th Streets.
4 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
MAKING BICYCLING SAFER IN SANTA MONICA
BIKE ACTION PLAN GOALS
`Create a complete network of
high-quality bicycle facilities,
starting with a minimum of one
new north-south and one new
east-west dedicated bicycle path,
with the aim of increasing the
number of people who use bicycles
for everyday transportation.
`Ensure that the bicycle network is
attractive to cyclists of all ages and
experience levels.
`Create a safer, comfortable
cycling environment in the city
through facility design and public
education.
WHAT’S IN THIS AMENDMENT?
This Amendment builds on the 20-year vision
of the Bike Action Plan. It refines the 20-year
map by identifying the bike facilities that
are most necessary to convert to protected
bikeways. Using practical guides of demand,
feasibility, and safety, the amendment
strategically identifies a key network of
protected facilities within a five year horizon.
The Amendment was developed following the
same goals and objectives of the Bike Action
Plan and the LUCE.
This is a technical amendment with the limited
scope of introducing a new facility type
enabled by changes to State and Federal
transportation guidelines. It does not revisit the
baseline policy and bike network established
by the 2011 Bike Action Plan. Instead, this
Amendment identifies priority corridors for
protected bicycle lanes and how to implement
them on existing roads in a way that balances
the needs of all users, including loading and
parking needs.
This Amendment includes:
1. A clear process to identify priority
corridors for protected bike lanes.
2. An action plan, including project summary
sheets outlining design considerations
and conceptual designs for the five-year
protected bikeway vision.
3. Next steps to guide the implementation
of this Amendment.
The Amendment creates a path forward
for Santa Monica to build a protected bike
lane network citywide in the next five years,
compete for outside grant funding, continue
progress towards the community’s climate,
safety, and mobility goals, and build resilience
in these uncertain economic times. This is
an achievable plan, focused on high-impact
projects that the City can get done in the near
future.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 5
CHAPTER 1
PROTECTED BIKE LANE
PRINCIPLES
How do protected bike lanes
encourage more people to ride?
Most people will not ride a bike in places they
do not feel safe. Protected bike lanes remove
many of the stresses inherent on larger streets
by creating physical separation between
people riding bikes and people driving cars.
On any street with a maximum speed over
20 mph, people riding bicycles and walking
generally feel more comfortable with a larger
separation from moving vehicle traffic.
People who bike in Santa Monica have a range
of experience levels. Trained, experienced,
or fearless cyclists feel confident riding closer
to motor vehicles. Families with children
and novice riders who might not ride in the
straightest lines, or who are nervous about
traffic, benefit from facilities like protected bike
lanes. By reducing opportunities for conflict,
protected bike lanes create an environment
that is more welcoming to a broader array of
people.
Santa Monicans have routinely stated that
their number one barrier to riding more is the
perception of safety on the roadway. In 2017,
as part of the City of Santa Monica’s Resident
Travel Survey, respondents were asked if they
“The new bike lane on Broad-
way between 20th and 16th
makes me feel safest as a
biker. Keeps me outside of
the car driver and car parking
risk zones, and the meters and
curb provide a natural break
between bikers and walkers.
More of this type of bike lane
and pedestrian safe roads
please :)”
- Santa Monica Resident
felt safe bicycling in Santa Monica. Nearly 32%
of respondents said they did not feel safe.
When asked what would make them feel safer,
the number one choice was protected bike
lanes.2
As part of the intercept survey for COAST
2019, participants were asked: “what would
encourage you to walk/bike more?” 42% of
respondents stated that having more protected
bikeways would make them bike more. Finally,
as part of the shared mobility pilot program
users were asked: “What barriers, if any,
prevent you from using e-scooters/e-bikes in
Santa Monica as much as you would like?”
Nearly half of respondents cited a lack of bike
lanes as the primary barrier.
By providing more protected facilities on Santa
Monica’s bike network, more residents and
types of riders can feel safer and comfortable
riding a bike. And when they feel safer, they are
much more likely to choose to ride.
6 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
MAKING BICYCLING SAFER IN SANTA MONICA
SPEEDLIMIT35
Motor Vehicle Speeds
Higher motor vehicle speeds are more
stressful for cycslists.
Motor Vehicle
Traffic Volume
More motor vehicle traffic
makes cycling more stressful.
Auto Travel Lanes
& Parking Lanes
More travel lanes make cycling
more stressful. Parking lanes can
increase the risk of cyclists being
struck by open doors.
Protection
A physical buffer between bicyclists and motor
vehicle traffic provides a comfortable
experience similar to riding on a bike path.
Protection can be created using bollards, raised
curbs, or planters.
Bike Lane Width
Wider bike lanes are less stressful
than narrower ones.
Protected bike lanes reduce stress
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 7
CHAPTER 1
How do protected bike lanes relate
to Vision Zero efforts?
Santa Monica is committed to eliminating
fatal and severe crashes in the City by creating
safer facilities for all people that use its streets,
sidewalks, and bikeways. A key component of
making streets safer is to build them so people
drive more carefully (often including more
slowly) and to separate people using different
modes. Improving the design of bicycle
facilities to include additional protection
reduces the number and severity of crashes
involving people on bikes and scooters. One
study found that installing protected bike lanes
decreases injury collisions for people biking by
90%, compared to a 50% reduction in injuries
when standard bike lanes are installed.3
As a result of the COVID-19 pandemic,
many more community members are walking
and biking for short trips around town and
physically-distanced exercise. Santa Monica can
help to create safer and more inviting outdoor
spaces that everyone can enjoy without fearing
the possibility of being involved in a crash.
Protected bicycle lanes are one tool to help
accomplish this.
How does bicycling help fight
climate change?
Santa Monica’s Bicycle Action Plan has served
the community well, guiding the installation
of over 100 miles of bicycle facilities. As Santa
Monica continues to make progress in meeting
sustainability goals, it is important to facilitate
access to active transportation modes that
reduce carbon emissions and congestion.
Vehicle transportation contributes 64% of Santa
Monica’s total carbon emissions.4 However, the
travel habits of Santa Monica residents show
potential for a shift away from driving alone.
About 45% of Santa Monica residents say they
already bike at least once a month, and over
half of driving trips are less than three miles,
which is a comfortable riding distance for many
people.5
Protected bicycle lanes provide an environment
that encourages individuals of all ages and
abilities to bike more often or take up bicycling
for the first time, especially for those shorter
trips. By inviting new community members
to ride their bicycles to go to school, parks,
local businesses, transit stations, and other
destinations, Santa Monica can reduce vehicle
trips and the associated environmental and
public health impacts.
How does bicycling relate to
community health and economic
recovery?
The ongoing COVID-19 pandemic has
emphasized the need for attractive and safer
travel options that allow for physical distancing.
Urban areas have seen a 21% increase in
bicycle ridership during the pandemic.6
Protected bicycle lanes are a critical investment
to help Santa Monica recover from the public
health crisis and prevent an increase in drive-
alone trips as schools and workplaces reopen.
Bicycling supports economic recovery as well.
Comfortable bike and scooter connections will
bring residents and visitors to local businesses,
supporting the goals of Buy Local Santa
Monica and attracting further investment.
Studies have found that protected bike lanes in
other cities have significant economic benefits.7
8 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
MAKING BICYCLING SAFER IN SANTA MONICA
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
4.00%
4.50%
0
500
1000
1500
2000
2500
20
1
1
20
1
2
20
1
3
20
1
4
20
1
5
20
1
6
20
1
7
20
1
8
Bike Commute Share to Work
Number of Bike Commuters
2.4%
3.1%3.5%3.5%3.8%3.9%4.0%3.6%
11
6
9
14
9
9
17
1
5
17
3
8
19
3
5
19
8
4
18
3
3
20
2
5
Source: American Community Survey 5-year Estimates.
Is Santa Monica ready for protected
bike lanes?
Protected bike lanes are not completely
new to Santa Monica, and they have met
with success. The esplanade on Colorado
Avenue between the Downtown Expo Line
Metro Station and the Santa Monica Pier
features a two-way protected bicycle lane
that has been very popular, and other small
segments exist throughout the City, such as
Broadway between 16th Street and 20th Street.
Broadway has the highest bike ridership of any
continuous east-west corridor in the city.
Protected bikeways are a logical next step in
the continued evolution of bicycle facilities
in Santa Monica. Over the last decade, Santa
Monica has progressed from simple bicycle
lanes and sharrows to today’s buffered bicycle
lanes. These bicycle improvements correlate
with a 67% increase in people bicycling to work
from 2011 to 2018 in addition to observable
increases in activity. Protected bicycle lanes
are the next step in creating a safer and
comfortable environment for bicycling, and
making bicycling a preferred choice for
community members.
Bike commuters in Santa Monica since the adoption of the Bike Action Plan
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 9
CHAPTER 1
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 11
CONNECTING OUR COMMUNITY
CORRIDOR EVALUATION
The Bicycle Action Plan Amendment is a
technical update to the 2011 Bike Action Plan
that refines the existing network to a targeted
set of priority protected bikeway corridors
through a qualitative and quantitative benefits
analysis.
Seventeen corridors were selected for
feasibility consideration based on existing
levels of bicycle and scooter activity, an
assessment of the level of traffic stress on the
existing and planned bicycle network, and
stakeholder input. Typical sections within each
of the 17 corridors were screened using the
following criteria:
Needs and Benefits
1. Destinations: Connections to major
destinations and population and
employment centers.
2. Network connectivity: Extending the
network by closing key gaps.
3. Safety: Addressing locations with high
concentrations of bicycle collisions.
4. Demand: High activity based on shared
bike and scooter counts.
Design Considerations
1. On-street parking impact: Number of
parking spaces potentially removed.
2. Travel lanes: Opportunity to reconfigure
travel lanes based on traffic volumes.
3. Density of driveways: Number and activity-
level of driveways and alleyways.
4. Emergency services access: Maintenance
of a 22’ curb-to-curb width.
5. Waste management: Impact on garbage
and recycling pick-up.
6. Transit: Support opportunities for existing
or planned transit service.
Corridors with high benefit and limited design
drawbacks (i.e., more feasible to be delivered
with fewer loses to other facilities) were
advanced for near term project development.
High benefit corridors with complex design
considerations were examined to see if they
could be advanced with a combination of
different facility types or in a longer time frame.
This Bike Action Plan Amendment includes
conceptual designs for recommended five-year
protected bikeways, with explanations of the
considerations that will be explored during
detailed design.
The final design for each corridor will be
determined through a design process that
includes additional input, operational analysis,
design iterations and communication with the
public.
12 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
FINDING OPPORTUNITIES
CITYWIDE NETWORK
The evaluation process resulted in a
network of protected bike lanes for priority
implementation in the next five years, and
clarified where these corridors fit within the
larger context of the 2011 Bike Action Plan.
The proposed protected bikeway network will
integrate with existing bike facilities in Santa
Monica to give people of all ages and abilities
comfortable routes to schools, parks, business
districts, and other places people want to go.
Protected bike lanes expand mobility options
to people who are not confident riding on the
street immediately adjacent to traffic.
In the near-term, protected bikeways are
strategically employed in the most stressful
and high-activity areas. On several corridors,
the Bike Action Plan Amendment proposes
replacing existing bike lanes with protected
facilities. Where continuing the PBL would
require more extensive parking removal or a
detailed traffic study, they transition to other
facility types such as Class II bike lanes or
neighborhood greenways.
The five-year protected bikeway vision is a connected network of bikeways that
serves a high level of demand and destinations, and opens up access for more types of
people on bikes. They are typically located where protected bikeways will fit between
the existing curbs and the impact to parking and travel lanes is minimal. Five-year
vision corridors are centered around downtown and connect to the Expo bike path
and existing protected bikeway segments on Colorado Avenue, Broadway, and Pico
Boulevard. The vision seeks to build momentum by focusing on corridors with minimal
design constraints and maximized safety considerations.
The longer-term protected bikeway vision is made up of streets where protected
bikeways are desired but implementation is more complex due to the characteristics of
the roadway. These corridors require more tradeoffs than those in the five-year vision.
The longer-term vision includes streets with heavy parking utilization or high traffic
volumes, which will require future analysis and be more challenging to implement.
The future priority connections shown on the map are important links in Santa
Monica’s bike network that could benefit from safety enhancements, but PBLs may be
unneeded or impractical, and further study is needed. Some are in more residential
areas of Santa Monica, where a different facility type, like a Neighborhood Greenway,
would be more suitable than a protected bikeway for expanding a safer and more
inviting bike network on these corridors.
Facility Type Existing Five Year Longer Term
PROTECTED BIKE LANES
AND OFF-STREET PATHS 20 lane miles 39 lane miles 53 lane miles
BIKE LANES 61 lane miles 44 lane miles 31 lane miles
BIKE BOULEVARDS AND
ROUTES 55 lane miles 54 lane miles 53 lane miles
Mileage by facility type: existing, five-year vision, and longer-term vision
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 13
CHAPTER 2
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Protected Bikeways
Santa Monica Protected
Bikeway Vision
Five-Year Vision
Longer-Term Vision
Future Priority Connection
Priority Connections
Existing & Planned Bike Network
Existing or Planned Bike Facility
Notes: The Colorado Avenue protected
bikeway is westbound only.
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created June, 2020
14 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
FINDING OPPORTUNITIES
OUTREACH
The engagement process for the Bike
Action Plan Amendment was modified due
to COVID-19 pandemic emergency orders
requiring physical distancing and a ban
on group gatherings. The process relied
heavily on web-based engagement including
teleconferencing, a web-based map, web-
enabled presentations, social media postings,
and web-enabled Q&A forums.
Advocacy Workshops
The project team held two meetings with
representatives from Santa Monica College,
the Pico Neighborhood Association, Calbike,
Safe Streets Alliance, and Spoke. The meetings
provided an opportunity to review and critique
the approach of focusing on a five year
protected bikeway vision, without diminishing
the overall importance of the Bike Action Plan
and other strategies to increase the network
with other bikeway facility types. Attendees
brought valuable perspectives representing the
experiences and priorities of the bike advocacy
community, as well as of Santa Monica’s
lowest-income neighborhood, Pico. Thanks to
their insights, the team refined the five-year,
longer-term, and future priority networks.
Interdepartmental Meetings
A series of meeting with representatives from
Public Works Engineering, Resource Recovery
and Recycling, Sustainability, Street Services,
Big Blue Bus, Fire, and Police informed this
Amendment’s content.
At each meeting Mobility Staff reviewed the
purpose and need for the project, anticipated
goals and outcomes, and prioritization criteria.
The interdepartmental meetings resulted in a
greater shared understanding of departmental
priorities related to design, a general
concurrence on the five-year priority projects,
and documentation of opportunities and
needs related to future design, operations, and
maintenance.
Community Input
In order to reach the broader Santa Monica
community, the Mobility Division posted
an informational presentation on the City’s
YouTube channel, promoted through various
social media outlets. The video was widely
dispersed throughout the community. Through
social media the city was able to create 2,695
impressions of the postings and received 12
comments.
The website was widely distributed along with
an interactive web-based map that was visited
323 times and generated eight comments.
People visiting the map could click on each
five-year corridor to get more detailed
information, leave comments, and give their
opinion of which protected bikeways are most
important to build first.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 15
CHAPTER 2
Interactive map to collect feedback on the Bike Action Plan Amendment
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 17
Fitting protected bikeways into our streets
requires design savvy, flexibility and creativity.
After so many years of dedicating all street
space to cars, it can feel daunting to redesign
and repurpose street space. However, there
are good examples from other cities and
guidance from reputable agencies that Santa
Monica can build upon. This chapter provides
tools for implementing protected bikeways in
Santa Monica. It outlines next steps, describes
general design considerations for protected
bikeways, and provides details about benefits,
impacts, and conceptual design of each five-
year vision corridor.
As described in Chapter 2, the five-year
protected bikeway vision is made up of
locations with a high level of existing ridership
and destinations, where designs can be
advanced quickly due to minimal impact to
parking and travel lanes. The map on this
page shows the five-year vision proposed in
this Amendment, as well as existing, funded,
and planned protected bikeways that will be in
place within the next five years.
ACTING ON A FIVE-YEAR VISION
4TH ST
14TH ST
11TH ST
26TH ST
PIC
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6TH ST
WI
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7TH ST
CENTINELA AV
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STEWART ST
CLOVERFIELD BLVD
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BARNARD WAY
EXP
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14TH ST
CENTINELA AVE
11TH ST
BR
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E dis onElementary
GrantElementary
sJohn AdamMiddle
McKinleyElementary
Olympic
High S chool
R oos eveltElementary
John Muir E lementarySMASH
SMC Madis on C ampus
S anta Monica C ollege
Will R ogers E lementary
FranklinElementary
Lincoln
Middle
S anta
Monica
College
S anta Monica
High S chool
Existing
Protected Bikeways
Five-Year Protected
Bikeway Network
Planned
Funded
Five-Year Vision
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created June, 2020
Santa Monica’s five-year protected bikeway network
When possible, costs will be minimized by
aligning work with Public Works’ roadway
resurfacing. Additionally, there may be
opportunities for demonstration on interim PBL
projects. Such projects help get improvements
implemented fast, with immediate results for
mobility and safety, and allow the community
to gain comfort with a new facility while City
staff analyze the benefits and impacts. Interim
installations can bridge the gap until funding
becomes available for permanent treatments.
18 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
DESIGN CONSIDERATIONS
Each protected bikeway corridor will
go through a thorough design, public
engagement, and vetting process. Typical
milestones in the corridor design and
implementation process include:
`Include project in Santa Monica’s Capital
Improvement Program
`Secure funding
`Conduct outreach to stakeholders and the
community
`Refine the design (30%, 60%, 90%, Final)
This section describes key considerations for
design that will be taken into account as each
corridor advances through these steps.
Street level separation
Protection is the key to protected bike lanes.
Separation can be built in with posts, bollards
or concrete curbs. Bollards provide the most
flexibility in that they are less costly and can
be moved, if needed. Bollards do not provide
as much protection because they can be run
over by most vehicles. A greater level of safety
is provided by vertical separation, but bollards
work well when there is limited space.
Flexible posts and striped buffer protection.
Raised curb protection on Colorado Ave Esplanade.
Vertical separation
Separation on protected bike lanes can be
achieved by adding a raised median at street
level, raising a bikeway to sidewalk level, or
somewhere in between. When the bikeway
is ramped above the level of the street, it is
referred to as a “raised” protected bikeway.
The raised protected bike lane is typically
marked with the same pavement markings as
street-level bike lanes, and is distinguished
from the sidewalk by a different paving material
and or/color. A vertical curb of 3 inches or
more is another way to keep the two zones
separate.8
Raised protected bike lane.
Temporary installations
The design of a temporary facility
depends on the time frame. “Pop
up” demonstration projects last from
one to a few days, and use low-cost
materials such as traffic cones,
construction barricades, and chalk or
washable paint.
Longer-term demonstration or interim
facilities use more durable materials
such as plastic bollards and planters,
that can turn into a permanent solution
or be replaced by a more durable
material like concrete.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 19
CHAPTER 3
Parking separation
A typical bike lane is located between the
parking lane and the travel lane, while
protected bike lanes are always adjacent to
a curb or sidewalk. Moving a bike lane to the
curbside where it is more protected can pose a
few challenges.
`The area next to the curb includes the
two-foot gutter and often includes grates
that may be dangerous for bikes.
`Additional space is needed between
protected bikeways and parking lanes, so
that people can open their passenger car
doors without risk of hitting someone biking.
`Best practice solutions for maintaining ADA
accessibility to parked cars include:
–A five-foot buffer to act as a passenger
unloading area and walkway.
–ADA spaces or loading zones located at
the end of blocks in close proximity to
marked crosswalks.
–Clearly marked crossings of the bike lane
to mitigate conflicts with people getting
from their cars to the sidewalk. 9
Parking provides an additional layer of
protection between people biking and moving
traffic, so these facilities are often referred to as
“parking-protected bike lanes.”
Parking protected bike lanes use a wider buffer to prevent “dooring.”
Source: NACTO
Parking Supply
The intent of the Bike Action Plan Amendment
is to create additional safer access for people
using the street, without unnecessarily
removing other access. With that in mind, it
seeks to maintain on-street parking and to
find solutions where adjustment is needed.
Retrofitting existing city streets will require
tradeoffs, and some parking loss may be
needed to create safer conditions.
20 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
Two-way protected bikeways
Two-way protected bikeways require less space
than one-way lanes because only one side of
the street requires separation from the parking
or travel lane.
The Bike Action Plan Amendment proposes
two-way facilities in a few corridor segments
where the roadway is not very wide and/or the
parking and travel lanes cannot accommodate
the extra space needed for one-way lanes.
A two-way protected bikeway requires some
special design considerations.
`New intersection traffic controls (stop signs
and traffic signals) must be installed so
that they are visible to people biking in the
contra-flow direction.
`Visibility at driveways and minor streets can
be improved by: ensuring clear sight lines,
clearly marking the conflict zone, installing
“yield to bikes” signs, and constraining the
width of the driveway or travel lane so that
people driving must reduce their speed.
`Dedicated bike signal phases or protected
intersections may be required at
intersections to separate conflicting bicycle
and vehicle movements.
Above: Two-way protected
bikeways require only one buffer
zone.
Left: Directional protected bikeways
provide a buffer on each side of the
street, which takes up more space.
Source: Nelson\Nygaard
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 21
CHAPTER 3
Refuse Access Island
This median allows garbage to be placed
conveniently at the edge of the roadway without
obstructing bike lanes.
Transit
The average speed of buses and people
on bicycles is about the same, and it is very
common for bikes and buses to share a
curbside lane and leapfrog each other at bus
stops. Protected bike lanes require special
design considerations to maintain universal
access to transit stops, since buses typically
require a raised curb to pick up and drop off
passengers. There are two recommended
options for designing protected bikeways at
bus stops.
`The protective barrier can be eliminated a
sufficient distance before and after the bus
stop, and a shared bus/bike area can be
designated in front of the stop.
`A bus island or curb extension can be
created at the bus stop, and the bike lane
can go behind it, either at sidewalk or street
level. Clearly marked curb-height crossings
should be provided for people walking or
using mobility devices to get from the bus
island to the sidewalk.10
Trash and recycling pickup
Most properties in Santa Monica have alley
access for garbage and recycling bins. In
cases where curbside pickup is required on
a protected bikeway corridor, the city has
designs for refuse access islands that can be
adapted as necessary.
Bus/bike mixing zone at a bus stop on the Cass
Avenue protected bikeway in Detroit.
Source: Nelson\Nygaard
A protected bikeway with a bus island in Seattle.
Source: Nelson\Nygaard
Example Design for Refuse Access Island
22 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
Emergency vehicle access
Once projects are funded for design, the fire
and police departments will be consulted to
establish project clear widths based on street
function and adjacent land use.
Street sweeping
Protected bike lanes buffered with curbs
require cleaning of a defined and more narrow
area. The addition of protected bike lanes
buffered with curbs will require additional
sweeps and more staff time. Depending
upon the width, these lanes can be swept by
standard street sweepers already in use by
Resource Recovery and Recycling, or using new
equipment designed for smaller spaces.
Intersection capacity
Street space is often allocated differently
at intersections than in the middle of the
block. Turn lanes are added to prioritize the
movement of automobiles turning left or right.
Typically, a left-turn lane starts at least 60 feet
back from the intersection. On protected
bikeway corridors where turn lanes are
anticipated to be needed in the future, design
of a specific location can respond by removing
three or more parking spaces. Further
evaluation can help to determine whether
the turn lane or on-street parking lane is most
important to maintain.
At intersections where a turn-lane is needed, a few parking spaces can be removed on one side of the street.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 23
CHAPTER 3
Maintaining bike connectivity
through intersections
The majority of collisions involving people
bicycling occur at intersections, and most
people will only consider using a bike facility if
it provides low-stress connections leading up to
and across intersections. In the past, common
practice to accommodate turning vehicles has
been to replace bike lanes with turn pockets,
in other words, to eliminate the protection at
the point where most people will feel the most
need. There are a number of strategies for
making intersections safer for everyone using
the road, including people walking, people
riding scooters, and all types of cyclists. The
National Association of Transportation Officials
(NACTO)’s “Don’t Give Up at the Intersection”
provides detailed guidance on reducing the
probability of conflict for all road users at
intersections.
Improvements at intersections have three main
goals:
`Reduce turning speed: People driving are
more likely to yield to people walking and
bicycling when motor vehicle speeds are
low. Low speeds give people driving more
time to see others on the road, and when
collisions do occur, they are less severe.
`Make bikes visible: Crossings set back from
the intersection and green paint help make
dedicated bike areas more apparent to
people driving, while also providing a space
for a turning driver to wait out of the way of
through traffic.
`Give bikes the right-of-way: Protected
intersection design, prohibiting right turns
on red, and giving bikes their own signal
phase are strategies for reducing conflicts.
Example of a Bike Box at a Signalized Intersection with a Bike Lane Approach
Source: NACTO
24 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
Protected Intersection Design in Chicago, IL
Source: CDOT
Protected Intersection
The safest intersection design is a “protected
intersection,” which uses concrete islands and
pavement markings to keep different modes
physically separate and eliminate conflicts.
They are typically applied where two streets
with protected bike lanes intersect. In a
protected intersection, corner islands extend
protection of the bike lane into the intersection
and create a waiting area for cars that are
turning right and people on bikes who are
waiting at a signal. Pedestrian islands shorten
the crossing distance for people walking or
using mobility devices, and high-visibility
crosswalks and bike crossing markings clearly
delineate the path of travel for people walking
and biking.
Dedicated Intersection
A dedicated intersection uses some of
the same design elements as a protected
intersection, but is easier to implement on
streets with space constraints or where the
cost of a protected intersection is prohibitive.
Rather than concrete islands, delineator posts
are used to discourage vehicles from entering
into the bike lane when turning right, and a
corner wedge speed bump helps prevent
high speeds. Posts or a curb on the centerline
discourage high-speed left turns. High visibility
crossings are used, and turn queue boxes can
be added for bicyclists who need to turn left.
24
Dedicated IntersectionsReducing Turn Speeds and Mitigating Conflicts
Right Turns, and Left Turns
from One-Way Streets
• Create a tighter effective corner
radius, using mountable elements
if necessary to accommodate truck
turns.
• Install speed reduction devices,
such as modular speed bumps or a
mountable truck apron, inside the
swept path of large vehicles or all
vehicles.
• Install a median island or centerline
hardening on the receiving street to
prevent ‘corner cutting.’
• Raise the bikeway crossing.
• Provide a leading bike interval,
protected bike phase, or protected-
permissive bike phase.
Left Turns from Two-Way
Streets
• Install a median refuge island
or centerline hardening on
approach street and receiving
street to prevent ‘corner
cutting.’
• Raise the bikeway crossing.
• Provide a leading bike interval,
lagging left turn phase, or
protected bike phase.
Bikeway-Crosswalk
Conflicts
• Gradually bend the bikeway
(3:1 angle at steepest) as it
approaches the crosswalk;
straighten before crossing the
crosswalk.28
• Raise the pedestrian crossing
over the bikeway. The bike
climbing ramp should be
gradual (1:12 or shallower),
and a 6’ flat approach area
should be provided to allow
bikes to stop without slipping
backward.29
Lacking a full bikeway setback, dedicated intersections typically make use of turn speed
reduction techniques. Most of these techniques are also applicable on protected and major-
minor intersections. Signal strategies and advance stop bars are also applicable in most
situations, but geometric speed reduction techniques are often easier to implement. These
techniques are applicable whether or not dedicated turn lanes exist adjacent to the bikeway.
San Jose, CA
Photo: Peter BennettDedicated Intersection Design in San Jose, CA
Source: NACTO
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 25
CHAPTER 3
Paint (Thermoplastic)
Painted intersection treatments, such as
green bike boxes, turn lanes, and driveway
crossings, help alert drivers to the presence of
people on bikes and direct cyclists through an
intersection. Green paint can be incorporated
into protected and dedicated intersection
design, or applied where a protected bike lane
intersects with a driveway, minor street or a
street that is not on the bike network.
Bike Signals
Bicycle-specific traffic signals clearly define
time and space for bike movements,
eliminating conflicting movements with general
purpose traffic. Bike signals are particularly
important for two-way protected bike lanes
and where transitioning a protected bike lane
from one side of the street to another. In
most cases, in the absence of heavy turning
movements, bicyclists can proceed on the
same green phase as cars.
A bicycle traffic signal in Long Beach
Source: Nelson\Nygaard
26 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
FIVE-YEAR VISION CORRIDOR
PROFILES
The following pages profile each corridor in
the five-year protected bikeway vision. The
five-year vision network is made up of high-
demand locations, where the existing right of
way will accommodate protected bikeways with
minimal impact to parking and travel lanes.
The profiles provide diagrams of the existing
street layout and the proposed bikeway design,
summarize the benefits of adding a protected
bikeway to the corridor, and identify applicable
design considerations for next steps.
The needs and benefits described for each
corridor on the following pages include:
`Major destinations and connections.
Which schools, parks, neighborhoods and
commercial areas are better connected with
the facility?
`Safety. How many crashes have happened
on the corridor in recent years?
`Comfort. How comfortable is the corridor
now and how much more comfortable will it
be, as measured by “level of traffic stress?”
(LTS - see next page)
`Demand. How many people are relying on
the corridor now, as a measure of need and
network value?
Key design considerations will be addressed in
the next steps of project design. These include:
`Parking impacts. Some streets are not wide
enough to keep all the on-street parking
spaces and make room for a protected
bikeway.
`Travel lane impacts. Adding a protected
bikeway might mean repurposing the center
left-turn lane for entire blocks, removing a
turn-lane at a few intersections, or reducing
the number of general purpose travel lanes.
`Transit stops. On bus routes, the design
of the protected bikeway must allow for
buses to pull up to bus stops with accessible
landings for passengers to board and
disembark.
`Driveways. Protected bikeways can be
designed to allow driveway access while
maintaining comfort and visibility for people
cycling.
`Intersection design. Protection at
intersections is key to the overall comfort
and safety of a corridor. Transitions from
one type of bike facility to another require
special consideration at intersections.
`Emergency vehicle access. Coordination
with the Fire Department is required to
ensure emergency vehicles have sufficient
access on narrower streets or streets with a
raised median.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 27
CHAPTER 3
LEVEL OF TRAFFIC STRESS
Level of Traffic Stress (LTS)11 is a way of measuring how comfortable (or uncomfortable) it is to ride a bike on a street. Locations
are rated from 1 (most comfortable) to 4 (least comfortable) based on existing bike facilities, number of motor vehicle lanes,
presence of parking lanes, speed limit, and average daily traffic volumes. LTS scores help to understand how a street design
encourages or discourages certain types of activity and types of people riding a bike. LTS can also help identify where there are
network “gaps” or areas where a pathway isn’t usable because it is too uncomfortable or frightening for people. In order to link
people of all ages and abilities to their destinations, such as a school or park, the pathways need to be continuous at a tolerable
level of stress for that user.
An LTS score of 1 is the most comfortable experience, suitable for all ages and abilities including children. Paths and
protected bikeways such as the Colorado Esplanade or Marvin Braude Beach Bike Path are rated LTS 1.
A score of LTS 2 indicates that the street is comfortable for people who are “interested but concerned” about
bicycling. Bike lanes on local streets and bike routes or bike boulevards on quiet neighborhood streets usually have an
LTS 2 rating. For example, the bike lanes on Arizona Avenue are rated LTS 2.
LTS 3 indicates a street that is appropriate for “enthused and confident” bicyclists. It usually means riding in mixed
traffic on local streets, or in bike lanes on busy roads. Main Street south of Pico Boulevard is an example of conditions
rated LTS 3.
LTS 4 is the least comfortable experience, likely to be unappealing to all but the “strong and fearless” bicyclists. LTS 4
streets such as Lincoln Boulevard and other regional streets are generally very large and busy.
4312
Least
stressful
Most
stressful
4312
Least
stressful
Most
stressful
4312
Least
stressful
Most
stressful
4312
Least
stressful
Most
stressful
28 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
11TH STREET | WILSHIRE BLVD TO PICO BLVD
The 11th Street protected bikeway adds
protection to an existing north-south bikeway
that connects Santa Monica College and the
Michigan Avenue Neighborhood Greenway
(MANGo). The experience of biking on 11th
Street today is stressful due to prevailing
speeds over 30 mph, large intersections at
Santa Monica and Olympic Boulevards, and
several intersections with a history of collisions
involving someone bicycling. The Bike
Action Plan Amendment proposes five-foot
parking-protected bikeways between Wilshire
Boulevard and Michigan Avenue. A few parking
spaces or turn lanes may need to be removed
at intersections, and the design will need to
accommodate driveways.
Corridor Location Map
4TH ST
14TH ST
11TH ST
26TH ST
PI
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EXP
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14TH ST
CENTINELA AVE
11TH ST
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E dis onElementary
G rantElementa ry
sJohn Ada mMiddle
Olympic
High S chool
R oos eveltElementary
J ohn Muir E lementarySMASH
S MC Madis on C a mpus
Will R ogers E lementary
S anta
Monica
C ollege
S anta Monica
High S chool
McK inleyElementaryMcKinleyElementary
S anta Monica C olle geSanta Monica C olle ge
FranklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Five-Year Vision
Protected Bikeway
Existing/Planned
Bike Network
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 29
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Santa Monica College Performing Arts
Center
`Michigan Avenue Neighborhood
Greenway
`Broadway Bikeway
EXISTING DEMAND
In the top 25 busiest bikeways
in Santa Monica with over 1,350
shared bike and scooter trips
per month.2
COMFORT
The existing bike lanes on 11th Street
have a level-of-traffic stress score of 3—
suitable only for confident bicyclists.
The design will achieve a level of traffic
stress score of 1, suitable for
all ages and abilities.
SAFETY
13 collisions
involving people
bicycling
from 2014 through
2018.1
PARKING
Existing on-street parking will
remain,
a few spaces
may need to
be removed at
intersections to
increase visibility
and safety.
KEY DESIGN ELEMENTS
Driveways, specifically the extensive
driveway aprons for multiple properties
concentrated on the
east side of 11th just
north of Olympic, will
be incorporated into
bikeway design.4312
Least
stressful
Most
stressful
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
Needs and Benefits Design Considerations
30 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
11TH STREET
Existing Cross-Section
WILSHIRE TO OLYMPIC
52’
Tra
v
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a
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Tra
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11th Street
Wilshire to Olympic | Existing Condition
6’6’10’10’
52’
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11th Street
Wilshire to Olympic | Typical Proposed
Proposed Cross-Section
WILSHIRE TO OLYMPIC
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 31
CHAPTER 3
60’
Lef
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L
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11th Street
Olympic to Michigan | Existing Condition
5’5’10’10’10’
60’
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Lef
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Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
11th Street
Olympic to Michigan | Typical Proposed
11TH STREET
Existing Cross-Section
OLYMPIC TO MICHIGAN
Proposed Cross-Section
OLYMPIC TO MICHIGAN
32 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
14TH STREET | WASHINGTON AVE TO PICO BLVD
The 14th Street protected bikeway modifies an
existing north-south bike corridor, connecting
to Lincoln Middle School, Memorial Park and
the Michigan Avenue Neighborhood Greenway
(MANGo). The Bike Action Plan Amendment
proposes parking-protected bikeways between
Washington Avenue and Pico Boulevard by
re-purposing the center turn lane. 14th Street
is a transit route, and design treatments such
as bus islands and bike/pedestrian mixing
zones should be introduced at bus stops. The
pick-up/drop-off zone in front of Lincoln Middle
School will require special consideration during
design as well.
4TH ST
14TH ST
11TH ST
26TH ST
PI
C
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementary
G rantElementary
sJohn Ada mMiddle
Olympic
H igh S chool
R oos eveltElementary
John Muir E lementa rySMASH
S MC Ma dis on C ampus
Will R ogers E lementary
S anta
Monica
C ollege
S a nta Monica
H igh S chool
McK inleyElementaryMcKinleyElementary
S anta Monica C ollegeSanta Monica C ollege
FranklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 33
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Memorial Park
`Lincoln Middle School
`Santa Monica College
`Michigan Avenue Neighborhood
Greenway
`Broadway Bikeway
EXISTING DEMAND
In the top 30 busiest bikeways
in Santa Monica with over 1,050
shared bike and scooter trips
per month.2
COMFORT
The existing bike lanes on 14th Street
have a level-of-traffic stress score of
2—suitable for interested but concerned
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
SAFETY
7 collisions
involving people
bicycling
from 2014 through
2018.1
PARKING
Existing on-street parking will
remain,
a few spaces
may need to
be removed at
intersections to
increase visibility
and safety.
KEY DESIGN ELEMENTS
Bus stops and pickup/dropoff
at Lincoln Middle School will be
incorporated into
protected bikeway
design.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
4312
Least
stressful
Most
stressful
Needs and Benefits Design Considerations
34 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
14TH STREET
Existing Cross-Section
WASHINGTON TO WILSHIRE AND OLYMPIC TO MICHIGAN
Proposed Cross-Section
WASHINGTON TO WILSHIRE AND OLYMPIC TO MICHIGAN
60’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Ce
n
t
e
r
T
u
r
n
Lan
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Bik
e
L
a
n
e
14th Street
Washington to Wilshire | Existing Condition
6’6’11’11
60’
8’8’5’5’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
14th Street
Washington to Wilshire | Typical Proposed
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 35
CHAPTER 3
14TH STREET
Existing Cross-Section
WILSHIRE TO OLYMPIC AND MICHIGAN TO PICO
Proposed Cross-Section
WILSHIRE TO OLYMPIC AND MICHIGAN TO PICO
52’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
14th Street
Michigan to Pico | Typical Existing
5’5’11’11’
52’
7’7’3’3’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
14th Street
Michigan to Pico | Typical Proposed
36 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
26TH STREET | BROADWAY TO OLYMPIC BLVD
The 26th Street protected bikeway provides
a key connection between the 26th Street/
Bergamot Expo station, the Expo Corridor Bike
Path, and the bikeway on Broadway. Existing
bike lanes and shared lane markings on 26th
Street are not comfortable for people of all
ages and abilities, due to the width and traffic
volumes of the street and the large intersection
at Olympic Boulevard where southbound
traffic ends. The cross-section of 26th Street
varies from block to block. Between Broadway
and Colorado Avenue, the center turn lane
is eliminated to make space for protected
bike lanes. Between Colorado Avenue and
Olympic Boulevard the project repurposes one
northbound travel lane/right-turn lane.
4TH ST
14TH ST
11TH ST
26TH ST
PI
C
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementary
Gra ntElementa ry
sJohn AdamMiddle
Olympic
High S chool
R oos eveltElementary
John Muir E lementarySMASH
S MC Madis on C a mpus
Will R oge rs E lementa ry
S anta
Monica
C olle ge
S a nta Monica
H igh S chool
McK inleyElementaryMcKinleyElementary
S anta Monica C ollegeSanta Monica C ollege
Fra nklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 37
CHAPTER 3
DESTINATIONS & CONNECTIONS
`26th St/Bergamot Expo Station
and Expo Bike Path
`Colorado Center Park
`Water Garden
`Broadway Bikeway
EXISTING DEMAND
In the top 30 busiest bikeways
in Santa Monica with over 1,100
shared bike and scooter trips
per month.2
COMFORT
The existing bike lanes on 26th Street
have a level-of-traffic stress score of 3,
suitable only for confident bicyclists.
The design will achieve a level of traffic
stress score of 1, suitable for
all ages and abilities.
SAFETY
Includes identified high
priority vision zero
intersection 26th and
Olympic which has
had 1 fatality and 3
severe injuries.1
PARKING
Existing on-street parking
is minimal,
and will remain.
KEY DESIGN ELEMENTS
Bus stops will be
incorporated into
protected bikeway design.
Turn lanes are
repurposed to make room
for the protected bikeway.
Intersection design at 26th and
Olympic may require innovative
treatments.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
4312
Least
stressful
Most
stressful
Needs and Benefits Design Considerations
38 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
26TH STREET
Existing Cross-Section
BROADWAY TO COLORADO
Proposed Cross-Section
BROADWAY TO COLORADO
48’
Tra
v
e
l
L
a
n
e
Bik
e
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
La
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
26th Street
Broadway to Colorado | Existing Condition
Bik
e
L
a
n
e
11’11’10’6’6’2’2’
48’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
La
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
26th Street
Broadway to Colorado | Typical Proposed
11’11’10’
48’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
La
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
26th Street
Broadway to Colorado | Typical Proposed
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 39
CHAPTER 3
26TH STREET
Existing Cross-Section
COLORADO TO OLYMPIC
Proposed Cross-Section
COLORADO TO OLYMPIC
26th Street
Colorado to Olympic | Existing Condition
60’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
10’11’
60’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Bu
e
r
Bik
e
L
a
n
e
Bu
e
r
26th Street
Colorado to Olympic | Typical Proposed
10’11’3’3’6’6’
40 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
6TH STREET | MONTANA AVE TO COLORADO AVE
Protected bike lanes on 6th Street create
a low-stress connection to and through
downtown Santa Monica, serving many
businesses, apartment buildings, and the Main
Public Library. 6th Street sees a high volume of
bike and scooter trips in the existing buffered
bike lanes that run from Montana Avenue to
Colorado Avenue. Parking-protected bike lanes
will not impact general purpose traffic lanes or
on-street parking. One turn lane may need to
be removed at the intersection with Wilshire
Boulevard.
4TH ST
14TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementary
Gra ntElementa ry
sJohn AdamMiddle
Olympic
H igh S chool
R oos eveltElementary
John Muir E lementarySMASH
S MC Ma dis on C ampus
Will R oge rs E lementa ry
S anta
Monica
C ollege
S anta Monica
High S chool
McK inleyElementaryMcKinleyElementary
S a nta Monica C ollegeSanta Monica C ollege
F ranklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 41
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Downtown Santa Monica
`Public Library
`Reed Park
`Expo 4th St/Downtown Station
`Montana Avenue
EXISTING DEMAND
In the top 20 busiest bikeways
in Santa Monica with over 1,850
shared bike and scooter trips
per month.2
SAFETY
8 collisions
involving people
bicycling
from 2014 through
2018.1
PARKING
Existing on-street parking
will remain,
a few spaces
may need to
be removed at
intersections.
KEY DESIGN ELEMENTS
Intersection design
and balancing emergency
access needs
with the need for
sufficiently wide
bike lanes that
include two-foot
gutters.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on 6th Street
have a level-of-traffic stress score of
2—suitable for interested but concerned
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressful
42 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
52’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
6th Street
Montana to Colorado | Existing Condition
6TH STREET
Existing Cross-Section
MONTANA TO COLORADO
5’5’11’11’
52’
7’7’3’3’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
6th Street
Montana to Colorado | Typical Proposed
Proposed Cross-Section
MONTANA TO COLORADO
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 43
CHAPTER 3
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44 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
BROADWAY | 5TH ST TO 26TH ST
Broadway is Santa Monica’s east-west
backbone corridor through the middle of the
city. Because it is an essential facility, it is one
of the busiest bike and scooter corridors and
is an essential connection to downtown. Of all
the corridors analyzed for this Amendment,
Broadway had the highest incidence of
collisions involving people on bikes, which is
related to the high level of activity.
Existing bike lanes begin at 5th Street and
extend east of the city limits to the intersection
with Santa Monica Boulevard. A segment
of protected bike lanes is already in place
between 16th Street and 20th Street. The Bike
Action Plan Amendment proposes converting
the bike lanes between 5th Street and 26th
Street to parking-protected bike lanes by
repurposing the center left turn lane. At
intersections, left-turn lanes can be maintained
by removing a few parking spaces. Bus islands
can be added at bus stops.
4TH ST
14TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementary
G rantElementary
sJohn Ada mMiddle
Olympic
H igh S chool
R oos eveltElementary
John Muir E lementa rySMASH
S MC Ma dis on C ampus
Will R ogers E lementary
S anta
Monica
C ollege
S a nta Monica
H igh S chool
McK inleyElementaryMcKinleyElementary
S anta Monica C ollegeSanta Monica C ollege
FranklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 45
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Downtown Santa Monica
`Colorado Center Park
`11th, 14th, and 17th Street
Bikeways
`PS1 Pluralistic School
EXISTING DEMAND
In the top 15 busiest bikeways
in Santa Monica with over 5,600
shared bike and scooter trips
per month.2
SAFETY
38 collisions
involving people
bicycling
from 2014 through
2018.1
PARKING
Existing on-street parking
will remain,
a few spaces
will be removed
at intersections
where left-turn
lanes are needed.
KEY DESIGN ELEMENTS
Bus stops at 5th Street
and between 18th Street
and 20th Street will
be incorporated into
protected bikeway design.
The center turn lane is
repurposed to make room for the
protected bikeway.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on Broadway
have a level-of-traffic stress score of
2—suitable for interested but concerned
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressful
46 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
56’
Tra
v
e
l
L
a
n
e
Ce
n
t
e
r
T
u
r
n
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Broadway
5th to 26th | Existing Condition
Sid
e
w
a
l
k
BROADWAY
Existing Cross-Section
5TH TO 26TH
6’6’11’11’
56’
7’7’4’4’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Broadway
5th to 26th | Typical Proposed
Proposed Cross-Section
5TH TO 26TH
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 47
CHAPTER 3
This page intentionally left blank
48 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
4TH ST
14TH ST
11TH ST
26TH ST
PI
C
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA A
V
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementa ry
Gra ntElementary
sJohn AdamMiddle
Olympic
High S chool
R oos eveltElementary
J ohn Muir E lementa rySMASH
S MC Ma dis on C a mpus
Will R ogers E lementary
S anta
Monica
C ollege
S a nta Monica
H igh S chool
McK inleyElementaryMcKinleyElementary
S anta Monica C ollegeSanta Monica C ollege
F ranklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
COLORADO AVENUE | 5TH ST TO 17TH ST
A protected bikeway on Colorado Avenue will
connect to the existing two-way protected
bikeway on the Esplanade, which runs
from the Santa Monica Pier entrance to the
Downtown Expo station. The Expo light rail
line runs down the center of Colorado to 17th.
Vehicle travel lane width on the south side
prohibits a protected bike lane. However, by
removing parking on the north side of the
street, a westbound protected bike lane can
be installed, serving as an extension of the
Expo corridor bike path into downtown and
connecting to the protected bike lanes on
17th. The narrower south side of Colorado
would have shared lane markings.
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 49
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Downtown Santa Monica Expo
Station
`17th St Expo Station and Expo
Bike Path
`Memorial Park
`Crossroads Elementary School
EXISTING DEMAND
In the top 15 busiest bikeways
in Santa Monica with over 3,500
shared bike and scooter trips
per month.2
COMFORT
The existing bike facilities on Colorado
have a level-of-traffic stress score of 3,
suitable only for confident bicyclists.
The design will achieve a level of traffic
stress score of 1, suitable for
all ages and abilities.
SAFETY
7 collisions
involving people
bicycling
from 2014 through
2018.1
PARKING
Removes existing parking on
the north side
of the street.
KEY DESIGN ELEMENTS
Intersection design is crucial at both
termini—at 17th St to accommodate
cyclists accessing the planned protected
bikeway on 17th and the Expo bike
path and at 5th St to transition cyclists
smoothly from the two-way protected
bikeway.
Bus stops will be
accommodated into
design.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
4312
Least
stressful
Most
stressful
Needs and Benefits Design Considerations
50 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
COLORADO AVENUE
Existing Cross-Section
5TH TO 7TH
Proposed Cross-Section
5TH TO 7TH
60’
Sh
a
r
e
d
T
r
a
v
e
l
/
B
i
k
e
L
a
n
e
Tra
v
e
l
L
a
n
e
Lig
h
t
R
a
i
l
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Colorado
5th to 7th | Existing Condition
28’11’3’6’12’
60’
Sh
a
r
e
d
T
r
a
v
e
l
/
B
i
k
e
L
a
n
e
Tra
v
e
l
L
a
n
e
Lig
h
t
R
a
i
l
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Colorado
5th to 7th | Typical Proposed
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 51
CHAPTER 3
COLORADO AVENUE
Existing Cross-Section
7TH TO 17TH
Proposed Cross-Section
7TH TO 17TH
60’
Sh
a
r
e
d
T
r
a
v
e
l
/
B
i
k
e
L
a
n
e
Sh
a
r
e
d
T
r
a
v
e
l
/Bi
k
e
L
a
n
e
Lig
h
t
R
a
i
l
Par
k
i
n
g
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Colorado
7th to 17th | Existing Condition
28’11’3’6’12’
60’
Sh
a
r
e
d
T
r
a
v
e
l
/
B
i
k
e
L
a
n
e
Tra
v
e
l
L
a
n
e
Lig
h
t
R
a
i
l
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Colorado
7th to 17th | Typical Proposed
52 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
OCEAN AVENUE | MONTANA AVE TO PICO BLVD
Ocean Avenue gives residents and visitors
access to parks, the beach, the Santa Monica
Pier, and numerous hotels and dining options.
It is by far the most heavily visited corridor by
people riding scooters and Breeze bikeshare,
but conditions are very uncomfortable (LTS
4), and it has a high incidence of collisions.
The nature of the street changes a few times
between Montana Avenue and Pico Boulevard.
There are currently bike lanes the entire way,
and multiple bus routes use Ocean Avenue.
The Bike Action Plan Amendment proposes
a two-way cycle track on the west side of
the street from California Avenue to Pico
Boulevard. North of California, a two-way cycle
track along the park could potentially replace
the interim design of a protected bike lane on
the east side and buffered bike lane on the
west side.
4TH ST
14TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementa ry
G rantElementa ry
sJohn Ada mMiddle
Olympic
H igh S chool
R oos eveltElementary
John Muir E lementarySMASH
S MC Madis on C ampus
Will R ogers E lementa ry
S anta
Monica
C ollege
S anta Monica
High S chool
McK inleyElementaryMcKinleyElementary
S a nta Monica C ollegeSanta Monica C ollege
Fra nklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 53
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Tongva Park
`Palisades Park
`Santa Monica Pier
`Downtown
`Montana Ave Bikeway
EXISTING DEMAND
Busiest bikeway in Santa
Monica with over 15,000
shared bike and scooter
trips per month.2
COMFORT
The existing bike lanes on Ocean Ave
have a level-of-traffic stress score of
4, suitable only for strong and fearless
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
SAFETY
7 collisions
involving people
bicycling
from 2014 through
2018.1
PARKING
Removes existing parking on
the west side
of the street
between
California Ave
and Pico Blvd.
KEY DESIGN ELEMENTS
Intersection design will need to
accommodate cyclists accessing the
two-way cycle track from directional
bike lanes at California Avenue.
Bus stops will be
accommodated into
design.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
4312
Least
stressful
Most
stressful
Needs and Benefits Design Considerations
54 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
76’
Bik
e
L
a
n
e
Bik
e
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Ocean Avenue
California to Montana | Existing Condition
10’
76’
Bu
e
r
Bu
e
r
Bik
e
L
a
n
e
Bik
e
L
a
n
e
Par
k
i
n
g
L
a
n
e
An
g
l
e
d
P
a
r
k
i
n
g
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
10’7’3’5’5’2’34’
Ocean Avenue
California to Montana | Typical Proposed with Angled Parking
Proposed Cross-Section
MONTANA TO CALIFORNIA
OCEAN AVENUE
Existing Cross-Section
MONTANA TO CALIFORNIA
Proposed Cross-Section
CALIFORNIA TO OLYMPIC
OCEAN AVENUE
Existing Cross-Section
CALIFORNIA TO OLYMPIC
Ocean Avenue
California to Colorado | Existing Condition
76’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bik
e
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Par
k
i
n
g
L
a
n
e
Bik
e
L
a
n
e
10’
76’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Lef
t
T
u
r
n
L
a
n
e
Par
k
i
n
g
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Bik
e
L
a
n
e
Pe
d
e
s
t
r
i
a
n
I
s
l
a
n
d
10’10’11’7’11’6’5.5’5.5’
Ocean Avenue
California to Colorado | Typical Proposed
At Intersections
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 55
CHAPTER 3
Ocean Avenue
Pico to Olympic | Existing Condition
84’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Bik
e
L
a
n
e
Me
d
i
a
n
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
16’
84’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Me
d
i
a
n
Par
k
i
n
g
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Bik
e
L
a
n
e
Bu
e
r
Ocean Avenue
Pico to Olympic | Typical Proposed
10’10’11’8’11’4’7’7’
OCEAN AVENUE
Existing Cross-Section
OLYMPIC TO PICO
Proposed Cross-Section
OLYMPIC TO PICO
56 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
4TH ST
14TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA A
V
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementa ry
G rantElementa ry
sJohn Ada mMiddle
Olympic
H igh S chool
R oos eveltElementary
John Muir E lementarySMASH
S MC Ma dis on C a mpus
Will R ogers E lementary
S a nta
Monica
C ollege
S anta Monica
High S chool
McK inleyElementaryMcKinleyElementary
S a nta Monica C ollegeSanta Monica C ollege
F ra nklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
PEARL STREET | 16TH ST TO 20TH ST
The Pearl Street protected bikeway provides
access to two key destinations: Santa Monica
College and John Adams Middle School.
Currently there are bike lanes on Pearl Street
from east of Lincoln Boulevard to Centinela
Avenue. The busy section in front of the
college, between 16th Street and 20th Street,
is the focus for an upgrade to a protected
bikeway that will connect to existing lower-
stress facilities on Pearl and 16th, where there
is less automobile traffic. Perpendicular parking
in front of Santa Monica College limits drivers’
sight lines and is therefore an uncomfortable
and threatening location to bike as people
back out of parking spaces.
The Bike Action Plan Amendment proposes a
two-way cycle track, maintaining perpendicular
parking on one side and replacing it with
parallel parking on the other. Parking needs
and advanced design should be assessed in
collaboration with Santa Monica college.
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 57
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Santa Monica College
`John Adams Middle School
`Existing bike lanes on Pearl
and 16th Streets
EXISTING DEMAND
In the top 35 busiest bikeways
in Santa Monica with over 850
shared bike and scooter trips
per month.2
SAFETY
1 collision involving
a person bicycling
from 2014 through
2018.1
PARKING
Replaces perpendicular parking
with parallel
parking on one
side of the street
—off-street parking
lots nearby may be
able to meet the
demand.
KEY DESIGN ELEMENTS
Intersection design will need to
transition cyclists smoothly from the
two-way cycle track to
directional bike lanes.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on Pearl Street
have a level-of-traffic stress score of
2—suitable for interested but concerned
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressful
58 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
PEARL STREET
Existing Cross-Section
16TH TO 18TH*
Proposed Cross-Section
16TH TO 18TH
Tra
v
e
l
L
a
n
e
Bik
e
L
a
n
e
&
Slip
L
a
n
e
Bik
e
L
a
n
e
&
Slip
L
a
n
e
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pearl St
16th to 17th | Existing Condition
Per
p
e
n
d
i
c
u
l
a
r
Par
k
i
n
g
Per
p
e
n
d
i
c
u
l
a
r
Par
k
i
n
g
50’
11’11’
50’
6’8’7’7’
Bu
e
r
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pearl St
16th to 17th | Typical Proposed
*Existing cross-section between 17th Street and 18th Street differs from the above in that there is parallel parking on the
south side in place of perpendicular parking.
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 59
CHAPTER 3
PEARL STREET
Existing Cross-Section
18TH TO 20TH
Proposed Cross-Section
18TH TO 20TH
Pearl St
18th to 20th | Existing Condition
40’
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Bik
e
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
11’11’
40’
4’7’7’
Bu
e
r
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pearl St
18th to 20th | Typical Proposed
60 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
4TH ST
14TH ST
11TH ST
26TH ST
PI
C
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA A
V
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E dis onElementa ry
GrantElementary
sJohn AdamMiddle
Olympic
H igh S chool
R oos eveltElementary
John Muir E lementarySMASH
S MC Madis on C ampus
Will R ogers E lementary
S anta
Monica
C ollege
S a nta Monica
H igh S chool
McK inleyElementaryMcKinleyElementary
S anta Monica C ollegeSanta Monica C ollege
Fra nklinElementaryFranklinElementary
Lincoln
Middle
Lincoln
Middle
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
PICO BOULEVARD | OCEAN AVE TO 6TH ST
A protected bikeway on Pico Boulevard from
Ocean Avenue to 6th Street closes a major
gap in the low-stress network, providing the
Pico Neighborhood with more direct access
to the beach and serving Santa Monica High
School. Pico is a busy arterial with no existing
bike facilities except for a block-long segment
of two-way cycle track that provides a key link
along the Michigan Avenue Neighborhood
Greenway (MANGo) westward to the beach
and southward via the 6th Street neighborhood
greenway.
The Bike Action Plan Amendment proposes a
protected bike lane connection from Ocean
Avenue to MANGo by removing one travel
lane in each direction in the segments where
vehicle volumes on Pico Boulevard are much
lower. Design considerations include bus stops,
a central landscaped median from 4th Street
to 6th Street, and the need to transition to the
two-way cycle track at 6th Street.
Five-Year Protected
Bikeway Corridor
Existing/Planned
Bike Network
Corridor Location Map
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 61
CHAPTER 3
DESTINATIONS & CONNECTIONS
`Santa Monica High School
`Civic Center
`Beach
`6th Street Neighborhood
Greenway
EXISTING DEMAND
In the top 20 busiest
bikeways in Santa Monica with
over 2,100 shared bike and
scooter trips per month.2
COMFORT
There is no bike facility on Pico today.
Pico has a level-of-traffic stress score of
4, suitable only for strong and fearless
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
SAFETY
17 collisions
involving people
bicycling
from 2014 through
2018. Includes identified
high priority Vision Zero
intersection 4th and Pico which has had
1 fatality and 2 severe injuries.1
PARKING
Does not impact
on-street parking
and may provide
opportunities to add
parking or loading
spaces.
KEY DESIGN ELEMENTS
Intersection design will need to
transition cyclists smoothly from the
directional protected
bikeway to MANGo.
Design will have to work
with the Fire Department
to ensure there is
sufficient emergency
vehicle access between 4th and 6th
where there is a raised median.
1. Data acquired from Transportation Injury Mapping System (TIMS), Safe Transportation Research and Education Center, University of California, Berkeley. 2020.
2. Monthly average of shared bike and scooter trips on the highest activity segment of the corridor during the October 2018 - January 2020 pilot
4312
Least
stressful
Most
stressful
Needs and Benefits Design Considerations
62 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
PICO BOULEVARD
Existing Cross-Section
OCEAN TO 4TH
Proposed Cross-Section
OCEAN TO 4TH
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pico Boulevard
Ocean to 4th | Existing Condition
60’
10’10’10’
60’
3’3’7’7’5’5’
Bu
e
r
Bik
e
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bu
e
r
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pico Boulevard
Ocean to 4th | Typical Proposed
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 63
CHAPTER 3
PICO BOULEVARD
Existing Cross-Section
4TH TO 6TH
Proposed Cross-Section
4TH TO 6TH
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Tra
v
e
l
L
a
n
e
Me
d
i
a
n
Tra
v
e
l
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pico Boulevard
4th to 6th | Existing
60’
Par
k
i
n
g
L
a
n
e
11’5’ - 9’11’
60’
5’4’7’6’7’
Bu
e
r
Bu
e
r
Tra
v
e
l
L
a
n
e
Me
d
i
a
n
(an
d
/
o
r
l
e
f
t
-
t
u
r
n
,
wid
t
h
v
a
r
i
e
s
)
Tra
v
e
l
L
a
n
e
Par
k
i
n
g
L
a
n
e
Bik
e
L
a
n
e
Bik
e
L
a
n
e
Sid
e
w
a
l
k
Sid
e
w
a
l
k
Pico Boulevard
4th to 6th | Typical Proposed
64 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
LONGER-TERM VISION
Projects beyond the five-year horizon are also
critical to achieving a holistic citywide safe and
low-stress bicycle network. A combination of
different bikeway types and interim design
solutions were explored to advance more
corridors into the five-year protected bikeway
vision. Ultimately, corridors with significantly
more complex design constraints were
identified for the longer-term bikeway vision or
future priority connections. This section profiles
the five longer-term PBL corridors, which total
14 lane miles.
Longer-term corridors are critical components
of the citywide protected bikeway network,
but require significantly more trade-offs, such
as parking or travel lane loss, and will require
more planning, design, and community
engagement than the five-year time horizon
would allow. Like the five-year vision, the
longer-term protected bikeway network
vision is made up of streets where protected
bikeways are desired as critical connections
between schools, parks, and employment
centers. The corridors provide connections
between local commercial areas and adjacent
neighborhoods such as Montana Avenue and
Main Street.
The primarily east-west longer-term corridors
combine with the primarily north-south five-
year corridors to create a holistic protected
bikeway network citywide. While this Bike
Action Plan Amendment will guide Santa
Monica’s bicycle infrastructure work over the
next five years, implementation of longer-term
corridors within the Santa Monica Bikeway
Network Vision can also be advanced if
opportunities arise.
4TH ST
14TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
E disonElementary
G rantElementary
sJohn AdamMiddle
McK inleyElementary
Olympic High S chool
Roos eveltElementary
John Muir E lementarySMASH
SMC Madison C ampus
S anta Monica C ollege
Will R ogers E lementary
FranklinElementary
Lincoln
Middle
S anta
Monica
College
S anta Monica High S chool
Five-Year Vision
Bike Network: Existing and in Design
Bike Path
Protected Bike Lane
Buffered Bike Lane
Bike Route
Bike Boulevard
Bike Lane
Longer-Term Vision
Protected Bikeways
Santa Monica Bikeway
Network Vision
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created June, 2020
Santa Monica’s five-year and longer-term protected bikeway network
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 65
CHAPTER 3
ARIZONA AVENUE | OCEAN AVE TO CENTINELA AVE
The Arizona Avenue protected bikeway would
enhance the existing east-west bicycle lane,
connecting from Palisades Park to Centinela
Avenue. The Bike Action Plan Amendment
proposes two-way protected bikeway from
Ocean Avenue to Centinela Avenue by utilizing
existing right-of-way and removing parking
on one side of the street between 26th Street
and Centinela Avenue. Arizona Avenue serves
transit in Downtown Santa Monica, and design
considerations will be made to support loading
and ensure safe interactions between people
walking and bicycling. The corridor will provide
access to local schools and medical centers.
4TH ST
11TH ST
26TH ST
PI
C
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
V
I
C
E
N
T
E
B
L
V
D
STEWART ST
DE
W
E
Y
S
T
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Corridor Location Map
EXISTING DEMAND
In the top 15 busiest bikeways
in Santa Monica with over 3,700
shared bike and scooter trips
per month.
PARKING
Existing parking on one-side of the
street will remain.
Parking on
one side of the
street will be
removed from
26th Street to
Centinela Ave.
KEY DESIGN ELEMENTS
A two-way protected bicycle
lane provides safe
facilities in a compact
fashion to balance
other needs along the
street.
Needs and Benefits Design Considerations
Five-Year Protected Bikeway Corridor
Longer-Term Protected Bikeway Corridor
COMFORT
The existing bike lanes on Arizona Ave
have a level-of-traffic stress score of
2—suitable for interested but concerned
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressful
66 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
4TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
V
I
C
E
N
T
E
B
L
V
D
STEWART ST
DE
W
E
Y
S
T
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Corridor Location Map
MONTANA AVENUE | FROM OCEAN AVE TO 21ST ST
The Montana Avenue protected bikeway
would enhance the existing east-west bicycle
lane along Montana’s commercial corridor
from Palisades Park to 21st Street. The Bike
Action Plan Amendment proposes a two-way
protected bikeway from Ocean Avenue to
21st Street by utilizing existing right-of-way
and removing parking from one side of
the street between Ocean Avenue and 7th
Street. In addition to the protected bikeway,
design considerations will be made to ensure
pedestrian connectivity and loading zones
continue to support the vibrant neighborhood-
scale commercial activity.
EXISTING DEMAND
In the top 20 busiest bikeways
in Santa Monica with over 2,000
shared bike and scooter trips
per month.
PARKING
Parking would be removed on
one side of the street.
KEY DESIGN ELEMENTS
Bus stops and
loadings zones will
be accommodated in
the redesign of the
corridor as well.
Curb extensions may need to be
removed at some locations.
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on Montana Ave
have a level-of-traffic stress score of 3—
suitable only for confident bicyclists. The
design will achieve a level of traffic stress
score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressfulFive-Year Protected Bikeway Corridor
Longer-Term Protected Bikeway Corridor
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 67
CHAPTER 3
4TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
V
I
C
E
N
T
E
B
L
V
D
STEWART ST
DE
W
E
Y
S
T
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Corridor Location Map
CALIFORNIA AVENUE | OCEAN AVE TO 17TH ST
The California Avenue protected bikeway
would enhance the existing east-west bicycle
lane from Palisades Park to 17th Street,
including access to Lincoln Middle School and
St. Monica High School. The Bike Action Plan
Amendment proposes two-way protected
bikeway from Ocean Avenue to 17th Street by
utilizing existing right-of-way and removing
parking. This enhanced facility will support
neighborhood connectivity, providing access to
local schools and parks.
EXISTING DEMAND
In the top 25 busiest bikeways
in Santa Monica with over 1,650
shared bike and scooter trips
per month.
PARKING
Parking would be removed on
one side of the street.
KEY DESIGN ELEMENTS
A two-way protected bicycle
lane provides safe
facilities in a compact
fashion to balance
other needs along the
street.
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on California
Ave have a level-of-traffic stress score of
2—suitable for interested but concerned
bicyclists. The design will achieve a level
of traffic stress score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressfulFive-Year Protected Bikeway Corridor
Longer-Term Protected Bikeway Corridor
68 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
MAIN | PICO BLVD TO DEWEY ST
Main Street is one of Santa Monica’s key
commercial corridors, providing destinations
for local residents and visitors along the beach,
and connecting Santa Monica to Venice Beach.
The Bike Action Plan Amendment proposes
a protected bikeway to enhance existing
bicycle lanes from Pico Boulevard to Marine by
removing a parking lane or a center turn lane.
This project contributes to the designation
of the corridor as a Zero Emissions Zone,
and builds off of the successful Al Fresco
reconfiguration of Main Street that expanded
Parklet space for businesses with a future
design that adds a protected bikeway and
maintains expanded space for merchants.
EXISTING DEMAND
In the top ten busiest bikeways
in Santa Monica with over 6,800
shared bike and scooter trips
per month.
PARKING
Design would build off of the Al Fresco
Main Street Configuration which
removed the center turn lane and
expanded Parklet
space in the
parking lane for
outside merchant
use.
KEY DESIGN ELEMENTS
Zero Emissions
Zone would be
enhanced by creating a
safer and more inviting
facility to people
to bicycle on. Bus
stops and loading zones would be
accommodated through a redesign of
the corridor.
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on Main St have a
level-of-traffic stress score of 3—suitable
only for confident bicyclists. The design
will achieve a level of traffic stress score
of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressful
4TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
V
I
C
E
N
T
E
B
L
V
D
STEWART ST
DE
W
E
Y
S
T
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Corridor Location Map
Five-Year Protected Bikeway Corridor
Longer-Term Protected Bikeway Corridor
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 69
CHAPTER 3
4TH ST
11TH ST
26TH ST
PIC
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
V
I
C
E
N
T
E
B
L
V
D
STEWART ST
DE
W
E
Y
S
T
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created February, 2020
Five-Year Vision
Existing & Planned Bike Network
Existing or Planned Bike Facility
Protected Bikeways
Santa Monica Bikeway
Network Vision
Notes: The Colorado Avenue protected
bikeway is westbound only.
Longer-Term Vision
Corridor Location Map
STEWART | OLYMPIC BLVD TO PEARL ST
Protected bike lanes on Stewart Street
will support north-south connectivity in
eastern Santa Monica. The Bike Action Plan
Amendment proposes enhancing existing
bicycle lanes into protected bikeways across
two residential blocks by removing parking
on both sides of the street. This facility would
continue a planned protected bikeway along
Stewart Street north of Kansas Avenue.
EXISTING DEMAND
In the top 35 busiest bikeways in
Santa Monica with over 750 shared
bike and scooter trips per month.
PARKING
Parking would be removed on
both sides of the street.
KEY DESIGN ELEMENTS
Turn lanes
may need to
be removed at
intersections.
Needs and Benefits Design Considerations
COMFORT
The existing bike lanes on Arizona Ave
have a level-of-traffic stress score of 3—
suitable only for confident bicyclists. The
design will achieve a level of traffic stress
score of 1, suitable for
all ages and abilities.
4312
Least
stressful
Most
stressfulFive-Year Protected Bikeway Corridor
Longer-Term Protected Bikeway Corridor
70 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
ACTING ON A FIVE-YEAR VISION
FUTURE PRIORITY CONNECTIONS
Future Priority Connections are important links
that complement the Five-Year and Longer-
Term vision projects. Many of them are a high
priority for community members. They are
labeled as “future priority connections” not
because they are less important than the five-
year and longer-term networks, but because
their implementation could require large
scale changes in motor vehicle routes or curb
management to prioritize people bicycling.
The Future Priority Connections will require
more resources, more extensive planning and
design, and deeper community conversations
to explore the potential for reallocating street
space for protected bike lanes or choosing a
different facility type.
Future Priority Connections are located in
areas dominated by single and multi-family
residential land uses, and feature roadways
that are constrained to the point that a
protected bikeway may not be feasible at all.
This means the future priority network falls
into two main categories: protected bike lanes
on neighborhood streets and neighborhood
greenways.
`Protected bike lanes on neighborhood
streets are in areas where the street is not
wide enough to accommodate a protected
bikeway and maintain the existing parking
and may require substantial parking removal.
`Neighborhood greenways accommodate all
modes of travel and parking on smaller local
streets by using intensified traffic calming,
enhanced signage, and landscaping to
reduce motor-vehicle volume or speed.
These design elements improve rider
comfort and provide a low-stress condition
that is conducive and suitable for local
neighborhood travel.
Major changes in curb management or
motor vehicle routes require data collection,
localized evaluation, and proactive community
engagement. Additionally, some locations
are dependent upon additional inter- and
intra-agency coordination. For example,
coordination with other City departments will
be crucial for the Santa Monica Airport Park.
Community groups have emphasized that the
future park should include a micro-network
of protected bikeways that provide safe and
comfortable access to and through the park.
Streets like Dewey and San Vicente Boulevard
will require additional coordination with the
City of Los Angeles to fully implement a low-
stress network.
A neighborhood greenway with a traffic diverter.
Source: Nelson\Nygaard
A protected bike lane in a residential setting in
Cambridge, MA.
Source: Nelson\Nygaard
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 71
CHAPTER 3
4TH ST
14TH ST
11TH ST
26TH ST
PI
C
O
B
L
V
D
LINCOLN BLVD
6TH ST
WI
L
S
H
I
R
E
B
L
V
D
OCEAN AVE MAIN ST
OL
Y
M
P
I
C
B
L
V
D
20TH ST
MO
N
T
A
N
A
A
V
E
OC
E
A
N
P
A
R
K
B
L
V
D
CO
L
O
R
A
D
O
A
V
E
SA
N
T
A
M
O
N
I
C
A
B
L
V
D
SA
N
V
I
C
E
N
T
E
B
L
V
D
7TH ST
CENTINELA AV
E
STEWART ST
CLOVERFIELD BLVD
DE
W
E
Y
S
T
BARNARD WAY
EXP
O
S
I
T
I
O
N
B
L
V
D
PALISADES BEACH RD
14TH ST
CENTINELA AVE
11TH ST
BR
O
A
D
W
A
Y
WA
S
H
I
N
G
T
O
N
A
V
E
AR
I
Z
O
N
A
A
V
E
CA
L
I
F
O
R
N
I
A
A
V
E
EdisonElementary
GrantElementary
sJohn AdamMiddle
McKinleyElementary
Olympic
High School
RooseveltElementary
John Muir ElementarySMASH
SMC Madison Campus
Santa Monica College
Will Rogers Elementary
FranklinElementary
Lincoln
Middle
Santa
Monica
College
Santa Monica
High School
Protected Bikeways
Santa Monica
Protected Bikeway
Vision
Five-Year Vision
Longer-Term Vision
Future Priority Connection
Priority Connections
Existing & Planned Bike Network
Existing or Planned Bike Facility
Notes: The Colorado Avenue protected
bikeway is westbound only.
0 0.50.25
Miles
Data obtained from the City of Santa Monica
Map created June, 2020
Santa Monica’s five-year and longer-term protected bikeway network with future priority connections
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 73
The Bike Action Plan Amendment creates
an implementation strategy for the bikeway
network that advances a citywide protected
bike lane network in the next five years,
elevates the City’s possibilities for successfully
obtaining outside grant funding, and continues
progress towards the community’s climate,
safety, and mobility goals. Importantly, it builds
in resilience in these uncertain economic times
by providing safer bikeways to connect people
with the places they need to go.
TAKING THE NEXT STEPS
The five-year vision was developed to be easily
implemented within a short time frame. The
detailed design process will involve a higher
degree of community engagement subsequent
to realizing funding. The longer term vision
will require additional technical and feasibility
analyses to determine the specifics of the
projects that best meet the community’s needs.
2020 Bike
Action Plan
Amendment
Design
Work with partners to
design 5-year priority
protected bikeway
corridors
Fund
Secure outside
funding for protected
bikeways proposed in
Amendment
Build
Fully develop a
protected bikeway
network that advances
Santa Monica’s goals
Pilot
Find opportunities for
demonstration and
interim protected
bikeways
Bike Action Plan Amendment next steps
74 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
NEXT STEPS
`Document roles and responsibilities for
the cleaning, sweeping, and maintenance
of protected bike lanes and associated
micro-mobility parking during initial project
development.
`Include representatives from Fire, Big Blue
Bus, Police, and RRR in planning and design.
`Explore respacing bus stops and general
improvements to operations during corridor
design with Big Blue Bus.
`Continue to explore slower streets and
traffic diverters to implement neighborhood
greenways as part of the future vision.
`Amend policy and legal challenges to
enable bus-bike shared lanes.
`Continue to use the 2011 Bike Action Plan
to take to implement other facilities as the
opportunity arises.
Project sequencing and implementation of the
five-year vision continue to be guided by the
planning, design, and engagement actions of
the 2011 plan, with the following additions:
`Prioritize design and construction of the five
year protected bikeway vision.
`Seek creative funding sources including
innovative funding sources to advance the
network rapidly.
`Use low-cost interim improvements to
advance projects and inform final design
before final construction funding is secured.
`Proactively involve community members in
the planning and design of on-street and
other amenities that will be vital to creating
safer and secure bikeways for all people
living, working and visiting Santa Monica.
`Aim to implement intersecting north/south
and east/west corridors simultaneously to
amplify the network benefits and streamline
outreach and design.
`Prioritize and coordinate protected bikeway
implementation as part of pavement
management, wastewater main, and
stormwater planning.
Status Lane Miles
EXISTING PBL 1.8
FUNDED PBL 3.2
PLANNED PBL 1.3
FIVE-YEAR VISION PBL 15.3
TOTAL IN 2025 21.6
Existing, funded, planned, and five-year
vision lane miles
2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT | 75
CHAPTER 4
Street Lane Miles BAP Facility Type Existing Facility Type BAPA Facility Type
11TH ST – WILSHIRE BLVD
TO PICO BLVD 2.0 Buffered Bike Lane Buffered Bike Lane Protected Bike Lane
14TH ST – WASHINGTON
AVE TO PICO BLVD 2.6 Buffered Bike Lane Buffered Bike Lane Protected Bike Lane
26TH ST – BROADWAY TO
OLYMPIC BLVD 0.7 Shared Lanes Bike Lane Protected Bike Lane
6TH ST - MONTANA AVE TO
COLORADO AVE 2.1 Buffered Bike Lane Bike Lane Protected Bike Lane
BROADWAY – 5TH ST TO
26TH ST 3.2 Buffered Bike Lane Buffered Bike Lane Protected Bike Lane
COLORADO AVE – 5TH ST
TO 17TH ST
0.9 Shared Lanes/None Shared Lanes Protected Bike Lane WB,
Shared Lane EB
OCEAN AVE – MONTANA
AVE TO PICO BLVD
2.5 Buffered Bike Lane Bike Lane Two-way Protected Bike Lane (Pico
to California), NB Protected Bike
Lane/SB Buffered Bike Lane (Califor-
nia to Montana)
PEARL ST – 16TH ST TO
18TH ST 0.5 Bike Lane Bike Lane Two-Way Protected Bike Lane
PICO BLVD – OCEAN AVE TO
6TH ST
0.8 None None Protected Bike Lane
TOTAL TO BUILD 15.3
Five-year vision lane miles and facility types
76 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
NEXT STEPS
Endnotes
1 Based on PM peak hour counts taken in September 2013 and October 2017 at the intersections of 2nd Street and Colorado Avenue and 4th Street and Colorado Avenue.
2 City of Santa Monica Transportation Survey (2017). https://www.smgov.net/departments/pcd/agendas/Planning-Commission/2017/20170301/s2017030108AA.pdf
3 Route Infrastructure and the Risk of Injuries to Bicyclists: A Case-Crossover Study – American Journal of public Health https://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2012.3007
62?journalCode=ajph
4 City of Santa Monica Climate Action and Adaptation Plan (2019).
5 City of Santa Monica Transportation Survey (2017). https://www.smgov.net/departments/pcd/agendas/Planning-Commission/2017/20170301/s2017030108AA.pdf
6 Rust, Susan (June 25, 2020). “Bicycles have enjoyed a boom during the pandemic. Will it last as car traffic resumes?” Los Angeles Times. https://www.latimes.com/california/
story/2020-06-25/bicycle-business-is-exploding-during-covid-19-will-it-last
7 Economic Influence of Bicycle and Pedestrian Street Improvement (2020). https://wsd-pfb-sparkinfluence.s3.amazonaws.com/uploads/2020/03/Economic-Impacts-of-Street-
Improvements-summary-report.pdf
Mekuria, Furth, and Nixon (2012). Low-Stress Bicycling and Network Connectivity.”<http://transweb.sjsu.edu/PDFs/research/1005-low-stress-bicycling-network-connectivity.pdf>
8 NACTO. Urban Bikeway Design Guide. https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/raised-cycle-tracks/
9 Walk SF (2019). Getting to the Curb. https://walksf.org/wp-content/uploads/2019/12/getting-to-the-curb-report-final-walk-sf-2019.pdf
10 ibid.
Wolfson, H. (2011). Memorandum on Bike Lanes, City of New York, Office of the Mayor, 21 March 2011. http://www.nyc.gov/ html/om/pdf/bike_lanes_memo.pdf
11 Furth, Peter. Criteria for Level of Traffic Stress. http://www.northeastern.edu/peter.furth/criteria-for-level-of-traffic-stress/
78 | 2020 SANTA MONICA BIKE ACTION PLAN AMENDMENT
MAKING BICYCLING SAFER IN SANTA MONICA