HomeMy WebLinkAbout23775 RESOLUTION NO. 23775
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
PALM SPRINGS, CALIFORNIA, MAKING FINDINGS
PURSUANT TO SECTION 891 OF THE CALIFORNIA
STREETS AND HIGHWAYS CODE FOR THE
INSTALLATION OF GREEN BACKGROUND FOR SHARED
LANE MARKINGS AND BIKE LANE MARKINGS.
WHEREAS, California Assembly Bill No. 1193 approved September 20, 2014,
(the "Assembly Bill"), was enacted by the California Legislature in an effort to improve
and promote the use of bicycle facilities throughout the state of California; and
WHEREAS, prior to approval of the Assembly Bill, existing state law required the
California Department of Transportation, (the "Department'), in cooperation with county
and city governments, to establish and update minimum safety design criteria for the
planning and construction of bikeways, and requires the Department to establish
uniform specifications and symbols regarding bicycle travel and bicycle traffic related
matters, (the "Caltrans Design Standards"); and
WHEREAS, prior to approval of the Assembly Bill, existing state law required all
city, county, regional, and other local agencies responsible for the development or
operation of bikeways or roadways where bicycle travel is permitted to utilize the
Caltrans Design Standards; and
WHEREAS, Section 890.6 of the California Streets and Highways Code requires
that: (a) the Department, in cooperation with county and city governments, shall
establish minimum safety design criteria for the planning and construction of each type
of bikeway identified in Section 890.4 and roadways where bicycle travel is permitted;
(b) (b) the criteria shall include, but not be limited to, the design speed of the facility,
minimum widths and clearances, grade, radius of curvature, pavement surface,
actuation of automatic traffic control devices, drainage, and general safety, with
consideration for the safety of vulnerable populations, such as children, seniors,
persons with impaired vision, and persons of limited mobility, with the criteria to be
published by January 1, 2016, and updated biennially, or more often, as needed; and
(c) the criteria shall be established in consultation with the existing advisory committee
of the Department dedicated to improving access for persons with disabilities; and
WHEREAS, Section 890.8 of the California Streets and Highways Code requires
that the Department shall establish uniform specifications and symbols for signs,
markers, and traffic control devices to designate bikeways, regulate traffic, improve
safety and convenience for bicyclists, and alert pedestrians and motorists of the
presence of bicyclists on bikeways and on roadways where bicycle travel is permitted;
and
Resolution No. 23775
Page 2
WHEREAS, the Assembly Bill was enacted to revise existing state law to
authorize a local agency to utilize other minimum safety criteria than those specified in
Section 890.6 that meet specified conditions if adopted by resolution at a public
meeting; and
WHEREAS, the Assembly Bill amended Section 891 of the Streets and
Highways Code to authorize an agency to utilize minimum safety design criteria other
than those established by Section 890.6 of the California Streets and Highways Code if
all of the following conditions are met: (1) the alternative criteria have been reviewed
and approved by a qualified engineer with consideration for the unique characteristics
and features of the proposed bikeway and surrounding environs; (2) the alternative
criteria, or the description of the project with reference to the alternative criteria, are
adopted by resolution at a public meeting, after having provided proper notice of the
public meeting and opportunity for public comment; and (3) the alternative criteria
adhere to guidelines established by a national association of public agency
transportation officials.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF PALM SPRINGS
DOES HEREBY FIND, DETERMINE AND RESOLVE AS FOLLOWS:
SECTION 1. The above recitals are all true and correct and are hereby adopted
as findings.
SECTION 2. The City Council finds that given the nature of the tourism in the
City of Palm Springs, and the growing popularity of the use of the City's bicycle routes
by residents and tourists alike, that additional emphasis on the shared use of the City's
roadways by vehicles and bicycles is important in improving the safety of both the
motorist and the bicyclist.
SECTION 3. The City Engineer has reviewed the Final Report dated
December 21, 2010, for the City of Long Beach Experiment RTE 9-113E granted by the
Federal Highway Administration for the placement shared lane markings, or "sharrows,"
augmented by green paint, for the purposes of emphasizing the shared use of the
roadway by bicyclists, attached hereto and incorporated herein as Exhibit "A", (the
"Long Beach Final Report").
SECTION 4. The City Engineer has recommended and the City Council has
agreed that the installation of green paint as a background for bike lane markings and
sharrows, for the purposes of emphasizing shared use of the roadway by bicyclists, will
improve public safety as noted in the summary and conclusions from the Long Beach
Final Report, in that the additional emphasis resulting from the green paint will create a
heightened awareness by the motorists of bicycle usage in the lane, and that the
additional emphasis has the potential to reduce the overall crash rate per bicyclist.
Resolution No. 23775
Page 3
SECTION 5. Pursuant to Section 891 of the California Streets and Highways
Code, the City Council approves alternative criteria allowing for the installation of green
paint as a background for bike lane markings and sharrows.
ADOPTED THIS 4TH DAY OF MARCH, 2015
David H. Ready, ger
ATTEST:
ames Thompson, City Clerk
CERTIFICATION
STATE OF CALIFORNIA )
COUNTY OF RIVERSIDE ) ss.
CITY OF PALM SPRINGS )
I, JAMES THOMPSON, City Clerk of the City of Palm Springs, California, do
hereby certify that Resolution No. 23775 is a full, true, and correct copy, and was
adopted at a regular meeting of the City Council held on the 4th day of March, 2015, by
the following vote:
AYES: Councilmember Foat, Councilmember Hutcheson, Councilmember Mills,
Mayor Pro Tern Lewin, and Mayor Pougnet.
NOES: None.
ABSENT: None.
ABSTAIN: None.
mes Thompson, City Clerk ZolS
City of Palm Springs, California "�i$�
CITY OF LONG BEACH
DEPARTMENT OF PUBLIC WORKS
333 WEST OCEAN BOULEVARD-LONG BEACH,CA WW2.OW)57"383-FAX(562)570-6012
December 21, 2010
Mr, Bruce Friedman
Federal Highway Administration
Office of Transportation Operations
400 Seventh Street. SW, HOTO
Washington, DC 20590
FINAL REPORT: Second Street Sharrows and Green Lane in the City of
Long Beach, California (RTE 9-113E)
Dear Mr. Friedman:
Enclosed is the final report for the City of Long Beach Experiment RTE 9-113E
which was granted by the Federal Highway Administration for the placement of
sharrows augmented by a six-foot strip of green paint down the center of the
travel lane on Second Street in the Belmont Shore commercial district.
The attached report summarizes the findings of before and after studies,
including initial and subsequent counts and observations which serve as the
City's final progress report based on twelve months of experience and
observation.
The following conclusions are made at this time:
■ The green lane facility has appeared to result in an approximate doubling
of usage over the first 12 months of existence.
• The facility has been found to be popular with bicyclists. Bicyclists familiar
with more traditional sharrows have noted that the additional emphasis
resulting from the green pavement paint appears to be creating a
heightened awareness by the motorists in the lane.
■ Crash experience involving bicyclists is largely unchanged, while the crash
rate per bicyclist is reduced from pro-project levels.
■ Crash rate not involving bicyclists was higher than in the previous year but
does not appear to be related to the installation of the green painted
sharrow lane. Continuing review of crash experience is suggested.
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Mr. Bruce Friedman
December 21, 2010
Page 2
Based upon the promising results, it is recommended that the experiment
continue to be permitted for three additional years with the City reporting on an
annual basis.
Sincerely,
MARK C RISTOFFELS
Deputy Director of Public Works/City Engineer
MC:SG:db
Pdce/mark letters/trarfic/2ndstreetbikelanereportdec2010
IIII
Second Street Sharrows and Green Lane
PROGRESS REPORT: OCTOBER,2010
PROJECT PURPOSE
The City of Long Beach, California, received permission from the Federal Highway Administration to conduct an
experiment along Second Street in the Belmont Shore commercial districL KOA Corporation assisted the City in
securing the Request to Experiment(RTE)and by preparing the implementation design. The project provides for
Placement of Sharrow bicycle markings within the outer travel lanes of Second Street Sharrows are approved for
use by the State of California and they were recently approved by FHWA in the newly released 2009 edition of
the Manual of Uniform Traffic Control Devices. However, to augment these devices, a six-foot strip of green
paint was provided under the RTE down the center of the outer travel lanes to further indicate the appropriate
position for bicyclists using the roadway and to emphasize the expected location for bicyclists to general traffic.
PRE PROJECT CONDITIONS AND BICYCLE USAGE
Second Street is a four-lane divided roadway passing through a commercial district of Long Beach known as
Belmont Shore. The commercial district is approximately % mile long and features 13 traffic signals densely
spaced. Daily traffic levels are about 35,000 vehicles per day, and the corridor is known for frequent vehicular
traffic congestion. Second Street is the nearest through arterial to the beach area of Long Beach and is a desired
route for bicyclists traveling along the Beach. Bicycle usage is visibly higher than in other areas of Long Beach and
Los Angeles County, due to a variety of factors, including limited parking, pleasant weather,friendly terrain, and a
major City commitment to improving bicycling.
Upon FHWA approval of the demonstration, the City of Long Beach conducted a comprehensive analysis of
bicycle usage of the roadway area prior to implementation of any changes. Bicycle traffic data was collected for
three days from June 5-7. 2009, on Second Street at Corona Avenue with the assistance of the Long Beach
Cyclists non-profit organization. The survey recorded 1200 cyclists over the 3-day period
(Friday/Saturday/Sunday). The survey noted where each cyclist was riding, on the roa
The survey noted that 45% of cyclists were riding within the "door zone" where they could be struck by an
opening door. I I%were riding within the right Lane"taking the lane", the position that is unlikely to be involved
in a crash with a vehicle door opening. This position may also provide better visibility for motorists on side
streets and driveways of approaching cyclists. Most of the remaining cyclists were riding or walking on the
sidewalk This usage pattern is used as the benchmark for conditions prior to project implementation.
INITIAL IMPLEMENTATION
Second Street was resurfaced within the project limits immediately prior to installation of the special treatments.
The sharrow markings and green paint were applied overnight on June 24 and June 25. 2009. The new shared
lanes were officially opened to traffic on Saturday June 27 in a "ribbon cutting" ceremony. Approximately 200
persons attended the opening festivity and rode bicycles on the shared lanes. The event received local newspaper
publicity (Long Beach Press Telegram) for several days prior to and following implementation. Portable
changeable message signs were provided on each end of the project area to advise all travelers about the Shared
Bicycle/Auto Lane Ahead. Poster-signs were also provided in the median of 2^d Street at various locations
indicating to Ride the Shared lane.
FIGURE 1 —CYCLIST BEYOND DOOR ZONE
City staff and KOA staff have monitored the facility since its opening on a regular basis to insure that any issues
are addressed. Informal observations continued through the summer, and a formal 3-day usage survey was
rued in late summer.
The installation did not generate any immediate concerns over safety to cyclists or improper usage by motorists.
Over 3 million motorists and 50,000 cyclists used the facility in the first three months following implementation.
Individual cyclists who use the lane appear to be very satisfied and comfortable. Many members of the project
team have ridden bicycles within the lane and found the experience to be favorable.
Generally no incidents of rage or concern have been observed,noted, or recorded. Motorists occasionally follow
slower cyclists, but it appears evident that they are not falling behind the flow of traffic and end up queued at the
next red light. There is little net travel time loss from following cyclists. Motorists also sometimes change lanes
to avoid slower cyclists,just as they do to avoid a car waiting for a parking space.
The project visibly increased the number of cyclists that choose to use the shared lane, but many cyclists continue
to ride in the door zone or on the sidewalk. Interviews with individual cyclists indicate that they do not know
they can ride on the green lane,or they do not wish to use the lane.
Some,cyclists were observed to travel in the door zone to pass to the right of stopped vehicles in front of them,
especially during peak flow periods when automobile traffic is extremely sluggish (similar to motorcycles on a
freeway, except cyclists generally pass on the right). This activity probably also occurred before the lane was
implemented.
The project included the use of special custom Share the Road signs, modified from standard to show the bicycle
in line in front of the vehicle. These signs were installed about 2 months after the lane was marked. After
installation, it was hoped that the signs may help cyclists to understand that they may ride in the lanes. Spot
surveys of usage of the lanes indicate that there appears to be a gradual trend toward less use of undesirable
riding locations,but there was no substantial change in usage that is attributed to the signs alone.
Public reaction has been generally positive. Most persons who have inquired about the project have reacted
positively after they understand the goal and purpose. Some persons initially believed they could not drive their
automobiles in the green lane The number of these is not substantial enough to reduce overall equal use of both
travel lanes, but it is the most frequent concern heard from motorists. When told that it is a shared lane, most
persons have accepted and understood the purpose of the project.
The project has received a lot of discussion on internet websites and discussion boards. Videos of cyclists using
the facility can be found on You Tube, and many references can be found on a web search for Long Beach
Sharrows. The majority of this feedback has been positive among cyclist groups.
Local cyclists have asked for more sharrows to be installed at more frequent intervals within the lanes. There
was originally one sharrow on the green paint at the start of each 200-foot block. A second sharrow was added
near the end of each block In April,2010.
Figure 2-Modified Share the Road Sigm
The east end of the facility has also attracted attention in the area where the green lane begins. The green stripe
begins in the second block while cyclists are intended to merge from a bike lane east of the project area toward
the center of the lane in the first block. A request has been made to extend the green lane and sharrows so that
it begins at the intersection where the bicycle lane ends. A treatment similar to a bike box is being considered so
that bicyclists are positioned in front of vehicles at the entry point to the green lane.
The paint used for the green lane does not have strong reflective properties. The paint utilizes a standard FAA
specification for green paint used adjacent to airport runways. It has been requested that the paint be enhanced
to show the green color more properly at night when the coloring is nearly undistinguishable. This has been
countered by concern that the paint may be slippery when wet. Reflective glass beads used to create reflectivity
also may increase slipperiness.
A suggestion has also been made to modify the Share the Road signs to show the green stripe on the sign as
background for the bicycle and vehicle. These types of changes are being considered.
Most pending suggestions appear to be intended to improve public awareness of the proper usage of the green
lane especially for bicyclists. Additional measures are being considered to improve awareness.
Figure 3—Typical Block with Traffic and Land Use
The project was presented to the California Traffic Control Devices Committee in September, 2009. The State
Committee voted to allow the experiment to continue and requested that monitoring reports be prepared and
submitted to the committee. Committee members had concerns over a California Vehicle Code provision that
requires bicyclists to ride as far to the right as is reasonably safe. The width of the green stripe may encourage
cyclists to ride further to the left than the law intends. Committee members also expressed some concern over
the need for proper or consistent usage of colored pavement. For this application, paint is being used in an area
where motorists and bicyclists are expected to be joint users. In other California experiments under way colored
pavement is being used in areas for long stretches within Class II bicycle lanes where motor vehicles should not
be present.
The Committee also requested that the project attempt to collect or obtain data regarding comparative use of
Sharrows at similar locations where the lane has not been painted. The project team indicated that they would
attempt to provide this information where it is reasonably available from other communities.
PRE-PROJECT CRASH HISTORY
The crash history for Second Street was analyzed for the 12 months prior to implementation, with focus upon
bicycle related crashes. Crash history is based upon Long Beach Police accident reports taken. The previous year
found 34 accident reports, including 5 that were bicycle related. The actual written report for each bicycle
related sash was closely analyzed to help establish a benchmark for the types of bicycle crashes that were being
reported. A summary of each bicycle related crash is presented below:
DR#OS-0056526 7131108 8 5 AM Near Bay Shore
Summary: Vehicle I N/B vehicle stopped irr crosswalk to make Right Turn on Red to go E/B collided with a W/B
(bicyclist, age 14) proceeding straight while riding on the sidewalk in wrong direction over the adjacent bridge. A
pedestrian R/W violation was indicated on the report, but probably wrong way bicycle riding irra factor. Report
clearly suggests bicyclist was riding, not walking the bicycle. The bicyclist was a minor injury, complaint of pain,
cared by parents.
DR#08-0059045 8/9/09 14 47 PM at Santa Ana Ave
Summary: Vehicle I was stopped SIB and proceeded to make a Right Turn on Red to travel W/B and collided
with V2, an E/B adult female bicyclist proceeding straight near the north curb in the street traveling in the wrong
direction. Unknown primary Collision Factor was noted in the police report. The bicyclist reported a minor
scratch and complaint of pain
DR#09-0011287 2/13/09 18.00 PM- 100'west of Park Ave:
Summary: Vehicle I E/B adult male bicyclist proceeding straight collided with Vehicle 2, an E/B parked vehicle
when its driver opened their door into the bicyclist The report noted "Other hazardous movement". No
injuries
M#09-0031743 5/1109 1 138AM -Near Glendora:
Summary: Report was coded to involve vehicle I E/B proceeding straight collided with W/B vehicle#2 backing.
Unsafe starting or backing. One injury, complaint of pain. Report narrative does not match coding. Narrative
indicates vehicle#2 (67 yr male) was riding bicycle near parked cars and moved left to pass a parked vehicle that
was parked too far from the adjacent curb. V2 swerved into vehicle I while avoiding the parked vehicle.
DR#09-0036132 S/17/09 1630 lim Near Park,
Summary: vehicle I E/B stopped collided with vehicle 2 E/B stopped. Unsafe speed. No injuries. Narrative
indicates car was stopped at green light in heavy traffic and was rear ended by bicyclist who was inattentive.
Summary:
■ 2 wrong way bicyclists
■ One"door'
■ One swerve to avoid door
■ One rear end by bicycle.
Four of the fine crashes are of the type that appear to be unrelated to the use of the green painted bicycle lane.
These include wrong way and door related accidents. It is also noted that the detailed narrative in the crash
reports often conflicted with the check-box coding that would normally be used for aggregate analysis. The
check-boxes do not appear to do a good job allowing information to be summarized precisely.
PRIOR YEARS CRASH EXPERIENCE
Crash experience was also compiled for prior years to determine typical annual experience for the roadway.
Crashes were not analyzed in detail, but annual crashes and annual crashes involving bicycles were noted. The
results are as follows:
2008-2009 34 5
2007-2008 41 5
2006-2007 35 2
2005-2006 n/a n/a
2004-2005 37 3
2003-2004 45 5
2002-2003 42 4
2001-2002 42 4
2000-2001 46 2
THREE MONTHS USAGE REPORT
The bicycle counts and utilization study conducted before the green lanes were installed was repeated on 2n4
Street thru Belmont Shore in mid-September(2010). A comparative analysis of the results is indicated below.
Three Months Usage-Comparative Analysis
Total Cyclists(Fri,Sat, Sun) 1252 1614 +364
On Sidewalk 533 415 -118
In Door Zone 612 667 +55
In Green Lane Area I60 561 +401
In Lek Lane I5 19 +4
Perhaps the most significant change is related to the total number of cyclists counted. While seasonal effects
e 3 day c
could apply, the after-green count showed nearly 400 more cyclists over th
in total bicyclist usage. It should also be noted that the increase in the number of cyclists riding on the area
occupied by the green lane was also approximately equal to the total increase We believe it is reasonable to
assume that the presence of the green lane has been responsible for most of the increase in net usage.
One project goal was to reduce the number of cyclists on the sidewalk The counts showed a 17%decrease in the
number of cyclists using the sidewalk. They have evidently migrated to the street. A secondary goal of this
project is was to move cyclists out of the door zone. The number of cyclists riding in the door zone increased
slightly on a numerical basis, but the proportion of all cyclists riding in the door zone decreased. It is probable
that some new bicyclists attracted to the facility did not ride within the painted area of the lanes.
Anecdotally, more car drivers seem to be using the left lane. Measurements of traffic prior to implementation
indicated near equal use of both lanes. Some motorists are now observed to change to the left lane to pass
slower cyclists. But others are observed to change back to the right lane after passing cyclists. There are other
reasons for motorists to wish to avoid the curb lane, due to parallel parking, stopping buses, and cars waiting for
pedestrians before turning right from the roadway. Due to overall capacity limitations and congestion, a
significant shift in lane usage will not likely be measurable. Current bicycle usage is about one per 2-3 minutes, so
few motorists will encounter a cyclist enough to produce a significant shift in lane use.
The painted green lane appears to be very successful in attracting cyclists to the facility and encouraging attracted
cyclists to use the green lanes. 34% of all cyclists counted were using the green lane as designed, up from 12%
before it was painted. And while there was reported initial confusion and fear about right use of the shared lane
by both motorists and cyclists,time has passed and both groups have learned to share the space safely.
Interviews with selected restaurant and coffee shops have also indicated that they believe business generated by
additional cyclists has improved. They are generally in favor of the experiment and have become more receptive
to measures that would increase bicycle parking in the area.
TWELVE MONTH USAGE REPORT
The green lane facility was in place for one year at the start of summer of 2010. Bicycle usage counts were
repeated during the mid summer to measure usage trends. The counts were also taken over a 3-day period
(Friday/Saturday/Sunday). The results are indicated in the table below, however the results generally indicate that
bicycle traffic has virtually doubled in the corridor over the past 12 months. There is no reason to explain the
increase in usage other than the presence of the green lanes.
Summer 2010 Usage Table-Friday I Saturday I Sunday Combined
Total Cyclists(Fri,Sat, Sun) 1320 2428 +I 176 (94%)
On Sidewalk 33 513 -20 (-3%)
In Door Zone 612 867 +255 (+42%)
In Green Lane Area 160 937 +777 (485%)
in Left Lane IS III +96 (680%)
The trend in usage seems to be a general extension of the 3-month usage pattern. Numerical usage of the
sidewalk has been largely unchanged, but the percentage of all bicyclists riding on the sidewalk has been reduced.
Usage of the green lanes is much higher than the usage of this portion of the roadway prior to implementation of
the green lanes.
The number of cyclists riding in the "door zone' is higher than for the previous survey, but the percentage of
bicyclists in the door zone is reduced. it is suggested that the green lanes have successfully attracted bicycle
traffic to the facility, but the lanes have not been as effective in attracting existing bicycle traffic from the door
zone to the green lane. Observations have also noted that bicyclists often travel in the door zone to pass to the
right of queued vehicles due to traffic congestion.
12 MONTH CRASH COMPARISON
A study of reported accidents was conducted for the 12 months following implementation of the Green Lanes.
The"After Year"was defined as June 1,2009 to June 1, 2010.
There were a total of 50 accident reports, including 5 that were bicycle related for all collisions on Second Street
from Bay Shore to Livingston. The total number of accidents was higher than in the prior year, but it is not
apparent that the increase is due to the installation and use of the green painted bicycle lane. The total number of
accidents involving bicycles was the same as the 12 months prior to implementation of the green lanes. Since
usage of the green lanes has increased from the previous year,the accident rate per bicyclist has been reduced.
Each of the bicycle-related accidents was analyzed further to understand the types of crashes that were occurring.
Summaries of the five crashes are as follows:
BICYCLE DETAIL
DR#09-0062945 8122/09 15.45 PM - Near Pomona
Summary: Other. Vehicle I (bicycle) proceeding straight in collision with vehicle 2 stopping to back up for a
parking maneuver, resulting in injury to the bicyclist Vehicle I was riding in the green lane per report. Minor
injury, bike ride-able,refused treatment
DR#09-0064689 8/29/09 14.43 PM-Near Glendora
Summary: Vehicle I (bicycle) was UB proceeding straight and collided with vehicle 2 who was making a
westbound Left tum. Brake failure was cited for the bicyclist Brake failure was noted because bkyde was a fixed
gear bicycle and had no traditional brakes. The report noted heavy congestion. The left turn vehicle may have
turned across stopped vehicle traffic and struck the bicyclist who was passing to the right of stopped traffic and
traveling in the door zone. Or may have just been poor visibility. Taken to hospital for treatment and released.
DR#09-0076356 10/10/09 13:09 PM- Near Santa Ana
Summary: Vehicle I FJB was stopped to allow car in front to parallel-park in an empty space. Vehicle was struck
by vehicle 2 (bicycle) proceeding straight at unsafe speed in rear. Bicyclist fled scene. Vi driver said bicyclist
admitted to being intoxicated and had no valid identification to present No injuries noted.
DR#10-0023646 4/6/10 10.46 AM - Near Granada
Summary: Coded as Vehicle I E/B proceeding straight collided with vehicle 2 E/B straight. unknown PCF. Report
narrative indicated that the bicyclist said a passing vehicle hit his handlebars while changing lanes to pass him.
Driver said bicyclist suddenly drifted to the left and hit the car. Report was unable to assign fault Bicyclist was
81 yrs and was transported to hospital as precaution. Visible injuries were scrape and pain in shoulder
DR#10-0028162 4/23/10 20.20 pm- Near Paris.
Summary. Vehicle I W/B was proceeding straight and collided (rear end) with W/B bicycle,due to unsafe speed.
Bicyclist was pushed forward into a stopped municipal bus. Vehicle I DUI and cited. Vehicle I was observed to
be swerving in its lane before the collision_
A brief summary is as follows:
■ Two rear End by bicycle
■ One left turn hit through bicyclist
■ One unsafe passing
■ One rear end by Automobile
The types of accidents reported seem at a glance to be different than the types noted before the green lane was
introduced. There have been no reported crashes on the sidewalks, no reported "doorings", and no crashes
involving motorists overtaking bicyclists since the green lane was painted. The types of crashes are too widely
varied to draw any more detailed conclusions from the reports.
Since the annual total crash experience for the roadway in the past 12 months was higher than the annual average,
it is appropriate to continue to monitor overall sash experience to determine if a trend is visible.
COMMENTS BY LAw ENFORCEMENT PERSONNEL
The project area is a popular nightlife corridor, with many bars and restaurants along the route. A traffic
enforcement officer assigned to the project area filed this general comment and report on the green sharrow
lanes:
..This email is in regards to the Sharrow lane in Belmont Shore (2nd St).I have noticed since the inception
that,for the most part the lane is used the way that its designer intended it to be used,that people ride in
the lane at approximately 10-15MPH and not completely disrupt the flow of traffic."
"1 have noticed that on Friday and Saturday nights (between the hours of 2200-0300) a lot of the party
goers on 2nd St are riding their bicycles to the bars. I have seen that bar patrons will ride their bicycles at
a very slow pace in the lane and backing up traffic. I have seen bicycle riders pulling their friends on
skateboards to their next destination. 1 don't think people are educated in the use of the lane because
they are still riding their bikes on the sidewalk too."
"These are just some of the issues that I have seen regarding the Sharrow lane."
Other significant issues reported Include an incident where an officer cited a bicyclist riding properly in the green
lane for riding too far to the left of parked cars (as well as for riding with headphones on). Long Beach police
have been advised that bicyclists riding in the green paint should not be cited for riding too far to the left.
Also a transit vehicle did not realize the lane could be used by general traffic initially and stopped for passengers in
the left lane(on the first day of implementation).
SUMMARY AND CONCLUSIONS
The following conclusions are made at this time:
■ The green lane facility has appeared to result in an approximate doubling of usage over the first 12
months of existence.
■ The facility has been found to be popular with bicyclists. Bicyclists familiar with more traditional sharrows
have noted that the additional emphasis resulting from the green pavement paint appears to be creating a
heightened awareness by the motorists of bicycle usage in the lane.
■ Crash experience involving bicyclists is largely unchanged,while the crash rate per bicyclist is reduced
from pre-project levels.
■ Crash rate not involving bicyclists was higher than in the previous year but does not appear to be related
to the installation of the green painted sharrow lane. Continuing review of crash experience is suggested.
Based upon the promising results, it is recommended that the experiment continue to be permitted. FHWA may
also wish to allow other agencies to experiment with similar or different sharrow treatments.
Y�
Figure 3 -Opening Day Ceremony
(Pictured: Tony Cruz,City's Professional Cycling Ambassador,Andrea White-Kjoss,CEO BikeStation Long Beach;
Suja Lowenthal, Member Long Beach City Council)
NEXT STEPS
The project remains a demonstration for FHWA and for California at this time. Based upon results to date, the
project is considered a success in raising awareness and attracting cycling in the cooridor. There is a need to
educate more bicyclists on proper use of the lanes, but their use has not been misunderstood by new bicyclists.
Continued maintenance of the green paint has been a frequently asked question. If the treatment is ultimately
approved for permanent usage, the City will consider a long life slurry treatment with green piggment, but the cost
�a
of such a treatment was not found justifiable for atrial implementation, especially if it had to be removed at the
end of the experiment.
The City intends to continue to review the existing treatment and take actions that are advisable to improve the
success of the experiment. The City has also fielded numerous inquiries by other Cities and bicycle advocates
about the experiment and has provided available information to inquiring parties. The Long Beach Press Telegram
newspaper has run a few additional articles and USA Today has also reviewed the facility.
The project has won an award from the Institute of Transportation Engineers (ITE) for innovative design. A
technical article about the lanes can be found at the following location that may require an ITE membership to
view
hnpJ/wwwiteordcoun•:tJPed Bike/newsletters/P13Cfa109odf
Other relevant sites with press coverage or commentary include:
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