Bicycle Transportation Plan
Bicycle Plan Information The Bicycle and Pedestrian Advisory Committee recommends the Bicycle and Pedestrian Project priorities to the City Council. Priorities for implementation of the San Carlos Bicycle Program are outlined in the 2003 Bicycle Transportation Plan. The plan was adopted by the City Council on October 13, 2003. It has been approved by the City/County Association of Governments (C/CAG) of San Mateo County, the California Department of Transportation (Caltrans), and the Metropolitan Transportation Commission (MTC). The seven member advisory committee meets on the 1st Tuesday of each month at 6:30 PM in Conference Room 207 on the 2nd Floor of City Hall.
2003 Bicycle Transportation Plan Introduction
The desire for a higher quality of life in San Carlos has stimulated the City to place more emphasis on a balance of transportation modes. This planning effort will hopefully provide safer, non-motorized transportation alternatives for commuters and recreational users. Although the City has done little bikeways planning in the past it is not behind other governmental agencies because previous planning and implementation has been more cosmetic than substantive. Due to changes in legislation and funding there is more opportunity today to plan and construct bicycle facilities that will have a real impact on increased bicycle usage. The objective of this document is to present the City's existing policies and programs as adopted in the circulation element of the general plan in a format which focuses on bicycle transportation and is consistent with the State of California Bicycle Transportation Plan requirements. The bikeway types identified in this Bicycle Transportation Plan are based on those described by Caltrans in chapter 1000 of the Highway Design Manual, which includes four types of facilities: 1) Class I Bikeway (bike path), 2). Class II Bikeway (bike lane), 3) Class III Bikeway (bike route), and 4. Shared roadway (no bicycle designation). Existing Bikeway System
The only existing bikeways system for the San Carlos is shown on the County of San Mateo’s Bicycle Transportation Map. The countywide plan shows most of the City’s arterial streets as bicycle routes. Although, this plan was developed with little input from the City, it is very similar to the plan outlined in this report. The City has one bike path that travels under the railroad tracks to connect Old County Road with El Camino Real at Arroyo Avenue. The City has bike lanes on a portion of San Carlos Avenue. All other bikeways are bike routes. The City has commute train service (CalTrain) that serves the entire San Francisco peninsula. Bike lockers are provided at the San Carlos station and bicycles are allowed on the trains. The San Carlos Train Station is also a hub for the countywide bus service (SamTrans). The SamTrans buses also allow bicycles onboard. Bicycle Commuting
The climate, relatively short length of commute routes, proximity of the commute train station, and other conditions in San Carlos are conducive to much greater use of bicycles for commute purposes. Existing and Future Land Use Patterns
The residential and commercial areas of San Carlos are nearly built out. Few vacant parcels remain within the city limits, which will change existing land use characteristics. Future travel demands and volumes should remain fairly constant. The City does have fairly well defined residential, commercial and industrial areas. The land use patterns are shown on Figure 3. Existing and Expected Commuters
The City of San Carlos has an estimated 9,000 commuters, of which 300 are bicyclists. These bicyclists represent only 3% of the commuting population. Of the estimated 300 bicycle commuters 200 are commuting to the Caltrain station, 50 are using Samtrans, and 50 are commuting to jobs in San Carlos or adjacent cities. Many cities in the U.S. have much higher bicycle commute percentages and some cities in Europe have over 30%. A 10% bicycle commute goal in San Carlos is realistic. Goal
The goal of this bicycle transportation Plan is to develop a safe convenient and effective bikeways system that promotes bicycle travel as a viable transportation mode and connects work, shopping, schools, residential and recreational areas. Since bicyclists come from and go to the same places as people in cars, making bicycling safer and more convenient is not limited to designated routes. Bike routes mark primary routes taken by bicyclists and they provide recommended routes that connect key public places, businesses and residences. Their creation is an accepted way to establish funding priorities when agencies outside of San Carlos are involved. There is no intent to neglect other streets with respect to safety and convenience of bicyclists or pedestrians nor will the designation of “bicycle route” be considered in the setting of priorities for bicycle-related improvements. Proposed Bikeways Plan
The proposed Bikeways Plan is shown in Figure 4. The plan shows the type of bicycle facility, activity centers and steepness of hills. The plan essentially requires bike lanes on all of the arterial streets including El Camino Real. Parking Facilities
Bike racks are available at almost all of the activity centers shown on the plan. The plan includes adequate bike parking at all activity centers shown on the plan as well as commercial areas on Laurel Street, San Carlos Avenue and El Camino Real. Bicycle parking facilities should be covered whenever possible Lockers, Restroom, and Shower Facilities
Bike lockers and restroom are available at the Caltrain station. The short commute distances and relatively mild climate in San Carlos negate the need for shower facilities at this time. Bicycle Safety and Educational Programs
The implementation of bike lanes and routes should help motorists become more aware of bicyclists on the road. However, there is a need for continuing safety education for adults and children. The following actions should be part of the City’s safety educational program Establish School Safety Committee Program
A joint City/School District Safety Committee should be implemented. The committee would consist of appointed parents, teachers, administrators, police, and engineering personnel whose task it would be to identify problems and solutions, and submit recommendations to the school board and/or City Council.
Develop Educational Program Materials and Curriculum
Education materials should be implemented to promote the benefits of bicycling, the need for education and safety improvements, the most recent educational tools available in the country (including the use of low-cost safety videos), and directives to parents on the proper school drop-off procedure for their children. Incentive programs to reward good behavior should be developed. Formal educational programs, and especially on-bike training, should be implemented on a regular basis throughout local schools. Education curriculum should, at a minimum, cover the following lessons:
- On-bike training or bicycle rodeos
- How to adjust and maintain a bicycle
- Night riding (clothes, lights)
- Rules of the road
- Riding on sidewalks
- How to negotiate intersections
- Riding defensively
- Use of hand signals
A standard safety handbook format should be developed incorporating the best elements of those currently in use, and made available to each school on disk so they may be customized as needed. Each school should develop a circulation map of the campus and immediate environs to include in the handbook, clearly showing the preferred circulation and parking patterns and explaining in text the reason behind the recommendations. This circulation map should also be a permanent feature in all school newsletters. Bicycle helmet subsidy-programs are available in California and should be used to provide low-cost approved helmets for all schoolchildren who ride bicycles. Develop an Adult Education Program
Establish an adult bicycle education program through the city departments that (a) teaches adults how to ride defensively, (b) how to ride on a variety of city streets, and (c) encourages adults to feel more confident to ride to work or for recreation. Work with local bicycling groups who could provide the training expertise, and possibly lead organized bicycle training sessions, tours and rides. Educate Motorists
Educate motorists about the rights and characteristics of bicyclists through a variety of means including: (a) producing a brochure on bicycle safety and laws for public distribution, and (b) install appropriate signs which instruct motorists and cyclists as to how to share the road, such as Share the Road (recently adopted by Caltrans) at the beginning and then every 1,000 feet on segments of the proposed bikeway system where bicyclists will need to ride in travel lanes (12 feet wide or less) due to the lack of shoulders or bike lanes, where visibility is poor, and where traffic volumes exceed 15,000 ADT. Public Participation in Preparation of Plan
Staff and the Bicycle Advisory Committee of the City/County Association of Governments of San Mateo County (C/CAG) following numerous public hearings prepared the San Mateo County Comprehensive Bicycle Plan that included San Carlos. The San Carlos Plan was prepared based on the County Plan and the Bicycle Pedestrian Advisory Committee, following four open meetings, approved the Plan and the City Council, at the regular meeting of October 13, 2003 following public testimony, adopted the Plan. Coordination and Consistency with Other Agencies and Plans
This plan is consistent with the San Carlos General Plan, San Mateo County Bicycle Transportation Map, Redwood City Bicycle Transportation Plan, Belmont Transportation Plan and the Metropolitan Transportation Commission. Implementation/Funding Strategy/Prioritization/Project Cost (Last Updated: 12/07/2004)
The City’s Public Works Department will be responsible for implementing the projects in this plan except State Route 82 and the 101/Holly Street interchange which are within the CalTrans right of way. The following tables list the projects, order of implementation and costs. The highest priorities were given to projects that have the greatest potential usage and safety deficiencies. The project costs are generally for signing, striping, and traffic signal modifications.
| Bikeways Projects First Year |
| Name | Limits | Type | Length | Cost |
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| 1. | San Carlos Ave | Rte 82 To Beverly Dr | Lanes/Routes | 1.17 | Proj.Comp. | | 2. | Industrial Rd | Rdwd City To Belmont | Lanes | 2.03 | Proj.Comp. | | 3. | Alameda | Entire Length | Lanes | 1.61 | $60,000 | | 4. | Brittan Ave | Alameda To Industrial | Lanes/Routes | 1.21 | 45,000 | | 5. | Arroyo Ave | Cedar To El Camino | Route | 0.44 | 3,000 | | 6. | Howard Ave | Laurel To Industrial | Route | 0.30 | 3,000 | | 7. | Old County Rd | Entire Length | Route | 1.98 | 6,000 | | Total | | | | $117,000 |
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Proposed Future Projects (Unranked) |
Name | Limits | Type | Length | Cost |
|---|
| Brittan Ave | Alameda To Crestview | Lanes | 1.00 | $40,000 | | Cordilleras | Howard To San Carlos | Route | 0.76 | $7,000 | | Crestview Dr . | San Mateo County To Club | Lanes | 1.89 | 70,000 | | St Francis Way | Alameda To Rte 82 | Lanes | 0.97 | 36,000 | | Club Drive | San Carlos To Crestview | Lanes | 0.95 | 28,000 | | Melendy Drive | Alameda To Crestview | Route | 1.34 | 9,000 | | Wellington Dr | San Carlos To Dartmouth | Route | 0.76 | 7,000 | | Sycamore St | San Carlos To Hull Dr | Route | 0.47 | 4,000 | | Hull Dr | Cedar St To Rte 82 | Route | 0.38 | 4,000 | | Howard Ave | Alameda To Rte 82 | Route | 1.04 | 8,000 | | Cedar St | Eaton Ave To Hull Drive | Route | 1.32 | 13,000 | | Holly St | Elm St To Industrial Rd | Route | 0.53 | 6,000 | | Elm St. | Cherry St To Holly St | Route | 0.26 | 3,000 | | Stanford St | Rdwd City To Eaton Ave | Route | 0.02 | 500 | | Eaton Ave | Stanford St To Cedar Ave | Route | 0.09 | 1,000 | | East San Carlos Av | Old County To Industrial | Lanes | 0.28 | 1,000,000 | | Total | | | | 1,236,500 |
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Funding Sources
Funds for bikeways projects are available from the following sources:
- TEA-21 (Transportation Enhancement Activities)
- State Bicycle Transportation Account
- Office of Traffic Safety
- Transportation Development Act (Article 3)
- Developer Fees
- Community Foundation Grants
- Air District Grants
- Air Quality Fees
Promoting Bicycle Travel
Without community support, a bicycle plan lacks the key resources that are needed to ensure implementation over time. While the city Engineering Services department may be responsible for designing and constructing physical improvements, strategies for community involvement will be important to ensure broad-based support - which translates into political support - which can help secure financial resources. Involvement by the private sector in raising awareness of the benefits of bicycling range from small incremental activities by non-profit groups, to efforts by the largest employers in the City. Specific programs are described below. Bicycle Donation Program
A fleet of lender bicycles available to employees to use as a commute alternative has proved successful in Portland and other U.S. cities. The bicycle may be purchased new or obtained from police auctions, repaired, painted and engraved with ID numbers, and made available free of charge to employees. Depending on demand, bicycles may be made available through reservations or on a rotating basis. The bicycles themselves should be lower-end heavy-duty bicycles that have minimal re-sale value. Employers responsibilities would be limited to an annual maintenance inspection and repairs as necessary. The objective of the program is to encourage employees to try bicycling to work as an alternative, without making a major investment. Employers may wish to allow bicycle commuters to leave 15 minutes early from work, or some other type of incentive to encourage use of the bicycles. Bike Fairs and Races
The City is well positioned to capitalize on the growing interest in bicycle races and criteriums. Events would need to be sponsored by local businesses, and involve some promotion, insurance, and development of adequate circuits for all levels of riders. It is not unusual for these events to draw up to 1,000 riders, which could bring some additional expenditures into the town. The City can assist in developing these events by acting as a co-sponsor, and possibly underwriting some of the expense of - for example - police time. The City should also encourage these events to have races and tours that appeal to the less experienced cyclist. For example, in exchange for underwriting part of the costs of a race the City could require the event promoters to hold a bicycle repair and maintenance workshop for kids, short fun races for kids, and/or a tour of the route lead by experienced cyclists who could show less experienced riders how to safely negotiate city streets. Employer Incentives
Beyond programs described earlier such as the Bicycle Donation Program, additional employer incentives to encourage employees to try bicycling to work could include sponsoring bike fairs and races, providing bicycle lockers and shower facilities, and offering incentives to employees who commute by bicycle by allowing for more flexible arrival and departure times, and possibly paying for transit or taxis during inclement weather. The city may offer incentives to employers to institute these improvements through air quality credits, lowered parking requirements, reduced traffic mitigation fees, or other means.
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