Imperial County BMP Final Draft

7/27/2019 Imperial County BMP Final Draft

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December 2011

PREPARED BY:

Alta Planning + Design

PREPARED FOR:

Imperial County

Imperial County

Bicycle Master Plan Update:

Final Draft


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County of Imperial Bicycle Master Plan

Prepared for:County of Imperial Department of Public Works

Prepared by:


Brett Hondorp, AICP, Principal

Sam Corbett, Senior Associate

Andrea Garland, EIT, Planner

Final Plan

November 2011


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Acknowledgements


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County of Imperial | Bicycle Master Plan Update


Table of Contents

Executive Summary.................................................................................................................................................. i

1 Introduction ................................................................................................................................................. 1-1

1.1 Purpose of the Plan ...................................................................................................................................................................................... 1-1

1.2 Benefits of Bicycling ..................................................................................................................................................................................... 1-1

1.3 Setting and Study Area ............................................................................................................................................................................... 1-3

2 Recommended Vision, Goals and Objectives ........................................................................................... 2-1

2.1 Vision of the Plan .......................................................................................................................................................................................... 2-1

2.2 Plan Goals ........................................................................................................................................................................................................ 2-1

2.3 Relationship to Existing Plans and Policies ......................................................................................................................................... 2-3

3 Existing Conditions ..................................................................................................................................... 3-1

3.1 Existing Bicycle Facilities ............................................................................................................................................................................ 3-1

3.2 Opportunities and Constraints ................................................................................................................................................................ 3-3

3.3 Transportation Network ............................................................................................................................................................................. 3-8

4 Needs Analysis............................................................................................................................................. 4-1

4.1 Bicycle Commuter Estimates .................................................................................................................................................................... 4-1

4.2 Bicycle Collision and Safety Analysis ..................................................................................................................................................... 4-2

4.3 Bicycle Demand and Air Quality Benefits Analysis ........................................................................................................................... 4-6

4.4 Bicycle Trip Generators ............................................................................................................................................................................... 4-9

4.5 Bicycle Trip Attractors ............................................................................................................................................................................... 4-18

4.6 Bikeway Gaps ............................................................................................................................................................................................... 4-20

4.7 Community-Identified Needs ................................................................................................................................................................. 4-22

5 Proposed Network Improvements ............................................................................................................ 5-1

5.1 Design Considerations ................................................................................................................................................................................ 5-1

5.2 Network Improvements ............................................................................................................................................................................. 5-6

5.3 Other Recommended Bicycle Improvements .................................................................................................................................. 5-19

6 Program Recommendations ...................................................................................................................... 6-1

6.1 Education ......................................................................................................................................................................................................... 6-1


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Table of Contents


6.2 Encouragement ............................................................................................................................................................................................. 6-5

6.3 Enforcement ................................................................................................................................................................................................... 6-8

6.4 Evaluation and Planning .......................................................................................................................................................................... 6-11

6.5 Additional Resources ................................................................................................................................................................................. 6-15

7 Implementation and Funding .................................................................................................................... 7-1

7.1 Route Selection and Prioritization .......................................................................................................................................................... 7-1

7.2 Previous Bicycle-Related Expenditures ................................................................................................................................................. 7-7

7.3 Cost Estimate for the Proposed Network ............................................................................................................................................. 7-7

7.4 Cost Estimates for Maintenance and Operations .............................................................................................................................. 7-8

7.5 Funding Sources ........................................................................................................................................................................................... 7-9

Appendix A. BTA Compliance Checklist ......................................................................................................... A-1

Appendix B. Existing Bicycle Master Plan Documents .................................................................................. B-1

B.1 City of Brawley Bicycle Master Plan ........................................................................................................................................................ B-1

B.2 Calexico Bicycle Master Plan ..................................................................................................................................................................... B-4

B.3 El Centro Bicycle Master Plan ................................................................................................................................................................... B-6

B.4 Holtville Bicycle Master Plan ..................................................................................................................................................................... B-8

B.5 Westmorland Bicycle Master Plan........................................................................................................................................................... B-9

B.6 City of Imperial Bicycle Master Plan .....................................................................................................................................................B-10

B.7 Calipatria Bicycle Master Plan .................................................................................................................................................................B-12

Appendix C. Imperial Valley Transit Routes ................................................................................................... C-1

Appendix D. Bikeway Signage ......................................................................................................................... D-1

D.1 On-Street Bikeway Regulatory & Warning Signage ........................................................................................................................ D-2

D.2 Wayfinding Signage .................................................................................................................................................................................... D-3


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List of Figures

Figure 1-1: County of Imperial Overview and Study Area ................................................................................................................................... 1-5

Figure 1-2: County of Imperial Existing Land Uses (2008) ................................................................................................................................... 1-6

Figure 3-1: County of Imperial Existing Bicycle Facilities ..................................................................................................................................... 3-2

Figure 3-2: County of Imperial Opportunities and Constraints ......................................................................................................................... 3-7

Figure 3-3: Existing Conditions Average Daily Traffic Volumes ................................................................................................................... 3-10

Figure 3-4: Existing Conditions Roadway Speed Limits .................................................................................................................................. 3-11

Figure 4-1: Bicycle Collisions in the County of Imperial (2006-2010) .............................................................................................................. 4-4

Figure 4-2: Distribution of Primary Factors Involved in Bicycle-Motor Vehicle Collisions ....................................................................... 4-5

Figure 4-3: Average age of Cyclist Involved in Collisions .................................................................................................................................... 4-6

Figure 4-4: County of Imperial Population Density (2000) ................................................................................................................................ 4-12

Figure 4-5: County of Imperial Employment Density (2008) ............................................................................................................................ 4-13

Figure 4-6: County of Imperial Zero-Vehicle Household (2000) ...................................................................................................................... 4-14

Figure 4-7: County of Imperial Bicycle Commuters as Percent of Total Commuters (2000) ................................................................. 4-15

Figure 4-8: County of Imperial Walking Commuters as Percent of Total Commuters (2000) .............................................................. 4-16

Figure 4-9: County of Imperial Transit Commuters as Percent of Total Commuters (2000) ................................................................. 4-17

Figure 4-10: County of Imperial Key Attractive Land Uses for Bicycle Trips ................................................................................................ 4-19

Figure 5-1: County of Imperial Existing and Proposed Bikeways. ................................................................................................................... 5-12

Figure 5-2: Salton Sea Communities Proposed Bikeways ................................................................................................................................. 5-13

Figure 5-3: East County Proposed Bikeways ........................................................................................................................................................... 5-14

Figure 5-4: Potential End of Trip Facilities ............................................................................................................................................................... 5-22

Figure B-1: City of Brawley Proposed Bicycle Facilites .......................................................................................................................................... B-3

Figure B-2: City of Calexico Proposed Bicycle Facilites ......................................................................................................................................... B-5

Figure B-3: City of El Centro Proposed Bicycle Facilites ........................................................................................................................................ B-7

Figure B-4: City of Holtville Proposed Bicycle Facilites ......................................................................................................................................... B-8Figure B-5: City of Westmorland Proposed Bicycle Facilites ............................................................................................................................... B-9

Figure B-6: City of Imperial Proposed Bicycle Facilites .......................................................................................................................................B-11

Figure B-7: City of Calipatria Proposed Bicycle Facilites .....................................................................................................................................B-13

List of Tables

Table ES-1: Bicycle Needs Analysis Summary............................................................................................................................................................... ii

Table 1-1: County of Imperial Existing Land Uses ................................................................................................................................................... 1-4

Table 4-1: Means of Transportation to Work ............................................................................................................................................................. 4-1

Table 4-2: County of Imperial Reported Collisions 2006 2010........................................................................................................................ 4-2Table 4-3: Location of Collisions in the County of Imperial ................................................................................................................................ 4-3

Table 4-4: Current Demand and Air Quality Benefits Estimates ......................................................................................................................... 4-6

Table 4-5: Potential Future Demand and Air Quality Benefits Estimates ........................................................................................................ 4-8

Table 4-6: Conditions Affecting Willingness to Cycle .......................................................................................................................................... 4-23

Table 4-7: Level of Cycling Interest by Facility Type ............................................................................................................................................ 4-24

Table 4-8: Preferred Location of Facility Types by General Location ............................................................................................................. 4-24


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Table 4-9: Program Types and Willingness to Cycle ............................................................................................................................................ 4-25

Table 5-1: California Bikeway Classifications Class I Bicycle Path ................................................................................................................... 5-3

Table 5-2: California Bikeway Classifications- Class II Bicycle Lanes.................................................................................................................. 5-4

Table 5-3: California Bikeway Classifications-Class III Bicycle Facilities ............................................................................................................ 5-5

Table 5-4: Recommended Class I Bike Paths ............................................................................................................................................................. 5-7

Table 5-5: Recommended Class II Bike Lanes ............................................................................................................................................................ 5-8

Table 5-6: Recommended Class III Bicycle Routes ................................................................................................................................................. 5-10

Table 5-7: Recommended Shoulder Class III Bicycle Routes on State Routes ............................................................................................. 5-11

Table 7-1: Proposed Facilities Ranking Criteria......................................................................................................................................................... 7-3

Table 7-2: Proposed Facilities by Rank ......................................................................................................................................................................... 7-4

Table 7-3: County of Imperial Bicycle Lane Expenditures, 2005-2010 ............................................................................................................ 7-7

Table 7-4: Planning Level Cost Estimates for Bicycle Facilities .......................................................................................................................... 7-8

Table 7-5: Planning Level Cost Summary by Bikeway Type ................................................................................................................................ 7-8

Table 7-6: Recommended Bikeway Network, Annual Operation and Maintenance Cost Estimates ................................................... 7-9

Table A-1: County of Imperial Bicycle Master Plan BTA Compliance Checklist ............................................................................................ A-1


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County of Imperial | Bicycle Master Plan

Alta Planning + Design |i

Executive Summary

The County of Imperials Bicycle Master Plan is

intended to serve as the guiding document for the

development of an integrated network of bicycle

facilities and supporting programs designed to link the

unincorporated areas and attractive land uses

throughout the County. The network will not only

make cycling a more viable mode of transportation, but

will contribute to an enhanced quality of life for

residents and visitors. The major components of the

Plan are described below.

Purpose of the Plan

The purpose of this Plan is to expand the existing

network, complete network gaps with new facilities, provide greater connectivity among facilities,

educate and encourage cyclists, and maximize access to funding sources. This Bicycle Master Plan

provides a broad vision, strategies, and actions for improvements to the bicycling environment in the

County of Imperial. It envisions a bicycling environment that takes a comprehensive approach to the

Six Es of a Bicycle Friendly Community Education, Enforcement, Engineering, Encouragement,

Evaluation, and Equity by establishing the following vision elements:

1. Engineering: An inviting network of bicycling facilities for cyclists of all ages and abilities anddestinations that support bicycling.

2. Education: Community understanding and respect for the roles and responsibilities of cyclists.3. Encouragement: Increased bicycle ridership and support for a strong bicycle advocacy

community and bicycle culture.

4. Enforcement: A safer environmentfor cyclists and other transportation modes.5. Evaluation & Planning: Institutional support and collaboration for bicycling.6. Equity: A community that serves a diverse population and provides for the needs of those who

ride out of necessity, as well as those who choose to cycle.

Goals and PoliciesThe goals of the Plan are supported by the 2008 County of Imperial General Plans programs and policies

that will help bicycling become a more viable transportation mode. The goals of the Plan are:

To promote bicycling as a viable travel choice for users of all abilities in the County, To provide a safe and comprehensive regional connected bikeway network, Environmental quality, public health, recreation and mobility benefits for the County through increased bicycling

One of the goals of the Bicycle Master Plan is toexpand the existing bicycle network and end oftrip support facilities in the County of Imperial.


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Executive Summary

ii | Alta Planning + Design

Existing Bicycling Conditions

Understanding existing bicycling conditions is critical to

identifying appropriate and impactful recommendations,

and is achieved by reviewing existing land uses, the

bicycle network and support facilities, multimodalconnections, bicycle programs, constraints and

opportunities.

The County of Imperials existing bicycle network

consists of 2.0 miles of off-street paved bike paths (Class

I), and 8.4 miles of bike lanes (Class II). The existing

bicycle network is fragmented and lacks supportive end

of trip facilities, however, there are ample opportunities

for strengthening these crucial elements of the bicycle system. The County of Imperial is predominantly

an agricultural community consisting of flat terrain. Dry and temperate weather conditions prevail

throughout the year, with the exception of the extremely hot summer months of May throughSeptember. The Countys transportation network offers miles of paved roadways with relatively level

terrain, limited cross traffic, low traffic volumes and wide expanses of open land that are ideal for

recreational bicycling.

Bicycle Needs Analysis

The Bicycle Master Plan includes an assessment of current bicycling demand and barriers in the County

of Imperial and estimates potential future demand and benefits that could be realized through

implementation of this Plan. Assessing needs and potential benefits is instrumental to planning a system

that serves the needs of all user groups, and is useful when pursuing competitive funding and attempting

to quantify future usage and benefits to justify implementation costs. The needs analysis relies on spatial

modeling techniques, public input, bicycle collision data and bicycle commuting statistics to gauge

current demand and to establish a baseline against which progress can be measured. Table ES-1

summarizes the results of the bicycle needs analysis.

Table ES-1: Bicycle Needs Analysis Summary

Analysis Type Results Data Source

Percent of population that commutes by bicycle (UnincorporatedCounty)

0.4% US Census (2005-2009)

Percent of bike-car collisions resulting in injury (Entire County) 4.7% SWITRS (2006-2010)

2030 projected total daily biking trips (Unincorporated County) 3,716 Alta Planning+ DesignAir Quality Benefitsmodel

2030 projected Reduced Vehicle Miles Traveled per Year estimates(Unincorporated County)

2,122,649

Most common reasons affecting willingness to cycle (EntireCounty)

Roadway conditions andmotorists behavior Imperial County Bicycle

Master Plan Survey(2011)

Preferred Bicycle Facility Bike Lanes

Preferred Bicycle Program Safe Routes to School

Cole Road East of Calexico


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County of Imperial | Bicycle Master Plan

Alta Planning + Design |iii

Bicycle Facility Recommendations

The Plans infrastructure recommendations consist of bikeway network facilities and bicycle support

facilities. The recommended bicycle network consists primarily of on-street facilities, including nearly

270 miles of on-street bikeways (including bike lanes and bike routes), approximately 64 miles of

proposed off-street bikeways (bike paths), and 103 miles of routes along shoulders of various StateHighways within Caltrans jurisdiction. The Plan also recommends organizing the proposed 435 miles of

bikeways into fifteen designated bikeway routes that provide shorter, more utilitarian trips and good

connections to schools, employment and recreational facilities. Recommended bicycle support facilities

and programs include bike parking, routine maintenance of the bikeway network, and signage.

Bicycle Program Recommendations

The Plan recommends several education, enforcement, encouragement, monitoring, and evaluation efforts

that the County should pursue. Recommended education programs include developing a Share the

Road campaign and a Safe Routes to School program. Encouragement programs include a bicycle

signage plan, developing a regional bicycle map, and bike commute events and incentives. Evaluation

and monitoring programs include convening a Bicycle Advisory Committee, developing a Complete

Streets Policy, collecting bicycle and pedestrian counts, and preparing annual progress reports.

Implementation and Funding

The Plan supports the implementation of the bicycle network recommendations by providing planning

level cost estimates of the proposed bicycle network. The cost of implementing the complete proposed

bicycle network is estimated at approximately $68 million dollars. The Plan also applies prioritization

criteria to the entire network to evaluate each proposed bicycle facility in its ability to improve the

existing bicycle network and its ease of implementation. The results of the project ranking process

should serve as guidelines for the County in the implementation of the recommended bicycle network.


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Executive Summary

iv | Alta Planning + Design



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Alta Planning + Design |1-1

1 IntroductionThe Bicycle Master Plan (The Plan) lays out a framework

for creating and expanding programs and improvements

designed to increase bicycling activity in the County of

Imperial. The Vision, Goals, and Objectives of the County

Bicycle Master Plan are principles that guide the

development and implementation of the County bicycle

network and related programming for years to come. Goals

and objectives are intended to inform and guide decisions

about where public improvements are to be made, where

resources are allocated, how programs are operated, and

how County priorities are determined.

1.1 Purpose of the PlanThis Plan is an update to the 2003 Countywide Bicycle Master Plan adopted by the Board of Supervisors

in 2007. The purpose of this Plan is to expand the existing network, complete network gaps and provide

greater connectivity to the proposed and existing bicycle facilities in each of the incorporated cities in

the County. This Bicycle Master Plan provides a broad vision, strategies, and actions for the improvement

of the bicycling environment across the County of Imperial. In addition to providing recommendations

and design guidelines for bikeways and support facilities, the Plan offers recommendations for education,

encouragement, enforcement, and evaluation programs, as well as providing updated information to help

maximize funding sources for bicycle related improvements.

A key reason for updating the Plan is to satisfy requirements of bicycle-related state and federal grantfunding programs. In order to qualify for available funding, the State of California requires that

applicants have a master plan adopted or updated within the past five years that includes a number of

specific elements related to bicycle commuting, land uses, multi-modal connections, funding, and public

input. The complete list of required Bicycle Transportation Account (BTA) elements and their locations

in this document is provided in Appendix A: BTA Compliance Checklist.

1.2 Benefits of BicyclingPlanning to create more bicycle-friendly communities contributes to efforts to resolve several complex

and interrelated issues, including economic development, traffic congestion, air quality, public health,

social equity, and quality of life/livability issues. By guiding policies and infrastructure investment

toward bicycle-friendly development, this plan can affect all of these issue areas, which collectively can

have a profound influence on the existing and future quality of life throughout the County of Imperial.

One purpose of the Bicycle Master Plan is toexpand the existing bicycle network in the

County of Imperial.


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Chapter 1 | Introduction

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1.2.1 Environmental BenefitsReplacing vehicular trips with bicycle trips has a measurable impact

on reducing human-generated greenhouse gases (GHGs) in the

atmosphere that contribute to climate change. Fewer vehicle trips

and vehicle miles traveled (VMT) translates into fewer mobilesource pollutants such as carbon dioxide, nitrogen oxides, and

hydrocarbons being released into the air. Providing transportation

options that reduce VMT is an important component of decreasing

greenhouse gas emissions and improving air quality. Chapter 4

outlines the estimated air quality impacts of improved bicycling in

the County of Imperial.

1.2.2 Public Health BenefitsPublic health professionals have become increasingly aware that the

impacts of automobiles on public health extend far beyond asthmaand other respiratory conditions caused by air pollution. There is a

much deeper understanding of the connection between the lack of

physical activity resulting from auto-oriented community designs

and various health-related problems, such as obesity and other

chronic diseases. Although diet and genetic predisposition

contribute to these conditions, physical inactivity is now widely

understood to play a significant role in the most common chronic

diseases in the US, including heart disease, stroke, and diabetes.

Creating bicycle-friendly communities is one of several effective

ways to encourage active lifestyles.

1.2.3 Safety BenefitsConflicts between bicyclists and motorists result from poor riding

and/or driving behavior as well as insufficient or ineffective facility

design. Encouraging development and redevelopment in which

bicycle travel is emphasized improves the overall safety of the

roadway environment for all users. Well-designed bicycle facilities

improve security for current cyclists and encourage more people to

bike, which in turn can further improve bicycling safety. Studies

have shown that the frequency of bicycle collisions has an inverserelationship to bicycling rates more people on bicycles equates to

fewer crashes.1 Providing information and educational opportunities

about safe and lawful interactions between bicyclists and other

roadway users also improves safety.

1Jacobsen, P. Safety in Numbers: More Walkers and Bicyclists, Safer Walking and Bicycling. Injury Prevention, 9: 205-209. 2003.

Investing in bicycle friendly

communities can have a profoundinfluence on the quality of life of

County residents.

Replacing vehicular trips withbicycle trips reduces human-

generated greenhouse gases that

are associated with climatechange.


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Alta Planning + Design |1-3

1.2.4 Economic BenefitsBicycling is economically advantageous to individuals and communities. Cost savings associated with

bicycle travel expenses are accompanied by potential savings in health care costs. For example, 30

minutes of daily bicycling is estimated to result in $544 per person in annual health care savings.2 On a

community scale, bicycle infrastructure projects are generally far less expensive than automobile-relatedinfrastructure. Further, shifting a greater share of daily trips to bicycle trips reduces the impact on the

regions transportation system, thus reducing the need for improvement and expansion projects. Studies

have also shown that the overall contribution of bicycling to the economy is significant. A study

conducted by the Wisconsin Department of Transportation and the Bicycle Federation of Wisconsin

estimates that the bicycle-related sector contributes $556 million to the states economy annually. This

estimate does not include the economic benefits derived from bicycle tourism, which is reported to

constitute a significant portion of the states $11.7 billion in the tourism sector. The County of Imperials

predominantly flat topography, combined with the exceptional beauty of its desert surroundings,

presents excellent opportunities for bicycle touring and its associated economic benefits.

1.2.5 Community/Quality of Life BenefitsFostering conditions where bicycling is accepted and encouraged increases a regions livability from a

number of different perspectives. The design, land uses, and transportation systems that comprise the

built environment have a profound impact on quality of life issues. Studies have found that people living

in communities with built environments that promote bicycling and walking tend to be more socially

active, civically engaged, and are more likely to know their neighbors.3 4 Settings where walking and

riding bicycles are viable transportation options also offer greater independence to the elderly, the

disabled, and people of limited economic means who are unable to drive automobiles for physical or

economic reasons. The aesthetic quality of a community also improves when the visual impact and noise

pollution caused by automobiles is reduced and when open space is reserved for bicycle facilities that

enable people to recreate and commute in a safe and pleasant environment.

1.3 Setting and Study AreaThe County of Imperial is located in the southeast corner of California. It is bordered by Riverside

County to the north, by San Diego County to the west, by Mexico to the south and by the Colorado River

and the State of Arizona to the east. The entire County, including incorporated and unincorporated land

encompasses approximately 4,175 square miles of land, with an estimated population of 174,528 people as

of 20105. Notable geographic features found in the County of Imperial include the Salton Sea, at 235 feet

below sea level, the Algodones Dunes, one of the largest dune fields in America, the Chocolate Mountains

located east of the Salton Sea, and The Anza-Borrego Desert, which extends along the western part of the

2 Gotschi, T. 2011. Costs and Benefits of Bicycling Improvements in Portland, Oregon. Journal of Physical Activity and Health,8, S49-S58.3 Frumkin, H. 2002. Urban Sprawl and Public Health. Public Health Reports 117: 20117.4 Leyden, K. 2003. Social Capital and the Bu ilt Environment: The Importance of Walkable Neighborhoods. American Journal of Public Health 93: 1546

51.5 U.S Census Bureau: 2010 United State Census Data


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Chapter 1 | Introduction


County. Much of the incorporated land is located in the Imperial Valley, which extends southward for 50

miles from the southern end of the Salton Sea into Mexico. The County of Imperial is a desert community

with a warm, dry climate. Summers are extremely hot and dry while winters are temperate. This Plan

focuses on the unincorporated areas of the County of Imperial. Figure 1-1 displays the regional setting

and study area.

Figure 1-2 shows the County of Imperials existing land uses. The majority of the County is comprised of

agricultural land uses. Approximately one-fifth of the nearly 3 million acres of the County is irrigated for

agricultural purposes. Additionally, approximately 50 percent of County land is undeveloped and under

federal military ownership. The developed areas, which include incorporated cities and unincorporated

communities, comprise less than one-percent of County land.6

Table 1-1 summarizes the percent of each land use type in the County. The incorporated cities of

Brawley, Calexico, Calipatria, El Centro, Holtville, Imperial and Westmorland constitute the developed

areas, containing most of the residential, commercial, and facility land uses in the County. This area also

accounts for 78.3 percent of the total population in the County. State facilities include Anza-Borrego

State Park, Ocotillo Wells State Recreation Area, the Salton Sea State Recreational Area and PicachoState Recreational Area in the Colorado River. Military activities are centered at the Naval Air Facility El

Centro, located north of Seeley, at the Salton Sea Test Base, and at other smaller sites throughout the

County. Other federal sites include National Wildlife Refuges at the south end of the Salton Sea, and two

sites at the Colorado River. The County has three U.S. Border ports of entry, two of which are located in

unincorporated land- the Gateway of America is located east of the City of Calexico, and the Algodones

Port of Entry near the California/Arizona border. The third port of entry is located in the City of

Calexico.

Table 1-1: County of Imperial Existing Land Uses

Land Use Type Percentage

Agriculture 18.2%

Developed Areas 0.6%

Salton Sea 7.2%

Open Space/Desert/ Mountains 24%

Military 50%

Source: County of Imperial General Plan (2008)

6 Land Use Element of the Imperial County General Plan. Planning & Development Services Department. Imperial County, 2008.


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McCABERD

EVAN HEWESHWY

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VANDERLINDENRD

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DESERT SHORES

igure 1-1: Imperial County Overview & Study Area

ounty of Imperial Bicycle Master Plan Updateurce: County of Imperial (2011)e: 3/31/2011

86

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SALTON DR

MARIN

ADR

NILE DR

SANDIEGOCOUNTY

Salton Sea Communities

RIVERSIDECOUNTY

MEXICO

SAND

IEGOC

OUNTY

IMPERIALCOUNTY

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County Overview

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B

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McCABERD

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SALTON SEA

SALTON CITY

SALTON SEA BEACH

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gure 1-2: Existing Land Uses (2008)

mperial County Bicycle Master Planrce: SCAG (2008)

e: 3/31/2011

86

S22

SALTON DR

MARIN

ADR

NILE DR

SANDIEGOCOUNTY


RIVERSIDECOUNTY

MEXICO

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County Overview

A

B

A

0 63 Miles

Existing Land Uses

Single Family Residential

Multi-Family Residential

Other Residential

General Office

Commercial and Services

Facilities

Education

Military Installations

Industrial

Transportation

Mixed Commercial and Ind

Mixed Urban

Open Space and Recreatio

Agriculture

Vacant

Under Construction

Undevelopable

Unknown


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Alta Planning + Design | 2-1

2 Recommended Vision, Goals and ObjectivesThe infrastructure improvements and programs recommended in the County of Imperial Bicycle Master

Plan will be shaped by the vision, goals and objectives developed by County staff, public input, and

existing plans regional policies and visions.

2.1 Vision of the PlanThe following statement summarizes the Countys goal for future bicycle facilities and serves as the

overall vision for developing bicycling facilities in the County:

To encourage and promote cycling in the County through the development of a regional bicycle

facility network that integrates bicycling in the valley as a safe and convenient form of

transportation achieved through engineering, education, enforcement, and encouragement.

2.2 Plan GoalsThe goals of the Bicycle Master Plan Update were developed in coordination with the County of Imperial

General Plan (2008). The Goals provide context to the Plan and help strengthen additional policies that

provide specific guidance for achieving an ideal bicycle environment. The Goals of the Plan are:

Overarching Goal:

The County of Imperial desires to encourage and promote bicycling as a safe and convenient form

of transportation and recreation achieved through engineering, education, enforcement, and

encouragement.

Goal 1.0: Create a complete and comprehensive bicycle network

A comprehensive, rational and equitable bikeway system connecting residential neighborhoods

with parks, schools, civic buildings, and existing and future employment locations based on the

General Plan land use designations.

Objectives 1.1. Provide bicycle access to major employment and retail centers, schools, parks andother destinations.

1.2.Plan, design and construct roadways that include facilities for bicyclists and wherefeasible, Class I multi-use paths for pedestrians, bicyclists, and disabled persons.

1.3. When developing new schools, parks, residential communities, andretail/employment centers, include bicycle facilities that expand the bicycle

network or connect to proposed or existing routes.

1.4.Reduce vehicle fuel consumption and the number of vehicular miles traveled byincreasing non-motorized transportation trips.


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Chapter 2 | Recommended Vision, Goals and Objectives


Goal 1.0: Create a complete and comprehensive bicycle network

1.5. Increase the number of transit facilities with bicycle facilities, which should includebicycle parking, bikeways connecting to bus stops and stations, and installation of

bicycle racks on busses.

1.6.Integrate bicycle facilities as part of the design and construction of new roadwaysand upgrades or resurfacing of existing roadways.

1.7. Establish a bicycle network that offers opportunities for cycling for all ages andabilities.

1.8.Maintain the bikeway network by establishing a regular maintenance program.1.9.Pursue grant-funding programs for implementing the bikeway network.1.10.Assign a staff person or appoint a committee to coordinate and implement and

maintain the bikeway system.

1.11.Cooperatively pursue joint multi-agency funding applications for implementationthat will expand the regional bikeway network.

Goal 2.0: Create a Safe Bicycle Environment

Increased safety of roadways for bicyclists.

Objectives 2.1.Implement projects that improve the safety of bicyclists at key destinations.2.2.Support traffic enforcement activities that increase bicyclists safety.2.3.

Evaluate impacts on bicyclists when designing new or reconfiguring streets.

Goal 3.0: Improve Bicycle Wayfinding

School and commuter bikeways that are easily recognized by signs and accessible from residential

areas through appropriate design.

Objectives 3.1.Develop educational programs that promote the safe and efficient travel of cyclists.3.2.Establish a regular education program that targets schools and adults to inform and

educate about safety techniques, both for cyclists and for vehicles.

3.3.Develop maps and wayfinding signage and striping to assist navigating the regionalbikeways.


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Goal 4.0: Ensure an Enduring Bicycling Culture

County residents that are encouraged to walk or ride a bike for transportation and recreation.

Objective 4.1.Support organized rides or cycling events, including those that may include periodicstreet closures in the unincorporated areas of the County.

Goal 5.0: Improve End of Trip Facilities

Bicycle storage facilities and/or bicycle racks located at parks, schools, civic buildings and at new

retail and employment centers or during renovations of existing retail and employment centers.

Objectives 5.1.Provide bicycle access and bicycle parking at new employment, commercial, andtransit destinations and at existing parks.

5.2.Develop guidelines and/or standards to require bicycle parking with newcommercial, industrial development and all new schools and civic buildings.

2.3 Relationship to Existing Plans and PoliciesPlanning and policy context is important to the successful implementation of this Plan because much of

the support for bicycle-related projects will come from local sales tax, as well as federal and state monies

administered by regional and state agencies.

This Plan is written to be consistent with other state and regional plans and policies including: The

County of Imperial General Plan, state policies and legislation, and other local city plans summarized below.

2.3.1 County of Imperial General Plan 2008The County of Imperial General Plan establishes a broad vision and set of goals supporting and encouraging

the development of bicycle facilities. Once completed, the Bicycle Master Plan will be adopted by the

County Board of Supervisors as a planning document supporting the General Plan. The following goals

and objectives from the General Plan are especially relevant to the Bicycle Master Plan:

A Circulation ElementGoal C-2: Consider all modes of transportation including motor vehicle, rail, transit, air

transportation, and non-motorized transportation.

Objective C-2.2 Encourage a mix of transportation modes to meet community needs, including

access to medical, educational, economic and social service facilities. The local

circulation system should include pedestrian, bicycle and transit methods to

enable residents to choose alternate modes in lieu of reliance on the automobile.


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A Circulation ElementGoal C-3: Develop alternative transportation strategies designed to reduce traffic volumes and

improve traffic flow. This includes providing alternatives to residents such as

pedestrian, bicycle and public transit options.

Objectives C-3.6 Develop and improve bicycle routes and pedestrian walkways. Consider the

needs of bicyclists in the design, construction, and maintenance of all County

roads, with specific attention to those roads established and defined in a

network of key bicycling routes in the most current approved County of

Imperial Bicycle Master Plan. The Bicycle Master Plan is made a part of the

County Circulation Element by reference.

C-3.7 Ensure the safety of the traveling public, including pedestrians and bicyclists.

C-3.8 Attempt to reduce motor vehicle air pollution.

C-3.10 Encourage the incorporation of bicycle facilities, such as bike lockers and

showers at workplaces, and bicycle racks on buses, to better facilitate bicycle

travel.

C-3.11 Maintain the pedestrian and bicycle system, including improving the road

surface and sidewalk, to reduce the safety hazard associated with drainage

grates, manholes, potholes and uneven surfaces.

Goal C-4: The County shall make every effort to develop a circulation system that highlights and

preserves the environmental and scenic amenities of the area.

Objective C-4.1 Establish various systems of scenic recreational travel utilizing multiple

transportation modes.

Goal C-5: Participate in and assist with coordinating regional efforts which integrate the County

Transportation System with the Regional Transportation System.

Objective C-5.2 The County shall provide and/or requires as appropriate the necessary facilities

to obtain balanced use of all travel modes to address the transportation needs

of all ages and to provide mobility for a variety of trip purposes. The County

shall generally recognize the following priorities for new transportation

facilities: vehicular, freight movement, transit, pedestrian, and bicycle.

In addition, the Circulation Element of the General Plan provides specific policies in regards with bicycle

transportation through the Non-Motorized Transportation Program. The Policies associated with this

program are presented as follows:


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B Circulation Element- Non-Motorized Transportation ProgramGoal: Provide an integrated bicycle circulation system which facilities shall provide mobility

and safety to all persons and areas within the County of Imperial

Policies C-1 Class II bikeways (on-street bike lanes) shall be planned into appropriate

Expressways, Prime Arterials, Minor Arterials, and Collectors in accordancewith the most current County of Imperial Bicycle Master Plan.

C-2 The County shall cooperate with other governmental agencies to provide

connection and continuation of bicycle corridors.

C-3 The utilization of land shall integrate the bicycle circulation system with auto,

pedestrian, and transit systems.

C-4 The County shall seek funds at the private, local, state, and federal levels for the

bicycle circulation system.

C Conservation and Open Space ElementGoal O-10: Open space shall be maintained to protect the aesthetic character of the region,

protect natural resources, provide recreational opportunities, and minimize hazards to

human activity.

Objectives O-10.6 Encourage the development and improvement of recreational facilities in

County of Imperial.

O-10.7 Coordinate federal, state, and local agencies for trail-oriented recreational uses.

2.3.2 State Policies and LegislationBicycle Transportation Act

The California Bicycle Transportation Act (1994) is perhaps one of the most important pieces of bicycle-

related legislation and requires all cities and counties to have an adopted bicycle master plan in order to

be eligible to apply for Bicycle Transportation Account (BTA) funding. Appendix A identifies the

requirements for BTA funding and corresponding sections of this Plan that satisfy each requirement.

California Government Code 65302 (Complete Streets)

California Assembly Bill (AB) 1358, also known as the Complete Streets Bill, amended the California

Government Code 65302 to require that all major revisions to a city or countys Circulation Element

include provisions for the accommodation of all roadway users including bicyclists and pedestrians.

Accommodations include bikeways, sidewalks, crosswalks, and curb extensions. The Government Code

65302 reads:

(2) (A) Commencing January 1, 2011, upon any substantive revision of the circulation element, the

legislative body shall modify the circulation element to plan for a balanced, multimodal transportation

network that meets the needs of all users of streets, roads, and highways for safe and convenient travel in

a manner that is suitable to the rural, suburban, or urban context of the general plan.


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(B)For purposes of this paragraph, "users of streets, roads, and highways" means bicyclists, children,

persons with disabilities, motorists, movers of commercial goods, pedestrians, users of public

transportation, and seniors.

Deputy Directive 64 & Traffic Operations Policy Directive 09-06

The California Department of Transportation (Caltrans) adopted two policies in recent years that are

relevant to bicycle planning initiatives such as this Bicycle Master Plan. Similar to AB 1358, Deputy

Directive 64 (DD-64-R1) sets forth that Caltrans address the safety and mobility needs of bicyclists,

pedestrians, and transit users in all projects, regardless of funding.

In a more specific application of complete streets goals, Traffic Operations Policy Directive 09-06

presents bicycle detection requirements. For example, 09-06 requires that new and modified signal

detectors provide bicyclist detection if they are to remain in operation. Further, the standard states that

new and modified bicycle path approaches to signalized intersections provide bicycle detection or a

bicyclist pushbutton if detection is required.

California SB 375 Sustainable Communities (2008)

Senate Bill (SB) 375 is intended to compliment Assembly Bill (AB) 32: The Global Warming Solutions

Act of 2006 and encourage local governments to reduce emissions through improved planning. Under SB

375, the California Air Resources Board (CARB) is required to establish targets for 2020 and 2035 for

each region covered by one of the States 18 metropolitan planning organizations (MPOs). Each of

Californias MPOs will then prepare a sustainable communities strategy (SCS) that demonstrates how

the region will meet its greenhouse gas (GHG) reduction target through integrated land use, housing and

transportation planning. One way to help meet the emissions targets is to increase the bicycle mode

share by substituting bicycle trips for automobile trips. The County of Imperials efforts to encourage

bicycling and other alternative modes of transportation will contribute to the regional attainment ofthese targets.

In addition to these policies, the California Highway Design Manual contains bikeway design standards,

while the California Manual on Uniform Traffic Control Devices (MUTCD) includes specifications for traffic

control devices, signs and pavement markings that must be adhered to in California. The design

recommendations for the bicycle facilities proposed in this Plan adhere to these manuals.

2.3.3 Existing Bicycle Master Plan DocumentsIn order to create a seamless, well connected bikeway network throughout the County, it is vital that the

existing bicycle master plans of incorporated cities within the County of Imperial be considered in the

development of the County of Imperials proposed bikeway network. Currently the cities of Brawley,Calexico, El Centro, Holtville, Imperial, Calipatria, and Westmorland have adopted Bicycle Master Plans

which establish goals, projects, recommendations, and implementation strategies to enhance their

respective local bicycle transportation networks. The recommendations of this Plan refer to and support

relevant goals, projects and programs from each of these documents. Appendix B provides a brief

summary of each of the incorporated citys Bicycle Master Plans, including a map of the recommended

bicycle facilities for each city.


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County of Imperial |Bicycle Master Plan Update

Alta Planning +Design | 3-1

Existing bike path along Aten Road.

3 Existing Conditions3.1 Existing Bicycle FacilitiesThe existing bicycle network in the County of Imperialconsists of 2.0 miles of a Class I bicycle path located

along Aten Road at the southern border of Imperial

Valley College and 8.4 miles of Class II bikeways (bike

lanes) for a total of 10.4 miles.

Figure 3-1 displays the County of Imperials 10.4 miles

of existing bikeways. As shown, bike lanes exist along

Drew Road from State Route 8 to Evan Hewes

Highway, along Ross Road from Drew Road to El

Centros city limits, along La Brucherie Road from

Neckel Road to Worthington Road, and along

Dogwood Road from Black Hills Road to State

Highway 86 on the Westside and from State Highway

86 to Correll Road on the Eastside. The Drew Road, La Brucherie Road and Ross Road facilities are one-

way couplets. There is a railroad crossing traversing Drew Road about 300 feet south of the intersection

with Evan Hewes Highway. Average Daily Traffic (ADT) volumes along these routes are low, varying

between 700 and 8,700 vehicles per day.

The existing bicycle path located along Aten Road between Dogwood Road and State Highway 111 is a

non-conforming bike path. Generally the pavement is in poor condition and pavement markings are

barely visible throughout the path extents. The 2003 Bicycle Master Plan Update proposesimprovements to this path, including widening the existing pathway to a standard Class I bike path and

extending its limits to State Route 86, for a total length of 3.8 miles.

Among the incorporated cities within the County of Imperial, the cities of El Centro, Imperial and

Brawley have existing bicycle networks. The City of El Centro bicycle network includes about 1.4 miles

of Class I (bike path), 0.75 miles of Class II (bike lanes), and 39.5 miles of Class III (bicycle routes). The

City of Imperials existing bicycle network consists of 0.75 miles of Class I, known as The Imperial

College Bike Path, 1 mile of Class II and 0.5 miles of Class III facilities along Aten Road. The City of

Brawleys existing bicycle facilities include 1.7 miles of Class I, 2.55 miles of Class II, and 0.25 miles of

Class III bicycle facilities.


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ounty of Imperial Bicycle Master Plan Updaterce: County of Imperial (2011)

e: 3/31/2011

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County Overview

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3.2 Opportunities and ConstraintsThis section outlines opportunities and constraints for bicycle connectivity within the County of

Imperials existing transportation network as documented during field reviews and identified through

review of existing conditions data.Figure 3-2depicts specific opportunities and constraints, which arealso discussed in the subsequent sections.

3.1.1 OpportunitiesThe County of Imperial is predominantly an agricultural

community consisting of flat terrain. Dry conditions exist

throughout the year, and temperatures range from 30

degrees in January to over 110 degrees in July. From October

to May, daytime temperatures are generally mild. The flat

topography in addition to the moderate weather for much of

the year makes for an ideal cycling environment.

Economically, the region is situated adjacent to the

manufacturing-oriented Mexican border and serves as a

port of entry and a major area for commercial transport. As

a result, many employees commute by bicycle over the

border because bicycling offers the most feasible, affordable,

and efficient mode of transportation for crossing. Therefore, there is a growing demand for bicycle racks,

lockers, and bicycle lanes in the border cities.

The arterial roadways that connect the region provide an ideal opportunity for a long distance network.

Residents have expressed a growing interest in developing long distance facilities for recreational riding. 7

An example of this can be seen along Ross Road and Drew Road directly east of El Centro and south ofthe Naval Air Station at Seeley. These roadways currently offer 6.9 miles of bicycle facilities.

Recreational Opportunities

The Colorado River, offering a wide variety of recreational

activities, is easily accessible via Interstates 8 or 10.

Similarly, at the northwest corner of the County of Imperial

lies California's largest inland body of water, the Salton Sea.

With fifteen miles of shoreline, this popular destination is

known for its camping, fishing, duck hunting, and wildlife

preserves.The County of Imperials numerous parks offer various

recreational opportunities for sports, swimming, equestrian

training, picnicking, camping, fishing, and wildlife

7April 17th, 2002 public workshop conducted for the City of Calexico Bicycle Master Plan development.

Cole Road, East of Calexico.

Sunbeam Lake Park.

Source: County of Imperial Bicycle Master PlanUpdate, 2003


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Chapter 3 | Existing Conditions

3-4 | Alta Planning + Desing

appreciation. Sunbeam Lake, in particular, offers boating and a BMX facility for mountain biking and

stunt riding. Moreover, there are several state facilities in the surrounding areas that offer rural natural

preserve areas for local wildlife.

Regional Connectivity

The current 2003 Bicycle Master Plan recommends

implementation of a 252-mile system of bicycle lanes, routes,

and pathways that link schools, shopping, employment centers,

and existing and planned residential developments. Providing

designated routes for cycling not only strengthens the network

but also serves as recognition of a growing cycling community

by increasing motorist awareness of bicyclists and the legal

requirement to share the roadway with bicyclists.

The City of El Centro plays a significant role in the development

of the regional network, as it is the largest city in the valley. The 2002 El Centro Master Bicycle Planrecommends the implementation of 24 miles of bicycle facilities that will connect with the County

regional network and the City of Imperial proposed network. The development of an extensive bikeway

network within El Centro sets the stage for improved bikeway connectivity throughout the region.

Multi-Modal Connections

Census data indicates that approximately 0.7 percent of the

County of Imperial residents use public transit for commute

purposes.8 Imperial Valley Transit (IVT) is the public transit

agency that operates within the County. Appendix C shows

the existing IVT routes that serve the County of Imperial.Bike racks on buses have become an important tool for

improving multi-modal connections. Imperial Valley Transit has

had bike racks on all buses since 2000, and IVT records show

that annual bicycle ridership almost doubled (between 2005 and

2008) from 4,371 to 8,496 bicyclists9. A new transit center

recently opened at the Imperial Valley College, which presents a great opportunity for increased multi-

modal trip linking via bicycle and public transit.

The City of El Centro is planning for a new Transit Center at the corner of State Street and 7th Street

that will have bicycle support facilities such as bicycle racks, lockers, snack machines, and restrooms.

Additionally, new transit centers are being planned for the cities of Brawley, Calexico and Imperial.These transit center improvements and bicycle support facilities will offer bicyclists an opportunity to

8 American Community Survey, United States Census, 2005-2009.9 City of El Centro Bicycle Master Plan, October 2009.

All Imperial Valley Transit buses areequipped with bicycle racks.

Source:SoCal METRO

Highland Canal.


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Imperial County offers many miles of flatroadways with low traffic ideal for long

recreational rides.

While the hot summer months pose aformidable challenge to bicycling for mostresidents, there is considerable potentialfor bicycling during the rest of the year,

when the climate is ideally suited foroutdoor activity.

live in one area of the County or City and make multi-modal trips via bicycle and public transit to get to

work or school in other parts of the County.

Bicycle Activity

The County of Imperial provides many opportunities for avid

cyclists who enjoy longer rides, with limited cross traffic,

low traffic volumes, and wide expanses of open land. The

Imperial Valley Velo Club (IVVC) is a group of local cycling

enthusiasts that promote recreational cycling in the region

by organizing weekly group rides for all levels. IVVC

organizes and stages the Annual Imperial Classic, a criterium

race that is part of the Southern California Cup racing series.

Through these organized rides and races, the IVVC helps to

create local awareness of bicycling activities. Continued and

expanded encouragement for bicycling along with the

development of a well-connected bicycle network willrepresent an increase in bicycling rates and bicyclists will be

better accommodated.

3.2.1 ConstraintsThe County of Imperial currently has limited bicycling

facilities, which provides plenty of opportunities to expand

and improve the existing bicycle network, particularly with

regards to the border region. However, with this potential

there are also impediments to bicycling that require

consideration.

Climate

The County of Imperial experiences summer temperatures

well over 100 degrees, which can make it challenging to

bicycle during much of the day at this time of the year.

However, from October to May, the climate throughout the

County is relatively mild and is well-suited to bicycling.

During the winter months, the County of Imperial averages

eight hours of sunshine per day, which is more than any

other location in the United States.


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System Gaps

The County of Imperial currently lacks an extensive bicycle network. Therefore, the Bicycle Master Plan

Update serves as a blueprint to develop and implement the necessary system and infrastructure to

support bicycling as a viable mode of transportation. Due to the rural nature of the region and the high

number of individuals crossing the border and bicycling to their destinations, it is important to developsafe bicycling connections between communities, particularly from Calexico to surrounding cities.

Similarly, strengthening bicycle connections to educational facilities utilizing Safe Routes to School

program funding is also a priority to encourage ridership amongst younger populations.

Roadway Barriers

Although truck routes, collectors and agricultural roads are utilized by experienced riders, they can

present barriers to more novice riders. Truck routes, serving trucks traveling at high speeds, are

undesirable to the majority of bicyclists. Collector roads with lower traffic volumes are a feasible

alternative to arterial truck routes, but because they bridge long distances between cities, bicycling for

transportation is not in high demand on these roadways. Finally, riders may choose agricultural roadsdue to low traffic volumes; however, they must be aware of the hazards of large agricultural equipment.

With no bicycle infrastructure improvements, these roadway types will remain unattractive to all but

the hardiest riders.

Bicycling Culture

The County of Imperial lacks comprehensive bicycle-related programs and policies to support a strong

bicycle culture. Despite this obstacle, there is growing community support for more bicycle-oriented

communities as gas prices and public transit fees rise. In addition, creating bicycle-friendly communities

is one of the most effective ways to encourage active lifestyles, which ideally could result in a reduction of

health-related problems in the County of Imperial, such as obesity and other chronic diseases. Buildingoff this framework requires institutionalizing and supporting bicycling at an administrative level

through improvements to bicycle policies, programs, and facilities, which are critical components to

becoming a bicycle-friendly region.

Low-Density Development Patterns

Fairly low density developments prevail throughout the County of Imperial, especially in the

unincorporated parts of the County. From a transportation perspective, low-density development

translates to longer trip distances, which makes it more challenging to complete utilitarian trips by

bicycle. The incorporated cities within the County of Imperial have higher population densities and

more mixed use developments than the unincorporated county, both of which are contributing factorstowards creating a more bicycle-oriented community. As such, the County of Imperial may opt to

prioritize bikeway facilities in close proximity to incorporated cities as they will likely provide greater

utility to County residents. Over time, the County could also overcome this constraint by pursuing

higher density, mixed-use developments in unincorporated parts of the County, as this development

strategy would contribute towards making bicycling a more viable transportation option.


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3.3 Transportation NetworkThe County of Imperials topography and climate provide many

opportunities for bicycling activities. The majority of County roads

offer miles of relatively level terrain, limited cross traffic, low traffic

volumes, and wide expanses of open land that are ideal forrecreational bicycling.

The existing roadway network follows a relatively straight grid

pattern, which enhances the connectivity and accessibility across the

County. The network is comprised of three major types of roadways:

State Routes (SR-86, SR-111, SR-78, and SR-115): These directroutes serve as major connections and are utilized by

experienced cyclists who are comfortable with riding alongside

high-speed motor vehicle traffic.

County Roads: With lower traffic volumes and wide shoulders,county roads are ideal and frequently used for long distance

bicycling.

Roadways designed for agricultural equipment: Typically pavedat approximately 22-24 feet wide, these roads are primarily used

for one-way equipment traffic. Cyclists may choose these routes

due to low traffic volumes; however, they must be aware of the

hazards of large agricultural equipment.

Major arterials which can accommodate future bicycle traffic include:

Extending north - south

SR-111, starting at the Mexican border and connecting the citiesof Calexico through Calipatria with the northeast Salton Sea.

Old Route 111, running parallel to SR-111, it connects the cities ofEl Centro and Brawley.

SR-86, connecting to SR-111 near Calexico and again in Brawley,it continues along the west side of Salton Sea connecting to the

City of Westmorland.

SR-115, connecting Holtville with Imperial Valley and SR-78.Extending east - west

SR-78 connecting the off-road recreational vehicle area, throughBorrego Springs into San Diego County.

SR-98, connecting I-8 and crossing through the Calexico borderis a major east-west corridor

County Highway S28.

State Route 111.

State Route 98 in Calexico.


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Roadway Characteristics

Figures 3-3 and 3-4 display the characteristics of the

County of Imperials roadway system, including roadway

classifications, speed limits and traffic volumes. In general,

most cyclists are comfortable riding in the road on low-volume, low-speed neighborhood streets without any

special bicycle facilities. On major roadways with heavier

traffic and higher motor vehicle speeds, cyclists and

motorists are generally more comfortable with separate

bicycle facilities. National bicycle design guidelines

recommend facilities to separate bicycle and motor vehicle

traffic as motor vehicle volumes exceed 3,000 vehicles per

day and traffic speeds exceed 25 mph.10 Multi-lane roads are

typically more dangerous for all users because of the

increased traffic volume, the potential for higher speeds, and

the greater amount of conflict locations due to turning

vehicles.

10 AASHTO Guide for the Development of Bicycle Facilities, 1999

Norris Road at Highline Canal.

Aten Road.

Anza Road at Ferrell Road.


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McCABERD

EVAN HEWESHWY

HEBERAV

HUNTRD

IMPERIALHWY

8

98

S29 S30

115

98

7

111

S33

S28

86

78

S33

S26

S27

111

78 86

S30

S30

115

VANDERLINDENRD

CONNELLYRD

OGIERRD

EVAN HEWESHWY

BONDSCORNERRD

BOWKERRD

BENNETTRD

HUFFRD

WILLSRD

SHANKRD

DUNAWAYR

D

SEELEY

IMPERIAL

EL CENTRO

HEBER

CALEXICO

HOLTVILLE

BRAWLEY

WESTMORLAND

OCOTILLO

CALIPATRIA

EVAN

HEWE

SHWY

MEXICALI

SALTON SEA

SALTON CITY

SALTON SEA BEACH

DESERT SHORES

gure 3-3: Existing Conditions - Average Daily Traffic

ounty of Imperial Bicycle Master Plan Updateurce: County of Imperial (2011)e: 5/23/11

86

S22

SALTON DR

MARIN

ADR

NILE DR

SANDIEGOCOUNTY


A

0 63 Miles

Average Daily Traffic Volum

< 1,000

1,001 - 3,000

3,001 - 10,000

10,001 - 20,000

>20,000




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McCABERD

EVAN HEWESHWY

HEBERAV

HUNTRD

IMPERIALHWY

8

98

S29 S30

115

98

7

111

S33

S28

86

78

S33

S26

S27

111

78 86

S30

S30

115

VANDERLINDENRD

CONNELLYRD

OGIERRD

EVAN HEWESHWY

BONDSCORNERRD

BOWKERRD

BENNETTRD

HUFFRD

WILLSRD

SHANKRD

DUNAWAYR

D

SEELEY

IMPERIAL

EL CENTRO

HEBER

CALEXICO

HOLTVILLE

BRAWLEY

WESTMORLAND

OCOTILLO

CALIPATRIA

EVAN

HEWE

SHWY

MEXICALI

SALTON SEA



SALTON CITY

SALTON SEA BEACH

DESERT SHORES

gure 3-4: Existing Conditions - Roadway Speed Limits

ounty of Imperial Bicycle Master Plan Updateurce: County of Imperial General Plan (2008)e: 5/23/11

86

S22

SALTON DR

MARIN

ADR

NILE DR

SANDIEGOCOUNTY


A

0 63 Miles

Posted Speed Limits

Up to 25 MPH (Local, Industrial)

Up to 30 MPH (Local, Minor Collect

55 MPH (Minor Arterial, Major Colle

65 MPH (Highway, Major Arterial)


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4 Needs AnalysisThe County of Imperials bicycling needs are diverse, and depend on ones level of experience, confidence,

age, trip type and many other factors. This section presents an estimate of current and potential bicycling

demand in the County based on bicycle commute and other statistics. Population characteristics and

land uses associated with higher rates of bicycling activity are described. Estimates of current bicycle

ridership provide an indication of current network usage and establish a baseline against which to

measure progress. The section discusses trip attractors and generators to identify where residents are

likely to bicycle to and from. The needs analysis concludes with a summary of community input gathered

from an online survey and public workshops.

4.1 Bicycle Commuter EstimatesUnited States Census Commuting to Work data provide an indication of existing bicycle system usage.

A major objective of any bicycle facility enhancement or encouragement program is to increase thebicycle mode split or percentage of people who choose to bike rather than drive alone. Table 4-1

presents commute to work data est

Imperial County BMP Final Draft

Documents

Transcript of Imperial County BMP Final Draft