COUNCIL AGENDA - CITY OF BURBANK
TUESDAY, DECEMBER 6, 2005
4:30 P.M.
CITY COUNCIL CHAMBER – 275 EAST OLIVE AVENUE

ITEM 7. BEACHWOOD BIKEWAY ALIGNMENT CHANGE AND BICYCLE MASTER PLAN UPDATE:

On January 25, 2005, the Council directed staff (item 10) to accept a California Department of Transportation (Caltrans) Bicycle Transportation Account grant in the amount of $295,000 with a local match of $29,500 to construct an Enhanced Class III Bikeway along Mariposa Street and Beachwood Drive between Chandler Boulevard and Riverside Drive. In working on a final design for the route, it has been determined that two planned arterial crossings at Beachwood Drive and Olive Avenue, and Beachwood Drive and Verdugo Avenue will be infeasible because the traffic signals needed to facilitate bicycle crossings will introduce an unacceptable delay in the progression of vehicles on Olive Avenue. In consultation with Public Works Traffic Engineering Division staff, an alternative routing has been determined for the bikeway that will enable bicyclists to cross these streets at the existing traffic signal at Sparks Street rather than along Beachwood Drive.

Staff proposes to alter the alignment of the bikeway to use Sparks Street between Chandler Boulevard and Oak Street, Oak Street between Sparks Street and Beachwood Drive, and Beachwood Drive between Oak Street and Riverside Drive. This alignment will still provide a direct connection between the Chandler Bikeway and Riverside Drive geared towards novice cyclists, and will implement a north-south bicycle connection as an alternative to busy arterial streets. It will also permit connection to the Los Angeles (LA) River Bikeway via the Riverside Drive bike lanes, and will accommodate a planned direct connection to the LA River via a future bicycle bridge over the river in the vicinity of Beachwood Drive. Staff has received approval from Caltrans to make this alignment change, and must now enter into an amended agreement with Caltrans to change the project alignment. In addition to approval of this alignment change, staff has included an overall status update of implementation of the City’s Bicycle Master Plan including recent new facilities, pending grant applications and upcoming bicycle projects.

Recommendation: Adoption of proposed resolution entitled:A RESOLUTION OF THE COUNCIL OF THE CITY OF BURBANK APPROVING THE AMENDMENT TO THE CALIFORNIA DEPARTMENT OF TRANSPORTATION AGREEMENT FOR THE BEACHWOOD ENHANCED CLASS III BIKEWAY.

Council Agenda - City of Burbank
Tuesday, December 6, 2005
Agenda Item - 7
City Of Burbank – Community Development Department

MEMORANDUM

DATE: December 6, 2005
TO: Mary J. Alvord, City Manager
FROM:Susan M. Georgino, Community Development Director via Greg Herrmann, Assistant Community Development Director/City Planner by David L. Kriske, Senior Planner

SUBJECT: Beachwood Bikeway Alignment Change and Bicycle Master Plan Update

PURPOSE:

Staff requests that the City Council adopt the proposed resolution authorizing an alignment change of the Beachwood Enhanced Class III Bikeway Project and direct staff to enter into an amended Caltrans Agreement to continue to be eligible for a previously-awarded Caltrans Bicycle Transportation Account Grant in the amount of $265,500, with a local match requirement of $29,500 for construction of the project. This report also outlines implementation status of a number of additional bicycle projects outlined in the Bicycle Master Plan.

BACKGROUND:

On January 25, 2005, City Council directed staff to accept a Caltrans Bicycle Transportation Account grant in the amount of $295,000 with a local match of $29,500 to construct an Enhanced Class III Bikeway along Mariposa Street and Beachwood Drive between Chandler Boulevard and Riverside Drive. The purpose of this route is to connect the Chandler Bikeway with the Riverside Drive Bike Lanes, providing a bicycle-friendly north-south connection through the City along residential streets that would cater to the more novice bicyclist who may be uncomfortable bicycling on arterial streets. This route will also serve as a critical gap closure in the regional bicycle network, as it will connect the Los Angeles River Bike Path with the Chandler and Orange Line Bikeways via Riverside Drive. This connection will become even more important when the City of Los Angeles extends the LA River path north of its current terminus at Victory Blvd and the City of Burbank considers a bicycle-pedestrian connection across the River near the terminus of the Beachwood Bikeway to meet this extension.

A critical component of the Beachwood Bikeway is to facilitate bicycle travel across the various arterial streets that it crosses. The current design calls for new traffic signals with bicycle detection at three intersections: Beachwood Drive / Olive Avenue, Beachwood Drive / Verdugo Avenue, and Beachwood Drive / Alameda Avenue. A major design consideration in installing these traffic control devices is that delay on the intersecting arterial street be minimized. During initial development of the project, Planning and Transportation staff, in consultation with Public Works Traffic Division staff considered the possible delay at these intersections upon installation of traffic signals and determined that delay could be minimized with effective signal design. However, as final design work on the project has begun, it has been determined that the delay introduced by adding signals at Beachwood / Olive and Beachwood / Verdugo, particularly in close proximity to the existing signal at Olive / Verdugo will be unacceptable to the vehicle progression along Olive Avenue. Therefore, upon further discussion, staff from both departments feels that a project alignment change is necessary to implement the project while keeping affects to vehicle traffic at a minimum.

DISCUSSION:

Staff is proposing a change in the bikeway alignment to provide arterial crossings that accommodate bicyclists while still providing adequate vehicle progression on the cross-streets. The proposed alignment would follow Sparks Street from Chandler Boulevard to Oak Street, Oak Street from Sparks Street to Beachwood Drive, and Beachwood Drive from Sparks Street to Riverside Drive. The attached Exhibit A illustrates this proposed new alignment in relation to the currently approved route. This alignment has the advantage of crossing both Olive Avenue and Verdugo Avenue at a single intersection with Sparks, rather than at the two closely-spaced intersections at Beachwood. This intersection is currently signalized, and the signal timing and detection will be adjusted to accommodate bicycles. Because the route would be relocated from Beachwood Drive and Mariposa Street to Sparks Street along this northern segment, a traffic signal will need to be installed at Magnolia Boulevard and Sparks Street to facilitate bicycle crossings (rather than using the existing signal at Mariposa and Magnolia). Also, because the route will intercept the Chandler Bike Path where currently no street crossing exists, the route terminus will need to be designed to allow bicycles to transition from the bike path to the new bikeway, crossing Chandler at the Sparks/Chandler intersection. The route below Oak Street would remain unchanged, and a new signal at Beachwood Drive / Alameda Avenue would be installed to accommodate bicycles at this intersection. Finally, the existing signalized intersection at Beachwood Drive and Riverside Drive would be used at the route’s terminus.

This new alignment retains many of the existing positive features of the original alignment, while allowing for a more efficient crossing of Olive and Verdugo. It still provides a direct connection between Chandler Boulevard and Riverside Drive to provide a high-class, bicycle-friendly north-south route. The route makes one small “jog” at Oak Street between Sparks and Beachwood, and in fact is a more direct route that the original alignment. It avoids using Mariposa Street, which is a slightly busier collector street, and instead uses Sparks and Beachwood; both of which are quieter local streets. The route provides access across all major arterials utilizing signalized intersections (existing and new signals) and introduces virtually no additional delay at Olive and Verdugo other than to provide a slightly longer green time on Sparks Street if a bicycle is detected. Finally, because of the route’s use of two streets (with a jog at Oak Street) and the fact that Sparks does not allow vehicular through traffic at Chandler, the route will minimize vehicle cut-through traffic onto these local streets with the introduction of new signals at Alameda and Magnolia because the breaks in the alignment (at Chandler and at Oak) will prevent vehicles using a single street as a through street. Also, use of signal timing at the new signals will discourage through vehicle movements if no bicycle is present.

This new alignment was not initially considered during the initial feasibility process because it did not intersect Chandler at its current terminus at Mariposa. This would have allowed the Beachwood Bikeway to intersect with other potential Class III routes connecting Chandler to Downtown and the Lake Street neighborhoods to the south. Also, staff had not originally considered connecting any new route to the Chandler path at a location without an existing street crossing. However, Traffic Engineering Division staff feels that intersection treatments can be designed to allow bicyclists to access the new bikeway from the Chandler Bikeway at Sparks.

Caltrans Bicycle Transportation Account staff has approved the alignment change and requires the City execute an amendment to the Local Agency – State Agreement that was executed in January 2005 to receive grant funds for the project (attached as Exhibit B). If Council approves this alignment change, Staff will execute this amendment with Caltrans and resume design work in anticipation of a construction start in Spring 2006.

TRANSPORTATION COMMISSION:

Staff presented the proposed change in alignment to the Transportation Commission at their regular meeting of October 17, 2005, where they expressed support of the new route as a safer and more direct alternative than what was originally proposed.

ANALYSIS:

The proposed alignment change for the Beachwood Bikeway Project is needed to accommodate arterial crossings of two major streets without introducing unacceptable delay for vehicles on the cross streets. The new alignment was chosen so as to take advantage of the existing traffic signal at Olive Avenue and Verdugo Avenue so as to not introduce additional signalized intersections in close proximity to this existing signal. This route change accomplishes this while also preserving many of the goals of the original project, which are to provide a direct, bicycle-friendly north-south connection between the Chandler Bikeway and Riverside Drive, with continuing connection to the LA River Bike Path. It is intended to cater to novice cyclists who are comfortable on bicycle paths and low-volume residential streets but not on busier arterial streets. The new alignment also minimizes the potential for cut-through traffic into residential neighborhoods by staggering the route across two streets and utilizing existing signalized intersections and using a “mid-crossing” location at Chandler to act as a further barrier to through traffic. The project has been accepted by Caltrans as meeting the original goals of the grant application

FISCAL IMPACT:

The current grant provides $265,500 and requires a local match of $29,500 for a total of $295,000. The new alignment reduces the number of traffic signals needed from three to two, but adds additional cost for treatments to the intersection of Sparks Street and the Chandler Bikeway. It is expected that the overall project cost will remain the same. The total project cost will be fronted by Fund 127 Development Impact Fees and reimbursed by the grant. The local match will be paid for by State Transportation Development Act (TDA) funds already allocated by Council for this project.

BICYCLE MASTER PLAN UPDATE:

In addition to the Beachwood Bikeway project, a number of other bicycle projects have either been recently completed, are under construction, or are pending grant application approval to implement the Bicycle Master Plan adopted by City Council in December 2003. Below is a brief summary of staff’s ongoing efforts. Exhibit C to this staff report is a map that illustrates the implementation status of various bicycle routes.

Third Street Bikeway

The first project to be completed under the Plan, the Third Street Bikeway installed bicycle lanes on Third Street between Burbank Boulevard and Verdugo Avenue. This was accomplished as part of the Third Street reconstruction and involved modifying striping and removing a travel lane in some locations to accommodate the bike lanes. This project was funded by Transportation Impact Fees. Staff is developing cost estimates to extend the lanes north to McCambridge Park (Amherst Drive and Third Street) to complete the route, which will most likely require pavement rehabilitation. This project will be brought back to Council for approval at a future date.

Safe Routes to School Class III Bikeway Project

This project is currently under construction, and will add 11 miles of Class III bicycle routes along various streets connecting many of the City’s Elementary schools. This project includes route and directional signage, storm drain grate replacement, and signal modifications at a number of intersections throughout the City to detect bicycles. This project was funded through a Safe Routes to School Grant, with a local match funded by the City’s TDA funds allocation.

Chandler Extension

Staff continues to work on one of the more important proposed bicycle connections outlined in the Bicycle Master Plan. The Chandler Extension would extend the Chandler Bikeway from its current terminus at Mariposa to the Downtown Burbank Metrolink Station along the northern edge of the active freight spur between Mariposa Street and the Burbank Western Channel and then south along the channel to the Station. This project would be built as a “rail-with-trail” project, as the bikeway would be located approximately 9 feet from the rail centerline of this active spur. Union Pacific, who currently operates on the spur and owns portions of the right-of-way, is currently not in support of the project because of the proposed distance from centerline and the need to cross the tracks (either at grade or via an underpass). Staff is currently working with Union Pacific staff to determine if mitigations or changes in the project can be developed to address their concerns. If headway can be made with Union Pacific, staff will embark on more detailed design work to determine project feasibility and cost.

Verdugo Avenue Bikeway

One of the projects identified in the Master Plan calls for the study of installing a Class II Bikeway along Verdugo Avenue Between South Victory Boulevard and the western City Limit. This project would reduce travel lanes from two lanes in each direction to one, with a center turn lane, right turn lanes, and bicycle lanes. Engineering studies show that this configuration change, sometimes coined a “road diet”, has the potential to improve operations on streets with moderate Average Daily Traffic (ADT) volumes by providing a refuge for left-turning vehicles, and can also slow speeds and make vehicle progression on the street more uniform. A change to this configuration would also facilitate the addition of a left turn lane at the intersection of Pass Avenue and Verdugo, and would match the alignment of Verdugo in the City of Los Angeles (as Camarillo Street). Staff would like to explore the feasibility of implementing this improvement, particularly with respect to the intersections of Verdugo with Buena Vista Street and Hollywood Way.

Other Downtown Bikeways

Staff is considering implementing additional bicycle lane mileage on streets in the Downtown that will improve bicycle circulation. As part of a planned signal installation at Third Street and Verdugo, Public Works Traffic Division staff will consider a “road diet” project along Verdugo between Glenoaks and First Street, adding bicycle lanes and a center-turn lane along the street. Verdugo Avenue along this segment experiences fairly low ADTs and will be able to support these striping modifications. This route is important to the bicycle system in that it provides a connection between Downtown and the Metrolink Station via a short Class III connection along Front Street. Finally, there are plans to stripe bike lanes on Orange Grove Avenue (between Kenneth Road and Third Street) to connect the hillside area with Downtown.

Bicycle Parking

One critical component of an effective bicycle system is the availability of bicycle parking facilities. Staff has plans to install additional bicycle parking in a number of areas throughout the city. The City currently has eight bicycle lockers available for rent at the Downtown Burbank Metrolink Station to be used by Metrolink commuters who either begin or end their weekday commute via bicycle. Early next year, bicycle racks will be installed along Magnolia Boulevard in various locations between Buena Vista Street and Pass Avenue. Staff is currently looking at locations to place racks in the Downtown in selected locations along San Fernando Boulevard. Also, the South San Fernando and Burbank Boulevard Streetscape projects both include the installation of bicycle racks.

Pending Grant Projects and Studies

In addition to the projects described above, staff is currently applying for, or awaiting decision on, a number of grants to implement other bicycle projects. These projects include: extending the Main Street bicycle lanes north to Verdugo, installing bicycle lanes on Hollywood Way north of Pacific Avenue including modifications to the underpass at Vanowen Street, and installing bicycle lanes on Victory Boulevard between the western City Limit and Burbank Boulevard with the potential to extend lanes over the Burbank Boulevard Bridge to Third Street. Finally, as part of the Interstate 5 / Empire Avenue Interchange Project, staff is working to ensure new street designs for Victory Place can accommodate either bicycle lanes or a dedicated path along the street to potentially become part of the proposed San Fernando Bikeway between a planned bikeway in Los Angeles and the Downtown Burbank Station.

Bicycle Recognition

Efforts at expanding Burbank’s bicycle network were recently recognized by the Los Angeles County Bicycle Coalition. In October, the Coalition announced that the City of Burbank has been named the Most Bikeable City in Los Angeles County for 2005. With this recognition, Burbank joins with Pasadena and West Hollywood as cities that are committed to planning and implementing projects that better accommodate bicycle travel.

RECOMMENDATION:

Staff recommends that City Council adopt the proposed resolution approving the Beachwood Bikeway alignment change and direct staff to enter into an amended agreement with Caltrans modifying the grant project description.


Exhibits
Exhibit A: Alignment Change Map
Exhibit B: Exhibit A to Caltrans “Local Agreement – State Agreement” for the Beachwood Enhanced Class III Bicycle Transportation Account Project
Exhibit C: Bicycle Master Plan Implementation Status Map

Weekend, September 16-17, 2006
FRONT PAGE STORY
Residents Object to Bike Path

Proposed path would connect Chandler Bikeway with L.A. River bike path and could lead to increased traffic and crime, neighbors fear. By Chris Wiebe

CHANDLER PARK — Residents on Sparks Street in Burbank are bemoaning a proposed bike route that would utilize their street to connect the Chandler Bikeway to the bike route along the Los Angeles River.

The route would run along Sparks before cutting across to Beachwood Drive via Alameda Avenue on its way to the river wash near Riverside Drive, Assistant Community Development Director Greg Herrmann said. The bike path would share the roadway with motorists — as opposed to being cordoned off completely — and would be designated by a painted line.

But Sparks residents complain that the route would bring more activity to the neighborhood, increasing traffic and creating parking problems.

"My biggest concern about it is that we're connecting a Burbank bike path with an L.A. bike path," Raymond Ferrante said. "There are 100,000 people in Burbank, but there's 3.5 million people in Los Angeles. So that says that there will be about 35 L.A. bikers to every one Burbank biker coming through my neighborhood. My concern is why are we inviting all these people from another town to come through my neighborhood."

Ferrante would prefer to see a route that took bicyclers through the downtown area, which could even result in passers-by spending money at Burbank businesses.

Representatives from the city's Community Development Department have met twice with Sparks residents to listen to concerns.

"We did get a lot of comments, the majority of which were negative," Community Development Director Sue Georgino said.

Some residents worried that attracting more people to the neighborhood would result in higher crime rates, Herrmann said.

"The residents objected to this as something that would bring people into the neighborhood that they didn't potentially trust," he said.

But the opening of the bikeway along Chandler Boulevard has not brought increased crime to that area, Burbank Police Chief Thomas Hoefel said.

"To my knowledge we have had no additional crime reports along Chandler Bikeway," he said. "It is a very safe place."

Still, statistics about whether crime rates increase in an area with a new bike route should be considered to address residents' concerns, Councilman Jef Vander Borght said.

"The level of traffic that is anticipated would be absolutely, absolutely minuscule," he said. "Having said that, we need all the facts to make a decision, specifically the concerns that have been expressed about the heightened increase in crime as a result of the Chandler bike path. I would very much like to know that because, indeed, if it does happen we need to take swift action to correct this. On the other hand, if it's a perception and not a reality we need to convey that message to the public."

Since some of the funding for the Sparks bike path is derived from a Caltrans grant allocated for that specific route, the city must be mindful of Caltrans' requirements, Herrmann said.

"We have to follow the direction of Caltrans, who oversees this grant money and, if we can, if they will allow us to move the money to a different route we will look at a number of different routes," he said.

Though the City Council has ultimate say about where a potential route would be located, if Caltrans were to prohibit the city from using the grant for a route other than Sparks, the funds might not be reallocated to Burbank, he said.

Wednesday, September 20, 2006
OPINION
COMMUNITY COMMENTARY:
Opposition to bike path is paranoia

By Darek and Ana Przebieda

My wife and I read your article about the proposed bike path in amazement ("Residents object to bike path," Saturday). It seems that our Burbank microcosm reflects a larger alarming trend in today's America, which is an unsubstantiated paranoia.

The concerns of increased traffic and potential increase in crime seem to have no basis. This is further supported by a comment made by our Chief of Police Thomas Hoefel.

The worries about bicycle traffic pale in comparison to the problems at our infamous Golden State (5) Freeway intersection of Victory and Burbank boulevards, which were compounded by the development of the Empire Center.

As far as the crime, maybe the residents on Sparks Street are worried by potential wheelie-by shootings.

In our opinion, the Chandler bike path has been one of the greatest additions to the city of Burbank in recent years. We both commute on bikes to our jobs, and we use the path daily. It has made our commute not only safer, but more pleasant. In fact, we bike through Burbank very often to do our errands, to see our family on the other side of town or just for the health of it. We feel that this way we do contribute to lessening of pollution and traffic in Burbank.

The Chandler path has become a favorite family place, and one has to be blind not to see all the parents with their kids enjoying the safe and clean place to hang out. During the past year of biking on the path I have never encountered a suspicious activity.

It also seems ridiculous to extrapolate the number of bicyclists potentially coming through Burbank based on the statistics of population. Sparks Street resident Raymond Ferrant, quoted in the story, has done his math right but only in proportion, not in statistical probability. Only avid riders (hardly criminal element) would bother to come from Los Angeles to Burbank, so this number is most likely vastly exaggerated.

His other comment of inviting people from another town to his neighborhood seems rather un-American and isolationist. That's exactly how the gangs start. Mine vs. yours neighborhood. Next time Ferrante leaves the Burbank city limits he should ask himself a question if he is invited to wherever he is going.

In conclusion, we support the City Council in the decision to extend the bike path as a way to promote healthier community and healthier minds and bodies.

Maybe those opposed to the project should get out more often and enjoy a bike ride, which may help in clearing the minds to make a sound and reasonable decision.

It'd be a shame to lose that Caltrans money.

What's next? Road blocks in Burbank and security checks near speed bumps for cyclists? After all, they do look suspicious with those helmets.

DAREK AND ANA PRZEBIEDA are Burbank residents.

Wednesday, September 20, 2006
MAILBAG

Path a great idea, but share it with walkers

I think the new bike path to connect Chandler Boulevard with the Los Angeles River would be a great addition ("Residents object to bike path," Saturday). This would be a choice bike path for riders. But it would be nice if it could run as a dedicated bike and walkway along a major street like Hollywood Way or Buena Vista.

The Chandler path brings out a lot of people and bike riders and is a wonderful path that extends into North Hollywood and connects to the Red/Orange line station.

I have seen one group of people gather with their telescopes now and then along the bike path. I would say that if you are going to connect Chandler bike path with the Los Angles River it should be as nice as the Chandler Path and not just some lines and a few signs on a side street.

MIKE HOBLINSKI, Burbank

It's a bike path, not an invitation to gangs

Regarding "Residents object to bike path," Saturday: "We're connecting a Burbank bike path to an L.A. bike path?" Gasp! "My concern is why are we inviting all these people from another town to come through my neighborhood." What drivel. These were two statements made to the Community Development Department concerning residents' concerns about the idea of connecting Burbank and Los Angeles bike paths.

It's a bike path people, not the beginning of a major crime wave in Burbank. Yes people from that far away, very bad place called Los Angeles might ride their bikes into our quaint little town of 100,000 people but you know what? Who is going to notice? Should we put up blockades at all points of entry to our fair city and allow only those who we think we can "trust" to enter? Or should we make out-of-town bikers wear special logos like scarlet letters so we would know who to run away from if we see them.

What is wrong with people in this city? If people are so concerned about traffic congestion why don't we just outlaw all forms of transportation altogether and make people walk everywhere.

BRIAN COOPER, Burbank

Cyclists promote neighborhood, safety

Residents are voicing their objections to yet another nefarious plan to bring crime to our neighborhoods. First they wanted to trim our 8-foot hedges. Now the city planners, Caltrans and a motley group of Spandex-wearing bicycle riders are in cahoots to route untrustworthy Los Angeles residents through our neighborhoods ("Residents object to bike path," Saturday). This must be stopped.

Are you listening to yourselves? Bike paths allow criminals and out-of-towners into our neighborhoods? Don't paved roads do this already, and much more efficiently? Do you really think that some sweaty-middle aged bike rider, with little more than a bicycle pump as a tool, is plotting which house he or she is going to break into? Are you currently suspicious of the innocent-looking riders on Riverside Drive who regularly ride by Burbank homes? Who's next … dog walkers … mom's with baby strollers?

I suggest a radical idea. A bike path can reduce crime. If we can all agree that bicyclists are not a demographic typically associated with criminals, then we might even be able to think of them as motivated individuals who are trying to stay in shape and enjoy the outdoors. There is no better deterrent to crime than having people, fully aware of their surroundings, riding by. Is this not the basis of a Neighborhood Watch program?

The fact is that there is nothing to prevent bicyclists from using Burbank streets as it is now.

By painting a white line, erecting signs and other traffic measures to make it safer to commute from one important bike path to another, only increases safety for riders and motorists as well.

Bike paths are a positive addition to a community. They suggest an upscale, warm and inviting atmosphere. They allow for a sense of connection with our neighbors. They are environmentally friendly and invite people to get out in the open and exercise. We should be encouraging the development of more bike paths through Burbank, not fighting against them.

PAUL CARLIN, Burbank

Weekend, September 23-24, 2006
MAILBAG

It's not about crime on bikeway issue

As residents who would be directly affected by the "Beachwood Bikeway," we have read with great interest the original article and letters to the paper on this project in the last week ("Residents object to bike path," Sept. 16).

While it may appear to the average reader that the residents of Sparks Street and Beachwood Drive want to prevent non-Burbank citizens from coming into their neighborhoods, it is farthest from the true intent of our opposition to the program. In fact, of the 150 residents who came to the two meetings with the city planners, an overwhelming majority expressed their concerns about overall traffic safety rather than crime. Unfortunately, the original article cited only one resident's concern and was the basis of follow-up research with the Police Department, City Council and editorial replies.

Please understand it is all about traffic safety and the prevention of accidents. With that in mind, we ask that your readers and our City Council consider the following: How does the designation of an additional bike path on two city streets and the movement of traffic signals from their current locations impact the traffic safety of our neighborhood? Areas such as the 100 and 200 blocks of North and South Sparks already are faced with the day-to-day assault of speeding cars trying to make a signal at the six-point intersection of Olive Avenue/Verdugo Avenue/Sparks. Mix that in with parking lots and alleys adjacent to the businesses on those corners and you will soon understand why the children in the neighborhood for years have wisely elected to not ride their own bikes in the street.

Furthermore, try backing out of a driveway on those blocks and you will soon see other issues that have become problematic and disconcerting. If you are not faced with a line of cars preventing your movement into the traffic lane in front of your home, you surely must be alert to the cars that routinely drive through at approximately double the 25 mph speed limit. If you live along Beachwood, you understand and accept why the fire and paramedic trucks utilize your street to access Station 15.

But is the addition of a traffic signal at Alameda Avenue, potentially making your block another Sparks Street raceway, a fair and just reward for your burden? For those below Alameda, already striking a balance between vehicles, skaters and horses is dicey at best.

You have long worked together to train your neighborhood how to safely interact, but how will the addition of outside bicyclists, unfamiliar with the safest way to approach and pass a horse, affect both riders and the animal?

Come visit our neighborhood for a couple of hours, you will soon understand. It is not about a potential increase of crime, it is about how the encouragement of bicyclists will affect traffic patterns and the risks associated to drivers, bicyclists, and pedestrians.

Let's take a lesson from what we know now and not risk the future.

JOHN AND PATRICIA DILIBERT, Burbank

Added congestion real bike path issue

I want to say that I'm against the proposed bike route going through our neighborhood streets ("Residents object to bike path," Sept. 16). I think the issue would be the congestion and the problems that could cause, more than the crime factor.

For the most part, the residential streets in Burbank are fairly quiet and calm. I think that bikes going by all the time would make it feel less serene. Besides the fact that the residents would have to be ever so diligent in watching out for bikers coming around parked cars. Also, the children who are out playing would have to be supervised all that more carefully due to bikers flying through the streets.

I do believe there would be a higher risk of crime.

For the police chief to compare the Chandler Bikeway, as it is, with the new proposed bikeway is ridiculous. The Chandler Bikeway is used primarily by the residents in the immediate neighborhoods. I walk it everyday and have become very familiar with a lot of the neighbors I see. Extending this into the area of the Los Angeles River bike path would bring a whole different crowd into our neighborhoods. Many of whom might just be looking for homes that are vacated for a time, such as vacationers, etc., or young children playing without great supervision.

I hope those making the decision will consider this carefully, for the sake and safety of all the neighbors in our beautiful, serene Burbank.

BARBARA BREY, Burbank

Wednesday, September 27, 2006
MAILBAG

More information is needed on bike path

It was with some dismay that I read in the Sept. 16 Burbank Leader about the proposed bicycle-path expansion ("Residents object to bike path"), but I'll come back to that. Far more disturbing was the community commentary that followed ("Opposition to bike path is paranoia," Sept. 20). It so happens that I do not agree with the opinion of resident Raymond Ferrante, who was quoted in the story, but I would certainly never express my disagreement using the kind of invective, sarcasm and condescension that were on display in the commentary. Trash talk has no place in civil discourse. Ferrante deserves an apology for this shameful treatment.

As for the bike path, I have not yet decided to support it or oppose it. The information I have regarding the impact of the project goes scarcely beyond the statements of public officials. Certainly we would all benefit from better journalism in this instance. For example, the article does not mention the proposal to move the traffic-control light from Reese Place at Magnolia Boulevard to Sparks Street. This move must have some level of impact on traffic, but the statement from city officials in the article and at the community meeting I attended has been "absolutely, absolutely minuscule" and "no change," respectively. Where is the documentation that supports this claim? I think the Leader has a responsibility to verify the statements it prints.

Likewise, the assertion that no increase in crime has occurred on the Chandler Bike Path would be more credible if it were backed up by comments from people who actually live near the path, or by an examination of police activity before and after the path's installation.

No one is saying that there is a murder spree going on, but in conversations with a few Chandler residents, I have learned that loitering, littering and excessive noise have been intermittent problems after dark. The Leader article contains no statements attributed to a Chandler resident. What is it that qualifies some random bike-path user to comment on the quality of life of actually living along the path?

The community needs more information to evaluate the wisdom of the project. Getting free money from the state should be the last consideration in the decision to move forward. The city needs to get serious about detailing not just the plan, but also the consequences of the project, and the Leader could help by spending more than a couple of hours collecting statements. Given a proper explanation, I might even support it.

JOHN HURST, Burbank

Weekend, September 30 - October 1, 2006

EDITORIAL:
The city is on the correct bike path

Residents should always be aware and involved with what is going on in their neighborhoods. So Sparks Street and surrounding residents are right to get involved in the debate about extending a bike path that runs through their neighborhood.

But we have to respectfully disagree with those who oppose it, or have raised concerns, based on the potential for increased crime and traffic.

riminals are not known to travel en masse via cycling or jogging down bike paths. If anything, the bike route proposed to run through their street, connecting the Chandler Bikeway to the route along the Los Angeles River, should be a welcome offering, connecting neighboring cities and helping to create a network of paths on which people can commute through neighboring cities. It's the kind of commute that will be good for the environment while promoting healthier lifestyles and more efficient modes of travel.

That's something to tout, not back away from in a city where traffic congestion and parking are big concerns.

Crime is also a concern, but do residents really expect bicycle bandits to infiltrate their street on their way to or from Los Angeles?

Burbank Police Chief Thomas Hoefel said that the Chandler Bikeway has not brought increased crime to the area, and we don't expect that to change as it weaves through Sparks.

As for traffic, City Councilman Jef Vander Borght said its level would be "absolutely minuscule" with the addition of path, which, if true, suggests that safety concerns are also going too far.

Residents are also concerned with vehicle traffic in the area, and worry that bicyclists would only compound traffic and create new hazards.

But again, such a path would promote fewer motorists along city streets, perhaps decreasing the amount of vehicle traffic and reducing public safety hazards. And if a path is put in, why can't there be additional traffic-calming or enforcement in the area to ensure that hazards are dealt with? If traffic is already an issue on the street, that should be dealt with, but it shouldn't come at the expense of a bike path that officials already say would not cause a large increase in congestion.

Alternatives to the proposal seem worse. One option was to divert the path so that it goes through Downtown Burbank, where perhaps business could benefit from cyclists riding through the city. But that seems untenable, because downtown is already as busy as you can get, with vehicles coming and going at all times, and where, in the hustle and bustle of shopping, drivers are much less likely to react quickly enough to a nearby cyclist.

And how would these cyclists carry home what they bought from local businesses? A bike route shouldn't be about business anyway. It should also be a logical way to move people and connect them to where they need to go, while also being an outlet for recreation.

Maybe there should be a study that looks at the likelihood of crime and safety hazards in the area if a bike path were put in.

But we would venture to predict it won't conclude anything new.

The city is on the right path on this one.

Wednesday, October 4, 2006
MAILBAG

Sparks Street just not appropriate for bikes

The bike lane article by Chris Wiebe, "Residents object to bike path," on Sept. 16, left out a key component of the plan — the relocation of the traffic signal at Reese Place and Magnolia Boulevard to Sparks Street and Magnolia.

This is a huge issue for the residents on Sparks Street, since we will be book-ended by lights on both ends of the street, creating a thoroughfare for north/south traffic between Olive Avenue and Magnolia.

Councilman Jef Vander Borght is quoted as saying that "the level of traffic that is anticipated would be absolutely, absolutely minuscule," which I find disingenuous.

Common sense, along with empirical evidence of traffic levels on streets with similar conditions to what's proposed for Sparks, contradict Vander Borght's claims.

I find it equally troubling that the city has already spent $30,000 on this project before holding a single public meeting.

I worry that the project may have already been rubberstamped and it may be too late for the residents' voices to be heard, which, by the way, contrary to Sue Georgino's quote that the majority were negative, were 100% in vocal opposition at the meeting I attended.

Let's tell it like it really is.

If the concerns of the residents of the affected neighborhoods are not enough, perhaps safety concerns for the cyclists will suffice.

As was pointed out by a resident at the Aug. 30 meeting, the seed pods that drop from the trees on Sparks (not so fondly known as sticker balls and ankle-twisters) can pop a tire and/or knock a cyclist off a bike.

That alone makes Sparks unsuitable for a bike path.

I urge the council to reject the current plan and seriously consider the alternate route proposed by Raymond Ferrante (see Leader story at top of page, September 16-17, 2006.)

SUZANNE HOLLIDAY Burbank

Weekend, October 7-8, 2006
MAILBAG

Lane would not be safe for cyclists

The Burbank Leader is on the wrong path regarding the proposed bike paths ("The city on the correct bike path," Sept. 30).

The paper failed to mention other objections our neighborhoods have to the proposed bike path — a potential increase in crime is the least of our worries.

We were told the city avoids placing traffic signals to two ends of the same street to discourage through traffic in residential neighborhoods, but that is exactly what they would do by moving the signal at Magnolia Boulevard and Reese Place, one block to Sparks Street. How much would it cost the city and state to uninstall the traffic signal at Reese and install it at Sparks?

Beachwood Drive is used by emergency vehicles, with the fire station at Beachwood and Verdugo Avenue. We do not think it is wise to direct bicyclists into the path of fire trucks racing to an emergency call. Recently, we have been having joggers from Aids Project Los Angeles using Beachwood while training for a upcoming marathon. These joggers do not have enough sense to get out of the street when a fire truck comes down the street with lights and siren on. When a bicyclist using the proposed path is struck by a fire truck, how much would that lawsuit cost the city?

In the proposal there would be a new traffic signal installed at Beachwood and Alameda (again at what cost?). This would put three traffic signals on Alameda within six blocks (at Mariposa Street, Beachwood and Reese). I can only imagine how this would effect traffic on Alameda. The city is unable to synchronize the many signals we now have here in Burbank.

Lastly, the Rancho portion of Beachwood is also a route used by emergency vehicles, but now we are introducing horses and the children at Mountain View Park into the bike-path mix. And once again, the city will be violating its own guideline of avoiding traffic signals at two ends of the same street. I am sure that the people racing up and down Alameda to Disney and other businesses in the media district would love this new shortcut through a residential neighborhood.

The consensus of our neighborhoods was that if this bike path would be for mostly residents, most residents could find their own way between Riverside Drive and Chandler Boulevard without the expense of the proposed bike path.

Weekend, October 14-15, 2006
BURBANK CITY COUNCIL MEETING PREVIEW
WHEN: 6:30 p.m., Tuesday
WHERE: City Council Chambers, second floor of City Hall, 275 E. Olive Ave.
CONTACT: City Clerk's office at (818) 238-5851

BIKEWAY UPDATE

The council will listen to a report on the status of a bikeway that would serve as a north-south link between the Chandler Bikeway and the Riverside Drive bike lanes.

The bikeway would travel along Sparks Street, Oak Street and Beachwood Drive in Burbank. Residents near Sparks expressed concerns that installing the bikeway would have adverse affects on crime and safety in the area.

WHAT TO EXPECT

City staffers are recommending that the city proceed with installing the bikeway, which would be funded through a Caltrans grant of approximately $300,000.

Weekend, October 14-15, 2006
MAILBAG

Alternate bike path favored by most

People-bashing solves nothing. We need to come up with an acceptable alternative to the Beachwood Avenue/Sparks Street Bikeway ("Residents object to bike path," Sept. 16).

There isn't one person in the city that I have talked to or heard from who doesn't agree that the best action would be to continue the Chandler bike path to the wash and then under the Magnolia bridge to the train station and Downtown Burbank. From the train station, continue along the wash or commercial streets to the Griffith Park bike path.

Also, from the end of the Chandler bike path at the wash a cyclist or walker could go left under the Burbank Boulevard bridge to the Empire Center. Because a cyclist will be going under bridges, no signals are required for a cyclist to safely cross Olive Avenue, Magnolia or Burbank boulevards. All of the city's and state's time and money should be spent on this type plan instead of a plan that is opposed by many and provides no benefit over what we currently have.

RAYMOND FERRANTE, Burbank

COUNCIL AGENDA - CITY OF BURBANK
TUESDAY, OCTOBER 17, 2006
5:00 P.M.
CITY COUNCIL CHAMBER – 275 EAST OLIVE AVENUE

STAFF REPORT
ITEM 5. BEACHWOOD BIKEWAY PROJECT UPDATE:

On January 25, 2005, the Council directed staff to accept a California Department of Transportation (Caltrans) Bicycle Transportation Account (BTA) grant in the amount of $265,500 with a local match of $29,500 (for a total grant amount of $295,000) to construct an Enhanced Class III Bikeway for the purpose of connecting the Chandler Bikeway with the Riverside Drive bike lanes. The goal of the project is to provide a bicycle-friendly north-south connection through the City along residential streets that would cater to the more novice bicyclist who may be uncomfortable bicycling on arterial streets. The project is proposed to follow Sparks Street from Chandler Boulevard to Oak Street and Beachwood Drive from Oak Street to Riverside Drive, with a small connecting segment along Oak Street between Sparks Street and Beachwood Drive. The proposed project would be implemented as a Class III facility, which includes installing bicycle route signs along the route and painted stencils in the street notifying motorists that the route is a bicycle-friendly corridor. In addition, the project proposes the installation of a new traffic signal at Beachwood Drive and Alameda Avenue, and the relocation of a traffic signal from Reese Place and Magnolia Boulevard to Sparks Street and Magnolia Boulevard, one block to the east. Also, existing signals at Sparks Street and Olive Avenue/Verdugo Avenue, and Beachwood Drive and Riverside Drive would be modified to include bicycle detection.

In July 2006, staff received a petition from residents of the 600 and 700 block of Sparks Street objecting to the proposed project routing along their street. In response to this petition, staff held two community meetings in August 2006 for the purpose of providing information on the proposed project to residents along the route, and to solicit comments on the bikeway proposal. Residents cited concerns over increased bicycle and vehicular travel in their neighborhood as a result of the bikeway and the proposed signal improvements, as well as a fear that the introduction of non-residents to the street on bicycles would increase crime. Additional comments included concern over parking impacts to neighboring residences, safety of pedestrians and children living on the route, desire to confine bicycle facilities to commercial streets, desire for bicycle facilities to serve Downtown Burbank, and concern over conflicts between bicycles and equestrian users in the Rancho neighborhood. The overall message from residents in attendance at the community meetings was a near unanimous show of opposition to the project. Staff feels that the design of the project will not significantly impact the residential neighborhoods of Sparks Street and Beachwood Avenue with the introduction of a Class III bicycle facility, and believes that the safety issues and crime concerns are unfounded. In addition, staff feels that the implementation of the proposed traffic signals and the bikeway routing will minimize local cut-through traffic and will not create a cross-town cut-through corridor.

In addition to the community and neighborhood concerns regarding the Beachwood Bikeway project, staff has encountered a funding shortfall that may require changes to the project scope or a delay in implementation of some of the project components. With increased costs due to escalating traffic signal equipment costs, and a 20 percent contingency, the estimated project budget has risen from the originally anticipated $295,000 to $480,000. Because of this large cost increase, staff is proposing to eliminate the new traffic signal at Sparks Street and Magnolia Boulevard (and the subsequent removal of the existing signal at Reese Place and Magnolia Boulevard). This signal would be upgraded later as additional funding is identified, either through future bicycle grants or as part of future traffic signal upgrade projects. If staff were to proceed with this change to the project scope and it were accepted by Caltrans, the project costs would be reduced by approximately $155,000. This would yield a project budget deficit of approximately $66,000. Staff anticipates that this additional funding could be secured through a combination of Transportation Development Act (TDA) Article 3 Funds, Development Impact Fees, and/or Proposition C local return funds.

Recommendation:

Staff recommends Council direction to continue with the implementation of the Beachwood/Sparks Enhanced Class III Bikeway such that the project can be completed by the funding deadline of June 30, 2007 and constructed within the budget parameters.

Council Agenda - City of Burbank
Tuesday, October 17, 2006
Agenda Item - 5
City Of Burbank – Community Development Department

MEMORANDUM

DATE: October 17, 2006
TO: Mary J. Alvord, City Manager
FROM:Susan M. Georgino, Community Development Director via Greg Herrmann, Chief Assistant Community Development Directorby David L. Kriske, Senior Planner

SUBJECT: Beachwood / Sparks Enhanced Class III Bikeway Project Update

PURPOSE:

The purpose of this report is to provide a status update on the Beachwood-Sparks Enhanced Class III Bikeway and to seek City Council direction on project implementation in the context of funding issues and local community concerns.

BACKGROUND:

On January 25, 2005, City Council directed staff to accept a Caltrans Bicycle Transportation Account (BTA) grant in the amount of $265,500 with a local match of $29,500 (for a total grant amount of $295,000) to construct an Enhanced Class III Bikeway for the purpose of connecting the Chandler Bikeway with the Riverside Drive bike lanes. The goal of the project is to provide a bicycle-friendly north-south connection through the City along residential streets that would cater to the more novice bicyclist who may be uncomfortable bicycling on arterial streets. This project, identified on the City’s Bicycle Master Plan adopted in December 2003, was originally routed along Mariposa Street and Beachwood Drive, but in December 2005 the project alignment was changed due to concerns of adding closely-spaced traffic signals along Beachwood Drive at Olive Avenue and Verdugo Avenue. To address this design issue, staff recommended changing the project alignment, and the City entered into an amended contract with Caltrans to reroute the project to follow Sparks Street from Chandler Boulevard to Oak Street and Beachwood Drive from Oak Street to Riverside Drive, with a small connecting segment along Oak Street between Sparks and Beachwood.

The proposed project would be implemented as a Class III facility, which includes installing bicycle route signs along the route and painted stencils in the street notifying motorists that the route is a bicycle-friendly corridor. The project does not include the addition of bicycle lanes or other painted lines in the street, and as such does not require the removal of on-street parking (some limited red-curb applications are proposed near intersections to enhance visibility). In addition, the project proposes the installation of a new traffic signal at Beachwood Drive and Alameda Avenue, and the relocation of a traffic signal from Reese Place and Magnolia Boulevard to Sparks Street and Magnolia Boulevard, one block to the east. Also, existing signals at Sparks Street and Olive Avenue / Verdugo Avenue, and Beachwood Drive and Riverside Drive would be modified to include bicycle detection. The purpose of these signal modifications is to facilitate safer bicycle travel across arterial streets along the route.

DISCUSSION:

In July 2006, staff received a petition from residents of the 600 and 700 block of Sparks Street objecting to the proposed project routing along their street. In response to this petition, staff held two community meetings in August 2006 for the purpose of providing information on the proposed project to residents along the route, and to solicit comments on the bikeway proposal. Both meetings were well attended, with approximately 140 residents from Sparks Street and Beachwood Drive attending the two meetings. Residents cited concerns over increased bicycle and vehicular travel in their neighborhood as a result of the bikeway and the proposed signal improvements, as well as a fear that the introduction of non-residents to the street on bicycle would increase crime. Residents of Sparks Street near Chandler believed that installation of the proposed pedestrian ramp at Chandler would result in parking impacts to neighboring residences because people could use the pedestrian ramp as a waypoint to congregate for the purpose of beginning a bicycle or walking trip on Chandler. Some residents also voiced concern that the introduction of bicycles on their street would be unsafe for pedestrians and, specifically, children who lived along Sparks and Beachwood. Other residents voiced opinions that bicycle routes should be confined to commercial streets where they would not impact residential areas, and that bicycle facilities in Burbank should be centered on travel to Downtown rather than across the city. Finally, some residents in the Rancho neighborhood were concerned about the potential conflict between bicycles and horses along Beachwood Drive south of Alameda Avenue. The overall message from residents in attendance at the community meetings was a near unanimous show of opposition to the project.

Summary of Major Community Concerns

Staff received a number of comments and concerns regarding the proposed Beachwood-Sparks Bikeway project from residents at the community meetings held in August, below are some of the major themes expressed, along with staff response to these major issues.

Increased Vehicular Traffic on Sparks Street and Beachwood Drive

Residents of both Sparks and Beachwood expressed concern that the installation of new traffic signals at Sparks/Magnolia (relocated from Reese/Magnolia) and Beachwood/Alameda (new signal) would induce more traffic onto their street. Adding substantially more vehicle trips to any street along the route would indeed be a detriment to both the neighborhood residents as well as bicyclists. Staff believes that design elements of the proposed project will mitigate the possibility of new cut-through traffic encroaching into residential neighborhoods. Particularly, due to the route’s “jog” at Oak Street, and the fact that the Chandler Boulevard right of way does not permit vehicle proceeding north of Chandler at Sparks, the traffic signals are not expected to create a cross-town, through vehicle route.

Comparison of traffic counts on Sparks and Beachwood to other local streets with existing traffic signals shows similar, to slightly higher, daily volumes on streets with signals. However, due to different traffic generators and other factors on these different streets, it is difficult to make a precise correlation between signalization and traffic increases. That said, a direct comparison between Reese Place (with a traffic signal at Magnolia) and neighboring Sparks Street (with no traffic signal) shows some increased traffic along Reese during the AM, mid-day, and PM peak hours. However, the traffic signal at Reese is an older signal that is not timed in any way to discourage through traffic on Reese. Comparison of Beachwood Drive to nearby signalized intersections is less clear because nearby streets have varying characteristics. Mariposa Street, to the east, has higher volumes but also serves higher traffic generators (multi-family on Riverside near Mariposa, the Dincara subdivision, and equestrian riding stables). Reese Place, to the west, is also signalized but is cul-de-sac’d north of Alameda and exhibits very low traffic at this location. Finally, historical counts were examined on Catalina Street, another signalized local street located west of the project, which showed daily volumes comparable to Sparks Street and slightly higher than Beachwood Avenue.

Thus, through review of counts taken on a variety of signalized local streets, it is difficult to make a correlation between signalization and significant cut-through traffic increases. Nonetheless, as it is difficult to predict how the proposed signals at Sparks/Magnolia and Beachwood/Alameda will affect traffic patterns, it is possible that minor traffic increases could occur as a result of signalization. As a mitigation to any potential through traffic increases, staff is proposing that signal timing at the two new traffic signals will be set to discourage through vehicle movements. In addition, if Council elects to proceed with the project, staff proposes to conduct traffic counts every six months for a period of two years to monitor both streets for changes in traffic patterns.

Crime and Safety Concerns Caused by Bicyclists

Some residents of both streets expressed concern of the potential for increased crime that could result from installation of a Class III bikeway along their street, especially a facility that will be connecting regional facilities outside of the city limits. Residents felt that encouraging more cyclists to utilize the route would result in unfamiliar people entering the neighborhood, allow more opportunity for property theft (“casing” of neighborhoods to discover crime opportunities), and would create a safety hazard to children living on the street. While it is true that a better bicycle connection between the Chandler Bikeway and the LA River bikeway may result in more non-resident bicycle riders using Sparks and Beachwood, staff does not believe there is any correlation between increased bicycle ridership on a street and increased crime.

At the request of the City Council, the Police Department conducted a review of crime statistics along Chandler Boulevard before and after installation of the Chandler bikeway. Review of this data showed a significant decrease in crime after the bikeway opening, including a 68% reduction in index crimes, 67% reduction in violent crimes, and a 28% reduction in all other crimes. While the Chandler bikeway exhibits tremendous pedestrian and bicycle activity as compared to the users projected to use the Beachwood-Sparks Bikeway, this data does show the potential for a reduction in crime as a result of increasing pedestrian and cyclist activity on a street. This is consistent with other qualitative observations that show increased presence on a street can result in safer neighborhoods -- a major goal of a more walkable, accessible environment. Finally, it should be noted that although this route is serving a regional need, staff expects the majority of users of the proposed project to be local Burbank residents who will have a safer north-south travel route between Chandler and the Rancho neighborhood.

Some residents were concerned that added bicycle travel on Sparks and Beachwood would be a hazard to pedestrians in the neighborhood and children playing in front yards and in the street. They felt that more “aggressive” cyclists might pose a conflict to other users of the street. The proposed bikeway will be located in the street, and cyclists will share the roadway with motorists as they are directed through the California Vehicle Code. Bicycle Route signage will direct cyclists to use the street, and the proposed in-roadway shared lane stencils will encourage proper riding position in the roadway, rather than between parked cars or on the sidewalk. Issues pertaining to riding on the sidewalk or violating traffic laws are a citywide concern that is being addressed through education and outreach under a California Office of Traffic Safety education grant currently underway in Burbank Schools.

Parking Impacts From Pedestrian Ramp at Chandler and Sparks

One Sparks Street resident near the corner of Sparks and Chandler commented that the introduction of a pedestrian ramp connecting the Chandler Bikeway to Sparks Street would induce people to congregate at this location before using either facility, thereby impacting on-street parking. Staff does not believe that the installation of this small ramp would have any impact on motivating bikeway users to congregate at this particular location as opposed to any other street corner along the bikeway. While there are no other formal access points to the bikeway except at major cross streets, there is currently no physical barrier to prevent people from accessing the path anywhere on the corridor. Staff does not believe that introduction of a pedestrian ramp at Sparks and Chandler will provide a greater incentive to park in this location for recreational usage of the bikeway.

While the proposed pedestrian ramp will not attract additional parking demand, staff will investigate the existing issue of increased parking utilization by Chandler Bikeway users on Sparks Street and Chandler Boulevard and will work with the community to develop a street parking solution should any parking problems be observed.

Bicycle/Equestrian Interaction

Residents of the Rancho neighborhood expressed concern over the introduction of cyclists into the equestrian neighborhoods south of Alameda. In particular, residents commented that the presence of cyclists would disturb and spook horses ridden in the street and could cause a safety issue to riders. Beachwood Drive is a significant equestrian access point between the horsekeeping neighborhoods north of Riverside Drive and the Griffith Park trail access at Mariposa because of the signalized intersection at Riverside. While staff recognizes the need to protect equestrian users in the Rancho, staff feels the limited projected bicycle traffic that will be using the facility will not pose a significant conflict to the existing equestrian users. Further, staff could consider adding additional equestrian warning signage on Beachwood between Alameda and Riverside to inform cyclists who may be unfamiliar with the equestrian nature of the neighborhood of the presence of equestrian activity.

Beachwood Drive Emergency Access Route

Some residents along Beachwood Drive commented that installation of a signed bicycle route would impede access or constitute a hazard to fire trucks accessing Fire Station 15 at Beachwood and Verdugo. Community Development Department Staff consulted with Fire Department staff on this issue, who responded that while Beachwood Drive does provide emergency vehicle routing to Alameda Avenue, this access would in no way be obstructed or impeded by the installation of a signed class III bicycle route.

Bicycle Safety

Residents of both streets expressed concern with the introduction of bicyclists to streets and intersections that were otherwise already congested or unsafe. Residents were particularly concerned about the mix of bicycles with potential conflicts from vehicles at driveways and alleys along Sparks and near the Olive/Verdugo intersection. They also expressed concern that speeding vehicles that are already present on these streets would pose a danger to bicyclists, and that cyclists should not be encouraged to ride in this location.

City staff reviewed a number of possible alignments for a north-south connection from the Chandler Bikeway as part of a Los Angeles River Extension and Connector Analysis performed in 2002. In selecting an alignment, staff made every effort possible to find a route that had low vehicle traffic, was a direct route that would be attractive to riders, could accommodate arterial crossings through existing or reasonably located new traffic signals, complemented other routes in the bicycle network, and would minimize cut-through vehicle traffic. To this end, other streets were considered including Buena Vista, California, Keystone, Mariposa, and Victory/Main. In most cases, these streets carry significantly more traffic than the proposed routing on Beachwood and Sparks, or require circuitous routing that would be indirect and confusing. These streets would not be appropriate for the more novice cyclist who may feel comfortable on a Class I separated bike path but may be less comfortable using an on-street facility. The proposed route was chosen because of its directness between Chandler and Riverside (requiring only one small jog at Oak Street) and because the volumes on Sparks and Beachwood are low compared to the other alternatives.

One of the goals of the Bicycle Master Plan is to make bicycling more attractive as a travel mode by reorienting the street system to be more bicycle friendly. Strategies to accomplish this include providing for bicycle lanes, installing bicycle signal detection, bridging barriers to travel such as bridges, railroads, and flood control channels, and identifying more lightly-traveled local and collector streets that can serve as through-routes for cyclists as alternatives to busy arterials. The goal is not to completely segregate cyclists onto isolated facilities immune from vehicle conflicts, but to better integrate them within the overall transportation system and to build awareness of the motorist that cyclists exist and are legally permitted on City roadways. The Beachwood-Sparks Bikeway provides cyclists with a low-volume, residential street with arterial crossings that will be made as safe and accommodating as possible, and permits better north-south travel while also connecting two regional facilities.

Non-residential Route Options and Other Alternatives

As discussed above, staff believes the proposed alignment offers the best choice between directness, low traffic volumes, and providing safe arterial crossings. Nonetheless, as a result of resident comments, staff again reviewed some of the possible alternatives considered, particularly those that did not require additional traffic signals or that avoided single-family residential neighborhoods. Using these criteria, two previously-studied alternatives were identified that met one of these criteria while still maintaining a direct linkage between the Chandler Bikeway and Riverside Drive.

The North Victory/Main alternative would skirt Burbank’s single family neighborhoods and would utilize Chandler Boulevard east to North Victory Boulevard, North Victory Boulevard to Main Street, and Main Street to Riverside Drive. This alignment would route cyclists on Victory Boulevard, a major arterial, and Main Street, a collector street that is striped for bicycle lanes between Alameda Avenue and Riverside Drive with lanes planned between Victory and Alameda. While this route would take advantage of bike lanes on Main Street, this alignment is not desirable because its routing along a busy arterial would not meet the goal of providing a bicycle-friendly street with lower volumes. The value of designating extended segments of arterial roadways as bicycle routes without additional safety accommodations such as bicycle lanes or wide curb lanes is very minimal. Roadway width on North Victory Boulevard is insufficient for bicycle lanes; on-street parking removal on one side of the street or eight feet of street widening would be needed to install them.

The Keystone Street alternative would not avoid single-family residential neighborhoods, but it would not require installation of new traffic signals as all arterial crossings are currently signalized. Volumes on Keystone Street, a collector street, are significantly higher than Sparks Street or Beachwood Drive (due to signalized intersections at all arterials from West Victory Boulevard to Riverside Drive and a crossing at Chandler Boulevard), and thus this route is less favorable than the preferred project for the purposes of catering to novice cyclists. For this reason, this route was not chosen as a preferred alternative.

The route is, however, currently designated as a bicycle route, and a separate bicycle grant is funding bicycle detection upgrades to selected traffic signals. If the City Council were to reject the Beachwood-Sparks Bikeway project, staff would recommend designating Keystone Street as the preferred route between Chandler Boulevard and Riverside Drive, and could pursue future grant funding opportunities to study additional traffic calming options on the street to make it safer for cyclists. However, even with improvements, staff believes this route would still be less favorable than the proposed Beachwood-Sparks Bikeway proposal. Also, due to the constraints of the Beachwood Bikeway BTA grant and the timelines required to spend the funds, it is not likely that money from this project could be diverted to a new project on Keystone Street.

In addition to the two alternatives studied above, staff briefly re-examined various permutations of Keystone, Reese, Parish, Sparks, Beachwood, and Mariposa that would route bicyclists through residential neighborhoods between Chandler and Riverside and take advantage of existing traffic signals. These routes became quite circuitous and confusing, and staff concluded that any alternatives that utilized numerous streets and jogs would defeat the purpose of providing a direct, convenient path for cyclists.

Finally, there were some comments from residents questioning why this route was being implemented rather than focusing on routes that serve Downtown Burbank. The Beachwood-Sparks bikeway is one of a number of bicycle projects that staff is either studying, implementing, or identifying for funding. One of the higher priority projects is a Class I bike path extension of the Chandler Bikeway to the Metrolink Station, which would be in close proximity to Downtown. This project is in the conceptual phase, and staff is in contact with Union Pacific officials who must agree to allow the bikeway to encroach onto their active rail spur right of way. Another project being considered is the implementation of Class II bicycle lanes on West Victory Boulevard with a potential Class II or III connection across Burbank Bridge to Third Street, which would provide an on-street connection to Downtown across the Golden State Freeway. Finally, staff has already implemented bicycle lanes on Third Street in Downtown and is planning lanes on Verdugo Avenue as well. The City also has a fledgling bicycle locker program for commuters at the Downtown Burbank Metrolink Station and City Hall. The Beachwood-Sparks Bikeway is only one component of a larger, evolving master plan with the goal of expanding bicycle facilities citywide.

Project Funding and Timeline

In addition to the community and neighborhood concerns regarding the Beachwood Bikeway project, staff has encountered a funding shortfall that may require changes to the project scope or a delay in implementation some of the project components. Since the grant application was submitted in February of 2004, construction costs, specifically for traffic signal equipment, have escalated considerably. The project has currently been funded for $295,000 between the Caltrans grant and the required 10% local match. Of this amount, approximately $36,000 will be spent on design costs including traffic signal plans for four intersections, signing and striping plans, and design of the pedestrian ramp at Chandler and Sparks. However, with the revised costs for signal equipment and a 20% contingency, the estimated project budget has risen to $480,000. Caltrans has indicated that additional grant money for cost contingencies is not available through the Bicycle Transportation Account grant program, so the additional $221,000 would need to come from local sources.

Because of this large cost increase, staff is proposing a delay in implementation of a portion of the project to reduce project costs. Specifically, staff is proposing to eliminate the new traffic signal at Sparks Street and Magnolia Boulevard (and the subsequent removal of the existing signal at Reese Place and Magnolia Boulevard). This signal would be upgraded later as additional funding is identified, either through future bicycle grants or as part of future traffic signal upgrade projects. Public Works and Community Development Department staff is still working with Caltrans to determine the actual operation of the bikeway and the crossing at Magnolia Boulevard in this interim configuration from a safety and operations standpoint. If this interim modification is approved by Caltrans, staff would return to the City Council to approve an amended project scope and Caltrans agreement before construction commences. If the Council were to approve this option, staff would recommend application for future BTA funds in FY 2006/2007 to fund the additional signal at a later date.

If staff were to proceed with this change to the project scope and it were accepted by Caltrans, the project costs would be reduced by approximately $155,000. This would yield a project budget deficit of approximately $66,000. Staff anticipates that this additional funding could be secured through a combination of Transportation Development Act (TDA) Article 3 Funds, Development Impact Fees, and/or Proposition C local return funds.

In addition to the funding challenges described above, the current project timeline for completion is currently very aggressive to accommodate a funding availability deadline of June 30, 2007. Caltrans BTA funds for this project must be invoiced and approved by the end of the current fiscal year to prevent a funding lapse. Caltrans has expressed the possibility for receiving an extension to this date, but has indicated that this extension is not guaranteed and that State finance officials have communicated that extensions will not customarily be given for BTA projects that lapse due to the large backlog of un-spent BTA projects around the state. Staff will work with Caltrans to apply for an extension, but will also be maintain an aggressive implementation schedule should Council decide to go forward with the project.

If directed to proceed, staff will finalize design and go out for bid by the end of 2006, with the goal of finishing construction by April 1, 2007. This allows Caltrans to inspect and review the project prior to reimbursement by the end of the fiscal year. Should Council direct staff to study additional alternatives to the project and a budget extension is not granted by the State, the grant funds for the project will most likely lapse. In addition to this funding deadline, proposed traffic signal work at Alameda Avenue and Beachwood Drive must be coordinated with a planned resurfacing of Alameda so that necessary trenching for conduits and signal hardware occurs before resurfacing commences.

FISCAL IMPACT:

The Beachwood Bikeway project is currently funded through the Caltrans BTA grant which provides $265,500 and requires a local match of $29,500 for a total of $295,000. The grant funds are currently being fronted by Fund 127 Development Impact Fees, while the local match has been secured from the City’s allocation of Transportation Development Act (TDA) Article 3 Funds. As described earlier, the current cost estimate for the project is $480,000 which, accounting for $36,000 reserved for design work, leaves a project budget shortfall of approximately $221,000. Staff is proposing a project scope change that would reduce the total project cost by $155,000 and would result in an unfunded project balance of $66,000. If Council were to direct staff to pursue this option, Staff would return later this year with a request to amend the Fiscal Year 2006/2007 budget to accommodate additional costs. If the City Council were to reject the Beachwood Bikeway Project, Caltrans has verbally indicated that 90% of the design costs will still be reimbursable. The remaining grant balance would be forfeited and returned to the State.

CONCLUSION:

The Beachwood-Sparks Enhanced Class III Bikeway would provide a much-needed north-south bicycle facility along lightly-traveled residential streets as an alternative to congested arterial roadways. The project would add a further link in an evolving system of bicycle paths, lanes and routes outlined in the Bicycle Master Plan, the goal of which is to update Burbank’s roadway and transportation systems to better accommodate bicycle travel as a viable alternative transportation mode. The route would serve local residents by identifying a preferred cycling route through the city as an alternative to Buena Vista Street or Victory Boulevard. In addition, it provides a regional link between the Chandler Bikeway and the Los Angeles River Bikeway via Riverside Drive. While many residents directly adjacent to the proposed routing have expressed numerous concerns related to increased traffic, more crime, equestrian circulation, and safety, staff feels that the project will not significantly impact the adjacent residential neighborhoods in any of these areas. Proposed traffic signal installations at Sparks/Magnolia and Beachwood/Alameda can be designed and timed such that any potential local neighborhood cut-through traffic issues can be minimized, and the inherent design of the facility, with a jog at Oak Street and physical through-traffic blockage at Chandler, will eliminate any potential cross-town, cut-through traffic patterns.

The purpose of the Beachwood Bikeway, and the other bikeways in the Master Plan, is to offer Burbank residents the choice to travel by bicycle. By designating certain streets as Class III bicycle routes, the city is indicating that certain, lighter-traveled streets are better choices for travel than other, more congested streets while still providing direct connections across town. The very nature of on-street bicycle travel creates the possibility of vehicle-bicycle conflict. However, just because this conflict exists does not mean that bicycle travel should be abandoned as a viable option altogether. The role of the Bicycle Master Plan is to acknowledge that vehicles are the dominant road user but that steps can be taken to ensure that bicycle can co-exist as safely as possible with vehicles. Part of this strategy is to identify routes that are better choices than busier streets. While they are not free of potential vehicle conflicts, they offer a lower incidence of conflicts than other comparable streets while still offering a level of convenience and speed for bicyclists that make them attractive alternates.

RECOMMENDATION:

Staff recommends that City Council direct staff to continue with implementation of the Beachwood / Sparks Enhanced Class III Bikeway such that the project can be completed by the funding deadline of June 30, 2007 and constructed within the budget parameters described in this report.

LIST OF EXHIBITS:

Exhibit A – City of Burbank Bicycle System Including Proposed Beachwood-Sparks Bikeway

A N N O T A T E D
Council Agenda - City Of Burbank
Tuesday, October 17, 2006

5. 1601-1
BEACHWOOD BIKEWAY PROJECT UPDATE:

Staff Recommendation:
Staff recommends Council direction to continue with the implementation of the Beachwood/Sparks Enhanced Class III Bikeway such that the project can be completed by the funding deadline of June 30, 2007 and constructed within the budget parameters.

ACTION:
Staff was directed to abandon the current project pursuing the bikeway at Sparks Street and Beachwood Drive and continue to look at other alternatives. Staff was also directed to contact Caltrans to see if the grant funding can be reprogrammed for other bicycle improvements in locations already identified and the local match be programmed for other bicycle enhancements, in particular bicycle signal detection that’s part of the overall Bicycle Master Plan. The Council also requested that with any implementation of a bicycle route input be received from the neighborhood.

Vote: 5/0

Weekend, October 21-22, 2006
Page 1 Story

Bike lane opponents win city hall fight

Concern that a proposed bike lane along Sparks Street would bring safety problems, congestion trumps $265,500 grant.

By Chris Wiebe

CITY HALL — Sparks Street residents opposing a new bikeway fought City Hall and won.

Yielding to the pressure of a packed City Council chamber — with many in attendance wearing yellow tags on their clothing indicating their opposition to a proposed bikeway — council members directed the city's Planning Department Tuesday to abandon plans to use Sparks and Beachwood Drive to create a regional connector between the Chandler Bikeway and Riverside Drive bike lanes.

"I'm 100% supportive of expanding the bike lanes in our cities and making our city a more bike-friendly city," Councilman Dave Golonski said. "But as we go through that process, we also have to be cognizant of what our residents tell us."

Debating the pros and cons of the many issues surrounding the project was ultimately inconsequential in light of residents' mounted opposition to the proposal, he added.

"Whether I agree or disagree, it doesn't matter," he said. "If the whole area doesn't really want it, I think we should go back to the drawing board and come up with an alternative."

The proposed bikeway was already facing budget shortfalls of $220,000, as a result of escalating project costs, senior planner David Kriske said.

The city would have had to work out funding gaps with Caltrans were the project to have moved forward, he added.

But now that the project is off the table, the future of the $265,500 Caltrans grant, obtained to foster a north-south connection for bicyclists away from main arterial streets in residential areas, will be put in jeopardy, Kriske said.

Sparks residents, who generated petitions from some 600 to 700 people, are just glad the city will not be using their neighborhood to connect Chandler Bikeway and Riverside Drive. They argued that the proposed connector would pose safety hazards for residents and their children, increase traffic congestion, the potential for crime, loitering in the area and also create conflict between horses and bicyclists in an area used for equestrian activities.

"It is not the majority of the citizenry that is opposed," neighborhood resident Nicholas DeWolf said. "But it is all of the citizenry that live in these proposed pathways."

At the council's direction, the Planning Department will now seek out alternative connectors in accordance with the city's master bicycle plan, which aims to make 5% of all trips taken in Burbank to be taken via bicycle.