HomeMy WebLinkAbout11/17/2015 11 Yakima Bike Master Plan - Final Draft Status ReportBUSINESS OF THE CITY COUNCIL
YAKIMA, WASHINGTON
AGENDA STATEMENT
Item No. 11.
For Meeting of. November 17, 2015
ITEM TITLE: Status Report on the Final Draft Yakima Bike Master Plan
SUBMITTED BY: Joan Davenport, AICP, Community Development Director
Brett Sheffield, Chief Engineer
SUMMARY EXPLANATION:
The City of Yakima approved a professional services agreement with Toole Design Group on January 13,
2015 to assist in the preparation of the Yakima Bike Master Plan (YBMP). Development of the YBMP has
involved significant public and stake holder input, as well as guidance from the Yakima Council Built
Environment Committee. The Draft YBMP was issued on September 16, 2015 and was held open for public
review and comments until October 31, 2015. The Final YBMP will be incorporated into the Yakima
Transportation Plan which will be adopted by June 2017. Toole Design Group will assist in the integration of
bicycle facilities with other street improvements. Please see the attached Draft Bike Plan, Bike Network Map
and Status report for more details.
Resolution:
Other (Specify):
Contract:
Start Date:
Item Budgeted:
Funding Source/Fiscal Impact:
Strategic Priority:
Insurance Required? No
Mail to:
Phone:
Ordinance:
Contract Term:
End Date:
Amount:
Improve the Built Environment
APPROVED FOR
SUBMITTAL: City Manager
RECOMMENDATION:
Review the Status report and provide direction as desired.
ATTACHMENTS:
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MEMORANDUM
TO: Honorable Mayor Cawley and Members of the City Council
FROM: Joan Davenport, Director of Community Development
Brett Sheffield, Chief Engineer
DATE: November 17, 2015
SUBJECT: Status of Yakima Bike Master Plan
Preparation of the Yakima Bicycle Master Plan (YBMP)
On January 13, 2015 the Yakima City Council approved the professional services agreement
with Toole Design Group to assist the City of Yakima in the preparation of a Yakima Bicycle
Master Plan (YBMP). The Council Built Environment Committee has met three times with the
consultant team, and had monthly updates since project start. Public engagement has been
consistent and broad, including a project web site, an internet survey, an interactive online
map, and the ability to enter comments online. In addition, a stakeholders group was formed
including cyclists, interested citizens, Yakima transit, the Yakima Greenway, the Yakima
Police Department, YVCOG and bike shop owners. The stakeholder committee also met with
the consultant in April, June and September. An Open House was held on May 21, 2015 at
the Convention Center
The Preliminary Draft of the YBMP was released by the Toole Design Group on September
16, 2015. A presentation was given to the Council Built Environment Committee and the Bike
Plan stakeholder group on that same day. At that time, it was announced that the City and
Toole Design would accept public comments regarding the Draft YBMP until October 31,
2015. Comments are directed to City Planning Division staff and then forwarded Toole
Design Group for responses..
The Draft YBMP depicts the existing facilities and suggested improvements.. The Draft Plan
presents a series of recommendations including physical improvements, project prioritization,
short term improvements, education, enforcement and methods to encourage bicycling in
Yakima. Additionalyy, the Draft Bike Plan includes a Tool Box of approaches as well as
example pictures for consideration when developing the bicycle facilities in the City. The Plan
includes a map of the proposed Bicycle Master Plan Network, as well as a map of the Priority
Bicycle Projects.
Status of the Yakima Bike Master Plan
Once completed, this plan will be contained within the City of Yakima 2040 Comprehensive
and Transportation Master Plans. These plans are required by the Washington State Growth
Management Act (GMA) and must be adopted by the Yakima City Council by June 2017.
The City's Transportation Systems Plan and related Comprehensive Plan Transportation
Pagel of 2
Chapter is just getting started, with Transpo hired by the City of Yakima to coordinate the
effort. The Bike Plan will become part of the Transportation Plan. As such, the Bicycle Master
Plan will not be adopted ahead of the Transportation Plan.
Tool Design Group will provide an update of the Preliminary Draft Bicycle Plan and a written
recommendation to the City of critical locations where bicycle and street traffic must be more
closely examined. Good examples of locations that need further review include the
Intersections of Chestnut Avenue with both South 16th Avenue and South 40th Avenue.
The Transportation Plan and the Bicycle Master Plan are on parallel tracks that require
integration of recommendations and project specific design. To enable this blending of the
needs and connectivity of the Bike Plan with the overall street system, Toole Design Group
has partnered with Transpo in order to integrate street capacity, street safety and bicycle
connectivity designs.
The Council Built Environment Committee (BEC) will likely provide guidance to the
Transportation Plan and Comprehensive Plan projects. An existing conditions report will be
presented to the BEC early in 2016 with Scope of Work and expected task target dates
Comments Received on the YBMP
Citizen comments regarding the Draft YBMP have addressed both the proposed text and the
project maps. Toole Design Group will prepare a full summary of the comments and the
proposed response. In general the comments include:
1. Why was Washington Avenue left off the bike route map?
2. Comments about the condition of the W. O. Douglas trail.
3. Comment about River Road at 6th Avenue;
4. Comment about Chestnut Avenue speed bumps;
5. Concern about Shared Land marking (sharrows) too small;
6. Lincoln Avenue RR underpass needs better bike and pedestrian facility;
7. Fruitvale Boulevard needs bike lanes;
8. Crossings at 16th Avenue and Chestnut needs to be reviewed;
9. YVCC campus area needs to be reviewed for bike access;
10. Traffic calming in the Barge- Chestnut neighborhood area has not been friendly to
bikes;
11. Some big gaps exist in current bike facilities, like the Canal Pathway at 24th Avenue;
Recommendations:
The Draft YBMP includes project recommendations for additional bike lanes, buffered bike
lanes, bike boulevards and various other treatments. The cost of all projects is estimated at
nearly $6 Million and suggested to be implemented over a ten year period. Various funding
sources are listed in the Plan.
Page 2 of 2
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CONTENTS
Chapter 1— Introduction and Existing Conditions 1
Introduction 1
Existing Facilities 7
Review of Policies and Plans 8
Chapter 2 — Public and Stakeholder Engagement 15
Introduction 15
Chapter 3 — Bicycle Network Recommendations 18
Introduction 18
Bicycle network recommendations 23
Project Prioritization 24
Chapter 4 — Program recommendations 29
Introduction 29
Education 30
Encouragement 33
Enforcement 36
Evaluation 37
Engineering 39
Chapter 5 — Implementation 40
Introduction 40
Investment — Planning level cost estimate 40
Implementation Strategies 41
Funding Sources and Opportunities 43
< )) Yakima Bicycle Master Plan
CHAPTER 1 — INTRODUCTION AND EXISTING CONDITIONS
INTRODUCTION
With its beautiful natural setting, central Pacific Northwest location, and low cost of living, Yakima offers
a high quality of life for its 90,000 plus residents. Many families and seniors call Yakima home, which is a
critical factor in the City's efforts to provide safer and more convenient transportation choices
throughout Yakima. The City has recognized that safe bicycling facilities for all ages and abilities provide
many benefits that contribute to Yakima's high quality of life. Benefits include reduced air pollution,
increased tourism, improved health, and reduced transportation costs. In addition to institutional
support, community support for active transportation exists in Yakima, as exemplified by private efforts
such as the Yakima Greenway Foundation, the growing local momentum around Complete Streets
design and policy through the Yakima Health District and Yakima Valley Conference of Governments,
and advocacy groups like Yakima Bikes and Walks.
PURPOSE AND PROCESS
The intent of Yakima Bicycle Master Plan (Plan) project is to develop a bicycle network plan that, when
implemented, will improve bicycle transportation throughout the City of Yakima. The Plan will guide
planning, development, and management of existing and future bicycle connections within the City of
Yakima. The focus of the Plan is to provide a coordinated vision for accommodating and encouraging
bicycling as a viable transportation mode so that Yakima residents of all ages and abilities may safely,
comfortably, and conveniently bike through the City for both recreation and utilitarian trips such as
shopping, commuting to work and school, and accessing transit.
The Plan builds upon previous City of Yakima initiatives, including the 1995 Bicycle Master Plan, the
Yakima Greenway Master Plan, and numerous on- and off -road bicycle investments made to date. The
Plan identifies challenges, opportunities, and recommended strategies for developing and maintaining a
community -wide bicycle network. The Plan will position Yakima to make more strategic and cost -
effective investments in its bicycle network, receive funding from a broader range of sources, and
continue to provide a high quality of life.
The Yakima Bicycle Master Plan establishes a vision of bicycling for the future and identifies practical
steps needed to implement projects and programs that support bicycling. With this Plan, the City aims
to determine the most logical method of creating a connected network of bicycle facilities that serve the
broad spectrum of individuals that bicycle in Yakima.
The Yakima Bicycle Master Plan will be contained within the Comprehensive Plan and Transportation
Master Plan. These plans are required by the Washington State Growth Management Act (GMA).
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The City's Departments of Engineering, Public Works, Community Development and planning, oversaw
the development of the Master Plan with input from the following groups:
• City Council Built Environment Committee
• Yakima BMP Project Advisory Committee (PAC)
• Yakima community (residents, business owners, bicyclists, students and others).
During the planning process, the City of Yakima sought to:
• Gather community input on existing conditions, barriers to bicycling in Yakima, and priorities for
improvement
• Build on the existing and planned bicycle facilities and bicycle - friendly trails
• Develop a Citywide bicycle network that includes arterial and neighborhood routes
• Prioritize improvements to the bicycle network and develop a plan for implementation
• Develop policy and program recommendations in the areas of education, encouragement,
enforcement, and evaluation
• Gain community support by soliciting input from a wide range of stakeholders.
1TIMELINE
This Plan was developed in three phases:
1. Data Collection (February -July 2015): The data collection phase included gathering public input at a
public open house, meeting with City staff, the Built Environment Committee of the City Council, the
Project Advisory Committee, and reviewing previous plans for bicycle facility recommendations. It also
included extensive field analysis of Yakima's existing transportation network to determine locations
where bicycle facilities could be integrated into the existing street network.
2. Draft Plan (May- August 2015): Upon completion of the data collection, a draft Plan was developed for
public review. The Plan goals, objectives, actions, priorities and performance measures reflect
community preferences identified through the public process.
3. Final Draft and Plan Adoption (September 2015 - January 2016): The Plan will be voted on by the
Yakima City Council in early 2016.
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A PLAN FOR ALL TYPES OF BICYCLISTS
The 2012 AASHTO Guide for the Development of Bicycle Facilities discusses the ways in which to classify
different types of bicycle riders, including comfort level, physical ability, and trip purpose. The AASHTO
Guide classifies people willing to ride into two primary groups: experienced and confident, and casual
and less confident. It is the latter group that makes up the majority of potential bicyclists: those who
ride frequently for multiple purposes; those who enjoy bicycling occasionally but may only ride on paths
or low- traffic streets in favorable conditions; those who ride for recreation, perhaps with children; and
those for whom the bicycle is a necessary mode of transportation. In order for this group to regularly
choose bicycling when making mode choices, a physical network of visible, convenient and well -
designed bicycle facilities is needed.
1 VISION AND GOALS
The Plan vision and goals provide a framework for the Plan document, including recommendations for
programs, policies, project prioritization, and implementation.
VISION
The vision of the Yakima Bicycle Plan is to identify a transportation system for bicyclists of all ages and
abilities that promotes safe and accessible commuting and recreational opportunities between parks,
schools, the Yakima Greenway, employment and commercial centers, and other points of interest.
Through public education initiatives, the Plan encourages safe relationships and interactions between
people who bicycle, walk, and drive motor vehicles.
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PLAN GOALS
The Yakima Bicycle Master Plan goals and objectives provide the framework for the Plan's policy and
project recommendations, and implementation strategies. The goals and objectives were developed
through a multi -step process that involved City staff, the Built Environment Committee of the City
Council, the Project Advisory Committee (PAC), and the general public through an on -line survey and
open house
Early conversations with City and Council staff about what they hoped to achieve with the Plan revealed
five major areas of interest and concern: safety and comfort, connectivity, cost - efficiency, increased
mobility options, and education and encouragement. These topics were then presented to the PAC.
Through discussions and interactive exercises the team created a list of seven core goals and objectives.
The refined goals and objectives were presented at an open house as part of a ranking activity.
Attendees were given three dots and asked to place the dots on the goals and objectives board to
identify their top priorities. The resulting ranked list (below) is a reflection of this input along with
feedback from the PAC, City staff, and City Council members.
1. Connectivity — Create a connected network of on- and off - street bicycle facilities that link
destinations, transit, and neighborhoods.
2. Safety— Create a bicycle network that is safe and comfortable for bicyclists of all ages and
abilities.
3. Education— Educate both motorists and bicyclists about the rights and responsibilities of all road
users in order to increase understanding and foster safe interactions. Provide city staff with
information about best practices for bicycles in planning, design, and construction.
4. Maintenance of bike facilities— Maintain existing infrastructure, while installing new bicycle
facilities.
5. Cost efficiency— Identify funding sources, policy changes, and other mechanisms for developing
partnerships that are cost effective.
6. Wayfinding — Provide easily accessible information (e.g., signage, maps), on how to use the
bicycle network system.
7. Increased mobility options — Provide the ability to take trips by multiple modes and establish
connections between modes.
1 BENEFITS OF BICYCLING
Presently, a number of key trends are converging and resulting in a ground swell of interest in
promoting bicycling as a viable transportation mode. Many cities are facing challenges in terms of
economic development, repairing and maintaining infrastructure, addressing local and global
environmental issues, and distributing basic services fairly. In addition, households are feeling the
pressure of increasing fuel costs. There is great public interest in pursuing development and
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transportation solutions that are more sustainable— meaning less costly to maintain over time, less
polluting, and more equitable. The bicycle is a key component of sustainable transportation systems.
These trends, as well as growing public demand for more transportation choices and opportunities for
integrating walking and biking into daily routines, point to the need for implementing this Master Plan.
Cities across the country are embracing the bicycle as a viable transportation mode and a means to
achieving multiple objectives, including economic development, maximizing transportation investments,
improving public health, addressing transportation equity, and reducing environmental impacts.
ECONOMIC DEVELOPMENT
In many industries, the competition for workers is measured on a global scale, and people are choosing
employers not just based on salary and traditional benefits, but on external criteria such as lifestyle and
quality of life. Many employers are recognizing that their ability to recruit top employees depends
significantly on local culture and amenities. Cities that are making investments to become more
walkable and bikeable are seeing dividends in the form of attracting new residents and employers.
According to the League of American Bicyclists, a motor vehicle is the second - highest household
expense, after housing itself. The American Automobile Association estimates that Americans spend on
average $8,485 each year to own and operate a car. This number increases each year as gas prices,
maintenance costs, and insurance costs continually increase. It is estimated that about $7,000 of this
leaves the local economy (through fuel purchase, insurance, etc.) while about $1,400 remains (through
taxes, maintenance, registration, etc.). Providing transportation choices can give households the option
of owning fewer cars, thus freeing up more household money that can be spent in the local economy.
Investing in bicycle and pedestrian infrastructure is a key strategy for revitalizing neighborhoods by
improving access to businesses, making streets more attractive to a broader range of users, improving
neighborhood livability by increasing social interaction and perceptions of personal safety, as well as
reducing vehicle congestion.
Many regions and states have found that bicycle tourism supports local economic development due to
spending by travelers as well as bicycle related businesses. With its scenic location near Central
Washington wine and hop country, Yakima has the potential to foster economic development through
bicycle tourism. Recent research shows that people bicycling support local businesses, often spending
more per trip than people driving.
IMAGE: BIKE TOURISTS
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MAXIMIZING TRANSPORTATION INVESTMENTS
Dollar for dollar, bicycling is by far one of the cheapest transportation modes to support. Often bicycle
facilities utilize existing roadway space, and only require relatively low -cost pavement markings and /or
signage. Additionally, bicycles cause far less wear and tear on roadways than motor vehicles.
The City of Yakima has already made substantial investments in its transportation infrastructure.
Implementation of on- street bicycle facilities is a key strategy for maximizing the return of this
investment. By increasing the percentage of miles traveled by bicycle, Yakima can improve the efficiency
of its existing roadway system, and forego costly congestion management projects. A walking or
bicycling trip may end at a destination such as work or shopping, or it can be part of a longer journey
that involves transit. Pairing bicycle facility improvements with transit gives people more transportation
choices and expands the reach of the transit system. Targeting the provision of safe and convenient
bicycle facilities such as lanes, trails, and parking will increase the service radius of a transit stop or
station, and will provide options where transit does not run frequently.
HEALTH
The Centers for Disease Control and Prevention recommends 150 minutes of moderate - intensity aerobic
activity every week, which is equivalent to 10 minutes of brisk walking, 3 times a day, 5 days a week.
Providing opportunities for people to integrate walking or biking into their daily routines can help them
more easily meet these guidelines and stay healthy and fit.
According to a recent Centers for Disease Control information, the rates of obesity among children and
adolescents age 2 to 19 remains a serious problem. Recent studies show the prevalence of childhood
obesity at about 17 percent.
Given that many elementary and middle schools in Yakima are located on low traffic collector and local
streets, there is tremendous opportunity for increasing the number of children able to integrate physical
activity into their daily routines by walking or biking to school through the installation of relatively low -
cost safety improvements.
ENVIRONMENTAL
One - quarter of all trips taken in the United States are within a mile, or about a 20- minute walk. Half of
all trips taken are within three miles, or a 20- minute bike ride. Yet for the vast majority -78 percent —of
these shortest trips, people are using their cars. Replacing short - distance car trips with bicycling and
walking trips can contribute to the reduction of harmful emissions.
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EQUITY
Providing the community viable and affordable transportation choices that include transit, bicycling and
walking is a key component of an equitable transportation system. In Yakima, the poverty rate was 21.1
percent, compared to 14.1 percent in the state as a whole. Nationally, research shows that people from
disadvantaged neighborhoods are more likely to bike for transportation. Bicycling can also provide a link
to public transit, which many depend on to reach critical destinations, including work, shopping, and
health services.
EXISTING FACILITIES
The Plan builds and expands upon Yakima's existing bicycle facility network. Yakima currently has
approximately 5 miles of bike lanes; 14 miles of shared -use paths (trails); signed bike routes that follow
W Chestnut Ave, S 37 Ave, W Lincoln Ave, and W Martin Luther King, Jr. Blvd; and close to ten miles of
shared lane markings on arterial streets (see Appendix B).
The Yakima Bicycle Master Plan is predicated on the creation of a network of dedicated bicycle facilities
that provide safe connected routes through the City for riders of all abilities. In this spirit, the Plan
recommends the use of shared lane markings sparingly, in accordance with the Manual on Uniform
Traffic Control Devices (MUTCD) and National Association NACTO guidelines. In addition, the plan
recommends conversion of many existing signed bike routes and roadways with shared lane markings to
dedicated bicycle facilities. Existing bicycle lanes and trails are incorporated into the Plan, with proposed
facilities completing gaps in the network.
SHARED LANE MARKINGS
National guidance on the use of shared lane markings has evolved in recent years. Shared use markings,
as defined in MUTCD and NACTO, are not considered facility types, since they do not designate
dedicated space for bicyclists. However, they can be important tools in a complete bicycle network,
providing wayfinding and bicycle route definition as well as lane positioning cues for bicyclists on shared
roadways. FHWA has documented studies on the value of shared lanes markings, which demonstrate
that the markings increase the distance between bicyclists and parked cars, increase the distance
between motorists and cyclists, and reduce the number of bicyclists riding the wrong way on roads and
riding on sidewalks. While shared lane markings provide value to the subset of bicycle riders that are
comfortable sharing space with motor vehicles, they do not provide a comfortable facility for the
majority of riders.
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Because national guidance on the use of shared lane markings is evolving, the Plan recommends only a
few miles of shared lane markings, and instead focuses primarily on creating lower stress facilities such
as bicycle boulevards.
SIGNED BIKE ROUTES AND WAYFINDING SIGNS
Signed bike routes and bicycle wayfinding signs, while not bicycle facilities per se, are another important
tool for the development of a bicycle network, especially in support of transportation trips by bicycle.
Wayfinding information can be used to provide navigation; information about distance and time to
destinations; and to mark bike routes, connections to shared use paths, and bicycle boulevards. For
example, wayfinding signs should be installed to bolster the effectiveness and use of the bicycle
boulevards as proposed in this plan (see bicycle network plan map). The MUTCD provides guidance
about signs standards, placement, and installation of wayfinding signs.
BICYCLE LANES
In the downtown area, there are bike lanes on W Lincoln Ave, W MLK Jr. Boulevard, S 3 Street, and S
6 Street. There are also a few segments of bike lanes on the east end of town, on Tieton Drive, W Nob
Hill Boulevard, and W Washington Avenue. These bike lanes, once connected as recommended in this
Plan, will be important components in the city -wide comprehensive bicycle network.
The Powerhouse Trail and the Yakima Valley Greenway Trail are recreational and commuting trails. The
Yakima Valley Greenway Trail is approximately 10 miles long and provides access to several parks,
fishing lakes, playgrounds, and natural areas. The Powerhouse Trail is an in -city trail that connects to
schools, city parks, and residential areas.
IMAGE: 6 AVE BIKE LANE
REVIEW OF POLICIES AND PLANS
This section provides a review of plans and policies related to bicycling and transportation in the Yakima
Valley. To maintain focus on the most relevant plans, only plans adopted after 2005 were reviewed. The
purpose of this review is to summarize the plans already in place and to discover already identified
opportunities and challenges concerning bicycle usage in the Yakima area. Plans reviewed are listed in
Table 1.1 below.
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Table 1.1: Reviewed Plans and Policies
YVCOG Metropolitan and Regional Transportation Yakima Valley Conference 2014
Improvement Programs for 2015 -2018 of Governments
Yakima County Trails Plan (2014) Yakima County 2014
Yakima Valley Conference
Yakima Valley Regional Transportation Plan 2012
of Governments
City of Yakima Parks and Recreation Comprehensive
City 2012
Plan
Yakima Urban Area Comprehensive and Transportation
City 2012
Plan 2025, 2012 Addendum
Yakima Urban Area Comprehensive Plan 2025 City 2006
Yakima Urban Area Transportation Plan Update, 2025 City 2006
Pedestrian and Bicycle Advisory Committee City n/a
Yakima Revenue Development Area City n/a
YAKIMA VALLEY CONFERENCE OF GOVERNMENTS "METROPOLITAN AND REGIONAL
TRANSPORTATION IMPROVEMENT PROGRAMS FOR 2015 - 2018"
This plan covers improvement projects from 2015 -2018. The bicycle plan will not be implemented until
most of these projects are complete. The City of Yakima should coordinate with the Yakima Valley
Conference of Governments to include bicycle improvements in future transportation improvement
programs.
YAKIMA COUNTY TRAILS PLAN (2014)
The Yakima County Trails Plan (Trails Plan) stresses the community, economic, and health benefits of
trails and greenways. A survey found that the highest priorities for residents were for more bike lanes
on county roads and trail connectors with other communities. The Trails Plan focuses on routes in
unincorporated areas of Yakima County and recognizes that non - motorized travel should not be seen as
strictly recreational. Several greenway corridors already exist in the Valley, including the Yakima
Greenway, the Cowiche Canyon Conservancy, the Sunnyside /Grandview Pathway and the County Line
Pathway.
The Trails Plan describes in detail existing trails, and lists proposed trails, including condition, length, and
type of use allowed. Forty -nine miles of trails are currently in use, with 153 miles proposed. Motorist
awareness, local initiatives, and law enforcement are considered important parts of the Trails Plan.
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YAKIMA VALLEY REGIONAL TRANSPORTATION PLAN
The goal of the Regional Transportation Plan (RTP) is to develop and maintain a regional multimodal
transportation system that provides for the safe and efficient movement of people and goods, supports
the economic growth of the region, and is compatible with land use plans and the environment. The
Regional Transportation Plan is focused on preservation, including maintenance of existing facilities. The
first chapter stresses agency coordination and public involvement. Policies in the Regional
Transportation Plan support the development of a bicycle network along with the need to routinely
include pedestrian and bicycle accommodations as a part of capital and maintenance projects.
• Policy 6.8: Monitor and expand on Commute Trip Reduction (CTR) programs for affected
employers and voluntary worksites. CTR work sites are served by a well - developed network of
bicycle facilities. With the exception of five of the worksites (Yakima Valley Farmers Clinic,
Department of Ecology, City of Moxee, Alexandria Moulding and Yakima Valley Hospital), the
sites directly connect to a bicycle network route.
• Policy 6.9: Improve systems for pedestrian and bicycle travel as part of capital roadway projects
and maintenance programs.
The Plan has two 2010 -2035 prioritized projects that are related to bicycling:
• Construct pedestrian /bicycle trail on railbanked Naches Branch line (Naches Spur Rail to Trail -
Locus Lane to Low Road)
• Union Gap- East Washington Avenue Extension from South 18t St to Rudkin Road: new
construction, 3 lanes, with sidewalk and bike lane.
Appendix C of the RTP lists existing transportation facilities. The RTP notes that that over 99% of arterial
roadways have a v/c (volume /capacity ratio) of less than 0.70 (70% capacity), meaning that there is
underutilized capacity on the roadways that could be reallocated to improve efficient movement of
people and safety for all users.
YAKIMA URBAN AREA COMPREHENSIVE AND TRANSPORTATION PLAN 2025, 2012
ADDENDUM
The 2012 Addendum to the Yakima Urban Area Comprehensive Plan listed the following projects with
bicycle components as a priority in Yakima.
• Construction of a new three -lane urban interior north -south frontage road (curb, gutter,
sidewalks, bike lanes and street lighting) from Fair Avenue along 1 -82 to 0 Street.
• Study and evaluate ongoing interface issues regarding safety and operation of the "G" Street
BNSF spur line. Specific items of study will assess bike, pedestrian and vehicular traffic; as well as
freight transshipment; and economic impacts that continuing operation of the rail may have on
adjacent neighborhoods of the City of Yakima.
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• Pathway improvements to the 1 -82 under crossings into the Greenway, including providing a
safe route from the Yakima Redevelopment Area (YRDA) to Downtown, as well as an east -west
connection through the YRDA. Pathway improvements include trails and bike routes as
identified on maps V -1 and V -2 in the transportation section of the transportation plan.
• Provide a safe route from the Greenway through to the downtown that does not require
crossing over interstate exits and on- ramps.
CITY OF YAKIMA 2012 -2017 PARKS AND RECREATION COMPREHENSIVE PLAN (2012)
Bicycling is included as a form of recreation in the City of Yakima Parks and Recreation Comprehensive
Plan (RCP). The RCP suggests that safe bicycle and pedestrian access to parks be considered when siting
future parks. One of the policies is to use existing irrigation canals and Yakima Valley Transportation
corridors for pathways. The William O. Douglas Trail is an important regional facility, and the Parks Plan
recommends establishing connectivity with the trail portion that passes through Yakima.
YAKIMA URBAN AREA COMPREHENSIVE PLAN 2025 (ADOPTED DECEMBER 2006)
The Yakima Urban Area Comprehensive Plan 2025 was adopted in 2006 and recognizes the need to
develop the bicycle network. The comprehensive plan strives to develop local streets that encourage
neighborhood safety and livability, realizing that shorter block lengths and connectivity to the existing
street network contribute to the overall safety and livability of the street. The plan notes that three lane
roads (two travel lanes and one center two -way left turn lane) provide safety benefits for all users. The
plan states that three lane configurations are effective for roads with a future design volume of up to
17,000 ADT (average daily traffic).
The Urban Area Comprehensive Plan describes the existing bicycle facilities in Yakima, which include
bicycle lanes, marked shared lanes, and signed bicycle routes. Three goals, listed below, are directly
related to improving the existing bicycle network.
• Goal 6.7: Create a street network that encourages safe bicycle connections and routes
o 6.7.2: Assign high priority to improvements that address safety or hazardous conditions,
provide access to activity centers, provide linkages to transit and school facilities and
complete planned facilities /trails
o 6.7.6: Encourage conversion of 4 -lane streets to 3 -lane streets with bicycle facilities on
Minor or Collector Arterial streets where appropriate
• Goal 6.8: Consider bicycle needs at street intersections
• Goal 6.9: Promote bicycle use for recreation and economic development benefit
o 6.9.2: Promote and support special events that encourage bicycling and safety
o 6.9.3: Work with local agencies and private organizations to promote and support
hosting bicycle races and events in the Yakima Valley
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Goal 6.7.6 is especially relevant to the Bicycle Master Plan. Several recommendations include restriping
four lane roads to three lane roads to provide space for bicycle facilities.
1 YAKIMA URBAN AREA TRANSPORTATION PLAN UPDATE, 2025 (DECEMBER, 2006)
The Yakima Urban Area Transportation Plan Update states that "Multimodal facilities need to be
included in all future capacity and system projects completed within the city."
The Yakima Urban Area Transportation Plan includes a chapter for bicycles where three goals are
identified: Create a street network that encourages safe bicycle connections and routes; consider bicycle
needs at street intersections; and promote bicycle use for recreation and economic development
benefit.
The Plan provides an overview of existing bicycle facilities in Yakima, along with municipal code rules,
transit access, and a record of bicycle collisions between 1998 and 2004. Other policies relevant to the
Yakima Bicycle Master Plan include policies on the arterial and collector street system, signalization at
intersections, freight transport, and public transit.
YAKIMA COMPREHENSIVE PLAN 2040
The Bicycle Master Plan will be incorporated as a modal plan within the Transportation Systems Plan
(TSP) and the Transportation Element (TE) of the Comprehensive Plan; these projects will be completed
in 2017.
The TSP and TE will incorporate key elements of the Bicycle Master Plan, including bicycle system map,
the list of prioritized projects, and the guidance for bicycle facility roadway design standards specific to
bicycles. There may be refinements to the bicycle network plan to ensure consistency.
1 PEDESTRIAN AND BICYCLE ADVISORY COMMITTEE
The committee was created in 1994 to provide counsel in the creation of a Yakima Bicycle /Pedestrian
Master Plan and to seek consensus among staff, committee members, affected citizens, local
neighborhoods, and other interested groups on bicycle /pedestrian projects and implementation. The
committee was formed to review and adopt preliminary and final plans for creating and financing
specific bicycle /pedestrian projects, keep the public informed about existing and proposed
bicycle /pedestrian projects, and encourage citizen participation in the planning and implementation
process.
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YAKIMA REVENUE DEVELOPMENT AREA
A new development is planned on the northeast side of Yakima. According to a Yakima City Council
briefing on November 26, 2013, new streets and a new interchange ramp for 1 -82 is planned between
Yakima Avenue and US 12. The new Cascade Mill area is intended to provide a regional commercial
center for the Yakima Valley Region, specifically large -lot commercial and industrial sites with easy
interstate access. The development of this area provides an opportunity to link the Greenway with
downtown. While the intent may be to serve regional customers arriving via automobile, the proximity
to downtown and the Greenway provides an excellent opportunity for bicycle access.
COMPLETE STREETS
Yakima Valley Conference of Governments (YVCOG) has been advocating a Complete Streets approach
when planning and designing streets. YVCOG staff have been working with local jurisdictions such as
Union Gap, Mabton, and Sunnyside to adopt their own ordinances. The City, along with the YVCOG and
the Yakima Health District, hosted a Complete Streets event in May 2015 during the master plan process
called Voices for Our Streets. The City of Yakima is working with YVCOG to develop a Complete Streets
network policy that will allow all modes to safely and efficiently access all parts of the city. A complete
streets network policy will likely be adopted in 2016, and included in the 2040 Transportation Plan.
1 CHALLENGES
Yakima's current land use is somewhat dispersed, with large lot commercial and industrial areas. Truck
movement is vital to Yakima's economy, and due to the dispersed nature of industrial sites, warehouses,
and freeways, most arterials will need to maintain access for trucks. The Yakima Greenway is on the
opposite side of 1 -82 and SR -12, which presents challenges to connecting the Greenway to the rest of
the bicycle network. Another challenge is the rail line that divides the City, running north /south west of
1 -82, it interrupts the grid and limits opportunities for on- and off - street connections. Railroad and
freeway crossings should not be neglected as they are vital to the usability of the entire system.
Arterial crossings are one of the main challenges echoed by members of the public and the bicycle
advisory board. Several residential streets that continue north -south or east -west through town provide
a low stress place to ride a bike, but are interrupted by very difficult crossings, particularly at 16t and
40 Avenues.
Finally, the existing maintenance budget does not currently include adequate resources to maintain an
expanded bicycle network, which is an important element of implementation.
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OPPORTUNITIES
The residential areas in Yakima have been built in a traditional grid. This combined with the fact that
many areas of the city are relatively flat, means that there are many street options for bicycling.
As noted in the Yakima Valley Regional Transportation Plan, many of Yakima's roads are currently
operating under capacity. Yakima recognizes the benefits of "road diets," which are the conversion of
four lane roads to three lane roads (see Goal 6.7.6 of the Yakima Urban Area Comprehensive Plan).
These conversions provide safety benefits for all modes, reducing motor vehicle crashes while providing
roadway space for bicycle facilities such as bike lanes or buffered bike lanes. While truck access must be
considered, there are many examples around the country of bicycle facilities and freight facilities
existing on the same roadway. There is an opportunity for the Yakima Bicycle Plan to follow best
practices related to reducing bicycle and truck conflicts.
The Yakima Valley Regional Transportation Plan states that bicycle and pedestrian facilities should be
improved as a part of capital projects and maintenance (Policy 6.9), and the Yakima Urban Area
Transportation Plan establishes a policy to include multimodal facilities in capacity and system projects
in Yakima. Additionally, Yakima's Municipal Code requires bicycle lanes and sidewalks to be provided
along all new or reconstructed arterial and collector arterial streets, where feasible (12.06.040). Thus,
there is an opportunity to use existing policies to include bicycle facilities in all new construction,
including the planned Cascade Mills development.
Yakima has an active advocacy group, Yakima Bikes and Walks, which can be used as a resource for
improving bicycling in Yakima. This group has already helped obtain and implement a grant to install
bicycle racks in downtown Yakima in coordination with local businesses. In order to expand the
accessibility of bike parking in Yakima, there is an opportunity to institute a requirement for installing
short or long term bicycle parking for new development (in the Yakima Municipal Code). This type of
program would also support Yakima Valley's commute trip reduction goals and promote economic
development.
Street maintenance is a priority for Yakima. As part of the transportation network, re- striping and
sweeping of bicycle facilities and replacement of bicycle network signs should be included in the
maintenance budget.
The Yakima County Trails Plan affirms the need to provide on- street facilities and trail connectors that
link the regional greenway systems to neighboring communities and to Yakima's business districts. The
trail network has the potential to provide inter- and intra -city travel for utilitarian and recreation trips
for local residents as well as tourists. A well - established bicycle network would contribute to the overall
economic success of Yakima, allowing residents to spend less money on transportation and contributing
to the tourist economy by drawing in bicycle tourists.
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2 — PUBLIC AND STAKEHOLDER ENGAGEMENT
INTRODUCTION
The public involvement and stakeholder engagement process for the Bicycle Master Plan (Plan) solicited
input at multiple levels: from City Staff; the Built Environment Committee (BEC) of the City Council; a
specially- convened Project Advisory Committee (PAC); and the general public. Information and feedback
from each of these groups helped steer the project goals and Plan development. The process also
sought to understand bicycle commuting needs as well as development of educational efforts geared
toward improving driver behavior and encouraging bicycle travel throughout the City.
Events and social media were also used to communicate with the public about ongoing Plan
development. An online map and survey allowed the public to provide specific input on network
recommendations, individual bicycling behaviors, and bicycle infrastructure.
BUILT ENVIRONMENT COMMITTEE
The project team gathered input from the Built Environment Committee of the City Council three times
over the course of the project; in April, May, and September.
Some of the hopes and concerns the committee members brought up during the meetings included:
• Desire for a well- connected bicycle network
• Desire for a family friendly bike community, prioritizing connections to schools and providing
protected bikes lanes where possible
• Concern about overlap between bicycle network and freight routes
• Interest in and discussion about particular routes in the bicycle network: the role of N. 1st
Street, Chestnut Street and the intersections with N. 16 and 40 Avenues.
Members of the public provided valuable insights at the BEC meetings voicing their concerns and hopes
for the project. One particularly important exchange led to an effort to provide information and solicit
input at the Cinco de Mayo Cultural Fiesta held in early May and put on by Hispanic Chamber of
Commerce /Camarade Comercio Hispana.
PROJECT ADVISORY COMMITTEE
A project advisory committee (PAC) of approximately a dozen members was assembled by City staff. The
PAC members were selected to represent a broad range of bicycle interests and included
representatives from the following groups:
• City Community Development, Planning, Public Works, and Engineering Departments
• Yakima Bike and Walks
• Mt. Adams Cycling Club
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• YVCOG
• Local bike shops
• Yakima Greenway
• Yakima Transit
• City of Yakima Planning, Public Works, and Police Departments.
The PAC met three times over the course of the project, in April, June, and September of 2015. The PAC
provided valuable input to the project regarding the project vision and goals, education and outreach
ideas, network planning, and priority projects.
OPEN HOUSE
Yakima Valley Conference of Governments has been advocating a Complete Streets approach in the
planning and design of roadways. YVCOG staff have been working with local jurisdictions including
Union Gap, Mabton, and Sunnyside to adopt their own Complete Streets ordinances. The City, along
with the YVCOG and the Yakima Health District, hosted a combined Complete Streets /Bicycle Master
Plan open house event on May 21, 2015. The event, Voices for Our Streets, was held at the Yakima
Convention Center.
Two speakers spoke about designing streets for all users. Speakers included Professor Marc Schlossberg,
a professor of City and Regional Planning at the University of Oregon and co- author of Rethinking
Streets: An Evidence Based Guide to 25 Complete Street Transformations. Professor Schlossberg
discussed Complete Streets principles and case studies from his book. Peter Lagerwey, of Toole Design
Group, a nationally -known expert on non - motorized projects and a Complete Streets trainer, in his talk
titled, "Implementing Complete Streets in Your Community —Steps and Stories," outlined practical steps
communities can take to execute a Complete Streets policy.
IMAGE: OPEN HOUSE
Before and after the lectures, local agency representatives were stationed at information tables and
displays, providing an opportunity for community members to gain information and ask questions about
local and regional transportation plans and services.
The Bicycle Master Plan project team had the following boards on display:
• Project overview
• Project goals, including an interactive board where participants ranked their priorities
• Project schedule
• Bicycle facility types
• Maps where participants could note challenges and concerns for biking in Yakima.
IMAGE: MAPS
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The event was attended by nearly 60 people. Between the lively discussion during the question answer
period, the comment forms, and the informal discussions, the team received detailed input about where
people would like to bike in Yakima and the challenges that need to be addressed. One theme that came
up repeatedly was a desire for more protected bike facilities.
OTHER EVENTS + DRAFT PLAN OUTREACH (TBD)
The City hosted an event in mid -May called Feet in the Street. The event included many activities geared
toward different age groups and bicycling abilities and presented an opportunity for City staff to provide
community members with project information and publicize links to the Plan online survey and map.
[URVEY AND CROWDSOURCED MAP
To capture a broad spectrum of attitudes and interests about bicycling in Yakima, the project team
developed an online survey and crowdsourcing map. Links to these input tools were provided on the
City website and publicized at events and through interested individuals and groups like Yakima Bikes
and Walks.
The survey assessed interest and attitudes toward bicycling and bicycling facilities, as well as opinions on
potential changes to the street network required to accommodate bicycle facilities.
The map allowed people to identify locations where bicycling barriers or opportunities exist, routes that
people commonly ride or would like to ride, or add a comment to any feature. All suggestions and
comments were reviewed by the project team and were used to inform the development of the bicycle
network plan and facility, policy and program recommendations.
Results from the survey and map are featured in Appendix D.
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CHAPTER 3 — BICYCLE NETWORK RECOMMENDATIONS
INTRODUCTION
The Bicycle Master Plan recommends a city -wide, connected bicycle network that provides
opportunities for inexperienced and experienced bicyclists of all ages and abilities. It reflects extensive
stakeholder input, the latest guidelines in facility planning and design, and field analysis of all
recommended facilities. The recommended bicycle network includes 60 miles of on- street bicycle
improvements ranging from shared streets to protected bike lanes. It also recommends approximately 4
miles of new trail connections that link key parts of the network. Table 2.1 provides a summary of miles
for each type of recommended bicycle facility. Appendix A provides more information on designing and
maintaining the bicycle network.
Table 2.1 Summary of Recommended Bicycle Network: One -way mileage.
New On- Street Facilities Total Recommended Miles
Bike lanes 24.9
Buffered Bike Lanes 10.6
Shared lane markings 3.9
Climbing Lane 1.3
Bicycle boulevard 24.1
Protected Bike Lane 0.7
Trail Connections 3.7
Paved Shoulder 0.6
TOTAL 66.0
The following factors were considered in the development of the recommended bicycle network. These
reflect input received from the public, city staff, review of existing plans, and recognized best practices.
• One mile or less spacing of bike facilities
• Review and consideration of existing facilities
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• Routes that complete or connect to existing bicycle facilities
• Routes that connect schools (supporting Safe Routes to School efforts) and other community
facilities such as recreation centers, parks, and libraries
• Routes that connect to major trails
• Roadways that have existing excess capacity (e.g. peak -hour traffic volumes are significantly
below what the roadway can accommodate)
• Roadways that provide parallel routes to arterials with high traffic volumes
• Routes that connect to commercial and retail destinations
• Routes that will attract the "casual and less confident" rider.
1 FACILITY DEFINITIONS
SHARED LANE MARKINGS
Shared -lane markings are not technically considered a bicycle
facility, since all travel lanes where bicycles are not prohibited are
shared lanes. However, shared -lane markings are an important
tool that can assist bicyclists and motorists by indicating
appropriate bicycle positioning on a roadway, increasing safety
and visibility.
ova
BICYCLE LANE
�: Marked space along a length of roadway designated for use by
tt bicyclists.
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BICYCLE CLIMBING LANE
On a sloped roadway where there is not sufficient space to provide bicycle lanes on both sides of the
street, a bicycle lane on the up -hill provides space for slow climbing bicycles, with shared lane markings
on the downhill.
.14,4„-___ D ikb
3UFFERED BICYCLE LANE
A bike lane with additional buffer space between the bike lane and the auto lane or parked cars. Used
on high - volume or high -speed roads, or roadways with high parking turnover.
0 111P - � -` --
CONTRA FLOW BICYCLE LANE
Bicycle lane separated by a painted yellow centerline marking on a street with one -way motor vehicle
traffic, to allow contra -flow bicycle traffic.
IMAGE
BICYCLE BOULEVARD
A low- volume and low -speed street or series of streets that have been optimized for bicycle travel while
discouraging or calming through automobile travel. Local access is maintained.
A bicycle boulevard incorporates several design elements to accommodate bicyclists. These may include,
but are not limited to:
• Stop signs on side streets to allow free flow of bicyclists
• Traffic circles to slow motor vehicles
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• Wayfinding signs for bicyclists
• Shared lane markings where appropriate for wayfinding
• Crossing Improvements at major streets
• Traffic diverters for motor vehicles designed so bicyclists may pass through
Every street is different and will require varying levels of treatment. For this type of facility to be
effective, crossing treatments at major arterials are essential.
IMAGE: CONTRAFLOW
PROTECTED BIKE LANE (ALSO CALLED CYCLE TRACK)
A portion of a right -of -way which has been designated by curbs, planting strips, flex posts, parked cars,
or other physical barrier for the exclusive use of bicyclists. Protected bike lanes are typically one -way,
but may be two -way under special circumstances. Protected bike lanes can operated sidewalk level or
street level.
IMAGE: ONE WAY PBL SIDEWALK
IMAGE: ONE WAY PBL STREET LEVEL
SIDEPATH
A shared -use pathway that is physically separated from motorized vehicular traffic by an open space or
barrier, and is either within the highway right -of -way or within an independent right -of -way. As shared -
use paths, sidepaths may also be used by pedestrians, skaters, wheelchair users, joggers and other
non - motorized users.
IMAGE:SIDEPATH
SHARED -USE TRAIL
A pathway (paved or soft surface) not adjacent to a roadway that accommodates pedestrians and
bicycles, dog walkers, joggers, etc.
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•
WAYFINDING SIGNS AND PAVEMENT MARKINGS
Signs and pavement markings that help bicyclists find important destinations and routes within the
bicycle facility network.
IMAGE: WAYFINDING
GREEN BIKE LANE
Part of a bike lane that demarcates a conflict zone or an area where motor vehicles may be merging
across the bicycle lane. Used as a spot treatment, colored bike facilities like green bike lanes provide
proven safety benefits through increased visibility and awareness of bicyclists.
IMAGE: GREEN BIKE LANE
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BICYCLE DETECTION AT INTERSECTIONS
A pavement marking symbol that indicates the appropriate position for a
Arias
bicycle to trigger a traffic signal.
■
;•
BIKE PARKING
Bicycle racks should be designed so that they: l
All
• Support the bicycle at two points above its center of '
gravity
• Accommodate high security U- shaped bike locks s \
sys-
• Accommodate locks securing the frame and one or
both wheels
•
Provide adequate distance (minimum 36 ") between
racks so that bicycles do not interfere with each
other
• Do not contain protruding elements or sharp edges
• Do not bend wheels or damage other bicycle parts
• Do not require the user to lift the bicycle off the ground
BICYCLE NETWORK RECOMMENDATIONS
1 1ING FACILITIES
Yakima has approximately 5 miles of bike lanes currently installed that are noted on the network maps
in Appendix B. There are several signed bike routes and shared -lane markings throughout the city.
Signed bike routes are not considered a roadway facility type, and while they may add value to the
network, they are not covered in this Plan. Guidance from the MUTCD, AASHTO, and NACTO on shared -
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lane markings has changed since Yakima installed markings on city roadways. The existing shared -lane
markings were therefore not considered as part of the network.
DEVELOPMENT OF STUDY NETWORK
Streets considered for potential bicycle facilities included streets with existing facilities (bicycle lanes,
signed bicycle routes or shared -lane markings), arterials with excess capacity (based on traffic counts
provided by the City of Yakima), trail network connections, streets that provide critical access across
barriers such as the railroad tracks and freeways, and continuous residential streets.
FIELD WORK
The consultant team completed a field review of the entire existing and potential bicycle network, as
outlined in the study network. Lane configuration and width were measured and topography was
observed for each of the roads in the draft study network. At some locations, width could not be
measured because of safety concerns related to traffic volume or speeds. In these cases, fairly accurate
(within a foot or two) measurements were taken from Google Earth. Using the data from the field,
public input, and traffic counts provided by the City, the draft network was developed.
RECOMMENDED NETWORK MAP
Upon completion of the field work, a draft network was developed and then refined to better reflect
Plan goals and objectives, public input gathered at the open house and through the on -line map, best
practices for improving safety, and links for improving connectivity of all recommended facilities. The
result is a cost - effective network that creates a safe way to travel around the entire city by bicycle,
access schools, businesses and neighborhoods. The recommended network map is included in Appendix
B.
PROJECT PRIORITIZATION
I PRIORITIZED NETWORK DEVELOPMENT PROCESS
As a first step to providing a safe, connected network of bicycle facilities through Yakima, a "skeleton"
network was identified that connects the existing facilities and provides connections through downtown
and to the Greenway. The following set of criteria was used to select the projects included in the priority
network.
1. Value in network and connectivity: The projects selected provide a spine for the future
network, filling critical network gaps and linking to existing facilities, the Greenway, and
downtown.
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2. Ease of implementation: Projects were generally selected that would not require additional
right -of -way acquisition or major modification to existing roadways. Funding strategies are
addressed in Chapter 5.
3. Public input: Projects that were often mentioned on the online map and in the open house were
considered for inclusion in the priority network.
The priority network map is included in Appendix C. The numbered labels on the map correspond with
the project numbers below (project numbers do not reflect priority rankings).
1 LIST OF SHORT TERM, PRIORITIZED PROJECTS
1. Chestnut Street Bicycle Boulevard and Walnut Street Bike Lanes
Chestnut is already a signed and well -used east -west bicycling route. The project team heard
many times that Chestnut is a good route, but that crossing arterials is difficult. Crossing
improvements are needed at S. 16 Avenue and S. 40 Avenue. These streets are heavily
trafficked motor vehicle routes, and careful study is needed to create a safe crossing. Crossings
improvements at these intersections will require further study in the Transportation System
Plan in order to determine the best recommendation. Diverters are recommended at S. 48
Street and S. 12 Avenue.
2. 32 Avenue Bicycle Boulevard
N. 32n Avenue has the advantage of signals at major arterial crossings. Additional signage,
speed humps, and diverters would make this road an excellent bicycle boulevard. Current motor
vehicle volumes are approximately 4,000 ADT at the section with the highest volume. At
Englewood Avenue, where the proposed route jogs west to N. 34 Avenue, a two -way
protected bike lane could be added by removing the right turn lane from Englewood to N. 34
The bike boulevard would then continue on N. 34 where a stoplight is proposed at Fruitvale
Blvd. This route connects Chestnut Street, the Powerhouse Trail, and River Road.
3. Greenway Connections
The Yakima Greenway Trail has a few existing gaps that, if completed, would make this facility
more continuous, accessible and usable.
Chesterly Park to Greenway Connector
The Powerhouse Canal Trail runs through Chesterly Park, where it currently ends. The trail
should be extended to join with the Greenway trail along N. 40t Avenue by either widening the
existing sidewalk or constructing a new trail parallel to the sidewalk. Because land uses do not
suggest pedestrians or bicyclists may be present, driveway crossings would require special
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({ ) Yakima Bicycle Master Plan
attention and signage. Signage is also recommended to direct bicyclists and pedestrians to the
Greenway. An on- street solution is not recommended since motor vehicle speeds and volumes
along N. 40 Avenue are high.
N. 16 Avenue Connector
Currently, N. 16 Avenue provides a connection to the Yakima Greenway Trail on the SR 12
overpass. However, N. 16t Avenue only has a southbound bike lane and no northbound bike
lane. The road is wide enough to add a two -way protected bike lane on the west side of N. 16
Avenue. Motor vehicle lanes could be shifted east on the bridge to accommodate the protected
bike lane. Freeway exit ramp crossings must be very well marked. The City /WSDOT should
consider adding refuge islands at freeway exit ramp crossings. Temporary refuge islands can be
created with paint and bollards at a lower cost than concrete islands.
IMAGE: GREEN PAINT AT CROSSINGS
Yakima Avenue and Nob Hill Overpasses
Yakima Avenue and Nob Hill Boulevard provide two of the
three connections from downtown Yakima across I -82 to w
the Yakima Greenway Trail. Both have wide sidewalks that F 7 - ?
z e
serve as bike paths across I -82, and both need significant �:;or-- ^" A
improvements. Curb bulbs are recommended to shorten
crossing distances and slow vehicles making turns on and
off the interstate ramps. Trail crossing signs at crosswalks
would alert motorists to the presence of bicyclists and
pedestrians. The sidewalk on Nob Hill Blvd should be
widened and improved for bicycle travel west to S. 18 Street to connect the proposed
north /south bike lanes on S. 18 Street with the overpass and Greenway. On Yakima Avenue,
there is an opportunity for the south sidewalk to connect to the Greenway through a vacant
parcel after the S. 18 Street overpass.
4. I Street Bike Lanes
I Street connects to downtown over the railroad tracks and is an important link in the bicycle
network, as well as the overall transportation network. Bike lanes are recommended, but this
street will need further study as part of the Transportation System Plan.
5. 3 Street Bike Lanes
N. 3 Street already has bike lanes from Walnut Street to Race Street, and is a good north -south
connector. Buffered bike lanes are recommended from I Street to E Street, and new bike lanes
from E street to Walnut Street and Race Street to Pacific Avenue.
< /O) Yakima Bicycle Master Plan
6. Lincoln Avenue and MLK Jr. Boulevard Buffered Bike Lanes
Lincoln Avenue and Martin Luther King Jr. Boulevard are important downtown connectors,
providing bicycle links under the railroad tracks. Existing bike lanes and shared -lane markings
are recommended for an upgrade to buffered bike lanes, providing a more comfortable
experience for bicyclists. The Transportation System Plan should study removing a travel lane or
parking lane to provide for buffered bike lanes. Flexposts should be added to the buffer to
create protected bike lanes on the railroad underpasses.
7. Fair and Pacific Avenue Bike Lanes
S. Fair Avenue and Pacific Avenue provide a connection through the southeast portion of
downtown and connect to the proposed path over 1 -82 on E Nob Hill Boulevard. Bike lanes could
be installed by narrowing lanes and restricting parking on one side of the road on Pacific Avenue
from S. 3 rd Street to S. Fair Avenue, and narrowing lanes or removing the center turn lane on
Pacific Avenue/ S. 18 Street from S. Fair Avenue to E Nob Hill Boulevard. Bike lanes could be
installed on Fair Avenue by implementing a road diet from E Nob Hill Boulevard to Pacific
Avenue, and by removing the center turn lane from Pacific Avenue to the junction with E Lincoln
Avenue and E Martin Luther King Jr Boulevard.
8. Fifth Avenue Bike Lanes and Bike Boulevard
Fifth Avenue is a good candidate for bike lanes through the west part of downtown. Bike lanes
are recommended, buffered bike lanes where there is room. 5 th Avenue changes from an
arterial to a local street at Tieton Drive, where the bike route continues as a bike boulevard.
Crossing treatments are recommended at W Nob Hill and W Mead Avenues.
9. Maple Street Bike Boulevard
Maple St, Beech Street, and Chalmers Street provide a low- traffic connection to Sarg Hubbard
Park and the Greenway. Crossing improvements are needed at S. 6 th Street. To avoid a difficult
crossing of N 1st Street, the bike boulevard will terminate at S 3 rd Street and connect with
existing bike lanes on S 3 rd Street and proposed bike lanes on Walnut Street.
10. Powerhouse Canal Pathway connections
The Powerhouse Canal Pathway has a major gap along Lincoln Avenue between 24 Avenue and
20 Avenue. This gap should be completed with a shared -use trail. Possible strategies include
removing one lane of traffic or widening the sidewalks. Bike lanes and a road diet are second
tier recommendation for Lincoln Avenue, which may influence location of the trail but should
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not be used as a substitute for a full trail connection. Along with this project, a crossing of
Lincoln Avenue at N 24 Avenue should be further studied to provide additional connections to
the trail.
More intuitive connections are needed where the Powerhouse Canal Pathway offsets at N. 20
Avenue and N. 16 Avenue. A bike boulevard treatment on Willow Street and bike lanes on N.
6t Avenue complete the connection to the rest of the network.
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4 — PROGRAM RECOMMENDATIONS
INTRODUCTION
Infrastructure is only part of the solution to making a city
more bicycle - friendly. Efforts must also be made to
address non - infrastructure elements such as unsafe THE 5 E'S, from the League of
behaviors of all roadway users, the development of safe 1 American Bicyclists
bicycling skills, and general awareness of bicyclists on Education: Giving people of all
the roadway. ages and abilities the skills and
confidence to ride
The Project Advisory Committee (PAC) held a robust Encouragement: Creating a
discussion on the "Five E's" with a particular focus on strong bike culture that
education, which resulted in a set of three key messages welcomes and celebrates
that the City and its partners can use to effectively target bicycling
their programmatic efforts as they move forward with Enforcement: Ensuring safe
implementation of the Yakima Bicycle Master Plan. roads for all users.
Prioritization of these three messages, below, were Evaluation & Planning: Planning
determined to be the most important education related for bicycling as a safe and viable
issue for Yakima. transportation option
1. Share the Road. Encourage people who drive to 1 Engineering: Creating safe and
convenient places to ride and
respect bicyclists' right to use the roadway; and
park.
increase awareness of bicyclists as vulnerable
users of the roadways who need safe and
comfortable places to ride.
2. Bicycling is an economical and attractive travel
choice. Bicycling is a flexible and economic way
to travel that can increase Yakima residents' trip range and reduce roadway congestion.
Developing a well- connected bicycle network will make Yakima an appealing place to visit, and
may attract prospective businesses.
3. Bicycling is a healthy activity that benefits the whole community. Bicycling is an excellent way for
children and adults to meet the recommended physical activity targets to maintain good health
(see Chapter 1, Benefits of Bicycling). According to the Centers for Disease Control, "Creating or
modifying environments to make it easier for people to walk or bike is a strategy that not only
helps increase physical activity, but can make our communities better places to live."
This rest of this section documents recommendations developed by the PAC and the project team to
leverage existing programs undertaken by the City of Yakima, partnering agencies, and volunteer
organizations as well as recommendations for additional programs that can help the City communicate
these key messages.
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It is worth emphasizing the important role that volunteers and advocates will play in improving
conditions for bicyclists in Yakima. The City can set the course via policies and infrastructure
improvements, but the actual conditions can only be impacted by the actions of all citizens both in daily
conduct and organized group actions. Fortunately, there are groups, clubs and individuals dedicated to
improving bicycling conditions in Yakima. A number of agencies and organizations could potentially play
an active role in encouragement and education efforts, including but not limited to the Yakima
Conference of Governments, Yakima Police Department, Washington Department of Transportation,
Yakima Health District, Washington Bikes, Yakima Greenway Foundation, Yakima Parks and Recreation,
Yakima Bikes and Walks, and bike shops, The combined efforts of the City and its partners will help to
establish and sustain a bike culture.
EDUCATION
The ranking exercise conducted at project the open house identified education as a key component to
the success of the plan. A safe transportation system begins with an understanding of the rights and
responsibilities of all residents that use the City's streets, sidewalks, and trails. Education is required to
address issues such as wrong -way riding, how bicycles and cars can safely share the road, the
importance of looking both ways, and compliance with stopping regulations. This information needs to
reach as many residents as possible and it needs to be provided in both English and Spanish. Below is a
discussion of programs and other efforts focused on educating the public about bicycling safety, some of
which the City of Yakima and its partners are already offering or pursuing.
1 S) ROUTES TO SCHOOL (SRTS)
Safe Routes to School (SRTS) programs involving parents, schools, community leaders and local, state,
and federal governments work to improve the health and well -being of children by enabling and
encouraging them to walk and bicycle to school.
Many of Yakima's public schools are located on collector streets and accessibility via walking and biking
would be greatly improved with implementation of the recommended bicycle network. Many schools in
Yakima provide walk route maps for the students, safe bicycling routes, along with safety information,
could be included with such materials. The City of Yakima has received funding for SRTS projects from
WSDOT in the past, and the City should continue to apply for funding.
Bicycle and pedestrian safety skills will benefit the children throughout their lives. According to the
National Center for Safe Routes to School, it is more likely for children today to be driven to school and
activities than their parents were, resulting in fewer opportunities to practice safe biking and walking
skills Ensuring consistent, certified instruction for all children of Yakima will help to improve safety for
the City's next generations. The National Highway Traffic Safety Administration (NHTSA) offers many
materials about bicycle and pedestrian safety, including curriculum materials, and resources in Spanish.
The school district could also develop a Bike to School Day - -a good opportunity to provide bicycle
education materials and training.
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EDUCATING LAW ENFORCEMENT OFFICERS ABOUT BICYCLES
It is important for all law enforcement officers to fully grasp the rights and responsibilities of all roadway
users. Educating law enforcement officers about the laws applying to bicycles, as well as the operational
characteristics of bicycles can help officers better understand what behaviors they should be targeting
from an enforcement point of view. A police bike patrol unit is an excellent way for officers to engage in
the community and experience the challenges faced by bicyclists. Yakima police should continue to
operate their bike patrol in the summer.
IMAGE: YAKIMA BIKE PATROL
1 POLICE EDUCATION SEMINARS & RODEOS
Police officers or staff have shown support by assisting with bicycle rodeos, and could continue to
provide bicycle safety education such as seminars and bicycle rodeos. Rodeos begin with the instructor
providing an explanation of bicycle skill expectations for students. Various stations are set up to give
students the opportunity to practice a variety of specific bike handling skills for operating a bike safely
and legally on the street. Bicycle rodeos are provided during the school day, and at events upon request.
Health fairs and safety events, such as the Feet in the Street event, also provide opportunities to
promote safe cycling clinics for children, families and adults.
1 CITY WEBSITE
The City's website is very helpful and functions as a clearinghouse for several important transportation -
related resources. The City should consider utilizing the web site to distribute educational information in
a focused, centralized transportation and recreation section oriented toward bike (and pedestrian)
safety in English and Spanish. The City could expand and maintain an online reference that provides easy
access to bicycle laws, safety tips, maps of the bicycle network, and links to programs that encourage
people to bike more often. Ideally, this information should be presented all in one place on the City's
website, or if this is not desired, then links to relevant pages, i.e. 'Planning', or 'Parks and Recreation'
should be compiled and provided in one place. Other ideas to consider:
ADD A CALENDAR SHOWING BICYCLE EVENTS
Posting bicycle events on a monthly calendar would help people become more aware about
upcoming events. The City could partner with agencies and interest groups that have bicycling
events, such as Yakima Bikes and Walks, and publicize information about the events on the
City's website, Facebook page, and distribute through email notices. All postings and event
information should be available in a format that is accessible and easy to read.
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USE YAK BACK TO REPORT PROBLEMS WITH BICYCLE INFRASTRUCTURE
The City's Yak Back site can be used as a way for citizens to report issues with bicycle
infrastructure.
CROSS -POST BICYCLE - RELATED VOLUNTEER OPPORTUNITIES, ACTIVITIES, AND
PROGRAM
The City's Parks and Recreation, Planning, and Public Works departments and YVCOG all have
projects or programs that either address bicycling directly or have complementary objectives.
Cross posting the efforts of other City agencies and departments will make for a more
convenient experience for the web user, and will promote cooperation and joint development
across City departments.
DEVELOP A COMPREHENSIVE SAFETY EDUCATION PROGRAM
As resources become available, the City, in partnership with other organizations such as YVCOG, the
Health District, and private industry, e.g. healthcare, could develop a comprehensive safety education
program. The tone should be cooperative, emphasizing that all modes need to be aware and respectful
of each other on roads and trails. Below are additional activities that should be marketed under the
umbrella of an energized and comprehensive program.
CREATE AND & DISTRIBUTE EDUCATIONAL AND PROMOTIONAL MATERIALS
Educational and promotional materials such as maps, bumper stickers, billboards, website
content, flyers, etc., with a unified theme and message can be very effective in raising
awareness about bicycle safety driving motor vehicles with care. Materials could be made
available in both English and Spanish.
PROMOTE AND SUPPORT ADULT BICYCLE SAFETY CLASSES
Many adults are unaware of how to properly fit and wear a helmet, signal turns to vehicular
traffic and are unfamiliar with other safe road riding skills. The City could promote adult bicycle
fun rides, clinics and engage volunteers that are certified bicycle instructors (by the League of
American Bicyclists) to organize and conduct the clinics and rides. Clinics and rides could be
posted on the bicycle calendar of events. The City bicycle web page can also provide links to
those groups that provide publicly accessible clinics, rides and workshops.
Additionally, the City could provide classroom space for bicycle safety workshops. Groups and
clubs regularly offer clinics and workshops but have difficulty finding spaces that can provide
both classroom space and areas to practice maneuvers. The City and County buildings may have
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meeting rooms and parking lots that can be used for instruction. These spaces are usually
unused during weekend and evening hours. Providing these spaces for free would increase the
frequency that clinics and workshops are offered.
ENCOURAGEMENT
Yakima is fortunate to have an enthusiastic cycling community. The City has several cycling groups that
promote bicycling in and around the city and organize group rides. While many of the groups are
oriented to recreational riding, their members' presence on the roads and paths increases awareness of
all cyclists.
BIKE TO WORK DAY
The purpose of Bike to Work Day is to encourage people to try substituting a bicycle for their car for one
day, with the hope that the experience will inspire more regular bicycle commuting. The City could
partner with YVCOG, the Health District, and other organizations to host bike to work events in Yakima.
The City could promote greater participation by encouraging its employees to bike to work, as well as
holding bike commuter "lunch- and - learn" workshops. Another idea to increase participation is to
partner with bicycle shops and other organizations to have a mobile unit to provide free bike tune -ups.
The City could also partner with health related organizations, bicycle groups, and local restaurants to
provide a breakfast station and prizes for participants. The City could seek partners to promote this
event, and should explore other strategies for increasing the number of participants.
CREATE A BICYCLE FACILITIES MAP
A bicycle facility map can be an effective tool for encouraging novice bicyclists to ride more often
because it helps them understand key connections for getting to their destination. The map should be
available in both print and digital formats (downloadable PDF and mobile device format), in English and
Spanish. The map should provide detailed bicycle facilities information (on- street routes and off - street
trails), and could potentially include safety tips and bikes on buses information. It could also include a
summary of laws and regulations applying to bicyclists.
BICYCLES AND TRANSIT
Public transit can be an attractive solution for extending bicycle trips. Secure bicycle parking facilities
should be provided at the transit center and potentially other transit stops. Additionally, the entire fleet
of Yakima Transit buses are equipped with bicycle racks which allow individuals to take their bicycles
with them as they travel on the bus. The bus attached bicycle racks can be used at no additional cost.
IMAGE: BIKE BUS
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INCENTIVE PROGRAMS
Employer incentive programs are excellent tools to promote commute trips by bicycling and walking.
Such programs benefit both the employees as well as the employers —who have to supply fewer parking
places for their employers and have healthier employees. Incentives can take a variety of forms, from
vouchers to payroll credits and gift cards. Employees earn them by meeting a target number of weekly
or monthly commute trips by bike.
PAC members suggested incentive programs for school children based on existing programs, such as:
the Yakima Transit program that allows kids free admittance to the public pool with a bus transfer; the
Kiddin' Around on the Yakima Greenway activity program; and the Mileage Club through Clary Motors,
which rewards kids who achieve perfect school attendance. Such programs could be adapted to
promote bike trips by kids. (e.g. - admittance to the public pool with a bicycle helmet; rewards for bike
to school mileage or trips; organized recreational rides for kids, and similar programs).
1 PARTNERING
Entities and interest groups outside the City can contribute to the success of the Master Plan. Below is a
list of organizations that the City should collaborate with to encourage bicycling. Several of these groups
participated in the Master Plan process.
Yakima Valley Conference of Governments and the Yakima Health District have been involved
Complete Street policy and planning, and administer grants and programs related to promoting
bicycling and walking. YCCOG promotes biking to work and provides information on their
website.
Yakima Greenway Foundation "works to conserve, enhance and maintain the Yakima Greenway
as a continuing living resource." The Greenway is an important part of the Bicycle Network, and
the City should continue to partner with the Foundation to ensure high quality connections
between the Greenway path and the City streets. Programmatically, there are opportunities for
partnership and promotions such as the Kiddin' Around on the Yakima Greenway, which could
add bicycling to their activities for kids.
Yakima Walks and Bikes is an advocacy group that is focused on creating a bicycle and
pedestrian friendly environment in Yakima, and the surrounding communities.
Mount Adams Cycling Club is a membership- based, recreation - focused group that conducts
regular rides in and around Yakima.
Yakima has multiple bicycle shops through which education and encouragement information
could be disseminated. Shops may also be potential sponsors of events like Bike to Work Day or
community rides.
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Other potential partners include major employers and other schools of higher education
including Pacific NW University of Health Sciences, Perry Technical Institute, and Yakima Valley
Community College.
1 CHAMBER OF COMMERCE /LATINO CHAMBER OF COMMERCE
Bicycle trips often involve shopping or restaurant /cafe visits. The chambers could promote and capitalize
on the patronage bicyclists to local businesses around Yakima by installing more bicycle parking and
supporting special events such as bike to work day.
1 GROUP RIDES
Whether for recreation or commuting purposes, riding in groups gives novice cyclists confidence to ride
both on and off -road, and introduces new and convenient routes for everyday rides. The rides can cover
vast areas and provide tours of the City, or they can help people identify comfortable and convenient
routes to work. The best rides are those that start and end in the same location but explore new routes
and destinations, giving people a new awareness of the bicycle network. Group rides have the added
benefit of creating a strong bicycle presence on the roads. Yakima Walks and Bikes, Mount Adams
Cycling Club, and area bicycle shops have all been active in promoting bicycle group rides.
Students can also benefit from group rides. The Safe Routes to School movement encourages young
cyclists to bike to school in groups with adult chaperones. These rides increase the students' confidence
in their bicycling skills and establish healthy habits for life. Bicycle trains have been especially effective
for high - school aged students, providing a cheaper alternative to driving.
While the actual rides may be led by volunteers from local bicycling organizations, the City can provide
resources and materials on planned group rides by including information about the events on the City's
website, and in email distributions. The City can also link to other groups that produce how -to materials
for organizing group rides or bicycle trains to school.
EVENTS
The events the City and YVCOG conducted during the Plan development, Feet in the Street and Voices
for our Streets, were examples of opportunities for the City to promote bicycling, provide education,
and deliver key messages around safety, fun, active living. The City should continue to seek out and take
advantage of these opportunities. Establishing these or similar events as annual affairs would help
maintain momentum by leveraging existing relationship with volunteer groups and support Yakima's
growing bike culture.
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ENFORCEMENT
POLICE ON BIKES
An effective way to engage bicyclists and model safe bicycling maneuvers is to put police officers on
bicycles. Police on bicycles also tend to have a more thorough understanding of the rights and
responsibilities of all users if they receive specialized training on bicycle safety skills and laws. An added
benefit to using bicycles instead of cars is that officers on bicycles travel at slower speeds and are more
engaged with their surroundings.
PROGRESSIVE /EDUCATIONAL TICKETING
Through the public process, community members indicate that many drivers appear to be unaware of
bicycle safety legislation. While it is everyone's responsibility to be educated on current laws, it is more
effective to educate drivers and bicyclists before issuing citations. With progressive ticketing, officers
offer educational materials, and then warnings before issuing citations and fines. Offering this grace
period allows drivers time to adjust to new laws. This approach can also be applied to bicycle
enforcement.
SUPPORT DISTRACTED DRIVING CAMPAIGNS
Drivers that are not fully paying attention to the road and other vehicles create unsafe conditions for all
modes. Bicyclists are especially vulnerable as they are often hidden in driver's blind spots. Washington
has a hand -free law, but distracted driving messages are still important as it remains a threat to all
roadway users.
Schools can also participate by conducting pledges for parents promising that they will not use their cell
phones while driving, especially in school zones. The City could also consider adopting an ordinance that
allows police to issue fines specifically to individuals caught using hands -on cell phone devices while
driving in school zones.
PARKING ENFORCEMENT
Motor vehicles are not allowed to park or load /unload in bicycle lanes. Proper enforcement and
ticketing must be employed to prevent people from blocking the bike lanes.
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CROSSWALK ENFORCEMENT
For Yakima's network of bicycle boulevards to work correctly, motorists must yield to greenway users at
arterial crossings. Targeted enforcement of motorists failing to yield may produce beneficial results.
Some cities have also tried positive enforcement, where they reward motorists for proper yielding
behaviors. This type of enforcement usually generates additional education and encouragement if it is
picked up by local media outlets or social media.
EVALUATION
Performance measures should be used to track implementation of Plan goals as well as project
development. The first year's goal is for the Plan to be adopted by the City of Yakima.
Thereafter, the City will integrate the Bicycle Master Plan with the annual Transportation Improvement
Program (TIP). Project recommendations should be related to the implementation strategies and
performance measures in the Plan.
Since the Bicycle Master Plan is based on current concepts, it should be thoroughly reviewed every ten
years for content and updates, consistent with the State - mandated Growth Management Act
Comprehensive Plan update cycle.
Example Plan performance measures are included in the following table:
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Performance Measure Performance Target Baseline Data Collection
Measurement Frequency
Adopt the Bicycle Master Plan 2016 N/A N/A
and incorporate into Yakima
Transportation Plan and
Comprehensive Plan
Reduce bicycle crashes Reduce bicycle crashes by 2015 rate Annually
50% by 2025
Miles of recommended on- Annually install a 2015 Annually
street bicycle network minimum of 5 miles of
complete the adopted bicycle
network plan (bike lanes,
bicycle boulevards etc.).
Complete recommended
network by 2025.
Number of bicycle parking Install a minimum of 5 To be counted in Annually
racks installed bicycle racks per year. 2016
Number of trail access points Complete one trail access Number of new Annually
connected by on- street point connection per year trail access points
bicycle facilities identified in the
bicycle network
plan
Institute a bike count Establish program in 2016 counts Annually
program, using the National 2016, begin annual
Bicycle and Pedestrian counts
Documentation Project
methodologies and
volunteers to conduct count
Increase bicycle ridership Number of bicyclists Increase number of Annually
counted at locations bicyclists at count
through the City locations by 2% per
year
Adopt a Complete Streets 2016 N/A N/A
Network Policy (routine
accommodation of bicycle
facilities in capital and
maintenance transportation
projects)
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ENGINEERING
Engineering is a critical element of the Plan. A well- engineered bike facility invites proper behavior by all
road users, reduces conflicts, and encourages bicycling. A full Design and Maintenance Guide is included
in Appendix A. Several national publications, including the AASHTO Guide for the Design of Bicycle
Facilities, the NACTO Urban Bikeway Design Guide, and the FHWA Separated Bike Lane Planning and
Design Guide, should be consulted for additional guidance.
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5 — IMPLEMENTATION
INTRODUCTION
This chapter describes practical and feasible strategies for implementing the Yakima Bicycle Master Plan
(Plan). In order for bicycling to become an attractive mode of transportation that is accessible to Yakima
residents, it is essential to institute practices to ensure the proper construction and maintenance of the
physical network and to provide programs for the encouragement of bicycle use. It will also be
important to establish complementary laws and regulations and to expand the planning and support
functions of the City to ensure this work can be accomplished. This chapter provides a framework for
plan implementation and addresses funding opportunities.
INVESTMENT — PLANNING LEVEL COST ESTIMATE
The level of investment that will be required to implement this Plan is modest in comparison to other
transportation facilities. The planning level cost estimate to implement the on- street elements of the 64
mile network is just over five and a half million dollars (estimate for 3.25 miles of off -road trail requires
additional engineering analysis and is not included in the estimate). The bicycle network includes
approximately 32 miles of bicycle lanes (conventional, buffered, and climbing lanes) 4 miles of shared
lane markings, 24 miles of bicycle boulevards, and 0.6 miles of protected bike lanes. Table 5.1 outlines
the costs per facility type for the full bicycle network. It is important to note that the cost of bicycle
boulevards takes into account traffic calming and intersection improvements.
Table 5.1: Proposed Facility Costs By Type
Total Recommended Miles Network Costs
New On- Street Facilities
Bike lanes* 24.0 $1,037,508
Buffered Bike Lanes* 10.6 $884,985
Shared lane markings 3.9 $35,505
Climbing Lane* 1.3 $78,208
Bicycle boulevard ** 24.1 $3,937,112
Protected Bike Lane 0.7 $121,684
Trail Connections 3.7 TBD
Paved Shoulder 0.6 $48,563
TOTAL 66.0 $5,962,801
* Cost calculation assumes no on- street parking lane stripe. Costs will be slightly higher where there is a striped parking lane.
* *Costs assume one pedestrian signal for every two miles of bicycle boulevard. Depending on further study, this level of
signalization may not be needed, and may bring costs down. Some proposed bicycle boulevards already have several signals in
place, such as S 10 Avenue and N 32n Avenue.
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IMPLEMENTATION STRATEGIES
The City should identify annual funding for Plan implementation, as well as routine and unexpected
maintenance. Funding will come from a variety of sources, including local, regional, state, and federal
sources. This section provides recommendations for activities to achieve implementation of the
recommended network.
Strategy 1: Continue to accommodate bicycle facilities during roadway construction, reconstruction,
and overlays when possible.
Overlays provide an excellent opportunity to improve bikeway conditions when executed appropriately.
Special caution should be taken to ensure that no seam is left in the roadway space designated for
bicyclists (or in areas where bicyclists are expected to ride in the case of shared roads). In addition to
ensuring an even and well- marked surface for cyclists, overlays are a practical occasion to consider
widening the roadway, especially in areas with planned paved shoulders. Pavement overlays present the
opportunity to:
• Create bike lanes and other bicycle facilities
• Install signal sensors that can detect the presence of bicycles
• Consider bigger projects such as channelization changes.
Many of the facilities within the recommended network will be implemented as part of larger roadway
projects, including the development of bicycle facilities when new streets are constructed or when
existing streets are scheduled for resurfacing. When planning new developments, connecting non -
arterial roads is key to continuing to develop the bicycle boulevard network. If cul -de -sacs and dead
ends continue to be used by developers, through bicycle and pedestrian connections should be
required. Implementation or improvement of bicycle facilities should be considered during all major
roadway, and where appropriate, utility projects in an effort to reduce costs.
Strategy 2: Identify funding for programs and facility improvements in support of the bicycle network.
Dedicated funds are needed for supporting elements such as education programs, wayfinding, and
expansion of the City's bicycle rack installation and bicycle count program. A portion of the Public Works
budget will need to be reallocated to these efforts.
Strategy 3: Pursue a variety of mechanisms for funding infrastructure projects.
Bicycling infrastructure attracts users of all ages and abilities and offers a high return on investment.
Most bicycle improvements are low cost when compared to new street construction projects. At the
same time, such improvements offer numerous benefits, from optimizing the roadway's ability to move
people and goods to providing low cost transportation choices for households. Perhaps most
importantly, bicycle facilities contribute to community livability, which helps to attract and retain
residents and employers.
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The majority of the recommended bicycle network will be implemented by routinely incorporating
bicycle facilities when streets are initially constructed, resurfaced, or substantially reconstructed. Other
methods for funding and implementing recommended improvements may include:
• Where private developers are required to make street frontage improvements, bicycle facilities
should be included where recommended in the Plan.
• Local, regional, state, and federal grant funds for transportation and non - transportation
programs (such as environmental or heath programs).
• Dedicated local funding sources, such as transportation benefit district funds specifically
allocated for non - motorized transportation infrastructure.
Partnerships with agencies, organizations, and private interests such as Yakima Transit, Yakima School
District, Yakima Chamber of Commerce, Yakima Greenway Foundation, Visitors and Conventions
Bureau, local colleges and universities (Yakima Valley Community College), the Downtown Association of
Yakima, Yakima County, private companies, developers, and others will be needed throughout the
implementation of this Plan. Partners may support plan implementation in a number of ways such as
providing direct financial support, dedicating rights -of -way, contributing mitigation or transportation
impact fees, pursuing grant opportunities, sponsoring events, conducting media and public education
campaigns, etc.
Strategy 4: Incorporate funding for maintenance of bicycle facilities into the annual maintenance
budget.
Dedicated funds are needed to cover periodic, annual and long term maintenance of the existing and
future bicycle network. Maintenance activities may include replacing pavement markings, fixing
potholes, filling concrete joints, changing out drain grates, replacing and repairing signs, etc. A portion of
the Public Works budget should be allocated to bicycle facility maintenance.
Strategy 5: Pursue grant funding.
In addition to making internal budget adjustments in order to maximize investments, the City should
continue to pursue a robust mixture of outside funding including other local, regional, state, and federal
sources. Obtaining outside funding can be challenging due to increasing competition for limited
amounts of transportation grant funds. However, being the largest urban area within Yakima County,
Yakima is in a good position to receive funding from outside grant funding sources.
Good data is critical to winning grants. Yakima should consider conducting bicycle counts. The National
Bike and Pedestrian Documentation project provides guidance for implementing a count program. Good
crash data and tracking safety issues can help the City pursue WSDOT funding, much of which is safety -
focused.
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Strategy 6: Establish a grant match reserve fund (or similar system) in order to take full advantage of
state and federal grants.
State and federal grants typically require between 13.5% and 20% of the total project cost to be
provided from local funding sources and grant applications with higher local funds are far more
competitive than applications that provide the minimum local funds. Local transportation funding can
include dollars derived from the local Street Fund, Real Estate Excise Taxes (REET), special sales taxes,
and funding contributions from other agencies. In addition, grant funding agencies look very favorably
on projects that include mitigation funds derived from private development, such as transportation
impact fees.
Strategy 7: Institutionalize the Yakima Bicycle Master Plan into plans and policies of the City.
Integrating Plan recommendations into existing City policies, plans and procedures is essential to ensure
the Plan is implemented in a cost efficient way. Routine consideration of bicycle facilities in the City's
project planning and review process will help to ensure they are incorporated into projects where
recommended by this Plan. Bicycle Master Plan recommendations will be integrated into the
Transportation and Comprehensive Plans, which will be updated in the near future.
Strategy 8: Enhance transportation policies that facilitate Complete Street design.
Implementation of bicycle facilities will be most efficient if they continue to be integrated into a
comprehensive vision of multimodal transportation improvements. This can be further achieved through
adopting a Complete Streets policy. It will be important to consider the wider transportation network
when determining how and where bike facilities can be accommodated through Complete Streets
implementation.
FUNDING SOURCES AND OPPORTUNITIES
The Yakima Bicycle Master Plan lays the groundwork for the planning, prioritization, funding, and
installation of bicycle facilities as well as programs that will require a comprehensive funding strategy.
Future funding should be a combination of federal, state, regional, and local monies. The following
sections outline funding opportunities that the City of Yakima should consider for resources toward Plan
implementation. Additional local funds could be sought through public - private partnerships which may
also be instrumental in implementing certain segments of the network.
FEDERAL FUNDING OPPORTUNITIES
Federal funding available for bicycle related projects is in a state of flux until a new federal
transportation bill is updated. The Federal Transportation Bill passed in 2012 —known as Moving Ahead
for People in the 21s Century (MAP -21)— restructured and redefined eligibility for federal funding of
bicycle and pedestrian projects. With the advent of MAP -21, there is more local control of
transportation dollars related to walking and biking, as 50% of funds are allocated to the discretion of
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Metropolitan Planning Organizations (MPO). Another trend in the new transportation legislation is less
funding specifically ear - marked for programs such as Safe Route to School. As an interim measure,
congress has passed legislation authorizing continued funding of MAP -21. As new federal transportation
legislation is adopted, the City of Yakima should work closely with YVCOG to monitor and take
advantage of the new funding opportunities.
.TRANSPORTATION ALTERNATIVES PROGRAM (TAP)
MAP -21 combines previous programs: Recreational Trails, Safe Routes to School and Transportation
Enhancements into one: the Transportation Alternatives Program (TAP). TAP funds are split 50/50
between a competitive state grant program and statewide distribution according to population.
Washington State allocates Transportation Alternatives Program (TAP) funds for projects including
pedestrian and bicycle facilities. Fifty percent of annual TAP funding includes $1.8 million set aside for
recreational trails and $2.4 million set aside for Safe Routes to School. The remaining TAP funds are
distributed to MPOs and Regional Transportation Planning Organizations. These organizations are
responsible for prioritizing and selecting projects. In the 2014 fiscal year, the YVCOG had a total of
$283,287 in Transportation Alternative Program funds to allocate among all jurisdictions in Yakima
County.
SURFACE TRANSPORTATION PROGRAM (STP)
The Surface Transportation Program (STP) provides flexible funding that can be used by local
jurisdictions or states for roadway, bridge and transit projects. Because Yakima falls within the
jurisdiction of an MPO, the funds are distributed through the YVCOG for prioritizing and selecting
projects. Bicycle infrastructure and programming such as maps, educational materials etc. may be
supported using these funds.
HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP)
This program funds safety related projects that aim to reduce serious traffic injuries and deaths. Bicycle
safety projects are eligible for this funding on all roadway types including state highways and residential
streets. Eligible improvement projects include bike facilities, intersections, pedestrian crossings, etc. A
percentage of this funding ($1.2 million annually) is set aside for Safe Routes to School projects.
The State of Washington administers these federal funds and has distributed HSIP into four invitation -
only competitive grants: City Safety Program, County Safety Program, Quick Response Safety Program
and the City /County Corridor Safety Program. All of these grants can be used to fund engineering,
enforcement, education and encouragement improvements. Like the Traffic Safety Grants, the highway
and local program grants are directed by the state Strategic Highway Safety Plan called Target Zero.
More information can be found at: httb://www.wsdot.wa.gov/LocalPrograms/Traffic/FedSafety.htm
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FEDERAL TRANSIT PROGRAM
These federal funds can be used for establishing bicycle and pedestrian access to mass transit, including
parking and storage.
Funding for the improvement of mobility for seniors and people with disabilities is expanded under
MAP -21. The 'New Freedom' activities have been revised into Section 5310 revenue stream. All Section
5310 projects must be initiated from locally developed, coordinated public transit -human services
transportation plans. Additionally there are potential multimodal projects that may be eligible for this
funding that would improve bicycle access, especially for older adults and people with mobility
limitations.
1 STATE AND REGIONAL FUNDING
The Yakima Valley Conference of Governments (YVCOG) is the Metropolitan Planning Organization/
Regional Transportation Planning Organization (RTPO) serving Yakima and other cities within Yakima
County. It distributes both state and federal funds through a variety of programs. Federal transportation
dollars are allocated throughout the region and the YVCOG Transportation Improvement Program (TIP)
includes projects that are important to the region and included in local plans.
Of the $25 million allocated to the Transportation Alternatives fund for Washington State,
approximately $13 million was allocated by population to state MPOs, with the YVCOG region receiving
approximately $280,000. The YVCOG's regional TIP documents the distribution of state and federal
funds for projects that include bicycle facilities.
SAFE ROUTES TO SCHOOLS (SRTS)
Safe Routes to School funding comes to the state from the Highway Safety Improvement Program and
Transportation Alternatives Program. It is available to local governments through a competitive grant
program and via a data - driven approach to identify the top infrastructure priorities based on
Washington's Strategic Highway Safety Plan. The goal of SRTS funding is to increase the number of
children walking and biking to school and to decrease the number of collisions involving children on foot
or bike. WSDOT distributes these funds on a state -wide basis.
TRAFFIC SAFETY GRANTS
The Washington Traffic Safety Commission (WTSC) offers annual state grants to projects that help reach
"Target Zero" goals of reducing roadway injury and fatalities. The grants range from $5,000 to $150,000.
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PEDESTRIAN AND BICYCLE SAFETY GRANTS
These competitive grants are offered by the State through gas taxes to address areas with high collision
and injury rates for pedestrians and bicyclists
WSDOT BIENNIUM BUDGET
Washington State Department of Transportation (WSDOT) has a biennium budget approved by the State
legislature every two years. In the 2015 legislative session, a new 16 -year transportation revenue
package called "Connecting Washington" was passed. The revenue package includes $9.7 billion for
state and local road projects and $1.3 billion for non - highway projects, including bike paths. The City
should track the distribution of these funds and vigorously pursue them as they become available.
WASHINGTON STATE TRANSPORTATION IMPROVEMENT BOARD (TIB)
The Washington State Transportation Improvement Board (TIB) funds high priority transportation
projects in communities throughout Washington to enhance the movement of people, goods, and
services. TIB is an independent state agency, created by the Washington State legislature, which
distributes and manages street construction and maintenance grants to 320 cities and urban counties
throughout Washington State. Funding for TIB's grant programs comes from revenue generated by
three cents of the statewide gas tax.
STREET OVERLAY AND RECONSTRUCTION FUND
The Street Overlay and Reconstruction Fund consists of $2 million annually for "enhancement in quality
and value of City street infrastructure" per 2014 City Charter amendment. Where applicable, capital
projects that involve roadway resurfacing or paving should incorporate bicycle improvements.
..............
YAKIMA REAL ESTATE EXCISE TAX (REET) /PUBLIC WORKS TRUST
Comprised of 1/4 of 1% of the total real estate revenue within city limits for a given year, REET funding
can be used for limited types of transportation projects. Availability of these funds may fluctuate, as
they did during the recession, in a given year.
LOCAL IMPROVEMENT DISTRICTS (LID)
Local Improvement Districts (LID) are established areas where local property owners, through self -
imposed taxation, fund local improvements within the district. LIDs have been used in Yakima to fund
roadway improvements. Yakima City Council or local property owners may establish an LID for bicycle
related improvements as long as the majority of business or property owners within the district agree to
the property tax increase. Properties adjacent to the improvement must pay a portion of the overall cost
of the improvement project until the full cost of the improvement is paid.
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YAKIMA DOWNTOWN BUSINESS IMPROVEMENT DISTRICT
The Central Business District Capital Improvement Fund has been used for downtown planning, as well
as transportation design and construction, including parking facilities ( "for the benefit of the area "),
maintenance, and security. The CBD Fund may be useful for bicycle facilities and amenities such as
bicycle parking.
OTHER AGENCIES, CORPORATE FUNDING, AND PRIVATE FOUNDATIONS
There is a broad range of private funding available for bicycle related improvements. Bicycle projects
can be supported by funding aimed at a variety of areas including economic development, community
health and fitness, transportation, transit mobility and access, and public infrastructure. Creative use of
private grants can bolster public funds to implement the Yakima Bicycle Master Plan, keeping in mind
that grants are not a reliable or consistent source of revenue. The following organizations provide grants
of different sizes for bicycle infrastructure and programmatic activities.
PEOPLE FOR BIKES
The Green Lane Project provides funding for the implementation of innovative, low- stress bicycle
facilities such as protected bike lanes. The Community Grants Program offers small amounts of funding
for bicycle related projects to leverage federal funds and promote bicycling at the local level. Local
governments and non - profits are eligible to apply.
ROBERT WOOD JOHNSON FOUNDATION
The Robert Wood Johnson Foundation is dedicated to improve "health and health care of all
Americans," including public education, prevention, communications activities, and investing in
vulnerable populations. Municipalities are eligible for these funds and many bicycle and pedestrian
related projects may be eligible.
ORAM FUND FOR THE ENVIRONMENT AND URBAN LIFE
This fund supports programs that impact sustainable urban development and environmental quality.
Funding is available for public transportation, bicycling and walking, education, and transportation
planning. Projects are prioritized over programing needs.
YAKIMA GREENWAY FOUNDATION
The Yakima Greenway Foundation is a private, non - profit land trust. The Foundation has a network of
supporters and volunteers that may be vital partners to increasing bicycle access to the Greenway trail.
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({ ) Yakima Bicycle Master Plan
Local health organizations are beginning to realize that an active lifestyle leads to increased overall
health. Funding to support active lifestyles in the form of a robust bicycle network may be available.
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APPENDICES
A. DESIGN AND MAINTENANCE GUIDE
B. NETWORK MAPS
C. PRIORITY NETWORK MAPS
D. FULL SURVEY AND CROWDSOURCED MAP RESULTS
E. OPEN HOUSE BOARDS
DRAFT PLAN September 11, 2015 149
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Existing Intersection Treatements Recommended Intersection Treatments* Recommended Network ■ ■ ■ Bicycle Boulevard
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A Crosswalk A Marked Crosswalk Shared Use Trail ■ ■ Shared Roadway
Half Signal ® Half Signal ■ ■ • Protected Bike Lane ■I Climbing Lane and Shared -Lane Marking
• Full Signal ❑ Intersection Improvement ■ ■ ■ Buffered Bike Lane • — Paved Shoulder
Existing Network 0 RRFB ■ ■ Bike Lane M ■ IAdd Buffer to Ex. Bike Lane I Miles
Shared Use Trail 0 Full Signal • • IAdd Protection to Ex. Bike Lane 0 0.25 0.5
Bike Lane
'Intersection treatments are only included for trail and greenway crossings. In all cases, further study is needed.