HomeMy WebLinkAbout022-2012RESOLUTION NO. 22-2012
APPROVING THE 2011 DANVILLE TOWN -WIDE
BICYCLE PARKING STUDY
WHEREAS, Danville has become a popular destination for bicycle user groups,
including commuters, enthusiasts, casual and family riders; and
WHEREAS, the Town selected Alta Planning + Design, of Berkeley, California to
conduct a Bicycle Parking Study ( "Study "); and
WHEREAS, the consultant team completed bicycle parking demand counts on
weekdays and weekends in August and September, 2011; and
WHEREAS, the consultant team conducted a bicycle parking demand analysis based on
the data collected to identify activity levels and types of bicycle parking needs; and
WHEREAS, the consultant team researched and presented universal bicycle parking
design standards based on the best practices of bicycle parking for use in Danville; and
WHEREAS, the consultant team developed recommendations outlining locations and
capacities of recommended bicycle parking with typical layouts and cost estimates; and
WHEREAS, the consultant team recommended a phased installation approach
outlining cost estimates and a recommended approach to phase installation of the
bicycle parking recommendations; and
WHEREAS, the findings and recommendations were presented to the Parks and
Leisure Services Commission at a special meeting /public workshop and Town Council
at a regular meeting; now, therefore, be it
RESOLVED, that the Danville Town Council approve the 2011 Danville Town -wide
Bicycle Parking Study, a copy of which is attached hereto as Exhibit A and incorporated
by this reference, including but not limited to, the following items:
1. Universal Design Standards for bicycle parking in the Town of Danville;
2. Bicycle Parking Design Typicals that detail the bicycle parking dimensions in
the downtown;
3. Recommended Locations and Capacities of bicycle parking in the downtown;
and a
4. Phased Implementation Approach to install bicycle parking.
APPROVED by the Danville Town Council at a regular meeting on February 21, 2012
by the following vote:
AYES Andersen, Arnerich, Doyle, Stepper, Storer
NOES: None
ABSTAINED: None
ABSENT: None
MAYOR
APPROVED AS TO FORM:
a
CITY ATTORNEY
ATTEST:
C7� -
CITY CLERK
PAGE 2 OF RESOLUTION NO. 22-2012
Town of Danville
2011 Bicycle Parking Study
February 21, 2012
alta
PLANNING + DESIGN
EXHIBIT A
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Table of Contents
1 Introduction .................................................................................................................... ............................1 -1
I.I. Setting .............................................................................................................................. ............................1 -1
1.2. Importance of Bicycle Parking ................................................................................... ............................1 -2
1.3. Overview of the Study .................................................................................................. ............................1 -3
2 . Bicycle Parking Demand .......................................................................................... ............................... 2 -1
2.1. Existing Conditions ...................................................................................................... ............................2 -1
2.2. Count Volumes .......................................................................................................... ............................... 2 -3
2.3. Turning Movement Counts ................................................................................... ............................... 2 -11
2.4. Parking Inventory .................................................................................................... ............................... 2 -16
2.5. Identified Needs ....................................................................................................... ............................... 2 -23
3. Universal Design Standards ................................................................................... ............................... 3 -1
3.1. Standard Bicycle Rack Designs .............................................................................. ............................... 3 -1
3.2. Bicycle Parking Location Selection ...................................................................... ............................... 3 -3
3.3. Bicycle Parking Dimensions ................................................................................... ............................... 3 -4
4. Bicycle Parking Recommendations ......................................................................... ............................4 -1
4.1. Recommended Locations and Capacities ............................................................... ............................4 -1
4.2. Parking Typicals ........................................................................................................... ............................4 -9
4.3. Recommendation Summary and Cost Estimates ................................................ ...........................4 -11
5 . Phased Approach ....................................................................................................... ............................... 5 -1
5.1. Proritization ................................................................................................................... ............................5-1
5.2. Recommended Bicycle Parking Phasing Plan ....................................................... ............................5 -1
5.3. Summary of Phased Approach ............................................................................... ............................... 5 -3
AppendixA. Background Data ................................................................................ ............................... A -1
A.I. East Bay Regional Parks District Automatic Count Data .............................. ............................... A -1
A.2.Iron Horse Trail Revised Corridor Concept Plan Counts ............................. ............................... A -1
Alta Planning + Design ji
Table of Contents
Table of Figures
Figure 2 -1: Existing Bicycle Parking Locations and Capacities ....................................................... ...............................
2 -2
Figure2 -2: Screenline Count Map ............................................................................................................... ............................2
-3
Figure -3 : Screenline Count Map ............................................................................................................... ............................2
-3
Figure 2 -4: Bicycle Count on Thursday, August 11th .......................................................................... ...............................
2 -4
Figure2 -5: Weekday Bicycle Count ........................................................................................................ ...............................
2 -6
Figure 2 -6: Weekend Bicycle Count by Time of Day .............................................................................. ............................2
-7
Figure -7 : Weekend Bicycle Count ........................................................................................................ ...............................
2 -8
Figure2 -8: Total Bicycle Count ................................................................................................................... ...........................2
-10
Figure 2 -9: Screenline Count Maps (Left: Hartz Avenue at Railroad Avenue; center: Hartz Avenue at
Diablo Road; right: Hartz Avenue /San Ramon Valley Boulevard at Railroad Avenue /Hartz Way) ....................2
-11
Figure 2 -10: Turning Movements for Hartz Avenue (N /S) and Railroad Avenue (E/W) ........... ...........................2
-12
Figure 2 -11: Turning Movements for Hartz Avenue (N /S) and Diablo Road (E/W) ................ ...............................
2 -13
Figure 2 -12: Turning Movements for Hartz Avenue /San Ramon Valley Boulevard (N /S) and Railroad
Avenue /Hartz Way ( E/ W) ............................................................................................................................ ...........................2
-14
Figure 2 -13: Saturday Bicycle Turning Movement Count Results ..................................................... ...........................2
-15
Figure 2 -14: Existing Bicycle Rack Types in Danville ........................................................................ ...............................
2 -16
Figure 2 -15: Weekday Bicycle Parking Survey ......................................................................................... ...........................2
-18
Figure 2 -16: Weekend Bicycle Parking Survey ................................................................................... ...............................
2 -20
Figure 2 -17: Combined Thursday and Saturday Bicycle Parking Inventory ................................... ...........................2
-24
Figure 3 -1: Standard Bicycle Rack Designs ............................................................................................. ...............................
3 -1
Figure -2 : Unacceptable Racks ................................................................................................................... ............................3
-2
Figure 3 -3: Standard (left) and extended (right) bicycle footprints .............................................. ...............................
3 -4
Figure -4 : Sidewalk Zones ............................................................................................................................ ............................3
-5
Figure 3 -5: Typical Bicycle Parking Spacing Example A ....................................................................... ............................3
-6
Figure 3 -6: Typical Bicycle Parking Spacing Example B ........................................................................ ............................3
-7
Figure 4 -1: Recommended Parking Locations ...................................................................................... ...............................
4 -3
Figure -2 : Sidewalk Parking Typical ..................................................................................................... ...............................
4 -9
Figure -3 : Series Parking Typical ............................................................................................................... ...........................4
-10
Figure 5 -1: Recommended Phase 1 Bicycle Parking Projects ................................................................. ............................5
-5
Figure 5 -2: Recommended Phase 2 Bicycle Parking Projects ............................................................... ............................5
-6
Figure 5 -3: Recommended Phase 3 Bicycle Parking Projects ................................................................ ............................5
-7
ii I Alta Planning + Design
Town of Danville I Bicycle Parking Study
Table of Tables
Table 2 -1: Bicycle Activity on Thursday, August 11 ............................................................................. ............................2
-5
Table 2 -2: Bicycle Activity on Saturday, August 20` ........................................................................ ...............................
2 -9
Table 2 -3: Bicycle Activity at Hartz Avenue (N /S) and Railroad Avenue ( E/ W) ......................... ...........................2
-12
Table 2 -4: Bicycle Activity at Hartz Avenue (N /S) and Diablo Road (E/W) ............................ ...............................
2 -13
Table 2 -5: Bicycle Activity at Hartz Avenue /San Ramon Valley Boulevard (N /S) and Railroad
Avenue /Hartz Way ( E/ W) ............................................................................................................................ ...........................2
-14
Table2 -6: Bicycle Parking Inventory .......................................................................................................... ...........................2
-21
Table 2 -7: Bicycle Parking Inventory by Rack Type ......................................................................... ...............................
2 -23
Table3 -1: Common Bicycle Rack Finishes ................................................................................................. ............................3
-3
Table 3 -2: Minimum Clearances Typical Sidewalk Elements .............................................................. ............................3
-5
Table 4 -1: Recommended Bicycle Parking Locations and Capacities ............................................ ...............................
4 -5
Table4 -2: Recommendation Summary .................................................................................................. ...............................
4 -11
Table 4 -3: Impementation Cost Estimate ................................................................................................. ...........................4
-12
Table5 -1: Recommended Phasing Plan .................................................................................................... ...............................
5 -1
Table5 -2: Costs by Phase ........................................................................................................................... ...............................
5 -4
Table A -1: Bicycle Counts and Future Projections at Sycamore Valley Road, Danville ............ ...............................
A -1
Alta Planning + Design viii
Table of Contents
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iv I Alta Planning + Design
1. Introduction
The Town of Danville is a popular place for bicycling; many people who bicycle for recreation and for sport
live in or visit Danville. The Iron Horse Regional Trail passes through the downtown area, connecting from
Concord to the Dublin/Pleasanton BART and providing a continuous, separated bicycling facility. When
complete, the 55 -mile trail will run from Livermore in Alameda County to Suisun Bay in Contra Costa County.
While the trail is maintained by East Bay Regional Park District (EBRPD), its close connections into
downtown Danville and Danville's on- street bicycle network result in many bicyclists stopping in downtown
for a bite to eat or as their primary destination. Danville is popular with sport bicyclists as a place to rest and
refuel and as a meet -up area or destination, both for bicyclists riding along the trail and those going for a long,
fast ride on- street.
This bicycle parking study for Danville investigates current downtown bicycle parking needs, and
recommends appropriate quantity, type, and location of racks to accommodate the need or demand for bicycle
parking. Current needs were determined through bicycle counts at three locations and a parking inventory
and usage survey. Furthermore, this study provides recommendations for bicycle parking standards town -
wide as well as a phased implementation of facilities within the downtown core.
1 A . Setting
Located in the San Ramon Valley in Contra Costa
County, the Town of Danville has a population slightly
over 42,000 people. Despite covering a just few blocks,
Danville's downtown is a center of activity, from the
many high -end retail stores to cafes and restaurants that
offer sidewalk seating. In addition, street closures in
downtown host events that draw residents and visitors.
In addition, every Saturday, a farmers' market occurs in
downtown, rain or shine. Other events that include
street closures and encourage walking and bicycling in
downtown Danville include the following:
• Danville Fine Arts Faire - Showcase of artists
and kid's activities on Hartz Avenue (Saturday in june,10:00 a.m. to 5:00 p.m.)
• July 4th Parade - Bands, community organizations, and others participate in a community parade
(9:00 a.m. to 12:00 p.m.)
• Summer Serenade and Summer fest "Shop Local" Events - Hartz Avenue is closed to cars, and bands,
vendors, and other walk in the street (Thursdays in the summer, 6:00 p.m. to 8:00 p.m.)
• Danville d'Elegance - A charitable event showing exotic automobiles (Sunday in September, 11:00
a.m. to 4:00 p.m.)
• Fall Crafts Festival - Art and craft exhibits, entertainment, and safe trick -or- treating (Saturday in
October, 10:00 a.m. to 5:00 p.m.)
• Lighting of the Old Oak Tree - Danville's annual tree lighting ceremony (Friday in November, 5:15
p.m. to 8:30 p.m.)
Alta Planning + Design 11 -1
Street closures and community events draw
residents and visitors to downtown Danville.
Chapter 1 1 Introduction
1.2. Importance of Bicycle Parking
The availability of bicycle parking can be a determining
factor in whether someone decides to bicycle. Bicycle
costs can range from $350 to over $5,000 and the
inability to secure such an investment to a secure and
easily accessible parking facility can be a serious
deterrent to bicycle riding or stopping in a shopping
area for any length of time.
Secure bicycle parking availability may also encourage
non - cyclists to ride. In 1995, England's Department of
Transportation funded projects to encourage bicycle
use. The Nottingham Cycle- Friendly Employers
project instituted many provisions, policies, and
facilities to encourage employees to cycle to work. The
more popular and successful programs included secure
bicycle parking.' This is a reasonable conclusion when
considering that bicyclists, like drivers, need
somewhere to park during the work day.
Many studies cite bicycle parking as part of a successful
transportation network. In Green Connectors: Off -Shore
Examples, Robert Cervero discusses how green
connectors to transit and bicycle parking help
encourage bike- and -ride trips. In Why Canadians Cycle
more than Americans: A Comparative Analysis of Bicycling
Trends and Policies, Pucher and Buehler found that in
many large Canadian cities, where bike mode share is
higher than most American cities, local governments
provide and require more bicycle infrastructure.
are likely to visit.
Without sufficient bicycle parking near their
destinations, bicyclists may lock their bicycles in
the sidewalk, blocking pedestrian access.
Factors that impact the demand for bicycle parking include:
• Bicycle parking capacity - if bicyclists arrive at their destinations and parking is not available, they
may be less likely to return. Parking at unauthorized locations should be discouraged, as bicycles can
impact the pedestrian space or be a tripping hazard, and bicyclists tend to avoid parking in locations
where the bicycle is vulnerable to scratches or other hazards. The Americans with Disabilities Act
regulates that at least of 6 -feet should be clear for pedestrian right -of -way outside from the footprint
of the bicycle parking to the building frontage (see Chapter 3 Universal Design Standards).
' Johanna Cleary and Hugh McClintock, "The Nottingham Cycle - Friendly Employer's Project: Lessons for Encouraging
Cycle Commuting," Local Environment 5, no. 2 (2000): 220.
'- Robert Cervero, "Green Connectors: Off -Shore Examples," Planning 69, no. 5 (May 2003): 27.
3 John Pucher and Ralph Buehler, "Why Canadians Cycle More Than Americans: A Comparative Analysis of Bicycling
Trends and Policies," Transport Policy 13, no.3 (2006): 273.
1 -2 1 Alta Planning + Design
Bicycle parking should be sited where bicyclists
Town of Danville I Bicycle Parking Study
• Trip destinations - bicyclists ride for a variety of trip purposes, and commonly access downtown
Danville in order to shop, eat, or get a coffee, or to walk around downtown.
Railroad Avenue and Hartz Avenue have a high concentration of shops, cafes, and restaurants that attract
bicyclists. The bicycling demand estimate for the Iron Horse Trail Revised Corridor Concept Plan (2008) identified
downtown Danville as a primary retail destination, while adjacent residences, local schools, parks, employers,
and transit are other key origins and destinations.
A review of Downtown bicycle parking needs and recommended locations and capacities of bicycle racks can
help support and improve the Downtown environment.
1.3. Overview of the Study
The Danville Bicycle Parking Study contains the following chapters:
• Chapter 1. Introduction outlines the purpose of this study and how it is intended to be used.
• Chapter 2. Bicycle Parking Demand presents and analyzes the data collected, and identifies activity
levels and types of bicycle parking needs.
• Chapter 3. Universal Design Standards identifies best practices of bicycle parking for use in
Danville.
• Chapter 4. Recommendations outlines location and capacities of recommended bicycle parking. The
chapter also presents typical layouts and cost estimates.
• Chapter 5. Phased Installation Approach presents cost estimates and a recommended approach to
phase installation of the bicycle parking recommendations developed in Chapter 4.
• Appendix A. Background Data presents a review of previously developed reports and data.
Alta Planning + Design 11 -3
Chapter 1 1 Introduction
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1 -4 1 Alta Planning + Design
2. Bicycle Parking Demand
This chapter analyzes the existing demand for bicycle
parking in downtown Danville. The chapter begins with
a review of existing bicycle parking conditions followed
by an analysis of bicycle activity measured with bicycle
counts and an analysis of bicycle parking inventories.
This information will inform the recommendations about
bicycle parking placement, quantity, and type.
2.1® Existing Conditions
Downtown Danville currently has capacity for 121
bicycles at formal bicycle parking locations. The majority
of the formal parking is located adjacent to the Iron
Horse Trail and along Railroad Avenue and most appear
to be on private property with the exception of bicycle
parking at the library and the Clocktower parking lot.
Figure 2 -1 maps the locations of existing bicycle parking,
capacities, and parking type. Examples parking types are
shown to the right.
Parking types in the downtown include "wave racks" at
Trader Joe's in Danville Square, at Lunardi's near the Iron
Horse Trail, and School Street near Railroad Avenue, as
well as "post and loop" racks at the Iron Horse Trail at
San Ramon Valley Boulevard and at the Iron Horse Trail
at Prospect Avenue. Other types of racks that exist in the
downtown present challenges to bicyclists, in particular
the rack referred to as the "contraption" located at the
Clocktower parking lot. See Chapter 3, Universal Design
Standards for recommended bicycle parking types.
The parking area the Danville Library has the largest
parking capacity (30 bicycles) followed by parking at the
Iron Horse Trail and Prospect Avenue (12 bicycle
capacity). Other large parking areas include the Iron
Horse Trail at San Ramon Valley Boulevard
(8 bicycle capacity), the Clock Tower parking lot
(6 bicycle capacity), and Pascal's French Oven
(6 bicycle capacity).
Alta Planning + Design 12 -1
Wave rack at Railroad Avenue and School Street
Toaster rack at Peet's Coffee & Tea
Post and loop racks at the Iron Horse Trail
U -racks at La Boulange de Danville
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Danville Bicycle Counts
2.2. Count Volumes
Bicycle counts locations were selected to capture bicycling activity during a summer evening Danville Street
Festival that involves a street closure (no vehicular traffic) as well as a sunny and warm summer Saturday.
While these counts reflect the `peak of the peak' of bicycling activity, it is used to provide a conservative
estimate of maximum bicycle parking demand. Counts were conducted at the following locations:
• Location 1: Intersection of Hartz Avenue /Railroad Avenue
• Location 2: Intersection of Iron Horse Trail/West Prospect Avenue
• Location 3: Intersection of San Ramon Valley Boulevard /Iron Horse Trail
All counts are directional screenline counts, which counted every bicyclist who crossed an imaginary line.
Children riding on carriers, trailers, and trail -a -bikes were counted as individual bicyclists, per the National
Bicycle and Pedestrian Documentation Project guidelines ( www.bikepeddocumentation.org ).
1
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Hartz Avenue and Railroad Avenue Screenline Count
env m mnrd<
BICYCLE INTERSECTION COUNT FORM
Nacre: Loeiri— Barr_ A--, and R.th - -d A--
D—, S,?O /A.OII - ,tart Time: 10.— Fnd Time: %V—her
Pleue fill n, four none -d (hrir, mint, serf cold-,
Coons all under the appropd.ue c.uegwle..
• Couni. fur lour boon in l5- rranute ineremenls.
• Coum bkpclisuwhoride on theside +alk.
• Countthe nomberof people on the bicycle, not the o—ber of hlcyclm
• Use one inrenectiongnpinc per l5 minute lnter�al.
Figure 2 -2: Screenline Count Map Figure 2 -3: Screenline Count Map
Figure 2 -2 illustrates the screenine count map at Hartz Avenue and Railroad Avenue. The arrows indicate
the bicyclist direction of travel. Figure 2 -3 presents an example count form. Bicyclists were counted in 15-
minute increments.
The counts represent bicycling activity, not the number of individuals who bicycled in Danville during the
count period or total trips in downtown Danville. This because many of the bicyclists were likely counted
twice during the same count period, once while they were headed inbound, and once while they were headed
outbound.
Alta Planning + Design 12 -3
Danville Bicycle Counts
Staff also recorded general observations regarding the type of bicyclists (sport, recreation, etc.). In general,
more families rode along the Iron Horse Trail (the "trail'), while sport bicyclists tended to ride on the street.
Particularly on Saturday, sport bicyclists tended to ride in a group. A wide variety of bicycle types was
present on the trail; bicyclists used road bikes and hybrid bicycles, as well as cruisers, trail -a- bikes, trailers,
and other non - standard bicycles.
2.2.1. Weekday Counts
Bicyclists were counted on Thursday, August 11, 2011 from
6:00 p.m. to 8:00 p.m. in order to capture activity at a
weekday Downtown Event. On this evening, the Shop
Danville event closed Hartz Avenue to cars. Vendors were
set -up in the street, and music and other entertainment
was provided. The weather was sunny and warm.
Key findings from this evening weekday count include:
• The majority of bicycling activity (49 percent)
was along the Iron Horse Trail.
• Only 16 bicycle trips accessing downtown from
the Iron Horse Trail at Prospect Avenue were
recorded.
Railroad Avenue.
• Many bicyclists counted travelling south on the trail at Prospect Avenue did not continue south from
San Ramon Valley Boulevard. Many likely turned off of the trail between the two count locations,
accessing the stores along Railroad Avenue from the back. Observations noted bicyclists leaving the
trail and using the crosswalk across the private parking lot to park near the rear entrance to Peet's
Coffee &Y Tea.
• On- street, bicyclists were more likely to travel on Railroad Avenue than Hartz Avenue. This is likely
due in part to the special event occurring along Hartz Avenue.
30
25
20
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° 15
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v
10
Ti me
Figure 2 -4: Bicycle Count on Thursday, August 11th
2 -4 1 Alta Planning + Design
The weekday count was conducted during the
Discover Danville street closure event on
6:00 :15 :30 :45 7:00 :15 :30 :45
Danville Bicycle Counts
Figure 2 -4 shows the distribution of all bicycle activity on Thursday by the time of day, while Table 2 -1
shows the complete count results. The highest frequency of activity was at 6:30 p.m. to 6:45 p.m., as well as
from 7:00 p.m. to 7:30 p.m. Figure 2 -5 on the following page shows the results by direction for the weekday
counts.
Alta Planning + Design 12 -5
Table 2 -1: Bicycle Activity on Thursday, August 11 In
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Danville Bicycle Counts
2.2.2. Weekend Counts
The second count was held on Saturday, August 20, 2011
from 10:00 a.m. to 2:00 p.m. This count captured peak
summer weekend activity before the start of the school
year.
Key findings from this weekend count include:
• Bicycling activity this day was high. A total of
1,929 records of bicycle activity were counted.
• Of those counted, 57 percent of bicycle activity
was along the trail (1,105) rather than on- street.
• Only 21 percent of bicycle activity was counted
traveling into downtown at the count locations. It
is likely many accessed businesses along Railroad
Avenue directly from the trail.
Observations include:
• The majority of sport bicyclists rode on the street, while families and more casual bicyclists tended to
use the trail.
• Significant numbers of families with trailers and trail -a -bikes were present along the trail.
Figure 2 -6 shows the distribution of activity over the course of the day. The peak was just before noon, and
activity decreased shortly thereafter.
200
180
160
140
T
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100
C
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'° 80
60
40
20
0
Figure 2 -6: Weekend Bicycle Count by Time of Day
Alta Planning + Design 12 -7
Over 1900 bicycle trips were counted on Saturday,
August 20"'
10:00 :15 :30 :45 11:00 :15 :30 :45 12 :00 :15 :30 :45 1 :00 :15 :30 :45
Time
Pat
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Danville Bicycle Counts
Table 2 -2: Bicycle Activity on Saturday, August 20`h
Intervals
Hartz Avenue
Railroad
NB
and
Avenue
SB :
SEB
Iron Horse
and Quinterra
NWB
at Prospect
Lane
SEB
WB
EB
Iron Horse
Valley Blvd
NB
(Southeast/
(North/South)
SB ;
Ramon
h 11
SEB
10:00 -10:14
5 i
9
0
8
9
2
0
8
18
15 !
8
10:15 -10:29
9
28
5
12
15
2
1
11
7
16
9
10:30 -10:44
21
12
0
20 '
10 '
2
3
9
12
32
13
10:45 -10:59
23
8
5
13
8
3
7
6
18
24
12
11:00 -11:14
22
10
14
14
36
0
2
13
5
19 !
13
11:15 -11:29
12
14
2
24
11
3
3
8
8
15
21
11:30 -11:44
20
11
1
21
20
1
4
10
13
28 '
29
11:45 -11:59
33
7
5
16
46
0
3
15
13
29
12
12:00 -12:14
11 =
14
12
16
24
0 i
4
3
7
34
35
12:15 -12:29
24
3
0
21
16
2
0
18
6
27
17
12:30 -12:44
15
4
2
9
11
1
5
4
13
18
21
12:45 -12:59
11
8:
1
7
9
0
9
5
12
18
22
1:00 -1:14
20 '
8
0
12
15
2
3
4
8 ?
22
14
1:15 -1:29
4
5 i
1
20 `
18 '
0
3
7
10
15
12
1:30 -1:44
8
6'
2
7
18
0
7
4
9
18'
18
1:45 -1:59
6
6
4
10 '
10 =
0
0
10
7_
4 i
9
Saturday Totals
244:
153
54
230
276
18
54
135
166
334:
265
Total by
Location
451
578
900
2.2.3. Bicycle Activity Total
In total, there were 2,307 records of bicycle activity on Thursday and Saturday. While this does not represent
the number of bicyclists as many were likely counted more than once, it does represent activity at the three
locations. The distribution of activity is shown in Figure 2 -8. The screenline counts indicate that 70 percent
of the activity entered or left downtown Danville, with an approximately equal distribution of entering and
leaving (797 bicycles going into downtown and 801 bicycles leaving downtown). Combined with the bicycle
parking inventory, this indicates that bicyclists stop in downtown Danville along their trips,.
The turning movement counts, presented in Section 2.3, show that levels of bicycle activity that occur on
Hartz Avenue and Railroad Avenue are relatively equal, with slightly more activity along Hartz Avenue.
Southbound bicyclists entering Danville via Danville Boulevard were more likely to turn onto Railroad Avenue
rather than continuing on Hartz Avenue (68 percent turned right), while northbound bicyclists on San
Ramon Valley Boulevard were much more likely to continue north (heading straight) onto Hartz Avenue,
rather than weaving across two lanes of vehicular traffic to turn left onto Railroad Avenue (98 percent
continued straight).
Alta Planning + Design 12 -9
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Danville Bicycle Counts
2.3. Turning Movement Counts
A supplemental count was conducted in September to specifically capture bicycle turning movements in
September 2011. Counts were conducted at the following locations:
• Location 1: Intersection of Hartz Avenue /Railroad Avenue
• Location 2: Intersection of Hartz Avenue /Diablo Road
• Location 3: Intersection of Hartz Avenue /San Ramon Valley Boulevard/Railroad Avenue /Hartz Way
All counts are intersection turning movement counts, which counted every bicyclist's turning movements
through the intersections studied. Children riding on carriers, trailers, and trail -a -bikes were counted as
individual bicyclists, per the National Bicycle and Pedestrian Documentation Project guidelines
(www.bikepeddocumentation. org).
Figure 2 -9 illustrates the turning movements counted for all three intersections. The arrows indicate the
bicyclist direction of travel. Bicyclists were counted in 15- minute increments.
Figure 2 -9: Screenline Count Maps (Left: Hartz Avenue at Railroad Avenue; center: Hartz Avenue at Diablo Road;
right: Hartz Avenue /San Ramon Valley Boulevard at Railroad Avenue /Hartz Way)
Video cameras were mounted at the intersections studied, and subsequent manual review produced resulting
counts. The counts represent bicycling activity, or trips, not the number of individuals who bicycled in
Danville during the count period. This because many of the bicyclists were likely counted twice during the
same count period, once during their inbound trip and once during their outbound trip.
Bicyclists were counted on Saturday, September 24, 2011 from 10:00 a.m. to 2:00 p.m. Key findings from the
count include:
• Slightly more bicycle activity (52 percent) was counted along Hartz Avenue compared to Railroad
Avenue.
• Only 25 bicycles were recorded leaving downtown via Diablo Road, compared to substantial number
using Danville Boulevard (228) and San Ramon Valley Boulevard (89).
• Southbound bicyclists entering Danville via Danville Boulevard were significantly more likely to turn
onto Railroad Avenue rather than continuing on Hartz Avenue (68 percent turned right).
• Conversely, northbound bicyclists on San Ramon Valley Boulevard were much more likely to
continue northbound, or straight onto Hartz Avenue, rather than turning left onto Railroad Avenue
(98 percent continued straight). This is likely due to the difficulty of making the left turn across two
lanes of travel as well as the ease of accessing the Iron Horse Trail via a signal controlled crossing,
located just south of the intersection, as an alternative route.
Alta Planning + Design 12 -11
Danville Bicycle Counts
The following pages present the results at each intersection. A figure for each intersection shows the turning
movement, while tables show the complete count results. Figure 2 -13 on the following page shows the results
by direction for the weekday counts.
2.3.1. Hartz Avenue/ Railroad Avenue Intersection
Southbound bicyclists coming into downtown
Danville on- street use bike lanes on Danville
Boulevard and either turn onto Railroad Avenue or
continue straight on Hartz Avenue. The turning
counts indicate that the majority of southbound
bicyclists turn right, while approximately a third
continue straight.
When leaving downtown Danville on- street, the
majority of bicyclists travel northbound on Hartz
Avenue. As expected, few bicyclists turn from Hartz
Avenue onto Railroad Avenue or vice versa, as these
streets parallel each other throughout downtown
Danville. Figure 2 -10 shows the total bicycl trips
counted making each turning movement during the
four -hour period, while Table 2 -3 provides the
breakdown of turning movements by 15- minute
increments.
Table 2 -3: Bicycle Activity at Hartz Avenue (N /S) and Railroad Avenue (E/W)
Time
Southbound
Right Turn €
Through
. ..
Through
.
Left Turn
Eastbound
Right Turn
Left Turn
Total
10:00 -10:14
3
1
12
0
1
0
17
10:15 -10:29
3
1
18 '
1
1
4
28
10:30 -10:44
7
0
4
0
1
14
26
10:45 -10:59
9 1
4
4 i
0
0
6
23
11:00 -11:14
5 i
3
14
1
1
2
26
11:15 -11:29
6
3
17
2
2
3
33
11:30 -11:44
7
4
11
0
0
3
25
11:45 -11:59
8
2
8
1
0
7
26
12:00 -12:14
5
3
5
0
0
10
23
12:15 -12:29
8
2
5
0
1 1
4
20
12:30 -12:44
6
0
12
0
0
9
27
12:45 -12:59
6 i
0
4 1
0
0 1
4
14
1:00 -1:14
9
6
5
0
2
6
28
1:15 -129
1
6
9
0
0
6
22
1:30 -1:44
3
3
11
2
0
0
19
1:45 -1:59
6
5
5
4
0
6
26
Total
92
43
144
11
9
84
383
2 -12 1 Alta Planning + Design
Figure 2 -10: Turning Movements for Hartz Avenue
(N /S) and Railroad Avenue (E/W)
2.3.2. Hartz Avenue /Diablo Road
Intersection
Bicyclists accessing downtown Danville from the east
use bike lanes on Diablo Road, and can either turn
north or south on Hartz Avenue, or can continue
straight via a one -way alley to access the Clocktower
Parking Lot. Shown in Figure 2 -11, the most common
bicycle movement at this intersection was traveling
northbound on Hartz Avenue. While significantly less
frequent, bicyclists also commonly traveled southbound
through the intersection, or made a southbound left
turn from Diablo Road onto Hartz Avenue.
Table 2 -4 shows the count results by time for this
intersection.
Table 2 -4: Bicycle Activity at Hartz Avenue (N /S) and Diablo Road (E/W)
venue
Time
Southbound
Through
Left
Turn
..
Right
Turn
.
Through'
Left
Turn
Northb
I Right
Turn
Through
Left
Turn
Total
10:00 -10:14
1!
1
0
0
0
0!
13
0
15
10:15 -10:29
2
3
0 1
0 '•.
2
0'
18 1
0
25
10:30 -10.44
3
1
0
0
1
0 ':,
6
0
11
10:45 -10:59
1
0
3
0
0
0
5
0
9
11:00 -11:14
3
1
2
0 1
2
0 1
12
0
20
11:15 -11:29
0
1
1
0
3
1!
12
0
18
11:30 -11:44
0
2
0
1
1
1
13
0
18
11:45 -11:59
2
1
0
0
1
0
7?
0
11
12:00 -12:14
1
0
0
0
0
2
6
0
9
12:15 -12:29
2
1
1
0
3
0
3
0
10
12:30 -12:44
0
0
0
0
3
0
13
0
16
12:45 -12:59
3 1
0
1
0
1
0
3
0
8
1:00 -1:14
4
2
0
0
1
0 1
2
0
9
1:15 -1:29
1 1
0
2
2
5
3'
12
0
25
1:30 -1:44
4
0
0
1'
1
0
3
0
9
1:45 -1:59
0
0
0
3
3
5
2'
0
13
Total
27
13
10
7
27
12
130
0
226
'This movement captures bicyclists coming westbound from Diablo and continuing on the one -way access driveway to the
Clock Tower Parking Lot.
Alta Planning + Design 12 -13
Danville Bicycle Counts
Chapter 2 1 Bicycle Parking Demand
2.3.3. Hartz Avenue /San Ramon Valley
Boulevard/ Railroad Avenue /Hartz Way
Intersection
At the southern end of downtown Danville, Railroad Avenue
and Hartz Avenue converge, and become San Ramon Valley
Boulevard. Bicyclists traveling on- street southbound out of
downtown Danville continue south via bike lanes on San
Ramon Valley Boulevard. At this intersection, the most
frequent bicycle turning movement counted was northbound
from San Ramon Valley Boulevard to Hartz Avenue, shown in
Figure 2 -12. The second -most frequent movement for
bicyclists was the southbound right turn from Railroad
Avenue onto San Ramon Valley Boulevard. Because the Iron
Horse Trail crosses San Ramon Valley Boulevard just south of
Railroad Avenue, and parallels Railroad Avenue providing
access to downtown businesses, many bicyclists likely take the
trail to enter and leave downtown Danville. These bicyclists
would not be counted at this intersection. Table 2 -5 shows all
bicyclist turning movements counted at this intersection.
Table 2 -5: Bicycle Activity at Hartz Avenue /San Ramon Valley Boulevard (N /S) and Railroad Avenue /Hartz Way
(E/W)
Time
Southbound
e
a
7
L
J
..
c
cc
.
I
J
Northbound
c
♦Y
F
J
Eastbound
c
�
J
Total
10:00 -10:14
0
1
3
2
3
1
0
3
0
4
0
1
18
10:15 -10:29
1
4:
6
0
0
1
3
21
1
6
3
0
46
10:30 -10:44
1_
2
2
0
0
1
1
4
0
6
0
0
17
10:45 -10:59
3
2
3
0
1
0
1
6
1
4
1
1
23
11:00 -11:14
0
2
0
0
1
0
0
3
0
3
0
0
9
11:15 -11:29
0
1
2
0
4
0
2
13
0
6
0
0
28
11:30 -11:44
18
1
3
8
18 !
0
1
2
0
2
2
0
55
11:45 -11:59
10
0
7
1
7
0
0
6
0
5
1
0
37
12:00 -12:14
4
1
0
0
3
2
0
4
0
5
0
0
19
12:15 -12:29
0
1
3
0
0
0
2
1
0
1
3
6
17
12:30 -12:44
0
2
0
0
0
0
2
9
0
4
1
0
18
12:45 -12:59
0
1
1
0
0
0
0
3
0
5
2
0
12
1:00 -1:14
0
0
0
0
1
0
0
5
0
3
2
3
14
1:15 -1:29
1
7
1
0
0
0
1
12
0
1
0
1
24
1:30 -1:44
0
3
0
0
0
0
1
1
0
1
1
0
7
1:45 -1:59
1
0
0
0
0
0
0
3
0
0
0
0
4
Total
39
28
31
11
38
5
14
96
2
56
16
12
348
2 -14 1 Alta Planning + Design
Figure 2 -12: Turning Movements for Hartz
Avenue /San Ramon Valley Boulevard (N /S)
and Railroad Avenue /Hartz Way (E/W)
Town of Danville I Bicycle Parking Study
Alta Planning + Design 12 -15
Figure 2 -13: Saturday Bicycle Turning Movement Count Results
Chapter 2 1 Bicycle Parking Demand
2.4. Parking Inventory
To determine existing bicycle parking availability and demand, Alta conducted an inventory of the location
and type of existing bicycle racks. This inventory noted issues with the rack location that either affected
usability of the rack or created an impediment to pedestrian activity, which is in noncompliance with the
Americans with Disabilities Act. Photographs of all existing bicycle racks were taken. Figure 2 -14 shows diagrams
of the most common existing bicycle rack types.
U -Rack Wave Post and Loop
l eft it ra
IF
Toaster
Wheel Bender
Contraption
Figure 2 -14: Existing Bicycle Rack Types in Danville
2 -16 1 Alta Planning + Design
Town of Danville I Bicycle Parking Study
2.4.1. Weekday Bicycle Parking Inventory
The parking inventory conducted on Thursday, August 11, 2011 from 6:00 p.m. to 8:00 p.m. found a total of 50
bicycles parked in downtown Danville during the count period.
Key results from the weekday inventory include:
• The largest groups of parked bicycles were at the Clocktower Parking Lot, at Foster's Freeze, behind
Riff Raff Customs, and behind the Tower Grille (3 bicycles at each location).
• Despite the lack of formal bicycle parking availability, more than half of bicycles counted were parked
along Hartz Avenue (17 bicycles). The bicyclists who parked there were likely visiting the Danville
Street Festival.
• A third of bicycles were parked along Railroad Avenue (11 bicycles), while only 15 percent were
parked along the Iron Horse Trail (5 bicycles).
• Slightly more than half of the bicycles counted were parked at formal bicycle parking (18 bicycles).
Figure 2 -15 on the following page shows the frequency and location of parked bicycles in downtown Danville
on Thursday evening. This inventory indicates that there is a high demand for parking, particularly behind the
buildings and stores adjacent to the Iron Horse Trail and along Hartz Avenue. In addition, the inventory
shows a need for bicycle parking spaces that accommodate trailers and trail -a- bikes, particularly along the
trail and on Railroad Avenue.
Alta Planning + Design 12 -17
AI
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Ad 11 -
Town of Danville I Bicycle Parking Study
2.4.2. Weekend Bicycle Parking Inventory
Parked bicycles were counted twice during the parking inventory on Saturday, August 20` 2011 from 10:00
a.m. to 2:00 p.m. In total, 175 parked bicycles were counted during this time period, with 90 in the morning
and 85 in the afternoon.
Key results from the weekend inventory include:
The highest count locations of parked bicycles in both the morning and the afternoon were at food
related destinations including the rear entrance of Peet's Coffee & Tea (10 bicycles in the morning
and 25 bicycles in the afternoon) and at the Farmers' Market (26 bicycles in the morning and 20 in
the afternoon).
Half of parked bicycles counted on Saturday in the morning were located along Railroad Avenue,
while 16 percent were located along the trail, likely for the bicyclists to access businesses along
Railroad Avenue. Lastly, 31 percent were along Hartz Avenue.
In the afternoon the pattern changed and half of parked bicycles were along Hartz Avenue, 36 percent
along Railroad Avenue, and 11 percent along the trail.
Figure 2 -16 shows the total inventory of bicycle parking locations on Saturday, including both the morning
and afternoon inventory. Table 2 -6 on the following page lists the results of the parking inventory for both
days as well as existing parking locations.
Alta Planning + Design 12 -19
Chapter 2 1 Bicycle Parking Demand
2 -20 1 Alta Planning + Design
Figure 2 -16: Weekend Bicycle Parking Survey
Town of Danville I Bicycle Parking Study
Table 2 -6: Bicycle Parking Inventory
Alta Planning + Design 12 -21
Thurs Sat
Inventory
Sat
Address
499 San Ramon Valley
..
Boulevard
Akira Bistro
Wave
4
0
0
2
2
501 Hartz Avenue
Basil Leaf Cafe
No parking
0
0
0
2
2
445 Railroad Ave
Chow (rear)
U -rack
4
2'
0
1
3
Clocktower Parking
Contrap-
100 Railroad Ave, Ste C
'Lot
: tion
6
3.
1
0
4
Community Bank of
675 Hartz Ave # 109
the Bay
Wave
4
21
2
2
6
428 Railroad Avenue
Country Waffles
No parking
0
0
2:
1
3
439 Hartz Avenue
Danville Hairlines
No parking
0
0'
2
1
3
400 Front St
Danville Library
U -rack
30
0
01
0
0
411 Hartz Avenue
a Derby Jewelers
No parking `
0
2
0
0
2
Railroad & Prospect St
Farmer's Market
No parking
0
0
11
11
22
180 Hartz Avenue
Foster's Freeze
No parking
0
3
0'
0
3
Front Street Parking
490 Front Street
:Lot
Wave
4
0
0
0'
0
W Prospect Ave & Iron
Iron Horse Trail and
Post and
Horse Regional Trail
Prospect
loop
12
2
5
9
16
Iron Horse Regional Trail
Iron Horse Trail and
Post and
and Prospect
Prospect
loop
4
0.
10
0
10
Iron Horse Regional Trail
Iron Horse Trail and
and San Ramon Valley
San Ramon Valley
Post and
Boulevard
Boulevard
loop
8
0
0
0
School Street and Railroad
Iron Horse Trail at
Avenue
Lunardi's
Wave
4
2
4
1
7
405 Railroad Avenue
La Boulange
U -rack
4
0_
1
1'
2
480 San Ramon Valley Blvd
Los Panchos
# H
Restaurant
No parking
0
1
0
0
1
171 Hartz Avenue
Lotsa Pasta
No parking
0
1 `
0'
0
1
345 Railroad Avenue
(Railroad Ave frontage)
Lunardi's
Wave
5
0'
2
1
3
Railroad and Iron Horse
Lunardi's near Iron
Regional Trail
Horse Trail
Wave
3
0
1
2
3
425 Hartz Avenue
Molly's Pup Purr -ee
No parking !
0
OE
2'
0'
2
Mountain Mike's
130 Hartz Avenue
Pizza
No parking
0
0
2
0
2
Museum of the San
205 Railroad Ave
Ramon Valley
No parking
0
0
6
1
7
Alta Planning + Design 12 -21
Chapter 2 1 Bicycle Parking Demand
Address
356 Hartz Avenue
Norm's Place
Capacity
No parking
0
Thurs Sat
1
Inventory
1
Sat
1
3
495 San Ramon Valley
Boulevard
Panda Express
No parking
0
0
.
2
2
310 Hartz Avenue
Patelco Credit Union
No parking
0
1
0
0
2
155 Railroad Ave, Ste B
Pascal's French Oven
Toaster
6
0'
8
0
8
435 Railroad Avenue
Peet's Coffee & Tea
(back)
Toaster
8
2
8'
24'
34
435 Railroad Avenue
Peet's Coffee & Tea
(front)
No parking '
0
0 E
11
1
12
201 Hartz Avenue
Pete's Brass Rail & Car
Wash
Toaster
4
2
0
6
8
Prospect Avenue and Hartz
Avenue
Prospect Avenue
Parking (adjacent to
parking lot entrance)
No parking
0
1
0
0
1
522 Hartz Avenue
Rakestraw books
No parking
0
1
0
0
1
Hartz Avenue
Riff Raff Customs
(rear)
No parking
0
3
0
0
3
421 Hartz Avenue
Savvy Shopaholic
No parking
0
1
0
0
1
School Street at Railroad
Avenue
School Street at
Railroad Avenue
Wave
3
0
1
1
2
411 Hartz
Sideboard
No parking
0
0
1
9
10
398 Hartz Avenue
Starbucks
No parking
0
1
0
0
1
1 Railroad Avenue
Starbucks — Danville
Square
No parking
1
11
3
5
19
125 Railroad Ave
Subway
No parking !
0
0
4
0
4
301 Hartz Avenue #109
Sweet Street
Wheel
bender
4
0
0
0
0
331 Hartz Avenue
The Crown
No parking
0
1
0
0
1
110 Hartz Avenue
The Dog
No parking
0
0
0
2
2
301 Hartz Ave # 103
Tower Grille (front)
No parking
0
1
0
0
1
301 Hartz Ave # 103
Tower Grille (rear)
No parking
0
3
0
0
3
85 Railroad Avenue
Trader Joe's —
Danville Square
Wave
4
0
0
0
0
330 Hartz Avenue
Vally Medlyn's
Fountain & Coffee
Shop
No parking
0
0
4
2
6
Total
121
47
92
88
227
2 -22 1 Alta Planning + Design
Town of Danville I Bicycle Parking Study
2.5. Identified Needs
The bicycle count and parking inventory showed that there is a clear demand for additional bicycle parking in
downtown Danville during the peak outdoor recreation season.
Bicycle trips in Danville ranged from 86 at Hartz /Railroad Ave to over 450 in a two hour period. Given that
the total existing bicycle parking capacity can accommodate 121 bicycles, the Saturday inventory analysis
found that the number of bicycles parked in the downtown met or exceeded existing capacity during this
peak outdoor recreation season.
In addition, racks are often not placed in the most desired locations. While the Thursday inventory analysis
found that bicycle parking was at only 60 percent of capacity, over 50 percent of the bicycles were parked at
locations without formal bicycle parking (Table 2 -7). Similarly, on Saturday morning when the number of
bicycles parked exceeded parking capacity, only 48 percent of bicycles were parked at formal bicycle parking
locations. This is likely because bicyclists desire to park in locations where there is insufficient capacity,
leaving underutilized bike parking in less - desirable locations.
As shown in Table 2 -7, Danville has a wide variety of bicycle parking types. No bicycles were locked at
"wheelbender" racks, which are difficult to lock a bicycle to. The most widely -used type of rack was the
"toaster," followed by the "wave" rack. Over 50 percent of bicycles were parked at locations without bicycle
racks.
Table 2 -7: Bicycle Parking Inventory by Rack Type
Parking Type Capacity
Contraption
6
Saturday
..
3
Afternoon
1
..
0
Parked
4
Bikes
1.76%
No parking
0
32 '
49 '
38
119 '
52.42%
Post and loop
24
2
15
9
26
1145%
Toaster
18
4
16
30
50
22.03%
U -rack
38
2!
1
2
5
2.20%
Wave
31
4
10
9
23
10.13%
Wheel bender
4
0
0
0
0
0.00%
Grand Total
121
47
92
88
227
Figure 2 -17 shows the results of the combined bicycle parking inventory, summarizing results from the
Thursday and both Saturday inventory.
This demand analysis indicates a need for increased bicycle parking capacity wherever feasible, and in
locations that serve the key activities, including:
• Farmers Market
• Downtown street closure events
• Food destinations directly adjacent to the Iron Horse Trail and along Hartz Avenue
The review of parking inventory also indicates a need for a universal bicycle parking design standard to ensure
that the type of bicycle rack installed meets the needs of users and the Danville community.
Alta Planning + Design 12 -23
Chapter 2 1 Bicycle Parking Demand
2 -24 1 Alta Planning + Design
Figure 2 -17: Combined Thursday and Saturday Bicycle Parking Inventory
3. Universal Design Standards
This chapter presents recommended bicycle rack designs, locations and dimensions as well as typical layouts
likely to be used in the Town of Danville.
Bicycle parking design is important because when it is well designed, it not only provides the user with secure
parking but also helps prevent improperly parked bicycles from impeding pedestrian activity or obstructing
the path of travel for persons with disabilities.
3.1. Standard Bicycle Rack Designs
There are many types of bicycle rack designs. The design of the rack itself should be intuitive to use and
provide security against theft. Racks with moving parts or complicated designs may confuse users. A simple
yet attractive design will meet the Town of Danville's needs.
Many bicycle rack designs meet national standards and best practices and many do not. The Association of
Pedestrian and Bicycle Professionals Bicycle Parking Guidelines (2010) recommend the three types of rack designs
shown below in Figure 3 -1.
U -Rack Post and Loop
Figure 3 -1: Standard Bicycle Rack Designs
This Study recommends these designs as the standard designs for Danville. The following describes required
elements of all bicycle parking installed in the Town of Danville.
Ease of Use
1. Support the bicycle frame at two points.
2. Allow for the frame and at least one wheel of the bicycle to be locked to the rack.
3. Allow front- and back -in parking.
4. Accept a variety of bicycle sizes
5. Allow for the use of U -type lock.
6. Allow for access without moving another bicycle
7. Features a design that is intuitive for users.
8. Minimizes the number of moving parts (to reduce maintenance needs)
9. Not require the user to lift the bicycle
Alta Planning + Design 13 -1
Horseshoe
Chapter 3 1 Universal Design Standards
Unacceptable racks include wheel benders, toaster racks,
wave racks, and "the contraption" and are shown in Figure
3 -2.
Wheel bender, toaster, and wave racks do not support the
bicycle frame at two points or allow for the frame and at least
one wheel of the bicycle to be locked to the rack.
Toaster racks are popular with sport bicyclists because of its
ability to keep a bike standing without a lock (sport bicyclists
tend to not carry locks because of additional weight). Where
requested or there is anticipated demand, toaster racks may
be an appropriate rack choice.
"Contraption" racks also do not meet the same standards. In
addition, these parking types include moving parts that
require maintenance and is not intuitive for users.
Design and materials
1. Adhere to the Americans with Disabilities Act standards
o If a protruding edge of the rack is 27- 80"
above the sidewalk surface, it may overhang
a maximum of 12 ". (See: www.access-
board.gov/adaag/html/adaag.htm#4.4)
2. Be at least 32" tall and 18" wide.
3. Include no moving parts.
4. Be a material that resists being cut or detached using
common tools.
5. Flange- mounted racks: The base plate should be a
minimum of 3/8" thick; footers should be a minimum
of 5" x 6" for square -tube racks /5" diameter for round -
tube racks.
6. In- ground racks: A minimum 1.54" width pipe should
extend a minimum of 10" below grade.
Figure 3 -2: Unacceptable Racks
3 -2 1 Alta Planning + Design
Town of Danville I Bicycle Parking Study
Finishes
The selection of a finish for a bicycle rack should include consideration for appearance, durability and
maintenance requirements. Typical finishes are described in Table 3 -1
Table 3 -1: Common Bicycle Rack Finishes
Finish Type
Appearance
Galvanized
Silver; may have slight
of ..
No Least expensive, durable and maintenance -free; proper
texture
application reduces surface texture of finish
Powder coat
Color, typically smooth,
Yes' Must be applied over a zinc -rich primer so rust cannot
may be gloss or matte
spread beneath the coating from nicks or abrasions that
Possibly expose bare metal; both powder coating and vinyl may
Vinyl (PVC)
Often black
jacket
deteriorate quickly and will require ongoing
maintenance.
Thermoplastic
Color, typically fairly
Yes' Sprayed directly onto cleaned (sandblaster) and heated
smooth, comparable in
rack. High adhesion rust from spreading beneath
appearance to powder
surface from nicks or abrasions. Technique is also used
coat
I to weatherproof naval weaponry.
Stainless steel
Silver /chrome, typically
No High resistance to cutting. Most expensive finish.
smooth
Source: Association of Pedestrian and Bicycle Professionals Bicycle Parking Guidelines (2010)
' Manufacturers that feature powder- coated or thermoplastic- coated racks typically offer a set of standard colors.
Some can produce special orders using custom colors selected from a larger palette (color chart). Matte black is a
standard color that hides dirt better than gloss black.
The Town of Danville currently uses powder coated bicycle racks. Town staff typically repaints bicycle racks
along with other street furniture such as trash bins. However, it should be noted that the maintenance
requirements for painted bicycle racks are substantially greater, as racks repeatedly sustain scrapes from
metal bicycle frames locks. The Town should include in its maintenance budget allocation to touch up rack
paint on a regular basis.
3.2. Bicycle Parking Location Selection
Bicycle racks should be located near the destination it is intended to serve. Like motorists, bicyclist prefer to
park near their destination. Additionally, because theft is a concern for many bicyclists, it is ideal to site a
bike rack within close proximity to the site of the destination.
Bicycle racks in the Town of Danville should be installed (when feasible):
• Within 50 feet (and no more than 100 feet) of the destination they serve.
• In a visible area with significant foot traffic.
Alta Planning + Design 13 -3
Chapter 3 1 Universal Design Standards
• With consideration to existing conditions. The location of existing street furniture and other
sidewalk elements can restrict placement of bicycle racks. Bicycle racks should be placed in locations
that do not impede pedestrian flow.
3.3. Bicycle Parking Dimensions
It is important to consider the space a parked bicycle
requires and clearances from elements in the right -of -way in
order for it to function properly.
The following measurements and clearances are
recommended for the Town of Danville.
3.3.1. Measurement
• Typical footprint (the area occupied by two
bicycles when parked at an 18" U -rack) is
approximately 90" long x 32" wide.
o Where a significant number of bicycles
with trailers are expected a larger footprint
should be used.
• Rack: minimum 32" tall and 18" wide.
• Multiple racks: minimum of 32" apart.
• Single -loop racks placed end -to -end: minimum of
60" apart.
When possible /appropriate, exceed the minimums for
spacing.
3 ' -0" 2' -8°
I I I
I I I I
I 1
I 1 1 1
T -6„ 1 1 9' -4"
1 1 1 I
I 1 1 I
I I 1 I
I 1 I
I 1 1 I
I 1 1 I
1 1 I
1 1 1 I
I 1
I I
I 1
I 1
1 1
1 I
Figure 3 -3: Standard (left) and extended (right)
bicycle footprints
3 -4 1 Alta Planning + Design
Town of Danville I Bicycle Parking Study
3.3.2. Clearance
Bicycle racks should not be placed in the
pedestrian through zone (Figure 3 -4) or impede
pedestrian activity or present an obstacle to those
with visual impairments. The following clearances
are required:
• A minimum of 6 -foot clear for pedestrian
right -of -way outside from the bicycle
footprint to the building frontage.
• The minimum distance from the rack to
the building frontage will vary based on
rack type and angle of placement.
• Rack placement should always allow a
clear and straight path of travel,
particularly for people with visual
impairments.
Figure 3 -4: Sidewalk Zones
Minimum distances between a bicycle rack and street furniture, utilities, landscaping and other typical
sidewalk elements are shown in the following table.
Table 3 -2: Minimum Clearances Typical Sidewalk Elements
Setback
Bicycle Rack
24"
• Curb with parallel parking
• Building fa4ade (if rack is sited adjacent)
30"
a Curb with angled parking
• Light pole
• US mailbox
• Trash can
• Other sidewalk obstruction
• Newspaper rack
• Tree well
• Surface hardware (PG &E, cable grates, etc.)
• Sign pole
• Street furniture
48
a Curb ramp
• Storm drain grate
• Driveway
• Crosswalk
• Transit red zone or shelter
• White /yellow loading zone
• Blue zone (disabled parking)
60"
0 Fire hydrant
• Bicycle rack (parallel to bicycle orientation)
Alta Planning + Design 13 -5
4� to5' Ymin. 1 , v� arias
Planter/ Through zone Frontage zone Commercial/
furniture zone Retail
Chapter 3 1 Universal Design Standards
3.3.3. Example Bicycle Rack Site Spacing Requirements
Figure 3 -5 and Figure 3 -6 present typical bicycle rack spacing requirements. Typical details for bicycle
parking in Danville are presented in Section 4.2.
3 -6 1 Alta Planning + Design
Figure 3 -5: Typical Bicycle Parking Spacing Example A
Town of Danville I Bicycle Parking Study
i b
36"
60" clear space
recommended
36" min.
48" recommended
48" recommended
9,f �e�omn ded
rM
Figure 3 -6: Typical Bicycle Parking Spacing Example B
Alta Planning + Design 13 -7
Chapter 3 1 Universal Design Standards
Page intentionally left blank.
3 -8 1 Alta Planning + Design
4. Bicycle Parking Recommendations
This chapter presents recommended locations and capacities for bicycle parking based on the findings of the
demand analysis. The recommendations are intended to meet as much of the peak current demand in
downtown Danville as feasible.
4.1. Recommended Locations and Capacities
Figure 4 -1 on the following page maps the recommended bicycle parking locations identified by address and
referenced business and/or location. The locations were determined based on a combination of the following
considerations:
• Parked bicycles exceeded capacity of existing bicycle rack
• Inventory found parked bicycles where there is no existing bicycle rack
• Available right -of -way
• Anticipated demand
Table 4 -1 presents the recommended bicycle parking rack style, quantities and capacities by location. A
description of the specific location is provided as well as reference to a parking layout typical.
Alta Planning + Design 14 -1
Chapter 4 1 Recommendations
Page intentionally left blank
4 -2 1 Alta Planning + Design
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Town of Danville I Bicycle Parking Study
4.2. Parking TypicalS
The graphics on the following pages present parking typicals. Each recommended new bicycle parking
location is associated with one of the two parking typicals. The parking typicals include:
• Sidewalk Parking Typical
• Series Parking Typical
4.2.1. Sidewalk Parking Typical
Bicycle parking on sidewalks should be clear of the pedestrian through zone and the appropriate distance
from landscaping, utility covers and other sidewalk elements. In Danville, this parking typical is appropriate
where parallel street parking is prohibited by a "no parking" zone to ensure the minimum 30" to 36" clearance
depicted in Figure 3 -5.
Alta Planning + Design 14 -9
Figure 4 -2: Sidewalk Parking Typical
Chapter 4 1 Recommendations
4.2.2. Series Parking Typical
Bicycle parking organized in a series should be clear of the pedestrian path of travel, landscaping, utility
covers, and furniture.
4 -10 1 Alta Planning + Design
Figure 4 -3: Series Parking Typical
Town of Danville I Bicycle Parking Study
4.3. Recommendation Summary and Cost Estimates
4.3.1. Recommendation Summary
The recommendations include increasing bicycle parking capacity in Downtown Danville from 121 bicycles to
215. The majority of the new bicycle parking spaces would be located either individually on the sidewalk or in
a series in public area. "Post and loop" racks are more decorative than "U- racks" and fit into downtown
Danville's aesthetics. However, these racks are more expensive and are recommended only on sidewalk
locations along Hartz Road and on public land.
Table 4 -2: Recommendation Summary
Parking Typical
Recommended
Total Capacity
Number of Total Number of New
(Existing and New) Replacement
Locations Racks
or
4.3.2. Cost Estimates
Cost estimates for these improvements will help the Town plan for future investments. The unit cost estimate
for a `post and loop" rack is $300 each, while the cost for a standard "U- rack" bicycle rack is $200 each. Both
racks cost an additional $150 for installation. Table 4 -3 presents the cost estimate to implement all the
recommendations presented in this Study. The total estimate is just under $41,000. While this is a significant
amount, the installation of these projects can be phased over a number of years. Chapter 5 of this Study
develops a phased installation approach that meets the community bicycle parking needs and the Town's
financial ability.
Alta Planning + Design 14 -11
Chapter 4 1 Recommendations
Table 4 -3: Immmentation Cost Estimate
Post and loop 63 1 36 $300 $150 $16,200
U -rack 83 59 $200 $150 $20,650
Total 146 95 $36,850
New capacity does not include existing bicycle parking capacity that is not recommended for replacement.
4 -12 1 Alta Planning + Design
Town of Danville I Bicycle Parking Study
5. Phased Approach
The Bicycle Parking Study recommends 27 new bicycle parking locations and 11 updated racks to
accommodate existing bicycling in Danville. This chapter provides a strategy for implementing this Study's
recommendations in prioritized phases that leverages private investment and opportunities to install bicycle
parking.
5.1. Prioritization
The recommended projects were grouped into phases based on the responsibility for implementation, planned
or future development opportunities, and available space. The project phases are as follows:
• Phase 1: Bicycle parking located on private property and within the project limits of upcoming new
developments.
• Phase 2: Bicycle parking located in non - sidewalk areas that can currently accommodate bicycle
parking, or locations that can be accommodated as part of upcoming street improvement projects.
• Phase 3: Replacement of existing sub - standard bicycle racks and bicycle parking located on the
sidewalk adjacent to parking.
Table 5-1 presents the projects organized into the three phases. The project lists are intended to serve as a
guideline for implementation. Whenever an opportunity occurs for a location on any of these three lists,
regardless of its phase, the Town should consider taking advantage of the occasion if resources permit.
Similarly, if development or public improvement projects offer an opportunity to provide bicycle parking at a
location not identified as a possibility in this Study, the Town should also take advantage of the situation. The
Town of Danville should review the project list and project ranking at regular intervals to ensure it reflects the
most current priorities, needs, and opportunities for implementing the recommended bicycle parking in a
logical and efficient manner.
Table 5 -1: Recommended Phasina Plan
Alta Planning + Design 15 -1
Recommen
Pub
Address
•
Phase 1
Walkway between
Clock Tower Parking Lot - Plaza
U -rack
6
12
Private
Clocktower parking
lot and Hartz Ave
180 Hartz Avenue
Foster's Freeze
Post and
2.
2
Private
Loop
480 San Ramon
Los Panchos Restaurant
U -rack
1
2
Private
Valley Blvd
205 Railroad Ave
Museum of the San Ramon Valley - north
U -rack
2
4
Private
facing plaza at Prospect Avenue
Alta Planning + Design 15 -1
Chapter 5 1 Phased Approach
5 -2 1 Alta Planning + Design
Recommen
Pub
Address
Location
..
104 Prospect
Prospect between Hartz and Railroad -
Post and
2
4
Public
Avenue
breezeway for Danville Hotel (future
Loop
redevelopment)
Prospect Avenue
Prospect Avenue — northeast corner of
Post and
1
2
Private
and Hartz Avenue
intersection adjacent to parking lot
Loop
entrance
1 Railroad Avenue
Starbucks - Danville Square
Post and
4
8
Private
Loop
480 Hartz Avenue
The Vine
U -rack
1
2.
Private
Phase 2
Post and
6
Public
141 Hartz Ave
Danville Bike
Loop
3
Post and
4
Public
400 Hartz Avenue
Danville Veterans' Memorial Building
Loop
2
Iron Horse Trail
Farmer's Market — parallel to the Railroad
U -rack
10:
20
Public
Avenue Municipal Lot
Hartz between Railroad Avenue and
4
Public
175 Hartz Avenue
Linda Mesa
U -rack
2
171 Hartz Avenue
Lotsa Pasta
Post and
2
4
Public
Loop
Short Street
Future bulb- outs /midblock crossing
U -rack
41
8
Public
location on Railroad Avenue connecting
Short Street and Railroad Parking Lot
398 Hartz Avenue
Starbucks — along short, brick, west-
Post and
4
8
Public
facing wall
Loop
Phase 3
499 San Ramon
Akira Bistro /Panda Express
Post and
2
4
Private
Valley Boulevard
Loop
501 Hartz Avenue
Basil Leaf Cafe
Post and !
1
2
Public
Loop
100 Railroad Ave
Clocktower Parking Lot
U -rack
6
12
Public
675 Hartz Ave
Community Bank of the Bay
U -rack
3
6
Private
428 Railroad
Country Waffles
U -rack
2
4.
Private
Avenue
682 Hartz Avenue
Domenico's Deli — along east facing
Post and
2
4
Public
retaining wall on Front Street side by
Loop
stairs
490 Front Street
Front Street Parking Lot
U -rack
3
6
Public
Post and
4
Public
140 Hartz Avenue
Hartz at Railroad
Loop
2
Iron Horse Regional
Iron Horse and Prospect (south)
Post and
2 ;
8
Public
Trail and Prospect
Loop
Railroad and Iron
Lunardi's near Iron Horse Trail
U -rack
4
4
Public
Horse Regional Trail
5 -2 1 Alta Planning + Design
Town of Danville I Bicycle Parking Study
The phased approach in Section 5.2 allows the Town to focus on implementing bicycle parking in locations
that present key opportunities. While the total cost of the recommended bicycle parking is just over $41,000
(as shown in Table 4 -3), each individual phase is more manageable for the Town to implement, particularly
once the cost of ongoing maintenance is considered. Table 5 -2 shows the breakdown of costs and quantity of
bicycle racks recommended by phase, and Figures 5 -1 through 5 -3 on the following pages show how bicycle
parking would develop in Danville based on this phasing strategy.
Alta Planning + Design 15 -3
Recommen
Pub
Address
Reference Location
Capa
130 Hartz Avenue
Mountain Mike's Pizza
Post and
2
4.
Public
Loop
435 Railroad
Peet's Coffee & Tea (back)
U -rack
8
16
Private
Avenue
435 Railroad
Peet's Coffee & Tea (front)
Post and
1
2.
Public
Avenue
Loop
201 Hartz Avenue
Pete's Brass Rail & Car Wash
U -rack
1
2
Private
522 Hartz Avenue
Rakestraw Books
Post and
2
4
Public
Loop
Post and
2
Public
383 Hartz Avenue
Rick's Picks
Loop
1:
School Street at
School Street at Railroad Avenue
Post and
2
4
Public
Railroad Avenue
Loop
110 Hartz Avenue
The Dog
Post and
1
2
Public
Loop
85 Railroad Avenue
Trader Joe's - Danville Square F u
-rack
4
8
Public
The phased approach in Section 5.2 allows the Town to focus on implementing bicycle parking in locations
that present key opportunities. While the total cost of the recommended bicycle parking is just over $41,000
(as shown in Table 4 -3), each individual phase is more manageable for the Town to implement, particularly
once the cost of ongoing maintenance is considered. Table 5 -2 shows the breakdown of costs and quantity of
bicycle racks recommended by phase, and Figures 5 -1 through 5 -3 on the following pages show how bicycle
parking would develop in Danville based on this phasing strategy.
Alta Planning + Design 15 -3
Chapter 5 1 Phased Approach
5 -4 1 Alta Planning + Design
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Chapter 5 1 Phased Approach
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5 -8 1 Alta Planning + Design
Appendix A. Background Data
Previous and ongoing counts on the Iron Horse Regional Trail inform this study and provide baseline data for
use of the trail through Danville. This section presents automatic count data collected by East Bay Regional
Parks District ( EBPRD) and user counts conducted in 2007 as part of the Iron Horse Trail Revised Corridor Concept
Plan (2008).
A.1. East Bay Regional Parks District Automatic Count Data
EBPRD uses TRAFx automatic infrared trail counters along the Iron Horse Trail. They are located at Love
Lane, which is approximately due west of Railroad Avenue's northern terminus. The counters do not
differentiate bicyclists and pedestrians, so the counts are only of limited utility for this Bicycle Parking Study,
but do provide some baseline information.
Data presented are from April 30 to June 2, 2011. Key findings from the counts include:
• Average hourly use is 27 users, with a peak over 75 users from 7:00 to 8:00 a.m.
• The trail experiences relatively high use throughout the morning (between 7:00 a.m. and 12:00 p.m.)
and a somewhat smaller evening peak (from 4:00 p.m. to 7:00 p.m.).
• Use is higher on the weekends, with 40 percent of weekly traffic occurring on the weekends.
• May had higher use than April or June, and the trail experienced an average of 15,450 users each
month.
User counts were conducted at four locations along the Iron Horse trail in 2007 for use in the Iron Horse Trail
Revised Corridor Concept Plan (2008). The counts included direction of travel and differentiated between
pedestrian, adult bicyclists, child bicyclists, runners, and other (skateboards, rollerbladers, other). The count
location at Sycamore Valley Road is slightly more than a half -mile from where the trail crosses San Ramon
Valley Boulevard, while the other locations are further south of Danville. During the evening peak hour, use
was higher at Sycamore Valley Road than at the other count locations, at Crow Canyon Road and Bollinger
Canyon Road in the City of San Ramon.
Table A -1 presents count results from the Sycamore Valley Road location. The counters notices that many
bicyclists turned around at the major roads, and speculated that bicyclists did so in order to avoid waiting the
Alta Planning + Design IA -1
long signal or crossing a multi -lane street.
Appendix A I Background Data
Additional observations included the following:
• Typical weekday;
• Morning: Groups of bicyclists.
• Mid -Day: Individual bicyclists.
• Evening: Male recreational bicyclists
Overall, the trail was not crowded and use seemed low.
• Saturday:
• Use was substantially higher than on the weekday.
• Trail users were relatively evenly split between pedestrians and bicyclists.
• Several groups of people were observed.
• Some bicyclists had child carriers attached to their bikes.
A -2 I Alta Planning + Design