With the nearly 20 mile breadth of Anaheim’s city limits and wide range of community resources, destinations, and assets, providing convenient public access throughout the City is a crucial part of keeping people connected. One of the main goals of the Anaheim Outdoors Connectivity Plan (Plan) is to create a network of non-motorized transportation options that connect to every area of the City. Some of these options include: pedestrian sidewalks and trails, bikeways (Class I, II, and III), bike trails, overcrossings, undercrossings and equestrian routes. The following topics describe the Plan’s goals for enhancing connectivity in the City of Anaheim.
2.1 Look for opportunities to embrace the intent of “Complete Streets” while reducing impacts to property owners and businesses
The Plan embraces the Complete Streets Act, which was recently signed into law in California. Complete Streets are streets that enable safe access for all users, regardless of age, ability, or mode of transportation. It ensures that every transportation project will make the street network better and safer for drivers, transit users, pedestrians and bicyclists. As of January 1, 2011, the law requires that cities and counties, when updating the roadway and traffic flow portion of their general plan, ensure that those plans account for the needs of all roadway users.
Example of a Complete Street
The California Department of Transportation also embraces Complete Streets as the policy covering all phases of state highway projects, from planning to construction to maintenance and repair. As the result, California has become the second state to implement Complete Streets policies covering every public street, road and highway (www.completestreets.org). Although there is no singular design that works for every street, Complete Streets might include: sidewalks, bike routes (or wide paved shoulders), special bus lanes, comfortable and accessible public transportation stops, frequent and safe crossing opportunities, median islands, accessible pedestrian signals, curb extensions, narrower travel lanes, roundabouts, and more.
back to top
2.2 Link specific trails and bike routes with transit and destinations
Anaheim boasts an intricate bus system through the Orange County Transportation Authority (OCTA). The busses currently operate on 26 different routes within or passing through the City, including one express bus route and several OCTA StationLink routes that serve Metrolink stations. Metrolink bus routes honor valid Metrolink tickets as full fare for travel to and from stations. OCTA is currently conducting a study of non-motorized access to all OC Metrolink stations.
ARC Streetcar Alternative Map (locally preferred alignment to be further analyzed as part of the environmental process)
The Anaheim train station, located near Anaheim Stadium, serves both Amtrak’s Pacific Surfliner from San Luis Obispo to San Diego and Metrolink’s Orange County Line from Los Angeles to Oceanside. The OCTA bus routes connect to the station, as does The Anaheim Resort Transportation.
The Anaheim Canyon Station is located at La Palma Avenue and North Tustin Avenue, just north of the 91 Freeway. It is served by the Inland Empire-Orange County Metrolink Line and OCTA.
Anaheim Regional Transportation Intermodal Center (ARTIC)
In FY2010, Anaheim train station was the 14th busiest of the 73 California stations served by Amtrak with over 300,000 boardings and alightings for the year (Amtrak Fact Sheet, FY2011, State of California). The Metrolink Orange County Line is one of the busiest Metrolink lines, with an average weekday ridership of over 7,000 passengers in FY2011 (Metrolink Quarterly Report, Sept 15, 2011).
The Anaheim Regional Transportation Intermodal Center (ARTIC) will soon be built just south of the Honda Center. The station platforms will connect to the existing platforms of the Anaheim train station. This 16-acre site owned by the City of Anaheim will serve as a hub and transportation gateway for Orange County and the region. Freeways, major arterials, bus routes and rail system will converge at this mixed-use activity center where civic space and retail uses will provide amenities for visitors and passengers. ARTIC will also accommodate future plans for the Anaheim Rapid Connection (ARC) and the California High- Speed Rail.
Sundial pedestrian bridge in Redding, CA
The proposed trails and bike routes are planned to connect commuters to business centers at the Platinum Triangle, Anaheim Resort and Anaheim Canyon areas.
back to top
2.3 Enhance crossings at the river, mid-block, and freeways
Residents pack up their bicycles in their cars to drive less than ½ mile to access bicycle paths, especially along the Santa Ana River Trail. The river is a destination, but it can also be a barrier due to limited areas for crossing. The Connectivity Plan Map highlights several potential crossings throughout the City which will alleviate many of these barriers. They are: 1. Continue Fairmont Blvd. across Santa Ana River and SR-91 with a new pedestrian bridge; 2. Connect neighborhoods south of SR-91 with Santa Ana River Trail (SART) with underpass alongside Camino Arroyo storm drain and Anaheim Hills Road; 3. Connect Peralta Park to SART with pedestrian bridge over SR-91 on east edge of park; 4. Connect Crescent Intermediate School to SART via new pedestrian underpass alongside Deana Street storm drain.
CalTrans is currently undergoing the conceptual planning stages for development of a vehicular bridge at Fairmont Blvd. The Plan recommends providing pedestrian, bicycle and equestrian access at this crossing that would not conflict with the proposed bridge if/when it is constructed.
back to top
2.4 Enhance opportunities for bicycling
Develop a connected bicycle path network. It is legal to ride your bicycle on any street in the City of Anaheim. However, busy streets and complicated intersections can be intimidating to some riders. Ideally, the bicycle network should provide a multitude of routes that users of varying skill levels feel comfortable riding on and that are accessible for all. It is important that bicycle routes remain free from debris, cracked concrete/asphalt, and other potential hazards. Routine street sweeping is recommended for all bike routes.
Getting around town on bicycle, Anaheim
Increased crossing opportunities, designated routes, traffic calming methods, specialized signals, and signage are elements that would enhance the bicycle network so that cyclists of all abilities would feel comfortable utilizing it. More detailed information regarding Bicycle Best Management Practices can be found in Appendix C of this document.
One of many options for Lemon Street Bike Boulevard - Proposed one-way street
Consider the transportation needs and options for the disadvantaged. The OCTA provides bus services and programs for youth, students, seniors and disabled people in the community. OCTA also has a professional team of representatives that offer personal instruction on bus use to the public.
However, people who are disadvantaged often cannot afford automobiles. For them, biking is a more preferable form of transit. Considerations should be made for disadvantaged groups to get to local shops and entertainment venues as well as workers making daily commutes by bicycles.
Examples of Proposed Bike Routing(Looking North)
Consider the transportation needs of commuters. The Disneyland Resort is the largest single point employer in the state of California. The Anaheim Resort includes the Convention Center, Garden Walk, hotels, and restaurants. Many of their employees commute to and from work by bicycle. Routes for biking are especially important to employees with variable work schedules.
The Disneyland Resort as well as other private businesses should encourage employees to utilize alternative forms of transit such as: carpools, vanpools, bike programs, transit, and/or electric vehicles. They can do this by establishing incentive programs, providing educational materials, connecting employees with existing transportation programs, and more.
Examples of Proposed Bike Routing(Looking East)
Consider reduction of width or number of traffic lanes where possible. Where there are opportunities to reduce traffic lanes or lane widths, there is an opportunity to incorporate a bike route. Traffic calming measures such as these can make bicycle traffic along busy streets more comfortable and less intimidating to riders. The Plan identifies an opportunity site along a portion of Lemon Street that is ideally suited for lane reduction. On this site, modifying the existing 2-way street to 1-way vehicle travel would allow for the creation of a 10’ bike lane. Refer to Lemon Street Bike Boulevard in Chapter 8 of this document for more information.
Bicycle traffic signal
Identify opportunities for the removal of on-streetparking.
In certain situations, the City can remove on-street parking and create the opportunity for bike routes without removing car lanes. This is recommended only when it is feasible and doesn’t present an economic hardship.
Signal detection placement pavement marking
Implement bike signal priority on key intersections Bicycle signals are bicycle-specific traffic control signal heads used in combination with existing signalized intersections to provide guidance for bicycle movements through intersections. These are typically configured with the standard three red, yellow and green lenses, with a bicycle shape to clearly identify the bicycle phase. Bicycle traffic signals can be used to separate bicycle-only phases from other vehicle movement through an intersection with potential turning conflicts, and give priority to bicycles with leading intervals.
Bicycle signal push button
Signal detection for bicycles is another way to enhance bicycle travel in the urban environment. Bicycle detection should be installed at actuated traffic signals to identify bicycle crossing demand. This is important at the minor road approaches to intersections where vehicle volumes may be very low and bicycles would not otherwise have an opportunity to cross legally. Signal detection for bicycles reduces delay, establishes legal crossing for bicycles and can be used to activate a longer green phase when bicycles are crossing. Both automated in-pavement loops, calibrated to detect bicycles, and push buttons may be used, though in-pavement loops are preferred for efficiency and ease of use by on-road cyclists. As new signals are installed or major updates occur to existing signalized locations, bicycle loop detectors should be installed on the bikeway system at the stop bar for all actuated movements of the signal.
Short term parking is intended for less than two hours and should be conveniently located at destinations. Long-term parking is meant to accommodate users expected to park bikes for several hours, and should therefore be secure and weather protected. Both short- and long-term bicycle parking should be compatible with standard U-locks, as this is the most recommended and secure lock type.
Short-term bike parking
In order to encourage bicycling, cities should establish a comprehensive bicycle parking program and bicycle parking requirements for new buildings. Business owners should be encouraged to provide bike parking lot sites for employees. Zoning code can be used to outline minimum bicycle parking requirements for different land uses, and municipal code can include comprehensive bicycle parking requirements, such as best practice specifications for the number of short- and long-term parking facilities, design standards, dimensions and placement.
Long-term bike parking
Improve connectivity to adjacent cities.
The Connectivity Plan Map includes bike routes from adjacent cities. The neighboring cities of Stanton, Garden Grove, Orange, Yorba Linda, Placentia, and Fullerton all have bike routes that connect, or have the potential to connect, to the City of Anaheim. Moving people between cities as they travel for work, school and play is essential in forming a successful intercity bike network.
Vista St. Bike Blvd. signage
Vista St. Bike Blvd. roundabout
Create Bicycle Boulevards.
There are opportunities along Lemon St., Santa Ana Blvd., and Sycamore St. to create Bike Boulevards. A Bike Boulevard has specific signage and striping to alert vehicles to the presence of bicycle traffic. These specialized streets often have reduced or irregular speed limits, bulbouts, roundabouts and additional landscaping to slow vehicles and enhance the pedestrian and bicycle experience. Bike Boulevards do not prohibit cars, but promote equal access for bicyclists and pedestrians.
Possible bulbouts and roundabout on Lemon Street, Anaheim
One option for creating a Bike Boulevard on Lemon Street would be to constrict traffic to one-way on certain portions of the street. Constricting traffic to one-way would allow for wider bike routes and thus increase the appeal for this street as a Bike Boulevard. Additional enhancements could include roundabouts and bulbouts. A roundabout at W. North St. and Lemon St. could help to slow traffic and provide a break between one-way and two-way portions of the street. Bulbouts would allow for additional landscaping and sidewalk amenities, giving a more pedestrian feel to the street. The Plan recommends that all options and amenities receive thorough traffic study testing and extensive community input prior to implementation.
Sidewalk with decorative paving, Dixieanne St., Sacramento
Other cities have had great success implementing Bike Boulevards such as Tucson (AZ), Long Beach (CA), Berkeley (CA), Minneapolis (MN), and Portland (OR). The recently constructed Bike Boulevard along Vista Street in Long Beach provides a safe route for students at several elementary schools located along the street, as well as a convenient, direct cycling route for students, commuters, and recreational cyclists. The Bike Boulevard improvements included eight roundabouts, bike route identification and directional signage, pavement markings, and a new traffic signal.
Greenleaf Parkway within SCE easement, Compton
back to top
2.5 Enhance opportunities for pedestrians
Ensure continuous wide sidewalks.
Anaheim has a great network of sidewalks with curbouts. Many people enjoy walking from their homes to neighboring parks, shopping centers and business areas. People also utilize walking as a form of recreation and exercise. Making sure there are continuous wide sidewalks throughout the City is important for enhancing perceptions of safety as well as pedestrian comfort. Many sidewalks in the City are wide and well-maintained. However, sidewalks are often lacking in the Canyon, industrial, and East Anaheim areas. People who work in industrial areas often have to walk in the street or walk loops around parking lots for exercise.
Provide Safe Routes to Schools.
The Safe Routes to School program is a Federal-Aid program of the U.S. Department of Transportation’s Federal Highway Administration. While the amount of federal funding for the program changes each year, the combined efforts made by schools, parents, schoolchildren, community leaders and local, state, federal, and tribal governments have continued to boost the program’s momentum and longevity. The goal of the program is to make walking and bicycling to school safer and more accessible for children, thereby increasing the number of children who do it. Walking to school can enhance children’s health and well-being, ease traffic congestion near schools and improve community interaction.
back to top
2.6 Encourage skateboarding as a transportation option
Skateboards are an economical and viable transportation option.
back to top
2.7 Enhance opportunities for equestrians
Implement network of trails and highlighted crossings.
Anaheim is home to a large population of equestrian riders. Access from private stables to trail areas can be challenging with limited street and bridge crossings present throughout the City. Trails should be compatible for horses, and opportunities to connect to larger regional trail systems should be considered.
Provide access to the Santa Ana River from East Anaheim.
There is a large population of equestrian neighborhoods in east Anaheim. Connecting to the larger network of equestrian trails, including the Santa Ana River trail, can be challenging for these folks. There are many opportunities to expand horse trails and make connections to the River, including improving access at bridge crossings.
Possible bulbouts and roundabout on Lemon Street, Anaheim
Include staging areas with tie up, mounting blocks and water stations
Staging areas with amenities for horses and riders are needed in certain areas of the City. Staging areas should include parking for regular sized vehicles as well as horse trailers. Hitching posts to tie-off horses while tacking-up and grooming, water-troughs with hoses, hoses mounted on posts to wash off horses, picnic tables, restrooms, and public horse corrals are also ideal for these locations. The Plan identifies two prime locations for these types of facilities: in Deer Canyon and near Rancho Del Rio Stables (see Appendix A for Connectivity Plan Map).
Sidewalk with decorative paving, Dixieanne St., Sacramento
Develop equestrian exercise courses.
Vacant and underutilized parcels could provide an opportunity for the development of equestrian exercise courses. These areas should connect to trails, but not necessarily to paved roads.
back to top
Promote and design for accessibility for all.
Throughout the network of pedestrian connections there should be several design elements which aid and promote travel by all. These key elements are:
Accessible pathway through Anaheim Coves
Coastal Trail next to ROW, San Clemente
- Directional curb ramps with detectable warnings at intersections, oriented in the direction of travel, not leading into the intersection.
- Accessible pedestrian signals with count-down timers and adequate timing at intersections.
- Sidewalks free of overhanging or protruding objects that are hazardous for people with vision disabilities.
- Sidewalks free of tree or drainage grates with large openings, drop-offs at walkway edges, and vertical changes of elevation
- Sidewalks in compliance with ADA standards*, free of excessive cross slopes that make it difficult for people who use mobility devices such as wheelchairs or walkers.
*See Appendix G for latest updates to ADA standards regarding trail use.
Railroad ROWs in the City of Anaheim
back to top
2.9 Use of Infrastructure Corridors
Consider trails within existing and abandoned rail ROWs.
Existing and abandoned railroad Right of Ways (ROWs) provide important linkages within the transportation network. These passages connect to transit stations and are often removed from congested streets and highways, making them ideal locations for trails and bike routes. The Rails to Trails Conservancy assists communities in transforming former railroad tracks into vibrant trails for walking, biking and more. More detailed information regarding Rails to Trails can be found in Appendix D of this document.
Consider bike routes on utility corridor trails.
There are a number of utility easements throughout the City that could accommodate bike routes and other amenities. Working with utility providers to share the use of these spaces provides a great opportunity for expanding the pedestrian and bicycle network. The Plan identifies several green space opportunities along the SCE corridor including: 1. West Corridor Greenbelt, 2. South Corridor Greenbelt, 3. Energy Field Extension, 4. Disney Way Corridor Greenbelt, and 5. Cerritos Corridor Greenbelt.
The Plan also identifies green space opportunities within Orange County Water District (OCWD) and Orange County Flood Control District (Flood Control) properties near the Cities rivers and basins. These opportunities include: 1. West Anaheim Youth Center Trail Extension, 2. Crescent Basin Open Space & Trail Improvements, 3. Anaheim River Park, 4. Five Coves, 5. Canyon Basins Turf Conversion, 6. Canyon Metrolink Station Connection, 7. East Anaheim Santa Ana River and SR91 Crossings, and 8. Santa Ana River Trail - East Extension.
Robber’s Roost to Weir Canyon Wilderness Park
Identify no-outlet streets for potential conversion and/or access to open space.
There are several opportunities within the City to provide green space at the end of no-outlet streets and cul-de-sacs. For example, on Dakota Street the City has recently initiated plans to develop a park at the end of the street. These improvements will also result in increased traffic calming in the neighborhood. There are also opportunities, especially in the Canyon areas, to provide access to trails and open space at the ends of no-outlet streets. Robber’s Roost is a neighborhood driven example of this. The area received a gate at the end of their street that prevents vehicle traffic but still allows pedestrian access to nearby trails. Other areas that have potential for street closures within the City are: north of La Palma Park, Fairmont Blvd., Oak Canyon Drive, and Claudina Street.
back to top