"Monterey's Multi-Modal Mobility Plan"
City of Monterey Draft MONTEREY ON THE MOVE Multi-Modal Mobility Plan January 17, 2013 Acknowledgement Monterey on the Move Advisory Committee City Council Alexander Cappelli Chuck Della Sala - Mayor Susan Ragsdale Cronin Libby Downey – Councilmember Mike Gallant Jeff Haferman – Councilmember Bob Guidi Nancy Selfridge – Councilmember Tim Meehan Frank Sollecito – Councilmember Mindy Meehan Fred Muerer – City Manager Matthew Sundt Mike McCarthy – Assistant City Manager Megan Tolbert Rena Weaver Planning Commission Parks and Recreation Commission Ralph Widmar – Chair Mike Marotta, Jr. – Chair Paul W. Davis – Vice Chair Dennis McCarthy – Vice Chair Leon Garden Vance Baldwin Willard McCrone David Canepa Luis Osorio Suzanne Menendez-Herbst Moses Stites Louis Perske David Stocker Susan Woodward Al Macks – Military Commissioner City of Monterey Planning, Engineering and Environmental Compliance (PEEC) Chip Rerig – Chief of PEEC Elizabeth Caraker – Principal Planner Rich Deal – City Traffic Engineer Andrea Renny – Associate Civil Engineer Vince Pizzo – Engineering Intern Kevin Anderson – Environmental Regulation Analyst Anne McGrath – Communications and Outreach Manager Laurie Huelga – Communications Assistant Eric Palmer – Media Assistant MI3 Committee Other Acknowledgements Transportation Agency for Monterey County Old Monterey Business Association (TAMC) New Monterey Business Association TAMC Bike and Pedestrian Committee New Monterey Neighborhood Association Monterey-Salinas Transit (MST) Scholze Park Community Center Presidio of Monterey Casanova Oak Knoll Neighborhood Association Association of Monterey Bay Area Governments Casanova Oak Knoll Community Center (AMBAG) Monterey Vista Neighborhood Association Walter Colton Middle School Green Pedal Couriers City of Monterey NIP Committee Ecology Action Monterey Bay Aquarium Table of Contents Introduction 1 Objectives & Programs 11 Bicycles 17 Pedestrians 38 Safe Routes To School 46 Multimodal Level of Service 49 Funding & Implementation 54 Introduction The City of Monterey is committed to supporting and promoting alternative modes of transportation such as bicycling, walking and transit. In 2009 the City Council adopted a Bicycle Transportation Plan (BTP) which due to budget constraints did not address pedestrian facili- ties and circulation and end of use bicycle facilities. In recognition of the need to enhance mobility options for residents and visitors, the 2009 BTP has been expanded to address all bicycle, pedestrian and transit rider needs. In February 2012, the City of Monterey received a Com- munity-Based Transportation Planning grant from Cal- trans to develop a Multi-Modal Mobility Plan (MMMP). Generally, the City’s major arterials are saturated and cannot be easily expanded to improve vehicle level of service (LOS). Therefore, to address impacts of future growth, the General Plan Circulation Ele- and programs are intended to reduce the overall du- ment goals focus the expansion and improvements ration and frequency of traffic congestion and parking of the City’s circulation system on increasing acces- shortages without relying on expansive infrastructure sibility by bicycles, pedestrians, and transit. The Cir- projects. This requires a multi-modal transportation culation Element provides thresholds of significance system that provides an excellent level of service, to measure impacts to the City’s circulation system defined as one that is easily available, efficient, and using a Multi-Modal Level-of-Service (MMLOS) that well coordinated. is determined by specific criteria or “measures of ef- fectiveness” (MOE’s). This plan: The Circulation Element Policy a.2. requires that the · Defines target MMLOS for certain areas of City adopt a Travel Demand Management (TDM) the City; program to: · Identifies projects that, once implemented, o Reduce the number of auto trips made dur- will achieve the target; ing peak travel times; and, · Defines the MOE’s used to determine wheth- o Direct visitors to attractive transportation er the target is met; and, alternatives as they park at satellite sites · Defines the monitoring that is required to served by the local transit system. measure the overall progress of the MMMP towards achieving the General Plan goals. This policy is implemented by Program a.2.1, which requires the development of a MMMP that identifies The General Plan Circulation Element Vision is that a pedestrian, bicycle, and local transit system that Monterey will be a City where alternative forms of provides connectivity between neighborhoods and transportation are so attractive that the use of an au- major destinations, such as parks, public facilities, tomobile is a choice, not a necessity. The transporta- schools, commercial service and employment cen- tion system will be safe for all users, and support the ters, residential neighborhoods, and parking struc- local economy while maintaining the historic char- tures. acter of the City. Circulation Element goals, policies Draft Monterey on the Move | 1 Introduction The General Plan also requires that the MMMP de- o Ensure that the plan supports local, regional fine the City’s MMLOS indicators. The indicators and State goals to reduce greenhouse gas must tell us when a circulation system is in place emissions that provides safe, efficient, convenient, and invit- o Engage all relevant stakeholders in the ing connections between most origins and destina- planning process including those who are tions that are designed for pedestrians, bicyclists, traditionally under-represented and transit riders. This system must be effective to a level that causes people’s decision to drive their car to be a choice and not a necessity. Such MOE’s were used to identify and develop projects outlined in this MMMP. Program j.1.1 requires that the City adopt and up- date every five years, a MMMP that will o Establish defined benchmarks or objectives, o Monitor and measure policy impacts and re- sults; and, o Develop response strategies should the City begin moving in a direction away from the Vision Statement. The project area includes the City of Monterey, and will focus on linking surrounding regional facilities, the City’s mixed-use areas, visitor destinations, rec- reation and open space areas, educational facilities, and residential neighborhoods. The MMMP will maximize linkages between each planning area and destinations outlined above and create a compre- hensive, citywide plan that will further the goals to maintain, manage, and enhance the movement of goods and people; and to spur the economic de- velopment and growth, job creation, and trade. The main plan objectives are as follows: o Improve pedestrian circulation Citywide by providing safe convenient connections between residential, commercial and recre- ational areas. o Update the 2009 City of Monterey Bicycle Transportation Plan and identify ways to strengthen the connection between bicy- cling, walking and transit o Ensure that the plan serves the diverse needs of the community while contributing to economic growth 2 | Draft Monterey on the Move Introduction Bicycle and Pedestrian Committee. The plan and public hearings were advertised online, through a PLANNING PROCESS Formed Advisory Committee - The first step of public service announcement video (PSA), and in the planning process was to form an Advisory Com- local newspapers and flyers. mittee of key stakeholders who identified and fur- ther defined the project goals and objectives, scope Data Collection–The Advisory Committee assisted of work and schedule. The group was composed of Staff in surveying existing bicycle and pedestrian representatives from: facilities throughout the city and conducting informal field interviews to identify user needs · Transit and transportation agencies and infrastructure in need of improvement. Trans- · Local bicycle and pedestrian advocacy portation Engineering staff counted bicyclists and groups pedestrians at various locations to identify popu- · The Blind & Visually Impaired Center of lar routes, track user volumes, establish baseline Monterey pedestrian counts and observe behavior. · Presidio of Monterey · Bicycle commuters Drafted Plan Chapters – Developed Objectives · City of Monterey Planning staff and Programs, Pedestrian, Safe Routes To School, Bicycle, Multimodal Level of Service and Fund- The Advisory Committee had several meetings ing and Implementation chapters. The Advisory to discuss the content and direction of the plan, Committee reviewed and commented on the initial develop a public outreach strategy, and develop and draft plan. execute a field work strategy. Environmental Review – Consideration of any Existing Policy Review- Advisory Committee and and all potential environmental impacts that could City staff reviewed existing local and regional poli- result from the implementation of the plan and cies to determine its affect or impact on the Mon- development of appropriate environmental docu- terey on the Move plan. mentation and Public Outreach – A multi-media public outreach strategy was developed in order to reach and – The draft plan was reviewed, discussed, recom- Presented to Decisionmakers for Adoption receive input from a broad segment of the commu- mended, and/or adopted by the following advisory nity. Staff attended and organized several neigh- bodies: borhood meetings and community events (such as · Parks and Recreation Commission (Janu- farmers market and Bike to Work Week), to discuss ary) which pedestrian, bicycle and transit improve- · Planning Commission (February) ments are most needed in the city. Input was also · City Council (March) received through a community survey which was · TAMC Bicycle and Pedestrian Committee distributed both online, and in hard copy form. (March) Once the draft plan was released for public review, members of the community had an opportunity to share their ideas and comment on the draft during public hearings of the Parks and Recreation Com- DEMOGRAPHICS mission, Planning Commission, City Council and The transportation needs of a population are Transportation Agency of Monterey County (TAMC) directly related to the local general, physical and Draft Monterey on the Move | 3 Introduction economic demographics. Mode choice is affected decreased from 29,674 people to 27,810 (Table 1). by various different factors such as age, physical However, the number of residents ages 20 to 24 ability, urban form and economic status. For exam- years increased by 5 percent which suggests that ple, some individuals within the community cannot local college enrollment is stable. College students drive a car because they are either too young and are less likely to own their own car and more likely do not have their driver’s license, are visually im- than working adults to utilize transit and active paired or have other physical or mental challenges, forms of transportation such as bicycling and walk- or cannot afford one. This group of non-drivers ing. Therefore it is important that transit routes includes youth, college students, physically and serve the needs of students. Transit can serve mentally disabled, seniors and low-income indi- students by syncing service schedules with class viduals. In order to serve the transportation needs schedules, providing direct routes between campus of all users, it is imperative that alternatives to the and activity centers where many students work, car such as walking, bicycling and transit be widely shop for essentials and/or live, and offering schools available and easy to access. discounted passes so that every student may have An analysis of U.S. Census data uncovered demo- easy access to the bus. graphic trends in Monterey, which informed the citywide transportation policies incorporated in The national recession of 2008-2012 also impacted this plan. the local economy and job market. From 2000 to Monterey has a slowly shrinking population that is 2010 there was a 7 percent reduction in employed heavily influenced by the presence of the U.S. Navy, Monterey residents (U.S. Census). A portion of this U.S. Army, and local colleges and universities. From percentage can be attributed to individuals leaving 2000 to 2010 the overall population of Monterey the workforce for retirement. However, it is likely TABLE 1: CITY OF MONTEREY - AGE & GENDER Gender (2010) Age Male Female Total 2010 Total 2000 Percent Change Under 10 years 1,346 1,239 2,585 2,898 -11% 10 to 14 years 500 509 1,009 1,263 -20% 15 to 19 years 948 724 1,672 1,961 -15% 20 to 24 years 1,629 1,212 2,841 2,695 5% 25 to 34 years 2,656 2,367 5,023 5,382 -7% 35 to 44 years 1,793 1,658 3,451 4,638 -26% 45 to 54 years 1,717 1,740 3,457 4,031 -14% 55 to 64 years 1,634 1,841 3,475 2,396 45% 65 to 74 years 920 1072 1,992 1,974 1% 75 to 84 years 566 804 1,370 1,699 -19% 85 years and over 281 654 935 737 27% Total 13,990 13,820 27,810 29,674 -6% U.S. Census Table DP-1-Geography-Monterey city, California: Profile of General Population and Housing Char- acteristics: 2010; Table DP-1. Profile of General Demographic Characteristics: 2000 4 | Draft Monterey on the Move Introduction that lay-offs and job scarcity are larger contributing per gallon in California (See Figure 1). As gasoline-in- factors. The greatest declines in population during tensive transportation modes increased in cost, more in- this period were seen in age groups 35 to 44 years dividuals switched to less expensive alternative modes and 10 to 14 years (Table 1). Some of these indi- for more of their trips or worked from home. Gasoline is a finite resource and the trend of increasing cost is viduals may represent families who were victims of projected to continue on into the foreseeable future. the economic downturn, and had to move away in order to find work or more affordable housing. The age group 55 to 64 experienced the most sub- This means the demand for alternative modes of transpor- stantial increase in population from 2000 to 2010. tation such as transit, bicycling and walking will necessarily increase. This group represents the “Baby Boom” population Advances in communication technology over the past who were born shortly after WWII. This group decade have enabled many professionals to work from home, and working from home has become a commonly tends to be more physically active than previous accepted practice. The percentage of Monterey workers generations at this age and bicycle, walk and jog for who worked at home doubled from 2000 to 2010. In exercise and recreation. However, Baby Boomers order to compete with Silicon Valley and major met- are also more likely to drive a car as their primary ropolitan areas for talent the City of Monterey should mode of transportation for most trips. As this pop- consider policy to allow employees the option to work ulation retires and ages, there will be an increased from home when appropriate to reduce vehicle miles demand for recreational bicycle and pedestrian travelled and resulting greenhouse gas emissions. facilities and transit and paratransit services that are attractive to individuals who are accustomed to convenient, direct and comfortable transportation. The percentage of Monterey residents who walked, rode the bus or travelled by bicycle, motorcycle or taxi to get to work increased from 2000 to 2010 (Table 2). Con- versely, fewer individuals travelled to work by car, truck, van or carpool. This trend may be a result of the steady rise in gas prices over the past decade. Since 2000, gas prices have risen from $1.70 per gallon to over $4.00 TABLE 2: MONTEREY COMMUTING TO WORK 2000 2010 Percent Change % Esti- Per- Esti- Per- MODE mate cent mate cent Workers 16 years and over 16,699 100% 15,479 100% -7% Car, truck, or van -- drove alone 10,854 65% 8,566 55% -21% Car, truck, or van -- carpooled 1,524 9% 1,257 8% -18% Public transportation (excluding taxicab) 523 3% 675 4% 29% Walked 2,691 16% 2,876 19% 7% Other means (bicycle, motorcycle, taxi) 464 3% 835 5% 80% Worked at home 643 4% 1,270 8% 98% Mean travel time to work (minutes) 15.7 (X) 15.1 (X) U.S. Census Table DP03. Selected Economic: 2010; U.S. Census Table DP-3. Profile of Select- ed Economic Characteristics: 2000 Draft Monterey on the Move | 5 Introduction ramps. The majority of those who have physical and cogni- tive disabilities in Monterey are seniors (Table 3). Most were not born with their disability and had to adapt later in life. So too will the transportation network need to adapt to the increased demand for ADA access, maintenance of pedestrian facilities and transit/paratransit service. The Blind and Visually Impaired Center of Mon- terey County is a valued resource in the commu- nity and offers orientation and mobility training and support. In addition to teaching those with low or no vision to adapt to the existing environ- Figure 1: Weekly California Retail Gasoline Prices ment, pedestrian infrastructure can be enhanced or redesigned to make it safer or easier to navigate. For example audible countdown devices at signal- Disabled When planning a transportation network it is ized intersections let those who cannot see the important to consider the needs of all residents pedestrian display how much time they have left to and visitors especially those who may have special cross. Improvements such as this instill confidence needs such as those with physical or cognitive dis- in those who are blind and visually impaired and abilities. The American Disabilities Act (ADA) sets enable mobility and ultimately personal indepen- forth infrastructure requirements to accommodate dence. those with disabilities and the City of Monterey has made it a priority to improve ADA access through- Low-income households are less likely to have ac- out the city. In 2011, the City began an in-depth Low-Income Households cess to a personal vehicle and more likely to spend analysis and cataloguing of ADA access at all in- a high percentage of their household income on tersections in Monterey. The final product will be gasoline if they do own a car. In 2010, those who a report of existing conditions and GIS inventory lived in low-income households were more likely to of intersections that require the addition of ADA carpool, walk and work from home than moderate TABLE 3: CITY OF MONTEREY DISABILITIES BY AGE (2010) DISABILITY CHARACTERISTIC AGE Hearing Vision Cognitive Ambulatory Self-Care Independent living Under 5 years 0 0 NA NA NA NA 5 to 17 years 0 59 135 40 51 NA 18 to 64 years 191 162 466 584 134 415 65 years and over 541 219 338 789 390 652 TOTAL 732 440 939 1413 575 1067 U.S. Census Table S1810: Disability Characteristics. 2008-2010 American Community Survey 3-Year Estimates 6 | Draft Monterey on the Move Introduction Economic Status TABLE 4: COMMUTE MODE CHOICE BY ECONOMIC STATUS Below 100% Mode 100% of to 149% At or above Poverty % Of of Poverty % Of 150% of Pov- % Of Level Group Level Group erty Level Group Car, truck, or van - drove alone 294 44% 400 58% 7,795 68% Car, truck, or van - carpooled 72 11% 52 8% 1,083 9% Public transportation (excluding taxicab): 32 5% 48 7% 284 2% Walked 119 18% 75 11% 807 7% Taxicab, motorcycle, bicycle, or other means 21 3% 62 9% 697 6% Worked at home 123 19% 56 8% 791 7% U.S. Census Table B08122: Means of Transportation to work by Poverty Status in the Past 12 Months. 2006- TOTAL 661 (X) 693 (X) 11,457 (X) 2010 American Community Survey 5-Year Estimates and high-income households. A higher percentage mercial land uses are spaced further apart and are of those who lived in moderate-income households more dependent upon motorized transportation. rode public transportation and bicycles than other Most trips either originate or end at the home, income groups (Table 4). which means the organization of residential land uses in relation to other trip generators is vital to creating an efficient transportation network. In or- der to reduce traffic congestion, improve air quality LAND USE Transportation and land use are intrinsically con- and enable multimodal transportation, residential nected. The goal of transportation is to serve land areas should be located within walking distance uses, and land uses can be organized to maximize (¼ to ½ mile) of job centers, academic institutions, mobility and overall efficiency of a transportation shopping, parks, entertainment and transit. network. Historically, the available and dominate Most land uses identified in the City of Monterey mode of transportation greatly influenced urban General Plan are organized to maximize mobil- form. The older portions of Monterey near down- ity. However, existing low density, single land-use town and the waterfront were developed when development such as those along Ragsdale Drive, most people walked for daily transportation. This Ryan Ranch Rd and in the Skyline Forest neighbor- resulted in a compact “grid” network of narrow hood present a challenge to providing multimodal streets and residences located within ½ to 1 mile of transportation to those areas. They are further shops, entertainment and employment. than 1/2 mile to major activity centers in Mon- terey and rely heavily on motorized transportation. The transportation network is heavily influenced Although these areas are outside of the comfort- by travel behavior, user preferences and land use. able walking distance for most people, they are Certain land use patterns such as those that allow within an acceptable bicycling range of two to mixed-use development and transit-oriented devel- three miles from major trip generators and tran- opment generate high volumes of pedestrian and sit. Future plans to allow for mixed-use develop- bicycle activity. Low-density residential and com- ment will encourage more pedestrian and bicycle Draft Monterey on the Move | 7 Introduction activity within the area. Private transit or carpool ness parks with a combination of office and indus- programs provided by employers could also reduce trial uses single-occupant vehicle trips to and from these areas. Commercial – This category applies to all types The land uses identified in the City of Monterey of commercial areas and allows the full range of General Plan are shown in Figure 2 and are de- commercial uses including retail, office, visitor scribed as follows: commercial and professional offices. Commercial areas are also a primary resource for new housing in mixed use or apartment developments. Very Low Density Residential – Single-family resi- Residential dences may be developed at an average density of fewer than two dwelling units per acre. This type Long-term development is greatly influenced by the of development is solely residential and focuses on City’s planning documents, which include the Gen- highlighting and preserving natural resources. The eral Plan, Area Plans, Specific Plans and Master Plans. topography of the area under this designation as These plans each contain a transportation component well as the desire to maintain privacy has resulted that determines how land uses within each planning in narrow winding roads with little connectivity. area will be served. Monterey on the Move was devel- oped to be consistent with each of the City’s land use Low Density Residential – Single-family residences documents and is an implementation tool for the City’s may be developed at an average density of two to overall transportation goals, policies, and objectives. eight dwellings per acre. The General Plan goals set the overall tone for land use Medium Density Residential – Single-family resi- and transportation in the City. All other implementa- dences, duplexes, condominiums and apartments tion tools must serve to further the General Plan goals. may be developed at an average density of eight to The purpose of Monterey on the Move is to implement thirty dwelling units per acre. the General Plan Circulation Element. The primary role of the Circulation Element is to pro- vide policy guidance for planning and implementing Public/Semi-Public – This category applies to all the transportation system needed to serve proposed publicly owned facilities and those private facili- development as defined in the land-use element of the ties operated to serve the general public except for General Plan. The transportation system affects the parks and recreation facilities, which are a separate growth patterns, environment, and quality of life of category. Included in this category are: public and Monterey’s residents and workers. Much of Monterey’s private schools, military facilities, airports, cem- charm for both residents and visitors springs from its eteries, large public parking facilities hospitals, historic buildings, irregular street pattern, old plazas, museums, conference centers and publicly-owned and waterfront views. Through the General Plan, Mon- historic buildings. terey citizens have recognized that trying to solve traf- fic problems by simply widening roads will negatively Parks, Recreation and Open Space - This catego- impact the quality of life that residents enjoy. Building ry applies to all parks and recreation facilities such expensive parking improvements to serve peak sea- as neighborhood, community and county parks, sonal demand will lead to facilities being underutilized community centers, greenbelts and other open most of the year when demand is not at peak. The Cir- space areas. culation Element’s policies and programs are intended to reduce the overall duration and frequency of traffic congestion and parking shortages without relying on 8 | Draft Monterey on the Move expansive infrastructure projects. Instead, the focus is Introduction Industrial – This category applies to existing and future industrial areas in the city. There are four o Parks & Community Centers areas in this category in the Land Use Plan. In most o Trails – Recreation Trail cases, industrial areas are taking the form of busi o Airport o Major employment centers – Garden Rd, Ryan Ranch, Del Monte Shopping Center, City Hall on developing alternative modes of transportation to o Other commercial areas – Lighthouse/Cannery reduce auto use but also identifying long-term road- Row, Del Monte Avenue, North Fremont Street way solutions along the principal arterial streets. Spe- cifically, Monterey on the Move strives to implement the following Circulation Element Goals: Goal a. Improve transportation and parking systems by managing them more effectively before investing in costly roadway and parking expansion projects. Goal c. Provide a safe, efficient, well-maintained, and environmentally sound roadway system that supports the “complete streets” concept of equality of choice among all modes of transportation. Goal d. Promote a pedestrian/bicycle-friendly environ- ment where public spaces, streets, and off-street paths offer a level of convenience, safety, and attractive- ness that encourage and reward the use of alternative modes of transportation. Goal f. Provide an attractive and convenient transit service for Monterey citizens, especially those in the community who cannot or choose not to own a private automobile. Goal j. Measure the effectiveness of the transportation system and its ability to safely and effectively move people and goods, not simply vehicles. In order to provide accessible, convenient, and efficient transportation options throughout the City, popular origins and destinations must be identified, and then connections designed and implemented. Major origins and destinations throughout the City include: o Residential neighborhoods o Monterey Bay Aquarium o Downtown – shops, restaurants, conference center, farmers markets, events, walk of history o Schools o Universities – NPS, DLI, MPC, MIIS Draft Monterey on the Move | 9 Introduction Figure 2: General Plan Land Use Map 10 | Draft Monterey on the Move Objectives & Programs organizations to establish a volunteer net- work of walk/bike to school chaperones INTRODUCTION To best implement the General Plan goals, policies, and programs, objectives were developed for Mon- Program 2.3– Establish permanent drop-off terey on the Move. Programs specifically designed and walk locations ½ to 1 mile away from to meet these objectives are listed below. The schools and inform parents and guardians objectives are also used to prioritize projects for funding. A matrix showing the method for measur- Program 2.4– Coordinate with Monterey ing the effectiveness of each project can be found in High School to establish a buddy program the Multimodal Level of Service chapter. Program 2.5- Develop Safe Routes To School walking maps that identify preferred walking and bicycling routes for all public schools within the city; update maps as pe- HEALTH, SAFETY, EDUCATION AND ENFORCE- destrian and bicycle infrastructure is con- MENT structed and safer routes become available Program 2.6– Apply for Safe Routes To Objective 1: Reduce the number of collisions School grants annually involving pedestrians and bicyclists each year Program 1.1 - Analyze collision data biannu- ally and prioritize projects that will increase the safety of pedestrians and bicyclists at top collision locations; follow-up with site visits if patterns emerge Program 1.2 – Conduct a study of all marked uncontrolled crosswalks and develop war- rants to install new crosswalks or remove unnecessary ones; the public notification procedure for removing crosswalks shall be consistent with the California Vehicle Code Objective 2: Create safe environments for youth walking and bicycling to school Program 2.1 – Support a volunteer crossing guard program to assist students walking to school Program 2.2– Work with Parent Teacher As- sociations, school administrations and local Draft Monterey on the Move | 11 Objectives & Programs Objective 3: Ensure that all pedestrian and bi- alternative to a monetary fine Program 5.5 - Increase enforcement of code cycle infrastructure and crossings are well lit Program 3.1– Inventory the condition of ex- violations that have to do with blocking isting lighting; identify and prioritize neces- pedestrian and bicycle right-of-way (ex// sary upgrades vehicles parked in/on sidewalk or bicycle lane) Program 5.6 – Instruct waste management not to block sidewalks or bicycle lanes with Objective 4: Reduce obesity rates in the City of garbage and recycling bins Monterey Program 4.1 – Partner with health providers and advocates to lead the effort on a public awareness campaign about obesity and the benefits to walking and bicycling in combat- ing excessive weight gain Program 4.2- Challenge the community to meet or exceed the U.S. Department of Health and Human Services minimum re- quirement for physical activity (60 minutes/ day for youth, 20 minutes/day for adults) by walking to school, work or lunch during Walk to School/Work Events Objective 5: Educate the community how to safely and legally operate a bicycle and practice safe pedestrian behavior Program 5.1 – Develop and execute a multi- media education and safety campaign Program 5.2 –Continue to provide school resources officers who teach laws and safety to youth Program 5.3 – Conduct bicycle “rodeos” at schools to teach bicycle operation skills Program 5.4 – Increase enforcement of pedestrian and bicyclist violations such as jaywalking or walking or bicycling during the red phase at a signalized intersection; offer bicycle/pedestrian traffic school as an 12 | Draft Monterey on the Move Objectives & Programs Program 6.8 – Provide ample bicycle park- CONNECTIVITY AND ACCESS ing at building entrances § Survey bicyclists annually to determine a need and loca- Objective 6: Enhance connections between tions for additional bicycle modes of transportation to reduce congestion parking and provide flexibility within the transportation § Work with business owners network Program 6.1 - Install bicycle racks on City to install bicycle racks and Carpool/Vanpool vehicles bicycle lockers in the public Program 6.2 – Install secure/weatherproof right-of-way near businesses bicycle parking at or near transit stations and inform them of other and stops resources such as the TAMC Bicycle Protection Program to Program 6.3 – Work with MST to add larger purchase and install racks on bicycle racks to buses that do not travel on private property the freeway or an additional rack to the back of the busses; also encourage the installa- Program 6.9 – Encourage the development tion of bicycle racks on trolleys when the of bicycle corrals in the downtown area at demand exists the discretion of the City Traffic Engineer; develop a process for converting an on- Program 6.4 – Design and install pedestrian street parking space to a bicycle corral and bicycle way-finding signage to and from transit Program 6.5 – Provide on-demand access to bicycles § Research the feasibility of a bicycle share program focused on connections to transit and academic institutions § Purchase bicycles and electric bicycles for the City vehicle pool. Encourage employees to use pool bicycles for trips of 2 miles or less for field work and inspections Program 6.6 – Create a continuous system of bicycle and pedestrian routes that connect major activity centers, employment centers, parks and open space and residential areas Program 6.7 – Prioritize projects that will improve bicycle and pedestrian access and network connectivity Draft Monterey on the Move | 13 Objectives & Programs that data may be collected regularly Objective 7: Improve ADA access and accommo- Program 8.2 – Encourage City employees to dations throughout the city Program 7.1 – Update the City of Monterey lead by example and commute by alternative ADA transition plan to include sidewalks transportation near transit, senior housing, schools and § Develop an incentive-based major trip generators alternative commute program that encourages City employ- Program 7.2 - Accommodate disabled access ees to commute to work by in all new construction or major rehabilita- walking, bicycling, transit, tion projects carpool or hybrid vehicle § Provide discounted transit Program 7.3 – Update all signalized intersec- passes to employees tions with audible countdown pedestrian § Provide priority carpool/van- phases pool parking at City Hall § Develop a bicycle commute fa- Program 7.4 – Work with PG&E to modify cility with shower at City Hall utility pole wires so they are out of the path of blind and visually impaired pedestrians ENCOURAGEMENT & CONVENIENCE Objective 8: Promote active transportation and increase mode share by improving user conve- nience and through encouragement activities and programs Program 8.1 – Provide bicycle detection at signalized intersections along bicycle routes § Test existing bicycle detection annually § Update wide intersections with video detection or de- tection technology that can distinguish between bicyclists and other vehicles to allow for an extended green cycle § Install bicycle detection equipment that will detect bicycles in the left-turn lane § When feasible install detec- tion that additionally counts pedestrians and bicyclists so 14 | Draft Monterey on the Move Objectives & Programs Program 8.3 - Organize/Support Bicycle WAYFINDING, VISITOR SERVING & SUPPORT- Commute Groups IVE AMENITIES § Partner with local organiza- tions, schools and businesses to organize bicycle commute Objective 9 – Encourage tourists to walk, bicycle groups. Potential organizers/ and ride transit to explore Monterey facilitators of these groups are Program 9.1 - Work with TAMC to update the City staff, PTA members, Mon- Monterey portion of the Monterey County terey Bay Bicycle Coalition, Bike Map Monterey Bay Aquarium, Velo Club of Monterey, NPS, POM, Program 9.2 – Develop a user-friendly bicycle MIIS and MPC and pedestrian guide map that highlights visitor destinations, bicycle parking and con- Program 8.4 – Organize/Support Citywide nections to transit Distribute guide to local Active Lifestyle Encouragement Events hotels and bicycle rental shops. § Temporarily close down cer- tain streets to automobile traf- Program 9.3 – Research and develop policy fic to celebrate active trans- allowing and regulating pedicab businesses portation and fitness activities in Monterey examples from other cities are CycLAvia in Los Angeles, CA Program 9.4 – Develop way-finding signage and Summer Streets in New along the Recreation Trail, popular pedes- York City, NY trian routes and bicycle routes that have § Distribute health and safety distance and travel time information equipment (water bottles, reflective pant straps, bicycle Program 9.5 – Install interactive kiosks with lights, wheel lights, etc…) isochrone maps that show distances and § City of Monterey Bike/Walk to travel times in locations downtown, Cannery Work & School Week (April/ Row and the Del Monte Shopping Center October) § Walk of History scavenger Program 9.6 – Form an Advisory Commit- hunt tee to assist staff in developing way-finding signage Program 8.5 - Hire or work with a Safe Routes to School Coordinator to plan, seek Program 9.7 - Provide pedestrian infrastruc- funding for and execute programs and ture near visitor-serving land uses to encour- events for all Monterey schools age visitors to walk to their destinations instead of driving Draft Monterey on the Move | 15 Objectives & Programs Objective 10 - Create engaging and pleasurable Objective 12 – Provide advanced warning of bi- pedestrian environments that enhance the visi- cycle lane closure and provide alternative routes tor experience or accommodation for bicycles during road Program 10.1– Establish a public art compe- work/construction tition to enhance pedestrian facilities near Program 12.1 – Apply standards from the activity centers and along the Recreation Manual on Uniform Traffic Control Devices Trail. Focus on “playable” public art that is (MUTCD) accessible, interactive and iconic. Program 10.2 – Provide support to business- es along Alvarado that would like to provide FUNDING & IMPLEMENTATION pedestrian infrastructure such as outdoor seating Objective 13 – Secure funding to implement bicycle, pedestrian and safe routes to school projects Program 13.1– Apply for grants annually to fund bicycle projects identified in the Mon- DESIGN, CONSTRUCTION & MAINTENANCE Objective 11: Provide design standards, and terey on the Move Plan Program 13.2 – Establish a funding mecha- maintenance programs to ensure safety and lon- nism to pay for alternative transportation gevity of facilities Program 11.1 - Add or improve on-street projects including bicycle projects bicycle facilities when repaving/restriping. Grind down seam between pavement and Program 13.3 – Work with neighborhood concrete gutters. representatives to fund pedestrian and bicycle projects or provide grant matches Program 11.2 – Merge bicycle striping proj- through the Neighborhood Improvement ect list with street resurfacing schedule Program Program 11.3 –Survey all sidewalks in the Program 13.4 – Update the citywide multi- city to identify facilities in need of mainte- modal mobility plan every five years nance. Prioritize sidewalk replacement/ maintenance for areas with potential trip- Program 13.5 – Develop a comprehensive ping hazards. list of acceptable bicycle rack designs · Design Standard – Bicycle lanes shall be a preferred width of 6 feet and a minimum of 5 feet · Design Standard – Bicycle racks shall offer at least two points at which the bicycle can be secured and preferably support at least one wheel 16 | Draft Monterey on the Move Bicycles INTRODUCTION This chapter embodies and expands upon the 2009 City of Monterey Bicycle Transportation Plan. It contains the required elements of a bicycle trans- portation plan as set forth in the California Street and Highway Code Section 891.2 and is consistent with local, regional and state law and planning documents. Additionally, the policies and programs herein seek to achieve the 5 E’s as recognized by the Safe Routes to School National Partnership and League of American Bicyclists: Evaluation, Engi- neering, Education, Encouragement and Enforce- Post World War II the automobile succeeded the bi- ment. cycle as the dominant private mode of transporta- tion in the United States, and planning for bicycling Since their invention in the early 1800s bicycles did not significantly reemerge until the late 1970s have made a lasting impact on human mobility, cul- during the U.S. energy crisis. Nationally the bicycle ture and experience. Before automobiles became has seen resurgence in popularity over the past affordable and widely used, bicycles were one of decade, especially in major metropolitan areas such the most popular modes of private transportation. as Portland Oregon, Minneapolis Minnesota, New Testament to this fact the initial paving of roads in York New York, and San Francisco California. many cities was done not to benefit motorists, but Today bicycles remain affordable, efficient, emis- instead to provide bicyclists a smooth surface to sion-free and uniquely fun. ride. President John F. Kennedy once famously said The history of bicycling in America and across the “nothing compares to the simple pleasure of rid- globe demonstrates the direct relationship between ing a bike”. A sort of hybrid between walking and increased mobility and economic growth, social driving bicycling is one of the safest, healthiest and equity and individual freedom. Bicycles specifi- most accessible modes of transportation. Equally cally have contributed to the enhanced mobility of suited for recreational, shopping and commute traditionally disenfranchised groups such as wom- trips, not only can bicycling replace driving as a pri- en, children and low-income households because mary mode of transportation for many local trips, they are affordable, accessible and safe. In the late it can enhance multi-modal trips as well. As an al- 1800s, women suffragists in the U.S. encouraged ternative to walking, bicycling can reduce the time bicycling as means to empowerment. it takes to access transit. When bicycles are carried aboard transit it is also possible to reduce the travel “Let me tell you what I think of bicycling. I think it has time from transit to a final destination. A bicyclist is both a driver of a vehicle and a pe- done more to emancipate women than anything else in destrian and must know where and when to act the world. It gives women a feeling of freedom and self- like one or the other. When riding on the street reliance. I stand and rejoice every time I see a woman ride by on a wheel... the picture of free, untrammeled woman- hood” - Susan B. Anthony, 1896 Draft Monterey on the Move | 17 Bicycle the California Vehicle Code requires that bicyclists must act and be treated as a vehicle. However, Traffic - A bicycle is a much smaller vehicle than a when a bicyclist dismounts they instantly become a car or truck and takes up less space on the roadway. pedestrian and are protected as one under the law. Replacing commute trips taken by car or truck with This adaptability can be both a blessing and a trips taken by bicycle would significantly increase curse. As a driver, a bicyclist can take advantage roadway capacity and reduce traffic congestion on of the fastest path of travel and can then access local streets. their destination more directly as a pedestrian than someone driving a car who must first locate park- Social Equity - Most low-income persons who can- ing before walking to their destination. However, not afford a car for personal transportation can when bicyclists do not behave like either a vehicle afford a bicycle. Bicycles enable disadvantaged or a pedestrian they put their safety and the safety groups enhanced mobility. Bicycles are accessible of others at risk. to many non-drivers and can significantly enhance mobility and provide freedom and opportunity In summary, for all of the potential economic, especially in the case of youth health, and environmental benefits, bicycling remains a highly valued mode of transportation. Transportation Synergy - Bicycling can be a stand- The City of Monterey has a history of supporting alone mode of transportation or be used to enhance and encouraging bicycling through policies and another mode such as transit. programs such as the City General Plan, Climate Action Plan, Area Plans, Specific Plans and the 2009 Bicycle Transportation Plan. Increasing the num- ber of trips taken by bicycle would help the City reach important goals ranging from transportation demand management to greenhouse gas emissions reduction. BENEFITS TO BICYCLING Health - bicycling is a low-impact form of aerobic exercise that can help reduce obesity rates. Environmental - bicycles do not produce any green- house gas emissions when operated, and therefore do not contribute to air pollution, water pollution or climate change. Bicycles also do not produce noise pollution as motorized transportation does. Economy - bicyclists spend less money per trip than motorists, but make more frequent trips. Properties near bicycle facility projects see an in- crease in value after completion. Reduced demand for automobile parking frees up valuable land for more profitable endeavors than parking 18 | Draft Monterey on the Move Bicycle EXISTING CONDITIONS EXISTING BIKEWAYS Since the adoption of the 2009 Bicycle Transporta- Bikeways are on-street or off-street rights-of-way tion Plan the following projects have been com- designated for bicycle transportation and designed pleted: to meet the needs of bicyclists. According to the Class II Bicycle lanes on Camino Aguajito California Highway Design Manual, the role of a from Mark Thomas to Del Monte Ave bikeway is to “improve bicycling safety and conve- nience”. There are three types of bikeways, Class Class II Bicycle lanes on the south side of I bicycle paths, Class II bicycle lanes and Class III Fremont Street from Mesa Rd to Aguajito Rd shared roadways (sharrows). Each type of bikeway has a place and purpose, and all types are neces- Class II Bicycle lanes on Figueroa St from E. sary to a comprehensive bicycle network. Franklin St to Wharf I Class II Bicycle lanes on Mark Thomas from Sloat Ave to Aguajito Rd Class I Bicycle Path A Class I Bicycle Path is physically separated from Class II Bicycle lanes on English Ave from motorized traffic either vertically, by barrier or Encina Ave to Del Monte Ave both. Bicycle paths are best suited along corridors with few interruptions from cross-traffic. They are Design of Bicycle Ramp at Hawthorne St/ primarily designed to improve mobility and offer Private Bolio Rd recreational opportunities, but provide limited access to on-street facilities, businesses and resi- Installation of bicycle racks in the down- dences. Class I bicycle paths can greatly enhance a town area bicycle network, however, they should be used in addition to and not in place of on-street bicycle fa- cilities. A functional bicycle network requires both on-street and off-street facilities to accommodate users of all experience levels. There are several existing Class I bicycle paths in Monterey. The best-known and most used path is the Recreation Trail which hugs the Monterey Bay coastline for 18 miles from Pacific Grove to Castro- ville. The Recreation Trail meets the State desig- nated design standards of a Class I bicycle path but operates as a multi-use trail and is shared between bicyclists, pedestrians and skaters. Other Class I paths in the city are much smaller than the Recreation Trail, but still provide impor- tant connections within the bicycle network. The path that runs adjacent to Munras Avenue from El Dorado to Soledad Dr provides a direct connection between two major activity centers (downtown Draft Monterey on the Move | 19 Bicycle and the Del Monte Shopping Center). The short should travel on the road and reminds motorists to Class I path along Mark Thomas from Santa Cata- watch for bicyclists. lina School to the Old Salinas Highway offers a cor- ridor that may feel safer and more comfortable for There are approximately 20 miles of existing bi- inexperienced bicyclists due to the physical separa- cycle lanes in the city. tion from motorized traffic. Some Class I paths exist to offer scenic detours away from the street. The path along Aguajito Rd from Allen Dr to Farragut Rd is an example of this, as well as the Recreation Trail. Class III Bicycle Boulevard & Shared Roadway/ Shared roadways or “sharrows” are on-street bi- Sharrow cycle facilities marked by a stencil of a bicycle/bicy- clist with a chevron sign. The purpose of the shar- row is to show bicyclists their proper placement on the street (outside of the “door-zone” where there Class II Bicycle Lane A Class II bicycle lane is an on-street facility is on-street parking), and remind drivers to watch marked by striped line on the pavement, symbols for and share the road with bicyclists. and lettering. The preferred width of bicycle lanes along collector and arterial streets is 6 feet, howev- Bicycle boulevards are streets or a series of con- er a minimum width of 5 feet is acceptable. Bicycle nected streets that prioritize bicycle transportation lanes are desirable on streets with high volumes of and provide alternative routes for bicyclists away fast-moving traffic as separation between slower from high speeds and traffic. Bicycle boulevards moving vehicles (bicycles) and motorists is critical are marked by sharrows and special signage. to preserving speedy travel for both modes. Bicy- When possible, bicyclists are given right-of way at clists particularly benefit from bicycle lanes dur- most intersections along the route to increase con- ing peak travel times when collector and arterial venience and ease of travel. streets are congested. While travel lanes for mo- torists are stopped, bicycle lanes remain unaffected by the congestion and often enable bicyclists to travel faster than motorists. Without bicycle lanes, bicyclists would be forced to travel in congested travel lanes along with motorists. The presence of bicycle lanes reassures bicyclists as to where they 20 | Draft Monterey on the Move Bicycle Bicycle boulevards and sharrows are particularly EXISTING BIKEWAYS useful on narrow streets where there may not be Street Limits Class room for a Class II bicycle lane. Many streets in the Aguajito Rd Allan Dr to Farragut Rd I & II older parts of Monterey such as Downtown and Old Town are narrow and will benefit from Class III Aguajito Rd Farragut to Castro Rd II bicycle facilities. The 2009 Bicycle Transportation Aguajito Rd Mark Thomas Dr to Allen Dr II Plan proposed bicycle boulevards and sharrows Mark Thomas Dr to Fre- in neighborhoods across the city however, to date Aguajito Rd mont Ave II none have been installed. Traffic calming features Fremont St to Del Monte such as curb extensions and medians compliment Camino Aguajito Ave II bicycle boulevards as they reduce vehicle speeds so Encina Ave to Del Monte they more closely match the speed of bicyclists. English Ave Ave II Figueroa St E. Franklin to Wharf I II Fremont St Mesa Rd to Aguajito Rd II Existing Bikeway Miles 2012 Fairgrounds Rd to Olmstead Distance Garden Rd Rd II Location Facility Type Harris Ct Ragsdale Dr to end II (mi) Aguajito Rd Class II 3 Justin Ct Ragsdale Dr to end II Camino Aguajito Class II 0.8 Lower Ragsdale Canyon Del Rey Blvd Class II 3.8 Dr Ragsdale Dr to Wilson Rd II Casa Verde Way Class II 0.08 Mark Thomas Dr Aguajito Rd to Sloat Ave II Garden Rd Class II 2.6 Mark Thomas Dr Sloat Ave to School Rd II Mark Thomas Dr Class II 1.33 School Rd to Old Monterey Mark Thomas Dr Salinas Highway I/II Monholland Rd Class II 3.9 Monterey Recre- Pacific Grove City Limit to Ragsdale Dr Class II 3.56 ation Trail Seaside City Limit I Sloat Ave Class II 1 Munras Ave El Dorado to Soledad I Total Class II Lanes = 20.07 miles Pearl St Bridges II Aguajito Rd Class I 0.25 Ragsdale Dr Hwy 69 to Wilson Rd II Munras Ave Class I 0.8 Del Monte Ave to Mark Recreation Trail Class I 4.75 Sloat Ave Thomas Dr II Total Class I Paths = 5.8 miles Owens Way Harris Ct to end II Viejo Rd Caltrans Right of Way I Wilson Rd Ragsdale Dr to York Rd II Monhollan Dr Aguajito Rd to Hwy 68 II Draft Monterey on the Move | 21 Bicycle EXISTING PARKING & CHANGING FACILITIES TABLE X: EXISTING BICYCLE RACKS Automobile parking consumes an enormous Bicycle amount of land and is typically the limiting fac- Cannery Row 2 Location Racks tor in modern urban development. In downtown Monterey alone, roughly 1.7 million square feet of Aquarium 1 developed area is devoted to on-street and off- Coast Guard Lot and Navy Pier 2 street parking. Wave Street 2 Foam Street and Drake Avenue 1 · 320 sqft/parking space in surface lot Hilltop Park 1 · 500 sqft/single-family home (off-street parking) Monterey Hostel (778 Hawthorne) 3 · 160 sqft/on-street parking space Monterey Bay Coastal Trail 20+ Harbormaster’s Office 1 Bicycles are much smaller than cars, but similarly require secure storage space at the end of a trip or Monterey Sports Center 3 destination. For reference, an average sized on- street parking space can accommodate eight (8) Franklin Street and Figueroa Street 1 bicycles. Despite the small size and low-cost of Dennis the Menace Park 3 bicycle parking, the availability of automobile park- ing far outweighs that of available bicycle parking Alvarado Street 7 in the city. Pacific Avenue 4 Custom House/Portola Plaza 3 Throughout the community there are over 100 designated bicycle parking racks and lockers. Each Calle Principal Garage 3 rack or locker is suited to fit between 1 and 10+ bi- Monterey Transit Plaza 1 cycles depending on the type of rack used. Bicycle rack locations are shown on Figures X and Table X East Village Coffee House and Plaza 3 in the Appendix. Peet’s Coffee/Trader Joe’s 5 Peter B’s 1 Constuction Management Office 1 Colton Hall (580 Pacific Street) 2 Library (625 Pacific Street) 2 Human Resources (735 Pacific 2 (3 wall Street) mount) Post Office 1 Macy’s 2 Whole Foods 3 Monterey Peninsula College (MPC) 5 22 | Draft Monterey on the Move Bicycle The majority of bicycle racks are concentrated in the downtown and Cannery Row areas (See Figure X: Bicycle Facilities Map). Currently, there is one existing changing location for bicyclists that is open to the public; it is located at the Coast Guard Lot/ Navy Pier. There are additional changing locations at private companies and institutions (Naval Post- graduate School, Monterey Institute of Internation- al Studies, Monterey Peninsula College, etc…), and Inverted-U Rack at public locations that can be accessed through membership (such as the Sports Center) through- out the city. Public restrooms are also sometimes used for changing, however they lack showers. The location of bicycle racks largely determines how much they are used. Bicyclists prefer to park as close to their destination as possible and in Peak Rack a highly visible location to reduce the chance of theft. Observation of bicycle rack use in the down- town area has revealed that bicycle racks that are far away from the entrance to businesses and are partially hidden by foliage or structures are used infrequently if at all. Instead of using these existing racks, bicyclists lock their bicycles to lampposts, telephone poles, benches and railings sometimes blocking or inhibiting pedestrian access. Hitching Post Rack Bicycle rack design also affects use. Some bicycle racks, such as the wheel rack design provide in- sufficient support and can damage wheels. Other racks such as the serpentine style racks are difficult to secure a bicycle to with certain types of locks and do not use space efficiently. There are several different types of existing bicycle racks in Mon- terey, some are more desirable than others due to superior support and security features. Serpentine Rack In 2012 the City installed two Peak Rack bicycle racks in the Trader Joe’s shopping center. The Peak Rack design is simple, but uses space efficiently, offers good wheel support and a security bar that accommodates most if not all types of locks. Sev- eral other potential peak rack locations have been identified in the downtown area (See Appendix). Wheel Rack Draft Monterey on the Move | 23 Bicycle niques. Ecology Action, a local non-profit organiza- tion continued this effort in Spring of 2012 during EXISTING PROGRAMS Bike to School Week. Health, Safety, Education & Enforcement The safest place for a bicyclist to ride is on the street where they are more visible to motorists, NEEDS ANALYSIS have further separation from driveway entry and Bicyclists have varying levels of experience and exit points and do not conflict with pedestrian abilities, different socio-economic backgrounds, activity. Of course, not everyone feels comfortable and assorted destinations. All of these factors riding with motorized traffic, which is why Class I contribute to travel behavior and may also present facilities such as the Recreation Trail, are so popu- barriers to bicycling. A community survey con- lar. Unfortunately when used improperly, even the ducted in 2012 identifies many of the needs of this Recreation Trail can feel unsafe, especially when diverse group. crowded with a mix of user types and speeds. Because multi-use trails such as the Recreation COMMUTERS Trail are shared by several different modes, the City Most people in Monterey bicycle for recreation, adopted rules of conduct to mitigate user conflict. however a growing number of residents are bicy- When the rules are followed, the facility operates cling to work or school (See Table X). Commuter smoothly. The Monterey Police Department (MPD) trips are the biggest contributor to regular traffic currently has two full time officers assigned to the congestion in Monterey. If more people commuted Community Action Team (CAT) who conduct patrol by bicycle two or more days per week, it would by bicycle. These officers patrol the Recreation equate to real health and environmental benefits Trail and the Old Monterey Business District day and reduce traffic congestion. Despite the known and night. These officers have the same responsi- benefits, most people do not commute by bicycle bilities as officers inside a patrol car. In addition, (less than 5% in 2010). Some of the common per- the CAT officers educate the public on proper bi- ceived issues with commuting by bicycle: cycle safety laws. These safety laws include rid- · Don’t have time, takes too long ing with a helmet for youth under 18 years of age · Don’t want to get sweaty before work and proper equipment function (such as breaks or · Don’t own a bicycle lights). They also educate motorists on sharing the · Not comfortable riding in traffic road with bicyclists and the rules of the road. · Not comfortable riding at night after work CAT’s goal is to provide the community and its · Poor weather – too hot or cold, humid, or visitors with a police presence in areas that are not raining easily accessible by patrol car. · Carrying too much stuff CAT works closely with the MPD School Resource · Have to drop off/pick up children Officer to educate students on bicycle safety and laws. In the Spring of 2008, MPD and the Traffic Engineering Department held a Bicycle rodeo for elementary school students. The MPD also partici- pated in a BMX bicycle show at Bay View Elementa- ry School, introducing students to the CAT officers and the MPD, while reviewing safe bicycling tech- 24 | Draft Monterey on the Move Bicycle TABLE X: MONTEREY COMMUTING TO WORK 2000 2010 Percent Estimate Percent Estimate Percent Change Workers 16 years and over 16,699 100% 15,479 MODE % Car, truck, or van -- drove alone 10,854 65% 8,566 55% 100% -7% Car, truck, or van -- carpooled 1,524 9% 1,257 8% -21% 523 3% 675 4% -18% 2,691 16% 2,876 19% Public transportation (excluding taxis) 29% 464 3% 5% Walked 7% 643 4% 1,270 8% Other means (bicycle, motorcycle, taxi) 835 80% 15.7 (X) 15.1 Worked at home 98% Mean travel time to work (minutes) (X) U.S. Census Table DP03. Selected Economic: 2010; U.S. Census Table DP-3. Profile of Selected Eco- nomic Characteristics: 2000 Many of the aforementioned barriers to commut- ing by bicycle can be remedied through incentive programs, organized commute group rides and ac- cess to public shower/changing facilities. However, the underlying issue may be that travel behavior is simply difficult to change. It is a slow process, but communities that have methodically incorpo- rated bicycling into local culture through improved infrastructure, outreach and supportive programs and events have seen an increase in overall trips by bicycle. For those who bicycle already, it is important to continue to improve and maintain facilities and grow the existing network so that popular destina- tions become more accessible and convenient to get to. The majority of survey respondents stated that they rode a bicycle for recreation to access parks and open space as well as restaurants and retail stores (Figure X). Therefore it is important to have adequate bicycle access and parking at these SAFETY When asked “where don’t you enjoy bicycling”, types of destinations. the most commonly named locations were streets with high volumes of fast-moving vehicular traffic where riders feel uncomfortable or unsafe. Many Draft Monterey on the Move | 25 Bicycle survey respondents also reported that they do not enjoy riding on the Recreation Trail when it is crowded. They listed the following streets as the least bicycle-friendly in Monterey: · Del Monte Avenue · Lighthouse Avenue · Pacific Street · Fremont St · N. Fremont St Police records confirm that these streets have the highest rate of collisions involving a bicyclists or pedestrian, although most incidents occurred at or near an intersection. Additionally there were a few reported collisions at Recreation Trail crossings (Casa Verde and Cannery Row) but none actually along the length of the facility. Although it is usually the bicyclist who is injured in CONNECTIVITY & ACCESS a collision with a motorized vehicle, the driver of The major barriers to bicycle access and connectiv- the motorized vehicle is not always at fault. Pe- ity in Monterey are one-way streets, jurisdictional destrians have right of way at marked crosswalks boundaries, inadequate on-street and end of use such as the Recreation Trail Crossings provided facilities and lack of bicycle detection at signalized they practice due care when crossing. Bicyclists intersections. One-way streets force travelers (es- who dismount and walk in the crosswalk are also pecially those unfamiliar with the street network), considered pedestrians under the law. However, to take longer indirect routes to reach their desired if bicyclists ride through the intersection they are destination. considered vehicles under the law and must yield to motorists (CA Vehicle Code Section 21950). Long-range planning efforts have identified poten- tial transportation issues and opportunities related The majority of survey respondents wanted more to existing and proposed land uses across the city. Class II bicycle lanes and well-marked bicycle Below is a summary of proposed development and routes on streets with less vehicular traffic (Figure recommendations from City of Monterey specific/ X). These types of bicycle projects should be given master plans. All plans seek to improve mobility high priority along with Recreation Trail crossing improvements, intersection improvements and traffic calming projects. Downtown and Waterfront Areas One-way streets in the downtown area limit bi- cycle access to and from the Recreation Trail and other desired destinations. For a bicyclist to legally access Alvarado Street from the Recreation Trail, they must ride down Calle Principal or dismount and walk down Alvarado Street. In practice, many 26 | Draft Monterey on the Move Bicycle bicyclists have been observed illegally riding down the sidewalk on Alvarado Street as it is the most Lighthouse/Cannery Row Area direct and convenient route to Downtown and the The Lighthouse Avenue corridor is an important Waterfront area. connection from the New Monterey neighborhood Bicyclists are prohibited from riding on the side- to Downtown and other areas of the city. Due to walk along Alvarado Street for safety reasons. restricted access through the Presidio of Monterey Bicyclists travel at higher speeds than pedestrians which lies between New Monterey and the rest of and therefore have less time to react to obstacles as the city, Lighthouse Ave is heavily impacted dur- they appear. Additionally, pedestrians and drivers ing peak hours. Given the high volumes of traffic, do not expect bicyclists to be riding on the side- bicycle lanes are the most appropriate facility, walk and may not look for them when turning out however, existing on-street parking does not allow of shops or driveways. In short, when bicyclists enough width to accommodate Class II bicycle ride on sidewalks they increase their chances of lanes. If City Council decides to eliminate on- being involved in a collision with a pedestrian or street parking along Lighthouse Avenue, bicycle motor vehicle especially in areas with high volumes lanes should be installed in both directions from of pedestrian traffic such as Alvarado Street and Private Bolio Road to David Avenue. If on-street Downtown. parking remains, bicycle traffic will be encouraged on alternative routes. A citywide Transportation Study conducted by Fehr and Peers in 2011-2012 recommends that all major one-way streets Downtown be converted to two- way to improve circulation and access. If approved North Fremont Area North Fremont Street is an arterial street that con- by the City Council, bicycle facilities should be nects Monterey and the City of Seaside. Although added in each direction to Alvarado Street and East there are currently no bicycle facilities along this Franklin Street. corridor, bicyclists ride on the sidewalk or in the Major opportunities for improved bicycle circula- street as it is the most direct route for many bi- tion have also been proposed in the Waterfront cycle commuters. Master Plan. One such improvement would be a pedestrian and bicycle promenade along the har- bor. Additional bicycle parking and bicycle sharing are also recommended in the plan. A downtown multimodal center will likely be devel- oped on either Washington and Franklin or Taylor and Franklin. This station will be a major transpor- tation hub and transfer center. To encourage both visitors and residents to use alternative modes of transportation to travel in Monterey, it is important that the station be easily accessible by walking and bicycling. When the location of the multimodal station has been finalized, this plan shall be revised if necessary to ensure that the station will be ad- equately served by bicycle and pedestrian facilities. Draft Monterey on the Move | 27 Bicycle BICYCLE TOOLBOX Colored Lane Markings The following bikeway design treatments are Colored pavement markings at selected bikeway intended to enhance the safety and usability of locations alert motorists and bicyclists of potential bikeways. They will be used in accordance with conflict areas and assign the right-of-way to bicy- the Manual on Uniform Traffic Control Devices clists. Increasing the visibility of bikeways reduces (MUTCD) guidelines, issued by the Federal Highway the number and severity of incidents between Administration, and other relevant existing laws motor vehicles and bicycles. Examples of potential and regulations. Treatments that are not currently areas for this treatment in Monterey include Madi- in the MUTCD (such as colored lane markings and son Street and Pacific Street where motorists trav- bicycle route wayfinding signs) are considered “ex- elling north on Pacific Street have poor visibility perimental” and will require FHWA Experimental when turning right onto Madison Street; and Mark Project Approval before implementing. A summary Thomas Drive at Josselyn Canyon road and Old of proposed locations for bikeway design treat- Highway Road where cyclists re-enter the roadway ments is provided in the table below. with motorists. Wayfinding Signs Colored Madison St and Pacific St Bicycle mileage markers and wayfinding signs indi- Treatment Location Lane Mark- Mark Thomas Drive at Jos- cate the distance and direction to popular destina- ings selyn Canyon Road and Old tions. These are similar to mileage markers used Highway Road on roadways for cars. They provide a resource for Sharrows All Class III bikeways cyclists to estimate travel time to destinations, they also benefit athletic riders who use the markers for training. Bicycle Del Monte Avenue/Camino Key destinations such as the Aquarium, Sports Boxes Aguajito Center, Alvarado Street/Downtown, Cannery Row, Fremont St/Aguajito Rd Fisherman’s Wharf, Fairgrounds and all major edu- Alvarado Street/Pearl Street cational institutions should be included on way- Munras/El Dorado finding signs. Along N. Fremont Monterey has many narrow streets that do not Mileage and Recreation Trail allow for expansion, which creates challenges to Destination Aquarium/Cannery Row developing new bicycle facilities. Where on-street Signs Sports Center parking is allowed, bicyclists are presented with Alvarado Street/Downtown the potential safety hazard of car doors opening Fisherman’s Wharf and obstructing the path of the bicyclist. By state Fairgrounds law, bicyclists are permitted to ride with traffic Academic Institutions away from hazardous conditions. Signage can be Bicycle De- Signalized intersections used to remind motorists that bicyclists have this tection along bicycle routes right. Signs remind motorists to share the road are proposed on the downward side of steep streets Floating Bi- Camino El Estero listed in the proposed routes. cycle Lane 28 | Draft Monterey on the Move Bicycle particularly helpful for bicyclists trying to turn left at a busy intersection. Proposed locations for this treatment in Monterey include the intersections of Del Monte Avenue and Camino Aguajito, Fremont Street and Aquajito Rd, Alvarado Street and Pearl Bicycle Detection Bicycle Detection at signalized intersections along bicycle routes increase convenience and encourage Street, Abrego Street and El Dorado Street and correct placement on the street. Bicycle detection along N. Fremont Street. technologies sense bicycles in a travel lane and trigger the green phase at a signalized intersection. Currently the City uses “E” loops (inductive), which are installed below the pavement and marked by a bicycle symbol and line to show optimal alignment for detection. Inductive loop sensors are the least expensive to install typically, but are not easy to maintain or repair and may not detect bicycles that are made mostly of carbon fiber. Microwave and video sensors are other bicycle detection options. Both are more expensive up- front, but are easier to access for maintenance and repairs. Most video detection can distinguish between bicycles and other vehicles and can moni- Bicycle Box tor multiple lanes. A list of signalized intersections with existing bi- Floating Bicycle Lane cycle detection and proposed bicycle detection can Floating bicycle lanes are used to meet the de- be found in the Appendix. mand for travel during peak commute hours and that of on-street parking during off-peak hours. Essentially bicyclists and parked cars share the same right-of-way just during different times of the day. The markings can cause some confusion for those who have never used floating bicycle lanes, but they offer an opportunity for new bi- cycle lanes where they have been rejected in the past due to the desire to keep on-street parking. This treatment is being considered along Camino El Estero. Inductive Loop pavement markings and signage Bicycle Boxes The bicycle box provides bicyclists a protected space in front of queued motor vehicles at traffic signals, giving them a head start and extra visibil- ity when the light turns green. This treatment is Draft Monterey on the Move | 29 Bicycle Downtown and New Monterey Area. These de- velopment areas and nearby residential zones are divided by three major geopolitical barriers: the Presidio of Monterey, Naval Postgraduate School and Lake El Estero/Cemetery. Bicycle boulevard safety enhancements, such as sharrows and traffic calming devices are key ele- ments for transitioning a roadway to a safe and functional bicycle boulevard. These safety en- hancements will be implemented as funding be- comes available. Floating Bicycle Lane in San Francisco East Downtown Bicycle Boulevard This path will connect two key areas of the City PROPOSED BICYCLE PROJECTS, PROGRAMS and provide a much needed bicycle link through the downtown area that will increase safety and AND DESIGN The proposed new bikeways are designed to con- nect existing bikeways and accommodate current encourage use (Figure X). The East Downtown Bi- and future ridership patterns, consistent with fu- cycle Boulevard will extend from Van Buren Street ture growth patterns described in the General Plan. to Camino Aguajito, travelling north on Jefferson Figures X and Table X identify proposed bikeway Street, Pearl Street and Third Street. It will then locations. turn south onto Camino Aguajito towards Monterey Peninsula College and continue under Highway 1. Bicycle boulevards serve as the backbone of the At Mark Thomas Drive, the route turns east to con- proposed bikeway network. A bicycle boulevard nect to the North Fremont Bikeway. is a shared roadway that has been optimized for bicycle traffic. In contrast with other high volume One-way lanes would be developed to match exist- roadways with bicycle lanes, bicycle boulevards are ing traffic flows (such as Polk, between Alvarado placed on low volume local or collector streets that and Hartnell). A bicycle box (a designated area for maximize the connectivity for bicycles. They also bicycles to stop, increasing their visibility and a direct cyclists and motorist to safely share the road vehicle’s visibility of cyclists) will also be created at on streets that are too narrow for Class II bicycle the Pearl/Polk intersection. This will allow cyclists lanes and where widening the street is infeasible. to move to the center of the lanes for improved vis- Bicycle boulevards can be beneficial to all types of ibility. cyclists. They offer an alternative route on streets with low traffic volumes and travel speeds, which Areas benefiting from this bikeway include the is typically more comfortable for less experienced residential areas of Old Town, Casanova-Oak knoll, bicyclists. Bicycle boulevards provide important Josselyn Canyon/Deer Flats, La Mesa, and Oak connects between residential areas and commer- Grove as well as three major educational institu- cial areas. tions. Business in Downtown and North Fremont will benefit from increased bicycle access. In addi- Two proposed bicycle boulevards will provide safer tion, City offices, businesses, such as Trader Joes, passage for bicyclists in key development areas and many residential dwellings are located along or identified in the City of Monterey General Plan: near this route. 30 | Draft Monterey on the Move Bicycle Madison Street where it is possible to turn left to connect to the East Downtown Bicycle Boulevard or New Monterey Bicycle Boulevard & Hawthorne/ right to travel toward Monterey High School. The New Monterey Bicycle Boulevard, and specifi- Bolio Bicycle Ramp The New Monterey Bicycle Boulevard travels south cally the connection from Private Bolio Road to on Laine Street from David Avenue, turns left at Hawthorne Street, provides an alternate connec- Reeside, right on Hawthorne and then connects tion between New Monterey and Downtown that to the lower Presidio (Figure X). To complete this does not require crossing Lighthouse Avenue to ac- connection the existing fence between Monterey cess the Recreation Trail. This connection comple- and the Presidio would need to be adjusted to allow ments the Army’s goal of improving bicycle access for continuous, uninterrupted bicycle travel. This to the Presidio. route would also require construction of a ramp from Hawthorne Street to Private Bolio Road, due to significant elevation change. The Hawthorne/ Bolio bicycle ramp has been designed and will North Fremont Bikeway proceed with construction when funding becomes The North Fremont Bikeway is a Class II bikeway available. that will run along North Fremont from Canyon Del The route would pass through the lower Presidio Rey Boulevard to Casa Verde Way (Figure X). This and connect to Van Buren Street. To make this con- route will link two key development areas and offer nection bicycle-friendly, construction of a new path safe transport opportunities for commuters and will be required near the existing stairs between tourists. At Casa Verde Way cyclists will have the Seeno Street and Artillery Street. After reaching option of turning left towards the fairgrounds and Van Buren Street, riders will have the option of then right along Mark Thomas Drive to connect to turning onto either Scott Street or Franklin Street the East Downtown Bicycle Boulevard. Alterna- to connect with Alvarado Street or continuing on to tively, the cyclist may turn right on Casa Verde Way and travel along Casa Verde Way to connect to the Recreation Trail. At Canyon Del Rey Boulevard, cyclists can turn right to connect to the existing Class Ii bikeways that connect to Del Rey Oaks. Throughout the area, ad- ditional bikeway links connect the North Fremont Bikeway to nearby residential neighborhoods and parks. The North Fremont Bikeway will bring a more residential feel to the area and encourage alternative modes of transit to events at the fair- grounds as well as increase the number of bicycle patrons travelling to commercial services along North Fremont. Other Proposed Bikeways Additional proposed bikeways include connector bikeway links throughout the City (Table X and Figure X). These links connect the two bicycle Draft Monterey on the Move | 31 Bicycle boulevards and the North Fremont Bikeway to resi- dential neighborhoods and parks. Additional links Proposed Bicycle Parking connect these major bikeways to regional trails, the Proposed bicycle parking is recommended city- Recreation Trail and community destinations. wide, particularly in the following locations: Downtown - Bicycle parking in the downtown area does not meet current needs. During busy times, such as the weekly farmers market and special events, as many as 40 bicycles have been counted. Connections to the Monterey Bay Coastal Trail The Monterey Bay Coastal Trail is a 26-mile long At these times bicycles are chained to trees and stretch of bikeway that extends from Castroville handrails due to lack of available bicycle parking. to Big Sur (Figure X). Three proposed routes in The average number of bicycles parked on Alvarado Monterey will create greater connectivity be- Street is between 20-30 during farmer’s market tween Downtown Monterey and the Coastal Trail. and 10-15 at any given time during the week. See These routes include Munras Avenue between El Appendix for maps of proposed bicycle parking in Dorado Road and Fremont Street; Abrego Street the downtown area. between Fremont Street and Del Monte Avenue; and Washington Street between Pearl Street and Bicycle Corrals – This plan recommends replacing the Recreation Trail. These segments will improve one on-street parking space with a bicycle cor- connectivity between Monterey bikeways and sur- ral that can hold 10 or more bicycles. The images rounding regional trails below show the success bicycle corrals have had in Europe and the United States. This is a cost- effective way to provide equitable parking oppor- tunities in the downtown area while maintaining Health, Safety, Education & Enforcement In addition to new facilities, it is important to en- courage bicycling through educational programs visibility and safety for bicyclists. A formal process and social and financial incentives. The develop- should be developed to handle requests to convert ment of such programs will require ongoing sup- on-street parking spaces to bicycle corrals. Bicycle port from public agencies, employers, academic corrals that do not involve a loss of on-street park- institutions and organizations. ing may be installed at the discretion of the City Financial constraints often deter potential riders Traffic Engineer. from exploring bicycling. In order to overcome this hurdle, the City of Monterey could establish a zero interest loan program to assist employees in purchasing bicycles from local bike shops. As part of the program, loan recipients would be required to complete a bicycle safety component either through written test or video. By encouraging recipients to buy their bicycles locally, this program could stimulate the local economy. Public Art Incorporating artisitic elements through murals, sculptures and painting will add to the aesthetic ap- peal of bicycle facilities. Public art currently exists along the Recreation Trail and throughout the City, highlighting the historic artistry of the community. 32 | Draft Monterey on the Move Bicycle light rail, commuter rail, etc…) accommodate bi- cycles. Monterey-Salinas Transit buses provide the primary transit service in Monterey. Currently, the Monterey MST transit hub is located at Simoneau Plaza between Tyler Street, Munras Avenue and Pearl Street. A multimodal station has been proposed on either Washington Street near the Sports Center or Tyler Street and East Franklin Street. The station would serve bus, bus rapid transit (BRT), light rail and bi- cycle transportation. AMTRAK and Greyhound bus Bicycle Corrals Aquarium – The Cannery Row/Aquarium area is a connections may also be possible. All future rail popular destination for bicyclists as it is easily ac- plans, public transit stations and car pool locations cessed by the Recreation Trail. Bicycle parking in should incorporate bicycle parking and storage front of the Aquarium regularly overflows, especial- areas in their design. ly on weekend days. Additional racks along Can- nery Row are poorly placed and often overlooked All MST buses are equipped with bicycle racks by residents and visitors alike. A bicycle corral and folding bicycles may also be brought aboard is recommended for this area on Cannery Row as at the driver’s discretion. On-board bicycle carry- well as additional racks near the entrance to the ing capacity should be maximized on all modes of Aquarium. transit where feasible by installing larger racks on buses that do not drive on the freeway or adding an Fairgrounds – Due to the frequency and large scale additional rack to the back of the bus. Some transit of events that occur at the Fairgrounds, there is a stops offer bicycle racks (short-term parking) or regular demand for bicycle parking. This demand bicycle lockers (longer-term parking). could be met through the addition of new bicycle racks or by providing bicycle valet service at all events. Facilities for Changing and Storing Clothes and Bicycle Parking Valet – Bicycle valet service shall Equipment Shower and changing facilities are valuable in be available at any public event if resources are reducing barriers to bicycle commuting. There is available. Bicycle valets provide a secure area for a recognized need to increase the availability of bicyclists to park for the duration of an event. Local changing locations for bicycle commuters in Mon- bicycle clubs and community groups offer bicycle terey. valet services for interested venues. Proposed Changing Facilities (including lockers and showers) · Ryan Ranch Complex · Garden Road · City Hall/Calle Principal restroom enhance- ment Multimodal Connections Bicyclists often depend on combining alternative · Del Monte Mall modes of transportation to reach their destination · Downtown Multimodal Station and therefore require that forms of transit (buses, Draft Monterey on the Move | 33 º ¹ " INFAN TRY PATTON " Legend ERY " Bicycle Parking - Proposed ILL S ART " Bicycle Parking - Existing " EVAN City of Monterey STILLWELL FITCH COR PORA L E Bicycle Detection - Existing SEE Proposed and Existing Bicycle Routes # " MAR G N O Figure 2 - East Downtown Bicycle Boulevard Bicycle Detection - Proposed A RE #P #1 T October 2012 RF WA I N Airports WR Pacific Ocean o HA TA IG HT SCO " W TT Changing Facilities - Existing ! R ANI " ! Changing Facilities - Proposed Y V IE #2 City Halls H LIG CLA OLI ñ F H PER HIG HEL ¯ TH LAM Colleges " ¹ º OU COO WHAR S " Feet E Hospitals RNS JAC KS O " 0 250 500 1,000 P Æ N " Libraries E BU c Æ I DO FRA OE NK RA LIN Schools EDD NR " " å A ROO MO SEV a Æ ALVA TM Existing OL Æ a S ON ELT RT PO TM Proposed WAT N HAR a Æ EN RISO # P N a Æ KI P EXISTING, 1 # BU R " BLE EXISTING, 1-3 LAR TA " " LA PLAYA EXISTING, 2 AL NI E VA N # PEB EXISTING, 3 " CIP P # !" N ZA PROPOSED, 1 O JOH DEL MONTE " RIN TON CE JEFF TAU F E NS O N # MA N ERS " " # P ER " PROPOSED, 2 EP ON P ! " # PROPOSED, 2-3 PIER ¹ º LL HI NG ESTER CAMINO LAKE RTH R " å PROPOSED, 3 MS " NO CA " WA S North Fremont Bicycle Blvd DO El Estero Lake OA B ADA TYLE NO EL FIRST ON R ONIF ACIO " East Downtown Bicycle Blvd ARA ORD " BO " New Monterey Bicycle Blvd UNI U AGUA JITO # E CAMI ALV FIG UE General Plan Landuse LD S ANTH O NY D RA " SECON RY " Commercial " BUTLER " PEARL Industrial DUT CUNNINGHAM CORTE N Low Density Residential EL R M AN " " a Æ ALMA C HER THIRD Medium Density Residential LK ROBIN MAD I " " " SO N " AM PO SO N " Open Space HOUS T " IN !ñ " " Public / Semi-Public IT ON WEBS ST # E O TER " Special Planning Area DYER ON E H C c Æ FOURT Very Low Density Residential H " OT REY PARK EL AR D TA å " OCEA N G VIA TN E " CHU " FIFTH EL IFIC L å RCH VIA MAN ZA " C TES PAC SIX TH ME " NITA AM P N COR # P NE " A NA KE T H N SAR SEVEN G SLOAT N LOGA ENT N DO PERRY RM FRE M MA OD El Estero Lake R ONT Y BOR H HE EIGH T S # E O ND EL DO OR WO J A RAD O DAV E SS IS MORS NINTH OD MA O # P CA TEN IN TH EG MART HWY 1 R CRE LOMI AS RA THO M AB ST MARK TA AVA NDE MESA M INO # P V IA L Y1 CA HW EL CA RM El Estero Lake N EL ITO GL FOUN AG DOUD EN COURSE UA OLD GOLF S ! W NOA VIA MI RADA ON ALAM JIT RA COLT OO TA IN D O " UN N SAN B ED A M T CARM COSTA NYO H NE ERNA CA ELO Y1 ! FIS IS Y BE TERE E º ¹ IR HW MON GROV Y LE EA RD " Legend City of Monterey " " Bicycle Parking - Proposed " Bicycle Parking - Existing Proposed and Existing Bicycle Routes E Bicycle Detection - Existing Figure 3 - New Monterey Bicycle Boulevard # P # C October 2012 P Bicycle Detection - Proposed # AN N " ER Airports Y " o WA ! Changing Facilities - Existing VE E " LIN ! Changing Facilities - Proposed City Halls ¯ AN ñ LA G FM Colleges IN OF NT IRV H " º ¹ LI ER G Feet N Hospitals å " Æ P HA HT W 0 250 500 1,000 HO FO LA Libraries c Æ I BE TH A E SP # US O M LD NE E EN RN Schools C EN D E VI E" # å ER DA T Pacific Ocean LI OT TM Existing Æ a CY RS SC FIL LY AR E P HE PR IT N MO RE CH W TM Proposed LA a Æ PIN SS RE ER EL E GR OA CL KE EXISTING, 1 TE K A NE AC MC EXISTING, 1-3 E DR W RR Y AN EXISTING, 2 TO M ! PA N R CK E EXISTING, 3 DI CE SID L E PROPOSED, 1 AL RE LY " T IC " PROPOSED, 2 N E MCCLELLAN AY DO PROPOSED, 2-3 LO N LO R PRIVATE BOLIO PROPOSED, 3 TT LO ARMY IE B North Fremont Bicycle Blvd JE DI OS East Downtown Bicycle Blvd V ER SS FITCH UM M IE PL New Monterey Bicycle Blvd ISA ON WT DE LA KIT CARSON N General Plan Landuse SE KIT CARSO RO Commercial PAT AV I C LIO Industrial TO EW BO N º ¹ AB TE " Low Density Residential R IVA RA IL PR Medium Density Residential R SER N IS LO TRY FORT MERVINE LEW Open Space IFL SO INFAN " MA ARTI Public / Semi-Public ER LLER Y STILLWELL ANS Special Planning Area #1 " AN RA L EV CORPO Very Low Density Residential RF GE Glen Lake A C MAR SEE OP " G N O WH FI SH ARE T BI CI S WA I N PA IU TA WR IG " N SCO H HT TT Y ER RO " ANI AR F RE HIG #2 CE NS F IV I G OR R F EN D HEL SS CED 8 CA AD OL PER FO LAM Y6 B UR OB HW " BOW E Y AIR COO " WHAR FRA DI E N JAC KLI N KS O " CLA ED ROO N " DO SEV OE S ON ELT RA HAR NR RISO " " WAT N R a Æ MO ALVA HU EN A RT # Æ P a N AC # P BU R M " AL KI E " " # N CIP VA N VI ! " LAR LE N O JOH P TO B DEL MONTE R CE NS O " AD JEFF TAU F N N E # PRI " P " ERS " # # ER EL ON " PEB ! OA R R PIER ¹ º HI NG ESTE MS R " å LLE " El Estero Lake DO EY NS EL C A " CA S VETERA ON WA S MIN " TYLE ADA O EL ITO ARA FIG UE " ORD DE L UNI E NO R TE # E" RA ALV HW CORTE " AMIN Y " " C " EL C SO 68 A PEARL DUT M MIN ITO M SKYLIN ALMA K MU DE L "" Æ a L ROBIN " N " " ER S UR MAD ABRE HUC I " SO N " HOUS T PO KL E SO N SE RA CRAMDEN BER ! " " T S GO RY ON ñ E #Æ c" å " S NE DIAS DU REDWOOD Legend ORTIZ " Bicycle Parking - Proposed ELDER " Bicycle Parking - Existing MP SHASTA ES A N R E Bicycle Detection - Existing N D D U RA M P ORANGE OLYMPIA City of Monterey # SA P Bicycle Detection - Proposed Proposed and Existing Bicycle Routes # Airports Pacific Ocean RT S Figure 4 - North Fremont Bicycle Boulevard o BE October 2012 ! Changing Facilities - Existing RO ! Changing Facilities - Proposed Roberts Lake City Halls ñ Colleges º ¹ M Hospitals ¯ P Æ YE R S Libraries V c Æ I E TID # P RG SU M Feet R IN FO A Schools F RAMP HW SEA AY 0 500 1,000 2,000 å BEA Laguna Del Grande Y1 EN SPR TM Existing Æ a G R CH P LI EST T AM CR N SH NE TM Proposed RA a Æ ON DU ERTS G RAM A ROB D EXISTING, 1 EL # P A " JO ER EXISTING, 1-3 V H N N IN N EXISTING, 2 " O A " CA LA PLAYA RA " IT N å C B EXISTING, 3 H NORTH YO TE A # E DEL MONTE LVIC N PROPOSED, 1 N HE A N # P TH O N LAKE NOR IN M O C PROPOSED, 2 DE N L RA EN FIRST Del Monte Lake EN 1 M PROPOSED, 2-3 M G RE O Y LI D IA D HA PARK N Y SECON PROPOSED, 3 A SH EL I NG UO HW BUTLER A N Q North Fremont Bicycle Blvd V El Estero Lake THIRD UN SE IN C East Downtown Bicycle Blvd A " "PEARL " CA BLES C H DEL RO New Monterey Bicycle Blvd ST º ¹ SA FOURT DYER # P OT N " ON General Plan Landuse O E TA P ALCA L # DELA R G VA FIFTH AY Commercial SE OCEA N E N T # P DE R PALO V CASA V FREMO B RUCE E LW Industrial OS A SIX TH # P M MO RAMP DE E Low Density Residential TH DUN S ERDE ERDE SEVEN ENES Medium Density Residential SLOAT LITTL UNIVERS H R OUND FRE EIGH T FAIRG CK Open Space SH LERWI E MO RT ITY NT NINTH BU A Public / Semi-Public AS N U OR P URG H T R # HWY 1 MARK THOM R B ST Special Planning Area O TENTH " FE EDIN EUCLID PA AL Y T L C AIRPOR IR ST Very Low Density Residential IV MM El Estero Lake SH ON SC LILA L JI ! å " HO RA OHARE MITCHER OL MCCAIN NE GE ¹ º OLD SA LINAS BO UN " DA RY D OO W IN AL BERG EN LA SYLV J N A GL OS N TS RICK ET SE QUAIL LY HENDERSON N LEA HY o C RUN E AN " ! C UT T Y AG ES GARDEN ON RR CR Y FA AK D ALLEY O CAL LSE R SPRUAN TE HA A BE MS LE D OL ELL AGUAJITO CASTR EL O G TS # P O A MIT DI RYA N MA R KS L ANC H MORE LEI LO AN HW WA DA Y TE Y6 NA SYLVAN LO 8 P E å Bicycle Bicycle Parking Design Guidelines · Bicycle parking shall be permitted within the sidewalk right-of-way permitted it does not prevent or inhibit pedestrian access. A minimum of 4 feet of sidewalk shall remain to preserve ADA access · Bicycle racks shall support the wheel and provide at least two points at which the bicycle can be secured to the rack · Bicycle parking shall be located as close to the front entry of the destination as possible and be well-lit and visible · Indoor bicycle parking areas shall be well lit and have controlled and secure access Pedicabs Pedicabs are growing in popularity in tourist des- tinations across the United States. In an effort to encourage visitors to get around Monterey without a car, pedicabs should be allowed to operate on City streets. Additional research is needed to develop policy to regulate and permit pedicab businesses. Draft Monterey on the Move | 37 Pedestrians PEDESTRIAN CHAPTER BENEFITS TO WALKING Walking is one of the most popular and afford- able forms of exercise because it does not require special equipment or skill, is low impact on joints, and can be done practically anywhere. Some other INTRODUCTION Developing new pedestrian facilities and programs benefits include: in addition to maintaining existing infrastructure · Fosters social interaction – Most people do are essential steps toward achieving a walkable not walk alone but instead with another per- Monterey. This chapter identifies the needs of pe- son or pet. Even those who walk alone will destrians and projects and tools that will improve most likely encounter another pedestrian the safety, walkability and accessibility of streets in during their trip with whom they will have the city. A “walkable” street is one that is comfort- an opportunity to communicate with. able for pedestrians and will vary depending on the · Improves health – Walking has been proven volume and speed of vehicular traffic and the age to reduce cardiovascular disease, type II dia- and ability of those walking. For instance, a street betes and obesity. If every adult in the U.S. without sidewalks may still be considered walkable walked two or more miles each day it would in a residential area with little traffic. Conversely, lower the mortality rate by 50%. These streets in busy commercial or downtown areas that health benefits can mean significant health serve high volumes of traffic require more infra- care cost savings. structure and amenities to define and preserve the · Improves cognitive function and increases pedestrian space such as sidewalks, crosswalks, productivity crossing signals and signage. Streets that serve · Enables multimodal transportation - Many schools, health care centers or senior housing do not realize that even if they drive or ride may also require pedestrian infrastructure even if the bus, they must still walk to access their located in a residential area to accommodate the car or the bus stop, and they must walk from special needs of children, disabled and seniors. the parking lot or bus stop to reach their Walking is the oldest mode of transportation and final destination. continues to influence urban form and function · Economy Benefits – Pedestrians and bicy- to this day. Cities or portions of cities that were clists shop more frequently than customers developed during a time when walking was the who arrive by car and similarly, more walk- predominate mode of transportation were shaped able commercial sites and neighborhoods to best serve the needs of pedestrians, in other are associated with higher property values. words homes were located within walking distance to shops, schools, libraries, parks and other living essentials. Downtown Monterey and the Old Town neighborhood were developed at a time when walking was the dominant mode of transporta- EXISTING PEDESTRIAN INFRASTRUCTURE & tion, and are therefore some of the most “walkable” PROGRAMS parts of Monterey. We are all pedestrians during some portion of the day and rely on safe well-connected pedestrian facilities to access our destinations. Inviting and Draft Monterey on the Move | 38 Pedestrians appropriately proportioned pedestrian infrastruc- to open space and parks. ture encourages walking and also enhances the use · Munras Path - The Munras Avenue multi- and functionality of all modes within a transporta- use trail that runs from El Dorado to the Del tion system. Monte Shopping Center provides an impor- Monterey supports diverse pedestrian activity tant pedestrian connection between major through a variety of different types of infrastruc- commercial areas and schools, and provides ture, which can be divided into four distinct cat- access to the State Historic Park. egories: crossings, path of travel adjacent to road- Sidewalk maintenance is key to providing safe ways, pedestrian orientation and places for pause pedestrian facilities throughout the city, espe- or gathering. The design of this infrastructure as cially for seniors who are more susceptible to well as the speeds and volumes of other modes of tripping. The City Sidewalk Inspection Program transportation affect the pedestrian experience. ensures that the conditions of facilities through- out Monterey are tracked annually. Public Works staff conducts inspections and defects are abated through the open-end sidewalks and Path of Travel Sidewalks provide safe pedestrian access to urban streets contracts using funds from the Capital land uses and special development such as schools, Outlay in the Capital Improvement Projects parks, community centers and senior housing facili- (CIP) budget. ties. A distinct right-of-way for pedestrians that Residents may also call the Code Compliance runs adjacent to the roadway separate from motor- Officer to report sidewalk maintenance issues ized vehicle traffic is necessary in areas with high including overgrown brush encroaching on the volumes of traffic or speed limits over 25 miles per walkway. The Code Compliance officer coor- hour. dinates and oversees repairs made by private Sidewalks are typically composed of concrete and property owners. have a vertical or rolled curb. Vertical curbs are superior to rolled curb as they create a more de- fined barrier between the pedestrian right-of-way and vehicle right-of-way. Cars can easily mount Crossings sidewalks with rolled curbs. When parked, side ADA Access mirrors and doors can encroach on and even block Sidewalks are important in achieving safe and com- the pedestrian path of travel. Most sidewalks in fortable pedestrian travel, however, for some users Monterey have a vertical curb, but some rolled curb sidewalks without ADA ramps are useless. Where can be found in residential neighborhoods. All new no ramps exist at an intersection, pedestrians in sidewalks should have vertical curb to preserve the wheelchairs are forced to travel in the street in or- pedestrian right-of-way. der to cross. The City of Monterey is in the process In addition to sidewalks, trails and multiuse paths of updating their ADA transition plan that identifies can provide pedestrian access to parks and open existing and needed ramps at all major intersec- space and activity centers away from vehicular traf- tions. Once the plan is finished the City will begin fic installing ADA ramps at major intersections and · Recreation Trail – The Recreation Trail is along routes to medium-high density housing, com- the most popular multi-use trail in Monterey munity centers, parks and employment centers. and is shared with bicyclists. Curb ramps provide access to sidewalks for those · El Estero Park Path - The El Estero path with ambulatory disabilities, but also aid those circles Lake El Estero and provides opportu- who are blind or visually impaired in preparing to nities for recreational activities and access cross the street. A blind person relies on tactile Draft Monterey on the Move | 39 Pedestrians cues to properly align themselves at intersections. is a sort of way finding that directs residents and They must position themselves to best hear oncom- visitors to attractions of cultural and historic im- ing traffic so they can find a gap in traffic. At wide portance. busy signalized intersections such as those along Del Monte Ave, it can be difficult for a blind person to know when it is safe to cross or how much time Pedestrian Places & Plazas A key feature of successful pedestrian environ- they have to do so safely. The installation of audible ments is a place or plaza where people can gather, countdown signals in several locations around the sit, observe and play. Portola Plaza is currently a city have been helpful in mitigating this issue for pedestrian-only facility that is used for seasonal the blind and visually impaired. events like the annual car show and ice-skating. Midblock Crossings Every Tuesday afternoon/evening Alvarado St is Pedestrians are the most vulnerable to injury when closed to vehicular traffic for the Downtown Farm- they cross a street and most collisions involving ers Market. This weekly event is very popular and pedestrians at or near an intersection. Pedestrian has raised interest in the community to provide crossings must be carefully designed and located to more permanent pedestrian-only streets in other avoid such incidents. Drivers must also be aware parts of the city. of the rules of the road and right-of-way laws as stated in the California Vehicle Code. Many do not fully understand when pedestrians must yield to drivers and vice versa. Drivers must yield to pedestrians at all crosswalks marked and unmarked, however, pedestrians must PEDESTIRAN NEEDS practice due care when crossing. Midblock cross- ings can be dangerous when there is confusion over When analyzing the pedestrian network and judging how well it functions, it is important to consider the needs of all who has the right-of-way. In practice what often users. For example, a sidewalk that is to serve pedestrians times happens is that pedestrians assume they will with strollers or those in wheelchairs must have curb ramps be safe when crossing at a crosswalk and will ne- to provide easy access. A bus stop that is located across glect to look for approaching vehicles before enter- the street from a popular destination should be near a ing into the street. Conversely, drivers will fail to crosswalk to provide riders a safe and convenient crossing. In general, when designing pedestrian facilities it is reason- yield to pedestrians at a marked midblock crossing able to focus on the needs of seniors and disabled as they if not controlled by a stop sign. The City Traffic En- are amongst the more vulnerable users and many improve- gineering Division is currently conducting a study ments for them will benefit all pedestrians. of all midblock crossings in the city and developing Sometimes improving pedestrian infrastructure detracts criteria that will justify removal or addition of such from other modes of transportation. For example, install- crossings in the future. ing curb extensions at an intersection and reducing the curb radius shortens pedestrian crossings but slows down vehicles and makes turning more challenging especially for older drivers. It is challenging to balance the needs of Orientation Way-finding signage, informational kiosks and all users of a roadway, however, certain areas of the city landmarks assist pedestrians, and visitors in par- should prioritize pedestrian travel over others such as in the ticular, in navigating certain areas of the city. Cur- The sidewalk network in Monterey is generally well downtown area and near schools and senior living facilities. rently there is some pedestrian way-finding signage connected which allows for many different types of in the downtown area, but it could be more visible trips to be taken by walking. Most people surveyed and lead to other modes of transportation such as stated that they walk for exercise and recreation, bicycle parking and transit. The Path of History and that they do so with at least one other person. 40 | Draft Monterey on the Move Pedestrians Popular walking destinations are restaurants and · Lighthouse Ave retail stores, grocery stores and parks and commu- · Fremont St nity centers. · N. Fremont St There are very few gaps in sidewalk throughout · Del Monte Ave the city however, the Monterey Vista neighborhood · Iris Canyon Rd area has the most gaps in pedestrian infrastructure. Areas of the city along collector or arterial streets Typically neighborhood streets have low traffic vol- may have existing sidewalks, but those sidewalks umes and operate at low speeds and do not require are either too narrow or do not provide an ad- sidewalks to support pedestrian travel. However, equate buffer between pedestrians and speeding several streets in Monterey Vista connect the neigh- vehicles. These large streets have few intersections borhood to commercial areas, schools and parks and therefore few opportunities for pedestrians and experience higher vehicle speeds and volumes. to cross. Safety is also a common concern along Via Gayuba, Soledad Drive and Skyline Drive are streets that offer poor lighting. streets that are missing sidewalks or have gaps in When asked what improvements would make it existing sidewalks and require measures to reduce more fun and convenient to walk in Monterey, the vehicle speeds. most popular response was to widen sidewalks Community survey respondents stated they do not followed by installing public toilets and public art like to walk in the following areas: (See Figure X). · Pacific Street · Munras Ave Sidewalks in the downtown area and along arteri- · Soledad Dr als and collectors should be a minimum of 10 feet, · Via Gayuba and preferably wider to accommodate more pedes- Draft Monterey on the Move | 41 Pedestrians trian traffic, amenities such as benches and light- eas in residential areas or near small parks. Wider ing, and a buffer zone between pedestrians and sidewalks are recommended for commercial areas cars. that have higher volumes of pedestrians. Ramona/Neighborhood Sidewalk Repair FIELD OBSERVATIONS The Monterey on the Move Advisory Committee (funded by NIP 2012-2013 pg58) and City staff conducted a series of six field walks, Rec Trail/Lighthouse Curve Bike/Ped Con- each in a different neighborhood, to observe the nection existing pedestrian infrastructure and identify Foam Sidewalk Gap gaps and potential access issues. Each neighbor- ADA ramps at Franklin and Larkin (funded hood was found to have unique pedestrian needs by NIP 2012-2013 pg 52) although several common issues emerged through- out several or all neighborhoods. Field walks were conducted along popular pedestrian routes near major trip generators such as commercial areas, CROSSINGS medium to high-density residential neighborhoods, Program 1.1 - Analyze collision data biannu- schools, senior facilities and parks (see Table X for ally and prioritize projects that will increase infrastructure needs and Appendix for route maps). the safety of pedestrians and bicyclists at top collision locations. Follow-up with site visits if patterns emerge. Program 1.2 – Conduct a study of all marked uncontrolled crosswalks and develop war- PROPOSED PEDESTRIAN INFRASTRUCTURE & rants to install new crosswalks or remove PROGRAMS Sidewalks – minimum of 5’ is recommended for ar- 42 | Draft Monterey on the Move Pedestrians TABLE X: PEDESTRIAN INFRASTRUCTURE NEEDS Area Missing/Steep Cracked/Un- Narrow No Sidewalk/ Del Monte/Tyler Fremont/El Estero Bonifacio Camino El Estero ADA Ramps even Sidewalk Sidewalk Gap Calle Principal/Pearl (near Car Wash) Del Monte Church St Downtown Calle Principal/Frank- Franklin lin Abrego/Webster Pearl/Abrego Pacific/Del Monte Franklin/Monroe Pacific/Scott Larkin between Jef- Old Town N/A N/A Van Buren/Franklin ferson and Madison Larkin/Franklin Monroe - chipped Watson/Franklin water cover Watson/Jefferson Reeside/Hawthorne Dickman/Laine David near Haw- Foam/Irving McClellan/Laine Hoffman/Laine thorne Laine/Drake New Mon- Belding & Irving David/Laine Hoffman/Foam terey McClellan/Laine N/A N/A Sloat/Eighth Pearl/Third St (near cemetery) Oak Grove Soledad/Munras N/A Martin/Pacific Soledad (Munras Soledad (over- to Pacific Vista Pl) Monterey grown brush) Soledad (Pacific Vista Munras Vista Pl to Monte Vista) Soledad (Via Encino to Via Descanso) Soledad (Via Descanso to Via Paraiso) Munras (Cass St to Soledad Dr) Casanova N/A Fremont/Airport Casanova Ramona Oak-Knoll N. Fremont Draft Monterey on the Move | 43 Pedestrians unnecessary ones. The public notification procedure for removing crosswalks shall be consistent with the California Vehicle Code. Sloat Ave/Fifth Street Curb Extensions crossing treatments and lighting Cannery Row/New Monterey Recreation Trail Crossing Safety and Lighting Improve- ments Casa Verde/Recreation Trail Bicycle crossing Improvements Figure 1: Pedestrian Scramble Park Avenue/Recreation Trail Crossing Im- Program 5.5 - Increase enforcement of code provements violations that have to do with blocking pedestrian and bicycle right-of-way (ex// Figueroa/Recreation Trail Crossing Im- vehicles parked in/on sidewalk or bicycle provements, re-route rec trail/roundabout? lane) Audible count-down at all signalized inter- Program 5.6 – Instruct waste management sections not to block sidewalks or bicycle lanes with garbage and recycling bins All pedestrian phase “Pedestrian scramble” at the intersection of Alvarado and Del Monte ADA ACCESS Program 7.1 – Update the City of Monterey ADA transition plan to include sidewalks near transit, senior housing, schools and WALK TO SCHOOL/WORK EVENTS major trip generators. Program 5.1 – Develop and execute a multi- Program 7.2 - Accommodate disabled access media education and safety campaign in all new construction or major rehabilita- “Rules of the Road” and “Know the Law” for tion projects bicyclists and drivers Program 7.3 – Update all signalized intersec- Bicycle Commuter tips and resources tions with audible countdown pedestrian “Share the Road” phases “See and be Seen” – lights and reflectors Program 7.4 – Work with PG&E to modify utility pole wires so they are out of the path Program 5.4 – Increase enforcement of of blind and visually impaired pedestrians pedestrian and bicyclist violations such as jaywalking or walking or bicycling during the red phase at a signalized intersection. Van Buren/Artillery Connection Improvements Offer bicycle/pedestrian traffic school as an for bicycle and ADA access alternative to a monetary fine. 44 | Draft Monterey on the Move Pedestrians ENCOURAGEMENT & CONVENIENCE Program 8.2 – Encourage City employees to lead by example and commute by alternative transportation. Develop an incentive-based alternative commute program that encour- ages City employees to commute to work by walking, bicycling, transit, carpool or hybrid vehicle. Hawthorne/Bolio Bicycle/Pedestrian Con- nection Wayfinding Signage: Figure 4: From Downtown Streetscape Plan Figure 2: Pedestrian Bridge on Artillery Rd Draft Monterey on the Move | 45 Safe Routes To School SAFE ROUTES TO SCHOOL CHAPTER EXISTING CONDITIONS & NEEDS ANALYSIS Children make up a special group of pedestrians whose needs are different than those of adults. Ad- ditional safety considerations must be made when INTRODUCTION In recent years there has been a national push planning pedestrian and bicycle infrastructure for to reduce childhood obesity in the United States youth as they have lower inhibitions, do not neces- through healthy diet and increased physical activ- sarily know to use peripheral vision or listen for ity. In 2010, 17% of children ages 2 – 19 in the oncoming vehicles, are smaller and therefore more United States were obese (2009-2010 National difficult for motorists to see, and do not yet under- Health and Nutrition Examination Survey)1. In stand driver behavior. correlation with this statistic, fewer children are walking to and from school. In 1969 nearly 50% of children aged 5-14 walked to school. In 2009 only According to Monterey County Health Department OBESTIY 13% of children under the age of 18 walked or rode a bicycle to school. records, in 2009 approximately 29% of teens (12- Walking and bicycling to school are two of the 17) in Monterey County were considered over- best low-impact forms of exercise that can im- weight or obese. Walking and bicycle to and from prove health and cognitive function. A study by school could provide students a guaranteed form of Dr Richard Jackson and Stacy Sinclair found that daily exercise. walking to school “improves children’s concentra- tion, boosts moods and alertness, and enhances memory, creativity and overall learning” (Jackson, SCHOOL ENROLLMENT - RESIDENTS OF MONTEREY Dr. Richard; Sinclair, Stacy. Designing Healthy Com- School Estimate Percent munities. USA: John Wiley & Sons, 2012). The Population 3 years and over en- 6,532 Department of Health recommends children get 100% rolled in school a minimum of 420 minutes of exercise each week Nursery school, preschool 251 4% or 60 minutes of physical activity each day (U.S. 147 2% Department of Health and Human Services. Physi- Kindergarten Elementary school (grades 1-8) 1,555 24% cal Activity Guidelines for Americans. Fact Sheet High school (grades 9-12) 897 14% for Professionals. 2008. http://health.gov/paguide- lines/factSheetProf.aspx). By walking or bicycling to College or graduate school 3,682 56% school a student can meet or come close to meeting U.S. Census Table DP02: Selected Social Characteristics in the United States 2006-2010 American Community Survey their required daily exercise. A student who lives Selected Population Tables 1 mile away from school will get approximately 40 minutes of moderate exercise if they walk to and In 2010 there were approximately 6,000 students BARRIERS from school. On a bicycle a student can cover more grades 1 – College or graduate school that were ground in the same amount of time which makes old enough to walk or ride a bicycle to school. bicycling a good option for those who live further “32% of Monterey County teens reported that they than 1 mile from school. walked, biked or skated to and from school in the prior week” (Monterey County Health Department Health Brief, 2011). This statistic is higher than the 1 Ogden, Cynthia L.; et. al. Prevalence of Obesity in the United States, 2009–2010. National Center for Health Statistics Data Brief. No. 82. January 2012. http://www.cdc.gov/nchs/data/data- briefs/db82.pdf Draft Monterey on the Move | 46 national average, yet the majority of students still Decommissioned/Closed Schools: drove or were driven to school. The health ben- Bay View Elementary (K-7) – New Monterey efits to walking and bicycling are well known and (Relocated to Del Monte Elementary Site) have been for quite some time, so why aren’t more students walking and bicycling to school? Accord- Larkin School – Old Town ing to a national survey of 1,588 parents, the most (Now used by DLI for office space) common barriers to children walking to school are: · Distance to school 61% Del Monte Elementary – Villa Del Monte · Traffic-related danger – 30.4% (Now used as an Adult School) · Weather – 18.6% · Crime danger – 11.7% · Opposing school policy – 6% PROPOSED PROJECTS · Other – 15% (U.S. Centers for Disease Control and Prevention) Currently most students arrive at Walter Colton Walk/Bike To School Program These barriers need to be addressed through on- going programs and infrastructure improvements Middle School by school bus, MST bus or by car. surrounding schools. Some of the barriers to walking and bicycling to Walter Colton and other schools in the area are the steep topography, distance, insufficient pedestrian infrastructure surrounding the school and lack Monterey Vista ACTIVE SCHOOLS of adult supervision. In October 2012 the City of Monte Vista Elementary Monterey used a Safe Routes to School grant to Walter Colton Middle School fund the first Walk To School Week at Walter Colton Monterey High School Middle School to call attention to these issues. The event lasted five days from October 1 through Fishermens Flats October 5. Healthy snacks and water were pro- Foothill Elementary vided each morning to those who participated. Students who walked all or most days were entered La Mesa into a raffle to win prizes such as gift certificates to La Mesa Elementary local eateries, movie theaters, laser tag, and iTunes gift cards. Students were provided pedometers to Downtown track their mileage throughout the day and were San Carlos (Private K-8) encouraged to walk for more of their trips. Trinity Christian High School (Private) Mark Thomas Roundabouts are designed to reduce speeds Soledad/Soledad/Mar Vista Roundabout Santa Catalina (PK-12) to 15-20 mph and decrease the number of New Monterey potential conflict points from 32 to 8 at a Hilltop School four-way intersection. Villa Del Monte Challenges/Issues: the intersection of Sole- Del Monte Adult Education (was an elemen- dad/Soledad/Mar Vista currently lacks pe- tary school) destrian infrastructure and is a challenging place for pedestrians to cross due to short sight distances created by topography and Draft Monterey on the Move | 47 street geometry. Speeding is also an issue in that location and has contributed to several collisions over the past decade. Opportunities: The intersection is less than 500 feet away from Monte Vista Elementary School. A roundabout and pedestrian infra- structure improvements would calm traffic and provide a safer and more comfortable walking route for students travelling to and from school. Project description: Construct an ADA ac- Via Gayuba Sidewalk cessible sidewalk on the north side of Via Gayuba from Mar Vista to Walter Colton Dr Via Gayuba provides access to Monte Vista Elementary School and to Walter Colton Middle School This project would close the gap between existing sidewalks on Walter Colton Dr and Mar Vista Dr Project description: Construct a concrete Soledad Drive Sidewalk sidewalk with vertical curb along Soledad Drive from Via Descanso to Via Paraiso Soledad Drive provides access from the Monterey Vista neighborhood to the Del Monte Shopping Center and access to Mon- terey Vista Elementary, Walter Colton Mid- dle School and Via Paraiso Park 48 | Draft Monterey on the Move Multimodal LOS fic impacts, as defined by the MMMP or the General Plan EIR. The General Plan requires adoption of a MULTIMODAL LEVEL OF SERVICE General Plan Policy j.1 requires that the City estab- traffic impact fee ordinance used to define the pro- lish a MMLOS standard and automobile LOS stan- rata share of a development’s impact on the trans- dard for defined neighborhoods. The MMMP defines portation system. The traffic impact fee will be used a MMLOS target for each neighborhood and defines towards: projects that, once implemented, will achieve that o Roadway improvements identified in the target. The MMLOS and automobile LOS standards General Plan EIR, will work together to measure the effectiveness of o Bicycle infrastructure, and pedestrian infra- the transportation system and establish a mecha- structure improvements as defined in the nism for funding the implementation of the trans- MMMP, and/or portation system that fulfills the Circulation Ele- o Transit improvements. ment Vision. For example, if Lighthouse Avenue operates a LOS The General Plan establishes the following accept- E/F, and a project adds automobile trips to Light- able level of service standards for automobiles: house Avenue, and improvements to the bicycle and pedestrian connections to New Monterey, as iden- o LOS D: Roadway segments that do not serve tified in the MMMP, are not complete, then a sig- or are not planned to serve alternative modes nificant impact is identified and an impact fee will of transportation; and no other convenient be required that goes towards construction of the alternative routes exist or have been defined appropriate multi-modal project identified in the as a project in the MMMP. MMMP for Lighthouse Avenue or alternative route o LOS E and LOS F: Roadway segments that in New Monterey. If no project is left unconstruct- do serve or are planned to serve alternative ed/unimplemented that could further reduce the modes of transportation; or a convenient al- impact of additional Lighthouse Avenue traffic, then ternative route exists or has been defined as no impact is assumed and no development fee is re- a project in the MMMP. quired. Traffic Impact Analysis General Plan requires the preparation of a traffic im- Measures of Effectiveness pact analysis (TIA) where project traffic is expected Implementation of the system will occur over time to increase the existing traffic by two percent (2%) through the acquisition of grants, programming of or more. A project’s traffic impact to any given road- funds from the capital improvement program or way segment or section of a multi-modal system is neighborhood improvement program, or application considered significant if the TIA concludes that the of development impact fees. As the system is imple- project reduces an identified LOS to an unaccept- mented, the MOE’s must be engaged to provide con- able level or further degrade an already unaccept- stant feedback for any corrections/additions to the able LOS under cumulative traffic conditions during system that might be required to meet the General typical (i.e., non-summer) weekday traffic condi- Plan Vision. The MMMP will be updated regularly tions. The mitigation for significant impacts is for to reflect a plan that evolves to ensure that it meets the project to build or fund a pro-rata share toward the changing environmental and physical conditions improvements necessary to mitigate significant traf- and the evolving needs of the community. Draft Monterey on the Move | 49 The MOE’s must be an accurate indicator of how well a circulation system is serving all users. The Advisory Committee spent many hours in the field walking, bicycling, and considering transit options to design the optimal multi-modal citywide network that is reflected in the MMMP. As discussed in previ- ous chapters, the Advisory Committee: o Set certain criteria for achieving an excep- tional multi-modal system; o Identified optimal routes and connections; o Identified barriers / gaps throughout the City that require removal/filling in to complete the identified routes and connections; and, o Designed a modal system that achieves an ul- timate MMLOS for the City. Monitoring The MOE’s mirror the criteria used by the Advisory Committee when identifying and designing the city- wide multi-modal network. The methodology for measuring and monitoring the effectiveness of the plan is summarized in Table XX below. For each plan objective, the table lists the tools for measuring and monitoring as follows: 50 | Draft Monterey on the Move TABLE X: MEASURES OF EFFECTIVENESS (MOE’S) AND TARGETS DATA COL- MEASURE OF BASELINE MEA- DATA COLLECTION OBJECTIVE TARGET LECTION EFFECTIVENESS SUREMENT RESPONSIBILITY FREQUENCY Number of pedes- trian collisions found Decreased in Monterey Police number of col- Number of collisions Department Collision lisions involving Monterey Police De- Reduce the Biannually involving pedestrians Report Summary from pedestrians partment number and 2009 - 2012 tracked and bicyclists severity of col- for each participating (by 2018?) lisions involving neighborhood. pedestrians and bicyclists Change in vehicle speeds in areas iden- 85th percentile speed Decrease 85th Plans & Public Works - tified in neighbor- from 2008-2012 speed percentile Annually Traffic Engineering hood traffic calming surveys speeds (by?) plans Increased the Create safe en- number of vironments for Number of students students walk- Student and Parent Biannually (April Safe Routes To School youth walking walking and bicycling ing or bicycling Surveys & October) Coordinator and bicycling to to school to school at school all schools by 2018 Health, Safe- ty, Education Ensure that Needed - Inventory the & Enforce- all pedestrian Percentage of pedes- Increased condition of existing ment and bicycle trian and bicycle fa- lighting along lighting; identify and Annually Plans & Public Works infrastructure cilities with adequate bike and ped prioritize necessary and crossings lighting facilities upgrades. are well lit Obesity rates found in Decreased Reduce obesity Rate of obese chil- 2009 Monterey County obesity rate Monterey County rates in Mon- ? dren and adults Health Department in Monterey Health Department terey Records County Increased Number of schools 2012 Walter Colton awareness Educate the participating in pe- Walk to School Week and involve all Safe Routes To School Biannually (April community destrian and bicycle pedometer data; Need schools in Walk Coordinator/School & October) how to safely safety events and baseline data for other to School Day/ administration/staff and legally op- activities schools K-12 Week events erate a bicycle by 2018 and practice Number of pedes- Decreased safe pedestrian trian and bicycle cita- Monterey Police number of behavior Monterey Police De- tions (e.g. jaywalking Department Citation citations (with Annually partment and minors without Records increased helmets) enforcement) Draft Monterey on the Move | 51 DATA COL- DATA COLLEC- MEASURE OF EF- BASELINE MEA- OBJECTIVE TARGET LECTION TION RESPONSI- FECTIVENESS SUREMENT FREQUENCY BILITY Eight new Enhance con- Number of bicycle bicycle racks nections be- parking spaces near 2009 bicycle parking Plans & Public Works - installed in the Annually tween modes transit and trip gen- survey Traffic Engineering downtown area of transporta- erators by 2015 tion to reduce congestion and Increased provide flexibil- number and/ ity within the MST bus capacity to MST bicycle rack or capacity of Annually MST/Public Works transportation hold bicycles capacity in 2012 bicycle racks on network MST buses by Connectivity 2018 & Access All crossings 2013 Inventory of Number of intersec- near major trip existing and needed Progress update tions and crossings generators are Plans & Public Works ADA ramps at inter- Annually Improve ADA with ADA ramps ADA accessible sections in the city access and ac- by 2020 commodations Signalized throughout the intersections are city Number of audible 2013 traffic Signal equipped with Update Progress Plans & Public Works - countdown pedes- Inventory audible count- Annually Traffic Engineering trian phases down pedestrian phases Number of bicycle Signalized detection devices at 2012 Bicycle Detec- intersections Update Progress Plans & Public Works - signalized intersec- tion Inventory (MOM) equipped with Annually Traffic Engineering tions along bicycle bicycle detection routes Increased number of Number of City Number of City em- employees who employees that com- ployees commuting Human Resources; commute by ac- Annually mute by alternative by active transporta- Payroll tive transporta- transportation tion in 2013 tion more than Promote active one day/week transportation and increase Increased num- Plans & Public Works; Needed - survey of bi- mode share by Number of bicycle ber of bicycle Non-profit organi- Encourage- cycle commute group Annually improving user Commute Groups commute groups zation; Academic ment & participation convenience and participants Institution Convenience and through Increased encourage- Participation data participation ment activities Number of Citywide from 2012 Spring Bike Biannually (April in events; Plans & Public Works; and programs Active Lifestyle En- to Work Event; ticket & October) or increased Parks & Recreation couragement Events sales or registration (if during event frequency of applicable) events 2012 Pedestrian & Bi- Mode Share of Bicycle Increased mode Biannually (April Plans & Public Works - cycle Counts; AMBAG; and Pedestrian Trips share & October) Traffic Engineering U.S. Census 2012 MST Ridership Increased transit Transit Ridership Annually MST counts ridership 52 | Draft Monterey on the Move DATA COL- DATA COLLEC- MEASURE OF EF- BASELINE MEA- OBJECTIVE TARGET LECTION TION RESPONSI- FECTIVENESS SUREMENT FREQUENCY BILITY Encourage tourists to Increased per- Percentage of tourists Plans & Public Works; walk, bicycle centage of trips Annually (Sum- trips taken by active Needed: Hotel surveys Hotels; Visitor-serving and ride transit taken by active mer) transport businesses to explore transport Monterey Wayfinding, Increased vol- Visitor Serving Create Pedestrian and bicycle 2012 Pedestrian & umes bike and Annually (Sum- Plans & Public Works - & Supportive engaging and volumes in defined Bicycle Counts ped volumes in mer) Traffic Engineering Amenities pleasurable visitor-serving areas VS areas pedestrian environments Increased that enhance Number of businesses number of businesses number of the visitor that provide outdoor providing outdoor businesses that Annually Plans & Public Works experience seating/dining seating/dining in 2012 provide outdoor seating Provide design Number of cases of Reduced cases 2012 Police Reports Annually Police Department standards, and bicycle theft of bicycle theft Design, Con- maintenance struction & programs to Number of code Maintenance ensure safety enfocement cases Code Enforcement Resolved code and longevity involving encroach- reporting records in enforcement Annually Code Enforcement of facilities ment of sidewalks or 2012 cases walking paths Secure funding to imple- Total grant/NIP/CIP Funding & Amount of funding al- Increased fund- ment bicycle, dollars allocated to Implementa- located to bicycle and ing; increased Annually Grant Coordinator pedestrian and bike, ped, and SRTS tion pedestrian projects funding sources safe routes to projects in 2011/12. school projects Draft Monterey on the Move | 53 Funding & Implementation · Connectivity & Accessibility – Does the project improve connectivity or access to FUNDING AND IMPLEMENTATION Federal transportation bill MAP 21 cut funding for the following trip generators likely to have pedestrian and bicycle projects and made them high pedestrian and bicycle volumes or more competitive. MAP 21 sunsets in 2014 and serve special needs users: until then efforts should be focused on finding lo- o Academic Institutions – K-12 schools, cal sources of funding for bicycle, pedestrian and colleges, universities transit projects. o Community Facilities – libraries, Local, regional, state and federal funding sources community centers, post offices, parks, beaches, wharfs o o Health Services – hospitals, health o Neighborhood Improvement Program clinics, child care centers, senior cen- o Capital Improvement Program ters, senior housing o Bicycle Transportation Account o SR2S o Retail – restaurants and stores o TDA 2% o Entertainment centers – movie the- o TE aters, convention centers, museums, o RSTP aquarium, fairgrounds, performance o Foundations halls o Recreational Trails Program – Federal (http://www.fhwa.dot.gov/environment/ Community Transformation Grants (CTG) – pedes- o Housing – apartments, condomini- recreational_trails/funding/) ums, senior housing trian Healthy Community Design Initiative (Health Impact o Assessments) o Transportation Facilities – transit Development Fees stations/stops, pedestrian plazas, o Recreation trail · Multimodal – Does the project positively af- o fect multiple modes of transportation in an Prioritization of Projects Projects were prioritized based on safety, clos- area or along a corridor? ing gaps within the network, improving access · Encouragement – Does the project or pro- or connectivity to major trip generators or for gram contain an encouragement component special needs users, enhancing multiple modes of that will increase bicycling, walking or rid- transportation, and encouragement. The ease of ing transit? Does it enhance the attractive- implementation and available or potential funding ness of an area for pedestrians or bicyclists? was also considered in prioritizing short-term and · Readiness/Funding Availability – Does long-term projects. These criteria were derived the project require multiple steps and from collision data, traffic counts, speed surveys processes to implement such as surveying, and community input. design, environmental review, etc? Is the · Safety – Does the project improve the safety project eligible to receive funding from a of users through physical improvements, source outside of the City such as a state or education or enforcement? (based on Mon- federal grant, private foundation or asso- terey Police Department collision data and ciation? The complexity of the project and community survey results) funding will determine how long it will take · Close Gaps – Does the project link two or to implement. Some projects such as strip- more existing or proposed paths? Draft Monterey on the Move | 54 ing bicycle lanes and installing bicycle racks will be easier to implement than construct- ing sidewalks, curb extensions or round- abouts. Draft Monterey on the Move | 55 Master Project List Draft Monterey on the Move | 56 MONTEREY ON THE MOVE MASTER PROJECT LIST Improvements Facilities Directly Served by Improvement Multiple Close Connectivity & Commercial/Em Schools/Coll Parks/ Recreation/ Public Beach/ Coastal Safety Multimodal Readiness Family Gaps Access ployment Areas eges Open Space Facilities Access Priority Project Type Residential Del Monte Recreation Trail Improvements LOW (widening) La Playa St to Wharf I; Wharf 1 to bicycle/ped X X X X X X X Aquarium (where feasible) Fremont Bikeway and pedestrian improvements LOW (on north side of Fremont from Camino Aguajito bicycle/ped to Camino El Estero) Bicycle Detection at Fairgrounds/Garden Rd for LOW bicycle X X Bicyclists turning left onto Garden Rd Bicycle Detection at intersections along N. LOW Fremont; esp for Bicycles turning left onto Casa bicycle X X X X X X Verde from N. Fremont Need RFP for LOW Rec Trail/Lighthouse Curve Bike/Ped Connection X X X X X X X design ideas Reeside Contra-Flow Bicycle lane from LOW Hawthorne to Foam St; Bicycle detection at Bicycle Reeside/Lighthouse & Reeside/Foam Van Buren/Artillery Connection Improvements LOW for bicycle and ADA access Phase II (Switch-back bicycle/ped X X X X X X X ramps or new bridge) New Monterey Sidewalk Gaps (Laine/Drake, LOW Ped X X X X X X Foam/Irving) LOW Calle Principal/Del Monte audible countdown Ped X X X X X X X X MED Church Street Sidewalks Ped/SRTS X X X X X X X X MED Franklin Sidewalk Ped/SRTS X X X X X X X X Van Buren/Artillery Connection Improvements MED bicycle/ped X X X X X X for bicycle and ADA access Phase I Park Avenue/Recreation Trail Crossing MED bicycle/ped X Improvements Figueroa/Recreation Trail Crossing MED bicycle/ped X X X X X X X X Improvements, re-route rec trail/roundabout? Sloat Ave/Fifth Street Curb Extensions crossing MED Ped X X treatments and lighting Garden Road/Fairground Rd Sidewalk and Class MED Ped X X X X X II/Class II Bicycle markings MED Foam Sidewalk Gap Ped X X X X MED Jocelyn Canyon Bicycle Route Bicycle X X X X X X East Downtown Bicycle Boulevard Signage, HIGH striping and stop control warrant study(Along bicycle X X X X X X X X X X Third and Pearl from Sloat to Van Buren) N. Fremont Bicycle Lanes and Boulevards (Signage, striping, and intersection widening) HIGH Class II lanes: N. Fremont, Fairgrounds; bicycle X X X X X X X X Bikeways: Casanova Ave, Airport, Casa Verde, English, Montecito Improvements Facilities Directly Served by Improvement Multiple Close Connectivity & Commercial/Em Schools/Coll Parks/ Recreation/ Public Beach/ Coastal Safety Multimodal Readiness Family Gaps Access ployment Areas eges Open Space Facilities Access Priority Project Type Residential New Monterey Bicycle Boulevard, Signage, HIGH striping, warrant study for stop controls (Laine, bicycle X X X X X X X X Hoffman, Reeside, Hawthorne) HIGH Hawthorne/Bolio Bicycle/Pedestrian Connection bicycle/ped X X X X X X X X X Cannery Row/New Monterey Recreation Trail HIGH bicycle/ped X X X X X X X X Crossing Safety and Lighting Improvements Casa Verde/Recreation Trail Bicycle crossing HIGH bicycle/ped X X X X X X X X X Improvements Wave St Bicycle Boulevard (signage, stop HIGH Bicycle X X X warrant study, paint) HIGH English/Recreation Trail Access improvements bicycle/ped X X X X X X X X X X Pedestrian/S HIGH Soledad Drive Sidewalk X X X X X X X RTS Intersection reconstruction Soledad/Munras; Soledad Dr & Munras Bicycle Lanes and HIGH Bicycle/ped X X X X X X X X Pedestrian infrastructure (calss II lanes/sidewalk and ADA ramps) Soledad/Soledad/Mar Vista Roundabout and Pedestrian/S HIGH X X X X X sidewalk RTS Laine St sidewalk maintenance (Dickman, HIGH Pedestrian X X X X X Hoffman & David) HIGH Old Town ADA Improvements Pedestrian X X X X X X X X Casanova/Melway Cir curb extensions and HIGH Pedestrian X X X X X X crosswalk