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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
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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
