prepared for
April 3. 2024
Attachment 1
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3 Table of Contents
Executive Summary 5
Chapter 1 Vision and Guiding Principles 9
Chapter 2 Where The Region Stands 17
Chapter 3 Engaging The Community 49
Chapter 4 Active Transportation Toolbox 55
Chapter 5 Network Recommendations 83
Chapter 6 Implementation & Accountability 107
Appendix A Land Use Maps 122
Appendix B Survey Results 132
Appendix C Prioritization Process 144
Appendix D Project List 148
Appendix E Sample Resolution 162
Appendix F ATP Checklist 164
4 5
Executive Summary
MCAG is taking strides in its efforts of building
and maintaining safe and connected bicycle,
pedestrian, and transit networks to meet the
community’s need to improve the existing
roadway networks, reduce fatalities and serious
injuries throughout the county, improve public
health, and reduce dependency on single
occupancy vehicles through the development of
a comprehensive Regional Active Transportation
Plan (ATP). Active transportation describes
a means of getting around that is primarily
powered by human energy, such as walking
and bicycling. Throughout this document,
all references to pedestrians are inclusive of
persons with disabilities who use mobility
aids (such as, scooters, manual and powered
wheelchairs) to access public pedestrian
walkways. Land use, the current state of the
economy, institutionalized practices, and society
can shape the active transportation experience.
These factors play into the decision of how
people travel: to get groceries, to go to school,
to get to work, and to upkeep a healthy lifestyle.
This Plan is a regional document that takes
a countywide look at the pedestrian and
bicycle networks and how MCAG and
its member agencies can support active
transportation through education, equity,
policy, and implementation. Walking and biking
recommendations are made for the following
jurisdictions in the region:
The cities of:
• Atwater
• Dos Palos
• Livingston
• Los Banos
• Merced
Larger unincorporated communities within
Merced County:
• Delhi
• Hilmar
• Planada
• Santa Nella
• South Dos Palos
• Winton
The City of Gustine completed an Active
Transportation Plan in 2021, the primary
projects of which are included for reference.
Merced Regional Active
Transportation Plan
This plan is structured to provide a guiding vision
and set of goals, a comprehensive overview
existing conditions for bicyclists and pedestrians,
and specific projects, strategies, and actions to
advance and encourage walking and bicycling.
• Chapter 1: Vision and Guiding Principles
provides insight to the purpose and need
for an Active Transportation Plan for Merced
County, including the plan development
process, as well as the overall vision and
goals that grounds the Plan.
• Chapter 2: Where the Region Stands
includes a summary of each of the
jurisdictions existing bicycle and pedestrian
infrastructure, major barriers in the network,
an overview of bicycle and pedestrian
related collision trends, and an overview of
the presence of disadvantaged communities
countywide and associated equity analysis.
• Chapter 3: Engaging the Community
highlights the various outreach efforts and
activities conducted to solicit feedback and
input on the development of this plan.
• Chapter 4: Active Transportation Toolbox
includes a primer on national best
practices around design and policy, as well
as infrastructure and non-infrastructure
countermeasures
• Chapter 5: Building Out a Regional
Network provides a list of recommended
improvements for jurisdictions to consider
for implementation. Each project was
prioritized based on various considerations
including feasibility, safety, access, equity,
and connectivity.
• Chapter 6: Implementation and
Accountability includes potential funding
opportunities, how to track progress of
enhancing the transportation network,
and strategies for MCAG and its member
jurisdictions to coordinate to create a
safer, complete, and connected active
transportation network.
Collectively, the recommended plans and
policies in this document reflect a vision where
people of all ages and abilities have access
to safe, connected, and robust facilities for
bicycling and walking.
6 7
8 11
9 Vision and
Guiding Principles
What we now consider “active transportation”
is very different from when transportation
was limited to walking and bicycling. Active
transportation today also includes using a
skateboard, electric bicycle or scooter, a
wheelchair, or roller skates. Even when we drive
or take transit, every trip we make begins and
ends with active transportation.
The obligation for MCAG and its partner
agencies is to build and maintain a
transportation system that serves every person,
helps the State reach its goals to improve public
health, reduce dependency on single occupancy
vehicles, and rectify historic discrimation
inequity in land use decision-making. The
Merced Regional Active Transportation Plan
provides a foundation for the development
and evolution of the local and regional active
transportation network. As decision makers
take on the task of preparing yearly budgets
and identifying the critical needs of each
partner agency, identifying and prioritizing
active transportation needs is more crucial than
ever. Ultimately, the purpose of this Plan is to
improve the quality of life in Merced County for
everyone – children, young adults, the elderly,
people with disabilities, and future generations
– through connecting the pedestrian and
bicycle network and making travel safer, more
convenient, and more comfortable.
Merced Regional Active
Transportation Plan
Plan Purpose and Need
The Merced County Regional Active
Transportation Plan is the blueprint for
enhancing active transportation in the region.
It is a combined pedestrian and bicycling plan
which builds off previous projects and programs
established through both local and regional
plans. This ATP intends to:
• Identify and support how active
transportation contributes to the County’s
health, environmental, economic, and land
use goals
• Acknowledge and address the effects of
infrastructure decisions on safety and
mobility, with an emphasis in communities
that have been historically underserved
• Provide decision makers with information in
making policy decisions that affect people
walking and biking
• Provide recommendations on where
to invest in bicycle and pedestrian
infrastructure
Embracing the Safe System Approach as part
of this ATP aligns with the 2022 National
Safety Strategy released by the US DOT,1 and
Caltrans’ commitment with the most recent
Strategic Highway Safety Plan. Committing to
and providing a Safe System, especially for
vulnerable road users, committing to providing
a Safe System, especially for vulnerable road
users, is a priority for the region.
1 https://safety.fhwa.dot.gov/zerodeaths/docs/FHWA_
SafeSystem_ Brochure_V9_508_200717.pdf
Plan Development Process
The Plan was developed to serve as a resource
for local agencies to plan and implement walking
and biking improvements, and for MCAG to
prioritize and implement improvements of
countywide significance. The content of the plan
and its recommendations were informed by
several inputs:
• Adopted local plans
• Existing data related to walking and biking
• Identified barriers to walking, biking, and
accessing transit through walk audits
• Benchmark on Safe System best practices
and where challenges may exist
• Input from community members through a
thorough engagement process
10 Priorities
Prioritizing walking, bicycling, and transit allows
people to get to and from their jobs, schools,
retail centers, recreational areas, and all around
the community. Facilitating an increase in active
transportation can confer a variety of benefits
such as improved safety, comfort, health, air
quality, economic vitality, and quality of life.
Increased walking and bicycling will also support
the region’s commitments to state climate goals,
including the reduction of vehicle miles traveled
(VMT).
Benefits of Active Transportation
Walking, biking, and other forms of active
transportation are integral to the health of
individuals and communities. The benefits of
active transportation include:
• Connecting people to schools, retail,
recreational, and transit centers, jobs, and
other members of the community
• Improving health and reducing the incidence
of disease and obesity
• Reducing air pollution and greenhouse gas
production
• Supporting local businesses and economic
vitality
• Creating more vibrant and lively streets
• Saving people money on gas and car
maintenance
Establishing a Safe System Policy
Safe System Approach is an international,
national, and state best practice
framework, and a foundation for
improving roadway safety. A Safe
System acknowledges the vulnerability
of the human body—in terms of the
amount of kinetic energy transfer a
body can withstand—when designing
and operating a transportation network
to minimize serious consequences of
crashes. According to the World Health
Organization, the goal of a Safe System is
to ensure that if crashes occur, they “do
not result in serious human injury.”
The MCAG Local Roadway Safety Plan also
acknowledges the Safe System approach.
Through these two plans, MCAG and
its member agencies are committing
to addressing safety problems, and
identifying and facilitating changes that
need to be implemented to create a safer
environment for pedestrians and bicyclists.
MCAG and its member agencies can adopt
a Safe System Policy, which would commit
them to, as a matter of policy, prioritize
the safety of vulnerable users over
multimodal operations in instances where
a tough trade-off decision between the
two is necessary. This can work to ensure a
safe and equitable roadway network.
11 Merced Regional Active
Transportation Plan
Health
In recognition of the importance of physical
activity for health, the United States Surgeon
General and the Centers for Disease Control
(CDC) encourage communities to design streets
to make walking and biking safe and easy.
2 Using
active modes of transportation is a low-cost and
effective way to incorporate physical activity
into daily routines. Benefits to both physical and
mental health from moderate amounts of daily
exercise include lowered risk of heart disease,
adult-onset diabetes, high-blood pressure, and
stress, as well as more energy, flexibility, and
muscle strength. Physical activity can also help
combat obesity and lower asthma rates.
This advice is pertinent to Merced County,
where health outcomes rank poorly compared
to statewide indicators on a number of fronts.
Merced County has higher obesity rates for
both adults and children than statewide and
nationwide averages, with children in particular
being significantly less likely to be physically
active. In terms of diabetes, Merced County has
the highest age-adjusted death rate for diabetes
in the San Joaquin Valley, and the fifth-highest
amongst California counties. Merced County
also sees a higher prevalence of chronic lower
respiratory diseases like asthma than statewide
averages.
3 2 Centers for Disease Control (CDC), “The 3 D’s: Design.
Develop. Deliver .” Retrieved from https://www.cdc.
gov/physicalactivity/inactivity-among-adults-50plus/
infographic.pdf
3 ”Merced County 2023 Community Health
Assessment.” Retried from https://www.countyofmerced.
com/DocumentCenter/View/12213/Merced-County-
Community-Health-Assessment.
Equity
Active transportation gives people who cannot
or choose not to drive more and affordable
options for getting around independently to
meet their daily needs. Those who benefit
most from improvements to walking and
biking include children (particularly for going
to school); many seniors and people with
disabilities; and low-income families, for whom
the cost of owning and operating a car can be
prohibitive
Economy
Active transportation can benefit the bottom
line of households, businesses, and cities. The
economic benefits of walking and biking include
lower transportation costs for individuals and
families, increased property values in traffic-
calmed neighborhoods, savings to cities from
less wear and tear on streets, less demand for
roadway improvements and parking lots, and a
greater ability for communities to attract new
residents and employers. .
Livability
Enabling people to make shorter trips on foot
or by bicycle can help communities improve
quality of life in important ways. More trips out
of the car shifted to walks and bike rides leads
to more interaction with neighbors. Local streets
become calmer and safer, but also livelier with
the increased presence of pedestrian and
bicyclists activity. The most discussed, and
perhaps most critical, environmental benefits of
active transportation are reduced air pollution
and emissions of greenhouse gases. Other
environmental benefits include energy savings,
less noise pollution, less water pollution, and
even reduced pressure to develop agricultural
and open space.
12 Vision
The Merced Region is a place where people of all ages, abilities, and backgrounds can safely, conveniently, and comfortably walk, bike, and roll to wherever their destinations may be. The active transportation system promotes healthy communities, improved quality of life, and equitable access to job and educational opportunities.
Guiding Principles
Safety
Create and maintain a safe environment
for people walking, biking, and rolling
Mode Shift
Increase the share of trips made using
active modes throughout the region
Equity
Prioritize active transportation
investments in underserved communities
Connectivity
Create a pedestrian and bicycle network that connects
people to key destinations and public transit
13 Merced Regional Active
Transportation Plan
Relevant Plans
The following is a review and analysis of existing
policies and programs at the state and local
levels. These plans and documents contain goals
and policies as well as specific requirements
related to active transportation. The following
summarizes the plans and identifies how they
will support the efforts of this ATP .
State Plans and Policies
Caltrans District 10 Active Transportation Plan
(2021)
The District 10 Active Transportation Plan
identifies needs on the State Highway System
and establishes a baseline for assessing future
progress by focusing on four goals: mobility,
safety, equity, and preservation.
This Plan supports the District 10 ATP by building
off its existing conditions, identifying walking
and bicycling needs, and funding to meet active
transportation needs.
Caltrans Complete Streets Evaluation Policy
(2021)
The Caltrans Complete Streets Evaluation
Policy focuses on providing comfortable,
convenient, and connected complete streets
facilities for people walking, biking, and taking
transit or passenger rail unless an exception is
documented and approved.
Regional Plans
Regional Transportation Plan (RTP) / Sustainable
Communities Strategy for Merced County (SCS)
(2022)
The RTP/SCS seeks to ensure that the Merced
County transportation system will continue to
operate efficiently over the next 25 years with
sufficient capacity to meet demand and that
mobility options are available for all of Merced
County’s residents.
Merced County Regional Bicycle
Transportation Plan (2008)
The purpose of MCAG’s Merced County Regional
Bicycle Transportation Plan is to provide
a comprehensive long-range view for the
development of an extensive regional bikeway
network that connects cities and unincorporated
areas countywide.
Local Plans
Relevant local plans were reviewed to consider
strategies for developing a complete and
connected walking and bicycling network that
promotes walking and bicycling access and
safety. This ATP aims to link ideas from local
plans and align with them in both incorporated
and unincorporated areas; however, it is the
responsibility of each jurisdiction to fully
implement their respective plans. Plans reviewed
include the Gustine Active Transportation Plan
(2022), City of Merced Active Transportation and
Safe Routes to School Plan (2019), City of Los
Banos Bicycle Pedestrian Plan (2018), Planada
Pedestrian Improvement Plan (2014), Franklin-
Beachwood Safe Routes to School Plan (2014),
City of Merced Bike Transportation Plan (2013),
and City of Livingston Bicycle Plan (2005).
14 Relevant Regional and Local Policies
In recent years, communities across the
region have adopted policies related to active
transportation.
Notable policies at the county level include:
• MCAG’s Regional Transportation Impact Fee
enacted in 2005 provides additional revenue
to mitigate transportation impacts on the
regional road network.
• Measure V is MCAG’s 30-year 1/2 cent
transportation sales tax for the Merced
County region that was passed by voters in
November 2016. The measure is estimated
to generate $15 million in new revenue
annually and $450 million over the life of
the measure. The Expenditure Plan requires
jurisdictions spend at least 20% of their
funding on alternative modes projects for
biking, walking, and other alternative modes
to single-occupant vehicle use.
• MCAG’s Regional Transportation Plan/
Sustainable Communities Strategies for
Merced County (RTP/SCS, 2022) identifies
policies to support a regional transportation
system and build out pedestrian and bicyclist
facilities where they do not currently exist.
Many of the RTP/SCS goals align with state
regulatory frameworks, including the
California Complete Streets Act (AB1358).
The RTP/SCS policies focus on actively
pursuing funding for active transportation
projects countywide.
• The 2030 Merced County General Plan
(2013) identifies policies to design an
efficient transportation network, promote
alternative modes of transportation, and
develop Complete Streets improvements
to support multimodal travel. The General
Plan requires all new or major reconstructed
streets within Urban Communities to
accommodate travel by pedestrians
and bicyclists, and coordinating bicycle
lane standards, active transportation
amenities, and funding between the
County’s incorporated and unincorporated
communities.
• MCAG’s Regional Bicycle Transportation Plan
(2008) includes strategies and policies to
connect bikeways throughout the county.
Notable policies at the local level include:
• The City of Merced’s Bicycle Transportation
Plan (2013) establishes a comprehensive
system of Complete Streets policies to
address all modes of transportation. Policies
are tailored to design streets consistent
with circulation function, transit-oriented
development, or site design that promotes
walking, bicycling, and transit usage. The
Complete Streets policies are revisited in the
City of Merced’s Active Transportation and
Safe Route to School Plan in 2019.
• The City of Gustine’s Active Transportation
Plan (2021) includes a policy to integrate
bicycle and pedestrian network and facility
needs into city planning documents and
capital improvement projects where
applicable. In order to do so, the plan
recommends adopting a Complete Streets
resolution or ordinance as a commitment to
developing bicycle and pedestrian facilities
throughout the City.
• The City of Los Banos Bicycle Pedestrian Plan
(2018) uses the City’s 2030 General Plan
as its basis for transportation goals. Tiering
off of the General Plan, the City aims to
incorporate Complete Streets policies into
local planning efforts.
15 16
22 17
Where The
Region Stands
Merced County encompasses over 1.2 million
acres, with 81 percent of available land
dedicated to agricultural uses and populations
concentrated throughout six incorporated cities
and numerous unincorporated communities.
While the region’s population remains
under 300,000, the MCAG 2022 Regional
Transportation Plan estimates the County will
increase by approximately 82,000 persons,
27,000 jobs, and 34,000 households by 2046.
A growing population needs a robust
transportation network to support all modes
of travel. Today, driving remains the primary
and main mode choice for many residents. At
the countywide level, only 2.3 percent and 0.4
percent of the population walks and bikes to
work, respectively. This reflects the existing
regional transportation system, which has
historically prioritized vehicles over the safety,
comfortability, and accessibility for bicyclists
and pedestrians. Understanding the conditions
of the transportation network and barriers
provides insight on potential countermeasures
that can be used to mitigate connectivity and
safety issues in the network.
This chapter provides information on the
current state of bicycling and walking through
a discussion of the existing facilities, barriers
to travel, collision data, and disadvantaged
community metrics.
Existing Facilities
Safe and connected active transportation facilities
promote the mode shift from vehicles to walking
and bicycling and provide the first- and last-mile
connection from transit facilities to destinations
such as retail centers, work, school, parks, and
many more facilities. When developing an Active
Transportation Plan for such a large geographical
area, the active transportation landscape can vary
significantly for each unincorporated community.
For instance, the transportation needs of more
densely populated areas, such as the City of
Merced, differ from those of lower-density or
more rural communities, such as Planada in
unincorporated Merced County. Therefore,
understanding user needs is a nuanced process
that must take local context and land use (as
documented in Appendix A) into consideration.
Multimodal facilities primarily consist of
sidewalks, trails, multi-use paths, and bicycle
facilities. Multimodal facilities support people
walking, biking, and all other non-motorized
modes of travel. Currently, Merced County has
approximately 42.1 miles of multi-use paths
and 108.3 miles of roadway with designated
bicycle facilities, as listed in Table 2. While
the exact length of existing sidewalks is
unavailable, sidewalks are provided in most
new developments but are intermittent or
missing in many older neighborhoods and rural
communities.
Merced Regional Active
Transportation Plan
Bicycle Facilities
Several types of bikeways and supporting
facilities come together to form a complete
bicycle network.
Bicycle parking requirements are provided in
various City and County development codes.
While bike parking is installed at most municipal
buildings and schools, these facilities in some
instances do neet meet the standards or quality
that residents expect.
Bikeways are classified in Chapter 1000 of the
Highway Design Manual (Caltrans, 2015) into
four primary types:
• Class I bike paths (including shared-use
paths and trails)
• Class II bike lanes (including Class IIB
buffered bike lanes)
• Class III bike routes (including Class IIIB
bicycle boulevards)
• Class IV separated bikeways
Bicycle facilities throughout the region are
mapped in Figures 5-10.
Class I Shared-Use Path
Bike Paths, often referred to as shared-use
paths or trails, are off -street facilities that
provide exclusive use for nonmotorized travel,
including bicyclists and pedestrians, as shown
in Figure 1. Bike paths have minimal cross flow
with motorists and are typically located along
landscaped corridors. Bike paths can be utilized
for both recreational and commute trips. These
paths provide an important recreational amenity
for bicyclists, pedestrians, dog walkers, runners,
skaters, and those using other nonmotorized
forms of travel. They are frequently designed to
offer a benefit to users, such as a connection not
previously included in the bicycle or pedestrian
network or traversing a barrier such as a freeway
or river . Unless specifically allowed by local laws,
equestrians are generally prohibited from using
bike paths. If horses and riders are allowed to
use the facility, paths should be designed to
accommodate all users, typically with wider
widths than traditional multiuse paths.
Class I bike paths currently exist in a few locations
in the county, typically alongside canals or
waterways or adjacent to busier roadways. In Los
Banos, Class I bike paths run along portions of the
Main Canal, Prairie Springs Drive, and Ward Road.
In Gustine, Class I bike paths run along Meredith
Avenue to Harry Schmidt Park. In Atwater, Class
I bike paths run along N Buchach Road and E
Juniper Avenue. The City of Merced and its
surrounding areas have the most robust Class I
bike path network in the County, with facilities
along Black Rascal Creek, Fahrens Creek, Bear
Creek, and Cottonwood Creek. Class I paths also
exist along Lake Road and Campus Parkway.
Table 2
Existing Bicycle Facilities in
Merced County by Facility Type
Facility Type Mileage
Class I shared-use paths 42.1
Class II bike lanes 69.1
Class III bike routes 39.2
Class IV separated bikeways 0
18 Figure 1
Class I shared-use paths on
either side of a large arterial
Class II Bike Lane & Class IIB Buffered Bike Lane
Class II bike lanes are on-street facilities that
use striping, stencils, and signage to denote
preferential or exclusive use by bicyclists. On-
street bike lanes are located adjacent to motor
vehicle traffic. Well-designed bike lanes provide
adequate space for comfortable riding and
alert drivers about the predictable movements
of bicyclists. The majority of existing bicycle
facilities throughout the region are categorized
as Class II bicycle lanes, with most located in the
urbanized areas of Los Banos and Merced.
Class IIB, or buffered bike lanes, are standard
bike lanes paired with a designated buffer space,
separating the bicycle lane from the adjacent
motor vehicle travel lane and/or parking lane,
as shown in Figure 2. This type of bikeway
provides greater distance between vehicles and
bicycles, space for bicyclists to pass each other,
and greater space for bicycling without making
the bike lane appear so wide that it might be
mistaken for a travel lane; and encourages
bicycling by contributing to the perception of
safety.
Figure 2
Class IIB buffered bike lanes
along a three-lane collector
19 Merced Regional Active
Transportation Plan
Class III Bikeways: Bike Route and Bike Boulevard
Bike routes are streets with signage and optional
pavement markings where bicyclists travel
on the shoulder or share a lane with motor
vehicles. Class III bike routes are best suited for
low-speed and low-volume streets, to connect
bike lanes or paths along corridors that do not
provide enough space for dedicated lanes.
Shoulders are preferable but not required on
streets with Class III bike routes.
Bicycle boulevards, as shown in Figure 3, are
designated in this Plan as Class IIIB. They are
similar to bike routes in that they are routes
shared with automobile traffic. They are located
on low-speed and low-volume streets, such as
those found in residential neighborhoods, and
can close important gaps in the bicycle network
on roads with insufficient space for dedicated
lanes. Bicycle boulevards are distinct from
typical bike routes in that further enhancements
are provided to slow speeds and discourage
non-local vehicle traffic via traffic diverters,
chicanes, traffic circles, and/or speed tables.
Bicycle boulevards can also feature special
wayfinding signage to nearby destinations or
other bikeways.
Most bicycle routes run throughout the City
of Gustine and in the City of Merced providing
connections to Class II bike lanes.
Class IV Separated Bikeway
Class IV separated bikeways, commonly known
as cycle tracks, are physically separated bicycle
facilities that are distinct from the sidewalk and
designed for exclusive use by bicyclists. They
are located within the street right-of-way but
provide comfort similar to Class I bike paths.
The key feature of a separated bikeway, as
shown in Figure 4, is a vertical element that
provides further separation from motor
vehicle traffic. Common vertical elements
used for separation include a vertical curb,
a painted buffer with flexible posts, parked
cars, a landscaped area, large planters, or a
fixed barrier . Separated bikeways may also
be constructed by creating a bike lane at a
height above the vehicular lanes. Separated
bikeways can be either one-way or two-way,
accommodating a single direction of travel or
both. No Class IV separated bikeways currently
exist in the region.
Figure 3
A neighborhood residential
street designated as a
Class IIIB bike boulevard
20 Figure 4
Class IV separated bikeways, featuring
plastic bollards installed in a painted
buffer, running along a five-lane arterial
Overland Ave
H St
Pacheco Blvd
Pacheco Blvd
I St
2nd St
Willmott Rd
Ward Rd
San Luis St
Pioneer Rd
Center Ave
Cardoza Rd
Ortigalita Rd
Place Rd
Place Rd
Mercey Springs Rd
7 th St 7th St
7th St
B St
165
33 33
165
152152
H St
Figure 5
Existing Bicycle Network
Los Banos
N
Class I
Class II
Class III
KEY
21 Merced Regional Active
Transportation Plan
Santa Fe Ave
Santa Fe Dr
Yosemite Ave
Olive Ave
G St
M St
Lake Rd
Bellevue Rd
Snelling Hwy
Childs AveChilds Ave
West Ave
G St
R St
V St
M St
Yosemite Ave
Olive Ave
Glen Ave
Parsons Ave
McKee Rd
Campus Pkwy
20th
St
11th
St
Gerard Ave
N 99
99 59
140
140
Figure 6
Existing Bicycle Network
City of Merced Class I
Class II
Class III
KEY
22 Figure 8
Existing Bicycle Network
Livingston
Figure 7
Existing Bicycle Network
Gustine
South Ave
West Ave
North Ave
Lucerne Ave
Jensen Rd
Meredith Ave
Sullivan Rd
East Ave
Linden Ave
Grove Ave
3rd Ave
Carnation Rd
140
140
33 33
140
33 140
33 N
Class I
Class II
Class III
KEY
Class I
Class II
Class III
KEY
N
99 99
99 B St
F St
Peach Ave
Robin Ave
Main St
Main St
Walnut Ave
Dwight Way
Campbell Ave
Winton Pkwy
Hammatt Ave
Olive Ave
23 Merced Regional Active
Transportation Plan
Figure 9
Existing Bicycle Network
Atwater and Winton
99 99
99 Bellevue Rd Bellevue Rd
Shaffer Rd
Winton Way
1 st St
Juniper Ave
Hospital Ave
Shaffer Rd
Atwater Blvd
Juniper Ave
Buhach Rd
Applegate Rd
Giannini Rd
Fleming Rd
Olive Ave
Olive Ave
Walnut Ave
Winton Way
Cypress Ave
Santa Fe Dr
Santa Fe Dr
Santa Fe Dr
N
Cressey Way
Palm Ave
Meadow Dr
Santa Fe Dr
Figure 10
Existing Bicycle Network
Cressey
N
Class I
Class II
Class III
KEY
Class I
Class II
Class III
KEY
24 Pedestrian Facilities
Pedestrian facilities provide connections for those
rolling and traveling by foot, and include shared-
use paths and trails, sidewalks, and crosswalks.
Class I bikeways, discussed previously, are also
used by pedestrians, and thus frequently known
as shared-use paths or multi-use trails.
Sidewalks are paved areas immediately adjacent
to the vehicular right-of-way for the exclusive
use of pedestrians and may be used by people
riding bicycles unless prohibited. Unlike shared-
use paths, they are directly adjacent to the main
right-of-way. As with trails, shade is important
to encourage walking in Merced County’s hot
summer climate.
A legal crosswalk, whether marked or unmarked,
in California is designed as the extension of the
sidewalk as a desire line across the road at an
intersection. Marked crosswalks feature striping
and other enhancements to delineate a street
crossing for pedestrians. There are two types of
marked crosswalks:
• Controlled crosswalks are located at
intersections with stop signs or traffic
signals. They provide the most protection
for pedestrians since they require drivers
to come to a complete stop for to people
in the crosswalk. Sharks teeth, or yield
markings, are often installed before a
marked crossing without stop control
to notify motorists to stop and yield to
pedestrians. Opportunities for enhancement
may include adding pedestrian countdowns
during the “Flash Don’t Walk” signal phase;
providing the walk phase during each signal
cycle without having to press the push
button (also referred to as “pedestrian
recall”); prohibiting right turn on red; and
automatically giving pedestrians a leading
pedestrian interval (LPI) at crossings.
• Uncontrolled crosswalks are located at
intersections without stop signs or traffic
signals. In some cases, uncontrolled
crosswalks are also found in the middle
of a larger block to provide quicker access
between streets. Under California law,
drivers are legally required to yield to
pedestrians at uncontrolled crosswalks.
Gaps in sidewalks, missing links in the bikeway
network, and missing crosswalk links are
commonplace in Merced County and pose
significant challenges and barriers to active
transportation.
25 Merced Regional Active
Transportation Plan
Connectivity Across Other Modes
Wayfinding
Wayfinding provides orientation and spatial
relationships for users, particularly bicyclists
and pedestrians. While there are a handful
of wayfinding signs in the City of Merced’s
downtown core, wayfinding signage is scarce in
the rest of Merced County.
Roadway Network
Merced County is served by a multimodal
transportation system that incorporates
roadways, railways, airports, pedestrian and
bicycle facilities to aid in the movement of
people and goods throughout the region.
Interstate 5 (I-5) and State Route 99 (SR 99)
provide the primary connection to major cities
within the region and link the county to other
parts of California and beyond. Other state
highways in the County include SR 33, SR 140,
SR 152, and SR 165.
Merced County contains a mix of roadway types
that vary in right-of-way, number of travel lanes,
median type, design speed, and bicycle and
pedestrian infrastructure. The Transportation
and Circulation Element in the County General
Plan identifies all major roadways that provide
connections throughout the County.
SR 99 is the primary limited-access highway
serving most of Merced County, directly serving
the communities of Delhi, Buhach, Franklin, and
the Cities of Atwater, Livingston, and Merced.
However, for the communities that it serves,
SR 99 also bisects them and acts as a physical
barrier between neighborhoods. Freeway
crossings are infrequent, and the crossing points
that do exist are often at interchanges featuring
heavy, fast-moving traffic as well as complex
intersection geometries and traffic patterns,
all of which pose safety risks, especially for
bicyclists and pedestrians.
In addition to SR 99, the region is connected
by many arterials that serve large volumes of
traffic, often at high speeds. Some of these are
state routes controlled by Caltrans, while other
roads are controlled by Merced County or local
jurisdictions. In addition to serving as regional
connectors, these roads also pass through cities
and towns around the County, where they
sometimes also serve as main streets in city
business districts. When passing through these
districts, the roads serve pedestrians, bicyclists,
and local vehicle traffic as well as traffic moving
between communities. While posted speed
limits on arterial roadways are generally lower
when they pass through cities and towns,
actual observed speeds and traffic volumes are
nonetheless high, which pose safety risks. In
addition, because they are often designed to
prioritize high volumes of through traffic, they
often do not feature sufficient crossing facilities
in terms of quantity and frequency or quality.
Careful design is required to ensure that these
roads serve all users, are safe for all users,
and do not serve as a barrier to bicyclists and
pedestrians.
26 27
Merced Regional Active
Transportation Plan
Transit
A well-planned bicycle and pedestrian network
can facilitate transit use by supporting access
to transit routes and creating first- and last-
mile connections between transit stops and
destinations. However, as a result of the barriers
present in the roadway network, significant
obstacles exist for accessing transit stations
and stops in Merced County, with the active
transportation network leading to and from
transit services facing many of the same issues
facing roadways countywide. The robust
roadway network, critical for travel and goods
movement, likewise creates challenges in
connectivity.
Transit service is provided via both bus and rail
within the region.
Bus
The Bus, Merced’s Regional Transit System, is
the single public transportation service provider
for all of Merced County. The Bus operates
on 15 fixed-route lines and two deviated fixed
routes throughout the region and provides
paratransit service for qualifying individuals who
cannot access the fixed-route service. The Bus
fixed route services operate from 6:00 a.m. to
8:00 p.m. Monday through Friday, and from 8:00
a.m. to 6:00 p.m. on weekends.
The Bus also operates “The Micro Bus” an on-
demand microtransit service providing local
rides within the communities of Dos Palos, Los
Banos, Santa Nella, and Gustine. Users can make
a reservation via a dispatch phone number,
website, or The Micro Bus application on
smartphones. The Micro Bus operates from 6:00
a.m. to 7:30 p.m. Monday through Friday, and
from 8:00 a.m. to 5:30 p.m. on weekends.
In addition to The Bus, there are other transit
providers in the area providing connections
to Yosemite Park. These operators include the
Yosemite Area Regional Transportation System
(YARTS), VIA Trailways, and Greyhound.
28 Rail
Passenger rail service is currently provided
by Amtrak on the San Joaquins route, which
connects the City of Merced on a route that runs
from Bakersfield to Stockton, with connecting
services via transfer to Los Angeles, Sacramento,
and the Bay Area. The San Joaquins run seven
days a week, with six trains in each direction.
In addition to passenger rail operated by
Amtrak, various freight railroads run through
Merced County, including the Union Pacific
Railroad (UP), California Northern Railroad
(CFNR), and BNSF Railway currently operate
within the region. Most of the railroad crossings
in the County are at-grade, and at-grade rail
crossings can pose significant barriers for
bicyclists and pedestrians. They may have a hard
time navigating at-grade crossings not designed
with bicycle and pedestrian accessibility in
mind, such as those missing key features such as
sidewalks. Furthermore, with increases in freight
traffic and, in particular, lengths of freight trains,
at-grade rail crossings can often be blocked
for significant lengths of time, which can pose
obstacles for travel and make rail lines barriers
in the communities they pass through.
The development of passenger rail in the region
is poised for significant future investment
through the expansion of the Altamont Corridor
Express (ACE) train service into Merced County
from the north, and California High Speed Rail
(HSR) from the south. ACE will establish service
via new stations in Livingston, Atwater, and
Merced. The Merced Station will also be utilized
by HSR through a proposed elevated track
facility.
While increasing investments in passenger rail
will come with many benefits for mode choice,
proper accommodations for pedestrians and
bicyclists will be necessary at proposed double-
tracked rail lines and new station locations to
avoid the creation of additional crossing and
accessibility barriers.
29 Merced Regional Active
Transportation Plan
Canals and Waterways
Merced County is crisscrossed by a network
of waterways and irrigation canals. While they
are critical to the region’s agricultural industry,
the canals that cover much of Merced County
often suffer from insufficient crossings – the
same issues as the region’s freeways. Moreover,
many crossings that do exist are narrow and lack
sufficient bicycle and pedestrian infrastructure,
and erosion and environmental are also factors
in the long-term durability of existing facilities,
such as the Bear Creek Trail in the City of
Merced. Many of the existing irrigation canals
are already used informally as walking routes,
such as in the City of Dos Palos as a connection
to O’Banion Park. Formalizing additional paths
along canals may present an opportunity
to expand the trail network if thoughtfully
developed to accommodate both agricultural
and transportation uses.
30 Mode Share and Trip Lengths
The American Community Survey (ACS) collects
statistics on Means of Transportation to Work
for every Census geography level larger than
a block. This dataset estimates the local share
of home-based work travel for workers 16
years and older by foot and bike as well as
other modes. Because the ACS only polls a
representative sample of residents in each
geography per year (on average, about 1% of
the local population), its metrics are bounded by
a margin of error. This analysis only refers to the
ACS mode share metrics at the county level, city
level, and unincorporated community (“Census-
designated place (CDP)”) level, where sample
sizes are large enough and margins of error
small enough for reasonably precise analysis.
The ACS Means of Transportation to Work
dataset is undoubtedly useful for understanding
home-based work commute mode share in
residential areas, but it is less appropriate for
estimating active mode share for all trip types
and beyond residential areas. For example, the
ACS metrics will fail to reflect recreational active
travel in rural areas, active travel by students
from homes to schools, and work-related active
travel to residential areas by domestic workers.
Commute Mode Choice
As seen in Table 3, the walk and bike mode
share for most communities is relatively small, in
the range of zero to three percent. The majority
of residents, 82.7%, commute by car each day.
Zero Vehicle Households
The choice to walk or bike may be impacted by
whether a household has a vehicle available for
trips. If a household has two commuters but
one vehicle, one of the commuters must find
another mode of transportation to work unless
the household carpools. In Merced County, most
households have at least two vehicles available.
Approximately 49.4 percent of households have
over three vehicles available while only 2.6
percent do not have any vehicles available.
Location Total Population of
Workers
Walk Bike Drive Alone
# % # % # %
Merced County
(As A Whole) 106,381 2,481 2.3% 396 0.4% 92,217 87.2%
Merced County
(Unincorporated) 20,514 446 2.2% 0 0% 17,481 87%
Merced County
(Cities) 72,109 1,028 1.4% 391 0.5% 63,069 87.6%
Table 3 Means of Transportation to Work (2022 5-Year Average) Source: US Census Bureau American Community Survey (ACS) 2018-2022 5-Year data 31 Merced Regional Active
Transportation Plan
Level of Traffic Stress in Bicycle Facilities
Cities and counties around California and
nationwide are using a “level of traffic stress”
(LTS) analysis to help determine the comfort of
bicycling in their communities. An LTS analysis
takes different travel corridor characteristics
into consideration, including the number of
travel lanes, speed of traffic, number of vehicles,
presence of bike lanes, width of bike lanes,
and presence of physical barriers providing
protection from traffic. Based on these variables,
a bicycle facility can be rated with an LTS ranging
from 1 to 4.
The most comfortable (least stressful) facilities
are given an LTS 1 rating. Facilities with this
rating are typically shared-use paths, separated
bikeways, low-volume and low-speed bike
routes, and bike lanes on calm and narrow
streets. The most stressful (least comfortable)
facilities are given an LTS 4 rating. Facilities with
this rating are typically major arterials with
multiple lanes of traffic (with or without bicycle
lanes in some cases, depending on speeds) or
narrower streets with higher speed limits.
Addressing comfort is one of the most
important actions any community can take to
create a more bicycle-friendly transportation
system. Studies have shown that a community’s
interest in biking can be increased by providing
comfortable streets with lower-stress
environments, such as providing protected and
off-road bike facilities, and slowing traffic on
corridors without such facilities.
Attitudes Towards Bicycling
People typically fall into one of four categories
as bicyclists, as shown in Figure 11. When
planning a bicycle network, these categories
can help determine which type of facilities will
provide the most comfortable experience for
riders, thereby encouraging use and mode shift:
• Strong and Fearless People in this group
are highly skilled and have the most riding
experience. They will use their bicycles on
arterials even when there are no bikeways
present. Studies suggest that “strong and
fearless” riders represent less than 1% of
people in a community. This group of riders
will feel comfortable using facilities with any
LTS rating.
• Enthused and Confident This group consists
of skilled riders who are also comfortable
sharing the road but prefer using bikeways
when they are available. “Enthused and
confident” riders make up about 7% of
people in a community. They typically feel
comfortable using facilities with an LTS rating
of 1, 2, or 3.
• Interested but Concerned This group of
people is curious about bicycling and enjoys
riding but are concerned about safety and
therefore do not ride regularly. They typically
avoid riding their bicycles on major arterials
unless there are facilities that provide a
high degree of protection. “Interested but
concerned” riders represent the majority
in a community (around 60%). Riders in
this group may only feel comfortable using
facilities with an LTS rating of 1 or 2.
• No Way No How People in this group are
simply not interested in riding a bicycle.
Riding a bicycle may not appeal to them for
several reasons. It may be inconvenient,
or they may not be physically able to ride.
This group represents approximately 33% of
people in a community.
32 Number of Travel Lanes Presence of Bike Lanes Width of Bike LanesSpeed of Traffic Number of Vehicles Presence of Physical Barrier
THE FOUR TYPES OF BICYCLISTS
LEVEL OF TRAFFIC STRESS
Level of traffic stress (LTS) is a way to evaluate the stress a bike rider will experience while riding on the road.
It is used to categorize roads by the types of riders above who will be willing to use them based on:
Most children can feel safe riding on these streets.
The mainstream “interested but concerned”
adult population will feel safe riding on these streets.
Streets that are acceptable to “enthused and confident”
riders who still prefer having their own dedicated space.
High-stress streets with high speed limits, multiple travel lanes, limited or non-existent bikeways, and long intersection crossing distances. 7% 5% 51% 37%
STRONGandFEARLESS ENTHUSEDandCONFIDENT INTERESTEDbutCONCERNED NOwayNOhow LTS 1
LTS 2
LTS 3
LTS 4
Figure 11 Cycling Comfort and Level of Traffic Stress (LTS) 33 Merced Regional Active
Transportation Plan
34 Collision Analysis
Making streets safer for people walking and
bicycling is a key goal of this Plan. Analysis of
collision records is one way to assess traffic
safety in a community and can help identify
key areas for infrastructure or programmatic
changes that improve safety and comfort for
people walking and bicycling. This section
summarizes the pedestrian- and bicycle-
involved collision trends and high-risk locations
in Merced County. This analysis utilizes data
on injury collisions from 2012 through 2021
available through the Transportation Injury
Mapping System (TIMS); this represents the
most recent ten years of data available on TIMS
at the time of the analysis. TIMS reports injury
collisions from the Statewide Integrated Traffic
Records System (SWITRS), but excludes collisions
that cause property damage only (PDO) and no
injuries. Geographically, the data includes all
collisions that occur within both incorporated
and unincorporated areas of Merced County.
The data excludes collisions that occur on
limited-access roadways (such as freeways)
but include collisions on all other roadways,
including State highways and other Caltrans-
maintained roadways, as well as privately-
maintained roadways.
A Note on the Data Source
While collision databases like TIMS remain
the best source of collision data, they
have been found to have certain reporting
biases, including:
• Collisions involving people walking, on
bicycles, or on motorcycles are less
likely to be reported than collisions with
people driving
• Younger victims are less likely to report
collisions
• Alcohol-involved collisions may be
underreported
Race, income, immigration status, and
English proficiency may also impact
reporting, but there is limited research on
these factors.
35 Merced Regional Active
Transportation Plan
Overall Trends
Collisions involving active modes are more
likely to result in severe injury and fatality.
During the ten-year analysis period there were
13,539 collisions resulting in injuries in the study
area. Of these collisions, 794 (6%) were pedestrian
collisions and 688 (5%) were bicycle collisions. These
1,482 collisions involving active modes are the
subject of analysis for this Active Transportation Plan.
As shown in Table 4, of these 1,482 collisions
involving active modes, 330, or 22%, are KSI collisions, collisions that result in someone being killed or
severely injured. However, as shown in Figure 12, the
proportion is significantly lower at 13% for all injury collisions across all modes (that is, including injury
collisions involving vehicles only). This speaks to the fact that people walking or biking are particularly
vulnerable in the event of a collision, as they lack the protection afforded to them by being inside a motor
vehicle. As a result, collisions involving active modes are more likely to result in injury and fatality.
Table 4 Collision Summary by Year and Mode
Bicycle Pedestrian Total
2012 80 71 151
2013 64 66 130
2014 86 61 147
2015 56 87 143
2016 78 100 178
2017 68 81 149
2018 82 97 179
2019 63 89 152
2020 55 54 108
2021 56 88 143
Total 688 794 1,482
1133%%
8877%%
Figure 13
Percent of KSI Collisions Among
All Injury Collisions, 2012-2021
2222%%
7788%%
Figure 12
Percent of KSI Collisions
Among Bicycle and Pedestrian
Injury Collisions, 2012-2021
36 Figures 14 and 15
show the temporal
trends of collisions
involving active
modes in Merced
County. As shown,
both the total number
of injury collisions
and the number of
KSI collisions have
both trended upwards
between 2012 and
2019. While both
the number of all
injury collisions and
the number of KSI
collisions dropped
between 2019 and
2020, this may
reflect traffic trends
during the peak
of the COVID-19
pandemic. The
number of all injury
collisions rebounded
upwards in 2021, and
the number of KSI
collisions hit a new
high in 2021.
Figure 15
Bicycle and Pedestrian KSI
Collisions by Year, 2012-2021
0 5
10 15
20 25
30 35
40 45
50 55
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Figure 14
Bicycle and Pedestrian Injury
Collisions by Year, 2012-2021
0 20
40 60
80 100
120
140
160
180
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Bicycle Collisions
Pedestrian Collisions
Bicycle Collisions
Pedestrian Collisions
37 Merced Regional Active
Transportation Plan
Merced Regional Active
Transportation Plan
Areas Near Schools
Areas adjacent to schools account for the vast
majority of collisions involving active modes.
Countywide, 52% of collisions involving active
modes occur within a quarter mile of K-12
schools, and 82% occur within a half mile.
Comparatively, the percentages of roadway
network within a quarter and half mile of K-12
schools are only 14% and 26%, respectively.
Despite having a small geographic footprint,
areas adjacent to schools are typically focal
points of communities with high levels of bicycle
and pedestrian activity and account for the vast
majority of collisions involving active modes.
Geographic Distribution
The geographic distribution of bicycle and
pedestrian collisions resulting in injury is uneven,
with some communities around Merced County
having higher rates of collisions than others.
Table 5 tabulates these comparisons for each of
the six incorporated cities within Merced County,
the unincorporated County as a whole, and major
unincorporated communities.
The following sections explore particular areas
and contexts of concern for these collisions.
Table 5 Collision Summary by Mode, Severity, and Location Bicycle
Collisions
Pedestrian
Collisions
Total
Collisions
Collisions Per
10,000 Residents
Community Population Injury KSI Injury KSI Injury KSI Injury KSI Atwater 31,970 61 6 82 11 143 17 44.7 5.3
Dos Palos 5,798 0 0 1 1 1 1 1.7 1.7
Gustine 6,110 0 0 1 1 1 1 1.6 1.6
Livingston 14,172 7 1 25 8 32 9 22.6 6.4
Los Banos 45,532 81 9 114 36 195 45 42.8 9.9
City of Merced 86,333 438 59 403 104 841 163 97.4 18.9 Delhi 10,656 6 0 20 6 26 6 24.4 5.6
Hilmar 5,164 3 0 9 0 12 0 23.2 N/A
Le Grand 1,592 0 0 1 0 1 0 6.3 N/A
Planada 4,164 5 1 4 1 9 2 21.6 4.8
South Dos Palos 1,747 3 2 4 2 7 4 40.1 22.9
Santa Nella 2,211 1 0 5 2 6 2 27.1 9.0
Winton 11,709 9 2 23 9 32 11 27.3 9.4
Unincorporated
County Total 91,287 101 23 168 71 269 94 29.5 10.3
Countywide 281,202 688 98 794 232 1,482 330 52.7 11.7
Source: Transportation Injury Mapping System (TIMS), 2012-2021 38 Merced Regional Active
Transportation Plan
Driving Under the Influence (DUI)
As shown in Figure 16, drug or alcohol
impairment was involved in 3% of bicycle-
involved collisions and 10% of bicycle KSIs. Drug
or alcohol impairment was also involved in 5%
of bicycle-involved collisions and 14% of bicycle
KSIs in Merced County outside Merced and Los
Banos.
As shown in Figure 17, there was drug or alcohol
impairment involved in 11% of pedestrian-
involved collisions and 22% of pedestrian KSIs.
11%
22%
14%
32%
0%
5%
10%
15%
20%
25%
30%
35%
40%
Injury Collisions
Countywide
KSI Collisions
Countywide
Injury Collisions,
Excluding Merced
and Los Banos
KSI Collisions,
Excluding Merced
and Los Banos
Figure 17
Pedestrian-
Involved
Collisions by
Intoxication
Involvement
33%%
1100%%
55%%
1144%%
0%
5%
10%
15%
20%
Injury Collisions
Countywide
KSI Collisions
Countywide
Injury Collisions,
Excluding Merced
and Los Banos
KSI Collisions,
Excluding Merced
and Los Banos
Figure 16
Bicycle-
Involved
Collisions by
Intoxication
Involvement
Drug or alcohol impairment was also involved in
14% of pedestrian-involved collisions and 32%
of pedestrian KSIs in Merced County outside
Merced and Los Banos.
Data suggests that KSI collisions are over-
represented among collisions involving drug
or alcohol impairment. This suggests that
reducing driving under the influence may reduce
the severity of collisions for bicyclists and
pedestrians, especially in rural areas.
DUI
Collisions
DUI
Collisions
39 Merced Regional Active
Transportation Plan
Lighting Conditions
Data shows that large shares of collisions
involving active modes, and especially
pedestrian and KSI collisions, are occuring in
the dark. The lack of lighting is an especially
pressing concern for these KSI collisions.
As shown in Figure 18, 71% of bicycle-involved
injury collisions occurred in daylight, with the
remaining 29% of collisions occurring in the
nighttime – that is, in either dusk, dawn, or fully
dark conditions. Of these, 20% occurred where
there were no streetlights. However, among
bicycle KSI collisions, the number of nighttime
collisions are significantly higher, with a majority
– 52% – occurring at nighttime. Of these, 31%
occurred where there were no streetlights.
Moreover, outside the larger population centers
within the region, Merced and Los Banos, the
rate of nighttime collisions are higher still, and
the proportion occurring in locations without
streetlights is also noticeably higher . Among
bicycle-involved collisions outside Merced
and Los Banos, 66% occurred in daylight, and
34% occurred in the nighttime. Of these, 51%
occurred where there were no streetlights.
Figure 18
Bicycle-
Involved
Collisions
by Lighting
7711%%
4488%%
6666%%
3388%%
2233%%
3366%%
1177%%
2200%%
66%%
1166%% 1177%%
4422%%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Injury Collisions
Countywide
KSI Collisions
Countywide
Injury Collisions,
Excluding Merced
and Los Banos
KSI Collisions,
Excluding Merced
and Los Banos
Daytime
Collisions
Nighttime
Collisions,
Streetlights
Not Present
Nighttime
Collisions,
Streetlights
Present
40 Merced Regional Active
Transportation Plan
Among bicycle KSI collisions outside Merced and
Los Banos, just 38% occurred in daylight, and a
full 62% occurred at nighttime. Of these, 67%
occurred where there were no streetlights.
As shown in Figure 19, among pedestrian-
involved collisions, a majority overall – 53% –
occurred during the nighttime. Of these, 30%
occurred where there were no streetlights.
Among pedestrian-involved KSIs, more than
three-quarters – 76% – occurred in the nighttime.
Of these, 38% occurred where there were no
streetlights. Outside of Merced and Los Banos,
a similar majority of 54% of pedestrian collisions
occurred during the nighttime. Of these, however,
54% occurred where there were no streetlights.
Among pedestrian KSI collisions outside Merced
and Los Banos, four in five occurred in the
nighttime, with just 20% occurring in daylight.
Of the nighttime collisions, 67% occurred where
there were no streetlights.
Data suggests that a large share of bicycle- and
especially pedestrian-involved collisions are
occurring during the nighttime, and KSI collisions
are especially overrepresented among these.
Furthermore, it suggests a major issue with the
availability of street lighting in Merced County,
especially in areas outside major population
centers. Moreover, even when collisions are
reported as occuring where streetlights are
present and functional, lack of adequate lighting
may still be a major contributing factor . The
quality of lighting can vary widely: streetlights can
be insufficiently bright, placed too widely apart,
or have poor coverage of people walking and
bicycling outside the main travel lanes.
Figure 19
Pedestrian-
Involved
Collisions
by Lighting
47%
24%
46%
20%
37%
47%
25%
26%
16%
29% 29%
54%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Injury Collisions
Countywide
KSI Collisions
Countywide
Injury Collisions,
Excluding Merced
and Los Banos
KSI Collisions,
Excluding Merced
and Los Banos
Daytime
Collisions
Nighttime
Collisions,
Streetlights
Not Present
Nighttime
Collisions,
Streetlights
Present
41 Merced Regional Active
Transportation Plan
Demographic Metrics
Disadvantaged communities see
disproportionate numbers of bicycle-
and pedestrian-involved collisions.
Population analysis identifies the size, structure,
and distribution of people in a study area and
helps understand trends to estimate future
needs. This is particularly important in a diverse
and growing region like Merced County. Table
6 provides a countywide and incorporated
cities’ breakdown of population, age, and racial
identity followed by jurisdictional descriptions.
There are a number of demographic metrics
considered as part of this Plan to identify
disadvantaged communities, including the
Healthy Places Index, CalEnviroScreen 4.0,
median household income, and rate of
eligibility for free or reduced priced meals in the
National School Lunch Program. The California
Transportation Commission (CTC) identifies
these metrics as qualifiers for communities being
disadvantaged in the 2025 Active Transportation
Program Guidelines. This project uses the metrics
for disadvantaged communities identified by the
CTC to identify whether collisions are happening
disproportionately in them. Cross-referencing
collision data indicates that disadvantaged
communities see disproportionate numbers of
bicycle- and pedestrian-involved collisions.
In addition, the Federal government has
introduced a number of tools that it uses to
identify disadvantaged communities. Two
of these, the Climate and Economic Justice
Screening Tool (CEJST) and the Equitable
Transportation Communities (ETC) Explorer, are
explored in this section.
Free or Reduced Price Meals
Eligibility to receive free or reduced-price meals
under the National School Lunch Program is an
indicator of child poverty. CTC qualifies areas
where at least 75% of public-school students are
eligible to receive free or reduced-price meals as
disadvantaged.
Areas in Merced within a quarter mile of a
school with 75% or more of students eligible for
free or reduced-price meals are home to 46%
of pedestrian- and bicycle-involved collisions,
but only 10% of the roadway network. Areas in
Merced within a half mile of a school with 75%
or more of students eligible for free or reduced-
price meals are home to 75% of pedestrian- and
bicycle-involved collisions, but only 22% of the
roadway network.
A Note on Funding
SB99 specifies that 25% of funds for active
transportation plans must directly benefit
disadvantaged communities. To fulfil this
requirement, a proposed project must be
located within or be within reasonable
proximity to a disadvantaged community.
42 Merced Regional Active
Transportation Plan
Characteristic Merced County Merced County
(Incorporated Areas Only)
Age
Group
0-14 24% 25%
15-24 16% 16%
25-34 15% 15%
35-54 24% 24%
55+ 21% 20%
Racial
Identity
Hispanic/Latinx 61% 63%
White 26% 23%
Black 3% 3%
Native American 0.30% 0%
Asian American or Pacific Islander 8% 8%
Other 2% 0%
Speaks English Less Than Very Well 22% 22%
Table 6 Merced County Population Statistics, 2021
Source: US Census Bureau American Community Survey (ACS) 2018-2022 5-Year data 43 Merced Regional Active
Transportation Plan
44 Merced Regional Active
Transportation Plan
CalEnviroScreen
CalEnviroScreen 4.0 aggregates a variety
of metrics to identify communities that are
disproportionately vulnerable to pollution and
environmental burdens. The CTC qualifies areas
that scores in CalEnviroScreen's top quartile
as disadvantaged communities. Areas with a
CalEnviroScreen score above than the 75th
percentile are home to 79% of pedestrian- and
bicycle-involved collisions, but only 65% of the
roadway network.
45 Figure 20
CalEnviroScreen 4.0 Scores
Areas in yellow score in the
75th percentile or higher
Merced
Atwater
Los Banos
Dos Palos
Gustine
Livingston
Delhi
Hilmar
Santa Nella
Planada
Merced Regional Active
Transportation Plan
Healthy Places Index (HPI)
The Healthy Places Index uses 25 community
characteristics to define a composite score of an
area’s health. The CTC qualifies areas that scores
in the Healthy Places Index’s bottom quartile as
disadvantaged communities. Areas with a Healthy
Places Index score below the 25th percentile are
home to 70% of pedestrian- and bicycle-involved
collisions, but only 56% of the roadway network.
46 Merced
Atwater
Los Banos
Dos Palos
Gustine
Livingston
Delhi
Hilmar
Santa Nella
Planada
Figure 21
Healthy Places Index Scores
Areas in yellow score in the
25th percentile or lower
Merced Regional Active
Transportation Plan
Median Household Income
CTC qualifies areas where the median household
income is less than 80% of the statewide median
income as disadvantaged communities. California’s
median household income in 2018 was $71,228,
and 80% of this is $56,982. Areas where the 2018
median household income was below $56,982 are
home to 75% of pedestrian- and bicycle-involved
collisions, but only 55% of the roadway network.
47 Merced
Atwater
Los Banos
Dos Palos
Gustine
Livingston
Delhi
Hilmar
Santa Nella
Planada
Figure 22
Median Household Income (MHI)
Areas in yellow have MHIs lower
than 80% of statewide MHI
Merced Regional Active
Transportation Plan
CEJST Results
The Climate and Economic Justice Screening Tool
(CEJST) is maintained by the Federal Council on
Environmental Quality and used by many Federal
programs as a means of identifying disadvantaged
communities. Census tracts are screened
based on a variety of factors, including climate,
energy, health, housing, transportation, legacy
pollution, waste, and workforce development.
Figure 23 shows areas in the region considered
disadvantaged by the CEJST.
48 Merced
Atwater
Los Banos
Dos Palos
Gustine
Livingston
Delhi
Hilmar
Santa Nella
Planada
Figure 23
CEJST Results
Areas in yellow are
identified as disadvantaged
Merced Regional Active
Transportation Plan
Equitable Transportation Communities
The US Department of Transportation (DOT)
created Equitable Transportation Communities
(ETC) Explorer as part of its Justice40 initiative to
complement the CEJST by providing additional
insight into transportation factors specifically. The
ETC Explorer is meant to capture the cumulative
burden of underinvestment in transportation in a
community. Figure 24 shows areas in the region
considered to be disadvantaged.
49 Merced
Atwater
Los Banos
Dos Palos
Gustine
Livingston
Delhi
Hilmar
Santa Nella
Planada
Figure 24
ETC Explorer Results
Areas in yellow are
identified as disadvantaged
50 33
51 Engaging The
Community
Input from residents and stakeholders of the
diverse communities across the region was
a fundamental part of the ATP development
process. Comprehensive engagement is critical
to ensure that recommended projects serve
the walking and biking needs of the community.
Outreach to the public helped to identify
locations for needed improvements, important
destinations for access, and refine preferences for
Mayor’s Bike Ride
Merced, 5/20/2023
types of treatments. Participation was solicited
through in-person and virtual workshops and
focus groups with community members, a
landing page on the MCAG website that links
to the project website, which was produced
in English and Spanish and includes a link to a
survey and interactive webmap, as well as various
in-person events throughout the region.
Merced Regional Active
Transportation Plan
Project Website
A website for the project, accessible from
phones, tablets, and computers, was created
in English and Spanish. The project website
included an overview of the project, dates and
times for outreach events, and an interactive
map and survey that allowed the public to
identify where there are existing challenges
to safety walk or bike and help prioritize the
recommendations included in this plan.
Overall, 195 responses were received on the
survey and 84 comments were received on the
project website.
Feedback provided on the website illustrated
the following themes:
• Safe Routes to School There is broad
support for creating better routes for
children to access schools.
• Speeding Insufficient measures in place to
prevent cars from speeding.
• Need for Sidewalks Need for more sidewalks
throughout the region to complete the
pedestrian network and decrease barriers
for walking.
• Insufficient Lighting Insufficient streetlights
throughout the region, with a particular
emphasis on rural rounds surrounding the
City of Merced.
• Poor Road Infrastructure The conditions of
some roads makes travel feel dangerous due
to potholes, steep slope changes, and a lack
of pavement.
• Difficult Crossings and Intersections A
handful of locations throughout the region
lack safe crossings and proper signage or
control devices.
• Bike Lane Quality Existing bike lanes are too
narrow and often times are on roads with
potholes and uneven surfaces.
• Bike Parking Bicycle parking is insufficient
or in some instances has been removed
without replacement. Respondents have
called for the need of also increasing safety
measures to prevent bicycle theft.
• Bike/Ped Connectivity Numerous segments
throughout the region that have gaps in
the network or end abruptly, impairing the
comfort for bicyclists and pedestrians.
• ADA Accessibility Insufficient opportunities
to cross for users with disabilities.
• Sight Difficulties The topography of the
street such as dips or curves increases
the discomfort for driving and difficulty of
identifying pedestrians and bicyclists.
• Separation of Traffic It is difficult for
bicyclists and vehicles to share the roads due
to road width and lack of protection.
• Traffic Flow Some of the control devices
throughout the region are not optimized for
efficiency, leading to longer queues.
52 Stakeholder Focus Groups
A series of Stakeholder Focus Groups were
conducted in February 2023 as part of the
existing conditions analysis. The goal of
these meetings was to obtain feedback on
existing challenges for biking and walking for
various interest groups, to build community
relationships and inform future engagement
efforts, and to discuss goals and measures of
success for the project overall. Invitations were
sent to representatives from approximately
45 stakeholder organizations and 119 school
sites. Participants in the focus group meetings
included representatives from schools, social
service organizations, transit providers,
non-profits, and agency staff including local
jurisdictions and Caltrans.
Key themes that emerged from these meetings
included:
• Staff resources are limited at local agencies
which makes it challenging to advance
projects
• Lack of knowledge about available funding
and how to pursue competitive grants
• Desire for better connectivity to transit,
including stops for local services and access
to upcoming rail projects
• Need for better crossings over railroad
tracks, which are challenging for people in
wheelchairs or using mobility devices
• Overall lack of accessible pedestrian
treatments countywide, and a particular
need for ramps and audible signals at busy
intersections
• Concern over post-crash care in rural
communities that have long response times,
or don’t have ambulance or emergency
services readily available
• General support for more robust, lower-
stress treatments that separate bicyclists
and pedestrians from traffic
• Support for raised crosswalks as a way to
calm traffic and increase pedestrian visibility
• Support for programs that promote bicycling
skills and education at all levels of school
• Improvements to social and physical health
should be a goal/outcome of this project
• Desire for safe ways to access places like the
Merced River or more regional recreational
facilities
53 Merced Regional Active
Transportation Plan
Community Pop-Ups
To meet people where they are, rather than
requiring them to come to a meeting specifically
for the ATP , project staff hosted booths at
local events whenever available. These events
provided the opportunity for the engagement of
a broader cross-section of the public than that
which would attend a typical project-specific
public meeting. Pop-ups were held at the
following events.
• Merced Mercado
November 3, 2022
• Delhi Community Meeting with Leadership
Counsel for Justice and Accountability
January 19, 2023
• Merced County Taskforce – Virtual Meeting
January 20, 2023
• South Merced Community Meeting
with Leadership Counsel for Justice and
Accountability
January 26, 2023
• Merced County Spring Fair in Los Banos
May 3-7, 2023
• Mayor’s Bike Ride in Merced
May 20, 2023
• Atwater Bike Rodeo
May 26, 2023
• Atwater Town Hall
May 30, 2023
• Merced County Fair in Merced
June 7-11, 2023
• City of Merced Bicycle and Pedestrian
Advisory Commission Meeting & Workshop
June 27, 2023
Project Development Field Review
A series of in-person field visits were conducted
in each jurisdiction and unincorporated
communities during the project development
phase. The project team met directly with
agency staff and toured focus areas for
each community on foot and by car . Field
observations and feedback from staff directly
informed project development, as discussed in
Chapter 5.
Draft Plan Virtual Workshops
To solicit feedback on the draft plan, virtual
workshops were held on March 27 and 28 to
present the proposed improvements and gather
feedback from the public. The virtual workshops
were publicized on the project website and
MCAG outreach channels, as well as through the
standing committees of MCAG.
Public comment on the draft plan was solicited
for 30 days. Changes were incorporated into the
final version of this plan based on comments
received, including:
• Minor editorial update---s to text
• Revisions to the City of Livingston project list
and maps
• Project additions in the City of Merced
• Inclusion of projects and maps from the City
of Gustine Active Transportation Plan
• Planning level costs for each proposed
project
54 55
Mayor’s Bike Ride
Merced, 5/20/2023
Community Meeting
Delhi, 1/19/2023
BPAC Workshop
Merced, 6/27/2023
Town Hall
Atwater, 5/30/2023
Staff Walk Audit
Livingston, 6/27/2023
Merced County Spring Fair
Los Banos, 5/4/2023
56 44
57 Active Transportation
Toolbox
This chapter discusses best practices for bicycle
and pedestrian infrastructure projects and
non-infrastructure programs. It is focused
on recommendations useful for the shared
contextual characteristics of communities
around the region. Because no general design
guide can cover the unique characteristics of
every location, this guidance should be used
in conjunction with study of each individual
location, engineering judgment, and other
necessary considerations as appropriate for
each individual application.
New projects and programs are most likely to
be successful when implemented in partnership
with the community. Strategies for public
engagement include:
• Talking to the community to understand
their desires and priorities
• Implementing new types of facilities
incrementally to generate feedback and
support
• Publicizing projects and educating the public
on the changes to be implemented and their
benefits
This toolbox draws on research and emphasizes
engineering judgment, design flexibility,
documentation, and experimentation.
What Are Complete Streets?
Complete Streets are designed to prioritize
safety, comfort, and access to destinations
for users of all ages and abilities, and
for all modes of travel, including active
transportation modes. Complete Streets are
unique to a community’s context and the
needs of the surrounding area. A complete
street design often balances benefits for
those walking, biking, and taking transit,
including improvements such as safety
enhancements at crosswalks, better bus
stop waiting areas, and enhanced bicycle
facilities.
The best practices discussed in this Toolbox
will contribute to the development of
Complete Streets in the region.
Merced Regional Active
Transportation Plan
Resources
This chapter is based on a review of existing
studies, guidelines, and manuals related to
pedestrian and bicycle infrastructure and
strategies. The following documents are general
resources for these topics:
• NACTO Urban Bikeway Guide, 2nd Edition
(add years for all)
• NACTO Urban Streets Design Guide
• NACTO Transit Street Design Guide
• FHWA Guide for Improving Pedestrian Safety
at Uncontrolled Crossing Locations
• FHWA Small and Rural Multi-Modal
Networks Guide
• FHWA Separated Bicycle Lane Planning and
Design Guide
• FHWA Bikeway Selection Guide (2019)
• AASHTO Guide for the Development of
Bicycle Facilities, 4th Edition
• Caltrans Highway Design Manual
• Caltrans Design Information Bulletin (DIB) 94
• Caltrans Class IV Bikeway Guidance DIB 89-
02 • League of American Bicyclists Benchmarking
Bike Networks
• Design Manual for Bicycle Traffic (CROW
Manual) (2017)
• ITE Recommended Practices on
Accommodating Pedestrian and Bicyclists at
Interchanges
• Association of Pedestrian and Bicycle
Professionals Essentials of Bicycle Parking:
Selecting and Installing Bicycle Parking That
Works (2015)
Source: Federal Highway Administration (FHWA)
Figure 25
FHWA Bikeway Selection Guidance
58 Bikeways
Several types of bikeways and supporting
facilities come together to form a complete
bicycle network. Bikeways are classified in
Chapter 1000 of the Highway Design Manual
into four primary types, arranged in order from
most separated and protected to least:
• Class I shared-use paths (bike paths)
• Class IV separated bikeways (cycle tracks)
• Class II bike lanes (includes buffered bike
lanes)
• Class III bike routes (shared lanes or bike
boulevards)
Bikeway Selection
The FHWA Bikeway Selection Guide and the
League of American Bicyclists Benchmarking
Bike Networks are good references for selecting
bikeway types based on local conditions. Three
primary goals are important in guiding bikeway
selection:
• Safety: Reducing the frequency and severity
of crashes and minimizing conflicts
between users.
• Comfort: Minimizing stress, anxiety, and
safety concerns for the target design user .
(Comfort and safety are closely related.)
• Connectivity: Making trips direct and
convenient and offering access to all
destinations served by the roadway network
and creating seamless and clear transitions
between bikeways and general roadways.
Figure 25 is a graphic exerpted from from the
guide that indicates the ideal bikeway type
based on vehicle volume and speed. In this
graphic and in the following section, bikeways
are arranged in order from the most separation
and protection from traffic to the least.
Other factors such as available right-of-way
and cost may also influence bikeway selection,
especially when retrofitting bikeways onto
existing streets. Curb-to-curb width and parking
considerations in older neighborhoods can
present challenges to design. As described in the
guide, other such factors include:
• Unusually high peak hour motor vehicle
volumes
• High percentages of trucks and buses
• High parking turnover or curbside activity
• Frequent driveways or intersections
• High concentrations of vulnerable
populations such as children and older
adults
If the preferred bikeway cannot be provided,
the next best bikeway should be considered, as
it still may increase comfort and safety for more
confident bicyclists. Alternative parallel routes
may also be considered trespassing.
59 Merced Regional Active
Transportation Plan
Class I Bikeway: Shared-Use Path
Design Principles
• Use where maximum separation from traffic
is desired and right-of-way is available.
• Best in locations with little cross-flow.
• For a two-way path, provide a width of at
least eight feet with a two-foot shoulder; 10
feet with a two-foot shoulder is preferred.
• For a one-way path, typically only used
when transitioning to an on-street bikeway,
provide a width of at least five feet and a
two-foot shoulder .
• Include street crossings with measures
such as bike and pedestrian activated traffic
signals, median islands, and warning signs.
• At freeways, highways, and railroads,
consider grade-separated crossings.
• Include curb ramps and curb cuts that are
convenient and conform to the Americans
with Disabilities Act (ADA).
• Ensure adequate path width, sight distance,
and drainage.
• Include wayfinding signs for easier
navigation.
• Provide shade to encourage use.
• Include scenic attributes such as landscaping
and trail placement highlighting views.
Maintenance
• Conduct maintenance frequently to avoid
hazards such as tree root cracking and
debris.
• Refresh faded striping and repair or replace
damaged or faded signage.
• Maintain adequate vegetation clearance.
Class II Bikeway: Shared-Use Path
Design Principles
• Provide a width of at least five feet. At least
three feet should be clear of any gutter pan.
• Minimize vehicle travel and parking lane
widths to reduce vehicle speeds and create
safer roadway conditions for all users, and to
provide maximum bike lane widths to allow
bicyclists to pass other riders safely and
navigate around parked cars and other road
hazards.
• As available roadway width for the bike lane
increases beyond five feet, consider use of
painted buffers:
• Left-side painted buffers on bike lanes
improve separation between bicycles and
vehicles. They are especially useful in cases
with vehicle speeds that are greater than 25
miles per hour .
• Right-side painted buffers can be added
between parallel parked cars and the bike
lane to create separation from the door
zone, the space in which a driver may open
their car door and hit a bicyclist.
• Lane striping (six inches wide) should be
dashed through heavily trafficked merging
areas, including turn lanes at intersection
approaches. Refer to California MUTCD
Section 9C.04 for guidance.
• May use skipped green markings in conflict
zones.
• Design drainage grates to avoid catching
bicycle tires.
Maintenance
• Conduct maintenance frequently to prevent
and remedy roadway hazards such as
potholes and debris.
• Refresh faded striping and repair or replace
damaged or faded signage.
60 Class III Bikeway: Bike Route
Dedicated visible space for bicyclists to
wait in front of vehicle traffic at a signalized
intersection. Provide bicyclists priority crossing
major streets. May span the entire approach,
allowing bicyclists safe waiting zones for left
turns, or may be placed only in front of the
right-turn lane. Colored pavement, typically
green, should be used to encourage compliance
by motorists.
Design Principles
• Shoulders are preferable but not required.
• Sharrow markings can be used to alert
drivers to presence of bikes.
Maintenance
• Conduct maintenance frequently to prevent
and remedy roadway hazards such as
potholes and debris
• Refresh faded striping and repair or replace
damaged or faded signage.
Class IV Bikeway: Separated Bikeway
Dedicated visible space for bicyclists to
wait in front of vehicle traffic at a signalized
intersection. Provide bicyclists priority crossing
major streets. May span the entire approach,
allowing bicyclists safe waiting zones for left
turns, or may be placed only in front of the
right-turn lane. Colored pavement, typically
green, should be used to encourage compliance
by motorists.
Design Principles
• Preferred bike lane width is seven feet to
allow for passing and maintenance. Also
consider minimum width achievable by
street sweeper .
• Minimum buffer width should be 18 inches,
or three feet with parked cars.
• Best placed in areas with fewer driveways to
minimize conflicts with motor vehicles.
• Require wider right-of-way than Class II bike
lanes.
• Require careful design of appropriate
intersection treatments.
• May use skipped green markings in conflict
zones.
• Design drainage grates to avoid catching
bicycle tires.
Maintenance
• Conduct maintenance frequently to avoid
roadway hazards such as potholes and
debris. Smaller street cleaning equipment
may be required to fit between the curb and
barrier .
• Maintain posts, bollards, or other physical
buffer .
• Refresh faded striping and repair or replace
damaged or faded signage.
61 Merced Regional Active
Transportation Plan
Complementary Bicycle Treatments
Green-Colored Pavement
Green markings used in high volume
intersections and busy driveway locations.
Use skipped green in weaving areas or conflict
zones. May be installed with either paint or
thermoplastic. Thermoplastic is initially more
expensive, but less expensive when considering
maintenance life cycle costs. Although not yet
incorporated into the California Manual on
Uniform Traffic Control Devices (MUTCD), the
FHWA MUTCD provides guidance on its use.
Approach, it is important to focus on vulnerable
populations such as school children and seniors.
Use
Supplemental marking in high conflict areas to
improve safety.
Benefits
Calls attention to vehicle/bicycle conflict areas.
Challenges
Less effective if overused.
Through Bike Lanes
Through bike lanes reduce conflicts at
intersections by allowing bicyclists to follow
the preferred travel path, ideally a straight
connection from the preceding bike lane.
Traveling at intersections can be particularly
challenging if the bike lane ends prior to the
intersection forcing a merge with vehicle traffic.
Continuing the bicycle lane to the intersection
approach provides bicyclists the opportunity to
avoid conflicts with turning vehicles. Through
bike lanes should be placed to the left of the
right-turn only lane. Dotted lines are used to
signify the merge area that motorists traverse to
get to the right-turn lane.
Use
Intersections where vehicle lanes conflict with
bike lanes.
Benefits
Reduce conflict between through bicyclists and
turning vehicles.
Challenges
Typically used with Class II bike lanes and not
appropriate for use with Class IV separated
bikeways.
Figure 26
A Bike Lane painted green
through a conflict zone
62 Bicycle Boxes
Dedicated visible space for bicyclists to wait in
front of vehicle traffic at a signalized intersection.
Provide bicyclists priority crossing major streets.
May span the entire approach, allowing bicyclists
safe waiting zones for left turns, or may be placed
only in front of the right-turn lane. Colored
pavement, typically green, should be used to
encourage compliance by motorists.
Use
At signalized intersections with a high volume of
bicycles, especially those making left turns.
Benefits
Facilitate left-turn movements for bicyclists,
reduce right-hook conflicts with right-turning
vehicles and also reduces vehicle encroachment
into crosswalks.
Challenges
Requires restriction of right turns on red and
colored pavement increases maintenance costs.
Two-Stage Turn Box
Space outside of the vehicle path for bicyclists
to make a left turn. During the green signal,
bicyclists proceed through the intersection until
reaching the box on the right-hand side. The
bicyclist will be able to turn left in the bicycle
box and wait for the green signal to continue
through the intersection, thus making a left
turn.
Use
At signalized intersections on roadways with
high speeds and multiple lanes.
Benefits
Increase safety for left turning cyclists.
Challenges
Requires restriction of right turns on red and
colored pavement increases maintenance costs.
December 2023
Section 9D.14 General Service Signing for Bikeways
Option:
01 General Service signs (see Chapter 2I) may be used on bikeways.
Standard:
02 The sizes of General Service signs intended for viewing by both bicyclists and other road users shall comply with the sizes in Table 2I-1.
Option:
03 General Service signs intended for the exclusive use of bicyclists may be of reduced size.
R10-11
Series
D11-20
(optional)
D11-20
(optional if
D11-20 is
used in advance
of intersection)
Figure 9D-7. Example of Two-Stage Bicycle Turn Box when Use is Optional D11-20a
(optional)
Legend
Direction of travel
Sect. 9D.14
MUTCD 11th Edition Page 1085
*
The use of the R10-11 Series signs is
required (see Section 9E.11).
Figure 28
MUTCD Guidance for Two-Stage Turn Boxes
Source: MUTCD, 11th Edition
Figure 27 Bicycle Box
63 Merced Regional Active
Transportation Plan
Bicycle Parking
Several types of bikeways and supporting Bicycle
parking encourages ridership by supporting the
final stage of a bicycle trip. Locations with high
ridership are excellent candidates for bicycle
parking, including civic, residential, commercial,
and office spaces. At these locations, both
short-term and long-term parking should be
accommodated.
New bicycle parking should meet the standards
discussed above. Both short- and long-term
bicycle parking should be supplied where
appropriate, such as at schools, parks, grocery
stores, and other key destinations. Business
owners should be encouraged to work with the
City to provide bicycle parking in visible areas in
commercial districts to entice riders to stop and
frequent local businesses.
Short-Term Bicycle Parking
Short-term bicycle parking is temporary bicycle
parking intended for visitors. Bicycle racks
are a common form of short-term parking.
Bicycle racks in front of stores and other
destinations allow patrons to park their bike
for short periods. Bike parking should be
located in well-lit areas to discourage theft.
Installing permanent bicycle racks near main
entrances also helps bicyclists feel welcome and
encourages them to ride their bicycle again on a
return trip. Bicycle racks that allow at least two
points of contact, such as the wheel and frame,
provide the most protection against theft and
accidental damage.
Long-Term Bicycle Parking
Long-term bicycle parking is intended for
employees, students, commuters, and residents
to protect bicycles for extended periods. Long-
term facilities are more secure than short-term
bicycle parking and should fully protect bicycles
from theft and weather .
Long-term bicycle parking includes bike lockers,
bike cages, and bike rooms:
• Bike lockers are outdoor enclosures that
accommodate one or two bicycles and are
usually leased on a monthly basis or paid
short-term use.
• Bike cages are fully enclosed, roofed shelters
that house racks of bicycle parking, typically
found at schools.
• Bicycle rooms are found inside office or
residential buildings, and provide secure
indoor parking. Bicycle rooms may feature
amenities such as bike pumps and quick-fix
tools for employees and residents.
64 65
Merced Regional Active
Transportation Plan
Pedestrian Facilities
Pedestrian facilities include sidewalks and
crosswalks, which, with some exceptions, are
primarily for pedestrian use. Some types of
facilities are shared by both pedestrians and
bicyclists. Each of these facilities are described
earlier in this toolkit:
• Class I shared-use path
• Class III bike route with multi-use shoulder
Sidewalks
Paved areas immediately adjacent to the
vehicular right-of-way for the exclusive use of
pedestrians. They may be used by people riding
bicycles unless prohibited.
Design Principles
• Usable width should generally be five feet or
more
• Crossings of driveways should be at grade
• Street trees and landscaping provide shade
and comfort
• Slower vehicle speeds on the adjacent
roadway increase comfort
• Pedestrian-scale lighting can increase safety
and security for pedestrian walking outside
of daylight hours.
Marked Crosswalks
Feature striping and other enhancements to
delineate a street crossing for pedestrians.
There are two types of marked crosswalks:
• Controlled: With vehicle stop signs or traffic
signals.
• Uncontrolled: Without stop signs or traffic
signals. Under California law, drivers are
legally required to yield to pedestrians at
uncontrolled crosswalks.
Design Principles
• Although not yet incorporated into the
California MUTCD, the FHWA MUTCD
provides guidance on when to mark a
crosswalk.
• Of the six designs below from the California
MUTCD, all except the Standard markings
are considered to be high visibility, more
easily discerned by drivers.
• Lines in a Continental, Double Continental,
or Bar Pair marking should be spaced to
avoid the wheel path of vehicles and thus
reduce striping maintenance.
• Use stop lines and yield lines in conjunction
with signs at crosswalks, as described in the
California MUTCD, to improve driver yielding
to pedestrians. 66
Complementary Pedestrian Treatments
The following treatments should be used with
sidewalks and crosswalks as warranted. The
FHWA Guide for Improving Pedestrian Safety
and Uncontrolled Crossing Locations contains
detailed guidance for selecting appropriate
treatments, visualized as the matrix shown in
Figure 29. Key inputs are roadway configuration
(including number of lanes and presence of a
median), vehicle annual average daily traffic
Source: FHWA
(AADT), and posted speed limit. Refer to the
Guide for additional recommendations on
treatment application. The Guide also provides
information on pedestrian collision analysis and
selection of countermeasures base on collision
analysis. Use that information when applying
countermeasures in response to collision history
or systemic safety analysis.
Figure 29
FHWA
Matrix for
Improving
Pedestrian
Safety and
Uncontrolled
Crossing
Locations
67 Merced Regional Active
Transportation Plan
Curb Extensions
Curb extensions, also known as bulb-outs,
decrease the pedestrian crossing distance
at intersections and improve the visibility of
pedestrians waiting to cross the street.
Benefits
Reduces time pedestrians are exposed to
vehicles.
Challenges
Potential for higher cost due to drainage
accommodations.
Median Refuge Islands
Allow pedestrians to cross one direction of
traffic then wait in the center of the street to
cross the other direction of traffic.
Design Principles
• Use on roadways with few gaps in traffic.
• Consider in locations with existing medians.
• If no medians are existing, consider creating
space by eliminating on-street parking or
narrowing vehicle travel lanes.
• Split pedestrian crossover refuge islands,
generally used at uncontrolled mid-block
locations, encourage pedestrians to look
towards the oncoming direction of traffic
before completing the crossing.
Benefits
Reduce time pedestrians are exposed to vehicles
and narrows roadway, reducing speeds.
Challenges
May restrict or inhibit left turning vehicles.
Figure 30 Curb Extensions at an Intersection Figure 31 Median Refuge Island
68 Warning Signage
Improves visibility of crosswalks and increase
the likelihood that a driver will yield or stop
to pedestrians. Additional signage in school
zones helps alert drivers that children, who
are known to make unpredictable movements,
may be present. An example from the MUTCD
demonstrating use of both pavement markings
and signs is shown below.
Design Principles
• In-street signs are ideal for streets with low
vehicle speeds and two lanes. They can be
permanently installed or movable for peak
hours such as pick-up/drop-off times at
schools.
• Overhead signs are more impactful at busier,
wider streets. These are typically installed at
mid-block crossings or intersections.
Raised Crosswalk
Pedestrian crossings raised to sidewalk level or
just below. Act as traffic calming device.
Design principles
• Should not be constructed on streets with
sharp curves or steep grades.
• Tactile treatments are needed at the
sidewalk/street boundary so that visually
impaired pedestrians can identify the edge
of the street.
Benefits
Effective in reducing vehicle speed and allows
pedestrian to cross at a nearly constant grade
without requiring curb ramps.
Challenges
May be have higher costs due to drainage
infrastructure.
Figure 32
Raised Crosswalk
69 Merced Regional Active
Transportation Plan
Figure 33 Rectangular Rapid Flashing Beacon Rectangular Rapid Flashing Beacons Rectangular Rapid Flashing Beacons (RRFBs) are
a type of pedestrian activated warning beacon
that improve driver-yielding rates. They consist
of rapid-flash system LED beacons that are
similar in operation to emergency flashers on
police vehicles.
RRFBs have generally shown the greatest
effectiveness among the types of pedestrian
activated warning beacons. Some jurisdictions
also use signs with flashing LEDs within the
border of the sign itself. However, these
treatments have not been demonstrated to have
efficacy comparable to RRFBs.
Benefits
Increases driver yielding and can lead to
reduction in pedestrian crashes.
Challenges
Requires pedestrian activation and does not
stop traffic, but require vehicles to yield.
Traffic Signal
When warranted based on the applicable
signal warrants in the California MUTCD, a
traffic signal to allow pedestrians to utilize a
marked crosswalk safely may be appropriate.
Countdown pedestrian signal heads should
be used at all traffic signals, except where
pedestrian crossing is prohibited.
Use
At signalized intersections on roadways with
high speeds and multiple lanes.
Benefits
Reduces pedestrian-vehicle conflict points.
Challenges
May increase waiting times for pedestrians and
drivers and high cost.
70 Pedestrian Hybrid Beacon
Pedestrian Hybrid Beacons (PHBs), also known
as High-intensity Activated crossWalKs or HAWK
signals, require vehicles to stop at a red light to
allow pedestrians to cross. PHBs are ideal for
roadways that are higher speeds and volumes
than a rectangular rapid flashing beacon, but do
not require a full pedestrian signal. They should
only be installed in locations that include a
marked crosswalk. The MUTCD provides details
on use of PHBs.
PHBs operate with the following phases:
1. Flashing Yellow – Upon actuation, beacon
flashes yellow
2. Solid Yellow – Alerts drivers pedestrians will
soon cross
3. Solid Red – Drivers must stop and remain
stopped
4. Flashing Red – Drivers stop and proceed
when clear, as they would with a stop sign
5. No Indication – Signal is dark when not
actuated
Benefits
Increases driver yielding and can lead to
reduction in pedestrian crashes.
Challenges
Similar cost to a pedestrian signal
Figure 34 Pedestrian Hybrid Beacon
71 Merced Regional Active
Transportation Plan
Leading Pedestrian Interval
A leading pedestrian interval (LPI) allows
pedestrians to begin crossing a signalized
intersection before vehicles begin moving by
providing a walk signal three to seven seconds
before the corresponding vehicle signal turns
green.
Benefits
Makes pedestrians more visible amd emphasizes
pedestrian right-of-way.
Challenges
May increase waiting times for drivers.
Tighten Curb Radii
Tighter curb-return radii require vehicles to slow
to turn more sharply at intersections. Reduced
vehicle speeds increase driver awareness and
thus reduce collision frequency. Slower vehicle
speeds also decrease injury severity when
collisions occur .
Design Principles
• Design should limit turning speeds to 15
miles per hour or less.
• Land use context and design vehicles
should be considered when reducing radii;
industrial areas with frequent truck traffic
may require larger radii than commercial or
residential areas.
Benefits
Reduce vehicle speeds and reduces pedestrian
crossing distances.
Challenges
Can be costly to retrofit on existing streets
and drainage and storm sewers need to be
considered especially when retrofit.
Figure 35
An intersection with Leading Pedestrian
Interval implemented, showing red for
vehicles but walk for pedestrians
72 Pedestrian Scramble
Intersection treatments that include a
pedestrian-only phase in the traffic signal
cycle, when pedestrians are able to cross in all
directions including to the opposite corner by
traveling through the middle of the intersection.
Pedestrian scrambles and diagonal crosswalks
allow pedestrians to cross more efficiently,
directly to their destination. Recommended
for intersections with high pedestrian volumes
crossing multiple crosswalks.
Figure 36
Pedestrian Scramble at an Intersection
Benefits
Allows pedestrians to cross more directly,
emphasizes pedestrian right-of-way and
eliminates conflict between turning vehicles and
pedestrians.
Challenges
Pedestrian-only phase may increase vehicle
waiting time.
73 Merced Regional Active
Transportation Plan
Other Treatments & Support Facilities
Some improvements can serve both bicyclists
and pedestrians and can be used in combination
with other treatments.
Traffic Calming
Traffic calming devices include a wide range
of design treatments capable reducing vehicle
speeds and thus improving the safety and
comfort of the transportation network for all
users. Reducing vehicle speeds makes travel
safer for both bicycles and pedestrians.
Vertical deflection devices cause drivers to
experience a physical response that is aggravated
when traveling at high speeds. Many existing
streets can be retrofitted with vertical measures.
Horizontal deflection devices are used to deflect
vehicles from traveling at high speeds. Horizontal
deflection measures require drivers to navigate
laterally and consequentially reduce speed.
Narrowing traffic calming devices are a sub-
category of horizontal deflection traffic calming
devices. Wider roads are associated with
greater crash rates and higher impact speeds.
Narrowing roadways often leads to decreased
vehicle speeds and improves safety.
Restriping narrower travel lanes for vehicle
traffic via centerline and edgeline striping
can reduce motor vehicle speed. Cross-hatch
pavement marking applied to outer edge of a
roadway to create a shoulder and reduce lane
widths if the space is not used for a bike lane or
parking. In many locations, interior traffic lanes
can be narrowed to 10 feet or less to encourage
lower speeds. Narrow lanes can make room in
the roadway right of way for painted medians,
center turn lanes, bicycle lanes, or parking.
74 Road Diets
Road diets reduce the number of travel lanes.
This is typically done by converting a four lane
road into a three lane road with a two-way-left-
turn lane and bike lanes. The space created by
removing lanes can also be used for painted
medians or parking.
Design Principles
Use on roadways with current and expected
future ADT approximately 20,000 or less.
Benefits
Helps to reduce speeds, reduces conflicts
at crossings, can increase the separation of
pedestrians from traffic.
Challenges
Can be expensive.
Wayfinding
Wayfinding refers to the network of
informational signage posted to guide
pedestrians or bicyclists to their destination.
Good wayfinding signage presents destination,
direction, and distance information in a
manner that is easy to read and interpret.
Bicycle specific wayfinding must be tailored
so that bicyclists can see the information from
a comfortable distance. Signs posted at trail
junctions and intersections of trails with arterials
are particularly helpful. Guidance on sign design
and installation is available in Chapter 9B of the
California MUTCD and the National Association
of City Transportation Officials (NACTO) design
guidelines. Wayfinding signage can also be
enhanced with average walk times and bike
times to destinations and local branding.
Lighting
Sufficient lighting on bicycle and pedestrian
facilities prevents collisions that occur due to
decreased visibility. Pedestrian walkways should
have lighting that allows people to identify faces
from a distance of about 30 feet. Lighting should
be consistent to reduce deep shadows and
avoid excessive glare. It is necessary to maintain
conventional light fixtures regularly, keeping lamp
bowls clean and promptly replacing bulbs that
have burnt out. Newer light emitting diode (LED)
fixtures, which have much longer bulb life, have
greatly decreased maintenance requirements.
Figure 37
Street Lighting featuring dedicated illumination
for both the roadway and the sidewalk
75 Merced Regional Active
Transportation Plan
Non-Infrastructure Best Practices
In addition to physical changes to the
transportation system, other programs can also
benefit pedestrians and bicyclists.
Education
Bicycle and Pedestrian Education for Children
Safe Routes to School (SRTS) programs are
effective ways to make walking and bicycling
to school safer and more accessible for
children, including those with disabilities,
and to increase the number of children who
choose to walk and bicycle. Creation of a
SRTS Program typically includes identifying
local stakeholders, identification of issues and
solutions, and creation of a plan including
encouragement, enforcement, education, and
engineering strategies. These strategies should
be accompanied by a timeline with prioritization
and a funding approach
3. Educating school-aged children on safe bicycling
is important to establish active habits and travel
behaviors early in life. There are a number
of different programs and approaches, both
formal and informal, which are effective in
educating kids about safe bicycling. Kidical
Mass is one event, which closes sections of
roadway to vehicles, usually a route near the
local elementary school, to allow families to ride
their bikes without traffic. This empowers kids
and families to get on their bikes and familiarizes
them with the bike route to school
4. Bicycle Education for Adults
The League of American Bicyclists has a number
of resources to teach safe bicycling including
informational packets, curricula, and courses
with trained instructors. The Smart Cycling Quick
Guide (http://bikeleague.org/quickguide) is an
easy-to-read booklet that outlines the basics
of a bike, rules of the road, and the knowledge
everyone needs to know to ride a bike on a
range of facility types safely and confidently.
For a short summary, the League of American
Bicyclists has a page of Smart Cycling Tips for
biking safely including maintenance and trail
etiquette
5. Bicycle Ambassadors
Bicycle ambassadors are either volunteers from
the community or employees of local advocacy
groups that take a leading role in educating,
encouraging, and activating the community
to be a safer and more comfortable place for
bicyclists. Ambassadors have undergone a
safety education course and are also supplied
with maintenance and educational resources to
distribute to the community both formally and
informally. This educational model empowers
community members through a bottom-up
approach to improving bicycle safety and mode
share. Some examples of bicycle ambassador
programs include Fort Collins, Missoula, and
Washington, DC
6. 76
Encouragement
Encouragement can occur through local groups
and regular events and campaigns. Local schools
can encourage biking and walking through
bike rodeos, fun runs, walkathons, and bike/
walk/roll to school events. Programs such as
“walking school buses,” a program where kids
and families walk to school in groups, are other
good opportunities for neighborhood schools
to encourage walking. Local running, walking,
hiking, and biking events also encourage active
engagement for adults. Bike to work events are
also useful to encourage adult bicycling.
Typical campaigns are often focused on
videos and downloadable materials or public
advertisements on buses or public billboards.
These campaign messages can be reformatted
to reach wider audiences through social media
communication tactics. Key messages can be
finessed to reach target areas and groups.
Training
It is important for the police department to
include collision reporting and bicycle and
pedestrian rules of the road into their training.
There are a number of resources from other
communities and national sources that can be
used, such as a video resource created by the
National Highway Traffic Safety Administration
(NHSTA).
7 3 Information on Safe Routes To School is located at http://guide.saferoutesinfo.org/steps/index.cfm 4 Information on Kidical Mass is located at http://kidicalmassdc.blogspot.com/p/abcs-of-family-biking.html 5 Information on the League of American Bicyclists is located at http://bikeleague.org/content/smart-cycling-tips-0 6 Information on Bicycle Ambassadors in Fort Collins is located at http://bicycleambassadorprogram.org/, in Missoula is located at http://www.ci.missoula.mt.us/DocumentCenter/Home/View/4604, and in Washington, DC is located at http:// www.waba.org/programs/d-c-bike-ambassador/
7 http://www.nhtsa.gov/multimedia/bicycles/bicycle_safety_LE.wmv Enforcement
Proper enforcement is important to ensuring
the safety of the street network for bicyclists
and pedestrians. This is done through proper
training of law enforcement, increasing the
safety of bicyclists and pedestrians, theft
prevention, and the proper pairing of education
and enforcement.
Local law enforcement can partner with schools
to step up enforcement of good motor vehicle
behaviors around pedestrians and bicyclists at
the beginning of the school year . Continuing this
effort periodically throughout the school year
and expanding it to other places frequented by
pedestrians and bicyclists can further help active
transportation.
Bicycle Patrol Units
Bicycle fleet officers improve the relationship
between officers and bicyclists and improve the
effectiveness of enforcement for all modes as it
affects bicyclists’ safety.
77 Merced Regional Active
Transportation Plan
Speed Management
Raising awareness of speeding is important
at a neighborhood level and can be achieved
through local events and education. Residents
are less likely to speed if they know their
neighbors.
Speed monitoring programs train residents in
using radar detectors which then distribute
warnings to speeding vehicles. This type of
program helps residents understand that this is
a local and personal issue and the importance
of driving the speed limit. Pairing education
with enforcement by distributing warnings
and educational materials before giving tickets
provides drivers with a deeper understanding of
the law and its value.
Speed feedback signs and radar trailers that
display real-time signs and flash when drivers
exceed the limit. Radar trailers are appropriate
on a temporary basis only. These treatments
are useful on corridors with prevalent cases of
speeding that lack room for physical measures
or in conjunction with recent construction of
physical measures.
However, speed monitoring and feedback signs
may have only temporary effectiveness as
drivers grow accustomed to their presence.
Police Participation in Education
Safety, as discussed in the Education section,
can also be applied as a responsibility of the
police department. Officers practice this by
distributing literature on safe pedestrian habits
as part of enforcement efforts and meetings and
events with students and the public. This can
include education on proper helmet use, light
giveaways, and targeting infractions.
Bicycle Diversion Programs
Bicycle diversion programs provide bicyclists who
are cited for certain infractions the option to
attend a bicycle safety class rather than paying a
ticket. This educational component is associated
with a greater degree of lasting behavior change.
Bike Theft
The fear and reality of bike theft can be a barrier
to bicycling for all users. Recommendations for
reducing bike theft include improving locking
practices through education, providing adequate
bicycle parking facilities, providing bicycle
registration, providing recovery resources and
programs, and offender detection such as bait
bikes.
Figure 38 Speed Feedback Sign
78 Electric Mobility Devices
Electric bicycles (e-bikes) and other electric
mobility devices such as electric scooters are a
rapidly growing new transportation alternative
in cities and other areas in California. These
devices provide a potential option to cover
longer travel distances and steeper grades. Bike
share companies that include electric bikes and
electric scooter rentals are common in many
cities. By improving personal mobility without
requiring use of a car, these devices may also
be an appealing option to aging but active
populations.
E-Bikes
California Vehicle Code (CVC) designates three
classes of e-bikes (CVC Section 312.5):
• Class 1 – low-speed pedal-assisted electric
bicycle: Bicycle equipped with a motor
that provides assistance only when the
rider is pedaling and that ceases to provide
assistance when the e-bike reaches 20 mph.
• Class 2 – low-speed throttle-assisted electric
bicycle: Bicycle equipped with a throttle-
actuated motor that ceases to provide
assistance when the e-bike reaches 20 mph.
• Class 3 – speed pedal-assisted electric
bicycle: Bicycle equipped with a motor that
provides assistance only when the rider
is pedaling, and that ceases to provide
assistance when the e-bike reaches 28 mph.
Class 1 and 2 e-bikes are generally treated
similarly to regular bicycles:
• There is no minimum age to ride.
• Helmets are required for ages 17 and under .
• Allowed on all classes of bikeways, unless
prohibited by the local jurisdiction (CVC
Section 21207.5).
Class 3 e-bikes have more limitations on their use:
• Riders must be 16 years of age or older .
• A helmet is required for all riders.
• They are allowed on Class II bike lanes or
Class III bike routes, but not allowed on Class
I shared-use paths or Class IV protected
bikeways (CVC Section 21207.5).
79 Merced Regional Active
Transportation Plan
Electric Scooters
The CVC defines an electric scooter as a
“motorized scooter”: any two-wheeled device
that has handlebars, has a floorboard that is
designed to be stood upon when riding, and is
powered by an electric motor . This device may
also have a driver seat that does not interfere
with the ability of the rider to stand and ride and
may also be designed to be powered by human
propulsion (CVC Section 407.5). Limitations on
their use include:
• Riders must use Class II bike lanes when they
are present (CVC Section 21229).
• Motorized scooters are not allowed on roads
with a speed limit in excess of 25 miles per
hour, unless in a Class II bike lane or Class
IV separated bikeway (CVC section 21235).
This prohibition includes street designated
as Class III bicycle routes. A local authority
may, by ordinance or resolution, authorize
the operation of a motorized scooter outside
of a Class II or Class IV bikeway on a highway
with a speed limit of up to 35 miles per hour .
• Motorized scooters are allowed on all other
classes of bikeways unless prohibited by the
local jurisdiction (CVC Section 21230).
• Riders are prohibited from using sidewalks,
except when entering or leaving adjacent
property.
• A helmet is required for all riders under 18
years of age.
• A valid driver’s license or instruction permit
is required.
• Speeds are limited to 15 miles per hour,
• Leaving a scooter on its side on a sidewalk,
or otherwise parking one so that there was
not an adequate path for pedestrians, is
prohibited.
Electrically Motorized Boards
According to California Vehicle Code, the term
“electrically motorized board” is any wheeled
device that has a floorboard designed to be
stood upon when riding with a maximum
speed of 20 miles per hour . The device may
be designed to also be powered by human
propulsion (CVC Section 313.5).
• Use is restricted to roads with speed limits
of 35 miles per hour or less, unless operated
in a Class II or Class IV bikeway. On other
bikeways, speed is limited to 15 miles per
hour (CVC Section 21294).
• Riders must be 16 years of age or older .
• A helmet is required for all riders.
Electric Personal Assistive Mobility Devices
According to California Vehicle Code, the term
“electric personal assistive mobility device”
(EPAMD) means a self-balancing, non-tandem
two-wheeled device that can turn in place, with
a maximum speed of 12.5 miles per hour (CVC
Section 313). The most common example is the
Segway. “Pedestrian” includes use of EPMADs
(CVC Section 467). EPAMDs can operate on
bikeways and sidewalks unless prohibited by the
local jurisdiction, but must yield to pedestrians
(CVC Sections 21281.5 and 21282)
80 Access
Laws for each electric device are different.
E-bikes generally have more options for
locations to ride, as summarized in Table 7.
Bike and Scooter Share
In addition to private ownership, bikes, e-bikes,
and scooters are available through short-term
point-to-point rental or “shared” systems. Bike
share systems at first were primarily based on
docks, or unmanned physical locations where
a bike could be rented or returned, with docks
located at destinations across an area.
More recently “dockless” systems, where bikes
or scooters, equipped with appropriate wireless
technology, could be rented at any location
or left at any location, have become more
widespread. The systems can often be deployed
and operated at lower cost that docked systems.
However, concerns have arisen in some
locations about dockless bikes or scooters being
parked in inappropriate locations, in particular
when they have blocked pedestrian flows. Some
cities have responded to this by developing
“corrals,” marked pavement locations where
bikes or scooters can be left standing out of the
way of pedestrians and other traffic.
Considerations When Determining Access Policy
When determining access for electric bicycles
and other electric devices, the following issues
should be considered:
• Electric mobility devices provide increased
mobility for users who are less able to use
regular bicycles due to age or disability.
• Terrain with frequent elevation changes may
discourage some people from walking or
bicycling as transportation. Electric mobility
devices may encourage more people to
reduce use of motor vehicles.
• Higher-speed electric mobility devices may
generally be faster than most bicycles and
pedestrians.
• Some non-electric bike users and
pedestrians may consider e-bikes and other
powered to detract from their experience on
bikeways and trails.
• Consideration should be given to regulating
parking and storage of devices so that they
do not impede pedestrian or other traffic, in
particular through the use of corrals.
• The data that bike and scooter share
companies collect can be valuable to a
jurisdiction seeking to understand the
movement of people and planning for them.
Table 7 State Restrictions* on Electric Mobility Devices by Facility Type Device Type Facility Type: Class I shared
use paths
Class II
bike lanes
Class III
bike routes
Class IV
separated
bikeways
Class 1 E-Bike Allowed Allowed Allowed Allowed
Class 2 E-Bike Allowed Allowed Allowed Allowed
Class 3 E-Bike Prohibited Allowed Allowed Prohibited
Electric Scooter** Allowed** Allowed** Allowed** Allowed** Electrically Motorized Board Allowed Allowed Allowed Allowed * Local jurisdictions may enact further restrictions.
** Prohibited on roadways with speed limits above 35 miles per hour 81 Merced Regional Active
Transportation Plan
Policy Options
Use of these devices is expect to continue to
expand, and sharing services are expected to
spread.
Electric scooters have spread rapidly into
different cities, but some concerns have
attended their spread. A large concern with
scooters has been their mixing with much
slower pedestrian traffic. Some cities have
responded by prohibiting sidewalk use, but
on streets with fast vehicles and heavy traffic
without bike lanes, they may be forced t to
mix with vehicular traffic, which may be less
comfortable or safe and reduce overall use.
Speed limits for scooters are another option, but
enforcement may be challenging.
Jurisdictions have several policy options for
e-bikes and other electric mobility devices.
Different policies may be enacted for each
device. Access options include:
Maintain existing access as allowed by state law.
This option provides the most mobility
and accessibility for those who use these
transportation options.
Prohibit access to sidewalks and Class I shared-
use paths, where pedestrians are also present,
but continue access to other bikeways.
• This option separates the slowest and some
of the fastest users of the path, but will not
eliminate all fast riders, as regular bicycles
may travel as fast as or faster than e-devices.
• This option would result in more e-devices
mixing with motor vehicle traffic.
• In some locations, there may be no access
for electric scooters, which are prohibited
from roads with speed limits greater than 35
mph unless a bike lane or separated bikeway
is available.
For Class 3 e-bikes, prohibit access to all
bikeways except Class III bike routes.
• This option provides the greatest restriction
and separation.
• This option would force e-devices to mix
with vehicular traffic, which may be less
comfortable or safe and reduce overall use
of e-devices, and under some conditions
may be prohibited by state law.
When developing these policies, consideration
should also be given to other issues:
• Develop policies concerning parking and
storage of these devices, especially sharing
systems, to minimize impacts on flows
of pedestrians and other vehicles. These
policies may require use of corrals, prohibit
blocking of entrances, or other aspects.
• Develop data sharing agreements in
conjunction with permitting new shared
services.
82 83
84 5
55 Network
Recommendations
This chapter discusses the recommended
networks for walking, bicycling, and supportive
facilities for each city and the unincorporated
county.
Project Development
The proposed projects represent a long-term
vision of active transportation facilities for the
region. This includes shared-use paths and
trails, bike lanes and boulevards, sidewalks,
and crossing enhancements. A focus is placed
on safe routes to school, connections across
barriers, access to destinations, closing gaps, and
recreational opportunities. The recommended
project type is based on the design considerations
and best practices discussed in chapter 4. In
general, project locations were identified based
on the following considerations:
• Connectivity to destinations such as schools,
parks, trails, and civic institutions
• Gaps in or upgrades to the existing network
• Collision history
• Priority projects from previously adopted
plans
• Community input
• Feedback from jurisdiction staff
85 Merced Regional Active
Transportation Plan
Merced Regional Active
Transportation Plan
Prioritization and Cost
Prioritizing projects provides an understanding
of how to target investments to meet
community needs and strategically position
projects for competitive grants. Project
prioritization reflects the overall goals of the
ATP by focusing on safety, access to schools
and community destinations, equity, and
connectivity. Each project was scored by a set
of factors, then weighted by significance and
normalized to provide a total score for each
project by jurisdiction. These factors are aligned
with the eligibility criteria for the California
Active Transportation Program, which remains
the primary statewide source of funding for
the implementation of bicycle and pedestrian
projects. Details of the prioritization process can
be found in Appendix C. Prioritization factors
include:
Safety
• History of fatal or severe injury collisions
• Presence on Bike/Ped high injury network
Access and Connectivity
• Contributes to low stress network or closes
critical gap
• Proximity to schools
• Population density
• Proximity to libraries, parks, and transit stops
Equity and Disadvantaged Community Factors
• Student poverty (schools with high rates of
free and reduced-price meal eligibility)
• Healthy Places Index
• CalEnviroScreen
• Median Household Income
• Climate and Environmental Justice Screening
Tool (CEJST)
• Equitable Transportation Community ranking
(ETC)
Projects range in cost and effort and may be
years-long efforts. Feasibility is also dependent
upon the availability, reallocation, and/or
acquisition of funding. Additionally, although
projects are prioritized based on the criteria
noted above, projects may be integrated into
maintenance projects and undertaken for a
lower cost than if implemented separately. In
these cases, some lower priority projects may
be implemented before higher priority projects.
Projects requiring land acquisition,
utility relocation, or substantial drainage
modifications may require extra time to
implement. Detailed feasibility and design
studies based on local conditions will also
be necessary for the implementation of
many projects. To give a general idea of the
anticipated costs to implement and support
funding procurement, cost estimates were
developed at a planning level for each project.
Prioritized project lists that correspond to the
maps in this chapter are provided in Appendix D.
Unit cost estimates for projects are listed
below in Table 8. The cost ranges are based on
construction costs from recent bid documents
throughout California, recognizing regional
variations on construction costs throughout
the state and fluctuations in material and labor
costs over time. The cost estimates are in 2024
dollars, and also assume a 25% contingency,
60% for miscellaneous items, and 55% for soft
costs. Land acquisition, road widening, and
utility relocation costs that may be needed are
not included in the cost estimates.
86 Merced Regional Active
Transportation Plan
Improvement
Type Assumptions Cost
Class I shared-
use paths/trails
1 mile of asphalt path (10' path + 2' shoulder), with landscaping (trees) and pedestrian-scale lighting $4,800,000
Class II bike
lanes
1 mile with 4 unsignalized intersections:
Bike lane striping, wayfinding signage, green conflict zones, two-stage turn boxes, bicycle detection-loop
$260,000
Class IIB
buffered bike
lanes
1 mile with 4 unsignalized intersections:
Buffered bike lane striping, wayfinding signage, green conflict zones, two-stage turn boxes, bicycle detection-loop
$415,000
Class III bike
lanes
1 mile with 8 unsignalized intersections:
Green-backed sharrows, wayfinding signage $120,000
Class IIIB bike
boulevards
1 mile with 8 unsignalized intersections:
Green-backed sharrows, bicycle boulevard wayfinding signage and striping
$200,000
Class IV
separated
bikeways
1 mile with 8 unsignalized intersections:
In-roadway cycle track with paint and plastic improvements such as striped buffers, wayfinding signage, green conflict zones, two- stage turn boxes, bicycle detection-loop, soft hit posts Green-backed sharrows, bicycle boulevard wayfinding signage and striping $485,000
Sidewalk 1 mile per each side of roadway $1,100,000
Intersection
Improvements
(High Effort)
May include improvements including high visibility striping, raised curb extensions, ADA accessible curb ramps, new signal for a 4 leg intersection
$1,400,000
Intersection
Improvements
(Medium Effort)
May include improvements including high visibility striping, raised curb extensions, ADA accessible curb ramps, PHB, existing signal modifications (Signal head modifications, installing APS, yellow backplate, switching out signal heads, countdown ped heads, detection, timing upgrades (e.g. LPI) for a 4 leg intersection $550,000
Intersection
Improvements
(Low Effort)
May include improvements including high visibility striping, painted curb extensions, ADA accessible curb ramps at an unsignalized intersection
$250,000
Crossing
Improvements
(Midblock/RRFB)
May include improvements such as high visibility striping, RRFB, raised curb extensions, additional signage, median island, and ADA accessible curb ramps for 1 crossing
$125,000
Bike/Ped Bridge Construction of a new bicycle and pedestrian bridge $15,000,000 Railroad
Crossing
Improvements
Bike/ped crossing gates, improvements to smooth cross-ing area $550,000 All project cost estimates are high-level, and detailed study of individual projects will be required to refine them. Costs are not inclusive of engineering, draingage, contingency, and mobilization costs, as well as any land acquisition, road widening, and utility relocation costs that may be needed.
Table 8 Cost Estimates by Improvement Type
87 Merced Regional Active
Transportation Plan
99 99
99 Bellevue Rd Bellevue Rd
Shaffer Rd
Winton Way
1 st St
Juniper Ave
Hospital Ave
Shaffer Rd
Atwater Blvd
Juniper Ave
Buhach Rd
Applegate Rd
Giannini Rd
Fleming Rd
Green Sands Ave
Olive Ave
Santa Fe Dr
Santa Fe Dr
N
Atwater
The City of Atwater has a population of 31,401
as of 2021 making it the county’s third most
populous city. Its population is expected to
increase by 29 percent by 2046.
Atwater is located proximate to the City of
Merced and to the unincorporated community
of Winton. It is served by SR 99, which runs
along the southern fringe of the city and
connects it to the City of Merced. Winton Way
is a five-lane arterial that connects Atwater
to Winton. Other major corridors in Atwater
include Shafter Road, Bellevue Road, Juniper
Avenue, Shafter Road, Winton Way, Buhach
Road, First Street, and Atwater Boulevard.
Atwater’s bicycle facilities are limited to Class I
shared-use paths along portions of Shaffer Road
north of Bellevue Road and along Buhach Road
between Juniper and Green Sands Avenues, as
well as Class II bike lanes along a small stretch
of Atwater Boulevard on the west side of the
Figure 39
Existing and
Proposed
Bicycle Network
Atwater
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Spot Improvement
KEY
88 99
99 99
Bellevue Rd Bellevue Rd
Shaffer Rd
Winton Way
1 st St
Juniper Ave
Hospital Ave
Shaffer Rd
Atwater Blvd
Juniper Ave
Buhach Rd
Applegate Rd
Giannini Rd
Fleming Rd
Green Sands Ave
Olive Ave
Santa Fe Dr
Santa Fe Dr
N
Figure 40
Proposed
Pedestrian
Improvements
Atwater
city. It lacks a comprehensive network of bicycle
facilities that serve the whole city, and most
areas in the city are not currently served by
bicycle facilities.
Key activity centers in the city include the
Atwater Flea Market, Castle Air Museum,
Atwater Skate Park, Atwater Memorial Ballpark,
and the Bellevue Bowling Alley.
Ped Improvement
Spot Improvement
KEY
89 Merced Regional Active
Transportation Plan
Figure 41
Existing and Proposed Bicycle Network
Dos Palos and South Dos Palos
N
33 33
Valeria St
Blossom St
Elgin Ave
Center Ave
California Ave
Shain Ave Palm AveMillux Ave
Christian Ave
Almond St
Carmellia Ave
Venice RdFolsom Ave
Lexington Ave
Reynolds Ave
Santa Fe Grade
Russell Ave
6 th St
L St
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Spot Improvement
KEY
90 Figure 42
Proposed Pedestrian Improvements
Dos Palos and South Dos Palos
N
33 33
Valeria St
Blossom St
Elgin Ave
Center Ave
California Ave
Shain Ave Palm AveMillux Ave
Christian Ave
Almond St
Carmellia Ave
Venice RdFolsom Ave
Lexington Ave
Reynolds Ave
Santa Fe Grade
Russell Ave
6 th St
L St
Dos Palos
The City of Dos Palos has a 2021 population of
5,651, making it the smallest incorporated city
in the county. The unincorporated community of
South Dos Palos is located just south.
Despite countywide investments in the county’s
active transportation network, Dos Palos does
not have any existing bicycle facilities and
limited pedestrian facilities. SR 33/Elgin Avenue
is the primary highway in the city, serving both
local and through traffic. It cuts through the city
from the west, alternating between two and
four lanes, and between speed limits of 45 and
50 miles per hour . There are no signal-controlled
intersections along this stretch, and one all-way
stop controlled intersection at Blossom Street.
In addition to SR 33, other primary corridors in
the city include Valeria Street, Blossom Street,
Center Avenue, and Almond Street.
Ped Improvement
Spot Improvement
KEY
91 Merced Regional Active
Transportation Plan
Figure 43
Existing and
Proposed
Bicycle Network
Gustine
South Ave
West Ave
North Ave
Lucerne Ave
Jensen Rd
Meredith Ave
Sullivan Rd
East Ave
Linden Ave
Grove Ave
3rd Ave
Carnation Rd
140
140
33 33
140
33 140
33 Gustine
The City of Gustine has a population of 5,990 as
of 2021. The city is located in the northwest part
of the county, and is located at the intersection
of SR 33 and SR 140. The two highways share a
single alignment through the city along South
Avenue and 4th Street, which serves both
through traffic and as the main local arterials.
Other major roadways include North Avenue,
West Avenue, and 5th Street.
While a smaller city, Gustine is home to the
Gustine Municipal Airport, and is near the
Kesterson National Wildlife Refuge. The city’s
parks and schools can be reached through some
N
pedestrian and bicycle facilities. These include
Class III bicycle routes along Sullivan Road,
Linde Avenue, Meredith Avenue, Grove Avenue,
East Avenue, North Avenue, West Avenue, 6th
Street, and 3rd Avenue; as well as Class I shared
used paths along Meredith Avenue and around
Harry Schmidt Park.
The City of Gustine recently completed the
development of a citywide Active Transportation
Plan, which was adopted in December 2021.
As such, the ATP does not include new projects
for Gustine and instead defers to the locally-
developed plan.
Existing/Proposed
Class I
Class II
Class IIB
KEY Existing/Proposed
Class III
Class IIIB
Class IV
Project for
Further Study
Spot
Improvement
92 Figure 44
Proposed
Pedestrian
Improvements
Gustine
South Ave
West Ave
North Ave
Lucerne Ave
Jensen Rd
Meredith Ave
Sullivan Rd
East Ave
Linden Ave
Grove Ave
3rd Ave
Carnation Rd
140
140
33 33
140
33 140
33 N
Ped Improvement
Spot Improvement
Project for
Further Study
KEY
93 Merced Regional Active
Transportation Plan
N
99 99
99 B St
F St
Peach Ave
Robin Ave
Main St
Main St
Walnut Ave
Dwight Way
Campbell Ave
Winton Pkwy
Hammatt Ave
Olive Ave
Figure 45
Existing and Proposed
Bicycle Network
Livingston
Livingston
The City of Livingston has a 2021 population of
14,078. It is located in northern Merced County,
northwest of Atwater . The city is served by SR
99 as its primary highway. Other key commercial
corridors in the city include B Street, Winton
Parkway, Main Street, Davis Street, C Street, and
Hammatt Avenue.
The city has a mix of residential and commercial
areas, as well as numerous parks. Small
segments of Class II bike lanes have been
provided on one block segments on recently
widened roadways, such as B Street, but the
city otherwise lacks formal bicycle facilities.
Sidewalks are provided on most residential
streets. The SR 99 freeway, which bisects
the city, poses a major barrier for access and
connectivity between the two sides of the city.
Residents also report numerous challenges
with crossing SR 99, as well as issues with
accessibility over the railroad tracks.
Livingston is expected to receive passenger
rail service through ACE in the coming decade.
The anticipated development of a platform and
associated infrastructure in the downtown area
underscore the need for greater pedestrian and
ADA accessibility in this area.
Existing/Proposed
Class I
Class II
Class IIB
KEY Existing/Proposed
Class III
Class IIIB
Class IV
Spot
Improvement
94 N
99 99
99 B St
F St
Peach Ave
Robin Ave
Main St
Main St
Walnut Ave
Dwight Way
Campbell Ave
Winton Pkwy
Hammatt Ave
Olive Ave
Figure 46
Proposed Pedestrian
Improvements
Livingston
Ped Improvement
Spot Improvement
KEY
95 Merced Regional Active
Transportation Plan
Los Banos
The City of Los Banos has a population of 44,421
as of 2021, making it the second largest city in
the county. It is located on the west side of the
county near I-5, but is directly served only by
SR 165, SR 152, and SR 33. All three bisect the
city on arterial roadways that serve both local
and through traffic. SR 165 runs north-south
along Mercey Springs Road, which cuts through
the east side of the city. SR 152 and SR 33 run
concurrently through the city along Pacheco
Boulevard, which runs east-west, bisecting the
city while also serving as its primary commercial
corridor . Other major roadways in the city
include Overland Avenue, West H Street / H
Street, B Street, 7th Street, Ward Road, I Street,
and Ortigalita Road.
Los Banos has a substantial network of bicycle
facilities. Class I facilities in the city include the
Rail Trail and the H.G. Fawcett Canal Trail, as well
as a shared path along a stretch of Place Road.
These are complemented by a network of Class
II bike lanes around the city, including along B,
H, and I Streets, 7th Street, Willmot Avenue,
Nantes Avenue, Overland Road, and Cardoza
Road. However, in many such cases, existing
Class II facilities require upgrades to better
match the current character of the roadways
as well as travel needs of people bicycling
throughout the city.
Key activity centers in and around the city
include the AG Sports Complex and Dog Park,
Los Banos Wildlife Area, the 7th Street Ballfields,
Los Banos Historical Museum, Fairgrounds Park,
and Los Banos Municipal Airport.
96 Overland Ave
H St
Pacheco Blvd
Pacheco Blvd
I St
2nd St
Willmott Rd
Ward Rd
San Luis St
Pioneer Rd
Center Ave
Cardoza Rd
Ortigalita Rd
Place Rd
Place Rd
Mercey Springs Rd
7 th St 7th St
7th St
B St
165
33 33
165
Figure 47
Existing and Proposed
Bicycle Network
Los Banos
N
152152
H St
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Spot Improvement
KEY
97 Merced Regional Active
Transportation Plan
Overland Ave
H St
Pacheco Blvd
Pacheco Blvd
I St
2nd St
Willmott Rd
Ward Rd
San Luis St
Pioneer Rd
Center Ave
Cardoza Rd
Ortigalita Rd
Place Rd
Place Rd
Mercey Springs Rd
7 th St 7th St
7th St
B St
165
33 33
165
Figure 48
Proposed Pedestrian
Improvements
Los Banos
N
152152
H St
Ped Improvement
Spot Improvement
KEY
98 Merced
The City of Merced had a population of 85,993
in 2021, making it the largest city in the
county by both population size and land area.
In addition to serving as the seat of Merced
County and home to many of its government
institutions, it is also home to the newest
campus in the University of California (UC)
system, UC Merced, and its attached medical
center . Other key activity centers in the city
include its Senior Community Center, the
Applegate Park Zoo, Applegate Skate Park, Joe
Herb Park and Ball Field, McNamara Park and
Ball Field, Fahrens Park, Merced Flea & Farmers
Market, Lake Yosemite Park, and Merced Mall.
The City of Merced continues to experience
geographic and population growth, especially
fueled by UC Merced’s continual expansion.
Merced is served by SR 99, SR 59, and SR 140.
SR 99 runs along a fully controlled-access
freeway alignment and is the city’s main
highway connection. SR 140 and SR 59 run
mainly along large arterials such as Yosemite
Parkway and Martin Luther King Jr . Way.
However, all three highways run concurrently
along the freeway segment through the central
part of the city, which bisects it and creates
obstacles for access and connectivity between
north and south sides of the city. Other key
commercial corridors in the city include 16th
and 18th Streets; G, M, and R Streets; Main
Street; Olive Avenue; and Yosemite Avenue.
As the biggest city in the county, Merced has
the most expansive bicycle and pedestrian
facilities. The city has a mix of Class I, II, and III
bicycle facilities throughout the city along with
a trail network connecting to recreational areas
outside of the city.
A core network of class I paths are located
along many of the creek corridors that travel
through Merced, including segments of Bear
Creek, Black Rascal Creek, Fahrens Creek, and
Cottonwood Creek. These multi-use paths
serve as important routes for both commuting
and recreational bicycling while preserving the
natural environment. Regional class I facilities on
Lake Road and Campus Parkway, while located
outside of city limits, nevertheless serve as
important connectors for residents traveling to
destinations such as the UC Merced campus.
In addition to the trail network, Class II bicycle
lanes are located on many arterial streets and
within new developments throughout Merced.
Class II bike lanes are located on many major
corridors crossing the city, including Yosemite
Avenue, R Street, M Street, and G Street. In some
instances, as development or adjacent land uses
have changed the character of these roadways,
existing Class II facilities require upgrades to
better match the current character and travel
needs of people bicycling throughout the city.
Class II facilities are located on Buena Vista Drive,
W Olive Avenue, McKee Road, W 26th Street,
Glen Avenue, E 21st Street, W Main Street, E 13th
Street, E 11th Street, and W 8th Street.
Existing Class III bicycle routes are located
throughout the city and are found on sections of
both collectors and arterials, despite only being
appropriate for lower speed streets, such as in
residential areas, to serve specific destinations
such as schools or to close gaps in the broader
bicycle network. Class III facilities are found on
Bellevue Road, Lake Road, G Street, M Street,
Cardella Road, San Jose Avenue, Mercy Avenue,
Mansionette Drive, Yosemite Ave, McKee Road,
W 21st Street, W 18th Street, E Main Street,
W 13th Street, W 11th Street, R Street, V
Street, N West Avenue, and W Childs Avenue.
Community feedback reflect that some of these
routes have not been able to provide sufficiently
comfortable user experience for bicyclists.
99 Merced Regional Active
Transportation Plan
Figure 49
Existing and Proposed
Bicycle Network
City of Merced
Santa Fe Ave
Santa Fe Dr
Yosemite Ave
Olive Ave
G St
M St
Lake Rd
Bellevue Rd
Snelling Hwy
Childs AveChilds Ave
West Ave
G St
R St
V St
M St
Yosemite Ave
Olive Ave
Glen Ave
Parsons Ave
McKee Rd
Campus Pkwy
20th
St
11th
St
Gerard Ave
N
99 99
59 140
140
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Ped Improvement
Spot Improvement
KEY
100
Figure 49
Proposed Pedestrian
Improvements
City of Merced
Santa Fe Ave
Santa Fe Dr
Yosemite Ave
Olive Ave
G St
M St
Lake Rd
Bellevue Rd
Snelling Hwy
Childs AveChilds Ave
West Ave
G St
R St
V St
M St
Yosemite Ave
Olive Ave
Glen Ave
Parsons Ave
McKee Rd
Campus Pkwy
20th
St
11th
St
Gerard Ave
N
99 99
59 140
140
Ped Improvement
Spot Improvement
KEY
101
Merced Regional Active
Transportation Plan
Merced County
The unincorporated portion of Merced
County has an approximate population of
91,616. Most of that population resides
within a number of small, unincorporated
communities, including Ballico, Cressey,
Delhi, Franklin-Beachwood, Hilmar, Le
Grand, McSwain, Planada, Santa Nella,
Snelling, South Dos Palos, Stevinson,
Volta, and Winton.
Each of the unincorporated communities
serves as major activity centers for their
residents and have one to two major
corridors per community connecting
commercial activity, residential areas,
parks, and schools. Many major corridors
connect multiple unincorporated communities
including Santa Fe Drive, Winton Way, Santa Fe
Avenue, Henry Miller Avenue, Bradbury Road,
and August Avenue. These communities are also
served by highways, including SR 140, SR 33, SR
59, SR 165, SR 99, and I-5, which also serve the
incorporated cities.
Focused community plans with an active
transportation emphasis have been recently
undertaken for the Winton and Franklin-
Beachwood communities, which have resulted
in the planning and ongoing implementation of
a variety of improvements, with many focused
around safe routes to schools.
Figure 52
Proposed
Pedestrian
Improvements
Santa Nella
N33
33 Henry Miller Ave
Luis Ave
Santa Nella Blvd
Comet Rd
5 5
Ped Improvement
Spot Improvement
KEY
Santa Nella
Figure 52
South Dos Palos
Figure 59-60
Le Grand
Figures
65-66
Planada
Figures
63-64
Hilmar
Figures
53-54
Delhi
Figures 57-58
Winton
Figures
61-62
Cressey
Figures 55-56
Figure 51
Unincorporated Communities
with Proposed Improvements
102
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Ped Improvement
Spot Improvement
KEY
Cressey Way
Palm Ave
Meadow Dr
Santa Fe Dr
Figure 55
Existing and Proposed
Bicycle Network
Cressey
NFigure 53
Existing and Proposed
Bicycle Network
Hilmar
Lander Ave
Lander Ave
Geer Ave
Bloss Ave
American Ave
August Ave
Geer Ave
Bloss Ave
American Ave
N
Lander Ave
Cressey Way
Palm Ave
Meadow Dr
Santa Fe Dr
Figure 56
Proposed Pedestrian
Improvements
Cressey
Figure 54
Proposed Pedestrian
Improvements
Hilmar
Lander Ave
Lander Ave
Geer Ave
Bloss Ave
American Ave
Geer Ave
Bloss Ave
American Ave
N
Lander Ave
N 103
Merced Regional Active
Transportation Plan
99 99
El Capitan Way
North Ave
Sycamore StPalm St
Vincent Rd
Merced Ave
Flower St
Shanks Rd
Hinton Ave
Letteau Ave
August Ave
Hillside Ave
Schendel Ave
Stephens St
South Ave
Delhi Ave
Figure 58
Proposed Pedestrian
Improvements
Delhi
N
99 99
El Capitan Way
North Ave
Sycamore StPalm St
Vincent Rd
Merced Ave
Flower St
Shanks Rd
Hinton Ave
Letteau Ave
August Ave
Hillside Ave
Schendel Ave
Stephens St
South Ave
Delhi Ave
Figure 57
Existing and Proposed
Bicycle Network
Delhi
N
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Ped Improvement
Spot Improvement
KEY
104
105
Merced Regional Active
Transportation Plan
Merced Regional Active
Transportation Plan
33 Elgin Ave
Christian Ave
Santa Fe Grade
Russell Ave
6 th St
L St
Figure 61
Existing and Proposed
Bicycle Network
Winton
Figure 59
Existing and Proposed
Bicycle Network
South Dos Palos
N
Olive Ave
Walnut Ave
Winton Way
Cypress Ave
Santa Fe Dr
Jones Rd
Gertrude Ave
Almond Ave
Vine Ave
Walnut Ave
N
33 Elgin Ave
Christian Ave
Santa Fe Grade
Russell Ave
6 th St
L St
Figure 62
Proposed Pedestrian
Improvements
Winton
Figure 60
Proposed Pedestrian
Improvements
South Dos Palos
N
Olive Ave
Walnut Ave
Winton Way
Cypress Ave
Santa Fe Dr
Jones Rd
Gertrude Ave
Almond Ave
Vine Ave
Walnut Ave
N
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Ped Improvement
Spot Improvement
KEY
106
Merced Regional Active
Transportation Plan
Figure 65
Existing and Proposed
Bicycle Network
Le Grand
N
Le Grand Rd
Santa Fe Ave
Santa Fe Ave
Fresno Rd
Jefferson St
Hainline Rd
Fresno Rd
Cook St
McKee St
McDowell St
Washington Ave
Existing/Proposed
Class I
Class II
Class IIB
Class III
Class IIIB
Class IV
Ped Improvement
Spot Improvement
KEY
Figure 63
Existing and Proposed
Bicycle Network
Planada
N
Childs AveChilds Ave
Gerard Ave
Santa Fe Ave
Plainsburg Rd
140
140
Stanford Ave
Sutter St
Cody Ave
Figure 66
Proposed Pedestrian
Improvements
Le Grand
N
Le Grand Rd
Santa Fe Ave
Santa Fe Ave
Fresno Rd
Jefferson St
Hainline Rd
Fresno Rd
Cook St
McKee St
McDowell St
Washington Ave
Figure 64
Proposed Pedestrian
Improvements
Planada
N
Childs AveChilds Ave
Gerard Ave
Santa Fe Ave
Plainsburg Rd
140
140
Stanford Ave
Sutter St
Cody Ave
107
108
66 109
Implementation &
Accountability
The active transportation network will be
implemented in a few ways:
• through individual projects;
• in conjunction with adjacent land
development projects; and
• in conjunction with maintenance and other
capital projects.
Recommendations in this report will be
implemented by local jurisdictions and through
coordination and collaboration with MCAG
and other partners, including Caltrans, the San
Joaquin Regional Rail Commission (ACE Rail), the
San Joaquin Joint Powers Authority (SJJPA), the
California High-Speed Rail Authority (CHSRA),
Amtrak, and other advocacy and community
organizations in Merced County and throughout
the Central Valley.
Completion of projects in this plan will
be reported through periodic reports on
completion by jurisdiction staff to the city
councils and board of supervisors, and on each
agency’s website. MCAG will periodically update
this plan to reflect the evolving needs and
progress towards completion.
As discussed previously, implementation will
depend on the availability of funding and in
some cases occur over many years, with priority
projects being targed for implementation
in the next five years. This chapter provides
an overview of available funding sources
at the time of publication, along with
recommendations for ongoing collaboration and
accountability.
Merced Regional Active
Transportation Plan
Funding
Multiple federal, state, regional, and local
funding sources are available for bicycle and
pedestrian projects and programs. A full
resource table is provided in Table 9. Some of
the funding sources most relevant to this plan
include the following:
Measure V is a half-cent regional transportation
sales tax measure that is designed to fund
transportation maintenance and improvements
in the Merced region. Local jurisdictions must
spend at least 20 percent of their local Measure
V funding on alternative mode projects, such
as bicycle and pedestrian projects. As such, this
plan may be used as a resource to identify these
projects.
The Active Transportation Program (ATP)
consolidates diverse transportation initiatives
into a single program with an annual budget
of around $123 million from state and federal
sources. ATP aims to increase walking and biking
trips, enhance safety for non-motorized users,
support regional greenhouse gas reduction
efforts, promote public health, and provide a
range of projects benefiting various user groups,
including disadvantaged communities.
Sustainable Transportation Planning Grants
are offered by Caltrans to encourage local
and regional planning goals that support the
implementation of Regional Transportation
Plan and Sustainable Communities Strategies
(RTP/SCS) projects. These funds can be used
for a variety of focused community planning
projects, including those that support rural
active transportation, temporary demonstration
projects, and community needs assessments.
The Congestion Mitigation and Air Quality
Improvement (CMAQ) Program allocates funds
to states for transportation projects aimed at
alleviating traffic congestion and enhancing
air quality, especially in regions of the country
struggling to meet national air quality standards.
The Highway Safety Improvement Program
(HSIP) is a federal-aid initiative designed to
achieve a significant reduction in traffic fatalities
and serious injuries across all public roads,
including non-state-owned roads and tribal land.
California’s Local HSIP focuses on infrastructure
projects with recognized crash reduction
benefits. Funding can be used for preliminary
engineering, right of way, and construction.
The Safe Streets and Roads for All (SS4A)
grant program has a budget of $5 billion in
appropriated funds spanning from 2022 to
2026. The SS4A program supports regional,
local, and tribal endeavors through grants to
prevent roadway fatalities and severe injuries.
Projects with a direct link to bicycle and
pedestrian safety will be eligible for funding as
the MCAG Multijurisdictional Local Road Safety
Plan is completed in 2024.
Local Development Fees collected on land
development projects can provide match
funding or full implementation of projects
where there is a nexus to the project.
Federal and State Earmarks present an
opportunity to secure funding at both the
federal and state level. Earmarks often have
short timelines for consideration; proactively
creating fact sheets with funding needs and
benefits of potential projects can support
engagement with Federal and State legislators.
110
LOCAL FUNDING SOURCES
Measure V https://www.mcagov.org/315/Measure-V
STATEWIDE FUNDING SOURCES
Affordable Housing and Sustainable Communities (AHSC) https://sgc.ca.gov/programs/ahsc/ Active Transportation Program (ATP) https://catc.ca.gov/programs/active- transportation-program
Clean California (Clean CA) https://cleancalifornia.dot.ca.gov/ Local Highway Safety Improvement Program (HSIP)
https://dot.ca.gov/programs/local-
assistance/fed-and-state-programs/highway-
safety-improvement-program
Local Partnership Program (LPP)
https://catc.ca.gov/programs/sb1/local-
partnership-program
Reconnecting Communities: Highways to Boulevards
(RC:H2B)
https://dot.ca.gov/programs/local-
assistance/fed-and-state-programs/rc-h2b
Road Maintenance and Rehabilitation Account (RMRA) &
Highway Users Tax Account (HUTA)
https://sco.ca.gov/aud_road_maintenance_
sb1.html
Solutions for Congested Corridors Program (SCCP)
https://catc.ca.gov/programs/sb1/solutions-
for-congested-corridors-program
Sustainable Transportation Planning (STP) Grant
https://dot.ca.gov/programs/transportation-
planning/regional-planning/sustainable-
transportation-planning-grants
FEDERAL FUNDING SOURCES
Congestion Mitigation and Air Quality Improvement
Program (CMAQ)
https://arb.ca.gov/resources/documents/
congestion-mitigation-and-air-quality-
improvement-cmaq-program
Promoting Resilient Operations for Transformative,
Efficient, and Cost-Saving Transportation (PROTECT)
https://www.transportation.gov/rural/
grant-toolkit/promoting-resilient-operations-
transformative-efficient-and-cost-saving
Rebuilding American Infrastructure with Sustainability
and Equity (RAISE)
https://transportation.gov/RAISEgrants
Reconnecting Communities and Neighborhoods Grant
Program
https://www.transportation.gov/grants/
rcnprogram
Rural Surface Transportation Grant (RSTG) https://transportation.gov/grants/rural- surface-transportation-grant
Strengthening Mobility and Revolutionizing
Transportation (SMART)
https://transportation.gov/grants/SMART
Safe Streets and Roads for All (SS4A) https://transportation.gov/grants/SS4A Surface Transportation Block Grant (STBG) https://fhwa.dot.gov/specialfunding/stp/ Table 9
Relevant Local, Statewide, and Federal Funding Sources
111
Merced Regional Active
Transportation Plan
Potential Outcomes
By implementing the planned networks and
supporting programs, significant improvements
may be realized in the share of trips made by
walking or bicycling. By increasing the facilities
available to users and emphasizing low stress
bikeways and connectivity to destinations,
mode share is anticipated to increase. While
specific increases in mode share depend on
many factors, usage may increase to levels seen
cities with comparable characteristics and thus
looking at the walk and bike mode share of
other cities provides a reasonable comparison.
Sacramento is a city in the Central Valley with
a comparable climate to that of the Merced
County region. Sacramento currently has a
3.0% walking mode share and a 1.5% bicycling
mode share. Though no single city is exactly
comparable, this comparison provides a
reasonable targets to achieve by implementing
the ATP . Achieving comparable mode shares
in Merced County jurisdictions would result in
significant increases in the number of walk and
bike trips, as displayed in Table 10. As discussed
in Chapter 2, these numbers are based on
commute trips and do not include shopping,
school, or recreational trips, or commuters
who only walk or bike to work part time. Thus,
the actual number of future trips is likely to be
higher than these estimates.
By implementing this plan, it is also anticipated
that collisions involving bicyclists and
pedestrians may be reduced. A target for the
reduction of injuries and fatalities in roadway
users is being established as part of the MCAG
Comprehensive Safety Action Plan (2024),
which will build upon the countermeasures
and projects recommended in this plan. In
addition to these direct health improvements
due to collision reduction, implementation will
also improve health outcomes associated with
increased physical activity by region residents,
such as reduced incidence of heart disease, high
blood pressure, Type 2 diabetes, and obesity.
Location
Walking Bicycling
Current Goal Current Goal
Number Percent Number Percent Number Percent Number Percent Merced County
(As A Whole) 2,481 2.3% 4,255 4% 396 0.4% 1,596 1.5%
Merced County
(Unincorporated) 446 2.2% 821 4% 0 0% 308 1.5%
Merced County
(Cities) 1,028 1.4% 2,163 3% 391 0.5% 1,082 2%
Table 10
Means of Transportation to Work (2022 5-Year Average)
Source: US Census Bureau American Community Survey (ACS) 2018-2022 5-Year data.
Workers aged 16 years and older, excludes percentage of employees that work from home. 112
Measures of Effectiveness and Tracking Progress
Communities in which members of the public,
elected officials, and agency staff are all on
the same page of understanding trade-offs to
operations and safety see the most success.
Local jurisdictions have a critical role to play in
building out the region’s active transportation
network, shifting more trips to active modes,
and reducing traffic collisions that kill or
seriously injure people. Cities and the County
own, operate, and maintain the streets and
roadways within the region, except those owned
by Caltrans, and will ultimately prioritize, fund,
build, and permit the construction of most
non-freeway roadway projects in the region.
Dedicated staff time is critical to coordination
of improvements, relaying project benefits to
agency staff, elected officials, and public, and
keeping a project moving forward. This also
includes maintaining policy and design standards
that align with industry best practices.
A sample framework for implementation has
been provided on the following pages. This
framework aligns with the guiding principles
of the ATP , and includes suggested practices
and recommendations that jurisdictions may
choose to adopt or pursue to reduce barriers to
implementation, and track progress over time.
Both individual and collaborative actions by
jurisdictions will aid in meeting the responsibility
agencies have for implementing projects in a
way that is fiscally responsible and yields the
greatest benefit to the health, mobility, and
livelihoods of the residents and communities of
Merced County.
This plan establishes a framework for improving
active transportation across the region.
However, monitoring of progress must occur to
understand whether the goals of this plan are
being achieved and those who walk, bike, and
roll feel safe and comfortable using the active
transportation network. This requires ongoing
collaboration, with roles for local jurisdictions,
MCAG, and the community.
As the regional transportation planning agency,
MCAG serves in a number of transportation
planning roles in Merced County based on
local, state, and federal designations. These
designations offer increased funding and
responsibility for MCAG in transportation
planning, including oversight of several
programs that can contribute to the expansion
and safety of active transportation networks
throughout the region. Without a dedicated
funding source, project implementation will
typically rely on federal or state funding or
capital improvement funding that can include
roadway safety enhancements. MCAG will
continue to serve as the convenor for local
agencies, and play a role in regional facilitation,
including support for priority projects identified
in this ATP .
113
Merced Regional Active
Transportation Plan
Objective 1.1
Reduce pedestrian and bicyclist related
collisions.
Baseline Data
Existing bicycle/pedestrian.
Recommended Strategies
• Adopt a Vision Zero commitment and action
plan, which identifies strategies to eliminate
all traffic fatalities and severe injuries,
consistent with in-progress Comprehensive
Safety Action Plan (MCAG) and Local Road
Safety Plan (County).
• Develop an annual review process
for bicycle and pedestrian crash data
(including causes) to implement ongoing
infrastructure improvements throughout the
transportation system.
• Install safety enhancements to improve
conditions for the most vulnerable road
users, such as people using mobility devices
youth, and older people.
• Prioritize safety improvements, such as high
visibility crosswalks, at intersections and
corridors with high numbers of bicycle and
pedestrian crashes.
Objective 1.2
Reduce traffic stress for non-motorized roadway
users (as measured by Level of Traffic Stress or
LTS).
Baseline Data
• Percentage of roadways at the highest
levels of LTS 3 and 4 (least comfortable) vs
those at lowest levels of LTS 1 and 2 (most
comfortable).
• Percentage of residents living within ¼-mile
of low-stress facilities (LTS 1 or 2).
Recommended Strategies
• Provide more physically separated active
transportation facilities, such as class I
bikeway shared-use paths, class IV separated
bikeways, and sidewalks.
• Provide alternative facilities on lower-
stress neighborhood streets, such as well-
connected bicycle boulevards.
• Design existing roads to accommodate active
transportation modes.
Traffic-related and personal safety issues are a barrier for people bicycling and walking. Increase opportunities for people of all ages and abilities to easily access local streets and pathways and reduce the number, rate, and severity of collisions involving people walking, biking, and rolling. 1 Safety
Create and maintain a safe environment for
people walking, biking, and rolling
114
Objective 1.3
Follow best practices in transportation facility
planning and design.
Recommended Strategies
• Update public works documents that
guide facility development (for example,
Improvement Standards and Specifications)
every 10 years to reflect current Caltrans,
Manual on Uniform Traffic Control Devices
(MUTCD), and best practice guidance, such
as guidelines from the National Association
of City Transportation Officials (NACTO).
• Adopt a Complete Streets ordinance and
corresponding cross-sections for different
street typologies to guide construction
of new streets and retrofitting of existing
streets.
• Provide wider class I bikeway shared-use
paths (approximately 12’ or more where
possible) in areas of high activity.
• Consider the addition and/or improvement
of bikeways, where feasible, when improving
existing roads.
Objective 1.4
Make travel to school via active modes safe,
comfortable, and convenient for students and
families.
Baseline Data
Mode split for students traveling to schools via
tallies and/or surveys.
Recommended Strategies
• Coordinate with agencies such as The
Bus and Merced County Public Health to
implement a comprehensive Safe Routes to
School educational program.
• Prioritize active transportation
improvements in close proximity to schools
throughout Merced County.
115
Merced Regional Active
Transportation Plan
2 Objective 2.1
Align local implementation of regional
Sustainable Communities Strategies by
tracking transportation-related greenhouse gas
emissions at the County level, and conduct cost/
benefit analyses of transportation projects using
GHG emissions as a criterion.
Baseline Data
Framework and methodology for tracking
Greenhouse Gas emissions related to
transportation.
Recommended Strategies
• Make a public commitment to reducing GHG
emissions.
• Rely upon GHG emission reduction
calculations as a metric for guiding
investment decisions.
• Modify cost/benefit analyses to incorporate
and consider the GHG emission impact of
transportation investments.
Objective 2.2
Reduce overall Vehicle Miles Traveled (VMT).
Baseline Data
• Number of Vehicle Miles Traveled per capita.
• ACS Mode share.
Recommended Strategies
• Complete VMT-based traffic impact analysis
in compliance with SB743 on residential and
office land use projects, when applicable.
• Support compact growth and integrated
transportation/land use planning.
• Encourage large-scale trip generators,
including County and City facilities, to create
and implement Transportation Demand
Management programs that emphasize the
importance of walking to employees and
visitors.
• Ensure all facilities where public employees
work enforce the State’s parking cash-out
law that requires employers who provide
subsidized parking for their employees
to also offer a cash allowance in lieu of a
parking space.
• Encourage the use of DIBS Rideshare
Program, including carpooling, vanpooling,
and public transportatio
Creating walkable and bikeable communities can reduce greenhouse gas (GHG) emissions by encouraging people to use active transportation rather than drive, particularly for short trips.
Integrating the implementation of separated and low stress facilities into development and land use processes can make communities more resilient in the face of climate change impacts.
Mode Shift
Increase the percent of trips made using active
modes throughout the region
116
Objective 2.3
Develop shared-use facilities along canals and
off-road easements.
Baseline Data
Linear miles of canals or levees with
maintenance roads viable for shared-use
facilities.
Recommended Strategies
When upgrading or enhancing irrigation, levee,
and flood control facilities throughout the
region, look for opportunities to implement
shared-use pathways as feasible in conjunction
with maintenance/access needs.
Objective 2.4
Set a goal to increase active mode share of all
trips.
Baseline Data
Percentage of active transportation mode share
of trips.
Recommended Strategies
• Promote active travel as a viable
transportation option.
• Implement proposed active transportation
infrastructure improvements via local CIPs to
create a better-connected network.
117
Merced Regional Active
Transportation Plan
Objective 3.1
Improve opportunities for residents to engage in
active transportation.
Baseline Data
• Healthy Places Index.
• Number of existing programs serving
residents.
Recommended Strategies
• Promote existing active transportation
facilities through community events
and programs, signage, and education
campaigns.
• Provide educational materials on the
benefits of physical activity.
• Implement proposed active transportation
improvements throughout disadvantaged
and disconnected communities and
neighborhoods.
Objective 3.2
Address current and historical inequities in the
provision of active transportation infrastructure.
Baseline Data
• Rates of poverty.
• Median household income.
• Employment statistics from the most recent
5 years.
• Mileage of low-stress bikeways in low-
income neighborhoods.
Recommended Strategies
Prioritize the implementation of planned
projects identified in this Active Transportation
Plan based on historical lack of investment and
current need.
Bicycle and pedestrian facilities provide affordable, healthy transportation solutions, regardless of ethnicity, age, or income. However, access to transportation options may not be equal across all communities. This Plan increases opportunities for the active transportation network to address current and historic inequities and improves economic opportunities for residents.
Equity
Prioritize active transportation investments in
underserved communities3
118
Objective 3.3
Make the transportation planning and
implementation process more transparent and
open to all community members.
Baseline Data
• Number of events and programs related to
active transportation.
• Number of participants in events and
programs related to active transportation
Recommended Strategies
• Develop outreach materials with context and
in languages that are community-specific;
host community meetings at locations that
are convenient with respect to time and
location as well as accessible by multiple
forms of transportation.
• Host engagement events in areas that
attract significant numbers of people, such
as community events and gatherings
• Ensure information on how to request
public services is available online, in
multiple languages for access by non-English
proficient residents, and that the website is
ADA compliant.
• Develop multilingual education campaigns to
communicate the rights and responsibilities
of all roadway users.
• Develop environmental justice components
in a collaborative fashion with local groups
and stakeholders.
119
Merced Regional Active
Transportation Plan
4 Objective 4.1
Develop a robust and well-connected active
transportation network to provide regional and
local connections throughout communities.
Baseline Data
• Number of miles of existing Class I
bikeway shared-use paths and other active
transportation facilities within and between
communities.
• Number of marked pedestrian crossing
opportunities.
Recommended Strategies
• Utilize existing maintenance roads on
irrigation canals for building shared-use
paths.
• Identify and track the number of existing and
new marked pedestrian crossing locations.
• Identify and develop Mobility Hubs; provide
adequate active transportation facilities and
wayfinding to connect to Mobility Hubs.
Objective 4.2
Provide low-stress access to key destinations
such as employment destinations, grocery
stores, transit stops, parks, libraries, and other
community destinations.
Baseline Data
Number of key destinations that are within ¼
mile of the low-stress active transportation
network.
Recommended Strategies
Prioritize the implementation of pedestrian
and bicycle infrastructure that connects to
schools, parks, healthcare, community services,
employment centers, grocery stores, and other
key destinations.
Objective 4.3
Develop a comprehensive facility identification
and wayfinding program.
Baseline Data
Existing network of directional signage directed
towards active transportation users.
Recommended Strategies
• Inventory existing signage and implement
wayfinding program.
• Develop branding and deploy wayfinding
signage to major destinations and between
transportation facilities.
Implementing bicycle and pedestrian infrastructure allows residents to access local and regional destinations safely and comfortably on bicycle or by foot.
Connectivity
Create a pedestrian and bicycle network that connects people to key destinations and public transit
120
Objective 4.4
Provide adequate end-of-trip facilities for active
transportation users.
Baseline Data
• Number of short-term bike parking facilities
(for example, bicycle racks and corrals).
• Number of long-term bike parking facilities
(for example, bicycle lockers and storage
rooms).
Recommended Strategies
• Install secure, long-term bicycle parking and
storage at major transit hubs.
• Encourage bike parking facilities in new
developments and redevelopment projects
beyond those in the California Building
Code (CBC) and other applicable standards
and guidelines; provide assessment-based
incentives, where feasible, on a case-by-case
basis.
• Conduct a baseline inventory of end-of-trip
facilities in each community.
Objective 4.5
Allow for modes of active transportation and
electric-powered micromobility to expand
options for residents and visitors.
Baseline Data
Percentage of county population using active
transportation and other travel modes to
include emerging trends such as scooters,
e-bikes, neighborhood electric vehicles (NEVs),
and other non-human powered micro mobility
options.
Recommended Strategies
Incorporate design flexibility into public spaces,
including bus stops and transit hubs, to allow for
new mobility devices in the future.
121
122
AA
123
Appendix A
Land Use Maps
General plan land use maps for cities and the
county are provided in this appendix.
Please see the County of Merced’s General Plan
Zoning Maps website to see the general plan
land use maps of additional communities.
https://www.countyofmerced.com/437/
General-Plan-Zoning-Maps
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CHILLARIVER
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RIVER
MERCED
RIVER
INGOMARGRD
EUCALYPTUS RD
ORTIGALITA RD
AUGUST A VE
LE
GRAND
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SHAIN AVE
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AVE
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BLOSSAVE
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EL CAPITAN WAY
OLIVE AVE
HEALY RD
VINCENTRD
LA GRANGE RD
BILLYW
RIGHTRD
INDIANA RD
SANTA FE AVE
PALM AVE
TURNERISLANDRD
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CHILDS A VE
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SULTANADR
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PALM AVE
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BRITTORD
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EAGLE
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CENTER A VE
HEREFORD RD
MALLARD RD
ALMOND DR
OAKDALERD
MINTURN RD
VOLTA RD
WESTSIDE BLVD
CARLUCCI RD
DAN MCNAMARA RD
GUN
CLUB
RD
FIRST AVE
GST
KEYES RD
SANTA FE GRD
TURLOCK
RD
COZZI RD
LEE RD
WALTZ RD
CENTRAL AVE
COX FERRY RD
HORNITOS RD
YOUDRD
POLELINERD
HARMON RD
RIVER RD
SNELLINGRD
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January 07, 2014 - MA
MERCED COUNTY
GENERAL PLAN
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Miles
FRESNO COUNTY
MARIPOSA COUNTY
STANISLAUS COUNTY
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SANTA CLARA COUNTY
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Merced County - GIS
Current map reflects revisions thru October 17, 2013
F O O T H I L L
P A S T U R E
F O O T H I L L
P A S T U R E
A G R I C U L T U R E
MADERA COUNTY
CITY PLANNING AREA
URBAN COMMUNITIES
URBAN COMMUNITY "STUDY AREA"
RURAL CENTERS
RURAL RESIDENTIAL CENTERS
HIGHWAY INTERCHANGE CENTERS
ISOLATED URBAN DESIGNATIONS
RURAL DESIGNATIONS
A - Agricultural
FP - FootHill Pasture
OTHER FEATURES
MERCED COUNTY
)LANDFILL
LAKES
MAJOR ROADS
RIVERS
HIGHWAYS
L
!
UNIVERSITY
COMMUNITY
CASTLE
TUTTLE
FRANKLIN -
BEACHWOOD
PLANADA
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WINTON
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Figure LU-1
Merced County
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Atwater
126
DOS PALOS
CARMELLIA RD
FIR
AVE
Q ST
PALM
AVE
MERRILL AVE
M
ILLUX
AVE
J S
T
BLOSSOM ST
OLIVER ST
IDA ST
O ST
MERCED ST
SEVENTH
ST
GENERAL
AVE
ALMOND ST
CHRISTIAN AVE
IONE ST
AUBREY
AVE
AQUA VISTA ST
RUSSELL
AVE
SAN
TA FE GRD
DOS PALOS RD
LEXINGTON
AVE
REYNO
LDS
AVE
LUCERNE
AVE
CENTER
AVE
GO
LDEN
GATE
AVE
FRANK AVE
FOLSOM
AVE
SHAIN AVE
VALERIA ST
CAROL AVE
K ST
P ST
BLOSSOM ST
M
ADERA
AVE
SIXTH
ST
SANTOS ST
CALIFORNIA
AVE
GEORGE ST
SHARON LN
IND-R
RR
C
R
R
REC
UR
RC C
LDC
R
R
R
IND RC LD
RR
PU RRPU
R
IND
C
C
RR
PU
R
C
IND
PU
PU
C
C
R
C
PU
IND
GC
PU
PU
PU
R
PU
R
R
R
RR
C
A-R
A-R
A
A
A
A
A
A
General Plan - Dos Palos Area
·
Development Services Division - GISJuly 6, 2010 - MA
SUDP
City Limit
Agricultural
Light Industrial
Highway Interchange Center
Office Commercial
Commercial General
Golf
Commercial Reserve
Heavy Commercial
Commercial Neighborhood
Undesignated
Regional Community
Public/Government
Urban Expansion Area
Neighborhood Park
Quasi Public Facilities
Open Space
Agricultural-Residential
Commercial
Business Park
Commercial-Reserve
Commercial-Transition
Foothill Pasture
Mixed Use
General Commercial
High Density Res'd
Highway I' Commercial
Industrial
Industrial Reserve
Institutional\Public Facilites
Low Density Res'd
Medium Density Res'd
Neighborhood Commercial
Public Utilities
Residential
Recreational
Residential-Reserve
Rural Residential
Urban Reserve
Very Low Density Res'd
PRODUCED BY MERCED COUNTY PLANNING AND COMMUNITY DEVELOPMENT DEPARTMENT Disclaimer: The information displayed on this map is for reference purposes only. Any questions regarding this map should be directed to the Merced County Planning & Community Development Department. 0 10.5
Miles
Dos Palos
127
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HW
Y
140
VIA MILANO
EAST AVE
5TH AVE
SOUTH
AVE
LA SALLE WAY
5TH AVE
VIA PALERMO
6TH AVE
MEREDITH AVE
5TH ST
3RD AVE 6TH AVE
4TH AVE
2ND AVE
SOUTH AVE
WALLIS AVE
VIA BASILICATA
VIA BORRELLI
SHERWOOD DR
SYLVIA ST
NORTH AVE
LINDEN AVE
WALLER ST
VIA MARSALA
ASHMOUNT LN
BONTA AVE
VIA JODI DR
VIA
DEL
PETTORUTO
PRIVATE RD
JENSEN RD
OLSON DR
HALES DR
RAILROAD AVE
6TH ST
WALLIS AVE
LAUREL AVE
FAIRVIEW AVE
4TH ST
8TH ST
2ND ST
CARNATION RD
BRENDA DR
VIA FRAGA
POINTE LOUROSE AVE
STEELE AVE
LUCERNE AVE
WALLIS AVE
1ST AVE
4TH AVE EUREKA CT
2ND AVE
7TH ST
ELM AVE
VIA SANSOSTI
CARNATION AVE
1ST STVIA ALBERTI
SULLIVAN RD
HUNT RD
VIA ITALIANO
LEE AVE
BRENTWOOD AVE
WHITWORTH RD
PORTSMOUTH LN
MANOR AVE
3RD ST
SYCAMORE AVE
EDITH DRVERDE DR
SYCAMORE AVE
FENTEM RD
NOBLE RD
HWY 140
WORTHINGTON RD
HWY 33
PRINCE RD
GUN CLUB RD
MILLS RD
KNIEBES RD
GAY ST
KNIEBES RD
BORBA RD
WEST AVE WEST AVE
GROVE AVE
VIA PIEDMONT
PAYNE AVE
HWY33
HWY 33
HUNT RD HUNT RD
ASHAVE
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Gustine
General Plan
City Limits
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Sphere of Influence
Residential Estate
Low Density
2.0 - 6.0 dw/ac
Medium Density
6.1 - 10.0 dw/ac
Mobile Home Park
RESIDENTIAL
High Density
10.1 - 15.0 dw/ac
Retail Business District
Office
General Service
Neighborhood
Highway
COMMERCIAL
Mixed Use
Park
School
PUBLIC USES
Greenway
Agricultural-Commercial
AGRICULTURAL
Manufacturing
Controlled Industrial
INDUSTRIAL
September 10, 2012
.
Prepared by
Merced Data Special Services, Inc.
369 West 18th Street Merced CA 95340
209-723-3153
Planned Development
Railroad
500 0 500 1,000 1,500250 Feet
Gustine
128
F ST
MAIN ST
W
ALNUT AVE
SULTANADR
W
A
KAMIDR
WINTON PKWY
BRIARWOOD DR
6TH ST
EASTAVE
I ST
HAMMATTAVE
4TH ST
PEACH AVE
E M E R A L D D R
M
ONTCLIFF W
AY
KISHI DR
TRIG
G
ER LN
C E L I A D R
OLDS AVE
PARAD
ISE
DR
BURG
UNDY DR
2ND ST
PRUSSO ST
9THST
NEW
CASTL E
DR
LILAC
LN
DWIGHT WAY
NORTH MAIN ST
5TH ST
GRAPEVINE DR
C A M
P B E L L B L V D
G ST1ST ST
S W
A N S T
C R O W E L L S T
DAVIS
ST
PARK ST
J ST
D ST
E ST
B ST
C ST
7TH ST
LINCOLN BLVD
ROBIN AVE
WASHINGTON BLVD
8TH ST
JOSEPH ST
7TH ST
DWIGHT WAY
CAM
PG R O U N D R D
2ND ST
WINTONPKWY
RIVERVIEW
DR
OLIVE AVE
ELM
ST
SYCAMORE ST
MARRIOTT AVE
EUCALYPTUS AVE
MAGNOLIA AVE
BLOSS AVE
BIRD ST
FLINT AVE
FLINT AVE
VINEW
O
O
D AVE
GALLO RD
S .P . A V E
LIVINGSTON CRESSEY RD
BLO
SS CT
OAK ST
HO
SKINS AVE
MONTECRISTOAVE
SULTANA DR
P A C I F I C A V E
YAMATORD
SHEESLEY RD
HUNTER RD
99
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December 19, 2019
City of Livingston General Plan
1,000 0 1,000500 Feet
Legend
HD - High Density Residential
LD - Low Density Residential
MD - Medium Density Residential
P - Park/Open Space
PF - Public Facility
PFR - Public Facility Reserve
UR - Urban ReserveGrowth Boundary - Year 2050
Growth Boundary - Year 2030
Growth Boundary - Year 2040
GI - General Industrial
LI - Limited Industrial
IR - Industrial Reserve
CC - Community Commercial
CR - Commercial Reserve
DC - Downtown Commercial
HC - Highway Commercial
NC - Neighborhood Commercial
SC - Service Commercial
Park Reserve
River
Railroad
Highway
Growth Boundary - Year 2020
City Limits
Sphere of Influence
City of Livingston
1416 C Street
Livingston, CA
(209) 394-8041
FAX: (209) 394-4190
Livingston
129
General Plan Land Use Map
¯
LosBanos_GPLU
GPLU
Agriculture/Rural
Civic/Institutional
Commercial
Employment Park
High Density Residential
Industrial
Low Density Residential
Medium Density Residential
Mixed Use
Neighborhood Commercial
Park
Professional Office
SR 152 Bypass Corridor
Los Banos
130
Highway 140
Highway 59
Highway 59
Highway 140
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Date Saved: 11/21/2023
Bellevue Community Plan
UC Community Plan
0 0.4 0.8 1 2 Miles
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Merced
131
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132
BB
133
Appendix B
Survey Results
A website for the project, accessible from
phones, tablets, and computers, was created
in English and Spanish. The project website
included an overview of the project, dates and
times for outreach events, and an interactive
map and survey that allowed the public to
identify where there are existing challenges
to safety walk or bike and help prioritize the
recommendations included in this plan.
Overall, 195 responses were received on the
survey and 84 comments were received on the
project website.
Detailed results from this outreach are attached
in this appendix
134
MCAG Project Survey
1. What community do you live in?
Merced 139
Atwater 12
Livingston 24
Gustine 0
Dos Palos 2
Los Baños 5
Planada 4
McSwain 0
Santa Nella 2
Franklin-Beachwood 1
South Dos Palos 0
Le Grand 1
Volta 0
Hilmar 2
Stevinson 0
Delhi 1
Cressey 0
Ballico 0
Snelling 0
Winton 1
Other 4
135
MCAG Project Survey
1. What community do you live in?
Merced 139
Atwater 12
Livingston 24
Gustine 0
Dos Palos 2
Los Baños 5
Planada 4
McSwain 0
Santa Nella 2
Franklin-Beachwood 1
South Dos Palos 0
Le Grand 1
Volta 0
Hilmar 2
Stevinson 0
Delhi 1
Cressey 0
Ballico 0
Snelling 0
Winton 1
Other 4
2. Please tell us a bit about yourself - check all that apply
3. How often are you walking to the following places?
I'm a student 75
I'm a parent 65
I work in Merced County 75
I live in Merced County 112
I'm retired 10
Other 5
Everyday A few times a week A few times a month A few times a year Never N/A or does not apply to me
Going to work
Going to/taking children to school
Running errands (market, appointments,
etc.)
Visiting friends or family
Going to a bus or train stop
For exercise or leisure
100% 0% 100%
136
4. How often are you biking to the following places?
5. Are there places you would like to walk or bike to that you are not currently? (Select all that apply)
Everyday A few times a week A few times a month A few times a year Never N/A or does not apply to me
Going to work
Going to/taking children to school
Running errands (market, appointments,
etc.)
Visiting friends or family
Going to a bus or train stop
For exercise or leisure
100% 0% 100%
Going to work 48
Going to/taking children to sch… 40
Running errands (market, appoi… 93
Visiting friends or family 70
Going to a bus or train stop 39
For exercise or leisure 101
Other 24
6. What are the top three (3) reasons preventing you from walking? (Select all that apply)
7. What are the top three (3) reasons preventing you from biking? (Select all that apply) Distances between destinations 122
It takes too long to walk to whe… 96
Fear of traffic collision or other … 89
Concern for personal safety 114
Lack of sidewalks/crossings or p… 109
I am pregnant or have children/… 5
I am disabled/unable to walk 7
Other 20
Distances between destinations 47
It takes too long to bike to wher… 42
Fear of traffic collision or other … 116
Concern for personal safety 106
Lack of bike infrastructure or po… 104
I am pregnant or have children/… 4
I do not have a bicycle 68
Lack of secure bike parking 67
My route includes hilly terrain 15
Climate/weather makes biking d… 24
Other 20
137
6. What are the top three (3) reasons preventing you from walking? (Select all that apply)
7. What are the top three (3) reasons preventing you from biking? (Select all that apply) Distances between destinations 122
It takes too long to walk to whe… 96
Fear of traffic collision or other … 89
Concern for personal safety 114
Lack of sidewalks/crossings or p… 109
I am pregnant or have children/… 5
I am disabled/unable to walk 7
Other 20
Distances between destinations 47
It takes too long to bike to wher… 42
Fear of traffic collision or other … 116
Concern for personal safety 106
Lack of bike infrastructure or po… 104
I am pregnant or have children/… 4
I do not have a bicycle 68
Lack of secure bike parking 67
My route includes hilly terrain 15
Climate/weather makes biking d… 24
Other 20
138
8. What design considerations are important to you? (Rank: Less Important to Very Important)
9. Is there anything else you'd like to tell us about your experience walking and biking across Merced County?
1 Separating trails or bike lanes fr…
2 Enhancing crossing opportunities
3 Providing safe routes for walkin…
4 Lowering vehicle speeds
5 Reducing congestion and delays…
6 Keeping on-street parking
7 Bicycle parking
8 Connecting regional pathways t…
139
8. What design considerations are important to you? (Rank: Less Important to Very Important)
9. Is there anything else you'd like to tell us about your experience walking and biking across Merced County?
1 Separating trails or bike lanes fr…
2 Enhancing crossing opportunities
3 Providing safe routes for walkin…
4 Lowering vehicle speeds
5 Reducing congestion and delays…
6 Keeping on-street parking
7 Bicycle parking
8 Connecting regional pathways t…
• You need more bike and walking paths in the north. Also more nature parks and reserves. • More sidewalk. Maintenance needed on sidewalks to allow for safe standing at intersections. • Walking and Biking should be separated with at least a painted line. Biking can be a commuting option if bike lanes are treated like lanes.
• I truly like the fact that Merced has biking trails linked throughout town. Our family of 5 went on long bike rides each day during the Covid lockdown which gave us much needed exercise and became an activity that we all enjoyed as a family. • Put more money on all road in Merced. Roads are horrible. • Siento mucho procupacion para mi comunidad, mas para los ninos que van a la escuela porque no tenemos banquetas or reductores de velocidad. No hay luz en nuestra calles so con todo esto se hace dificil caminar en mi calle: South P St. Invitamos que ustedes vayan a hacer encuestas con residentes en mi comunidad.
• There needs to be more sidewalks in north and south merced, also there needs to be bigger bike lanes.
• There are tons of potholes in county roads, we live in the border of county and city limits. • I have waked Bear Creek, Black Rascal Creek, and the bike path behind Lehigh Dr in Merced.
All have become riddled with homeless people and it isn't pleasant to see anymore. They leave garbage everywhere and poop and urinate under bridges. This is why I don't enjoy the biking and walking in Merced anymore.
• Current rail trails need to be cleaned up. They are nice but too many homeless and feels unsafe.
• I wish we could clean up our community and have shelters for the homeless instead of loitering parks, trails, and shopping centers.
• Need more trails and security.
• From my experiences when walking around Merced everything is pretty far, including bus stops. As a student, this makes it difficult for us to run errands because we have to walk a lot between destinations and waiting for the bus makes our trips even longer too which can take away lots of our day. Another thing that affects our experience is the fact that there is no city bus on the weekends. We have to walk a lot to our destinations, and have to find the bus stops for the university bus, which are more confusing than the city bus. • It is difficult to walk most places due to distance.
• The community does not feel safe to walk around in.
• When walking/biking across the Merced County I noticed that there is no real space to bike or walk as there is not a lot of sidewalks.
• I just haven't really figured out where I want to walk yet because most of the time, driving makes more sense.
• When I exercise it is usually later in the day and most streets lack sufficient lighting. • Don't go onto the streets of county too often, so I can't speak on that. • The road has many potholes, many cars speeding, and not enough room for bikes to traverse the road safely, especially at night with little street lighting. • Walking around Merced is tiring.
• Some of the roads are cracked which make it harder to walk/bike without the thought of getting hurt.
• Not enough lights night walks, need more walking trails. Safety for walkers need to be addressed.
• Some sidewalks need to be redone due to large cracks. 140
• It is rare to see biking in the area I live and walking tends to be more popular and I live near a bike trail as well so I wonder if it has more do with crossing opportunities. • I feel like the city should create a bigger bike lane on Bellevue Rd, it is very tight for cars and for bikes. When I drive I drive the slowest I can when passing next to the Bicyclists. I also think there should be more lights to see people walking late at night. It will help create secruity. • I wish it was safer and also more secure when locking bikes. • Merced is not a walking friendly nor really biking friendly place. As beautiful and as expansive as Merced is, it is hard to move around or get anywhere without a car. • There isn't many bike lanes in Merced, so biking can be a hassle at times. • Commuting from UC Merced to the city is relatively far. • Bike shops in Merced ??
• Could use more lights for major intersections.
• The road quality is horrible and unsafe.
• I like how there is always a bike lane and buttons for pedestrians to press with an audio. • My experience in walking and biking in Merced county has always been a beautiful scenery, beautiful nature and sunrises/ sunsets. But one of the problems that is very concerning is when walking at night. Recently, since the sun sets earlier, it becomes really dark at 5pm, and the problem is the Merced county doesn’t have enough street lamps or enough post lights to help illuminate the neighbors. As a woman living in Merced, I would feel much safer being able to feel less frightened if there were more lights instead of walking in a pitch black neighbor in Merced.
• The sidewalks (or lack of) along Franklin Road and Ashby Roads is troublesome, at best. The speeds at which cars are driving on Franklin Road are scary. Congestion during school drop- off/pick-up times is horrific. What happened to the roundabout that was supposed to be installed at Franklin Road and Ashby Road? The congestion at the stop light at Santa Fe and Franklin Road could be easily mitigated by allowing cars in one direction to go while the other waits at a red light (stop lights on Bear Creek are an example of this). • Traffic speeds along M street can feel uncomfortably fast even though there are residential neighborhoods along M.
• The area I walk is downtown, even though it’s the most walkable part of town it’s still car oriented. Just asking for a crosswalk on K St. has gone nowhere. It’s a street with many apartments and pedestrians, disable folks and parents with kids. • Please keep us safe. Please remove homeless encampments. Please clean up the paths. • There is a lack of safe places to ride. Bike lanes are not maintained to the extent roadways, often they fill with water from sprinkler, trash and other items that can damage bike tires. • I highly recommend securing funding to draft and develop a County wide "Shared Mobility Program" that would include Technical Assistance, Grant writing support and Project Implementation monies for local jurisdictions or at least a implement three-year shared mobility pilot program in a County City to learn from.
• It was about 3-4 years that I was walking in my community and fell because of a broken sidewalk. This sidewalk was on Lewis & Circle. My injury was so bad that I had to go to the hospital and the injury still affects me today. There are a lot of outdated/broken sidewalks in my community that make it hard to walk.
• Reduce street size to slow down speeding especially in rural residential streets, e.g. Cone Ave. • As Education and Outreach Coordinator for the Merced Bicycle Coalition, as a League of American Bicyclists licensed instructor, and having chaired the City's BPAC for eight years, I'm happy to share my experiences and hopes for active transportation in Merced. 141
• It is rare to see biking in the area I live and walking tends to be more popular and I live near a bike trail as well so I wonder if it has more do with crossing opportunities. • I feel like the city should create a bigger bike lane on Bellevue Rd, it is very tight for cars and for bikes. When I drive I drive the slowest I can when passing next to the Bicyclists. I also think there should be more lights to see people walking late at night. It will help create secruity. • I wish it was safer and also more secure when locking bikes. • Merced is not a walking friendly nor really biking friendly place. As beautiful and as expansive as Merced is, it is hard to move around or get anywhere without a car. • There isn't many bike lanes in Merced, so biking can be a hassle at times. • Commuting from UC Merced to the city is relatively far. • Bike shops in Merced ??
• Could use more lights for major intersections.
• The road quality is horrible and unsafe.
• I like how there is always a bike lane and buttons for pedestrians to press with an audio. • My experience in walking and biking in Merced county has always been a beautiful scenery, beautiful nature and sunrises/ sunsets. But one of the problems that is very concerning is when walking at night. Recently, since the sun sets earlier, it becomes really dark at 5pm, and the problem is the Merced county doesn’t have enough street lamps or enough post lights to help illuminate the neighbors. As a woman living in Merced, I would feel much safer being able to feel less frightened if there were more lights instead of walking in a pitch black neighbor in Merced.
• The sidewalks (or lack of) along Franklin Road and Ashby Roads is troublesome, at best. The speeds at which cars are driving on Franklin Road are scary. Congestion during school drop- off/pick-up times is horrific. What happened to the roundabout that was supposed to be installed at Franklin Road and Ashby Road? The congestion at the stop light at Santa Fe and Franklin Road could be easily mitigated by allowing cars in one direction to go while the other waits at a red light (stop lights on Bear Creek are an example of this). • Traffic speeds along M street can feel uncomfortably fast even though there are residential neighborhoods along M.
• The area I walk is downtown, even though it’s the most walkable part of town it’s still car oriented. Just asking for a crosswalk on K St. has gone nowhere. It’s a street with many apartments and pedestrians, disable folks and parents with kids. • Please keep us safe. Please remove homeless encampments. Please clean up the paths. • There is a lack of safe places to ride. Bike lanes are not maintained to the extent roadways, often they fill with water from sprinkler, trash and other items that can damage bike tires. • I highly recommend securing funding to draft and develop a County wide "Shared Mobility Program" that would include Technical Assistance, Grant writing support and Project Implementation monies for local jurisdictions or at least a implement three-year shared mobility pilot program in a County City to learn from.
• It was about 3-4 years that I was walking in my community and fell because of a broken sidewalk. This sidewalk was on Lewis & Circle. My injury was so bad that I had to go to the hospital and the injury still affects me today. There are a lot of outdated/broken sidewalks in my community that make it hard to walk.
• Reduce street size to slow down speeding especially in rural residential streets, e.g. Cone Ave. • As Education and Outreach Coordinator for the Merced Bicycle Coalition, as a League of American Bicyclists licensed instructor, and having chaired the City's BPAC for eight years, I'm happy to share my experiences and hopes for active transportation in Merced. • Sometimes I like to walk around but I do not have a bike at this moment. • No me siento segura, aparte esta el problema de homeless. • It’s very dangerous doing so because of the constant big rigs and cars traveling near restaurants and in our community. Road are not safe, pot holes. Nothing gets fixed. • Know several people who have biked and been hit by car, county roads dangerous to bike. • Since we lack on bike trails we need more speed bumps throughout the neighborhoods. A lot of speeding happens throughout the neighborhoods and drivers do not pay attention. I would walk my children to school but there is a lack of sidewalk at the end of Main Street, I am always fearful when my son walks to the High School.
• Folks driving cars are often too careless about people walking or on their bike. It is often scary to see this behavior and it has stopped from walking or biking in my city, especially with small children.
• The railroad crossing on Main St. by True value is very dangerous. So many stray dogs that chase after people. Not enough street lights there are so many dark streets especially in the older areas of town.
• NEED MORE OF IT. Car dependency sucks. Prioritize people not cars. • It would be nice to have safe bike paths in our community. • The road conditions are gross the patch work is done half ass so that the pot hole appears again and the county road works can keep re-patching (job security). • En mi comunidad de Dos Palos Y , ni tenemos ni banquetas ni alumbrado público, mucho menos espacios para andar en bicicleta, los ciclistas usan las carreteras • No sidewalks, no actual trials for walking.
• I'm Dos Palos Y , no tenemos banquetas ni alumbrado público. • Since my disability it has mad it almost impossible for me to walk or bike anywhere. • At a very minimum, every neighborhood where students live too close for busing to school should have a sidewalk and bikeable options. Golden Valley High School and the Weaver USD really lack options for many of the students.
• Two huge areas of concern for cyclists right now are G Grade between Snelling and Merced.
This route is the most used route and the pavement is horrible and the bike lane is very unmaintained. The cycling community would love to see an 8 foot bike lane between Merced and Snelling. Secondary, McKee Road in its entirety and Olive between McKee and the new parkway.
• It would be very nice to have a actual bike lane from Merced to Snelling. For example, Highway 140 on the west side after Applegate Road has a generous bike lane both directions.
Also the new section of Childs Avenue between Plainsburg Road and to be has an adequate bike lane on each side. We need the same thing to/from Snelling. • 8 foot bike lane from Merced to Snelling.
• Cars are driven as if they’re the only ones on the road, too fast and get really close to cyclists.
We need a large bike path to Snelling and slow cars down on Snelling Road. • Merced/Atwater are not so big they cannot be commuted by bike, as well as around town. • Sidewalks are non existent and may sometimes be small. Gutters are NOT bike lanes.
Crosswalks need to stand out more via reflective paint and signs. Safer and wider bike lanes out to Snelling (8 ft. Wide).
• I enjoy the Bear Creek Bike Path, I hope it will be repaired so that we can safely use it again. • Safety from drivers is bigger concern. Not enough supportive infrastructure. Start with downtown area and make it an example.
142
• Need more bike path, connections.
• I love the idea of regional foot/bike paths connecting cities. This network could create large- scale recreational opportunities like marathons, bicycling events, etc. • No sidewalk attached from Yosemite crossings shopping center to Bellevue ranch nor El Capitan high school.
• Need more and safer routes/pathways to parks, businesses and schools. • When walking, there are many sidewalks that end abruptly. When biking, there is a lack of adequate and secure bike parking to allow me to feel comfortable leaving my bike to go inside where I will no longer be able to watch my bike.
• When, the City Los Banos, will start working to Reopening the Anza Way? • More bike paths connected to public transport. We cannot grow without bike paths. • No bike/walking path closer to the UC.
• Bike paths that are just paint in the road are not safe. Drivers ignore them, people park in them. I am safer in a lane than crammed in a shoulder where I’m not seen by cars. • The streets need to be repaired in many areas. It is incredibly rough on bike tires and having to avoid rocks and holes can be very dangerous.
• Too many stray dogs, chased me while biking. Scared when walking. • Merced is SO close to becoming a fully connected, bike-able city — there are just a few major connecting routes that are in dire need of bike/walk infrastructure (e.g., McKee). • Don't make bike routes along two way stop intersections across large roads. • Bumpy.
• Reinforce safety, add more bike lanes, wider sidewalks. Better crosswalks. • Some areas don't feel safe.
• Where we live we don't have sidewalks. The terrain is uneven and with heavy traffic it makes it dangerous to walk.it makes it dangerous to walk.
• Some places it's hard for me to get to unless a friend drives me there . There should be more bus routes.
• Feels unsafe sometimes.
• Wider roads. More signs. More patrols.
• We were trying to start a neighborhood watch but law enforcement were not responding to our calls. More speed bumps are needed.
• Cross streets walking sometimes take long time.
• Provide more lighting.
• Bike path need to kept clean of debris.
• It's often very beautiful and relaxing.
• I'd like the major bike paths to connect. More north South bike paths separate from road. • We need a regional bike lane that starts in Merced and ends in Turlock. • There are a lot of un experience drivers that do not care and are never reprimanded for their actions.
• There is not many trails and it's pretty dangerous.
• It's very hard to walk with small sidewalks.
• Safety.
• Drivers can be reckless.
• More sidewalks can park areas.
• To many bumps on paths.
• More trails.
143
• Need more bike path, connections.
• I love the idea of regional foot/bike paths connecting cities. This network could create large- scale recreational opportunities like marathons, bicycling events, etc. • No sidewalk attached from Yosemite crossings shopping center to Bellevue ranch nor El Capitan high school.
• Need more and safer routes/pathways to parks, businesses and schools. • When walking, there are many sidewalks that end abruptly. When biking, there is a lack of adequate and secure bike parking to allow me to feel comfortable leaving my bike to go inside where I will no longer be able to watch my bike.
• When, the City Los Banos, will start working to Reopening the Anza Way? • More bike paths connected to public transport. We cannot grow without bike paths. • No bike/walking path closer to the UC.
• Bike paths that are just paint in the road are not safe. Drivers ignore them, people park in them. I am safer in a lane than crammed in a shoulder where I’m not seen by cars. • The streets need to be repaired in many areas. It is incredibly rough on bike tires and having to avoid rocks and holes can be very dangerous.
• Too many stray dogs, chased me while biking. Scared when walking. • Merced is SO close to becoming a fully connected, bike-able city — there are just a few major connecting routes that are in dire need of bike/walk infrastructure (e.g., McKee). • Don't make bike routes along two way stop intersections across large roads. • Bumpy.
• Reinforce safety, add more bike lanes, wider sidewalks. Better crosswalks. • Some areas don't feel safe.
• Where we live we don't have sidewalks. The terrain is uneven and with heavy traffic it makes it dangerous to walk.it makes it dangerous to walk.
• Some places it's hard for me to get to unless a friend drives me there . There should be more bus routes.
• Feels unsafe sometimes.
• Wider roads. More signs. More patrols.
• We were trying to start a neighborhood watch but law enforcement were not responding to our calls. More speed bumps are needed.
• Cross streets walking sometimes take long time.
• Provide more lighting.
• Bike path need to kept clean of debris.
• It's often very beautiful and relaxing.
• I'd like the major bike paths to connect. More north South bike paths separate from road. • We need a regional bike lane that starts in Merced and ends in Turlock. • There are a lot of un experience drivers that do not care and are never reprimanded for their actions.
• There is not many trails and it's pretty dangerous.
• It's very hard to walk with small sidewalks.
• Safety.
• Drivers can be reckless.
• More sidewalks can park areas.
• To many bumps on paths.
• More trails.
• Love.
• Sidewalks need maintenance and lines need repainting. • Whenever I have the opportunity to walk I take it but sometimes it difficult considering distance and the dangers of street animals.
• More things to do on the path.
• More ducks that eat peas.
• Good.
• Make more sidewalks.
• Please add more bike lanes and more safety for pedestrians, this city one does not feel safe with all the homeless camping on the bike trails and traffic being horrible on the street. • Fun.
• Too many homelessness.
• Need better sidewalks.
• While the bike paths in North Merced are lovely and an important community resource, they are better designed for recreation than for transportation. There should still be well delineated bike lanes on all major thruways for cyclists trying to get to and from work. For example the bike lane only runs East-West and there are not good options North-South. Olive does not have a good bike lane, despite being a central commercial area. • Please look into bike valets at concerts or large shopping venues. Knowing someone is watching over my bike would allow me to enjoy whatever I'm doing fully. • Livingston-Cressy road has no sidewalks and no busses go down that road so I have to walk into town on the street.
• I think there aren't too many sidewalks with proper spacing so this doesn't really encourage me to try and walk around more because it doesn't feel safe. • It’s scary to cross the road sometimes. some roads in Merced is really dark so a lamp would be helpful.
• There are not enough bike road.
• I would like better sidewalk conditions and more cross intersections for pedestrians. • It would be great if there were clearer bike lanes along certain roads/streets. • this county neglects the unique aspects of its wildlife preserves by not providing hiking and bicycle access. This is not a large County, yet it has unique environmentally significant areas not easily accessible. This region can be a healthier region if people are enticed to hike and bicycle more between cities and town within the County. • We have some beautiful bike paths; it would be nice if they were patrolled like they were a few years go with police office on segways. It would let families feel safe and maybe deter the elements that haunt the creek paths. This would encourage more bicycling and pedestrians walking if they knew they were safe on the paths. We are thankful for the effort that has been put into place preserving some of these paths. I believe if we make it more accessible to everyone then it will be utilized more and become a normal way of life in Merced. • Not safe with speeding cars and unprotected bike lanes. crossing at intersections even with traffic lights is VERY scary. Fear for my kids who would otherwise love to be more independent.
144
CC
145
Appendix C
Prioritization Process
Prioritization of the projects identified in the
MCAG Active Transportation Plan provides an
understanding of community needs, targets
investments, and strategically positions projects
for competitive grants. Potential factors for
prioritization are proposed in this appendix
in Table 11. These factors are aligned with
the eligibility criteria for the California Active
Transportation Program.
Prioritization factors consider safety, access to
schools and community destinations, equity,
and connectivity. Each factor will be weighted
by significance, then scores for all factors will be
summed and normalized to provide a total score
for each proposed project. A list of proposed
factors for consideration is presented in Table 11.
MCAG staff may also wish to consider
additional factors to prioritize based on the
potential for mode shift, and/or the difficulty of
implementation. Low-stress, separated facilities,
such as a trail, Class I path, or cycletrack are more
likely to contribute to mode shift in the long term
and see additional safety benefits by separating
users from vehicles. However, these projects
also can involve more difficult implementation
considerations, such as tradeoffs around the
reallocation of roadway space and higher
construction costs. Similarly, projects such as
bicycle boulevards, which involve the addition of
traffic calming elements on low-speed roadways,
may have lower implementation costs but are
less likely to increase mode shift.
146
Table 11 List of Prioritization Factors
Input Factor Source Range of Factor
Variable
Score Significance
Safety – 40%
Fatal or severe injury collisions
within 250 feet
UC Berkeley
SAFETREC TIMS /
Points
2+ collisions 2
High1 collision 1
Presence on Bike/Ped High Injury
Network
MCAG Local Road
Safety Plan and
County Local Road
Safety Plan
Yes 1 High
Need (Access & Connectivity) – 40%
Proximity to Schools CA Dept. of Education
/ Points
Within ¼ mile 2 HighWithin ½ mile 1
Proximity to Libraries & Parks Points Within ¼ mile 2 MediumWithin ½ mile 1 Proximity to Transit (Bus) Stops GTFS / Points Within ¼ mile 2 MediumWithin ½ mile 1 Disadvantaged Communities – 20%
Schools with large share (75%)
of students eligible for free and
reduced-price meals
CA Dept. of Education
/ Polygons
0-0.25 miles 4
High0.25-0.5 2
0.5-1 1
Health Places Index Polygons Within 25th
percentile or less 1 High
CalEnviroScreen 4.0 Polygons Within top 25% 1 High
Low-income communities ACS / Polygons Income below 80%
statewide median 1 High
Climate and Environmental
Justice Screening Tool (CEJST) USDOT / Polygons Identified as disadvantaged 1 High
Equitable Transportation
Community (ETC) Explorer USDOT / Polygons Identified as disadvantaged 1 High
147
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148
CC
DD
149
Appendix D
Project List
Prioritized project lists that correspond to
the maps in Chapter 5, broken down by
jurisdiction, are provided in this appendix.
150
Location From To
Facility
Type Length Priority
Cost
Estimate
Almador Terrace Juniper Ave Clinton Ave 3B 0.34 $30,000 Almador Terrace Clinton Ave Broadway Ave 2 0.27 $30,000 Atwater Canal N Buhach Rd Olive Ave 1 4.82 High $8,880,000 Ave Two City Limits N Buhach Rd 1 0.55 $1,010,000
Bellevue Rd Atwater Canal Santa Fe Rd 2B 2.52 High $1,040,000 Broadway Ave N Buhach Rd Shaffer Rd 3B 1.18 $100,000
Buhach Rd Bellevue Rd Juniper Ave 3B 0.76 $60,000
Fifth St Bellevue Rd Atwater Blvd 3B 1.03 High $80,000
First St Bellevue Rd Atwater Blvd 2 1.23 High $130,000
Fruitland Ave Shaffer Rd Atwater Canal 3B 0.94 $80,000
Green Sands Ave City limits Broadway Ave 1 0.91 $1,670,000 Juniper Ave Shaffer Rd Winton Way 3B 1.08 High $90,000
Juniper Ave Shaffer Rd Buhach Rd 1 1.06 High $1,950,000 Mitchell Ave N Winton Way Atwater Canal Path 1 0.43 High $800,000 N Buhach Rd Green Sands Ave Juniper Ave 1 0.76 $1,400,000 N Winton Way City Limits Olive Ave 2B 1.32 High $210,000 Shaffer Rd Camellia Dr E Bellevue Rd 1 0.75 $1,390,000
Shaffer Rd Bellevue Rd Atwater Blvd 4 1.34 High $260,000 Location Cross Street Project Type Cost Estimate
5th St Midblock south of Ivy Ave Traffic Calming $250,000 Bellevue Rd Atwater Canal Trail Crossing $130,000
Bellevue Rd Shaffer Rd Traffic Calming $1,400,000
N Winton Way Fruitland Ave Trail Crossing $130,000
Winton Way Livingston Canal Install RRFB $130,000
Atwater
Spot Improvement Projects
151
Dos Palos
Location From To
Facility
Type Length Priority
Cost
Estimate
Bryant Ave Carmelia Ave Valeria Ave 1 1.87 $3,440,000
Bryant MS Valeria St 1 0.41 $760,000
California Ave Colony Branch
Three Canal
Valeria St 3B 0.49 High $40,000
Center Ave Dora St Valeria St 3B 0.39 $30,000
Colony Branch
Three Canal
Golden Gate Ave Reynolds Ave 1 0.94 $1,720,000
Elgin Ave Valeria St Santos St 0 0.59 High $250,000
SR-33 Valerie St County limits 2 2.12 High $220,000
Valeria St Bryant Ave Elgin Ave 3B 1.50 High $120,000
Valeria St Center Ave Elgin Ave 1 0.57 High $1,060,000
Location Cross Street Project Type Cost Estimate
California Ave Almond St Intersection Upgrades $250,000 California Ave Blossom St Intersection Upgrades $250,000 Center Ave Blossom St Intersection Upgrades $550,000
E Blossom St Leonard Ave Crossing Enhancement $250,000 E Blossom St Lucerne Ave Install RRFB $130,000
Frank Ave Almond St Intersection Upgrades $250,000
Frank Ave Blossom St Intersection Upgrades $250,000
Loraine St Center Ave Intersection Upgrades $250,000
Palo Alto St Leonard Ave Crossing Enhancement $250,000 Palo Alto St Mabel Ave Crossing Enhancement $250,000
Spot Improvement Projects
152
Gustine
Improvement Location Start End Length
Priority
Score
Cost
Estimate
New Sidewalk 1st Avenue Alley between West
Ave and 6th St
76 ft 18 $9,800
New Sidewalk 1st Avenue Alley between 5th
and 6th Streets
80 ft 13 $10,400
New Sidewalk 1st Street 2nd Avenue 3rd Avenue 810 ft 3 $105,200 Class III Bicycle
Boulevard
2nd Avenue West Avenue SR 33/140 (4th St) 0.24 mi 11 $4,900 New Sidewalk 2nd Avenue Alley between 5th
and 6th Streets
80 ft 15 $10,400
New Sidewalk 2nd Avenue Alley between West
Ave and 6th St
40 ft 13 $5,200
New Sidewalk 2nd Avenue 2nd Street East Avenue 1,177 ft 3 $153,000 New Sidewalk 2nd Avenue 5th Street 4th Street (SR
33/140)
498 ft 3 $64,700
New Sidewalk 2nd Street North Avenue 5th Avenue 2,205 ft 3 $286,700 New Sidewalk 3rd Avenue Alley between 4th
and 5th Streets
80 ft 10 $10,400
New Sidewalk 3rd Avenue Railroad tracks East Avenue 988 ft 8 $128,400 Class III Bicycle
Boulevard
4th Avenue West Avenue 4th Street 0.29 mi 6 $5,700
New Sidewalk 4th Avenue Alley between West
Ave and 7th St
85 ft 13 $11,100
New Sidewalk 4th Avenue Alley between 6th
and 7th Streets
109 ft 13 $14,200
New Sidewalk 4th Avenue Alley between 2nd
and 3rd Streets
East Avenue 972 ft 3 $126,300
New Sidewalk 5th Avenue Alley between 7th &
8th Streets
80 ft 8 $10,400
New Sidewalk 5th Avenue Alley between 6th
and 7th Streets
80 ft 8 $10,400
New Sidewalk 5th Avenue
Alley between 5th
and 6th Streets
80 ft 8 $10,400
New Sidewalk 5th Avenue 7th Street Alley between 6th
and 7th Streets
280 ft 5 $36,400
The City of Gustine recently completed the development of a citywide Active Transportation Plan, which was adopted in December 2021. As such, the ATP does not include new projects for Gustine and instead defers to the locally- developed plan.
The following tables reproduce Appendix C of that 2021 plan. 153
Gustine
Improvement Location Start End Length
Priority
Score
Cost
Estimate
New Sidewalk 5th Avenue Alley between 3rd and
2nd Streets
East Avenue 726 ft 3 $94,400
Class III Bicycle
Boulevard
5th Street SR 33/140 North Avenue 0.39 mi 15 $7,800
New Sidewalk Ash Avenue South Avenue Wallis Avenue 360 ft 11 $46,800 New Sidewalk Carnation
Avenue
355 Carnation Ave Railroad Avenue 338 ft 11 $43,900
Study Carnation
Road
East Avenue Kniebes Road 0.50 mi 0 Varies
New Sidewalk Carolyn
Drive
Elm Avenue Laurel Avenue 559 ft 8 $72,700
Study Drainage
Canal
Access Road
Drainage Canal (West
side of Gustine)
Via del Pettoruto 0.92 mi 10 Varies
New Sidewalk East Avenue 2nd Avenue 5th Avenue 1252 ft 3 $162,800 Study East Avenue Fairview Avenue Railroad Avenue 0.13 mi 5 Varies New Sidewalk Elm Avenue Carolyn Drive SR 33/140 (South
Ave)
624 ft 18 $81,100
New Sidewalk Elm Avenue SR 33/140 (South Ave) Wallis Avenue 1,404 ft 16 $182,500 Class I Multi-
Use Path
Grove
Avenue
430' north of Sullivan
Rd
Sullivan Road 0.08 mi 13 $212,100
Study Kniebes
Road
Carnation Road Meredith Avenue 0.25 mi 0 Varies
Class III Bicycle
Boulevard
Laurel
Avenue
North Avenue Sullivan Road 0.98 mi 11 $19,600
New Sidewalk Laurel
Avenue
Meredith Avenue SR 33/140 2,359 ft 16 $306,700
Class III Bicycle
Boulevard
Laurel
Avenue
North Avenue Sullivan Road 0.98 mi 11 $19,600
New Sidewalk Laurel
Avenue
Meredith Avenue SR 33/140 2,359 ft 16 $306,700
New Sidewalk Laurel
Avenue
Bonta Avenue Sullivan Road 557 ft 11 $72,400
New Sidewalk Laurel
Avenue
SR 33/140 North Avenue 4,874 ft 8 $633,700
Class III Bicycle
Boulevard
Linden
Avenue
Sullivan Road SR 33/140 0.25 mi 11 $5,000
154
Gustine
Improvement Location Start End Length
Priority
Score
Cost
Estimate
New Sidewalk Linden
Avenue
SR 33/140 Wallis Avenue 785 ft 21 $102,000
New Sidewalk Linden Ave-
nue
SR 33/140 Lucerne Avenue 998 ft 20 $129,700
New Sidewalk Linden
Avenue
Lucerne Avenue North Avenue 1,131 ft 13 $147,000
New Sidewalk Linden
Avenue
Bonta Avenue Sullivan Road 289 ft 6 $37,600
New Sidewalk Lucerne
Avenue
Jensen Road West Avenue 2,544 ft 20 $330,700
New Sidewalk Lucerne
Avenue
Jensen Road West Avenue 1,271 ft 15 $165,300
New Sidewalk Meredith
Avenue
Railroad Avenue Gustine
Elementary east
property line
407 ft 16 $52,900
New Sidewalk Meredith
Avenue
Grove Avenue Hunt Road 1,441 ft 11 $187,400
New Sidewalk Payne
Avenue
Meredith Avenue Start of existing
sidewalk on Payne
Avenue
137 ft 11 $17,800
Study Railroad
Avenue
North Avenue Sullivan Road 1.07 mi 13 Varies
New Sidewalk South
Avenue
4th Street East Avenue 1,296 ft 13 $168,400
Class IV
Bikeway
South
Avenue (SR
33/140)
Linden Avenue 4th Street 0.60 mi 18 $450,300
Sidewalk
Improvements
South
Avenue (SR
33/140)
Linden Avenue 4th Street 6,165 ft 23 $308,300
Study South of Via
Basilicata
Proposed Trail/
West City Limits
Lucerne Avenue 0.24 mi 5 Varies
Class IV
Bikeway
SR 33/140
6th Avenue Gustine High
School
0.56 mi 13 $416,900
New Sidewalk SR 33/140 North Avenue Carnation Road 3,012 ft 12 $391,500 Class I Multi-
Use Path
Sullivan Road Jensen Road Proposed Rail Trail 1.02 mi 16 $2,671,800 New Sidewalk Sycamore
Avenue
North Avenue Sycamore Cul- de-
sac
1,299 ft 18 $168,900
155
Gustine
Improvement Location Start End Length
Priority
Score
Cost
Estimate
New Sidewalk Sycamore
Avenue
SR 33/140 (South Ave) Sycamore Ave
(north cul-de- sac)
2,376 ft 13 $308,900
New Sidewalk Sycamore
Avenue
Meredith Avenue 697 Sycamore
Avenue
1,850 ft 11 $240,400
New Sidewalk Wallis
Avenue
Linden Avenue Laurel Avenue 810 ft 16 $105,300
New Sidewalk Wallis
Avenue
150' east of Payne Ave Railroad Avenue 1,508 ft 11 $196,000 New Sidewalk Wallis
Avenue
West Avenue Payne Avenue 209 ft 11 $27,100
Class III Bicycle
Boulevard
West
Avenue
North Avenue Sullivan Road 0.99 mi 13 $19,900
New Sidewalk West
Avenue
SR 33/140 (South Ave) 1,156 ft 11 $150,300
New Sidewalk West
Avenue
SR 33/140 (South Ave) Meredith Avenue 1,093 ft 11 $142,000 Improvement Location Cross Street
Priority
Score
Cost
Estimate
Crossing Improvement 1st Avenue 6th Street 8 $1,900
Curb Ramp Improvement 2nd Avenue 6th Street 15 $20,000
Curb Ramp Improvement 2nd Avenue 5th Street 15 $20,000
Crossing Improvement 3rd Avenue 5th Street 15 $9,200
Curb Ramp Improvement 3rd Avenue Alley between 5th and 6th Streets 13 $20,000 Curb Ramp Improvement 4th Avenue Alley between 5th and 6th Streets 8 $20,000 Curb Ramp Improvement 4th Avenue Alley between 4th and 5th Streets 8 $20,000 Curb Ramp Improvement 5th Avenue Alley between 5th and 4th Streets 8 $20,000 Crossing Improvement 6th Street North Avenue 10 $3,300
Crossing Improvement 6th Street SR 33/140 8 $22,300
Crossing Improvement 8th Street SR 33/140 8 $22,300
Crossing Improvement East Avenue E Wallis Avenue 13 $2,300 Crossing Improvement East Avenue Fairview Avenue 8 $4,600 Crossing Improvement Hunt Road Sullivan Road 10 $54,600 Crossing Improvement Hunt Road Railroad tracks 8 Varies Crossing Improvement Jensen Road North Avenue 5 $2,300
Crossing Improvement Lucerne Avenue West Avenue 15 $3,000,000 Spot Improvement Projects
156
Gustine
Spot Improvement Projects
Improvement Location Cross Street
Priority
Score
Cost
Estimate
Crossing Improvement Lucerne Avenue Laurel Avenue 8 $1,900 Crossing Improvement Meredith Avenue Linden Avenue 20 $9,200 Crossing Improvement Meredith Avenue Railroad Avenue 10 Varies Crossing Improvement Meredith Avenue West Avenue 8 $9,200 Crossing Improvement North Avenue 5th Street 10 $6,900
Crossing Improvement North Avenue Laurel Avenue 7 $22,300 Crossing Improvement North Avenue Sycamore Avenue 7 $22,300 Crossing Improvement North Avenue Linden Avenue 5 $4,600 Crossing Improvement South Avenue East Avenue 10 $4,600 Crossing Improvement South Avenue Railroad Avenue 5 $2,300 Study SR 33/140 Linden Avenue 18 $96,900
Crossing Improvement SR 33/140 Canal Trail Crossing 3 Varies Crossing Improvement SR 33/140 (4th St) 3rd Avenue 9 $16,100 Crossing Improvement SR 33/140 (4th St) 4th Avenue 5 $4,600 Crossing Improvement SR 33/140 (4th St) 5th Avenue 5 $54,600 Crossing Improvement SR 33/140 (4th St) 2nd Avenue 5 $4,600 Crossing Improvement SR 33/140 (South Ave) 5th Street 10 $9,200 Crossing Improvement SR 33/140 (South Ave) Elm Avenue 18 $1,900 Crossing Improvement SR 33/140 (South Ave) Sycamore Avenue 13 $4,600 Crossing Improvement SR 33/140 (South Ave) Laurel Avenue 10 $9,200 Crossing Improvement SR 33/140 (South Ave) West Avenue 8 $96,900 Crossing Improvement Sullivan Road Middle School Entry 10 $52,300 Crossing Improvement Sullivan Road Grove Avenue 10 $2,300 Crossing Improvement Sullivan Road Linden Avenue 5 $2,300 Crossing Improvement Sullivan Road Laurel Avenue 5 $2,300 Crossing Improvement Sullivan Road West Avenue 5 $2,300 Crossing Improvement Via Jodi North Avenue 5 $2,300
Crossing Improvement Via Palermo Fentem Road (North Ave) 5 $22,300 157
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158
Livingston
Location From To
Facility
Type Length Priority
Cost
Estimate
7th St F St D St 3B 0.14 $30,000
7th St Peach Ave Park St 3B 0.24 $50,000
B St Robin Ave Main St 2 0.98 $260,000
Briarwood Sr Montcliff Way F St 3B 0.23 $50,000
Campbell Dr Stefani Ave Hammatt Ave 1 0.68 $3,260,000
Campbell Dr Hammatt Ave New Trail 2 0.21 $60,000
Canal Trail Joseph Gallo Ct Main St 1 0.69 $3,310,000
Celia Dr N Main St Walnut Ave 3B 0.26 High $60,000
D St 7th St Prusso St 3B 0.44 $90,000
Dwight Way Walnut Ave Trigger Ln 1 0.28 $1,330,000
Emerald Dr / Are-
na Canal
Montcliff Way Peach Ave 1 0.37 $1,790,000
F St Prusso St Robin Ave 2 0.81 $220,000
F St Hammat Ave Prusso St 3 0.70 High $90,000
Hammatt Ave Peach Ave Park St 3 0.24 High $30,000
Hammatt Ave Olive Ave Walnut Ave 2B 0.50 $210,000
Hammatt Ave Park St Walnut Ave 2 0.78 $210,000
I St Main St Amarone Way 3B 0.28 $60,000
Joseph Gallo Ct Winton Parkway Canal Trail 2 0.26 $70,000 Main St Peach Ave D St 2 0.64 High $170,000
Main St Court St D St 3B 0.24 $50,000
Main St Court St Olive Ave 2B 0.71 High $300,000
Montcliff Way Montelena Ave Winton Pkwy 3B 0.28 $60,000 Montelena Ave Amarone Way Latour Way 3B 0.16 $40,000
Olive Ave Main St Ohki St 2B 0.40 $170,000
Park St Hammatt Ave Main St 3B 0.51 High $110,000
Peach Ave Dwight Way Main St 2 1.00 High $270,000
Peach Ave Main St Robin Ave 3 1.01 High $130,000
Prusso St F St B St 3B 0.26 $60,000
Ravenswood Dr /
Arena Canal
Briarwood Dr F St 1 0.37 $1,760,000
Trigger Ave Campbell Dr Dwight Way 1 0.21 $1,030,000
Walnut Ave 365 ft east of
Sycamore St
Stefani Ave 2B 1.01 High $420,000
Winton Pkwy Campbell Blvd Peach Ave 2B 1.27 $530,000
159
Livingston
Spot Improvement Projects
Location Cross Street Project Type Cost Estimate
Celia Dr Hickory Ave Install RRFB $130,000
Celia Dr 230ft SE of Lucero Park Traffic Calming $250,000 F St Hilltop Ave Crossing Enhancement $130,000
Livingston Cressey Rd Celia Dr Crossing Enhancement $130,000 Main St I St Install RRFB $250,000
Main St 300ft N of Peach Ave Crossing Enhancement $130,000 N Main St Campbell Blvd Crossing Enhancement $250,000
N Main St Railroad Tracks Crossing Enhancement $550,000 Park St 5th St Intersection Upgrades $130,000
Park St 7th St Intersection Upgrades $250,000
Peach Ave 7th St Crossing Enhancement $250,000
160
Los Banos
Location From To
Facility
Type Length Priority
Cost
Estimate
11th St Pioneer Rd Pachecho Blvd 3B 1.03 $210,000
7th St Madison Ave Willmott Ave 4 1.20 High $590,000
B St Ward Rd 7th St 4 1.35 High $660,000
Badger Flat Rd Prarie Springs Dr Cardoza Rd 3B 0.28 $60,000 Cabernet St Overland Ave Vineyard Dr 3B 0.61 $130,000
Carrdoza Rd Fir Dr Ortigalita Rd 2 0.35 $100,000
Center Ave Madison Ave Cardoza Rd 4 0.25 $130,000
Colorado Ave J St H St 4 0.57 $280,000
Fourth St I St F St 2B 0.08 $40,000
H St Pachecho Blvd Ingomar Grade 4 2.54 High $1,230,000 I St 4th St Cardoza Rd 4 1.63 High $800,000
Madison Ave Center Ave Seventh St 3B 0.36 $80,000
Mercey Springs Rd Del Rio Dr Pacheco Blvd 1 2.16 High $10,360,000 Miller Lane Pacheco Blvd San Luis St 2B 0.33 $140,000
Nantes Ave Overland Ave Capri Ave 2B 0.73 $310,000
Ortigalita Rd Sandra St Pachecho Blvd 4 0.72 $350,000
Overland Ave Okace Rd Johnson Rd 4 1.92 High $930,000
Overland Ave Place Rd Ward Rd 2 0.49 $130,000
Pacheco Blvd Ward Rd Merced College 4 4.22 High $2,050,000 Page Trail Mercey Springs Rd Page St/S 11th St 1 0.23 $1,130,000 Pioneer Rd New West Connector Ward Rd 1 3.75 $18,020,000 Place Rd Mission Dr B St 3B 0.30 $60,000
Rail Trail Ward St 2nd St 1 2.22 High $10,650,000
San Luis St Pachecho Blvd Mercey Springs Rd 4 1.90 High $930,000 Second St H St Willmott Ave 3B 0.37 $80,000
Snow Goose Dr Fallbrook Dr Ward Rd 3B 0.43 $90,000
Stonewood Dr Willmott Ave Woodbridge St 4 0.88 $430,000 Vineyard Dr Nantes Ave Stonewood Dr 4 0.53 $260,000
Ward Rd Pachecho Blvd Snow Goose Dr 4 0.67 High $330,000 Willmott Ave Johnson Rd Las Palmas St 4 1.80 High $880,000 Wisteria Ave B St Willmott Ave 3B 0.15 $30,000
161
Los Banos
Location Cross Street Project Type Cost Estimate
7th St J St Intersection Upgrades $250,000
7th St K St Intersection Upgrades $250,000
E Pachecho Blvd 7th St Intersection Upgrades $1,400,000 E Pachecho Blvd 9th St Crossing Enhancement $250,000
E Pachecho Blvd Mercey Springs Rd Intersection Upgrades $1,400,000 H St 6th St Intersection Upgrades $130,000
Miller Ln Canal Farm Ln Intersection Upgrades $550,000 Place Rd San Luis St Intersection Upgrades $130,000
W H St Johnson Rd Railroad Crossing $550,000
Spot Improvement Projects
162
City of Merced
Location From To
Facility
Type Length Priority
Cost
Estimate
26th St Glen Ave O St 3B 1.31 High $270,000
Ahwahnee Dr Cascade Creek Ave Joerg Ave 3B 0.18 $40,000 Bancroft Dr Barclay Way M Cir 4 0.17 $90,000
Barclay Way Portico Dr M St 4 0.66 $330,000
Bear Creek Trail N McKee Rd R St 1 2.53 $12,150,000
Bear Creek Trail S McKee Rd W 25th St 1 2.97 High $14,260,000 Bellevue Rd N Lake Rd M St 1 2.46 $11,830,000
Buena Vista Dr M St R St 2B 0.47 $200,000
Cardella Rd G St Freemark Ave 4 0.76 $380,000
Cascade Creek Ave Black Rascal Creek Ahwahnee Dr 3B 0.36 $80,000 Cassis Dr San Augustine Ave El Redondo Dr 3B 0.23 $50,000 Cottonwood Creek
Trail
Penn Ct / Cottonwood
Creek Trail
G St 1 1.18 $5,650,000
Creekview Dr Path N Lake Rd Creekview Dr 1 1.22 $5,860,000 Dominican Dr Cottonwood Creek Mercy Ave 4 0.18 $90,000
E 21st St Yosemite Pkwy Glen Ave 2 0.66 High $180,000
E 27th St McKee Rd Glen Ave 3B 0.88 $180,000
E Childs Ave Campus Pkwy Delong St 4 2.44 High $1,190,000 E Main St Glen Ave G St 2B 0.57 High $240,000
E Yosemite Ave Campus Pkwy G St 4 2.47 $1,200,000
El Redondo Dr W Yosemite Ave Avignon Dr 2
0.64 $170,000
El Redondo Dr
Path
Santa Fe Park / Fahrens
Creek Trail
W Yosemite Ave 1 0.93 $4,470,000
Fahrens Creek
Path
Cottonwood Creek Trail
/ Theresa Ct
Black Rascal
Creek Path
1 1.96 $9,420,000
G St Childs Ave Bellevue Rd 4 5.17 High $2,510,000
G St E Mission Ave E Childs Ave 2 1.07 $280,000
G St W Cardella Rd Mercy Ave 1 0.54 $2,600,000
Glen Ave Bear Creek Trail E Main St 2B 0.91 High $380,000 Grogan Ave West Ave MacReady Dr 4 0.45 $230,000
Horizons Ave Horizons Ave End Pacific Dr 2B 0.40 $170,000 Joerg Ave Ahwahnee Dr E Yosemite Ave 3B 0.15 $30,000
Lehigh Dr Cottonwood Creek Trail M St 2 0.38 $100,000
M St Childs Ave Bellevue Rd 4 5.27 High $2,560,000
Mandeville Ln Barclay Way M Cir 4 0.17 $90,000
Mansionette Dr Mercy Ave E Yosemite Ave 4 0.44 $220,000 MLK Jr . Blvd Main St 24th St 3B 0.50 $100,000
163
City of Merced
Location From To
Facility
Type Length Priority Cost Estimate
McKee Rd E 27th St E Yosemite Ave 4 2.05 $1,000,000
Mercy Ave Mansionette Dr G St 3B 0.27 $60,000
Mission Ave SR-59 S Coffee St 2B 3.01 $1,260,000
Motel Dr Almond Ave Glen Ave 4 0.41 High $200,000
N Parsons Ave Yosemite Ave E 27th St 4 1.92 $940,000
O St 26th St 8th St 4 1.39 High $680,000
Olive Ave Campus Pkwy R St 4 4.52 High $2,200,000
Orion Dr Twilight Ave Horizons Ave 3B 0.10 $20,000
Orion Dr Path R St Twilight Ave 1 0.19 $930,000
Pacific Dr San Augustine Ave Horizons Ave 2 0.69 $180,000 R St W Childs Ave W Yosemite Ave 4 3.23 High $1,570,000 Rascal Bike Path McKee Rd Snelling Hwy 1 4.20 High $20,150,000 S Parsons Ave S Coffee St Yosemite Pkwy 4 1.95 High $950,000 San Augustine Ave Cassis Dr W Yosemite Ave 2B 0.59 $250,000 San Jose Ave Lehigh Dr W Yosemite Ave 2B 0.55 $230,000
Sullivan Bike Path Snelling Hwy Devonwood Dr 1 0.71 $3,390,000 Tyler Rd E Mission Ave E Childs Ave 1 1.01 $4,870,000
V St W 24th St W Main St 3B 0.52 $110,000
V St W Main St SR-140 2B 0.33 High $140,000
W 11th St D St X St 3B 1.82 High $370,000
W 13th St B St R St 3B 1.45 High $300,000
W 16th St G St V St 2 1.37 High $360,000
W 18th St G St V St 2B 1.37 High $570,000
W 21st St Glen Ave R St 3B 1.58 High $320,000
W 8th St MLK Jr Way West Ave 3B 1.20 High $250,000
W Childs Ave De Long St N West Ave 2B 2.10 High $880,000 W Main St G St O St 3B 0.73 High $150,000
W Yosemite Ave G St San Augustine Ave 2B 1.66 High $690,000 West Ave W Childs Ave W 11th St 2B 0.94 High $400,000
Spot
Improvement
Projects
Location Cross Street Project Type Cost Estimate
Heritage Dr West Ave Install RRFB $130,000
Parsons Ave Bear Creek New Bike/Ped Bridge $15,000,000 W 7th St West Ave Intersection Redesign $250,000
W Childs Ave Reyes Elementary School New Crossing $130,000 W Lopes Ave West Ave Install RRFB $130,000
164
Unincorporated County
Community Location From To
Facility
Type Length Priority
Cost
Estimate
County/
Atwater/
Merced
Santa Fe Dr City of Atwater City of Merced 1 4.00 High $19,230,000 Cressey 3rd St Cressey St Crocker Ave 1 0.07 $360,000
Cressey Cressey St Cressey Way 3rd St 1 0.09 $460,000
Cressey Cressey Way Crocker Ave Cressey St 1 0.10 $470,000 Cressey Crocker Ave 3rd St Cressey Way 1 0.15 $730,000
Delhi 5th St El Capitan Way Sierra St 1 0.50 High $2,420,000 Delhi El Capitan Way Palm St Stephens St 2 0.66 High $180,000 Delhi Merced Ave August Ave Schendel Ave 0 0.23 High $260,000 Delhi Oslo Rd Letteau Ave Merced Ave 1 0.66 High $3,170,000 Delhi Schendel Ave Stephens St Merced Ave 4 1.14 High $560,000 Delhi Stephens St Johnson St El Capitan Way 2 0.60 High $160,000 Delhi Vincent Rd El Capitan Way Shanks Rd 3B 0.33 High $70,000 Hilmar Geer Ave Lander Ave Scholar Way 1 0.49 $2,360,000 Hilmar Lander Ave Lateral
Number 7
Geer Ave 1 0.38 $1,830,000
Le Grand Brice St Brice St Cook St 3B 0.12 High $30,000 Le Grand Jefferson St Washington St Le Grand Rd 1 0.15 High $750,000 Le Grand S Cook St E Brice St Le Grand Rd 3B 0.14 High $30,000 Le Grand S McKee St Jefferson St 1 0.04 High $180,000
Planada Broderick Ave Fremont St Santa Fe Dr 3B 0.21 $50,000 Planada Fremont St Stanford Ave Broderick Ave 3B 0.17 $40,000 Planada Plainsburg Rd Santa Fe Dr Gerard Ave 4 0.84 High $410,000 Planada Santa Fe Dr Broderick Ave Stanford Ave 3B 0.34 $70,000 Planada Stanford Ave Fremont St Santa Fe Dr 3B 0.37 $80,000 Santa Nella SR-33 I-5 Centinella Ave 0 0.71 High $780,000 Santa Nella W Comet Rd S Jupiter St Neptune St 0 0.47 $520,000 South Dos
Palos
6th St K St P St 3B 0.39 High $80,000
South Dos
Palos
7th Santa Fe Grade L St 3B 0.08 High $20,000
South Dos
Palos
7th St Santa Fe Grade N St 1 0.09 High $430,000
South Dos
Palos
7th St N St W Rice Drain 3B 0.18 $40,000
165
Unincorporated County
Community Location From To
Facility
Type Length Priority
Cost
Estimate
South Dos
Palos
Adobe St L St Santa Fe Grade 3B 0.08 $20,000
South Dos
Palos
Christian Ave SR-33 Lexington Ave 2 1.01 $270,000
South Dos
Palos
L St 7th St Adobe St 3B 0.36 $80,000
South Dos
Palos
Lexington Ave Christian Ave Santa Fe Grade 2 0.68 $180,000 South Dos
Palos
N St 7th St 6th St 2 0.09 $30,000
South Dos
Palos
P St 6th St 7th St 3B 0.10 $30,000
South Dos
Palos
Santa Fe Grade Adobe St 7th St 3B 0.36 High $80,000
Winton Winton Way Atwater City
Limits
Olive Ave 4 2.00 High $970,000
Spot Improvement Projects
Community Location Cross Street Project Type Cost Estimate Delhi Stephen St El Capitan Way Intersection Upgrades $250,000 Delhi Stephen St King St Intersection Upgrades $250,000 Delhi Stephen St Schendel Ave Intersection Upgrades $250,000 Planada E Childs Ave Freemont St Crossing Enhancement $250,000 Planada E Childs Ave Hupp St Crossing Enhancement $250,000 Santa Nella SR-33 Comet St New Crossing $550,000
Winton N Winton Way Almond Ave Crossing Enhancement $550,000 Winton N Winton Way Myrtle Ave Crossing Enhancement $250,000 Winton N Winton Way Olive Ave Crossing Enhancement $250,000 Winton N Winton Way Santa Fe Dr Crossing Enhancement $1,950,000 Winton N Winton Way W Walnut Ave Crossing Enhancement $250,000 166
EE
167
Appendix E
Sample Resolution
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF [CITY NAME] APPROVING THE MERCED REGIONAL
ACTIVE TRANSPORTATION PLAN
WHEREAS, the Merced Regional Active Transportation Plan complies with the California Transportation Commission 2025 Active Transportation Program Guidelines; and WHEREAS, the Merced Regional Active Transportation Plan is in compliance with the 2022 Merced County Association of Governments Regional Transportation Plan and Sustainable Communities Strategy; and WHEREAS, the Merced Regional Active Transportation Plan is an implementation tool to the [City Name] General Plan Circulation Element; and
WHEREAS, the Merced Regional Active Transportation Plan promotes walking and biking for transportation and recreation by all members of the community by creating a connected and complete network of trails, walkways, and bikeways that provides safe, convenient, and enjoyable connections to key destinations and neighborhoods in [City Name]; and
WHEREAS, the Merced Regional Active Transportation Plan promotes pedestrian and bicyclist safety and collision reduction; and
WHEREAS, the Merced Regional Active Transportation Plan will improve the accessibility of funding for pedestrian and bicycle related-related improvements in [City Name]; and WHEREAS, approval of the Merced Regional Active Transportation Plan meets eligibility requirements for Active Transportation Program funding.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of [City Name] hereby approves the Merced Regional Active Transportation Plan.
168
FF
169
Appendix F
ATP Checklist
Page numbers that correspond to the
appropriate Caltrans Active Transportation Plan
Checklist items are provided in this appendix.
170
Checklist Item Description Page
A Mode Share The estimated number of existing bicycle trips and pedestrian trips in the plan area, both in absolute numbers and as a percentage of all trips, and the estimated increase in the number of bicycle trips and pedestrian trips resulting from the implementation of the plan.
31 B Description
of Land Uses/
Destinations
A map and description of existing and proposed land use and settlement patterns which must include, but not be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, major employment centers, major transit hubs, and other destinations. Major transit hubs must include, but are not limited to, rail and transit terminals and ferry docks and landings.
Existing: 17
(Appendix A),
88-102
Proposed:
88-102
C Pedestrian
Facilities
A map and description of existing and proposed pedestrian facilities, including those at major transit hubs and those that serve public and private schools.
Existing: 25
Proposed:
88-107
D Bicycle Facilities A map and description of existing and proposed bicycle transportation facilities, including those at major transit hubs and those that serve public and private schools.
Existing: 18-
24 Proposed:
88-107
E Bicycle Parking A map and description of existing and proposed end-of-trip bicycle parking facilities. Include a description of existing and proposed policies related to bicycle parking in public locations, private parking garages and parking lots, and in new commercial and residential developments. Also, include a map and description of existing and proposed bicycle
transport and parking facilities for connections with and use of other transportation modes. These must include, but not be limited to, bicycle parking facilities at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting bicyclists and bicycles on transit or rail vehicles or ferry vessels.
Existing: 18
Proposed:
64, 121
F Wayfinding A description of existing and proposed signage providing wayfinding along bicycle and pedestrian networks to
designated destinations.
Existing: 26
Proposed:
75, 120
G Non-
Infrastructure
A description of existing and proposed bicycle and pedestrian education and encouragement programs conducted in the
area included within the plan.
76-78
H Collision Analysis The number and location of collisions, serious injuries, and fatalities suffered by bicyclists and pedestrians in the plan area, both in absolute numbers and as a percentage of all collisions and injuries, and a goal for collision, serious injury, and fatality reduction after implementation of the plan 35-37
171
Checklist Item Description Page
I Equity Analysis Identify census tracts that are considered disadvantaged or low income and identify bicycle and pedestrian needs of those disadvantaged or lowincome residents, including lack of connectivity to key destinations, mobility challenges, public health concerns, and safety issues.
42-49
J Community
Engagement
A description of the extent of community involvement in the development of the plan, including disadvantaged and underserved communities.
51-55
K Coordination A description of how the active transportation plan has been coordinated with neighboring jurisdictions, including school districts within the plan area, and is consistent with other local or regional transportation, air quality, housing, or energy conservation plans, including, but not limited to, general plans and a Sustainable Community Strategy in a Regional Transportation Plan, and local or regional housing plans or process improvements that are adopted or in development. 14-15, 51-54
L Prioritization A description of the projects and programs proposed in the plan and a listing of their priorities for implementation, including the methodology for project prioritization and a proposed timeline for implementation.
86-87,
Appendix C
M Funding A description of future financial needs for projects and programs that improve safety and convenience for bicyclists and pedestrians in the plan area. Include anticipated cost, revenue sources, and potential funding for bicycle and
pedestrian uses.
110-111,
Appendix D
N Implementation A description of steps necessary to implement the plan and the reporting process that will be used to keep the adopting agency and community informed of the progress being made in implementing the plan.
113-121
O Maintenance A description of the policies and procedures for maintaining existing and proposed bicycle and pedestrian facilities, including, but not limited to, the maintenance of smooth pavement, ADA level surfaces, freedom from encroaching
vegetation, maintenance of traffic control devices including striping and other pavement markings, and lighting.
60-61
P Resolution A resolution showing the adoption of the plan by the city, county, or district. If the active transportation plan was prepared by a county transportation commission, regional transportation planning agency, MPO, school district, or transit district, the plan should indicate the support via resolution of the city(s) or county(s) in which the proposed facilities would be located.
Appendix E