Agenda packet — Monterey City Council, October 26, 2022

Council Chamber, 580 Pacific
St., and Zoom Teleconference
Monterey, California
Monterey City Council
Special Meeting Agenda
Study Session
Wednesday, October 26, 2022
4:00 PM
City Council
Clyde Roberson, Mayor
Dan Albert, Councilmember
Alan Haffa, Councilmember
Ed Smith, Councilmember
Tyller Williamson, Councilmember
City Manager
Hans Uslar
IMPORTANT NOTICE: Pursuant to California Government Code section 54953(e)(1)(A) and (C) and the Monterey City Council’s resolution authorizing virtual participation in public meetings given the COVID-19 pandemic, meetings of the Monterey City Council and its Boards, Commissions, and Committees are being conducted with a hybrid format providing both inperson and virtual (electronic) participation in order to promote social distancing and protect the health and safety of attendees.

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CALL TO ORDER

PLEDGE OF ALLEGIANCE

STUDY SESSION
STUDY SESSION items are used to provide information to the City Council and answer their questions to clarify issues. Study Sessions provide a setting for informal discussions between staff, consultants, board, commission,committee members and the City Council regarding specific programs, projects or policies. Council does not take formal action on the items.
10/26/2022 4:00:00 PM
2 1. Climate Change - Update (Not a project under CEQA Article 20, Section 15378 and under General Rule Article 5, Section 15061)

ADJOURNMENT
Members of the public have the right to address the City Council on any item on the Agenda, before or during its consideration [G.C. §54954.3(a)]. The Mayor will formally open the floor for public comment on items such as "Public Appearance" and "Public Hearings." Comment may be made via the method described in the Important Notice (re: COVID-19) at the top of the agenda.

Writings distributed for discussion or consideration on these matters within 72 hours prior to the meeting, pursuant to Government Code § 54957.5, are available at: monterey.org/submitted-comments and in the City Manager’s Office at 580 Pacific St., Room 1, Monterey, CA 93940 during regular business hours.

Information distributed to the Council at the Council meeting becomes part of the public record. A copy of written material, pictures, etc. should be provided for this purpose.

City Council Meetings are cable cast live and videotaped for replay on Monterey's Government Access Channel 25 by Access Media Productions (AMP).

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ACCESSIBILITY: The City of Monterey is committed to including the disabled in all of its services, programs and activities. In compliance with the Americans with Disabilities Act, if you need special assistance to participate in this meeting, please contact the City Clerk’s Office at [email protected] or (831) 646-3935. Notification 30 hours prior to the meeting will enable the City to make reasonable arrangements to ensure accessibility to this meeting [28 CFR 35.102-35.104 ADA Title II]. Later requests will be accommodated to the extent feasible. For communication-related assistance, dial 711 to use the California Relay Service (CRS) to speak to City offices. CRS offers free text-tospeech, speech-to-speech, and Spanish-language services 24 hours a day, 7 days a week. If you require a hearing amplification device to attend a meeting, dial 711 to use CRS to talk to the City Clerk's Office at (831) 646-3935 to coordinate use of a device.

Upcoming city meetings are listed at http://isearchmonterey.org More information is available by calling (831) 646-3935 Council
Agenda Report
№08/22
FROM: Kimberly Cole, AICP, Community Development Director Prepared By: Ted Terrasas, REHS, Sustainability Manager Fernanda Roveri, AICP, Principal Planner
SUBJECT: Climate Change Update (Not a project under CEQA Article 20, Section 15378 and under General Rule Article 5, Section 15061)
RECOMMENDATION:

That the City Council receives a presentation from staff relating to climate change and mitigation/adaptation measures that the City has undertaken to date and future areas of focus.

VALUE DRIVER:

Protect and preserve our natural environment by addressing climate change through ecologically responsible and pragmatic solutions.

POLICY IMPLICATIONS:

This presentation supports the findings stated in the City’s adopted Climate Action Plan and directive of protecting and preserving the natural environment.

FISCAL IMPLICATIONS:

There are no fiscal implications from receiving this staff report.

ENVIRONMENTAL DETERMINATION:

The City of Monterey determined that the proposed action is not a project as defined by the California Environmental Quality Act (CEQA)(CCR, Title 14, Chapter 3 (“CEQA Guidelines), Article 20, Section 15378). In addition, CEQA Guidelines Section 15061 includes the general rule that CEQA applies only to activities which have the potential for causing a significant effect on the environment. Where it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment, the activity is not subject to CEQA. Because the proposed action and this matter have no potential to cause any effect on the environment, or because it falls within a category of activities excluded as projects pursuant to CEQA Guidelines section 15378, this matter is not a project. Because the matter does not cause a direct or any reasonably foreseeable indirect physical change on or in the environment, this matter is not a project. Any subsequent discretionary projects resulting from this action will be assessed for CEQA applicability.

ALTERNATIVES CONSIDERED:

The City Council could choose not to accept the report or direct staff to provide additional information or clarification.

Date: 10/26/2022
Item No.: 1.

Council Special Meeting, 10/26/2022, Item No. 1., Item Page 1, Packet Page 3 DISCUSSION:

Background
Climate change is real, and it is unequivocal that human influence has warmed the atmosphere, ocean, and land. Each of the last four decades has been successively warmer than any decade that preceded it since the State of California joined the union in 1850. Over the past fifteen years, the City of Monterey has taken efforts to address climate change.

Climate Change At-A-Glance
In 1988, the Intergovernmental Committee on Climate Change (IPCC) was established by the United Nations to provide policymakers with regular scientific assessments about climate change. The IPCC publishes periodic Assessment Reports to summarize its findings, helping to inform policymakers and often leading to major worldwide agreements such as the Kyoto Protocol in 1997 and the Paris Agreement in 2015.

The Sixth Assessment Report (AR6) by the IPCC is being released in phases, which began in 2021 and is scheduled to be completed in late 2022 or early 2023. So far, the results of AR6 are incredibly alarming, including the Working Group 1 Summary for Policymakers which provides findings including but not limited to:
 Temperatures during the 2011-2020 decade were the warmest in the past 125,000 years  It is virtually certain that the global upper ocean (0-700m) has warmed since the 1970s, and extremely likely that human influence is the main driver  Global surface temperature has increased faster since 1970 than in any other 50-year period over the last 2,000 years
 It is virtually certain that human-caused CO2 emissions are the main driver of the current global acidification of the surface open ocean
 In 2019, atmospheric CO2 concentrations were higher than at any time in the last 2 million years
 In the last decade, annual average Arctic Sea ice reached its lowest level since 1850, and the late summer Arctic Sea ice was smaller than at any time in the past 1,000 years  Global mean sea level has risen faster since 1900 than over any century in the past 3,000 years
In addition to the finding that the Earth has warmed slightly greater than 1°C since the beginning of the Industrial Revolution, it is expected that global warming will increase temperatures by

1.5°C to 2°C before the middle of the current century unless deep reductions in CO2 and other greenhouse gases (GHG) occur in the coming decades.

According to the IPCC’s Special Report: Global Warming of 1.5°C, climate risks to health, livelihoods, food security, water supply, human security, and economic growth are projected to increase with global warming of 1.5°C and increase further with the warming of 2°C.

Council Special Meeting, 10/26/2022, Item No. 1., Item Page 2, Packet Page 4 The City of Monterey’s Response
Over the fifteen-plus years, the City has initiated many projects to limit GHG impacts, including but not limited to building efficiency upgrades, electrifying fleet vehicles and adopting an Environmentally Preferred Purchasing Policy.

The City also adopted its first Climate Action Plan (CAP) in 2016, including a GHG emission inventory and establishing a baseline level for progress comparison. The CAP also set emission reduction targets for 2020, 2030, and 2050 and provided recommendations for future actions to increase the likelihood of achieving those targets. The targets incorporated State and industry goals, including AB 32 (1990 emission levels by 2020), Urban Environmental Accords (25% below 2005 levels by 2030), and CA Governor’s Executive Order S-3-05 (80% below 1990 levels by 2050). More recently, the adoption of SB 100 set a new standard for California to utilize 100% carbon-free energy by 2045.

Mitigation Efforts
Residential/ Commercial/ Industrial Energy Usage
Beginning in 2007, the City participated in several energy retrofit efforts in cooperation with the Association of Monterey Bay Area Governments (AMBAG) and PG&E to increase energy efficiency in its buildings, impacting 33 City-owned locations and resulting in a savings of approximately 2 million kWh of energy (a kilowatt hour (kwh) is the amount of energy used to keep a 1,000-watt device running for one hour). This included projects such as LED lighting at the Conference Center, citywide LED streetlights, the Lighthouse Tunnel, Monterey Bay Coastal Recreational Trail, and El Estero Bridge, and lighting at the Library, Scholze Park Center, City Hall, Monterey Sports Center, Parking Garages, and Municipal Wharf 1 (Fisherman’s Wharf).

In 2011, the City began participation in the Direct Access Program, which allows participants to purchase electricity from a non-utility entity with the local investor-owned utility still responsible for the transmission and distribution of the energy. This program allowed the City to select a third-party energy provider capable of supplying 100% renewable energy at a competitive cost, resulting in the City being able to power its top 30 energy use accounts with renewable energy.

This early purchase of 100% renewable energy for city accounts was a groundbreaking and unique approach over a decade ago.

In general, the most cost-effective means of utilizing renewable power is by self-generation, most often realized through the installation of solar panels. In the past 15 years, the City purchased solar panels that were installed at 735 Pacific Street administrative offices, and the Conference Center and were designed to offset the power usage at those locations.

In the future, the City is looking at larger installation projects where excess power can be generated at one City property and utilized to offset power usage at other City properties.

Completing larger solar projects rather than multiple smaller projects is often the most costeffective and least likely to encounter variables that would make installation infeasible, such as a building’s roof age, shading, or structural integrity.

One of the main recommendations of the City’s CAP was that the City join partners in the region to form a Community Choice Aggregate (CCA), for the purposes of forming a new public agency Council Special Meeting, 10/26/2022, Item No. 1., Item Page 3, Packet Page 5 tasked with procuring energy for residential, commercial, and industrial customers. A significant reduction of GHG impacts was realized when the City became a founding member of Central Coast Community Energy or 3CE (formerly Monterey Bay Community Power). Forming this agency meant that all power users in the City (in addition to Santa Cruz and San Benito Counties) would now be able to choose 100% carbon-free energy as their electricity source.

Some important 3CE facts include:
 Began operations in 2018
 Provides local control of energy procurement
 Includes 33 member agencies on the Central Coast serving more than 430,000 customers
 On track to provide 100% renewable energy by 2030, improving on current carbon free energy sources
 Has provided customers with access to more than $28 million in energy program rebates and incentives to electrify transportation, buildings and the agricultural sector  City of Monterey stats:
o 96% of eligible accounts enrolled
o 14,649 total accounts
o 3CE processed 75 applications for the electric vehicle rebate program over a three-year period. During the 2021-2022 year, over $76,000 in assistance to City customers was provided.

Transportation
Given that transportation is the largest contributor to GHG impacts in the City, reducing vehicle emissions is a significant priority. There are multiple ways to address transportation impacts, including public transportation projects, EV charging infrastructure, and converting internal combustion vehicles to electric or zero-emission vehicles.

Starting in 1996, the City operated the first Compressed Natural Gas station at our Ryan Ranch location. In partnership with Monterey-Salinas Transit (MST) vehicles equipped with CNG technology, including 9 transit busses operating on the Monterey Peninsula and beyond, were refueled with this alternative fuel reducing harmful emissions. The station was closed when other cleaner alternatives became available.

The City owns 18 passenger cars, of which nine (9) or 50% are EV or hybrid, with the remainder of the City vehicles being light to medium-duty work trucks. The first hybrid the City purchased was in 2007, and the first EV was in 2016. Although the transition to EVs has been successful with passenger vehicles, trucks and other vehicles have been more challenging due to higher costs and performance concerns with vehicles of this type due to current technological limitations.

The City operates EV charging stations at the Calle Principal parking lot (two charging stalls) and the East/West garage (two charging stalls). In 2009, our first EV charging station was donated by a small group of electric car enthusiasts from San Jose and installed in our West parking garage. At that time, the City was criticized by a few residents for ‘wasting’ precious parking spaces.

Council Special Meeting, 10/26/2022, Item No. 1., Item Page 4, Packet Page 6 Currently, consideration is being given to a larger EV project at Wharf 1 (Washington Street and Del Monte Avenue), for which the Tesla automotive company is requesting 17 parking stalls for electric vehicle superchargers, including ADA-compliant charging stations. Similarly to 2009, this project has also received some critical statements.

With the regulation of vehicles largely the responsibility of the State, efforts made at this level are often the most impactful to GHG reductions. The Low Carbon Fuel Standard (LCFS) was adopted in 2007 and provided incentives for fuels with lower GHG emissions and targeted a 10% reduction in fuel carbon content by 2020. More recently, the CA Air Resources Board passed new regulations requiring that 35% of new cars sold be zero emission by 2026, 68% by 2030, and 100% by 2035.

In addition to transportation electrification efforts, the City continues to invest in its adaptive traffic signal system. It is estimated that once all primary corridors are running on an adaptive system, the City will see a yearly reduction of 20 tons of criteria pollutants (NOx, ROG, and PM).

Solid Waste
Starting in 1994 the City of Monterey initiated and in collaboration with the Monterey City Disposal Services (MCDS) to develop, build, implement and operate the first Materials Recovery Facility (MRF) in the County. The MRF sorted the materials to ensure that glass, aluminum and paper would be reused. Starting that early allowed the City to be compliant with a State law mandating a 50% recycling requirement for all communities. From the beginning in 2000, the City’s exceeded the recycling mandate by reporting numbers in the 70th percentile.

The City has adopted several ordinances relating to the reduction of solid waste material, including a polystyrene ban (2009), a plastic bag ban (2011), and a disposable food service ware ban (2018). In addition to limiting plastic waste that is difficult to recycle or does not readily break down in the environment, these efforts have been successful at limiting plastic pollution, especially in the Monterey Bay National Marine Sanctuary.

In addition, the State of California (CalRecycle) has approved several regulations over the years that have focused on increasing recycling rates, diverting organics from the landfill, and minimizing the production of methane, which is a potent GHG. Some key examples are AB 341 (Mandatory Recycling), AB 1826 (Mandatory Organics Diversion) and SB 1383 (Short Lived Climate Pollutants).

Each year, the City is required to complete a report to CalRecycle that indicates the City’s efforts to comply with these State laws, including but not limited to the number of accounts impacted by the requirements, the number of accounts in compliance, outreach and education efforts and diversion tonnage totals.

Regional Comparison
According to the 2020 Community Wide GHG inventory completed by the Association of Monterey Bay Area Governments (AMBAG), the City has reduced its total GHG emissions by Council Special Meeting, 10/26/2022, Item No. 1., Item Page 5, Packet Page 7 roughly 30% for the time period from 2005-2020. This includes improvements to GHG emissions in residential, commercial, transportation, solid waste, and wastewater.

Of the 18 cities evaluated by AMBAG, total emissions ranged from a 21% increase to a 35% decrease in GHG emissions, with the average being an 18% decrease. The three counties evaluated ranged from a 14% increase to a 23% decrease in GHG emissions, with the average being a 6 percent decrease.

Adaptation Efforts
The City has historically adapted its waterfront properties either to address future coastal erosion or preserve open space. Notable, early projects include the denial of the Ponderosa development and ultimate acquisition of the property by California State Parks. The City worked with State Parks to connect the regional Monterey Bay Recreation Trail through the Ponderosa property.

Figure 1: Ponderosa Site
A second project was commonly referred to as the Del Monte Beach Re-subdivision Project where the City and local Park District acquired properties and worked with the developer on a re-subdivision process to reduce the number of developable lots from 48 to 11 lots and moved them uphill. This strategy will help ensure that the homes are safe from coastal erosion and sea level rise for years to come. Figure 2 demonstrates how the lots were moved up the hill and were originally similar to the remaining area of Del Monte Beach.

Figure 2: Del Monte Beach Re-subdivision Project
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 6, Packet Page 8

Another project is the famous Window on the Bay. The City obtained grants and purchased waterfront properties and converted them into parkland. As this area floods in the future, only parkland properties will be impacted and are more resilient to recover as water recedes.

Figure 3: Window on the Bay (Before Photo)
Figure 4: Window on the Bay (After Photo)
More recently, the City of Monterey applied for a Caltrans Adaptation Planning Grant to study the effects of sea level rise on the City’s transportation network and develop transportation Council Special Meeting, 10/26/2022, Item No. 1., Item Page 7, Packet Page 9 adjustments. The “Adapting a Threatened Transportation Network to Sea Level Rise” study built upon the City’s “Sea Level Rise and Vulnerability Analyses, Existing Conditions and Issues Report” completed in 2016. The study shows that the greatest sea level rise impacts will be felt in the following areas: Downtown, Wharves, Lake El Estero, Oak Grove Neighborhood, and Del Monte Beach Townhomes (La Playa Condos).

Choosing which strategies to implement will require a robust benefit-cost analysis that evaluates each strategy and also assigns dollar values to intangible benefits vs. costs, such as the qualityof-life benefits of protecting the Recreation Trail behind a sea wall vs. the ecosystem costs of losing beach habitat on the other side. The community must begin efforts to prepare for temporary flooding from coastal storms. Forging local and regional partnerships to limit beach erosion while making long-term plans will be necessary to successfully address this challenge.

Public engagement will be necessary to determine next steps, and how local, regional, state, and federal resources can address sea level rise.

The City of Monterey received an Outstanding Climate Change Document award for “Adapting a Threatened Transportation Network to Sea Level Rise” from the California Association of Environmental Professionals.

Significant Regional Developments
In 2017 CEMEX reached an agreement with California Coastal Commission to close and reclaim the mine site located in Marina, CA that has been in operation since 1903, with closure taking place ahead of the December 31, 2020, deadline. The site must be restored to its natural condition by August 17, 2023, including deed restrictions providing for public access and conservation, with the property expected to be purchased by a non-profit organization.

The southern Monterey Bay has the highest coastal erosion rates in the State, averaging 4 feet per year and 6 feet per year near the CEMEX plant. Until the agreement with the Coastal Commission, the CEMEX plant had been removing approximately 250,000 cubic tons of sand each year, equivalent to roughly 25,000 dump trucks.

The closure of the CEMEX plant is expected to directly affect the erosion rates of the coastline between the mouth of the Salinas River and Del Monte Beach in Monterey, widening the shoreline as sand flows down the coastline.

Future Areas of Focus
According to the 2020 AMBAG GHG study, 65.3% of the City’s emissions come from the transportation sector while approximately 30% come from residential/commercial emissions.

Given that the vast majority of City emissions come from these two sources, it would be reasonable to target programs that would reduce emissions in these areas.

Given the decreasing prices of electric vehicles, increasing fuel costs and legislative efforts to reduce GHG emissions from transportation, there are several factors that are projected to reduce transportation-related emissions in the coming years.

For example, the California Air Resources Board (CARB) recently passed new zero-emission requirements for all new vehicles sold in the State. The requirement will include a phased-in Council Special Meeting, 10/26/2022, Item No. 1., Item Page 8, Packet Page 10 approach, resulting in an increasing percentage of new vehicles being zero emission, specifically 35% by 2026, 68% by 2030, and finally 100% by 2035.

Due to this requirement, there will be a steady transition as auto manufacturers begin to modify their production and gradually phase out new gas-powered vehicles. During that time, it will be important for the City to provide infrastructure and charging stations for an increasing amount of residents and visitors with electric vehicles.

In terms of the remaining 30% of emissions coming from residential/commercial sources, much of the impact is the result of natural gas usage. Given that is the case, it would be prudent for the City to consider building electrification and efficiency standards that would incentivize or require the transition to an all-electric built environment.

In addition to reducing GHG emissions, indoor air pollution is also significantly reduced or eliminated, and construction costs are often lower for buildings that are fully electric versus using natural gas. Moreover, electric appliances, such as heat pump water heaters and HVAC systems, are far more efficient than gas appliances and can save money in energy costs.

Similar to the electric vehicle requirements introduced by CARB, many cities have adopted building electrification requirements for new buildings or significant renovations as a way to transition to cleaner, more efficient buildings.

TJT/
Attachments: 1. Climate Action Plan (City of Monterey)

2. Adapting a Threatened Transportation Network to Sea Level Rise (City of Monterey)

3. Draft 2020 Community Wide Greenhouse Gas Inventory Report (AMBAG)

4. “City of Monterey: Zero Carbon 2045 Strategy Outline” (LandWatch Monterey County)

5. Healthy Eating Active Living (HEAL) Report, 2021

6. Healthy Eating Active Living (HEAL) Report, 2020
Writings distributed for discussion or consideration on this matter within 72 hours prior to the meeting, pursuant to Government Code § 54957.5, will be made available at the following link:
https://monterey.org/Submitted-Comments
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 9, Packet Page 11 City of Monterey - Climate Action Plan – p. 1
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 10, Packet Page 12 City of Monterey - Climate Action Plan – p. 2

EXECUTIVE SUMMARY
The City of Monterey Climate Action Plan (CAP)
represents our local effort to address the City’s
contribution to a global environmental problem
with community-level impacts. The CAP
includes the following: 2005 Greenhouse Gas
(GHG) emissions inventory; 2012 GHG
emissions inventory; existing and planned GHG
emissions reduction strategies for both the
community (within our City geopolitical
boundary) and government operations
(associated with operations and management
of City real properties and programs; also
known as municipal), and recommendations to
make further reductions to meet future goals.

The CAP sets emission reduction goals for 2020,
2030, and 2050 according to California AB 32,
the Urban Environmental Accords (UEA), and
Executive Order S-3-05. The CAP also outlines
progress made toward the goals of the U.S.

Mayors Climate Protection Agreement (MCPA)
and the UEA, to which the City became a
signatory in 2007. Finally, the CAP identifies
existing activities that contribute to local
climate adaptation and priority steps for
adaptation planning. The City of Monterey CAP
is a living document - community members,
business owners, and public employees should
continue to reference and provide input to the
CAP to improve the plan and integrate its
attributes into City planning.

Emissions Inventory
The CAP establishes a 2005 baseline emissions
inventory. This inventory categorizes emissions
as either “community” or “government
operations.” It identifies community emissions
as residential, commercial, industrial,
transportation & mobile sources, water and
wastewater, or solid waste. The government
operations inventory, due to higher resolution
data, includes building and facilities, streetlights
and traffic signals, vehicle fleet, employee
commute, and wastewater treatment facilities.

The 2005 community baseline inventory reports
321,911 metric tons of carbon dioxide
equivalents (MTCO2e). The 2005 government
operations baseline inventory reports 5,511
MTCO2e. Together, 2005 emissions total
327,422 MTCO2e.

The CAP also includes a 2012 update inventory.

The 2012 community inventory reports 297,942
MTCO2e emitted and the 2012 government
operations inventory reports 3,872 MTCO2e.

These total 301,814 MTCO2e for 2012, a
reduction of 7.8% overall and significantly,

29.7% for government operations.

Emission Reduction Targets and Strategies
The City has established an emission reduction
target of 15% below 2005 levels (as an estimate
of 1990 levels) by 2020. This represents an
estimated reduction of 827 MTCO2e and 48,286
MTCO2e from government operations and the
community, respectively from 2005 levels. The
goals match recommendations in AB 32.

Reduction strategies for both emissions
inventories include existing programs and
policies, as well as recommendations for new
measures. The reduction strategies address all
emissions categories. The programs and policies
offer short-term and long-term strategies that,
together, set Monterey on a course to meet or
exceed its ambitious reduction targets.

Additionally, the City actively participates in
regional planning conducted in compliance with
Senate Bill 375 to address emissions resulting
from regional activity, including transportation
and land use.

Implementation and monitoring of strategies
outlined and recommendations made in the
CAP will enable the City to achieve its objectives
to reduce GHG emissions and improve the
sustainability of our community, while setting
the stage for building additional climate
resilience.

ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 11, Packet Page 13 City of Monterey - Climate Action Plan – p. 3

CONTENTS

1. CLIMATE CHANGE & THE CITY OF MONTEREY.......................................... 7

2. REGULATORY CONTEXT......................................................................10

3. GREENHOUSE GAS EMISSIONS AND REDUCTION ANALYSIS .......................13 COMMUNITY INVENTORY...............................................................15 GOVERNMENT OPERATIONS INVENTORY...........................................17

4. GREENHOUSE GAS EMISSIONS INVENTORY RESULTS ................................19

5. PROJECTIONS & REDUCTION GOALS .....................................................22

6. MONITORING & EVALUATION PROGRAMS.............................................28

7. CLIMATE ADAPTATION PLANNING.........................................................29

8. RECOMMENDATIONS.........................................................................30 ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 12, Packet Page 14 City of Monterey - Climate Action Plan – p. 4
APPENDICES:

Appendix A – City of Monterey and State Legislation Comparison Chart…………………………………….…...33 Appendix B – Report Summary Table for 2012 GHG Inventory…………………………………………………..…...40 Appendix C – Supplemental Technical Report…………..……………………………………………………………………..49 Appendix D – Monterey Climate Action Plan VMT Analysis by Fehr & Peers……………....………..………..55 LIST OF TABLES:

Table 1 - Community GHG Emissions by Sector ………………………………………………………………………….……..20 Table 2 – Government GHG Emissions by Sector……………………………………………………………………………..…21 Table 3 – Reduction Targets…………………………………………………………………………………………………….………...24 Table 4 – Emission Reduction Measures………..…………………………………………………………………………………..26 LIST OF FIGURES:

Figure 1: Community GHG Emissions by Sector (MT CO2e) .......................................................................20 Figure 2: Government Operations GHG Emissions by Sector ..................................................................... 21 Figure 3: Total Emissions Forecast .............................................................................................................25 Figure 4: Government Building and Facilities Electricity Use………………………………………………………………….49 Figure 5: Water Delivery Facilities……………………………………………………………………………………………………….…50 Figure 6: Wastewater Facilities………………………………………………………………………………………………………………51 Figure 7: 2013 Employee Commute Survey Form…………………………………………………………………………………..53 Figure 8: 2013 Employee commute VMT by Vehicle Type……………………………………………………………………..54 Figure 9: Employee Commute Methods………………………………………………………………………………………………..54 ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 13, Packet Page 15 City of Monterey - Climate Action Plan – p. 5

ACRONYMS
AMBAG - Association of Monterey Bay Area
Governments
CACP – Clean Air and Climate Protection
CAP – Climate Action Plan
CAPPA – Climate and Air Pollution Planning
Assistant
CARB – California Air Resources Board
CEC – California Energy Commission
CEMS – Climate and Energy Management Suite
CEQA – California Environmental Quality Act
CIWMB – California Integrated Waste
Management Board
COS – Center for Ocean Solutions
CPUC – California Public Utilities Commission
CSUMB – California State University Monterey
Bay
EPA – Environmental Protection Agency
GDP – Gross Domestic Product
GHG - Greenhouse gas(es)
GWP – Global Warming Potential
HFC – Hydrofluorocarbons
HVAC – Heating, Ventilation and Air
Conditioning
ICLEI – Local Governments for Sustainability
IPCC - Intergovernmental Panel on Climate
Change
LCFS – Low Carbon Fuel Standard
LED – Light-Emitting Diode
LEED – Leadership in Energy and Environmental
Design
LGOP – Local Government Operations Protocols
MBNMS – Monterey Bay National Marine
Sanctuary
MBUAPCD – Monterey Bay Unified Air Pollution
Control District
MCPA – Mayors Climate Protection Agreement
MMT – Million Metric Tons
MPO – Metropolitan Planning Organization
MPWMD – Monterey Peninsula Water
Management District
MRWPCA – Monterey Regional Water Pollution
Control Agency
MTCO2e – Metric ton of CO2 equivalent
NACAA – National Association of Clean Air
Agencies
OD – Origin Destination
PG&E – Pacific Gas and Electric
RPS – Renewable Portfolio Standard
RTAC – Regional Targets Advisory Committee
SCS – Sustainable Communities Strategy
SEEC – Statewide Energy Efficiency
Collaborative
SWRCB – State Water Resources Control Board
TAMC – Transit Agency of Monterey County
UEA – Urban Environmental Accords
VMT – Vehicles Miles Traveled
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1 CLIMATE CHANGE & THE CITY OF MONTEREY
Background
By many accounts, global climate change
presents the most significant environmental
challenge we face today. The international
scientific community agrees that human
activities represent the overwhelming
contributor to global climate change. 1 The
continuation of business-as-usual activities that
emit greenhouse gases (GHG) into the
atmosphere at historically unprecedented rates
is not an option. Already, climate change will
yield many economic, environmental, and social
costs. Communities and governments at all
levels of society must address their actions and
make changes to reduce impacts on the climate
and communities. Yet preparing for climate
change will provide myriad opportunities to
make not only environmental gains, but
economic and social progress as well.

The greenhouse effect describes the earth’s
natural ability to regulate global surface
temperature. The earth’s atmosphere contains
numerous gases known as greenhouse gases.

These gases, which include carbon dioxide,
methane, nitrous oxide, chlorofluorocarbons
(CFC), and water vapor, allow a portion of
incoming solar radiation to reach the earth’s
surface, but trap some outgoing infrared
radiation emitted by the earth’s surface. This
trapped infrared radiation returns to the earth’s
surface, warming the atmosphere and the
planet. This greenhouse effect is essential to

1 IPCC, 2013: Climate Change 2013: The Physical
Science Basis. Contribution of Working Group I to the
Fifth Assessment Report of the Intergovernmental
Panel on Climate Change [Stocker, T.F., D. Qin, G.-K.

Plattner, M. Tignor, S.K. Allen, J. Boschung, A.

Nauels, Y. Xia, V. Bex and P.M. Midgley (eds.)].

Cambridge University Press, Cambridge, United
Kingdom and New York, NY, USA, 1535 pp.
establish the necessary conditions for life on
earth. However, as GHG concentrations in the
atmosphere have increased over the last 150
years, the surfeit of atmospheric GHG has led to
excessive trapping of infrared radiation. This
has caused increased global average surface
temperatures and global climate change.

Major causes of anthropogenic climate change
include the following:
 Fossil fuel combustion for
transportation and electricity
production
 Land conversion and land use
change
 Population growth
 Waste management
We address expected impacts of anthropogenic
climate change in the following section.

Objectives
In response to global climate change and under
the guidance of the regulatory framework that
has developed in California, the City of
Monterey has prepared this Climate Action Plan
(CAP) to achieve the following:
(1) Identify the source and amount of GHG
emissions in 2005, the selected baseline year
for the inventory, within the geographic
boundaries of the City of Monterey
(community), and produced by government
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(2) Describe existing City policies, programs, and
actions that reduce business-as-usual
emissions,
(3) Establish achievable and aggressive
reduction targets consistent with State and
regional regulations and guidance,
(4) Recommend strategies to reduce GHG
emissions to reach those targets and carry out
ongoing monitoring of emissions, and
(5) Discuss the City’s current understanding of
climate change vulnerabilities and outline initial
adaptation strategies for responding to these
effects.

Climate Change Impacts
Rising global average surface temperatures
affect global climate patterns, resulting in
myriad and varied outcomes. Impacts range
from desertification to longer monsoon and
hurricane seasons, changing precipitation
patterns to sea level rise. This warming trend
also affects agricultural growing seasons and
water supply. We describe the effects of climate
change in our state and city below.

California
The State of California has already begun to
experience the effects of climate change.

Measured decreases in snowpack have affected
water availability and increased the quantity
and severity of wildfires. Terrestrial and marine
wildlife have exhibited shifts in both migration
timing and destination. Decreased water supply
and changing temperatures have impacted
agricultural production. Based on scientific
models, these effects will likely continue to
increase in severity. The level of severity
depends on the projected increase in
temperature.2,3

2 The Future is Now: An Update on Climate Change
Science Impacts and Response for California (May
2009) Prepared by Moser, Susan et al. For California
California is taking steps to both mitigate for
and adapt to climate change. We describe key
mitigation policies (AB 32, SB 375 and SB 97),
and the GHG reduction targets they set, below.

The State has also produced the California
Climate Adaptation Strategy that provides
recommendations for building climate
resilience at all levels of government within the
State. Examples of recommended adaptation
strategies include collaborating among regional
jurisdictions and updating emergency plans.4
Monterey Bay Region
Local level impacts in Monterey Bay will mirror
those experienced by the rest of the State. Sea
level rise in particular presents a significant
threat. In 2011, the Center for Ocean Solutions
(COS) and Monterey Bay National Marine
Sanctuary (MBNMS) sponsored a regional
adaptation collaborative workshop and study in
the Monterey Bay area and provided an analysis
of climate change effects related to sea level
rise on the City of Monterey. Local level
impacts will include increased shoreline
erosion, coastal inundation, storm and wave
damage, and salt water intrusion. Between
1973 and 1999, relative sea level in Monterey
Bay rose at 0.31 ft/50 yrs (1.86 mm/yr).5
From
1900 to 2005, relative sea level rose 0.18 m
(0.59 ft).6 A study by Philip Williams and

Energy Commission.
http://www.energy.ca.gov/2008publications/CEC500-2008-071/CEC-500-2008-071.PDF Last visited December 17, 2009.
3 California Climate Adaptation Strategy (2009)
California Natural Resources Agency.
http://www.energy.ca.gov/2009publications/CNRA1000-2009-027/CNRA-1000-2009-027-F-ES.PDF Last visited August 2012.
4 California Climate Adaptation Strategy (2009)
5 Planning for the Future: Climate Change and the
Monterey Bay Shoreline (December, 2011) Center
for Ocean Solutions and National Marine Sanctuaries
Monterey Bay.
6 Cayan, D., Bromirski, P., Hayhoe, K., Tyree, M.,
Dettinger, M., & Flick, R. (2008). Climate change
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Associates, Ltd. found that sea level rise will
cause increased shoreline recession and erosion
at a rate of 0.8 ft/year (0.24 m/yr) over the next
50 years, and 1.6 ft/yr (0.49 m/yr) during the
following 50 years. 7
Sea level rise and
associated impacts such as flooding, erosion,
and saltwater intrusion into groundwater
supplies represent the major climate change
threats to Monterey Bay.

In 2013, the California Coastal Commission
released a detailed sea level rise guidance
document, including localized projections for
the southern and northern halves of the state
as demarcated by Cape Mendocino. Based on
the best available scientific modeling from the
National Research Council, these estimates
project a 4-30 cm (1.56-11.76 in) sea level rise
by 2030, with as much as 61 cm (24 in) and 167
cm (65.76 in) by 2050 and 2100, respectively.

Although the Monterey Peninsula is not
particularly seismically active compared to
other regions of California, it is worth noting
that uplift or subsidence from seismic activity
can also have a large impact on sea level
relative to coastal land forms.

projections of sea level extremes along the California
coast. Climatic Change, 87(0), 57-73.
7 Coastal Regional Sediment Management Plan for
Southern Monterey Bay. (November, 2003) Prepared
by Philip Williams and Associates Ltd. For The
Association of Monterey Bay Area Government.
http://www.dbw.ca.gov/csmw/pdf/SMontereyBay_
CRSMP_3Nov2008.pdf. Last visited November 20,
2013.

City of Monterey
The state-wide physical, economic and public
health disruptions caused by climate change
will have an impact on Monterey. However, due
to our geographic location and natural
resources, Monterey will be at a greater risk of
the following effects from climate change:
● Sea-level rise and loss of beach sand
● Risk of wildfire
● Acidification and warming of the oceans
affecting the Monterey Bay marine life
with impacts to the tourism and fishing
industries.
● Warming of the submarine canyon
under Monterey Bay will lead to
warmer nights and hotter summers,
impacting the agricultural industry.
● Saltwater intrusion in to the region’s
potable groundwater basins will
continue to increase, affecting
agricultural activities
● Rainfall is likely to increase to the north
of Monterey County and decrease to
the south; it is unclear how the City of
Monterey will be affected.

Like the State, Monterey is taking steps to
mitigate for and adapt to climate change. This
CAP describes mitigation measures in Chapter

5. Adaptation measures address both fire
hazards and sea level rise, and the CAP
describes these in Chapter 7.

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2 REGULATORY CONTEXT
State Laws
California Global Warming Solutions Act
(Assembly Bill 32)
The California Global Warming Solutions Act
(September 2006) recognizes that climate
change poses a serious threat to the economic
well-being, public health, and natural resources
of the State of California. The Act establishes a
goal to reduce statewide GHG emissions to
1990 levels by 2020. AB 32 required the CARB
to develop a scoping plan for meeting AB 32
requirements. The Climate Change Scoping
Plan recommends that local governments
perform greenhouse gas inventories and reduce
their emissions to 15% below current levels by
2020. For this CAP, current levels are defined as
the 2005 baseline emissions inventory.

CEQA & Greenhouse Gas Emissions
(Senate Bill 97)
The Senate Bill amends CEQA statue to clearly
establish that GHG emissions and effects of
these emissions are appropriate subjects for
CEQA analysis. This CAP will undergo CEQA
review as part of its adoption.

Senate Bill 375
Senate Bill 375, passed in late 2008, establishes
stronger goals to link regional transportation
planning and the regional housing needs
allocation process. The legislation has three
goals: 1) use the regional transportation
planning process to help achieve AB 32 goals; 2)
use CEQA streamlining as an incentive to
encourage projects which help achieve AB 32
goals to reduce GHG emissions; and 3)
coordinate regional housing needs allocation
process with the regional transportation
planning process. Senate Bill 375 requires the
18 Metropolitan Planning Organizations in
California to reduce per capita vehicle miles
traveled and related greenhouse gases for their
respective regions through a coordinated land
use and transportation plan called the
Sustainable Communities Strategy. The SCS
shapes each region’s long range transportation
plan, including the financing of transportation
projects. Under SB 375, the SCS must identify a
regional development pattern and
transportation system that can meet the
regional greenhouse gas (GHG) targets from the
automobile and light truck sectors for 2020 and
2035.

Executive Order S-3-05
In 2005, due to the threats of climate change to
water sources, air quality, heat stress, infectious
disease, rising sea levels, respiratory issues, and
other impacts to human health and the
environment, the Governor of California
enacted Executive Order S-3-05. Two main
components of this order were to reduce
greenhouse gas emissions levels to 1990 levels
by 2020 and to reduce emissions to 80% below
1990 levels by 2050.

Regional Policies
Envisioning the Monterey Bay Area: A Blueprint
for Sustainable Growth and Smart
Infrastructure / Sustainable Community
Strategy
In June of 2014, the Association of Monterey
Bay Area Governments (AMBAG) released the
Metropolitan Transportation Plan/Sustainable
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Communities Strategy to address GHG
emissions regionally. The 2035 MTP/SCS is built
on a set of integrated policies, strategies and
investments to maintain and improve the
transportation system to meet the diverse
needs of the region through 2035.

A sustainable growth pattern emphasizes
pedestrian and transit focused transportation
with fewer people driving alone in their cars. It
includes neighborhood centers that meet the
daily needs of citizens and visitors (grocery
stores, employment centers, community
centers) that are walkable and bikeable. In
addition, higher density neighborhood designs
support pedestrian mobility and transit
services.

This AMBAG document represents the initial
steps our region is taking to meet the goals
defined in SB375 and develop a Sustainable
Communities Strategy (SCS) for the Monterey
Bay region.

The SCS will be developed by the region
together with the Regional Transportation Plan
that builds on regional planning to meet the
goals (including the targets above) of SB 375
through regional transportation and land use
planning. SB 375 requires each Metropolitan
Planning Organization (MPO) to include a SCS in
the regional transportation plan that
demonstrates how the region will meet the
GHG emission targets. If the sustainable
communities’ strategy falls short of meeting the
targets, the region must prepare an "alternative
planning strategy" that, if implemented, would
meet the targets.

Municipal Policies
U.S. Mayor’s Climate Protection Agreement
The City Council signed the U.S. Mayor’s
Climate Protection Agreement on July 9, 2007.

The agreement includes a series of
recommendations and a goal to inventory GHG
emissions in City operations and in the
community, set reduction targets, and create an
action plan. Appendix B – City of Monterey
Sustainability Achievements analyzes
achievements the City government has
accomplished under each of the following
categories: Water, Environmental Health, Urban
Design, Transportation, Urban Nature, Waste,
and Energy (consistent with the categories
identified by the Urban Environmental Accords).

A summary of the expected emissions
reductions from these activities can be found in
Table 4. The actions span multiple city
government departments and disciplines. The
analysis in Appendix B further categorizes each
effort by its projected outcome: Educational,
Quantitative, and Supportive Policy to capture
the City’s response to the variety of approaches
that are needed to adequately address the
issues, and GHG Reduction Component and
Adaptation Component to address the expected
impact of the action. Many actions fit into
more than one category; actions are defined
below. The environmental actions taken to date
will form the basis for future GHG reduction
strategies:

Educational - Methods of outreach to educate
internal staff and/or community members on
actions they can take to address environmental
concern in the office or at home.

Examples: Green Building Expo, Storm Drain
Stenciling, and Sustainable Plant
Demonstration.

Quantitative - Actions that can be quantifiably
measured in order to receive an estimated level
of impact (financially and environmentally).

Examples: Lighting upgrades in City facilities to
LEDs, converting to City fleet to electric and
hybrid vehicles, and tree planting.

Supportive Policy - Legislative actions or policies
(formal and informal) that support
environmental initiatives.

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Examples: Green Building Ordinance and MixedUse / Smart Growth Zoning.

Urban Environmental Accords
In 2007, the City signed the Urban
Environmental Accords (UEA) which list 21
strategies, and related actions, for green
communities. These strategies address energy,
waste reduction, urban design, urban nature,
transportation, environmental health, and
water. Action 3 of the UEA encourages the City
to account and inventory its GHG emissions and
adopt a citywide GHG reduction plan that
reduces the jurisdiction’s emissions by 25%
below baseline by 2030. The City is well on its
way to meeting many of the strategies.

City Energy Reduction Programs
The City has implemented various lighting
upgrades throughout the City. The City uses the
latest light technologies available to replace old
lighting fixtures, reducing average energy
consumption by 35% and reducing GHG
emissions of the City. Rebates from the
California Public Utilities Commission partially
funded the projects. The projects were
completed within budget at $640,000. The City
received rebates in the amount of $75,000. By
tracking energy consumption and associated
costs, the City anticipates a cost savings of
approximately $50,000 annually. The Monterey
Sport Center project began in 2005 by replacing
the lighting in the Gymnasium. In 2007,
induction lighting replaced the high-pressure
sodium lights in the swimming pool area. The
anticipated yearly savings from these changes
equal approximately $47,000.

Since January 2011, the City has purchased all
its electricity from a green energy service
provider, through PG&E’s Direct Access
Program and the EPA Green Power Partnership.

Under the agreement, renewable sources, such
as wind, biomass, geo-thermal, small hydroelectric, and solar, generate 100% of the electricity supplied to municipal buildings and
facilities. Currently, wind provides 80% of the
City’s power and biomass provides the
remaining 20%. During the first 2-year contract
period of this agreement, the City purchased
6,190,000 kWh per year. The origin of this
electricity is certified by Green-e, a third-party
initiative of the Center for Resource Solutions.

For the purposes of the relevant inventories,
this grid electricity is assumed to produce 0
MTCO2e, and upstream impacts of renewable
electricity production are ignored.

Office of Planning and Research
The California Governor’s Office for Planning
and Research (OPR) has issued detailed
guidelines to assist local municipal governments
in creating robust and consistent climate action
plans. Furthermore, the Statewide Energy
Efficiency Collaborative (SEEC), a project of
California government agencies and the state’s
major electric utilities, provides a series of
online tools to inventory and forecast
greenhouse gas emissions. This initiative is
supported and administered by the
international alliance, Local Governments for
Sustainability (ICLEI).

Monterey’s climate action plan adheres to all
OPR guidelines with the explicit goal of directing
city actions and policies toward meeting
statewide mandated emissions reduction
targets by 2020. The use of SEEC emissions
calculators and nationally agreed-upon
reporting protocols, namely the U.S.

Community Protocol, ensure the Monterey CAP
is comparable with those of peer communities
in California and nationwide. For a
comprehensive comparison of the regulatory
context of the CAP please refer to Appendix A.

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3 GREENHOUSE GAS EMISSIONS AND REDUCTION ANALYSIS
ICLEI’s SEEC Clearpath and Climate and Energy
Management Suite (CEMS) tool was used for
developing the 2005 and 2012 GHG inventories.

Two tools were used to develop the GHG
emissions and reduction analysis component of
the CAP: Clean Air and Climate Protection
(CACP) and the Climate and Air Pollution
Planning Assistant
(CAPPA).

Emissions Calculation Methodology
SEEC was developed by three statewide
nonprofits (ICLEI, Local Government
Commission, Institute for Local Government)
and California’s four investor-owned utilities
(Pacific Gas and Electric Company, Southern
California Edison, San Diego Gas and Electric
Company, Southern California Gas Company.

The SEEC CEMS software is recognized as the
industry standard; it is used across California,
and is designed for use by local communities.

The State of California Office of Planning and
Research also recommends this model in the
CEQA and Climate Change Technical Advisory.

The CEMS CACP/CAPPA emissions management
tool calculates and tracks emissions of GHGs
from electricity usage, fuel use and waste
disposal. This includes carbon dioxide, methane,
and nitrous oxide, as well as criteria air
pollutants (carbon monoxide, volatile organic
compounds, PM10). It quantifies the effect of
existing and proposed mitigation measures,
predicts future emissions levels and helps set
and track progress towards meeting reduction
targets and goals.

The SEEC CEMS tool creates two emissions
inventories; community and government
operations. The community inventory includes
emissions produced within the jurisdictional
boundaries of Monterey. It includes all of the
buildings, roads and waste produced within
these boundaries. The government operations
inventory includes emissions that are produced
as a result of activities needed for City services
to function (Police, Finance, Public Works, etc),
and City buildings and facilities.

While this program is useful, the changing
natures of both the political landscape and the
technology pose certain challenges. The SEEC
Climate and Energy Management Suite,
including the inventory and forecast modules,
has undergone multiple updates in recent
years. It is recommended that emission
calculations for business-as-usual and future
2020 and 2050 scenarios with implementation
of City reduction strategies are updated every
3-5 years. Future updates can enable the City to
demonstrate success at progress toward
meeting goals, and may also potentially provide
an opportunity to gain emission reduction
credits for future involvement in carbon trading
programs.

Scopes of GHG Inventory
In accordance with the Local Government
Operation Protocol (LGOP, Version 1.1, 2010),
the emissions categories included in the
government operations inventory are further
defined into three different scopes.

Scope 1 – All direct GHG emissions. This
includes activities that emit GHGs directly and
that the local government owns or controls
such as vehicle fleet, manufacturing, stationary
combustion to produce electricity and fugitive
emissions (i.e. refrigerants and solid waste
landfills).

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Scope 2 – Indirect GHG emissions. This includes
GHGs emitted by others, but associated with
the consumption of energy by the City. For
example emissions associated with electricity
use in a city building but originating from a
power plant are Scope 2 emissions.

Scope 3 – All other indirect emissions not
included in Scope 2. Example of indirect
emissions not included in Scope 2 include: (1)
emissions resulting from employee commutes
and (2) waste generated within the government
but disposed of outside its boundaries.

Categorizing the emissions into the three
different scopes prevents double counting
among entities. For example a city’s energy use
is captured in Scope 2 but an energy producer
would be expected to account for the energy
production and associated GHG emissions as
Scope 1 within their geopolitical boundary GHG
reduction plan.

Emissions Not Included in the Inventory
As previously indicated, city-wide inventories do
not capture all GHG emissions, and actual
emissions may differ from those calculated
herein. Efforts were made to account for all
significant emissions sources so that
informative decisions regarding effective
control measures could be made by each
jurisdiction. Where appropriate, calculations
were performed using conservative numbers to
reduce the likelihood of underestimating
emissions. Appendix B displays all the potential
sources of GHG emissions, their emissions (if
included), and reason for exclusion (if not
included). Reasons for excluding potential
emissions sources or activities include that the
activity or source does not occur in the City (not
occurring), it produces negligible emissions (not
estimated), it is included under another
category (included elsewhere), or it does not
contribute greenhouse gases in the context of
the City of Monterey (not applicable).

Residential, commercial, and industrial sources
from non-utility-based fuels (such as propane,
stationary diesel, fuel oil, etc.) were not
included because of the resource intensive
nature of collecting non-utility based fuel
consumption data. Future efforts should be
made to characterize the relative magnitude of
these emissions sources before undertaking
these data collection efforts. These emission
inventories also exclude certain trans-boundary
activities that could be considered attributable
to the community, but for which there is
currently no guidance for quantification, such as
life cycle emissions and emissions associated
with renewable energy production (described
as upstream impacts of activities in CEMS).

The ICLEI LGOP recommends that government
operations inventories include fugitive
emissions from refrigerants and fire
suppression equipment from buildings and
facilities as well as vehicles. Because the city
does not track use of refrigerants, fire
suppression substances, or other substances
that result in high GWP GHG emissions, high
GWP GHG emissions from these and other uses
in the City are not included in the inventories.

For future efforts, data regarding HFC-using
equipment including HFC storage, purchases,
sales, and equipment charging and capacity
could be collected internally and maintained by
a centralized source.

Please see the Community Inventory and
Government Inventory sections below for
further details on included categories.

Reductions Methodology
The CACP/CAPPA is a tool used to estimate the
GHG reduction effects of proposed policies and
strategies. ICLEI created the tool to assist local
governments in quantifying the costs and
benefits of various reduction strategies. The
program currently offers over 100 reduction
strategies. City-specific data were entered into
CEMS and combined with reduction coefficients
and research. Some recommended reduction
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strategies are not currently offered in the CEMS
CACP/CAPPA software (such as implementing
an eco-budget and various education efforts). In
these instances, data from past experience and
additional research is used to estimate
reduction impacts.

COMMUNITY INVENTORY
The community inventories include six of the
ten sectors identified in SEEC CEMS and listed
below:
1) Residential energy;
2) Commercial energy;
3) Industrial energy;
4) Transportation and mobile source;
5) Water and wastewater;
6) Agriculture (not occurring);
7) Solid waste;
8) Process and fugitive emissions (not
estimated);
9) Upstream impacts of activities (not
estimated);
10) Consumption based (not estimated)
These sectors determine the community-wide
GHG emissions as described in detail, below.

The sections below provide detailed
information on how the data for each section
was collected and analyzed. The 2005 and 2012
inventories do not include categories 6, 8, 9, or
10 (agriculture, process and fugitive emissions,
upstream impacts of activities, and
consumption based) because they are either
not occurring (6) or not estimated (8-10).

Please see Appendix B for further details.

Each sector described below meets or exceeds
the standard evaluation methods used by other
California communities and is consistent with
current State guidelines. Furthermore, each
section was internally reviewed by relevant
staff, including: City Traffic Engineer
(Transportation), Sustainability Coordinator
(Waste), and Building and Planning staff
(Residential, Commercial and Industrial Energy).

Sources vs. Activities
Under the ICLEI U.S. Community Protocol for
Accounting and Reporting Greenhouse Gas
Emissions, Version 1.0, community emissions
are divided into two categories: sources and
activities. The Scope 1/2/3 method used to
classify government emissions is not used for
the community as a whole. Instead, sources and
activities are defined as such:

Sources: Any physical process inside the
jurisdictional boundary that releases GHG
emissions into the atmosphere (e.g., combustion
of gasoline in transportation; combustion of
natural gas in electricity generation; methane
emissions from a landfill).

Activities: The use of energy, materials, and/or
services by members of the community that
result in the creation of GHG emissions either
directly (e.g., use of household furnaces and
vehicles with internal combustion engines) or
indirectly (e.g., use of electricity created
through combustion of fossil fuels at a power
plant, consumption of goods and services whose
production, transport and/or disposal resulted
in GHG emissions).
(Source: ICLEI U.S. Community Protocol for
Accounting and Reporting Greenhouse Gas
Emissions, Version 1.0. 2010. Emphasis added.)
Residential Energy
Community residential energy use data were
provided by PG&E’s Community Energy
Manager in the form of an Excel spreadsheet
with 2005 – 2012 electricity and natural gas use.

The data includes all accounts categorized by
PG&E as residential when the account was
established. It does not include any
unincorporated areas that share the same zip
code as the City of Monterey. However, it does
include residential accounts that are owned by
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the City and/or County of Monterey and are
located in Monterey.

Commercial energy
Commercial energy use data were provided by
PG&E’s Community Energy Manager in the form
of an Excel spreadsheet with 2005 – 2012
electricity and natural gas use. PG&E’s15/15
rule requires that PG&E not release the identity
of any individual account holder that uses 15
percent or more of total energy within a
jurisdiction – this was relevant for one entity in
the City of Monterey. Although reductions in
energy use by that user might have a significant
impact on the overall community emissions,
these restrictions regarding confidentiality
might limit the extent to which the City may
target such large commercial users for
reduction programs.

Industrial energy
Industrial energy was entered as 0 electricity
use and 0 natural gas use based on data from
PG&E’s Community Energy Manager in the form
of an Excel spreadsheet with 2005 – 2012
electricity and natural gas use.

Transportation
Fehr & Peers prepared a Monterey Climate
Action Plan Vehicle Miles Traveled (VMT)
Analysis, included in Appendix D, for the
purpose of quantifying City-specific
transportation GHG emissions. The 2005 base
year Association of Monterey Bay Area
Governments (AMBAG) travel demand
forecasting model was used to develop Citywide daily VMT estimates. VMT is typically an output from travel demand forecast models and
is calculated based on the number of
automobile trips multiplied by the distance
traveled by each car trip. As such, the estimated
VMT is dependent on the level of detail in the
network and other variables related to vehicle
movement through the network. The volume
and distance of traffic depends on land use
types, density/intensity, and patterns as well as
the supporting transportation system. A travel
demand forecasting model is normally used to
represent this relationship when forecasting
vehicle trips and VMT.

Although the calculation of VMT is simply the
number of automobile trips multiplied by the
distance traveled by each trip, VMT
performance measures can be reported
differently. These performance measures can
be calculated for the entire roadway network,
which may extend beyond a specific geographic
area such as the physical limits of a city or
project area. Specifically, the current state of
the practice technique for determining the VMT
estimates from municipalities is the “origindestination” (OD) method.

The OD method tracks the vehicle trips being
generated by a geographic area (i.e., a city)
across the entire regional transportation
network to their ultimate destinations. The OD
method excludes trips that pass through the
City – with neither an origin nor destination
within the City.

Fehr and Peers recommended use of the OD
method to account for all the VMT generated in
a jurisdiction such as the Monterey, as it
directly accounts for trips that may be affected
by actions to reduce travel taken by the City.

Because a portion of the external to internal
trips are typically employment trips during the
morning and evening peak periods, the VMT per
service population was calculated using the
total residential population and employment
within the City. This method is consistent with
the Air Resources Board Regional Targets
Advisory Committee recommendation for
estimating VMT.
2012 transportation emissions were estimated
using the same VMT figures and fleet
composition from 2005, as a review of the
California Highway Performance Monitoring
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System data for the City of Monterey revealed
that vehicle traffic had remained unchanged
over the period 2005 to 2012. However, in the
SEEC emissions calculator, the gas mileage
factors were updated using Monterey Countyspecific information from the California Air Resources Control Board EMFAC database.

Water and wastewater
California American Water provided electricity
and natural gas data for energy used in
providing potable drinking water to the City of
Monterey community. To estimate per capita
water usage, the volume of water provided to
the Monterey Peninsula for 2005 was obtained
from the Monterey Peninsula Water
Management District (MPWMD) hearing before
the State Water Resources Control Board by
way of a 2011 report from California State
University Monterey Bay’s (CSUMB) Watershed
Institute. 2012 water provision was obtained
directly from California American Water. These
data were converted to reflect water provision
exclusively to the City of Monterey based on
the percentage that the City represents of the
total population served on the peninsula.

The Monterey Regional Water Pollution Control
Agency (MRWPCA) provided electricity and
natural gas data for energy used in treating the
community’s wastewater. The water treatment
plant uses co-generation, burning methane gas
produced as process emissions during water
treatment, to provide additional energy.

Additionally, the plant helps operate a 1.12 MW
solar plant. Electricity and natural gas used in
the pumping of wastewater was collected using
the Utility Manager software employed by the
City, which receives data from PG&E meters.

This provided data on energy use by the sewer
lift stations that the City operates.

Solid Waste
CalRecycle, formerly the California Integrated
Waste Management Board (CIWMB), provided
waste data information. While most waste in
the City of Monterey is taken to the Marina
Landfill, additional landfills throughout
California also accept waste that originates in
Monterey. Each landfill facility reports the
origin of the waste entering their facility to
CalRecycle, who then aggregates and reports
the total waste per city and county statewide.

CalRecycle also establishes waste mix
percentages, which determine percentages for
how much waste is paper, food, plant debris,
etc.

The Marina Landfill uses a capture system to
prevent the release of methane, a potent GHG,
into the atmosphere and burns that gas to
power some of the plant’s operations. Based on
data filed with the Monterey Bay Unified Area
Pollution Control District, the methane recovery
system in Marina succeeds in capturing 81.7%
of emissions. However, in the interest of
accuracy, this analysis uses the more
conservative 75% default capture factor in
SEEC.

GOVERNMENT OPERATIONS

INVENTORY
The government operations inventories include
six of the nine sectors identified in SEEC CEMS
and listed below.

1. Buildings & facilities;

2. Streetlights and traffic signals;

3. Vehicle fleet;

4. Transit fleet (not applicable);

5. Employee commute;

6. Electric power production (not
occurring);

7. Solid waste facilities (included
elsewhere in community inventory);

8. Wastewater treatment facilities;

9. Process and fugitive emissions (not
estimated)
SEEC automatically categorized each sector into
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one of three scopes as defined in Chapter 3 and
allowed user designation of Scope 3 activities:

The sections below provide detailed
information on how the data for each section
was collected and analyzed.

Buildings and Facilities
Via the Utility Manager software, PG&E
provided data on each building and facility
owned and/or operated by the City of
Monterey. These data included grid electricity
and natural gas usage and cost for each building
or facility. This category includes the following
buildings and facilities:
1) City Hall,
2) Police and Fire Departments,
3) Public Restrooms,
4) Harbor Buildings,
5) Housing Department,
6) Recreation Department,
7) Public Works Department and
8) Cemetery Facilities
Streetlights and Traffic Signals
Data on streetlights and traffic signals were
received from PG&E in the same manner as
buildings and facilities. The data include three
(3) subcategories:
1) Traffic signals/controllers (includes:
signals, flashing beacons, control
devices);
2) Streetlights (includes lights on
roadways and sidewalks);
3) Bike path lights
Vehicle Fleet
Vehicle fleet data were derived from an internal
reporting system (Hansen), which originated
from an external reporting system (GasBoy).

GasBoy records the amount of gas dispensed
from City facilities. This record is sent to
Hansen, where a report was generated which
included each vehicle owned by the City of
Monterey. Data were reported per vehicle
from January 1, 2005 to December 31, 2005,
and again from January 1, 2012 to December
31, 2012. Due to inefficiencies in output, data
were hand evaluated and an additional report
was created that allowed further analysis.

Specifically, sub-categories were created per
department for vehicle use, to disaggregate, by
department, type of fuel used, cost of fuel (per
vehicle) during 2005 and 2012, as well as the
vehicle year and type.

Employee Commute
2005 employee commute data are based on the
following analysis conducted in 2008. The
human resources department provided a listing
of City and Zip Codes of employee residence (in
separate full-time (FT) and part-time (PT)
listings). The distances between each residence
zip code and Monterey was found using Google
maps (set to trip by car). Further details on
analysis are included in Chapter 4 and the
Supplemental Technical Report in Appendix C.

The distances between each residence zip code
and Monterey was found using Google maps
(set to trip by car). Further details on analysis
are included in Chapter 4 and the Supplemental
Technical Report in Appendix C.

These data were refined and updated in 2013
using a more accurate commute survey sent to
all full- and part-time city employees, querying
them on the mode, efficiency and distance of
travel to and from work. A copy of the survey is
included in Appendix C.

Wastewater Facilities
This category contains just two entries: both
sewer lift stations that pump wastewater from
City of Monterey land uses, as well as from
areas outside Monterey. The Monterey
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Regional Water Pollution Control Agency
(MRWPCA),) operates eight lift stations that
serve the peninsula, however the City of
Monterey only owns two lift stations. Data were
entered as one category into ICLEI software.

This category does not account for treating
wastewater generated by city facilities at the
wastewater treatment located within
unincorporated Monterey County north of
Marina; however, wastewater treatment
emissions are included in the community
inventories.
4 GREENHOUSE GAS EMISSIONS INVENTORY RESULTS
Results of the data collection and analysis
produced two separate reports, a community
report and a government operations report.

The results are described in the community and
municipal results sections below. Community
emissions and government operations
emissions are recorded separately; any overlap
in emissions is presumed negligible.

Community Results
Total CO2e released by the City of Monterey
community in 2005 reached 321,911 MT CO2e.

For 2012, this total figure is 297,942 MT CO2e,
a reduction of 7.4%. Figure 1 and Table 1 on the
following pages show additional detailed
breakdown by sector. The largest sectors are
Transportation followed by Commercial Energy.

These results are in-line with communities of
similar size. As in most other communities,
Transportation is the largest sector. The City’s
large educational and military institutions
contribute to the high commercial sector, as
well as a relatively large tourism industry.

Furthermore, Monterey is a compact city with
relatively few miles of roadway, which reduced
our transportation sector results.
2005 Community Greenhouse GasEmissions
Government Operations Results
Total CO2e released by City of Monterey
government operations in 2005 reached 5,511
MTCO2e and in 2012 reached 3,872 MTCO2e, a
reduction of 29.7%. The city’s power purchasing
agreement with Commerce Energy (formerly
Three Phases Renewables) is the main cause of
these significant reductions. The results of the
Government Operations Inventory contain
greater detail, because the data received from
PG&E were more specific and some of the
analysis used internal data. It should be noted,
however, that streetlight data from PG&E were
not usable due to the reliance on estimated
rather than metered charges. In addition, the
retrofits made to the streetlight system in 2012
were not accounted for by PG&E until the
following year resulting in an overestimation of
energy use. Due to this fact, the streetlight data
from 2012 is an estimated value based on
expected kwh reductions. Detailed information
by sector is included in Appendix C.

Total Results
Community and government operations
inventories account for distinct emissions
categories, and are thus quantified
independently. Together, 2005 emissions for
both the non-municipal community and
government operations total 327,422 MTCO2e.

These total 301,814 MTCO2e for 2012, a
reduction of 7.8% overall.

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Figure 1 Community GHG Emissions by Sector (MT CO2e)
Table 1 Community GHG Emissions by Sector (MT CO2e)
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Figure 2 Government Operations GHG Emissions by Sector (MT CO2e) Table 2 Government Operations GHG Emissions by Sector (MT CO2e) ATTACHMENT 1
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5 PROJECTIONS & REDUCTION GOALS
Projections
The U.S. Environmental Protection Agency (EPA)
estimates nationwide GHG emissions to
increase approximately 0.9% each year. This
increase corresponds to Gross Domestic
Product (GDP) increase of 2.9%, population
increase of 1.1%, electricity consumption
growth of 1.9%, as well as fossil fuel and energy
consumption increases of 1.1% each.8
As of 2011, the California Public Utilities
Commission has imposed a moratorium on new
connections to the municipal water supply.

Despite these challenges, growth in the City will
continue at a controlled rate. Projections from
AMBAG’s 2014 Regional Growth Forecast
indicate that the City population will grow, on
average, 0.39% per year over the next twenty
years, while housing stock will increase 0.12%
annually. AMBAG predicts total employment in
Monterey will grow at roughly 1% per year for
the next two decades, with significant job losses
in the industrial sector offset by job creation in
construction and the public sector. As
employment in the city continues to outpace
growth in housing and population, the influx of
workers who live in surrounding communities
and commute to Monterey will also continue to
rise.

Regional projections will be influenced by the
outcome of the sustainable community
strategy. AMBAG board approved the regional
GHG percent reduction in daily per capita GHG

8 U.S. Greenhouse Gas Inventory Report (April, 2009)
U.S. Environmental Protection Agency
http://www.epa.gov/climatechange/emissions/dow
nloads09/TrendsGhGEmissions.pdf Last visited
December 17, 2009.
emissions associated with land use and
transportation as established by the California
Air Resources Board at 15% reduction by 2020
and 25% reductions by 2035. Additionally, in
Executive Order 3-05, the governor’s office has
declared a state-wide emissions reduction goal
of 80% by 2050. The City of Monterey CAP will
be updated as significant regional policies
develop.

From 2005 to 2012, total emissions in
Monterey, including community and
government operations, fell 7.8%. This is a
significant reduction and does meet the stated
target of 7% by 2012 in the Urban
Environmental Accords. In addition, during this
same period, government operations have
reduced their emissions by 29.7%, a substantial
reduction. These significant reduction
achievements on the part of government
operations highlight the success of numerous
municipal programs, including reduced carbon
intensity of the vehicle fleet and most
significantly, the switch to renewable energy
sources for municipal buildings and facilities.

The 7.4% reduction in community emissions is
significant and further reduction efforts point to
the challenges in incentivizing a switch to
renewable power sources for residential and
commercial users in reducing community VMT,
while demonstrating the success of the City’s
waste diversion programs. Future Monterey
programs should focus on community impact,
and are outlined in Chapter 8
(Recommendations).

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Reduction Goals
The Climate Change Scoping Plan (Scoping Plan)
adopted in December 2008, is the State’s
comprehensive plan to achieve GHG reductions
in California. The Scoping Plan has a range of
GHG reduction actions developed to achieve a
reduction of 169 million metric tons (MMT)
CO2e emissions, approximately 28 percent
below the State’s projected 2020 emission level
of 596 MMT of CO2e under a “business-asusual” scenario. These actions include direct regulations, alternative compliance
mechanisms, monetary and non-monetary
incentives, voluntary actions, and market-based
mechanisms such as a cap-and-trade system.

This set of actions, including measures taken by
local jurisdictions, would allow the State to
return to 1990 emission levels as required by AB

32. While many of the measures identified in the
Scoping Plan will be implemented by state
government or at a statewide-level, the primary
responsibility of local and regional government
is to implement changes to local land use
patterns and to improve local transportation
systems. These actions, which fall within areas
of local government policy control, in
combination with the statewide measures are a
relatively small component of the total body of
policy actions that will be necessary to achieve
the total statewide GHG emissions reduction
targets by 2020.

The State’s Scoping Plan suggests that local
governments adopt voluntary 15% reduction
below 2005 levels to achieve 1990 levels by
2020.

Reduction Guidelines and Targets
Table 3 outlines the City’s multiple reduction
targets. The program sets reduction guidelines
which are expressed as a percent reduction
from a specified baseline year by a specific date.
1) AB32 recommends an approximate
15% reduction below 2005 levels (as an
estimate of 1990 levels) by 2020.
2) The Urban Environmental Accords
suggests a 25% reduction below a baseline (set
as 2005) by 2030;
3) Mayor’s Climate Protection
Agreement recommends a 7% reduction below
1990 levels by 2012.
4) In Executive Order S-3-05, the
governor’s office has declared a state-wide
emissions reduction goal of 80% by 2050.

Like many communities, Monterey does not
have sufficient available data to determine GHG
emissions in 1990. However, the State of
California estimates that state-wide emissions
will need to be reduced by 15% from 2005
levels to meet 1990 levels. 9
Monterey
therefore sets its AB 32 target at 15% below the
2005 baseline emissions levels by 2020.

9 Climate Change Scoping Plan (December, 2008)
California Air Resources Board, Pg ES-1
http://www.arb.ca.gov/cc/scopingplan/docume
nt/adopted_scoping_plan.pdf. Last visited August
18, 2009.

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Table 3 Reduction Targets
Community 2005
baseline 321,911 MT
CO2e
Government
operations 2005
baseline 5,511 MT CO2e
Program Recommended
reduction target
Reduction needed (MT
CO2e)
Reduction needed (MT
CO2e)
AB 32
15% below 2005 levels
(i.e. 1990 levels) by
2020
48,287 827
Urban Environmental
Accords
25% below 2005 levels
by 2030 80,478 1,378
Figure 3. Total Emissions Forecast shows
projected reductions based on the measures
described in Appendix B and outlined
specifically in Table 4. It does include a 24.98%
decrease in transportation emissions based on
the adoption of all City Controlled traffic
measures and statewide implementation of
Pavley and Low Carbon Fuel Standards (Fehr
and Peers) as outlined in Appendix D. It also
indicates when reduction goals are expected to
be met. This scenario projects 2020 Monterey
total emissions at 250,211 MTCO2e, a
reduction of 23.6% below 2005 levels and

17.1% below 2012 levels. This signifies that the
City of Monterey is on track to meet Goal 1
(15% below 2005 levels by 2020). A projected
total of 231,427 MTCO2e for 2030 also indicates
that Goal 2 (25% below 2005 levels by 2030)
will also be met or exceeded. This projected
2030 level would be a 29.3% decrease from
2005 levels. However, the Monterey
government and community will need to make
very significant emission reductions to meet the
Goal 3 level of 80% below 2005 levels by 2050.

The business-as-usual (BAU) pathway projects a
gradual increase in emissions based on
population growth. Figure 3 includes each
reduction target (AB32, MCPA and UEA)
described in Table 3 (Reduction Targets),
denoted as Goal 1, Goal 2, and Goal 3. Figure 3
focuses on the community forecast as
government emissions account for less than

1.5% of the total emissions for the Monterey
area.

Community emissions, as noted above in
Chapter 4, decreased 7.4% from 2005 to 2012.

These reduction achievements result primarily
from the installation of electric vehicle charging
stations, statewide vehicle emission controls, a
green building ordinance, green business
certification, retrofits conducted in the City
through AMBAG Energy Watch Program and
PG&E renewable energy purchase programs.

Energy retrofits contribute significantly to
achieved reductions. Specifically, government
efforts in this category include parking garages
throughout the City, HVAC system upgrades,
and pool lighting retrofits at the Monterey
Sports Center.

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Moving beyond 2012 in the projections, short
term reductions will result from continuing
current programs and policies, including
expanding the waste diversion program and
developing mixed use neighborhoods in our
business districts. However, the success of
reaching build-out potential for redevelopment
depends on factors such as a limited water
supply.

Medium term reductions are the result of two
main projects that will impact vehicle miles
travelled. The first project is implementation of
the Multimobility Plan. The second is the
Downtown Specific Plan, North Fremont
Specific Plan and future Lighthouse Specific
Plan. These plans encourage and strategize for
non-motorized transportation options,
implement traffic calming measures, and
increase ease of pedestrian access.

Figure 3 Total Emissions Forecast Goal 1 (AB 32: 1990 levels by 2020), Goal 2 (UEA 25% reduction by 2030), Goal 3 (EO S-3-05 80% reduction by 2050)
The majority of reductions achieved since 2005
can be attributed to the improved policies and
technologies at government facilities.

Specifically, beginning in January 2011, the City
signed a renewable energy purchase supply
agreement with PG&E, and the carbon intensity
of municipal energy consumption is presumed
to be zero. This program allows the 30 largest
energy users on the City account to source their
energy from certified renewable energy
sources.

Regional and State Emissions Reductions
In addition to local efforts, the State and the
Monterey Bay region are taking the following
steps to reduce GHG emissions.

Regional Efforts
Various regional agencies including AMBAG,
Transportation Agency for Monterey County
(TAMC) and the Monterey Bay Unified Air
Pollution Control District (MBUAPCD) are
working with local governments on coordinated
efforts to reduce GHG emissions, including:
a. Developing a Regional Transportation Plan
and Sustainable Community Strategy;
b. Promoting and managing education and
public awareness activities that encourage
alternative transportation;
c. Promoting and planning for mass transit
alternatives; and
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Table 4: Emission Reduction Measures
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d. Developing emissions monitoring software
and completing training on new programs for
local jurisdictions.

State Efforts
The Climate Change Scoping Plan, adopted in
2008, outlines the State’s plan to achieve the
GHG reductions required in AB 32. The actions
vary by type, which include direct regulations,
alternative compliance mechanisms, incentives,
voluntary actions, and other mechanisms. The
Scoping Plan identifies local governments as
“essential partners” in achieving California’s
goals to reduce GHG emissions, encouraging the
adoption of reduction targets for community
and municipal operations emissions that are
consistent with the State’s commitment
(identified as equivalent to 15% below
“current” levels). The Scoping Plan includes the
following high-impact State measures that
target emissions from transportation and power
generation. Each is expected to provide
significant emissions reduction benefits for the
City of Monterey.

Assembly Bill 1493 (Pavley)
Assembly Bill 1493, known as the Pavley Bill,
directed CARB to adopt regulations to reduce
GHG emissions from new passenger vehicles.

CARB’s AB 32 Early Action Plan, released in
2007, strengthened the Pavley regulation for
2017. AB 1493 requires GHG emission
reductions from passenger trucks and light cars
beginning in 2011. CARB will implement the
Pavley standards in two phases, mandating
increasingly higher efficiency standards on cars
manufactured through 2020. In March 2008,
the EPA denied CARB’s initial request for
implementation. However, a waiver was
approved in June 2009, allowing the State to
move forward as scheduled. See Appendix D for
a discussion and analysis of the effects of this
state standard on the transportation GHG
emissions from the municipal and community
sources.

Low Carbon Fuel Standard (LCFS)
In order to help California achieve the carbon
emission reductions laid out in AB32, Governor
Schwarzenegger signed Executive Order S-01-07
in 2007, requiring a 10% decrease in the carbon
intensity of transportation fuels sold in
California by 2020. These standards would apply
specifically to gasoline and diesel; natural gas,
hydrogen and electricity are presumed to meet
the carbon intensity standard already. This Low
Carbon Fuel Standard (LCFS) was challenged in
court by oil companies.

However, in September 2013, the Ninth Circuit
Court of Appeals upheld LCFS as constitutional,
ruling that the state has the right to regulate
the carbon intensity of fuels to address climate
change. The implementation of this standard
will result in greater use of ethanol, especially
from low-carbon sources like sugar cane, in
California’s fuel mix.

As a result, GHG emissions from community and
city transportation will decline significantly by
2020; together with the increased prevalence of
hybrids and electric vehicles, these reductions
will form an important component of an overall
emissions strategy. This Climate Action Plan
includes emissions reductions based on the
assumptions of the LCFS, but distinguishes
between city initiatives and measures like the
LCFS that will affect all Californians regardless of
local commitments to climate change
mitigation.

Senate Bill 1078 - California’s Renewable
Portfolio Standard (RPS)
Established in 2002 under SB 1078 and
accelerated in 2006 under SB 107, the
Renewable Portfolio Standard requires
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increased production of energy from renewable
sources, like solar, wind, geothermal, and
biomass generation. Electricity providers must
increase their renewable portfolio by 1% each
year until reaching 20% by 2010, and 33% by
2020. However, PG&E has failed to meet these
targets: as of 2012, about 19.04% of PG&E’s
portfolio qualified as renewable under the RPS.

The City municipal (government operations
emissions due to electricity use have been
converted to 100% renewable sources, and with
the successful compliance of PG&E with the RPS
by 2020, the community-wide emissions due to
electricity demand will continue to be reduced
through 2020.
6 MONITORING & EVALUATION PROGRAMS
The City of Monterey will adopt an adaptive
management approach to monitoring and
evaluating implementation of the Climate
Action Plan. Monitoring and evaluating the CAP
will allow the City of Monterey to track its
progress towards meeting the reduction targets
and achieving its sustainability goals.

Monitoring will be an ongoing process and will
incorporate new technologies and policies. It is
recommended that the City continue with the
ICLEI Clearpath or other comparable evaluation
method to ensure the most accurate
comparison to emission levels evaluated in the
past.

A comprehensive inventory of annual emissions
should be completed at a regular interval.

Standard practice according to the State’s
Local Government Operations Protocol is to
inventory emissions on an annual basis. The
City of Monterey does not have the capacity to
carry out annual GHG inventories. Instead, a
complete GHG inventory should be completed
every three years, or more frequently when
possible, to provide multi-year trend data for
inventories, address baseline recalculations
based on more accurate methodologies, and
update GHG emissions projections and
reductions based on new programs and data
reduction policies. This step was completed for
this CAP, which includes a 2012 status update
inventory in addition to the 2005 baseline
inventory.

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7 CLIMATE ADAPTATION PLANNING
Whereas mitigation represents efforts to
reduce the extent to which climate change
occurs, adaptation is the process of reducing
the impacts associated with climate change.

Despite the uncertainty surrounding these
impacts, the City can take measureable action
to reduce its climate change risk. A certain
degree of climate change impact is unavoidable.

With this in mind, the City of Monterey must
prepare for these inevitable consequences.

Climate change risk is composed of several
factors: exposure (entities exposed to climate
change hazards), susceptibility (likelihood of
hazards to cause harm, loss, or disruption),
coping capacity (ability to minimize negative
impacts of hazards), and adaptive capacity
(long-term strategies to address negative
impacts). Susceptibility, coping capacity, and
adaptive capacity together form an entity’s
vulnerability.10 Adaptation efforts can reduce
exposure, such as by restricting development in
flood zones, or reduce vulnerability, such as by
improving water distribution and access to
reduce the impact of droughts.

Many of the City of Monterey’s existing
programs and planned mitigation actions
support increased climate resilience. These
include water use reduction measures, energy
efficiency retrofits, green roof retrofits,
transportation efficiency upgrades and fuel
switches, support for walkable and bikeable
communities, and many components of the
City’s Specific Plans encouraging mixed use
development. Appendix B, the City’s
Sustainability Achievements, provides a

10 World Risk Report 2012, Alliance Development
Works, United Nations University Institute for
Environment and Human Security, and The Nature
Conservancy
complete list of activities that contribute
directly or indirectly to climate adaptation.

In April 2009, Monterey adopted an updated
report and map detailing fire hazard zones
within and surrounding Monterey.11 City staff
also participates in regional efforts to evaluate
and address sea level rise and the loss of
shoreline.

Following the adoption of the CAP, the City of
Monterey should develop a comprehensive
Climate Adaptation Plan. The State has
provided numerous resources to guide local
governments through the adaptation planning
process. These resources, found on the
California Climate Change Portal, outline a stepby-step process as follows12 :

1. Vulnerability assessment
i. Exposure
ii. Sensitivity
iii. Potential impacts
iv. Adaptive capacity
v. Risk and onset

2. Adaptation strategy development
i. Prioritize adaptation needs
ii. Identify strategies
iii. Evaluate and prioritize
iv. Phase and implement

11 General Plan Fire Hazard Severity Zones Map
March 2009 City of Monterey.
http://www.monterey.org/enus/
departments/planspublicworks/planning/developme
ntregulations/generalplan.aspx. Last visited
November 20, 2013.
12 California Adaptation Planning Guide: Planning for
Adaptive Communities. Cal EMA, California Natural
Resources Agency, FEMA. July 2012.

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8 RECOMMENDATIONS
As the preceding sections of this report
illustrate, the City of Monterey has improved
and reformed its own policies since 2005, thus
greatly reducing carbon emissions from
government operations. However, while
government-related emissions have dropped
over 29.7% from 2005 to 2012, communitywide emissions have fallen roughly 7.8%. An encouraging reduction, but leaving room for
additional decreases. In order to meet the long
term emissions goals of the City, there will be a
heavy reliance on factors affecting
transportation emissions. Specifically, the
improvements and statewide legislation
mentioned in Appendix D will need to perform
as projected.

As additional assurances that the City meets is
emission goals, several recommendations are
explored here as potential options if the
reduction projections in this CAP do not
materialize. These recommendations fall into
two main categories: community engagement
and infrastructure investment. The former will
transfer the knowledge and programs that have
made the City’s own internal environmental
initiatives so successful to the community at
large, while the latter will push for the kinds of
transformational changes that are needed to
modernize our energy economy.

Community Engagement
The City of Monterey succeeded in reducing its
emissions by 29.7% between 2005 and 2012,
while also reducing the City’s utility bills. In this
way, local government has also benefited
taxpayers by reducing waste and driving down
overhead costs, much as the Monterey business
community strives to produce a return for its
investors and customers. This report proposes
that the City should share the lessons it has
learned about how to implement energy
efficiency programs through a series of
collaborative workshops with local business
owners, as well as staff at key institutions like
the Naval Postgraduate School, the Presidio of
Monterey, the Defense Language Institute,
Monterey Peninsula College, and the
Middlebury Institute of International Studies at
Monterey (formerly Monterey Institute of
International Studies). Many of these
organizations already have their own
sustainability goals and initiatives in place, but
would benefit from exchanging knowledge and
expertise, including joining the Monterey Bay
Area Green Business Certification Program.

The majority of the City of Monterey’s
reductions between 2005 and 2012 can be
attributed to the Commerce Energy purchasing
power agreement with PG&E, which ensures
that renewable energy sources provide all the
electricity used to power municipal facilities.

This report proposes that PG&E extend this
same option to purchase low-carbon electricity
through green energy providers to other large
institutional energy users in Monterey. At the
more diffuse scale of individual households and
small businesses, Monterey might propose a
regional effort together with Santa Cruz and
other cities to form a Community Choice
Aggregation (CCA), whereby citizens can choose
to purchase renewable power and negotiate a
competitive rate by pooling their demand. In
fact, Santa Cruz’s Climate Action Plan
recommends creating such a CCA.

Additionally, the Association of Monterey Bay
Area Governments’ (AMBAG) EnergyWatch
program can provide valuable resources and
grant funding for local energy consumers like
those listed above to invest in improvements to
their facilities. Currently, non-disclosure rules
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prevent PG&E from listing the electricity and
natural gas usage of the city’s largest utility
customers. However, this report proposes that
large energy consumers be given the option to
voluntarily disclose their usage through PG&E
as part of a collaborative AMBAG program that
would channel resources to drive down
emissions and achieve both economic and
energy efficiency gains.

It will also be critical for the City of Monterey to
evaluate new projects, as defined by the
California Environmental Quality Act, on a case
by case basis to determine their carbon
emission potential. This may be accomplished
by either adopting Monterey Bay Unified Air
Pollution Control District standards and/or
through a zoning ordinance amendment.

Infrastructure Investment
With a series of robust reduction targets on the
horizon, Monterey must increase the rigor,
imagination and political will it brings to
transforming its transportation infrastructure
and urban landscape. The City’s Multi-Mobility
Plan outlines improvements needed to create a
walkable and bikeable network providing
residents and tourists the opportunity to travel
via alternative means other than an
automobile. Monterey’s economy depends
heavily on tourism, with destinations like the
Monterey Bay Aquarium, Cannery Row, and
Portola Hotel and Conference Center drawing
visitors from the Bay Area and nationally.

Nearby attractions like Mazda Raceway Laguna
Seca, Asilomar Conference Grounds and Pebble
Beach Resorts also bring hundreds of thousands
of visitors to the peninsula annually. In total,
the leisure and hospitality industries in
Monterey County in 2012 provided more than
21,000 jobs, $500,000 in wages and $1 billion in
economic output (GDP), according to the
Bureau of Labor Statistics. Visitors to all of the
locations listed above share one common
characteristic: they reached the Monterey
Peninsula by automobile. Although Amtrak
serves Salinas, there is currently no direct rail
service to downtown Monterey from San Jose
or San Francisco, despite repeated proposals for
such an offering at the regional and state level.

Proposals connecting Monterey to Castroville
using a light-rail system or bus rapid transit line
would enable commuters in Seaside and
Marina, a key cohort of Monterey’s workforce,
to reach businesses on the peninsula for the
same per-trip fare as riding an MST bus. The
improvements would be less expensive per mile
to build than widening Highway 1 and would
create minimal disturbance to adjacent
property owners and ecosystems. From
Castroville, riders would be able to connect to
faster Amtrak and Caltrain service north all the
way to San Francisco and the region’s major
airports.

Clearly, future infrastructure investments in the
Monterey area will need to adequately address
the climate risks of sea level rise, storm surges,
and eroding shorelines. Decisions to expand
Highway 1, or build a new light rail or bus rapid
transit system, along the Monterey Bay
coastline must consider the long-term
implications of such commitments.

Additionally, this report recognizes that
residents may have concerns about
implementing a light rail strategy, including
capital costs, impacts on land values, noise
pollution, safety in adjacent neighborhoods and
other issues. However, as stated above, if
Monterey intends to meet its pledged emission
reduction targets, including a long-term goal of
80% by 2050, the City must continue to explore
innovative and transformational investments.

Put simply, the status quo of transportation and
energy use patterns in the Monterey
community will not allow the city to meet its
state-mandated obligations.

Additionally, further incentivizing small-scale
renewable power generation projects, like
residential rooftop photovoltaics could
contribute a significant share to meeting
Monterey’s GHG targets. For example, if solar
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panels were installed on 1,000 homes in
Monterey, with each system capable of
offsetting 50% of an average household’s
electricity usage, the GHG reduction achieved
would be 453.69 MTCO2e (an additional 0.14%
reduction below 2005 emissions). Energy
service providers already offer many
advantages to consumers, because they can
install photovoltaic systems at no upfront cost
to the homeowner and sell electricity at a lower
per-kWh price than PG&E. To accelerate
adoption of these technologies, the City could
offer a rebate program.

However, programs do exist which could upscale the use of renewable power beyond individual household projects, such as CCA that
allow residents to buy electricity from lowcarbon sources. For example, in northern California, the Marin Clean Energy (MCE)
project allows residents to choose between a
“light green” and “dark green” portfolio of
electricity generation sources, or opt-out of the
program entirely to continue buying power
from PG&E. Whereas PG&E’s current grid mix is
19% renewables, the “light green” option is
50%, and “deep green” is 100%. The added cost
to an average consumer for “deep green” is less
than 5%, while “light green” is actually slightly
less expensive than the current default rate.

The program purchases power from a range of
sustainable sources, including hydroelectric
dams, wind farms, large-scale solar and landfill
biogas.

Assuming one third of residents opted out,
another third chose the “light green” option,
and the final third chose the “deep green”
option, this would result in an additional
reduction of 5,577 MTCO2e per year, or 1.7%
below 2005 emissions. If commercial operators
followed suit, this would result in an additional
16,630 MTCO2e avoided, or 5.1% below 2005
emissions.

As mentioned, Santa Cruz has already proposed
creating a CCA in their Climate Action Plan, and
doing so in Monterey would be a significant
step toward meeting the City’s long term GHG
targets. The CCA project for the Monterey Bay
is currently advancing after the completion of a
Technical Feasibility Study. Partners are
currently scheduled to review the study through
June 2015 and make recommendations for next
steps.

ATTACHMENT 1
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APPENDIX A
AB 32 SB 97 SB 375
Encourage energy
source which
provides part or all
of the energy
needed for building
(Conservation
Element, Goal e.1)
Action 1. Adopt and
implement a policy to
increase the use of
renewable energy to
meet ten percent of
the city's peak
electricty load within
seven years.

Increase the use of
clean, alternative
energy. For example,
investing in green tags,
advocating for the
development of
renewable energy
resources, recovering
landfill methane for
energy production, and
supporting the use of
waste to energy
technology.

X
Encourage the
effective and
efficient use of
energy in all its
critical forms by
public and private
users alike.
(Conservation
Element, Goal e)
Action 3. Adopt a
citywide greenhouse
gas reduction plan
that reduces the
jurisdiction's
emissions by 25% by
2030 and which
includes a system for
accounting and
auditing greenhouse
gas emissions.

Inventory global
warming emissions in
City operations and in
the community, set
reduction targets, and
create an action plan. X X
Comparison - City of Monterey Plans, Agreements and State Legislation Actions supports…
Energy
2005 Monterey
General Plan Goals
and Policies
U.N. Urban
Environmental
Accords - Signed 2007
U.S. Mayors Climate
Protection Agreement -
Signed 2007
ATTACHMENT 1
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Continue to
provide facilities to
implement costeffective recycling
programs and
education for items
such as yard waste,
vehicle oil, food
containers,
cardboard, and
mixed paper to
divert waste
generated by
residential and
commerical
customers. (Public
Facilities Element,
Goal n)
Action 6. Implement
"user friendly"
recycling and
composting programs
with the goal of
reducing by twenty
percent per capita
solid waste disposal to
landfill and
incineration in seven
years.

Increase recycling rates
in City operations and
in the community.

Waste Reduction
ATTACHMENT 1
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Green Building
Housing Element
(Policy Proposed)
Action 7. Adopt a
policy that mandates a
green building rating
system standard that
applies to all new
municipal buildings.

Practice and promote
sustainable building
practices using the U.S.

Green Building
Council's LEED program
or a similar system.

X X
Direct future
population growth
into mixed-use
neighborhoods.

The City's goal is to
create and nurture
mixed use
neighborhoods
that: 1) reduce
automobile trips; 2)
improve the quality
of the pedestrian
experience; 3)
create walkable
neighborhoods; 4)
provide more
ownership
opportunities; 5)
increase the stock
of housing
affordable to
Monterey's
workforce; 6)
require highquality design to
complement
Monterey's image;
and 7) improve
Action 8. Adopt urban
planning principles
and practices that
advance higherdensity, mixed-use
land use and
transportation with
open space systems
for recreation and
ecological restoration.

Adopt and enforce
land use policies that
reduce sprawl,
preserve open space,
and create compact,
walkable urban
communities.

X X
Urban Design
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Maintain the Parks
and Recreation
Master plan to
outline the City's
current and further
priorities. (Open
Space Element,
Policy f.1)
Action 10. Ensure that
there is an accessible
public park or
recreational open
space within half-a
kilometer of every city
resident in 2015.

N/A X X
Maintain the
canyons and their
native vegetation
throughout lengths.
(Urban Design
Policy c.1)
Development in
forested areas
should not create
obvious holes in
the forest. (Urban
Design Policy b.5)
Preserve
greenbelts to
ensure an overall
visual impression
of open space on
the hillsides above
Monterey,
between
neighborhoods and
along major
transportation
corridors. (Open
Space Element,
Goal c)
Action 12. Pass
legislation that
protects critical
habitat corridors and
other key habitat
characteristics (e.g.
water features, food
bearing plants, shelter
for wildlife, use of
native species, etc.)
from sustainable
development.

N/A X
Urban Nature
ATTACHMENT 1
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Reduce air
pollution
generated by motor
vehicles by
encouraging the
use of public
transit, carpooling,
bicycles and
walking as
alternatives.
(Circulation
Element, Policy c.1)
Action 13. Develop
and implement a
policy which expands
affordable public
transportation
coverage to within
half-a-kilometer of all
city residents in ten
years.

N/A X X
Reduce fixed
source and
transportationbased air pollution.
(Circulation
Element, Goal c)
Action 14. Pass a law
or implement a
program that
eliminates leaded
gasoline (where it is
still used); phases
down sulfer levels in
diesel and gasoline
fuels, concurrent with
using advanced
emission controls on
all buses, taxis, and
public fleets to reduce
particulate matter and
smog forming
emissions from those
fleets by fifty percent
in seven years.

N/A
X X
Transportation
ATTACHMENT 1
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Develop long-term
water supplies and
conservation
methods so that
there is sufficient
water to
implement General
Plan goals. (Public
Facilities Element,
Goal m)
Action 19. Develop
practices to increase
adequate access to
safe drinking water,
aiming at access for all
by 2015. For cities with
potable water
consumption greater
than 100 liters per
capita per day, adopt
and implement
policies to reduce
consumptioin by ten
percent in 2015.

N/A
Continue public
education and
outreach programs
to eliminate use of
storm drains for
dumping hazardous
inaproppriate
wastes, such as oil.
(Conservation
Element, Policy b.1)
Retain and restore
riparian areas and
other habitats
which provide
remediation for
degraded water
quality.
(Conservation
Element, b.4)
Action 20. Protect the
ecological integrity of
the City's primary
drinking water sources
(i.e. aquifers, rivers,
lakes, wetlands, and
associated
ecosystems).

N/A
Water
ATTACHMENT 1
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Discourage the
proliferation of
surface parking and
other hard surface,
man-made
improvements at
Lake El Estero.
(Urban Design
Policy, d.1)
Action 21. Adopt
municipal wastewater
management
guidelines and reduce
the volume of
untreated wastewater
discharges by ten
percent in seven years
through the expanded
use of recycled water
and implementation
of a sustainable urban
watershed planning
process that includes
participants of all
affected communities
and is based on sound
economic, social and
environmental
principles.

N/A
ATTACHMENT 1
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APPENDIX B
Source or Activity? Included, Required Activities Local Government Community-Wide Excluded (IE, NA, NO or NE)** Explanatory Notes Emissions (MTCO2e)
Report Summary Table for 2012 Monterey GHG Inventory

BUILT ENVIRONMENT
Source
AND
Activity
X X X
Natural gas
use in
residential
and
commercial.
71657
Source NO
Power generation in the community Source NO
Use of electricity by the community Activity X X X
Residential
and
commercial
electricity
use.

Government
electricity
contributes
zero
emissions due
to purchase of
renewable
energy.
44688
District heating/cooling facilities in the community Source NO Use of district heating/cooling by the community Activity NO Source NO
Source NE
On-road passenger vehicles operating within the community boundary Source NA On-road passenger vehicle travel associated with community land uses Activity X X X Origindestination
(OD)
methodology.

Community
and
government
VMT, includes
passenger
vehicles and
freight.
185718
On-road freight and service vehicles operating within the community boundary Source NA
On-road freight and service vehicle travel associated with community land uses
Activity X X IE
Included in
passenger
VMT above.

Source NA
Transit rail vehicles operating within the community boundary Source NO Use of transit rail travel by the community Activity NO Source NO
Source NO
Marine vessels operating within the community boundary Source NE Use of ferries by the community Activity NO
Industrial process emissions in the community
Refrigerant leakage in the community

TRANSPORTATION AND OTHER MOBILE SOURCES
On-Road Passenger
Vehicles
On-Road Freight
Vehicles
On-road transit vehicles operating within the community boundary Transit Rail
Inter-city passenger rail vehicles operating within the community boundary Freight rail vehicles operating within the community boundary Marine
District
Heating/Cooling

BUILT ENVIRONMENT
Use of fuel in residential and commercial stationary combustion equipment Industrial stationary combustion sources
Electricity
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SOLID WASTE
Operation of solid waste disposal facilities in the community Source NO Landfill is in Marina.

Generation and disposal of solid waste by the community Activity X X Community
value includes
municipal
waste.
10995

WATER AND WASTEWATER
Operation of water delivery facilities in the community Source X 200 Use of energy associated with use of potable water by the community Activity X X NO Activity X X X
Wastewater
treatment
plant in
Marina is
carbonneutral due to
methane
capture and
on-site solar.
0 Process emissions from operation of wastewater treatment facilities located in the community Source X NO
Process emissions associated with generation of wastewater by the community
Activity X NE
Source
AND
Activity
NO
Source NO
Source NO
Not included. Not estimated.

Not included. Not estimated.
**Emissions streams may be exluded for the following reasons:

IE: included elsewhere in the inventory
NA: not applicable
NO: not occuring in the community
NE: not estimated due to scale or technical feasibility Domesticated animal production
Manure decomposition and treatment

UPSTREAM IMPACTS OF COMMUNITY-WIDE ACTIVITIES

INDEPENDENT CONSUMPTION-BASED ACCOUNTING
Solid Waste
Potable Water -
Energy Use
Use of energy associated with generation of wastewater by the community Centralized
Wastewater
Systems - Process
Emissions
Use of septic systems in the community

AGRICULTURE
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City Sustainability Achievements:

Action Description Quantifiable Educational Supportive
Policy
GHG Reduction
Component
Adaptation
Component

1.5 Green building
ordinance
Passed green
building ordinance X Direct Direct

2.1 Certified green
marina
Completed the green
business certification
for the marina
(lighting, energy, etc.)
X X Direct Direct

2.4 Waste oil and filter
curbside recycling
Curbside collection
pick-up offered by
City of Monterey for
recycling in Marina
X Indirect Very indirect

2.5 Green certified
automotive repair
facility
City facility
(mechanical
department at Ryan
Ranch) completed
green business
(automotive)
certification. Not
open to the public
X X Direct Indirect

2.11 Regular vehicle
maintenance, fluid
leak prevention
Maintenance
program reduces
leaks that would
contaminate Bay and
stormwater runoff
X Very indirect Very indirect

2.19 Green Cleaning
Products in City
Facilities
Cleaning facilities
replaced chemical
products with
certified green
cleaning products
(GreenWorks?)
X N/A Very indirect

2.22 Environmentally
Preferable
Purchasing Policies
Currently in draft form
(10March09) This is
needed for certain
grant eligibility
X Direct Direct

1. WATER

2. ENVIRONMENTAL HEALTH

CITY OF MONTEREY SUSTAINABILITY ACHIEVEMENTS
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3.1 Electric Vehicles
and Hybrids for City
Fleet
As cars age out, they
will be replaced with
the most efficient
vehicle (most cases
electric)
X Direct Direct

3.4 Weekly Vehicle
Inspection
This weekly
inspection will be
changed to mileage
inspection
X Indirect Very indirect

3.5 Neighborhood
Traffic Calming
Measures
Reduce congestion
and improve
accesability for
bikers and
pedestrians
X Direct Direct

3.6 Electric Vehicle
Charging Stations
We have four parking
spaces (one more
installed in October
yr?) 2 type 2 charges
(220V) 2 type 1
(110V)
X Direct Direct

3.7 Bicycle and
Pedestrian Plan
Update
Bike Plan currently in
review for update.

Last updated 1998.

X X Direct Direct

3.8 Commuter Incentive
Program
(Proposed)
Establish a vanpool
program
X X Direct Direct

3.9 Monterey County
Bike Week Support
Provide logistical
support for Monterey
Bike Week
X Indirect Indirect

3.10 Bicycle Network
Projects; Bike
Boulevards, Lanes
& Sharrows
Develop an
interconnected
bikeways system
throughout the City,
as outlined in the
Bike Plan
X Direct Direct

3.11 Traffic Management
System
Central signal
system, coordinated
signal timing,
roundabout at Hwy 1
exit
X Direct Indirect

3.12 Bus Rapid Transit
Queue jumps and
priority signals for
MST buses on
Fremont Street
X
Direct Indirect

3. TRANSPORTATION
ATTACHMENT 1
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4.1 Sustainable Plant
Demonstration at
Library
Garden created as a
public outreach X Very indirect Very indirect

4.2 1,255 New Plants
and 72 New Trees
Planted
X Direct Direct

4.3 Volunteer Tree
Planting Days
Organize tree planing
days for community X Direct Direct

4.5 Tree City USA
Status for 27 Years
National program to
encourage tree cover X Indirect Indirect

4.6 Restoration Projects
with Native Plants
and No-Mow Turf
Native plants
decrease water need
and no-mow reduces
GHGs
X Direct Direct

4.7 Regular Garden
Maintenance
Decreases pest
issues and lower
water use, improved
pedestrian use
X Indirect Direct

4.10 Community garden
Garden located at
the corner of Van
Buren and Madison,
for use by city
employees
X Direct Direct

5.1 Green Remodel at
735 Pacific
Energy efficiency and
waste reduction
considerations
implemented during
the remodeling
process
X X Direct Direct

5.2 Increased Mixed
Use Land Use
Designations
(Downtown, North
Fremont,
Lighthouse Ave)
Increasing mixed-use
development creates
urban infill projects
that reduce sprawl
and encourage
efficiency and public
transit improvements
X X X Direct Direct

5.3 First Green Building
Expo on Peninsula
Community event to
educate and connect
businesses and
consumers on green
building
X Indirect Indirect

5.4 Green Building
Workshops
Workshops on green
building held for
professionals and
community members
X Indirect Indirect

5.5 Green Property
Insurance
Helps cover costs for
green building X Indirect Indirect

5.6 Mansionization
Ordinance
Encourages smaller
homes, using fewer
resources
X Direct Direct

4. URBAN NATURE

5. URBAN DESIGN
ATTACHMENT 1
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5.7 Green Building
Ordinance
Ordinace 3413;
07/2008 - To
conserve natural
resources, increase
energy efficiency,
and improve indoor
air quality; Please
see
www.codepublishing.
com/ca/monterey
Chapter 38-112.3 for
details of the
program
X X Direct Direct

5.8 Update all
Neighborhood and
Area Plans (Mixed
Use, Smart Growth
concepts)
Modernize Area
Plans to reflect
current design
guidelines and
policies.

X X X Very indirect Very indirect

5.9 Pedestrian
Upgrades
Safe routes to
schools, improved
sidewalks on Via
Ladera and Mark
Thomas Drive
X X Indirect Indirect

6.1 68% Waste
Diversion Achieved
Indicates amount of
waste diverted from
landfill and reused or
recycled
X Direct Indirect

6.2 www.MontereyRecy
cles.org
Comprehensive Info
Website
Pulic information
website on recycling X Very indirect Very indirect

6.3 Monterey
recognized as
California’s first
Comprehensive
Recycling
Community 2008
Recognized City's
recycling efforts X Direct Indirect

6.4 Recycling
Containers in
schools and 3,000
Hotel Rooms, 300
Bars & Restaurants
Increased
opportunites for
coomunity recycling
X Indirect Very indirect

6.5 New Mixed
Recycling/Trash
Containers
Throughout City of
Monterey
Created easier
system for citizens
and visitors to
recycle
X X Indirect Very indirect

6.6 Large Item Pickup
and Metal Recycling Increased recycling X Direct Indirect

6.7 E-waste Events in
City Coordinated
with Other
Organizations
Diverts hazardous
waste from landfill X X Indirect Very indirect

6. WASTE
ATTACHMENT 1
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6.8 Recycling Buyback
Centers & Dropoff
Locations
2 locations at Nob
Hill and Del Monte
Center
X Indirect Very indirect

6.9 Portable Recycle
Bins for Special
Events Beach
Cleanup Events
Increases recycling
opportunies for large
waste producing
events
X X Indirect Very indirect

6.11 Giveaway 1,000
Cloth Bags
Educated consumers
on benefits of reusing
bags
X Indirect Very indirect

6.12 Public Outreach
Once per Month at
Farmer’s Market
Community
awareness building
and education
opportunity
X Very indirect Very indirect

6.14 Environmentally
Acceptable Food
Packaging
Ordinance
(biodegradable and
recyclable only)
Polystyrene Ban X X Direct Indirect

6.18 Green Business
Certification for
Businesses and
City Offices
Certification process
recognized and
implemented for local
business and city
offices.

X X X Indirect Indirect

6.2 Anaerobic digester /
Food scrap
program
Generates electricity
from methane,
diverts waste from
landfill and creates
feedstock for
compost
X X X
Direct Indirect

7.1 Distributed 5,000
Energy Efficient
Light Bulbs to
Residents
Distribution of lights
to educate public and
raise awarenes for
cost saving
opportunites through
energy efficiency
X X Direct Direct

7.2 Joined ICLEI Cities
for Climate Change
Provides resources
for Community and
Municipal Climate
Change planning and
coordinating
X Indirect Indirect

7.3 Library Lighting
Upgrade and HVAC
Controllers
Installed heating,
ventilation, and air
conditioning
efficiency upgrades
X Direct Direct

7.4 Monterey
Conference Center
Energy Retrofit,
HVAC
Installed heating,
ventilation, and air
conditioning
efficiency upgrades
X Direct Direct

7.5 Sports Center
Interior, Gym &
Natatorium Lighting;
Dehumidifier,
HVAC Controllers
and VFD’s
Installed heating,
ventilation, air
conditioning, and
lighting efficiency
upgrades
X Direct Direct

7. ENERGY
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 55, Packet Page 57 City of Monterey - Climate Action Plan – p. 47

7.6 Presidio Lighting,
Heating, Vending
Machine, Motor,
HVAC, Venting &
Showerhead
Upgrades
Upgrades were
intended to increase
efficiency and reduce
waste.

X Direct Direct

7.7 Police Department
Lighting and HVAC
Controls
Upgrades were
intended to increase
efficiency and reduce
waste.

X Direct Direct

7.8 Parking Garage
Lighting
Retrofit garage with
LED X Direct Direct

7.9 Variable Frequency
Drive and NEMA
Motors Installed
Decreases energy
demand X Direct Direct

7.10 Senior Center
Furnace Retrofit
Replaced inefficient
furnace with modern,
efficient furnace
X Direct Direct

7.11 Cool Roofs Installed
Presidio and 735
Pacific Offices
Cool roofs are highly
reflective materials
that stay 50-60 (F)
cooler in the sun,
reducing energy and
mainenance costs,
improving occupant
comfort and
increasing the life
cycle of the roof.

X Direct Direct

7.12 LED Traffic Signals
Replaced traffic
signal lights with LED
lights resulting in
$70,000/yr savings
X X Direct Direct

7.13 Solar Powered
Traffic Safety Signs
"Your Speed" Radar
Signs - about four
community wide
X Direct Direct

7.14 On-Demand Hot
Water Heaters
Box next to faucet to
instantly heat water
rather than
continously
X Direct Direct

7.15 Green Certified
Computer Network
Switches
Allows regulation of
energy use for
computers.

X Direct Direct

7.16 Demand Response
Program, Peak
Load E Curtailment
PG&E notifies the
City when a peak
demand will occur, if
we reduce by 50%
we are paid
accordingly
X X Direct Direct
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 56, Packet Page 58 City of Monterey - Climate Action Plan – p. 48

7.17 MCC Interior and
Exterior Lighting
retrofit
Replaced inefficient
lighting with modern,
efficient (LED lights)
X Direct Direct

7.18 Sports Center
Exterior Lighting
Retrofit
Replaced inefficient
lighting with modern,
efficient (LED lights)
X Direct Direct

7.19 Baseline GHG
Emissions Inventory
Conducted baseline
from 2005 data to
create a baseline
from which to
measure future
reductions
X X Indirect Indirect

7.20 3 Phases
Renewables
program with PG&E
PG&E provides
100% renewable
energy for City
owned and operated
buildings & facilities
X Direct Direct

7.21 Lighting Retrofit on
Recreation Trail
Path and Tunnel
Replaced inefficient
lighting with modern,
efficient (LED lights)
X Direct Direct

7.22 FIRST Renewable
Energy Program for
Residential
(Proposed)
Special financing
mechanism to boost
private ownership of
energy effieciency
mechanisms
X X Indirect Indirect

7.23 GHG Action Plan
(Proposed)
Written document
detailing City efforts
to reduce GHG
emissions
X X Indirect Indirect
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 57, Packet Page 59 City of Monterey - Climate Action Plan – p. 49

APPENDIX C
Supplemental Technical Report – Government Operations Energy Use by Sector:

Figure 4: Buildings and Facilities
City Hall
Facilities
Public
Restrooms
Harbor
Buildings
Police and
Fire
Public Works Recreation
0 500,000
1,000,000
1,500,000
2,000,000
2,500,000
3,000,000
Electricity Use: Buildings and Facilities (kWh)
Electricity 2005 Electricity 2012
0 20000
40000
60000
80000
100000
City Hall
Facilities
Public
Restrooms
Harbor
Buildings
Police and
Fire
Public Works Recreation
Natural Gas Use: Buildings and Facilities
(therms)
Natural Gas 2005 Natural Gas 2012
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 58, Packet Page 60 City of Monterey - Climate Action Plan – p. 50
Figure 5: Water Delivery Facilities
2005 2012 2005 2012
City Hall Facilities 614 14,483 46,489 45,585
Public Restrooms 564 175,661 251 128,851
Harbor Buildings 1,607 575,807 987 615,062
Police and Fire 16,398 15,410 409,714 414,501
Public Works 21,107 7,664 2,307,870 2,148,399
Recreation 87,096 92,545 2,522,934 1,616,583
TOTAL 127,386 6,038,475 131,340 4,968,981
Natural Gas Electricity
-
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
Electricity
Electricity Use: Recreation Sprinklers (kWh)
2005 2012
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 59, Packet Page 61 City of Monterey - Climate Action Plan – p. 51
Figure 6 Wastewater Facilities
Vehicle Fleet
The vehicle categories (Light Truck, Motorcycle,
Heavy Duty, Electric and Passenger) were based
on ICLEI models. The model allows for further
breakdown by vehicle year; however we did not
distinguish between model years due to the low
benefit to high cost ratio (i.e. It would have
added an additional 20-30 hours of staff time
with very little change in CO2 emissions data
output).

The results of each analysis (by mileage, fuel
use and costs) all revealed Public Works to have
the highest emissions. The Public Works
Department includes vehicles used for
maintaining roads, parks, streetlights,
inspectors etc. Approximately 96% of the fleet
vehicles are used continuously throughout the
day. Furthermore, by comparing differences
between mileage and fuel use it is clear that
public works also has the least fuel efficiency,
likely due to the type of vehicle, (many utility
trucks and vans) taking short trips with frequent
0 10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
Electricity Use: Sewer Lift Stations (kWh)
2005 2012
0 1
2 3
4 5
6 7
8 Natural Gas Use: Sewer Lift Stations (therms)
2005 2012
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 60, Packet Page 62 City of Monterey - Climate Action Plan – p. 52
stops. Although the police department (PD) also
has low efficiency levels, the type of vehicles
(passenger) used by the PD places them slightly
more efficient than public works.

These results show a clear area to focus
emissions reduction measure. With the largest
fleet, and the highest emissions and cost, the
Public Works Department would benefit most
from the proposed reduction measures
described further in Section IV.

Vehicle Fleet Fuel Use
Improvements in internal records will greatly
enhance the accuracy of the vehicle fleet data
as well as ease in which the necessary reports
can be created and analyzed. Suggested areas
of improvement include:
• Incorporate fuel charges that do not occur at
the City’s facility in the output report. For
example, if a pool car is used outside of
Monterey, that information is not tracked in the
same manner the Gas Boy information is
tracked. Nor is the same information (fuel price
at fill-up, mileage at fill-up, etc.) recorded.
• Many work-related trips are completed using
staff’s personal vehicles. These data are not
included in the analysis. Data could be
accounted for by working with staff and
management to track mileage records, as well
as discouraging the use of personal vehicles for
short trips.
• Ongoing tracking efficiency could improve by
including a summation of each vehicle’s fuel use
(gallons) in one excel report along with vehicle
type, year and fuel-type. The City has this
capability and will be used in future analyses.

Employee Commute
Total miles traveled by City of Monterey
employees annually in 2005 are: 2,324,932.

Total miles traveled by City of Monterey
employees in 2013 are: 4,070,237.

The large discrepancy between these two
figures is likely due to the scope of employees
counted. The updated 2013 data account for all
891 full- and part-time city employees.

For 2005 employee commute data, a listing of
total City and Zip Codes of employee residences
(in separate full-time (FT) and part-time (PT)
listings) was obtained from the Human
Resources Department. The distances between
each residence zip code and Monterey was
found using Google Maps (set to trip by car) and
was rounded to the nearest whole digit.

Residents of Monterey were calculated
assuming a 2 mile one-way trip (4 miles for
round-trip). Further exceptions were made for
workers on disability and others with irregular
work schedules. Overall, this proved to be an
effective but likely inaccurate method of
determining total employee commute
emissions.

In 2013, an updated employee commute survey
directly queried all full- and part-time city
workers via email regarding the length and
method of their commute, providing for greater
data resolution and accounting for workers with
irregular schedules. The survey design is
available at the end of this section (Figure 7).

With 199 respondents over a 2 week sampling
period in December 2013, the survey provides
an acceptable snapshot of the commuting
habits of the city’s 891 total employees. From
these data, the following were extrapolated:

Total vehicle miles traveled: 4,070,237
Total fuel use: 194,482 gallons of gasoline
Total CO2e emissions: 1,715 metric tons
While classified as Scope 3, or indirect
emissions, commuting does form a significant
fraction of the city government’s total
operations emissions. Because only a small
percentage of employees currently utilize
greener commute options (see: Figures 6 and
7), greater incentivizes in this area could
produce beneficial results.

ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 61, Packet Page 63 City of Monterey - Climate Action Plan – p. 53
Figure 7: 2013 Employee Commute Survey Form
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 62, Packet Page 64 City of Monterey - Climate Action Plan – p. 54
Figure 8: 2013 Employee Commute VMT by Vehicle Type
Figure 9: Employee Commute Methods by Days Used
Employee Commute VMT by Vehicle Type
Light trucks Electric Vehicles Motorcycle/Scooter Passenger Car Employee Commute Methods
Driving Alone Carpool/vanpool Public Transit Walk Bike Telecommute ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 63, Packet Page 65 City of Monterey - Climate Action Plan – p. 55
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 64, Packet Page 66 City of Monterey - Climate Action Plan – p. 56
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 65, Packet Page 67 City of Monterey - Climate Action Plan – p. 57
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 66, Packet Page 68 City of Monterey - Climate Action Plan – p. 58
ATTACHMENT 1
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ATTACHMENT 1
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ATTACHMENT 1
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ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 73, Packet Page 75 City of Monterey - Climate Action Plan – p. 65
ATTACHMENT 1
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 74, Packet Page 76

ADAPTING A THREATENED

TRANSPORTATION NETWORK

TO SEA LEVEL RISE

CITY OF MONTEREY
JANUARY 2021
© 2021 California Department of Transportation. All Rights Reserved.

This study was funded by a Caltrans Adaptation Planning Grant from Senate Bill 1, The Road Repair and Accountability Act of 2017
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 75, Packet Page 77 Prepared by: Frederik Venter, Rebecca Verity, and Anthony Nuti Authors would like to acknowledge the following individuals who made this study possible:

Len Sansone, Russell Titmuss, and Bruce Stevens of GEI Consultants; Fernanda Roveri, Kim Cole, Andrea Renny, and Marissa Garcia of the City of Monterey.

Study funded by a Caltrans SB-1 Adaptation Planning Grant EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 76, Packet Page 78 iii

ADAPTING A THREATENED TRANSPORTATION

NETWORK TO SEA LEVEL RISE

CITY OF MONTEREY
JANUARY 2021
Table of Contents
1 Introduction ....................................................................................................................................2 2 Sea Level Rise Impacts to Monterey Roads & Community ..........................................................4 3 Sea Wall or Reimagine? A Pivotal Choice…................................................................................22 4 Community Survey Results ..........................................................................................................30 5 Recommendations for Adaptation...............................................................................................34 6 Recommendations and Next Steps .............................................................................................68 A Appendix: Cost Analysis Details.................................................................................................A-1 B Appendix: Complete Traffic Model Results ...............................................................................B-1 C Appendix: Complete Preliminary Flood Barrier Options...........................................................C-1 D Appendix: Community Meeting Webinar Slides ........................................................................D-1 E Appendix: Public Survey.............................................................................................................E-1 F Appendix: Third Street/Pearl Street Improvements..................................................................F-1 G Appendix: Flooding on Local Streets Map ............................................................................... G-1 EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 77, Packet Page 79 iv

ADAPTING A THREATENED TRANSPORTATION

NETWORK TO SEA LEVEL RISE

CITY OF MONTEREY
JANUARY 2021
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EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 78, Packet Page 80 1 INTRODUCTION
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 79, Packet Page 81 2 ADAPTING A THREATENED TRANSPORTATION

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CITY OF MONTEREY
JANUARY 2021
1 Introduction
The City of Monterey is at a crossroads for
deciding on the impact of sea level rise on its
transportation system. As rising seas threaten
to permanently flood Del Monte Avenue, a
critical regional corridor, we must choose
for our own future and that of our children.

Shall we protect existing infrastructure by
creating a sea wall between Monterey Bay
and downtown, or embrace a new waterfront:
giving back Lake El Estero to the sea as we
adapt our transportation infrastructure to our
changing world?
This study is the first step in that choice. In it,
we examine the risks which sea level rise poses
to Monterey’s people, transportation, and other
lifeline infrastructure, and explore conceptual
options to minimize those risks.

Based on expert input and public feedback,
we then describe preliminary transportationspecific costs and benefits for both a possible “barrier” approach, and a possible “retreat”
approach. Future work must be done to
understand the economics of adapting not just
our transportation, but the additional interlinked
components of Monterey’s community and
lifeline infrastructure to this shared challenge.

RETREAT

BARRIER
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 80, Packet Page 82 2 SEA LEVEL RISE

IMPACTS TO MONTEREY

ROADS & COMMUNITY
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 81, Packet Page 83 4 ADAPTING A THREATENED TRANSPORTATION

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CITY OF MONTEREY
JANUARY 2021
2 Sea Level Rise Impacts to Monterey Roads & Community
The Threat of Rising
Seas to Monterey’s
Transportation Network:

Rising seas are increasingly flooding coastal
roads in California. In Monterey, several critical
arterials are at risk. Our busiest road, Del
Monte Avenue has flooded during large storms.

Within a decade portions of Del Monte may be
permanently underwater. By mid-century (2060),
regular tides will flood the Lighthouse Tunnel
and reach Pearl Street where it crosses Lake
El Estero; and large storm waves could reach
as high as Cannery Row at the Monterey Bay
Aquarium. By end of century, Fremont Street at
Lake El Estero will be underwater.

Smart action is needed, urgently, to keep
people safe, and Monterey moving.

The adaptation options explored in this study
are based on the higher of the likely sea
level rise projections produced for the City of
Monterey by Revell Coastal in 2016, and the
future wave impact analyses conducted by
Moffatt and Nichol in 2019.

Source: FEMA 2018; Moffatt & Nichol, 2019; Revell Coastal, 2016 21 20
18 16
14 12
11 10
9 8
7 6
5 4
3 2
1 0
Cannery Row area
Del Monte Avenue
near Lake
El Estero
Fremont Street at
Camino El Estero
Sea Level (Feet) Flooded Roads
Pearl Street at
Camino El Estero
“100-year” storm waves, 2060
Monthly average high tide, 2100
Monthly average high tide, 2060
Monthly average high tide, 2030
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 82, Packet Page 84 5 ADAPTING A THREATENED TRANSPORTATION

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CITY OF MONTEREY
JANUARY 2021
Coastal Flood-prone Regions of Monterey
Two types of coastal flooding are of concern
in Monterey: storm flooding and permanent
coastal inundation from sea level rise.

Large storms and waves, which can occur
at any time, cause temporary flooding and
permanent property damage. The light and
dark grey shaded areas in this map would
be flooded by coastal storms at current sea
levels (not considering sea level rise). These are
storms which historically would have occurred,
on average, every 1-5 centuries, also called
FEMA 100-year and 500-year floods. Climate
science indicates large storms are increasing
in frequency, however. The orange shading
indicates areas at risk from wave damage when
sea level rise and large storms are combined.

Cannery Row may flood if wave intensities are
significant during such storms.

Green and blue shading show potential land
lost as seas rise. Seas are currently predicted
to rise in Monterey by 0.7 feet by 2030, 2.4
feet by 2060, and 5.2 feet by 2100 (Revell
Coastal, 2016).

If unprotected, these areas will experience
increasingly frequent flooding regardless
of weather, until they are permanently
part of the bay.
0 0.5
Ü1 Miles

FLOOD PROTECTION PROTECTION ALTERNATIVE
Storm Wave Impact Only

0.7 Feet Flooding, by 2030

2.4 Feet Flooding, by 2060

5.2 Feet Flooding, by 2100
FEMA 100 Year Flood (2018)
FEMA 500 Year Flood (2018)
LEGEND
1 1
Fremont St
Pearl St Third St Figueroa St
Jefferson St
Pacific St
Munras Ave
Franklin St
Del Monte Ave
Fremont St
Del Monte Ave
Casa Verde Wy
Del Monte Ave
Source: FEMA 2018; Moffatt & Nichol, 2019; Revell Coastal, 2016 EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 83, Packet Page 85 6 ADAPTING A THREATENED TRANSPORTATION

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CITY OF MONTEREY
JANUARY 2021
Cascade of Consequences:

City and community leaders with expertise in each aspect of transportation, from public works to our police and fire departments, met to map out citywide concerns from unchecked road flooding. They found that as roads flood, public safety is threatened, mobility and daily activities will be disrupted, tourism and business will decline, and our quality of life will plummet.

Flood destruction
of homes/businesses
Monterey
Peninsula
recreation
trail
Loss of
beaches
Loss of tourism
Injury/Death
1st responder
delays Increased
homelessness
Temporary
shelter needed
Temporary
loss of homes/
businesses
Utility
Failures*
Loss of Roadways** Electrical fires
Regional
commute
issues
Full ER
Job loss
Citywide
Traffic Congestion Economic Impacts Public Health
Impacts
Homes/Businesses
Relocate
Quality of Life,
Ecological & Aesthetic
Degradation
Accidents Reroutes

COASTAL FLOODING
**Road losses:

1. Early temporary road floods (low areas downtown)

2. Later temporary road floods (large areas downtown, Cannery Row)

3. Roads permanently underwater (large areas downtown)
*Utility failures:
• Major power outages
• Loss of street lights & intersection signals,
• Loss of phone lines & cable
• Storm drain backups
• Increased flooding during rains
• Total loss of sewers for large portions of city
• Hazardous waste spills
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 84, Packet Page 86 7 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Without action, floods will …
Hurt businesses
and interrupt our economy
Disrupt mobility
& impact daily activities
Damage homes, impact
health, & displace residents
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
Early Adaptation Saves Money and Lives
Adapting to climate threats, prior to disasters,
is unquestionably expensive. However,
investing early in climate resilience saves both
money and lives, when compared to disaster
response, as both our state and federal
governments have noted.

The benefits of adaption extend well beyond
the property lines of the mitigated infrastructure.

Adaptation results in significant nonfinancial
savings in terms of safety, preventing property
loss, and avoiding disruption to day-to-day
life – disruptions we’ve all come to experience
concretely in 2020. Adaptation also provides
significant economic savings; it reduces
disaster response and public health costs,
limits disaster-caused economic damage to a
community, and frees up resources that would
otherwise be spent on re-building.

The National Institute of Building Sciences
Multi Hazard Mitigation Council (2019),
invested the benefit-cost ratios for mitigation
strategies. They found that “society enjoys a
benefit-cost ratio (BCR) of 11:1 for adopting
the 2018 International Residential Code (IRC)
and International Building Code (IBC), versus
codes represented by 1990-era design; … a
BCR of 4:1 for a select number of utilities and
transportation infrastructure study cases; and a
BCR of $6 for every $1 spent through mitigation
grants funded through select federal agencies.”
Benefits per Dollar Invested in Resilience (NIBS 2019)
Adopting international model building codes Saves $11 per $1 spent Exceeding international model building codes Saves $4 per $1 spent Federal Mitigation Grants Save $6 per $1 spent
Mitigating utilities and transportation infrastructure Saves $4 per $1 spent FEMA Webinar Series,
Building Resilient Infrastructure
and Communities, 2020,
Key Quotes:
“Despite the progress we were making,
the devastating impact from the disasters
in 2017 and 2018 made it clear that we
needed to do more and with urgency, to
increase community resilience.”
“The fact is, disasters are becoming
more frequent and severe. … 2019 was
the fifth consecutive year that we've
seen 10 or more billion-dollar disaster
events and we've already had two such
events this year.”
“We've been trending in a riskier
direction by underfunding infrastructure
which continues to be strained by
population growth that is shifting towards
coastal regions.”
“[We need to] shift the federal
focus to the proactive investment in
community resilience.”
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 87, Packet Page 89 10 ADAPTING A THREATENED TRANSPORTATION

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CITY OF MONTEREY
JANUARY 2021
Transportation Analysis
This analysis assumes the roadways will be
flooded in 3 increments: 0.7 ft, 2.4 ft, and 5.2 ft
of sea level rise. With 0.7 ft, Del Monte Avenue
will flood. With 2.4 ft, Del Monte Avenue and
Pearl Street will flood. With 5.2 ft, a portion of
Fremont Street will flood.

The 2040 AMBAG Travel Demand Model was
utilized to determine the redistribution of trips
if a roadway was flooded and travel demand
between origins and destinations remain the
same. The AMBAG travel demand model
results provided in the text below illustrate a “Do
Nothing” Alternative where no improvements
are constructed and the major roadway facilities
are lost to flooding. This report mainly focuses
on the disruption to major streets, but many
local streets will also flood, indicated on the
map in Appendix G.

The AMBAG model was used to redistribute
traffic on the broader City of Monterey and
surrounding street network. Sea Level Rise
will also impact access to Cannery Row, New
Monterey, and Pacific Grove. The maps indicate
that traffic would divert to major arterials such
as David Avenue, Holman Highway/SR 68,
Soledad Drive, Munras Avenue, and Pacific
Street. As flooding increases, many local streets
will also experience cut-through traffic as traffic
endeavors to travel between the east and the
west side of the flooded areas.

The AMBAG model shows the demand for
travel between Highway 1 and the Downtown,
Cannery Row, New Monterey, and Pacific
Grove. Trips within the City of Monterey will
also be disrupted, even if done by transit,
walking or biking, and the roads that currently
operate at acceptable conditions would
become congested. See Appendix B for the
baseline model plot.

Holman Highway provides primarily access to
Pebble Beach, Pacific Grove, and the upper
hill side areas of Monterey via Skyline Drive,
Prescott Avenue, and David Avenue. The
AMBAG model shows that even with the loss
of Del Monte and Sloat that Fremont Street
is the preferred connector to Downtown,
New Monterey, and Cannery Row despite the
congestion. When Del Monte Avenue floods the
volumes on Highway 68 and on Fremont Street
increase by approximately 40%. The volumes
on Pearl Street increases by a factor of 40.

Traffic on Prescott Avenue and David Avenue
increases by 13% and 20% respectively. It is
concluded that widening Holman Highway
(SR68) will not be a viable solution to improve
travel demand caused by flooding and may
result in additional cut-through traffic through
Pacific Grove, Skyline Drive, Prescott Avenue,
and David Avenue.

Three major roadway improvements have been
identified to potentially alleviate congestion on
the City roadway network. The improvements
also include retaining the Monterey Peninsula
Recreation Trail and substantially expanding
transit capabilities into Downtown and further
west through the construction of major park
and ride facilities.

Transit capabilities can be improved by
establishing park and ride facilities of at
least 1,000 vehicles per facility and having
shuttles transfer passengers into Downtown,
Cannery Row, the Presidio, New Monterey,
and potentially Pacific Grove. The City has
no feasible land available for establishing
substantial park and ride facilities and it is highly
likely that private property would have to be
obtained for this purpose. Candidates would
include major land owners near Highway 1.

An example of such a facility is indicated on
the Monterey Peninsula College lot, where the
farmers market is typically held. Other locations
would include the Del Monte Shopping
Center, Del Monte Golf Course, and the Naval
Postgraduate School.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 88, Packet Page 90 11 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Transit can be accommodated on both the new Del Monte viaduct, Pearl Street alignment, and an improved Fremont Street. The viaduct could potentially exclude vehicular traffic and only accomodate transit, pedestrian, and bicycle services only.

The rerouting of traffic and transit along the Del Monte Viaduct, Pearl Street/Sloat Avenue, and Fremont Street corridors will redistribute traffic into the Downtown. In addition, the City should implement Travel Demand Management techniques to reduce single occupancy vehicle trips along these corridors.

When both Del Monte Avenue and Pearl Street flood, traffic on Highway 68 increases by more than 40%, the same as when only Del Monte floods. This illustrates that driving the circuitous route along Highway 1, and then Highway 68, and the narrow residential streets (David Avenue, Prescott Avenue, and Skyline Road) is not a viable option from a travel time and travel distance perspective.

Roadway Capacities
The goal of reallocating capacity to improved roadways along the viaduct, Sloat Avenue and Pearl Street, and Fremont Street is based on the best use of existing roadway alignments, minimizing new construction, and maintaining the connectivity between Highway 1 and Downtown. These roadways will also accommodate crucial dry and wet utilities.

The table below provides the anticipated roadway capacity with and without improvements. 2040 Capacities with No Improvements
Location # of Assumed Lanes Capacity (Veh/Day)
Del Monte Ave 4 lanes 32,400
Sloat Ave/Pearl St 2 lanes 14,800
Fremont St 6 lanes 50,000
Total 12 Lanes 97,200
2040 Capacities with Improvements
Location # of Assumed Lanes Capacity (Veh/Day)
Del Monte Viaduct 2 lanes 14,800
Sloat Ave/Pearl St 3-4 lanes 23,000
Fremont St 6 lanes with 20% Transit 60,000
Total 11-12 Lanes 97,800
NOTE: Capacity has not been reduced, but is redistributed.

This solution assumed that 20% of all trips on Fremont Street would be made via transit. The other 80% would be made by single occupancy vehicles. A 20% mode shift in transit increases the capacity on Fremont Street from approximately 50,000 vehicles/day to 60,000 vehicles/day. Transit could also use the viaduct along Del Monte Avenue or Pearl Street. This would require approximately 15 buses/hour to accommodate the need for approximately 10,000 more daily trips in the year 2040.

Capacities were calculated using Highway Capacity Manual (HCM) methodology.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 89, Packet Page 91 12 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
2040 Base Year AMBAG Model
The table below provides the AMBAG 2040 baseline volumes. Refer to Appendix B for AMBAG Model Plots. 2040 Base Volumes (Veh/Day)
Del Monte Ave (no improvements) 44,915
Sloat Ave/Pearl St (no improvements) 2,956
Fremont St (no improvements) 30,210
Total 78,081

0.7 ft of Flooding Roadway Capacity
An increase in mean sea level by approximately 0.7 ft will result in the flooding of Del Monte Avenue and potentially the Lighthouse Tunnel. Approximately 45,000 vehicles a day on Del Monte Avenue will be diverted to other streets within the City of Monterey, primarily Sloat Avenue and Pearl Street, and Fremont Street. Some diversion will also occur on Soledad Drive, Munras Avenue, and Holman Highway.

If Del Monte Avenue is reconstructed as a two-lane viaduct, with the Monterey Peninsula Recreation Trail, capacity would be regained on the corridor, but congestion would occur on Sloat Avenue, Pearl Street, and Fremont Street.

Additional roadway capacity can be provided by constructing a park-and-ride facility and improving transit access into Downtown, or widening the viaduct to a four-lane facility with the Recreation Trail. Cost estimates for both a two-lane and a four-lane viaduct were completed for this study.

Widening the viaduct to four lanes is contrary to SB 743 which will make it extremely difficult to get funding for.

0.7 foot flooding (Veh/Day)*
Del Monte Ave Viaduct 14,800
Sloat Ave/Pearl St (no improvements) 14,800
Fremont St (no improvements) 50,000
Total 79,600
*Consider transit on Fremont or improvements to Fremont EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 90, Packet Page 92 13 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Traffic Repercussions – 0.7 Feet of Sea Level Rise (Estimated Year: 2030) Flooding: Del Monte from Figueroa
Street to Sloat Avenue
Increased demand on Pearl Street,
Fremont Street, Highway 68, Highway
1, and other arterial and collector roads.

0.7 Feet (2030)
Flood Conditions
Do Nothing Alternative
Flooding of Del Monte from Figueroa Street
to Sloat Avenue
LEGEND:

Road Closure
XX Major Increase in Traffic
(> 30% Increase)
XX Moderate Increase in Traffic
(< 30% Increase)
XX Decrease in Traffic
XX Road Closures
Daily Rerouted Model Volumes. Flooding will also
occur on other streets. This analysis assumes
the Lighthouse Tunnel will potentially flood.

While flood projections show Lighthouse Tunnel
flooding by 2060, waves may drive flood waters
into the tunnel well before that date. Ground
survey is required to verify this assumption.

See Appendix G for a map of flooded streets.

David Ave
Prescott Ave
Pacific St
Munras Ave
Fremont St
Pearl St
N. Fremont St
Mark Thomas Dr
Aguajito Rd
Josselyn Canyon Rd
Lighthouse AveFoam St
Del Monte Ave
+1,993 Del Monte Ave
(+61.3%)
+7,123
(+39.1%)
+12,560
(+4,422.5%)
+851
(+19.8%)
+404
(+13.5%)
+4,958
(+6.8%)
+3,160
(+5%)
+2,421
(+28.1%)
-280
(-8.1%)
-767
(-2.8%)
-77
(-0.5%)
-1,730
(-2.1%)
-24,640
(-54%)
+527
(+15.4%)
1 1
68 68
-15,636
(-52.1%)
-8,511
(-94.5%)
-56,760
+18,711 (-100%)
(146.4%)
+11,152
(+36.9%)
+491
(+11.8%)
-1,048
(-4%)
-5,552
(-18.8%)
+10,678
(+11.7%)
Lighthouse
Tunnel
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 91, Packet Page 93 14 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021

2.4 ft of Flooding Roadway Capacity
An increase in mean sea level by approximately 2.4 ft will result in the flooding of Del Monte Avenue, the Lighthouse Tunnel, and Sloat Avenue/Pearl Street.

Approximately 48,000 vehicles a day on Del Monte Avenue and Sloat Avenue/Pearl Street will be diverted to other streets within the City of Monterey primarily along Fremont Street. Some diversion will also occur on Soledad Drive, Munras Avenue and Holman Highway. The following improvements will regain some capacity; however, congestion would occur along Fremont Street:
• Del Monte Avenue will be reconstructed as a two-lane viaduct with the Monterey Peninsula Recreation Trail • Sloat Avenue will be reconstructed as a four-lane facility. Pearl Street will be reconstructed as a two-to-three lane facility with reversible lanes.

Additional roadway capacity can be provided by constructing a park and ride facility and improving transit access into Downtown, or widening the viaduct to a four-lane facility with the Recreation Trail. Cost estimates for both a two-lane and a four-lane viaduct were completed for this study.

Widening the viaduct to four lanes is contrary to SB 743 which will make it extremely difficult to get funding for.

2.4 foot flooding (Veh/Day)*
Del Monte Ave Viaduct 14,800
Sloat Ave/Pearl St (with improvements) 23,085
Fremont St (no improvements) 50,000
Total 87,885
*Consider transit on Fremont or improvements to Fremont EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 92, Packet Page 94 15 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Traffic Repercussions – 2.4 Feet of Sea Level Rise (Estimated Year: 2060) Flooding: Del Monte Avenue from
Lighthouse Tunnel to Sloat Avenue,
and Pearl Street
Increased demand on Fremont
Street, Highway 68, Highway 1, and
other arterial and collector roads.

2.4 Feet (2060)
Flood Conditions
Do Nothing Alternative
Del Monte Avenue from Lighthouse
Tunnel to Sloat Avenue,
and Pearl Street
LEGEND:

Road Closure
XX Major Increase in Traffic
(> 30% Increase)
XX Moderate Increase in Traffic
(< 30% Increase)
XX Decrease in Traffic
XX Road Closures
Daily Rerouted Model Volumes.

Flooding will also occur on other streets.

Refer to model plot in Appendix B.

See Appendix G for a map of flooded streets.

David Ave
Prescott Ave
Pacific St
Munras Ave
Fremont St
Pearl St
Lighthouse
Tunnel
N. Fremont St
Aguajito Rd
Josselyn Canyon Rd
Lighthouse AveFoam St
Del Monte Ave
+1,999 Del Monte Ave
(+61.4%)
+7,112
(+39.1%)
+874
(+20.3%)
+395
(+13.2%)
+498
(+12.0%)
+4,983
(+6.9%)
+14,870
(+23.7%)
-441
(-1.7%)
-358
(-10.4%)
-1,447
(-5.3%)
+292
(+1.8%)
-2,242
(-2.7%)
-29,581
(-64.8%)
+508
(+14.9%)
1 1
68 68
-11,449
(-38.2%)
-8,513
(-94.5%)
-56,760
(-100%) +18,555
(144.3%)
+20,924
(+69.3%)
-12,560
(-100%)
+3,624
(+42.1%)
Mark Thomas Dr
+11,756
(+12.9%)
-6,953
(-23.6%)
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 93, Packet Page 95 16 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021

5.2 ft of Flooding Roadway Capacity
An increase in mean sea level by approximately 5.2 ft will result in the flooding of Del Monte Avenue, the Lighthouse Tunnel, Sloat Avenue/Pearl Street, and Fremont Street. Approximately 79,000 vehicles a day on each of these facilities will be diverted to other streets within the City of Monterey primarily along Highway 1, Holman Highway/SR 68, Munras Avenue, Soledad Drive, and Pacific Street. If the following improvements are implemented, capacity will be regained:
• Del Monte Avenue will be reconstructed as a two-lane viaduct with the Monterey Peninsula Recreation Trail. • Sloat Avenue will be reconstructed as a four-lane facility. Pearl Street will be reconstructed as a two to three-lane facility with reversible lanes. • Fremont Street (East of Camino El Estero) reconstructed as a six-lane facility with a transit lane in the median. • Fremont Street (West of Camino El Estero) reconstructed as a four-lane facility with a transit lane in the median.

Widening the viaduct to four lanes is contrary to SB 743 which will make it extremely difficult to get funding for.

5.2 foot flooding (Veh/Day)
Del Monte Ave Viaduct 14,800
Sloat Ave/Pearl St (with improvements) 23,085
Fremont St (with improvements) 60,000
Total 97,885
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 94, Packet Page 96 17 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Traffic Repercussions – 5.2 Feet of Sea Level Rise (Estimated Year: 2100) Flooding: Del Monte Avenue from
Lighthouse Tunnel to Sloat Avenue,
Pearl Street, and Fremont Street
Increased Traffic congestion on
arterials and collector roads along
Highway 1 and 68

5.2 Feet (2100)
Flood Conditions
Do Nothing Alternative
Flooding of Del Monte Avenue from
Lighthouse Tunnel to Sloat Avenue,
Pearl Street, and Fremont Street
LEGEND:

Road Closure
XX Major Increase in Traffic
(> 30% Increase)
XX Moderate Increase in Traffic
(< 30% Increase)
XX Decrease in Traffic
XX Road Closures
Daily Rerouted Model Volumes.

Flooding will also occur on other streets.

See Appendix G for a map of flooded streets.

David Ave
Prescott Ave
Pacific St
Munras Ave
Fremont St
Lighthouse
Tunnel
N. Fremont St
Mark Thomas Dr
Aguajito Rd
Josselyn Canyon Rd
Lighthouse AveFoam St
Del Monte Ave
+2,697 Del Monte Ave
(+82.9%)
+9,117
(+50.1%)
-10,615
(-35.1%)
+1,604
(+37.3%)
+596
(+19.9%)
+3,157
(+75.8%)
+5,175
(+7.1%)
+3,064
(+4.9%)
+12,460
(+47.3%)
-465
(-13.5%)
-362
(-1.3%)
-276
(-56.4%)
+29
(+0.2%)
-11,751
(-39.8%)
-3,003
(-3.7%)
-37,236
(-81.6%)
+786
(+23.0%)
1 1
68 68
Pearl St
+17,590
(131.6%)
-56,760
(-100%)
-12,560
(-100%)
+250
(+2.9%)
+12,020
(+13.2%)
-16,652
(-55.5%)
-8,521
(-94.6%)
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 95, Packet Page 97 18 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Impacts to Underground Utility Infrastructure
In addition to losing important roadway infrastructure, utilities underneath the road will also be impacted with sea level rise (i.e. storm drain, sanitary sewer, communication, pump facilities, and power).

Source: City of Monterey
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 96, Packet Page 98 19 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Typical Infrastructure Affected by Flooding
Increased Sinkholes
Flooded Roadways (Del Monte 1988)
Flooded Recreation Trail Failing Traffic Signals
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 97, Packet Page 99 20 ADAPTING A THREATENED TRANSPORTATION

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EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 98, Packet Page 100

3 SEA WALL OR REIMAGINE?

A PIVOTAL CHOICE
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 99, Packet Page 101 22 ADAPTING A THREATENED TRANSPORTATION

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3 Sea Wall or Reimagine? A Pivotal Choice…
As rising seas threaten fragile shorelines statewide and globally, Monterey is in an unusual position. Rising seas undoubtedly pose
imminent threats to Monterey’s transportation,
public safety and economy. But Monterey is
perhaps better naturally prepared than many of
California’s at-risk cities. With hills rising steeply
from the sea, granite rather than sandstone
cliffs, and its most at-risk region already
centered around Lake El Estero, Monterey may
find that here, adapting to rising seas may also
provide unique opportunities. By creating a tidal
bay in an area not much larger than the existing
Lake El Estero, Monterey could:
• restore a coastal estuary
• add rather than lose beaches
• create bike trails and waterfront businesses
• and create sheltered marshlands or harbors
for fishing, swimming, and small boats.

This approach could be part of a carefully
planned retreat, a pulling back from the highest
risk areas whilst reimagining a downtown that
continues to thrive. It would require re-routing
traffic outside of the flood-prone area and
investing in a step-wise approach to pulling
back in some areas while still adding some
flood protection. The alternative is a full flood
protection in downtown, Lake El Estero, and
Oak Grove Neighborhood area. This would
allow existing traffic and land-use to continue
in the short term, although long-term safety
concerns and hidden costs could still drive
homes and businesses out of downtown.

Neither approach is simple; whether we choose
flood protection or managed retreat, rising seas
pose public and private costs and dangers.

RETREAT

BARRIER
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 100, Packet Page 102 23 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Visible costs of sea level rise
Relocation of public infrastructure:

Under a retreat plan, the City, partnering with
utility providers, the state, and potentially federal
agencies, would need to remove portions
of existing roads, shorten storm drains, and
potentially relocate sewer lines, water mains,
and power and communication infrastructure.

These costs should be carefully compared to
the hidden costs of increased maintenance and
protection associated with flood protection, if
that option is chosen.

Loss of coastal views, access,
and recreation:

The extent to which Monterey loses views of,
and access to beaches, varies by adaptation
option. A standard sea wall would eliminate
coastal access downtown. An eco-levee could
provide flood protection while preserving some
coastal access. A managed retreat plan could
add views and coastal access. While hard to
cost economically, these quality of life trade-offs
may be significant.

Relocation of private infrastructure:

Under retreat, purchases could be made by the
state, FEMA, or the City using grant funding
or similar financial mechanisms. However
funded, the costs of relocation deserve careful
consideration.

Hidden costs of sea level rise
Rising groundwater:

Rising seas concurrently force a rise in
groundwater. Along California’s coast, this
hidden flood is creeping into basements and
undercutting roads, even flooding regions safe
from surface flooding. Municipal and private
costs include new groundwater pumping,
increased maintenance for underground
infrastructure, and failure of roads and
foundations. Groundwater impacts will occur
under both retreat or barrier options, with the
earliest and most severe impacts in low-lying
areas. The total number of properties impacted
long-term by ground water issues would be
lower under retreat than flood protection,
simply because the hardest impacted, low lying
regions, would be converted to coastal waters.

Draining the rain:

Storm drains carry rain to the bay via gravity,
except for the Lighthouse Tunnel, which is lower
than sea level currently, and thus pumped.

As the bay rises, flood protection meant to
keep the bay out, will trap rain inside the city,
and the bay will also begin to flow backwards
through storm drains into downtown. To keep
downtown dry, new backflow protection must
be paired with new and larger pumps, to drain
low city regions in perpetuity. The cost of new
pumps and backflow prevention would be lower
under retreat, simply because the remaining
portions of the city would be those above sea
level. Gravity flow would continue draining to
bay waters. Depending on the final retreat buildout small areas of the City might require pumps for adequate drainage.

New insurance costs:

As seas rise, more properties are expected
to fall within FEMA special hazard flood areas
(SHFAs); or areas where flood insurance is
mandatory. The costs of mandated insurance
for these properties may become prohibitive
for some landowners. The number of
properties in a SHFA would be smaller under a
retreat scenario.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 101, Packet Page 103 24 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Flood Protection: Sea Wall between Bay and Downtown (Living Behind Barriers) Maintain existing homes and businesses for longer
Maintain existing recreation trail
on or behind wall
Add backflow prevention and new pump stations
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 102, Packet Page 104 25 ADAPTING A THREATENED TRANSPORTATION

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Benefits and Concerns with a Sea Wall for Downtown
+ Benefits:
• Maintains existing land uses, infrastructure & traffic flow patterns • Seawalls may provide a simpler or more cost-effective solution than other types of flood protections • Postpones removal of large areas of underground infrastructure • Maintains existing Monterey Peninsula Recreation Trail • Retains access to Wharves
• Eliminates unknown impacts of retreat
- Concerns:
• Safety concerns related to living and working below sea level • Seismic safety of flood barriers
• Increased precipitation flooding
• Increased groundwater flooding
• Maintenance for underground infrastructure
• Increased coastal erosion outboard of flood barriers
• Costs of backflow prevention
• Costs of pumps & pump stations
• Ecological & aesthetic impacts
• Coastal recreation opportunities diminished compared to retreat option • Insurance costs expected to increase for property owners • Long-term (multi-century) need to repeatedly raise flood barriers at unknown rate EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 103, Packet Page 105 26 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Planned Retreat: Reimagining Downtown
2+ miles of new
coastline & bike trails
Healthy ecosystems
Sheltered
aquatic recreation
New waterfront
shopping & dining
Viaduct
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 104, Packet Page 106 27 ADAPTING A THREATENED TRANSPORTATION

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Benefits and Concerns with Retreat
+ Benefits:
• Public does not live/work below sea level
• Adds new coastal access and recreation
• Allows ecosystem restoration
• Coastal storm impacts buffered by new bay
• Extent of flood barriers is significantly reduced compared to barrier option • Provides new tourism and economic opportunities
• Compared to flood protection, reduced costs for maintenance for underground infrastructure, backflow protection, and pumps - Concerns:
• Requires relocation of 30 - 45 acres* of developed infrastructure around Lake El Estero, including removal or retrofitting of underground infrastructure, • Increased coastal erosion outboard of flood barriers
• Long-term (multi-century) need to repeatedly raise remaining necessary flood barriers at unknown rate *of note, these 30-45 acres are those most at risk of increased insurance costs, and at risk of repeated groundwater and precipitation flood damage, if flood protection is chosen.

EXHIBIT A-1 ATTACHMENT 2
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EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 106, Packet Page 108

4 COMMUNITY SURVEY RESULTS
EXHIBIT A-1 ATTACHMENT 2
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4 Community Survey Results
Community Preferences
Monterey held a public meeting (50 zoom
logins) and published a survey (completed by
81 Monterey Bay residents & stakeholders) to
collect public opinion on risks and adaptation
options. Faced with inescapable change, the
survey respondents overwhelmingly chose to
adapt to, and live with, rising seas; rather than
face the safety risks and aesthetic loss of living
behind barriers. See Appendices D and E for
more information on the public meeting.

This choice allows:
• Short-term flood protection while
infrastructure is adjusted
• Preserving the aesthetic and environmental
benefits that define the City
• Retreat from highest flood prone
areas this century
To accomplish this, the community chose:
• To emphasize and increase bike and
pedestrian routes
• To reroute major arterials inland
where possible, and
• To search for funding for a new
viaduct bridging the retreat area at the
heart of the city
Community Choice: The Big Picture
I believe...

The safety risks of
living below sea
level are too high,
given large storms
and earthquakes
The safety risks of
living below sea level
are reasonable, given
the need to maintain
existing land uses
70%
30%
Opinions on living behind
flood protection...

This will degrade my
quality of life, but it is
worth it to maintain
existing land uses.

This will degrade my
quality of life, and I
would like the city
to explore options to
relocate existing atrisk development.

This will not degrade
my quality of life.
32% 58%
10%
Would you consider selling your
flood-prone property?
I would be willing to
explore letting the city
buy my property at
fair market value and
potentially rent it back
to me until existing uses
are no longer safe.

I would not be willing
to consider letting the
city buy my property at
fair market value.
78%
22%
What is more equitable and
economically viable?
I recognize the personal
and economic trade-offs,
but believe managed
retreat is a more
long-term equitable
and economic solution
than attempting to hold
back rising seas.

I recognize the personal
and economic tradeoffs, and believe flood
protection is a more
equitable and economic
solution than attempting
to relocate homes
and businesses.
24%
76%
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 108, Packet Page 110 31 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Community Choice: Preferred Adaptation Measures by Area 0 0.5
Ü1 Miles

FLOOD PROTECTION PROTECTION ALTERNATIVE
Storm Wave Impact Only

0.7 Feet Flooding, by 2030

2.4 Feet Flooding, by 2060

5.2 Feet Flooding, by 2100
FEMA 100 Year Flood (2018)
FEMA 500 Year Flood (2018)
LEGEND
1 1
Fremont St
Pearl St Third St Figueroa St
Jefferson St
Pacific St
Munras Ave
Franklin St
Del Monte Ave
Fremont St
Del Monte Ave
Casa Verde Wy
Del Monte Ave
Wave protection & beach
enhancement, 74%
Raise revetment, 44%
Managed retreat, 56%
Managed retreat, 36%
Raise Managed retreat, 71%
recreation
trail, 57%
Ecotone levee, 78%
Cannery Row
Lake El Estero
Roberts Lake
Laguna Grande
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 109, Packet Page 111 32 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Community Choice: Taming the Traffic
According to Survey Respondents Preferred Transportation Options 12%
Re-routing traffic
to Highway 68 and
Soledad Interchange
2%
Re-routing traffic
through neighborhoods
13%
Increased public transit
11%
Increased park-and-ride
options for commuters
16%
Improving walk and
bike infrastructure 7%
Increasing road capacity
(no widening) on major roads
outside of the flood zone*
7%
Implement transportation
management strategies
15%
Build a vehicle/
transit viaduct
14%
Build a
pedestrian viaduct
1%
None of the above
2%
Other
*Includes managed lanes, signal timing, signal coordination, etc.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 110, Packet Page 112

5 ADAPTATION OPTIONS
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 111, Packet Page 113 34 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
0 0.5
Ü1 Miles

FLOOD PROTECTION PROTECTION ALTERNATIVE
Storm Wave Impact Only

0.7 Feet Flooding, by 2030

2.4 Feet Flooding, by 2060

5.2 Feet Flooding, by 2100
FEMA 100 Year Flood (2018)
FEMA 500 Year Flood (2018)
LEGEND
1 1
Fremont St
Pearl St Third St Figueroa St
Jefferson St
Pacific St
Munras Ave
Franklin St
Del Monte Ave
Fremont St
Del Monte Ave
Casa Verde Wy
Del Monte Ave
5 Recommendations for Adaptation
Adaptation Recommendations Outside of Downtown A narrower range of options is appropriate to protect roadways
outside of downtown. See Appendix C
for full project discussion.
1 A levee would protect the Highway 1 and
State Route 218 interchange, and protect
large areas of inland Seaside from storm
flooding if paired with backflow prevention in
storm drains. Coastal erosion control should
also be considered.
2 Downtown flooding is primarily across Del
Monte Ave at Lake El Estero. Option 1 provides
detailed alternatives for planned retreat (page
36). Option 2 provides detailed alternatives for
flood barriers (page 56).
3 Wharf upgrades should consider the dual
impact of sea level rise with large storm waves
to protect maritime transportation.
4 Raising the existing revetment at the base
of the Coast Guard Pier would protect Cannery
Row at San Carlos Beach.
5 Several small sea walls at road level
would protect Cannery Row from future wave
flooding. Offshore wave reduction and beach
enhancement would reduce storm damage to
existing coastal infrastructure at Cannery Row.

Feasibility analyses for all options are recommended.
5 4
3 2
1 EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 112, Packet Page 114 35 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
2 Downtown
Options include combinations of sea
walls, levees, and managed retreat, with a
variety of transportation adjustments.

Partners include:
• residents
• businesses
• utilities
• regulators
• state and federal agencies
• regional commuters
3 Wharf Upgrades
Wharf upgrades should consider the dual
impact of sea level rise with large storm
waves to protect maritime transportation.

Partners include:
• Fisherman’s Wharf
1 Hwy 1 at 218
A levee would protect the Highway 1 and
State Route 218 interchange, and protect
large areas of inland Seaside from storm
flooding if paired with backflow prevention
in storm drains. Coastal erosion control
should also be considered.

Primary partners: Caltrans and Seaside
4 Coast Guard Pier Access
Access to the Coast Guard Pier from
Cannery Row could be protected via
increasing the height of the current riprap (stone) embankments, increasing the height of the pier itself, or installing
a small sea wall at low-lying areas at the
base of the pier.

Primary partner: federal agencies
5 Cannery Row
Several small sea walls at road level
would protect Cannery Row from future
wave flooding. Offshore wave reduction
and beach enhancement would reduce
storm damage to existing coastal
infrastructure at Cannery Row.

Partners include:
• residents
• businesses
• utilities
• regulators
• state and federal agencies
• regional commuters

2.4' or

2.4' plus 100-year storm

0.7' or
100-year storm

5.2' or
500-year storm
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 113, Packet Page 115 36 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
0 0.5
Ü1 Miles
OPTION 1 Traffic Adjustments for Planned Retreat
New Shoreline Alternatives LEGEND
Eventual Bay
New Shoreline
New Bridges
New Trail
Potential New Road
# Alternatives
Fremont St
Third St
Del Monte Ave
Del Monte Ave
Casa Verde Wy
Figueroa St
Pacific St
Franklin St
Jefferson St
Del Monte Ave
1 1B.1 Pearl St
1A.1 1A.2 1B.2
1C
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 114, Packet Page 116 37 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
1A.1 Del Monte Viaduct (2-Lane Alternative Cost In Current 2020 Dollars) Total Estimated Cost,
Current Dollars
$347,200,000
Contingency
$99,193,700
Design and
Project Admin
$57,227,100
Construction
$190,757,000
NOTE: See Appendix A for cost estimate details. Total Estimated Cost is rounded up to the nearest $100,000. Cost estimate includes Class I bike path along the beach. 2' 2' 2' Railing Railing Railing6'
Shoulder
6'
Sidewalk
12'
Travel Lane
12'
Travel Lane
62’
Required Right-of-Way
6'
Shoulder
14'
Class I Bike Path
Can accommodate:
• Single Occupancy Vehicles
• Transit
• Pedestrians
• Bikes
Del Monte Viaduct (looking west)
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 115, Packet Page 117 38 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
1A.2 Del Monte Viaduct (4 Lane Alternative Cost In Current 2020 Dollars) Total Estimated Cost,
Current Dollars
$481,700,000
Contingency
$137,621,200
Design and
Project Admin
$79,396,800
Construction
$264,656,000
Can accommodate:
• Single Occupancy Vehicles
• Transit
• Pedestrians
• Bikes
Del Monte Viaduct (looking west)
NOTE: See Appendix A for cost estimate details. Total Estimated Cost is rounded up to the nearest $100,000. Cost estimate includes Class I bike path along the beach.

It should be noted that the provided cost estimation excludes Right-of-Way acquisition costs that may be required for these improvements to be implemented. 2' Railing6'
Shoulder
6'
Sidewalk
12'
Travel Lane
12'
Travel Lane
12'
Travel Lane
12'
Travel Lane
89'
Required Right-of-Way
3' 2' 2' Median Railing Railing6'
Shoulder
14'
Class I Bike Path
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 116, Packet Page 118 39 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
1B.1 Sloat Ave/Pearl St Alternative (Cost In Current 2020 Dollars) Total Estimated Cost,
Current Dollars
$104,400,000
Contingency
$29,826,000
Design and
Project Admin
$17,207,400
Construction
$57,357,500
Can accommodate:
• Single Occupancy Vehicles
• Transit
• Pedestrians
• Bikes
6'
Sidewalk
6'
Sidewalk
6'
Sidewalk
6'
Sidewalk
12'
Vehicle Lane
12'
Vehicle Lane
12'
Vehicle Lane
12'
Vehicle Lane
10'
Vehicle Lane
10'
Reversible
Vehicle Lane
10'
Vehicle Lane
12'
Vehicle Lane
12'
Vehicle Lane
68' Required Right-of-Way
42' Required Right-of-Way
44' Required Right-of-Way
14'
Class I Bike Path
14'
Class I Bike Path
O
X
O
O O
Sloat Avenue Cross Section (looking west)
Third Street Cross Section (during the AM peak hours - looking west) Pearl Street Cross Section (during the AM peak hours - looking west) NOTE: See Appendix A for cost estimate details. Total Estimated Cost is rounded up to the nearest $100,000. Cost estimate includes Class I bike path along the beach.

It should be noted that the provided cost estimation excludes Right-of-Way acquisition costs that may be required for these improvements to be implemented.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 117, Packet Page 119 40 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
1B.2 Alternative Del Monte Alignment (Cost In Current 2020 Dollars) Total Estimated Cost,
Current Dollars
$127,900,000
Contingency
$36,533,700
Design and
Project Admin
$21,077,200
Construction
$70,257,000
NOTE: See Appendix A for cost estimate details. Total Estimated Cost is rounded up to the nearest $100,000. Cost estimate includes Class I bike path along the beach.

It should be noted that the provided cost estimation excludes Right-of-Way acquisition costs that may be required for these improvements to be implemented.

Can accommodate:
• Single Occupancy Vehicles
• Transit
• Pedestrians
• Bikes
6'
Sidewalk
6'
Sidewalk
5'
Median
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
69 Required Right-of-Way
42'
Required Right-of-Way
14'
Class I Bike Path
14'
Class I Bike Path
New Del Monte Alignment (looking west)
Pearl Street Cross Section (during the AM peak hour - looking west) O O
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 118, Packet Page 120 41 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
1C Fremont Street Improvements (Cost In Current 2020 Dollars) Total Estimated Cost,
Current Dollars
$34,500,000
Contingency
$9,830,900
Design and
Project Admin
$5,671,600
Construction
$18,905,600
NOTE: See Appendix A for cost estimate details. Total Estimated Cost is rounded up to the nearest $100,000. Cost estimate includes Class I bike path along the beach.

It should be noted that the provided cost estimation excludes Right-of-Way acquisition costs that may be required for these improvements to be implemented.

Can accommodate:
• Single Occupancy Vehicles
• Transit
• Pedestrians
• Bikes
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Transit Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Transit Lane
11'
Vehicle Lane
11'
Vehicle Lane
11'
Vehicle Lane
105'
Required Right-of-Way
83'
Required Right-of-Way
14'
Class I Bike Path
14'
Class I Bike Path
14'
Class I Bike Path
14'
Class I Bike Path
From Highway 1 To Camino El Estero
From Camino El Estero To Abrego
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
Option 1A - Convert Del Monte to Viaduct
NOTE: Not to scale. For illustration purposes only.

BEFORE
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 120, Packet Page 122 43 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
AFTER
Del Monte Viaduct
Option 1A - Convert Del Monte to Viaduct
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 121, Packet Page 123 44 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Option 1A - Rerouting the Monterey Recreation Trail Adjacent to Vehicle Lanes Monterey Peninsula Recreation Trail Along the Viaduct
Monterey Peninsula Recreation Trail
Along the Beach
Note: Recreation Trail will follow the beach alignment. Cost estimate includes Class I bike path along the beach.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 122, Packet Page 124 45 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Option 1A - Alternative Viaduct Options
• Vehicles, transit, bicycles, and pedestrians (two-lane or four-lane option with trail) • Transit, pedestrians, and bicycles only on the viaduct (two-lane facility with trail) - this option was not analyzed in this report • Pedestrians and bicycles only on the viaduct (trail only) - this option was not analyzed in this report Examples of Viaducts
Modern Bridge Example Traditional Viaduct Example
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
Option 1B.1 - Convert Pearl Street to Viaduct
BEFORE
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 124, Packet Page 126 47 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
AFTER
West Pearl St Viaduct Enhancements/Replace
Existing East Pearl St Bridge
Option 1B.1 - Convert Pearl Street to Viaduct
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 125, Packet Page 127 48 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Option 1B.1 - Enhancements to Pearl Street
Pearl Street - East Bridge Looking West
(PM Peak Hours)
Pearl Street - West Bridge Looking East
(PM Peak Hours)
Del Monte Avenue is a four-lane facility at the
Naval Post Graduate School. Sloat Avenue will
also be converted to a four-lane facility under
this option and Third Street restriped for three
travel lanes. Once the road reaches Third Street
and the Pearl Street bridges, the road will only
be three lanes and two lanes respectively. To
optimize the use of the constrained roadway
width on Third and Pearl Street (without
physically widening), the recommendation is to
have two reversible lanes towards downtown
in the morning, and two reversible lanes
westbound towards Highway 1 in the afternoon.

Third Street will have two reversible lanes
westbound and 1 reversible lane eastbound
in the AM, and in the PM, two reversible lanes
eastbound and 1 reversible lane westbound.

These intelligent transportation devices
provide the opportunity to manage traffic
demand during the AM and PM peak hours
without widening the bridge. This is a superior
economic option compared to constructing a
new bridge. See Appendix F for graphical layout
of reversible lanes.

NOTE: Widen for Class I bike path (similar to the Monterey Peninsula Recreation Trail or add new bike and pedestrian bridge across the lake. Not to scale. For illustration purposes only.

AFTER
BEFORE
AFTER
BEFORE
EXHIBIT A-1 ATTACHMENT 2
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Option 1B.1 - Impacts to Transportation with the Pearl Street Alternative • Vehicle and Transit: Loss of Del Monte and
various local and collector streets
• Pedestrian and Bicycle: Monterey Recreation
Trail will be rerouted along beach and new
viaducts along Pearl Street
Monterey Peninsula Recreation Trail
Along the Beach and Pearl St
Note: Recreation Trail will follow the beach alignment. Cost estimate includes Class I bike path along the beach.

Sloat Ave Class I Path
Monterey Peninsula Recreation Trail
Along the Beach
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
Option 1B.1 - Enhancements to Sloat Avenue
NOTE: Not to scale. For illustration purposes only.

BEFORE
AFTER
Removal of parking
Class I
bike path
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 128, Packet Page 130 51 ADAPTING A THREATENED TRANSPORTATION

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Option 1B.2 - Alternative Del Monte Alignment
If Del Monte Avenue is eliminated, one alternative solution is to realign Del Monte Avenue via the Pearl Street Bridges. This alignment continues to provide a connection between Highway 1, Downtown, and Cannery Row.

Alternative Del Monte Alignment
Note: Recreation Trail will follow the beach alignment. Cost estimate includes Class I bike path along the beach.

Monterey Peninsula Recreation Trail
Along the Beach and Pearl St
Monterey Peninsula Recreation Trail
Along the Beach
EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 129, Packet Page 131 52 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Option 1C - Enhancements to Fremont Street
BEFORE
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
AFTER
Improvements
to Fremont Street
Option 1C - Enhancements to Fremont Street
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
Option 1C - Impacts to Transportation with Fremont Alternative • Car and Transit: Fremont is the only access
point to/from Downtown
• Bike and Pedestrian: Monterey Recreation
Trail will be rerouted along beach and
Fremont Street.

Monterey Peninsula Recreation Trail
Monterey Peninsula Recreation Trail
Along the Beach
Note: Recreation Trail will follow the beach alignment. Cost estimate includes Class I bike path along the beach.

EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 132, Packet Page 134 55 ADAPTING A THREATENED TRANSPORTATION

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JANUARY 2021
Option 1C - Convert Fremont Street to Add a Transit Only Lane and Class I Path NOTE: Not to scale. For illustration purposes only.

BEFORE
AFTER
Class I
Class I
EXHIBIT A-1 ATTACHMENT 2
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OPTION 2 Flood Barriers
Impacts to Transportation with a seawall alternative
• Vehicle and Transit: No Impacts
• Pedestrians and Bicycles: No Impacts
Sea Wall
Monterey Peninsula Recreation Trail
EXHIBIT A-1 ATTACHMENT 2
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Option 2A - Protect Downtown with Sea Walls
Seawall Option for Flood Protection
A roughly 1-mile long seawall would run
adjacent to the existing Recreation Trail from
approximately Sloat Avenue across Window on
the Bay Park and the Waterfront Parking Lot.

Various wall designs are possible. Here we
detail two, with heights of 13 and 17 feet above
existing grade, both designed to protect against
a combination of 5.2 feet of sea level rise plus
waves from 100-year coastal storm. Both
include erosion protection on the bayside.

Alternate flood protection options, including
an adaptable sea wall, wide enough for
a wall-top trail, and various levees, are
discussed in Appendix C.

Under all flood protection options:

1. Existing traffic flow is maintained.

2. Beaches outboard of flood
protection could be lost

3. Backflow protection and increased pumping
capacity would be required for storm drains
0 0.5
1 1
Fremont St
Pearl St Third St Figueroa St
n St
Pacific St
Munras Ave
klin St
Del Monte Ave
Fremont St
Del Monte Ave
Casa Verde Wy
Del Monte Ave

FLOOD PROTECTION PROTECTION ALTERNATIVE
Storm Wave Impact Only

0.7 Feet Flooding, by 2030

2.4 Feet Flooding, by 2060

5.2 Feet Flooding, by 2100
FEMA 100 Year Flood (2018)
FEMA 500 Year Flood (2018)
LEGEND
Sea Wall
EXHIBIT A-1 ATTACHMENT 2
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JANUARY 2021
Option 2A - Protect Downtown, Lake El Estero, and Oak Grove Neighborhood Area with Concrete Sea Walls The sea walls depicted here are conceptually
drawn to protect against 5.2 feet of sea level
rise, plus waves from a large (roughly 100-
year) coastal storm. Costs reflect a single build;
constructed in the near term to protect against
flooding through 2100 projections. However,
seas are projected to continue rising through at
least 2300 (Nauels et al. 2019), and these walls
are not designed for height additions. Sometime
before 2100, depending on the actual rate of
sea level rise, such walls would be replaced
with higher walls. An alternate approach could
involve modular sea walls. A modular approach
allows for a lower wall in the near term with
continual additions as needed. Additional
engineering, and a necessarily stronger base,
would increase costs. Assumptions:
• Sea wall heights of 13 and 17 feet assume an elevation of 12 feet (NAVD88) at existing grade. • Requires erosion and wave protection on bay side. 2A.1 includes sloped, 4-ton rip-rap for erosion protection and wave dampening. 2A.2 includes 350-pound rip-rap for erosion protection without wave dampening. 2A.1 Seawall with Elevated Coastal Trail 2A.2 Vertical Concrete Seawall Fill
Existing Grade
Railing on
both sides
Height+13'
12' NAVD 88
Armoring
Height +17'
1-6'
Buried
Piles
Existing
Grade
Armoring
Median stone
weight 350 lbs
Median stone
weight 2 tons
EXHIBIT A-1 ATTACHMENT 2
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Cost (In Current 2020 Dollars)
2A.1 Seawall with Elevated Recreation Trail 2A.2 Vertical Concrete Seawall Total Estimated Cost,
Current Dollars
Total Estimated Cost,
Current Dollars
$57,900,000 $88,900,000
Contingency Contingency
$13,358,201 $20,511,053
Design and
Project Admin
Design and
Project Admin
$12,722,096 $19,534,336
Construction Construction
$31,805,240 $48,835,840
NOTE: See Appendix A for cost estimate details. Total Estimated Cost is rounded up to the nearest $100,000.

EXHIBIT A-1 ATTACHMENT 2
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Option 2B - Protect Downtown with Levees
BEFORE
EXHIBIT A-1 ATTACHMENT 2
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Option 2B - Protect Downtown with Levees
AFTER
Ecotone Levee
NOTE: Illustriave only.

EXHIBIT A-1 ATTACHMENT 2
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Option 2B - Protect Downtown with Levees
2B.1 Traditional Levee
Unlike bare, traditional levees,
ecotone levees are landscaped to
mimic the natural environment
2B.2 Wide Ecotone Levee
EXHIBIT A-1 ATTACHMENT 2
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Option 2B - Levee at Window on the Bay, Seawall Inland of Del Monte Beach Townhomes While not costed for this study, additional flood protection barriers were conceptually explored downtown (Appendix C). Two potential options for levees downtown could be paired with shorter sea walls to provide flood protection. Levees are raised embankments constructed along a waterfront to prevent flooding in relatively large areas for high levels of flood risk. Revetments (armored protection) may be needed on the coastal side for erosion and wave protection.
2B.1 - Narrow Flood Protection Levee
Narrow flood protection levees are generally unvegetated to prevent structural damage from roots and burrowing animals, but may support the Recreation Trail on the crest. A 7-8 foot high narrow, armored levee would be 40-50 feet wide at the base, configured to support a 10- foot wide coastal trail on the crest, with narrow slopes on both sides of the trail. The levee would provide near- to mid-century flood protection.

Larger levees would be required to protect against large coastal storm waves in the near term, and against sea level rise in the longer term. 2B.2 - Ecotone Levee
Ecotone levees are wider than traditional levees, with gentle, planted slopes on both sides of the trail. These gently sloped sides help support appropriate coastal habitat. Additional beach nourishment and sediment retention measures might help support sandy beach habitat for longer than with a narrow levee option. A 7-8 foot high, naturally-planted “ecotone” levee would be 100-120 feet wide at the base, configured to support a 10-foot wide coastal trail on the crest to provide near- to mid-century flood protection.

Larger levees would be required to protect against large coastal storm waves in the near term, and against sea level rise in the longer term.

EXHIBIT A-1 ATTACHMENT 2
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Backflow Prevention and Storm Drain Improvements
Backflow protection and enhanced storm drain capacity, including new pumps, will be required in the near to mid-term regardless of which adaptation alternatives are chosen. Unprotected storm drains provide a pathway through which waves, coastal surges, and higher seas can flow inland, regardless of above-ground flood protection structures.

Before
After
EXHIBIT A-1 ATTACHMENT 2
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Co-benefits:
• Prevents bay from flooding through drains to
interior streets & buildings
• Backflow protection allows one-way drainage
of rainwater to ocean
• Pumps force rainwater into ocean when
gravity flow is no longer adequate.

Concerns/notes:
• A climate-change precipitation
study is recommended to correctly
size pump upgrades.
• A cost estimate is needed for long-term
public works planning
Proper Drainage
High Tide Backflow
Backflow Prevention
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EXHIBIT A-1 ATTACHMENT 2
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6 RECOMMENDATIONS

AND NEXT STEPS
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6 Recommendations and Next Steps
A package of additional studies and short-term
actions is recommended to guide the city to a
preferred project.

1. Ground elevation surveys. Flood
projection studies used map and LIDARbased ground elevation data. Physical elevation surveys are recommended
to confirm and pinpoint identified
flood pathways.

2. Prepare temporary flood protection.

Temporary, deployable flood protection
should be readied to protect Del Monte
from coastal storm flooding. Such planning
should include consideration of storm drain
backflow prevention measures. Protection
of approximately 1,000 linear feet at
Window on the Bay Park (Figure A), would
be expected to prevent roadway flooding
from a 100-year coastal storm. Small, semipermanent improvements to the dunes, a small sea wall, or similar measures may
also provide short-term protection from sea
level rise while more permanent solutions
are in progress.

3. Action. Backflow prevention should be
installed on storm drains below elevation

8.9 ft NAVD 88 by 2060 and 11.7 ft
NAVD 88 thereafter.

4. Underground infrastructure
assessments. Studies should be
conducted to assess the vulnerability
of sewers, storm drains, and similar
critical infrastructure to rising and
saline groundwater.

5. Detailed Adaptation Study - Protection.

Preparation of a more detailed adaptation
study necessary for protection, including
estimates of required additional maintenance
or replacement of vulnerable underground
infrastructure, including erosion and back
flow protection, new pump stations for
precipitation removal at various sea levels,
and a public safety plan to cover a potential
flood protection failure, and an expanded
cost analysis for these actions.

6. Detailed Adaptation Study - Retreat.

Preparation of a more detailed adaptation
study necessary for retreat, including
identification of required updates to zoning
and building codes, and the triggers and
thresholds at which maintenance of city
owned infrastructure is withdrawn and
relocation begun, and an expanded cost
analysis for these actions.

Figure A: Projected flood flow path from 0.73 feet of sea level rise EXHIBIT A-1 ATTACHMENT 2
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Recommended Next Steps
Elevation
Surveys
Benefit
Cost
Analysis
Infrastructure
Assessments Choose
Preferred
Alternatives Identify
Action
Triggers and
Thresholds
• Apply for grant funds
• Prepare temporary flood protection
for coastal storms
• Beach nourishment to limit erosion
• Gather additional data for long-term
decision-making
• Consider sea level rise in ongoing
development decisions and
planning processes
• Build partnerships:
» Funders
» Neighboring cities
» Residents and Businesses
» Utilities
» State and Federal agencies
• Zoning and code updates
• Permitting and design
• Implement
NOW 2021 - 2024 2025+
EXHIBIT A-1 ATTACHMENT 2
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Citations and Disclaimers
Citations:

Moffatt and Nichol. May 2019. AB-691 State
Public Trust Lands Sea Level Rise Assessment
City of Monterey, California. Prepared for the
City of Monterey by Moffatt and Nichol and
Michael Baker International.

Revell Coastal, LLC. March 2016. 2016 City of
Monterey Final Sea Level Rise and Vulnerability
Analyses, Existing Conditions and Issues
Report. Prepared for the City of Monterey by
Revell Coastal, LLC and EMC Planning Group.

Federal Emergency Management Agency
(FEMA). June 2018. Flood Insurance Study,
Monterey County, California. Prepared for the
County of Monterey by the Federal Emergency
Management Agency
Frederik Venter, Rebecca Verity, and Anthony
Nuti. Jan 2021. Adapting a Threatened
Transportation Network to Sea Level Rise.

Prepared for the City of Monterey by
Kimley-Horn and Associates Inc., and GEI
Consultants Inc.

Multi-Hazard Mitigation Council (2019.).

Natural Hazard Mitigation Saves: 2019 Report.

Principal Investigator Porter, K.; Co-Principal
Investigators Dash, N., Huyck, C., Santos,
J., Scawthorn, C.; Investigators: Eguchi, M.,
Eguchi, R., Ghosh., S., Isteita, M., Mickey, K.,
Rashed, T., Reeder, A.; Schneider, P.; and Yuan,
J., Directors, MMC. Investigator Intern: CohenPorter, A. National Institute of Building Sciences.

Washington, DC. www.nibs.org
Limitation of Liability
Coastal flood, wave, storm and tidal projections
are based on information provided to the
authors by the City of Monterey. Such
projections and estimates are based on
assumptions about future human, climate,
economic, and infrastructure conditions which
may change. Accordingly, the data contained
herein are presented solely on the basis of the
assumptions accompanying the estimates,
forecasts, reviews and assessments, and
subject to the information or data utilized at the
time of this Project.

Adaptation measures included within are
intended as conceptual-level only and
are not intended for use as, or instead of,
engineering designs.

As such, the authors make no warranty that
the adaptation measures will be adequate
to protect against actual climate events, and
recommends a series of appropriate asset
condition, elevation, and design studies prior to
commencing adaptation projects.

Cost projections are likewise based on
appropriate information available at the time of
publication and are subject to uncertainty due
to economic and market variability.

This document, together with the concepts and
designs presented herein, as an instrument of
service, is intended only for the specific purpose
and client for which it was prepared. Reuse of
and improper reliance on this document without
written authorization and adaptation by KimleyHorn and Associates, Inc. or GEI Consultants, Inc. shall be without liability to Kimley-Horn and
Associates, Inc. or GEI Consultants, Inc.

Cost Estimates
See Appendix A for all cost
estimate calculations.

Cost estimates are based on the
following assumptions:

1. The reinforced concrete wall costs assume
a height of 17 feet above grade (grade
elevation assumed 12’ NAVD88 throughout),
a spread footing, supported by pipe piling
inboard and outboard, and a sheet piling
barrier under the center of the wall. On the
outboard or sea side the bottom of the wall
is protected by a layer of riprap to protect
from erosion. The Monterey Recreation Trail is
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assumed to be re-constructed on the inboard
side of the concrete wall.

2. The sheet pile cutoff wall costs assume
a height of 13 feet above grade (grade
elevation assumed 12’ NAVD88 throughout),
and extends from -8’ NAVD88 to +25’
NAVD88. On the outboard or sea side the
entire wall is protected by a 6’ layer of riprap.

On the inboard side, the wall is buttressed
by approximately 13’ of fill material. The
Monterey Recreation Trail is assumed to
be re-constructed on top of this wall, with
a protective pedestrian / bicycle barrier on
outboard and inboard side.

For each estimate, walls were initially costed
based on recent experience on total installed
costs for similar seawall construction and
cross checked against recent unit pricing to
substantiate the cost per foot of the actual wall.

Costs include:
• Mobilization (prepatory work and opereations
necessary for the movement of personnel,
equipment, supplies, and incidentals to
a project site).
• Site preparation and clearing.
• Backfill behind the wall.
• Replacement of the recreation trail.
• Landscaping.

As is customary for this level of project definition
and estimating, other items were estimated
as a percentage of above construction cost.

These included:
• Design, Project Management, Construction
Management, and Engineering During
Construction. 25% additional cost.
• Environmental Compliance. 15%
additional cost.
• Contingency. Additional 30% of
all above costs.

Total price is estimated in late 2020 current
dollars and satisfies the requirements of an
AACE Class 4 estimate with an accuracy range
of -30% / +50%.

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EXHIBIT A-1 ATTACHMENT 2
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 150, Packet Page 152 City of Monterey
Draft 2020 Community-Wide
Greenhouse Gas Inventory Report
ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 151, Packet Page 153 City of Monterey | 2
ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 152, Packet Page 154 3 | City of Monterey
DRAFT CITY OF MONTEREY 2020 COMMUNITY-WIDE

GREENHOUSE GAS (GHG) INVENTORY
PREPARED FOR:

The City of Monterey
580 Pacific Street, Monterey, CA 93940
Phone: 831.646.3799
Fax: 831.646.3793
PREPARED BY:

The Association of Monterey Bay Area Governments
24580 Silver Cloud Court, Monterey, CA 93940
Phone: 831.883.3750
Fax: 831.883.3755
FUNDED BY:

Central Coast Community Energy
JULY 2022
ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 153, Packet Page 155 ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 154, Packet Page 156 1 Executive Summary | City of Monterey
Executive Summary
The City of Monterey’s 2020 Community-wide GHG Inventory totals 227,061 metric tons of carbon dioxide-equivalent (CO2e). This represents a 29 percent reduction from the 2005 Baseline Community-wide GHG Inventory. This decrease is the result of emission reductions across four sectors primarily. It is important to note that while analysis of GHG inventory data can identify the amount of change this type of analysis does not specifically identify the factors that contribute to the changes and their level of contribution. Certain general factors that are able to be identified are noted below, but it should be understood that these are only general contributing factors and not the sole factors responsible for the total GHG changes. it should be understood that the COVID 19 pandemic had wide ranging impacts on energy consumption and transportation patterns which may have significantly impacted 2020 emissions. Figure 1 shows the 2005 to 2020 GHG emissions by sector.

In the residential sector, emission reductions of 31 percent occurred from 2005 to 2020. This can be attributed, in part, to the specific composition of electricity delivered by Pacific Gas & Electric Company (PG&E) and Central Coast Community Energy (3CE) to include both more renewable energy and energy generated from large hydro operations in their energy mix during this time period. The transportation sector emissions decreased by 53 percent from 2005 to 2020. During this period there was a decrease in Vehicle Miles Travelled (VMT) and an increase in fuel efficiency. In the solid waste sector, a decrease in the actual tonnage of waste sent to landfills caused a 17 percent decrease in emissions. In the commercial and industrial sector there was a 53 percent reduction in emissions from 2005 to 2020. This can be attributed, in part, to decreases in electricity and natural gas usage, as well as decreases in the GHG intensity of electricity.

Figure 1:

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 155, Packet Page 157 City of Monterey | Executive Summary 2
Table 1 summarizes the results of the 2005 Baseline Community-wide GHG Inventory, 2010 Community-wide GHG Inventory, 2015 Community-wide GHG Inventory, 2018 Community-wide GHG Inventory, 2019 Community-wide GHG Inventory, and 2020 Community-wide GHG Inventory, broken out by sectors. The percentage change from the 2005 inventory to the 2020 inventory is a reduction of 29 percent.

Table 1:

Community CO2e
Emissions by Sector Residential Commercial
/ Industrial Transportation Solid Waste Wastewater Total 2005 43,570 80,387 184,086 13,215 68 321,326
2010 43,343 84,258 163,093 9,361 71 300,126
2015 33,204 69,664 164,570 9,341 61 276,840
2018 29,397 39,891 171,074 11,117 59 251,537
2019 27,403 36,080 170,967 11,731 93 246,275
2020 30,134 37,588 148,281 10,972 87 227,061
% change 2005-2020 -31% -53% -19% -17% 27% -29%
ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 156, Packet Page 158 3 Introduction | City of Monterey
2020 Community-wide GHG Inventory Report
Introduction
A community-wide GHG emissions inventory is an accounting of the GHG emissions that occur as the result of a community’s activities in a given year. GHG inventories can be used to determine the largest sources of GHG emissions from within a community, to set GHG emission reduction targets and to better understand how GHG emissions evolve across inventory years. The City of Monterey completed its 2005 Baseline Community-wide GHG Inventory as part of an Association of Monterey Bay Area Governments (AMBAG) regional effort to develop the 2005 baseline GHG inventory reports for all of the AMBAG jurisdictions. Subsequently, the 2010 and 2015 GHG inventories for all AMBAG jurisdictions were also completed by AMBAG. Central Coast Community Energy (3CE) is now providing funding for AMBAG to complete three yearly Community-wide GHG inventories for all 3CE member jurisdictions. The 2018 inventory was completed in 2020, the 2019 inventory was completed in 2021 and the 2020 inventory is now being completed.

The Monterey 2005 Baseline, 2010, 2015, 2018, 2019, and 2020 Community Wide GHG inventories have been completed by following the US Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions as per the California Air Resources Board (CARB) 2017 Scoping Plan. The ICLEI ClearPath tool suite was used to perform the emissions calculations for all inventories in accordance with guidance from the Governor’s office of planning and research.

Appendix A details the methodology used in this 2020 Community-wide GHG Inventory. A discussion of methodologies not included in this inventory but that are deemed of importance is included in Appendix B.

California’s Climate Change mandates
The State of California has adopted bold goals to reduce GHG emissions and address climate change. In order to meet these goals, the state supports local action on climate change by providing guidance for local jurisdictions to develop GHG emissions inventories and climate action plans. Local jurisdictions are required in many instances, and incentivized in others, to address greenhouse gas emissions under the California Environmental Quality Act (CEQA), AB 32 (California Global Warming Solutions Act of 2006), SB 375 (Sustainable Communities and Climate Protection Act of 2008), SB 32 (California Global Warming Solutions Act of 2006: emissions limit, 2016) and various California Executive orders, regulations, and programs.

A part of the effort to address climate Change the California Legislature has laid out clear GHG emissions reduction targets. AB 32 established a target of reducing GHG emissions back to 1990 levels by 2020, which corresponds to a 15% reduction from 2005 level. SB 32 set a GHG emissions reduction target of 40 percent below 1990 levels by 2030. Finally, Executive Order B-55-18, issued in 2018 by Jerry Brown, established a goal of reaching carbon neutrality by 2045 and maintaining negative emissions in subsequent years.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 157, Packet Page 159 City of Monterey | 2020 Community-wide GHG Emissions by Sector 4 2020 Community-wide GHG Emissions by Sector
Many local governments find a sector-based analysis most relevant to policymaking and project management, as it assists in formulating sector-specific reduction measures and climate action plan components. This inventory evaluates community emissions from the following sectors:
- Residential
- Commercial and Industrial
- Transportation
- Solid Waste
- Wastewater
The community of Monterey emitted 227,061 metric tons of CO2e in 2020. As visible in Figure 2 and Table 2, 65.3 percent of emissions are from the transportation sector, and were generated by on-road vehicle fuel consumption. Emissions from electricity and natural gas usage in the residential sector generated 13.3 percent of emissions, while energy consumption in the commercial sector generated 16.6 percent of emissions. The disposal of waste generated by Monterey residents and businesses caused 4.8 percent of total emissions. The remaining 0.04 percent of emissions was generated from wastewater treatment.

Figure 2:

Table 2:
2020 Community
Emissions by Sector Residential Commercial/ Industrial Transportation Solid Waste Wastewater Total CO2e (metric tons) 30,134 37,588 148,281 10,972 87 227,061 % of Total CO2e 13.3% 16.6% 65.3% 4.8% 0.04% 100%
ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 158, Packet Page 160 5 2020 Community-wide GHG Emissions by Sector | City of Monterey Built Environment: Residential, Commercial and Industrial Sector The City of Monterey’s built environment generated 29.9 percent of community-wide GHG emissions in 2020 or 67,722 metric tons of CO2e. Emissions were calculated using 2020 electricity and natural gas consumption data provided by PG&E and 3CE.

The residential sector accounted for 30,134 metric tons of CO2e and only includes emissions arising from the consumption of energy in residential buildings. The combined commercial and industrial sectors accounted for 37,588 metric tons of CO2e and include emissions arising from the consumption of energy in both commercial and industrial buildings. PG&E was not able to provide a breakdown between commercial and industrial energy usage due to the California Public Utilities Commission’s (CPUC) 15/15 rule1.

Figure 3 and Table 3 show the breakdown of natural gas to electricity emissions in Monterey’s built environment. The residential sector natural gas usage comprised 40.1 percent of emissions while the commercial and industrial sector natural gas comprised 42.1 percent of emissions.

Figure 3:

Table 3:

Natural Gas Use Emissions (CO2e): Electricity Use: Emissions (CO2e):

Commercial/Industrial Residential Commercial/Industrial Residential 28,485 27,148 9,103 2,986
1 The 15/15 Rule was adopted by the CPUC in the Direct Access Proceeding (CPUC Decision 97-10-031) to protect customer confidentiality. If the number of customers in the compiled data is below 15, or if a single customer’s load is more than 15 percent of the total data, categories must be combined before the information is released.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 159, Packet Page 161 City of Monterey | 2020 Community-wide GHG Emissions by Sector 6 Transportation Sector
As mentioned previously, The City of Monterey’s transportation sector generated 65.3 percent of community-wide GHG emissions in 2020, or 148,281 metric tons of CO2e. The transportation sector analysis includes emissions from vehicle use throughout Monterey County, with a portion of vehicle use attributed to each jurisdiction on a household basis. Emissions from air travel of Monterey’s residents were not included in the transportation sector analysis.

Solid Waste Sector
As mentioned previously, the solid waste sector accounted for 4.8 percent of community-wide GHG emissions in 2020 or 10,972 metric tons of CO2e. Emissions from the solid waste sector are an estimate of methane generation from the anaerobic decomposition of organic wastes (such as paper, food scraps, plant debris, wood, etc.) that are deposited in a landfill. Transportation emissions generated from the collection, transfer and disposal of solid waste are included in transportation sector GHG emissions.

Wastewater Sector
As mentioned previously, the wastewater sector accounted for 0.04 percent of community-wide GHG emissions in 2020 or 87 metric tons of CO2e. This sector accounts for the operation of wastewater treatment facilities used to treat Monterey’s wastewater. Emissions from the treatment of wastewater through septic tank systems are not included in this inventory.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 160, Packet Page 162 7 Conclusion | City of Monterey
Conclusion
The City of Monterey has taken steps toward reducing its impact on the environment by quantifying its 2005 baseline community-wide GHG emissions and regularly updating the inventory in 2010, 2015, 2018,2019, and 2020. The City of Monterey has met the 2020 AB 32 GHG emissions reduction targets. This inventory will now allow the city to look ahead and chart a path towards meeting the SB 32 2030 GHG emissions reduction target as well as the 2045 carbon neutrality goal.

Using a comprehensive approach to calculate community-wide greenhouse gas emissions, this inventory can provide an important tool for the City of Monterey to update its Climate Action Plan. Specifically, this inventory serves to:
• Identify the largest sources of communitywide emissions. • Identify remaining GHG inventorying needs
• Track changes to community emissions over time.
• Establish a guideline for setting future emissions reductions targets. • Evaluate progress towards emission reduction goals.
• Support the development, implementation, and evaluation of strategies to reduce emissions
ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 161, Packet Page 163 City of Monterey | Appendix A: Inventory Methodology by Sector 8 Appendix A: Inventory Methodology by Sector
This appendix, describes in detail the data sources and processes used to calculate emissions in this community-wide GHG inventory.

Overview of Inventory Contents and Approach
The community inventory describes emissions of the major greenhouse gases from the residential, commercial and industrial, transportation, solid waste, and wastewater sectors.

Emissions are calculated by multiplying activity data—such as kilowatt hours or VMT —by emissions factors, which provide the quantity of emissions per unit of activity. Activity data is typically available from electric and gas utilities, planning and transportation agencies, and air quality regulatory agencies. Emissions factors are drawn from a variety of sources, including PG&E, the Community protocol, and air quality models produced by CARB.

Built Environment Methodology: Residential, Commercial and Industrial Sectors
Data on electricity and natural gas sold by PG&E to customers as well as data on electricity sold by 3CE to customers was provided by PG&E and 3CE. In some instances most recent natural gas and electricity usage in certain customer categories were not provided by PG&E due to data privacy concerns. In these situations AMBAG assumed that electricity and natural gas usage in the city had the same rate of change as the entire county. The county-wide electricity and natural gas use rates of change were then used in combination with older city usage data in order to estimate current electricity and natural gas usage.

Electricity emissions were calculated in ICLEI’s ClearPath software using PG&E-specific emissions factors provided by PG&E as well as 3CE specific emissions factors provided by 3CE. Both PG&E and 3CE uses the Power Content Label (PCL) methodology to create the emissions factors for their electricity. All natural gas emissions were calculated in ClearPath with default emissions factors from the community protocol.

Transportation Sector Methodology
On-road transportation emissions were derived from the EMission FACtor (EMFAC) model developed by CARB. EMFAC 2021 is the tool used by CARB to conduct emissions inventories of on road mobile sources in California. For purposes of this inventory, AMBAG Sustainability Program staff ran the model for Monterey County leaving all default values in place. Staff then used household data from the California Department of Finance to portion out the County-wide VMT and associated CO2, CH4 and N2O emissions to each jurisdiction within the county. The VMT, CO2, CH4 and N2O emissions attributed to the City of Monterey were then entered into Clearpath in order to calculate the total CO2e emissions.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 162, Packet Page 164 9 Appendix A: Inventory Methodology by Sector | City of Monterey Solid Waste Sector Methodology
Emissions from solid waste were captured by estimating future emissions from decomposition of waste generated in the inventory year (“community-generated solid waste”). Communitygenerated solid waste emissions were calculated in ClearPath using waste disposal data obtained from the California Department of Resources Recycling and Recovery (CalRecycle) Disposal Reporting System, which records tonnages of municipal solid waste and alternative daily cover by local jurisdiction.

As some types of waste (e.g., paper, plant debris, food scraps, etc.) generate methane within the anaerobic environment of a landfill and others do not (e.g., metal, glass, etc.), it is important to characterize the various components of the waste stream. Waste characterization for community-generated solid waste was estimated using the CalRecycle 2003, 2008 and 2014 California statewide waste characterization study.
2 Most landfills capture methane emissions
either for energy generation or for flaring. The EPA estimates that 60 percent to 80 percent3 of total methane emissions are recovered at the landfills to which the City of Monterey sends its waste. Following the recommendation of the community protocol, AMBAG adopted a 75 percent methane recovery factor and a 10% oxidation rate.

Recycling and composting programs are reflected in the emissions calculations as reduced total tonnage of waste going to the landfills. The model, however, does not capture the associated emissions reductions in “upstream” energy use from recycling as part of the inventory.4 This is in-line with the “end-user” or “tailpipe” approach taken throughout the development of this inventory. It is important to note that recycling and composting programs can have a significant impact on greenhouse gas emissions when a full lifecycle approach is taken. Manufacturing products with recycled materials avoids emissions from the energy that would have been used during extraction, transportation and processing of virgin material.

Wastewater Sector Methodology
Wastewater coming from homes and businesses is rich in organic matter and has a high concentration of nitrogen and carbon (along with other organic elements). As wastewater is collected, treated, and discharged, chemical processes can lead to the creation and emission of two greenhouse gases: methane and nitrous oxide. Emissions from wastewater treatment were calculated by first assessing the treatment steps used to transform Monterey’s wastewater. Staff then used the ClearPath tool and a population-based method to estimate treatment process emissions, in accordance with the methodology delineated in the US Community protocol. 2 CalRecycle Waste Characterization Studies available at https://www2.calrecycle.ca.gov/WasteCharacterization/Study 3 AP 42, section 2.4 Municipal Solid Waste, 2.4-6, http://www.epa.gov/ttn/chief/ap42/index.html 4 “Upstream” emissions include emissions that may not occur in your jurisdiction resulting from manufacturing or harvesting virgin materials and transportation of them.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 163, Packet Page 165 City of Monterey | Appendix B: Additional Methodology Considerations 10 Appendix B: Additional Methodology Considerations
This Appendix describes methodologies and emissions sources which were not included in this inventory due to their emerging nature or due to a lack of consistent data sources. Some emissions were also not included because they are not required by the US community protocol and are not available for all jurisdictions or across all inventory years. This is because AMBAG staff prepares Community-wide GHG inventories for most of the jurisdictions on the central coast and seeks to use the same data sources and methodologies across all jurisdictions in order to enable an “apples to apples” comparison. Therefore when certain data sources could be used to calculate emissions for certain jurisdictions, and in some inventory years, but not others AMBAG seeks to maintain comparability across inventories.

While the methodologies highlighted in this appendix are not included in the inventory they should be of note to jurisdictions considering using this GHG inventory in the context of climate action planning since they offer insight into the different ways to conceptualize and calculate Community-wide GHG emissions. Further, the methodologies highlighted in this appendix could be included in future inventories prepared by AMBAG, and jurisdictions may choose to include these emissions when calculating and forecasting GHG emissions for the purpose of creating a climate action plan.

Global Warming Potential Values
Global Warming Potential (GWP) values are conversion factors assigned to each greenhouse gas in order to express the result of an inventory with a single Carbon Dioxide Equivalent (CO2e) value. Under this GWP framework CO2 is assigned a GWP of 1 while all other gases are assigned a value based on their comparative potency over a specific time period. This inventory uses the 100 years global warming potential values from the International Panel on Climate Change’s 5th assessment report (AR5). In future inventories other GWP values could be used which could significantly modify the importance of different sectors. For example the IPCC has published 20 year GWP values as part of the AR5; using these values as opposed to the 100 year values would result in methane being considered a much more potent greenhouse gas and increase the importance of solid waste emissions. Another consideration is that the IPCC will continue to release assessment reports and that future inventories will most likely be updated with future GWP values. The latest GWP values were released in August 2021 as part of the IPCCs AR6 report.

These new values reflect a higher impact for nitrous oxide, and a slight decrease in the impact of non-fossil methane.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 164, Packet Page 166 11 Appendix B: Additional Methodology Considerations | City of Monterey Built Environment Emerging Methodologies: Residential, Commercial and Industrial Sectors
Electricity emissions factor methodology
Community wide GHG inventories rely on electricity emissions factors provided by Load Serving Entities(LSE) to calculate emissions from electricity use. Most climate action plans then make the assumption that under the mandates of SB 100 electricity will be significantly less carbon intensive in 2030 and carbon free by 2045. However depending on which emissions factor methodology is used these assumptions may prove to be less than accurate. For example an electricity mix meeting the requirements of SB 100, and procuring 100% of retail sales from qualified renewable and carbon free sources would be carbon neutral under one methodology but could still have significant emissions under other methodologies.

AMBAG has identified three electricity emissions factor methodologies which LSEs use to calculate electricity emissions.
- The Power Content Label (PCL) methodology: only accounts for electricity sold to customers on an annual basis under reporting requirements mandated by the California Energy Commission as part of AB 1110 rulemaking. LSEs are allowed to stack all of their renewable electricity and carbon free attributes (a market based system that enables load serving entities to purchase credits allowing electricity to be claimed as coming from a carbon free source) first and stop tracking emissions when they reach 100% of retail sales. This methodology is used in most GHG inventories and is used by load serving entities to create the Power Content Labels that customers are sent every year.
- The Integrated Resources Plan (IRP) methodology. This is the approached used by the CPUC in their regulatory proceedings in order for the state to meet the SB 100 goals. Load serving entities need to match supply with demand on an hourly basis and also account for electricity procured for resource adequacy as well as transmission and distribution losses. Under this methodology utilities are allowed to apply carbon free attributes to their electricity supply. - The Clean System (CS) Methodology: this is very similar to the IRP methodology with the difference that carbon free attributes are not allowed.

The use of one of these methodologies over another has significant policy implications since the carbon intensity of electricity informs the effectiveness of GHG reduction measures such as energy efficiency, Integrated Demand Side Management (IDSM), Demand Response (DR), built environment electrification, and transportation sector electrification. In future inventories the methodology used to calculate emissions factors may change, which could have considerable impact on GHG emissions from electricity and associated climate action planning strategies.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 165, Packet Page 167 City of Monterey | Appendix B: Additional Methodology Considerations 12 Fugitive methane emissions from natural gas production and distribution The current natural gas emissions calculation methodology only includes emissions resulting from combustion of natural gas in stationary sources within the community such as boilers, furnaces, and water heaters. This methodology does not account for fugitive methane emissions which occur due to leaks across the natural gas production and distribution infrastructure. If these fugitive methane emissions were included they could potentially increase the emissions intensity of natural gas significantly. One solution to calculate these emissions would be to estimate a default percentage of fugitive emissions per amount of natural gas usage and update the natural gas emissions factor accordingly. However there is currently no accepted methodology to make these calculations. Staff will continue to monitor the best available science and calculate emissions accordingly.

Stationary combustion fuels other than natural gas
The only stationary combustion fuel included in this GHG inventory is natural gas however there may be other fuels used within the community such as propane, wood, or liquefied petroleum gas (LPG). While it was not possible to accurately estimate how much emissions these fuels generated as part of this GHG inventory, future efforts may seek to quantify the impact of nonnatural gas stationary combustion as new data sources and methodologies become available.

Transportation emissions
On Road Origin Destination Vehicles Miles Traveled (VMT) Methodology The current GHG inventory calculates VMT and associated GHG emissions by scaling down county-wide data obtained using EMFAC 2021 model on a household per jurisdiction basis. This is different from an origin destination methodology, which relies on a transportation model to assign a start and end point to modeled vehicle trips and attributes the VMT from these trips to jurisdictions based on standard assumptions. Under this methodology, as defined in the U.S. community protocol, VMT from trips that begin or end within a jurisdiction are accounted for while VMT from trips that pass through jurisdictions are not tracked. Under the U.S. Community Protocol the origin destination methodology is the recommended methodology for calculating GHG emissions from on road transportation emissions.

AMBAG, as the Metropolitan Planning Organization (MPO) for the Monterey Bay Area, is required to produce planning and programming documents that maintain the region's eligibility for federal and state transportation assistance. This includes the Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS) which is published every four years. In order to support the metropolitan transportation planning activities and decision-making process AMBAG staff develops, maintains, and utilizes a Regional Travel Demand Model (RTDM). The current model is a 4-step model which is calibrated at the tri-county regional level for the base year. Model runs are created to evaluate the impact of different transportation infrastructure and land use decisions over a 25+ year time frame.

RTDMs are designed to evaluate performance of regional transportation system and predict future demand based on the regional demographic and economic growth pattern. Considering ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 166, Packet Page 168 13 Appendix B: Additional Methodology Considerations | City of Monterey the regional variation, local development pattern and interdependency of local jurisdiction, using a 4-step regional modeling tool to model individual trips for a jurisdiction by jurisdiction attribution can lead to significant uncertainties. This is especially true for smaller jurisdictions (i.e.

Sand City, Carmel, or King City). Furthermore, since model development require substantial datasets, time and cost, they are often calibrated for their base year, and are not intended for back casting or annual updates. This can lead to significant methodological discrepancies between inventory years. AMBAG therefore plans to continue scaling down county-wide EMFAC 2021 as part of the regularly updated jurisdictional inventories. However, as the new activitybased model is developed, staff will continue to reassess modeling capabilities in order to consider a switch to an origin destination methodology as part of the regularly updated GHG inventories.

AMBAG encourages jurisdictions to consider using an origin destination methodology as part of their Climate Action Plan GHG inventory. As always, AMBAG staff is available to meet with jurisdictional staff and discuss the data sources and methods which could be used to calculate transportation emissions as part of its CAP development process.

Off-road transportation and equipment use
Emissions from off-road transportation and equipment account for fossil fuel use from off-road vehicles such as airport ground support vehicles, water borne vessels, and locomotives; as well as equipment use such as pumps, or construction equipment. The California Air Resources Board has created an “OFFROAD” model which provides data at the county-wide level on off-road transportation and equipment use fuel use and emissions. There is currently no accepted methodology for disaggregating this county wide data down to the jurisdictional level, and offroad emissions were therefore not included in this inventory. Staff will continue to evaluate whether these emissions can be included in future inventories, especially as updated data sources and methodologies become available.

Solid Waste emissions
Waste in place methodology
The current inventory uses a methodology which assigns the totality of methane emissions occurring as the result of landfilling waste in the year that it is disposed of. This means all methane emissions from waste sent to landfills in a year is part of that years GHG inventory even though the actual waste decomposition and release of emissions may occur over a much longer time period. It is possible to deploy an alternative so called “waste in place” methodology in order to calculate emissions from each landfill as they are occurring. Under this methodology, data on the amount of waste sent to each landfill is collected since the landfill opening year and yearly emissions are modeled based on this historical data.

Because most jurisdictions send waste to over 10 landfills within a given year, this is currently not a practical methodology. However as new data sources and models become available it may become feasible in future years to calculate solid waste emissions using this methodology.

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Council Special Meeting, 10/26/2022, Item No. 1., Item Page 167, Packet Page 169 City of Monterey | Appendix B: Additional Methodology Considerations 14 Landfill Methane capture rates
The current inventory assumes that all landfill have the minimum regulatory methane capture rate. However different landfills, through the adoption of cutting edge technologies, may have higher methane capture rates. Because most jurisdictions send waste to over 10 landfills within a given year it is currently not practical to estimate methane capture rates for each landfill.

AMBAG staff will continue to monitor the best available data and methodologies in order to estimate landfill methane capture rates.

Landfill waste composition
The current inventory uses the statewide waste characterization study in order to estimate the methane potency of solid waste sent to landfills. However each landfill has different waste streams and their solid waste composition may vary. While landfill specific waste characterization studies exist they are not updated as regularly as the statewide study, therefore using specific landfill waste composition studies is currently unfeasible. This does mean that local efforts to increase organic waste diversion may not be fully captured as part of the GHG inventory. As new data sources become available it may become feasible in future years to use more localized waste compositions. As such AMBAG staff will continue to monitor this issue as part of each inventory year.

Water and wastewater emissions
Water and wastewater conveyance outside of the community boundaries The current GHG inventory includes water and wastewater conveyance electricity usage emissions occurring within the community boundaries as part of the electricity and natural gas usage emissions in the Commercial/industrial sector. However emissions from water and wastewater conveyance outside of community boundaries are not included. Different methodologies could be used to estimate total water use and wastewater production in the community which could then be coupled with water energy intensity factors in order to calculate total electricity and natural gas use from water and wastewater conveyance to the community.

However using this methodology could double count emissions already included in the inventory.

As well, water and wastewater energy intensity factors are only available for certain agencies and can vary drastically depending on the water source and treatment method. While conveyance emissions are currently not included in this inventory future efforts may seek to quantify these emissions especially as updated data sources and methodologies become available.

Fugitive Methane emissions from Septic Tanks
Fugitive methane emissions from septic tank emissions are currently not included in the GHG inventory. However it is possible to assign a percentage of the population that is estimated to be served by septic tanks and use a population based methodology to calculate these emissions.

GHG Emissions from High GWP Gases
The current inventory does not include emissions from high GWP gases such as refrigerants. This is because these emissions are mostly fugitive in nature, occurring as a result of leaks in cooling systems. As part of the yearly California-wide GHG inventory, CARB does include emissions from ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 168, Packet Page 170 15 Appendix B: Additional Methodology Considerations | City of Monterey high GWP gases. In 2019 these high GWP gasses accounted for approximately five percent of total California emissions. There is however currently no accepted methodology to include these gases in jurisdictional inventories. One potential approach is to scale down California-wide emissions using a population-based methodology; however this can lead to significant inaccuracies.

It is also important to note that as communities face increased heat due to climate change and as communities work to meet the state’s building decarbonization goals, equipment which uses refrigerants such as heat pumps may be become more prevalent. This will mean that GHG emissions from high GWP gases may become more significant in future years. As with other methodologies included in this appendix staff may seek to quantify these emissions especially as updated data sources and methodologies become available.

Embedded carbon and GHG emissions resulting from the consumption of goods and services
This GHG inventory does not include emissions that occur as a result of consumption of goods such as food and clothing. Likewise GHG emissions generated as part of the production of building materials, the so called “embedded carbon” of a building, are not included. However it is important to acknowledge that these emissions can be significant, especially because most goods a purchased by community members and businesses are produced outside of the community. While there currently is no standard protocol for inventorying consumption-based emissions or evaluating embedded carbon, numerous cities has expressed interest in calculating these emissions. As with other methodologies included in this appendix staff will continue to monitor available data sources and accepted methodologies in order to determine which emissions sources should be included in future GHG inventories.

Natural and working lands carbon stock and yearly change The current GHG inventory does not include emissions that exist as a result of changes in the natural and working lands carbon stock. In order for these emissions to be calculated regular natural and working lands carbon stock inventories would first have to be created for each jurisdiction. The impact of land use decisions, urban forestry initiatives, and soil conservation measures on the carbon stock could then be taken into account and included in the inventory either as emissions sources or as sinks. As jurisdictions seek to meet aggressive GHG reduction targets, natural and working lands carbon stock emissions could become an integral part of the inventory process. AMBAG staff will continue to monitor this emerging sector and may seek to quantify these emissions as updated data sources and methodologies become available.

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Appendix C: Glossary
This Appendix provides a brief description of technical terms used in the inventory.

Activity Data:

Data on the magnitude of a human activity resulting in emissions or removals taking place during a given period of time. Data on energy use, metal production, land areas, management systems, lime and fertilizer use and solid waste production are examples of bodata.

Baseline year:

A specific year against which emissions are tracked over time. For this inventory, the baseline year is 2005.

Boundaries:

GHG accounting and reporting boundaries can have several dimensions, i.e., jurisdictional, operational or geopolitical. The inventory boundary determines which emissions are accounted and reported.

Carbon Dioxide Equivalent:

A metric measure used to compare the emissions from various greenhouse gases based upon their global warming potential (GWP). Carbon dioxide equivalents are commonly expressed as metric tons of carbon dioxide equivalents (MTCO2e). The carbon dioxide equivalent for a gas is derived by multiplying the tons of the gas by the associated GWP. See appendix A.

Community-wide GHG Inventory:

A calculation of GHG emissions generated as a result of activities within a community.

Consistency:

Consistency means that an inventory should be internally consistent in all its elements over a period of years. An inventory is consistent if the same methodologies are used for the base and all subsequent years and if consistent data sets are used to estimate emissions or removals from sources or sinks.

Direct GHG emissions:

Emissions from sources that occur within a jurisdiction’s operational or geopolitical boundaries are called direct GHG emissions.

Emissions Factor:

A unique value for scaling emissions to activity data in terms of a standard rate of emissions per unit of activity (e.g., grams of carbon dioxide emitted per kWh of electricity use or per therms of natural gas use).

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Fugitive emissions:

Emissions that are not physically controlled but result from the intentional or unintentional releases of GHGs. They commonly arise from the production, processing transmission storage and use of fuels and other chemicals, often through joints, seals, packing, gaskets, etc.

Global Warming Potential:

A measure of the total energy that a gas absorbs over a particular period of time (usually 100 years), compared to carbon dioxide.

Greenhouse gases (GHGs):

Gases which when released in the atmosphere have a warming impact. The GHG’s considered in this inventory are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O).

Indirect emissions:

Emissions that are a consequence of activities inside a jurisdiction, but occur from sources outside of the inventory boundaries, e.g., as a result of the import of electricity, heat, or steam.

Intergovernmental Panel on Climate Change:

The IPCC was established jointly by the United Nations Environment Programme and the World Meteorological Organization in 1988. The purpose of the IPCC is to assess information in the scientific and technical literature related to all significant components of the issue of climate change. Leading experts on climate change and environmental, social, and economic sciences have helped the IPCC to prepare periodic assessments of the scientific underpinnings for understanding global climate change and its consequences. With its capacity for reporting on climate change, its consequences, and the viability of adaptation and mitigation measures, the IPCC is also looked to as the official advisory body to the world's governments on the state of the science of the climate change issue.

Methane (CH4):

A hydrocarbon that is a greenhouse gas with a global warming potential estimated at 28 times that of carbon dioxide (CO2). Methane is produced through anaerobic (without oxygen) decomposition of waste in landfills, flooded rice fields, animal digestion, decomposition of animal wastes, production and distribution of natural gas and petroleum, coal production, and incomplete fossil fuel combustion. The GWP is from the IPCC's Fifth Assessment Report (AR5).

Nitrous Oxide (N2O):

A powerful greenhouse gas with a global warming potential of 265 times that of carbon dioxide (CO2). Major sources of nitrous oxide include soil cultivation practices, especially the use of commercial and organic fertilizers, manure management, fossil fuel combustion, nitric acid production, and biomass burning. The GWP is from the IPCC's Fifth Assessment Report (AR5).

Process emissions:

Emissions from industrial processes involving chemical transformations other than combustion.

ATTACHMENT 3
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 171, Packet Page 173 City of Monterey:

Zero Carbon 2045
Strategy Outline
Draft for Internal Review
An EcoDataLab Report
Prepared for LandWatch
Monterey County
October 6, 2021
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Table of Contents

1. Background ...................................................................................................................... 3

1.1 Introduction................................................................................................................................. 3

1.2 Greenhouse Gas Inventory ......................................................................................................... 3

2. Pathway to Zero: Transportation .................................................................................. 3

2.1 Existing Policy Environment........................................................................................................ 3

2.2 Accelerating EV Uptake ............................................................................................................... 3

2.2.1 Removing Barriers.............................................................................................................4

2.2.2 Encouraging EVs ................................................................................................................4

2.3 EV Policy Recommendations ...................................................................................................... 5

2.4 Retiring Gas Vehicles................................................................................................................... 6

2.5 Non-Automotive Transportation Policy Recommendations..................................................... 6

3. Pathway to Zero: Natural Gas........................................................................................ 7

3.1 Existing Policy Environment........................................................................................................ 7

3.2 Policy Recommendations ........................................................................................................... 7

4. Pathway to Zero: Land Use............................................................................................. 8

4.1 Existing Conditions...................................................................................................................... 8

4.2 Upcoming Policy Environment................................................................................................... 9

4.3 Policy Considerations................................................................................................................11

4.4 Policy Recommendations .........................................................................................................13 ATTACHMENT 4
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1. Background

1.1 Introduction
The City of Monterey developed its Climate Action Plan in 2016, aiming to achieve a 15% reduction in greenhouse gas emissions (relative to a 2005 baseline) by 2020, and to set the city on a path for an 80% reduction in emissions by 2050.

The Climate Action Plan has been successful in many areas, but new understanding of the climate emergency reveals an increasing urgency to act more aggressively than originally envisioned. Now, city leadership is exploring strategies to bring Monterey into alignment with CA Executive Order B-55-18, to achieve carbon neutrality by 2045.

1.2 Greenhouse Gas Inventory
Based upon data from the 2016 Climate Action Plan, Monterey’s emissions today derive overwhelmingly from two sources: transportation (primarily automobiles), and natural gas usage in buildings. No path to carbon neutrality exists without virtually eliminating these emission sources in the city. With C3Energy providing zero-carbon electricity, no other sources of emissions comprising more than 10% of the total emissions were identified. As a result, this strategy outline focuses on pathways to zero for transportation and natural gas emissions in Monterey.

2. Pathway to Zero: Transportation

2.1 Existing Policy Environment
Under Executive Order N-79-20, the California Air Resources Board (CARB) is directed to require 100% of new passenger cars and trucks sold by 2035 be zero-emission vehicles. (Presently, about 5% of new passenger vehicles sold statewide are zero-emission).

With current vehicle turnover rates, it would take over 15 years to replace every car on the road in California with an electric vehicle (14.9 million cars, 900,000 sold/year). As a result, under the current policy environment, at best ~70-75% of the vehicles on the road will be EV by 2045 (this number is greater than 2/3rds due to EVs sold prior to 2035).

To achieve its carbon neutrality goals, Monterey must both accelerate EV uptake and work to retire gas cars faster than they are replaced, achieving a net reduction in vehicle usage.

2.2 Accelerating EV Uptake
Accelerating EV uptake can be accomplished at two levels. The bare minimum is removing barriers to EV adoption. The next level of EV uptake acceleration is encouraging EVs.

Presently, the major barriers to adoption for most drivers are:
1) Vehicle cost
2) Lack of vehicle model options
3) Lack of charging availability
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4) Unfamiliarity with electric vehicles, including “range anxiety”

2.2.1 Removing Barriers
Out of the four major barriers to EV uptake, vehicle cost and vehicle model options are expanding dramatically, as demonstrated by the introduction of a variety of electric pickup trucks from Ford, Tesla, and Rivian. New electric cars are expected to reach price parity with new gas cars between 2025 and 2030, and will continue to decrease in price beyond that. Used EVs are presently cheaper to own and operate than used gas cars1 .

However, lack of charging stations and public knowledge of electric vehicle options still remain significant barriers. Fortunately, these are areas in which local governments exert significant influence.

EV charging needs to be available at virtually every home and workplace that comes with a parking space. Due to long dwell times and dedicated spaces, EV charging at homes should be targeted at a 1:1 basis with parking spaces (i.e., every space has a dedicated charger), while at workplaces, somewhere between 1:2 and 1:4 EV chargers per employee parking stall could suffice2
. Additional public chargers should be targeted for locations with large capacities and 1 hour or more dwell times, such as big box retail stores (Target, Walmart, etc.), malls, and movie theaters, as well as public buildings such as libraries and museums.

As chargers are built out and EV ownership increases, charger build-out can be reevaluated and retargeted as needed. However, in the short term, an “all-of-the-above” approach is needed to make EV chargers available as quickly as possible.

Local governments can also significantly improve public knowledge and awareness of electric vehicles through community events, public outreach by staff and elected officials, and through nonprofit partners. EV showcase and test drive events are proven strategies to increase public comfort and familiarity with electric vehicles, and can also help inform the public about available subsidies and tax credits.

2.2.2 Encouraging EVs
Encouraging EVs requires designing policy such that EV drivers are favored, often at the expense of gas car drivers. At the local level, this is most often done by providing preferential treatment to EV charging parking spaces (which by definition are reserved for

1 Source: https://energyinnovation.org/publication/used-electric-vehicles-deliver-consumer-savingover-gas-cars/ 2 A vehicle with a 200 mile range used solely for a 20 mile commute only needs to be charged about once per week, hence the reduced need for EV charging at workplaces. However, because not every home will have charging installed when a resident is considering buying a new vehicle, and because of abundant and inexpensive solar generation during the day (when people are at work), workplace charging is necessary.

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electric vehicles). For example, public EV charging in a downtown area could be exempt from parking meters or garage fees, while curbside EV charging could be installed in a parking-constrained residential neighborhood, encouraging residents to switch to EVs to have an easier time finding street parking. The California vehicle code currently does not provide many options for cities to encourage EV uptake, but future amendments could change this.

In most cases, these types of policies require continual adjustment, because as EV uptake increases, the marginal benefit will decrease unless the preference for EVs is adjusted accordingly. For instance, installing one curbside EV charger in a parking-constrained neighborhood has little impact beyond the first EV adopted – more chargers would need to be installed to continue providing the parking benefit to future adopters.

2.3 EV Policy Recommendations
By 2023, the City of Monterey should:
1) Complete the permit streamlining process for EV charging pursuant to guidance from the California Governor’s office: https://business.ca.gov/industries/zeroemission-vehicles/plug-in-readiness/ 2) Develop a permitting process for curbside EV charging, applicable in all neighborhoods.
3) Set a minimum target of at least 1 curbside EV charger on any block with on-street parking and either residents or businesses that lack off-street parking. Set higher targets (e.g. 1 charger per 4 parking spaces by 2030) in areas with greater parking challenges or demand for on-street charging. Set equivalent targets for publiclyowned garages. 4) Prepare and issue one or more RFPs for public charging both in municipal lots and garages and curbside. To the extent feasible, minimize costs by using existing electrical infrastructure available from retrofitted LED street lights (or other infrastructure as deemed suitable): https://bsl.lacity.org/smartcity-ev-charging.html.

If budget capacity is limited, offer RFP as a lease for light pole / public right of way (ROW) space rather than city ownership of charging infrastructure, or simply create a permitting system with a revenue-sharing or fees agreement. Prepare additional phases or RFPs as needed to meet the 2030 target.
5) Prepare and adopt local amendments to the 2023 CalGreen code to require 100% EV capable or EV-ready parking in all new multifamily development and 50% in all new nonresidential development. Reduce or eliminate parking mandates (see section 2.5) to provide flexibility in offsetting increased cost of providing parking3 .

3 The City of Sacramento estimates EV capable and EV ready parking to add ~$1,000 per space. If offstreet parking already costs $20,000+ per space, eliminating parking requirements would allow developers to provide 1 fewer parking spot for every 19 EV-ready spots provided. See the next section on reducing vehicle usage for more on parking requirements.

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In addition, beginning in 2022 and continuing through 2030, the City should 6) Organize and advertise community events with opportunities to learn about and test ride/drive EVs. Target large community events (farmer’s markets, festivals), large employers, and community organizations as collaborative venues. Aim to reach 100% of households and 100+-person employers by 2030.

2.4 Retiring Gas Vehicles
Even with successfully accelerated uptake of EVs, a net reduction in automobile usage will still be necessary to meet Monterey’s targets. If 100% of new vehicles purchased are electric as early as 2030, as many as 6% of vehicles on the road in 2045 will likely still be gas; for every year past 2030 that gasoline vehicles are still being sold, that number increases. As a result, Monterey must work to remove automobiles – especially gas cars – from the road, faster than they are replaced (on net), aiming for a 10-20% reduction in vehicle ownership by 2045.

According to US Census data as of 2019, approximately 50% of households have 2 or more vehicles, making them potentially strong candidates to reduce automobile ownership without completely eliminating access to automobiles. Presently, given Monterey’s low population density, irregular and discontinuous street grid, varied topography, and generally fair weather, e-bikes are likely to be the most viable alternative to automobile usage for most households. E-bikes provide 40-80 mile range, make hills and cargo effortless, allow speeds of 20 or 28 miles per hour, and can be charged easily at home or work with a standard wall outlet (even in apartments), making them a competitive zeroemission alternative to automobiles, particularly for shorter local trips. E-bikes presently start at roughly $1,000, far cheaper than even a used car, and new state and federal subsidies beginning in 2022 will make them even more appealing.

However, to get 20-40% of 2+-car households to replace one car with an e-bike, Monterey needs to aggressively expand bicycle infrastructure to ensure biking is a safe, convenient option that appeals to most residents.

In addition, the appeal and convenience of driving and automobile ownership will need to be reduced. Fortunately, the two go hand in hand.

2.5 Non-Automotive Transportation Policy Recommendations In 2022:
1) Subject to the outcome of AB 43 (2021), reduce speed limits by 5 mph citywide to the greatest extent feasible. Prioritize lower speed limits on streets without dedicated bike lanes.
2) Subject to the outcome of AB 122 (2021), direct police to de-prioritize enforcement against bicyclists when treating stop signs as yield signs. 3) Subject to the outcome of AB 1238 (2021), direct police to de-prioritize enforcement against pedestrians crossing outside of marked crosswalks.

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4) Eliminate parking requirements in new construction to reduce excessive parking and unnecessary automobile ownership. Require unbundled parking for remaining parking stalls in new development. Adopt bicycle parking requirements for new construction.

In addition, by 2027:
5) Install two-way protected bike lanes on every major and minor arterial (e.g. Pacific St., Munras Ave, Jefferson St., Lighthouse Ave, Prescott Ave, etc.), or provide dedicated alternative (parallel) routes. Remove automobile and/or parking lanes as needed to accommodate bicycle infrastructure, and install on-street bicycle parking on every commercial block. Configure all signalized intersections to be safe for bicyclists, including bike boxes, sensors to trigger traffic light transitions, and potentially dedicated bicycle traffic signaling. Provide dedicated bus stop infrastructure where necessary and feasible to minimize bus-bicycle conflicts. (E.g. if bicycle lane is protected by parking, place bus stop island in the parking lane and allow traffic to wait for or go around buses, rather than forcing buses to cut into bicycle lane and endanger cyclists).
6) Identify other streets where bicycle infrastructure would improve cyclist safety – such as streets with substantial traffic or excessive width leading to dangerous speeding, including collector and residential streets. Install protected bike lanes wherever possible and unprotected bike lanes everywhere else.

3. Pathway to Zero: Natural Gas

3.1 Existing Policy Environment
The new 2023 Title 24 code cycle will not yet require all-electric new construction. At the earliest, the state building code could require all-electric construction beginning in 2026.

However, all-electric development is feasible for most types of new buildings today, and reach codes or all-electric ordinances have been adopted by 50 cities in California.

Monterey will need to ensure that approximately 12,000 homes and an estimated 4,000 businesses retrofit to all-electric by 2045 in order to meet its target – nearly 700 buildings per year or roughly 2 each day, every day, for 23 years.

As a result, time is of the essence – Monterey must stop building new natural gas infrastructure immediately, and build up a workforce and industry expertise in building retrofits and all-electric appliances.

Presently, building electrification retrofits are expensive and the necessary skilled labor can be hard to come by. Significant state or federal subsidies will likely be required to fully retrofit all buildings, but until those are available, Monterey can avoid adding to the problem and start building up the building electrification workforce.

3.2 Policy Recommendations
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By 2023:
1) Adopt an ordinance to ban natural gas hookups in new construction, based off of the ordinance adopted by the City of Berkeley (BMC 12.80). 2) Require electrification during major retrofits.
3) Explore pilot programs to subsidize retrofit costs.

In addition, beginning in 2022 and continuing until no new contacts can be reached:
4) Host workshops and conduct educational outreach to contractors, developers, and others in the construction and home repair industries to provide information on options available for all-electric building design and retrofits. 5) Conduct community outreach to homeowners and businesses to inform them about the benefits and cost savings of electrification.

4. Pathway to Zero: Land Use

4.1 Existing Conditions
Achieving Monterey’s vehicle & building electrification and VMT reduction goals can be substantially facilitated through increased urban infill. However, at present, Monterey’s zoning ordinance effectively prohibits any potential projects that could meaningfully change the built environment.

With the recommended policies in sections 2 and 3 above, new infill development would be EV-ready and all-electric from the start, replacing the need for expensive and difficult building retrofits. In addition, the other recommended local policies – particularly around mode choice and bike infrastructure - are most effective only for residents who both live and work in Monterey. For over 20,000 workers who commute into Monterey on a daily basis, bike lanes and EV charging won’t serve them well, because their own municipalities are too far to bike from and they likely will continue to lack EV infrastructure at home.

At first glance, Monterey’s zoning seems to have a solid foundation – placing higher density housing closer to transit and destinations, while also preserving meaningful historical sites.

However, in reviewing the actual language of the zoning code more closely, the ordinance effectively prohibits meaningful development in the city’s most walkable neighborhoods, and prevents adequate density for walkable or transit-friendly neighborhoods in even the highest density areas. Monterey’s highest density residential zoning, R-3, requires front yards of 20 feet, rear yards of 15 feet, maximum lot coverage of 40%, maximum floor-area ratio (FAR) of 35% (meaning that the gross floor area of the buildings may be no more than 35% of the lot), and a maximum height of 2 stories or 25 feet – while also requiring 350 square feet of open space per unit and, in many cases, more than 1 parking space per bedroom. Lots smaller than 5,000 square feet aren’t permitted to have more than 1 unit on them.

Of course, like in many cities, these zoning requirements for new construction are completely detached from the existing reality in the zone. Most of the existing buildings in ATTACHMENT 4
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Monterey’s R-3 neighborhoods, if proposed today, would be illegal to build because they do not comply with the zoning requirements.

With this exceedingly restrictive zoning and a state Cease & Desist Order, Monterey built a mere 22 homes (all ADUs or single-family homes) between July 2017 and July 2020, with zero affordable housing units. Monterey is therefore on track to fall woefully short of the existing 2014-2023 RHNA allocation of 650 homes – including 259 homes affordable to very low- and low-income households.

As a result of Monterey’s zoning decisions, tens of thousands of residents and employees are forced into cars, choking local streets, dirtying the air, and polluting the Monterey Bay with tire-derived microplastics, while thousands more simply cannot find a home they can afford. These tragedies are entirely preventable. While building housing overnight for the 20,000 workers currently commuting to Monterey may not be feasible, meeting the next RHNA cycle targets will substantially advance Monterey towards a more sustainable and equitable built environment.

4.2 Upcoming Policy Environment
State law requires that Monterey plan to achieve its 2023-2031 RHNA targets at all income levels. For the 6th cycle, AMBAG has been assigned 33,274 units – 3.2 times as many as were assigned in the previous cycle. If AMBAG uses the same methodology as in the previous cycle, Monterey can expect to be required to build at least 2,070 units, 826 of which will need to be affordable to low- or very low-income households. Another 383 will be required to be affordable to moderate-income households. Due to new guidance emphasizing infill and transit-oriented development, discouraging new construction in the unincorporated county, Monterey could easily see housing allocations still higher. Final determinations will not be available until Summer 2022.

In order to meet the RHNA targets, these anticipated affordable units will need to be deedrestricted as affordable housing: only households in the designated income bracket will be permitted to live there, and the monthly rent (or mortgage) cannot exceed 30% of the household’s income. Because these rents are inevitably below market rate, they will require substantial subsidies to build and/or operate – the lower the income, the greater the subsidy.

In the past, redevelopment, along with federal and state subsidies, provided substantial funding to support the creation of dedicated affordable units. Today, however, those sources of funding have either been eliminated or are highly uncertain at best. As a result, in order to meet these affordable housing targets, Monterey will likely need to rely on some combination of inclusionary zoning for on-site units, coupled with dedicated funding for affordable housing developments. This funding can come from a variety of sources, ATTACHMENT 4
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such as in-lieu fees, housing impact fees4, higher taxes, bond measures, or allocations from the city’s general fund (at the expense of other programs or departments).

Because Monterey’s budget is currently strained by the impacts of the Covid-19 pandemic, we assume no general fund revenues or new city taxes or bond measures will likely be available in the near future to subsidize affordable housing. Under this assumption, Monterey must plan to meet all of its affordable housing requirements primarily through a combination of inclusionary zoning and in-lieu fees, with supplemental housing impact fees to the extent feasible.

Currently, Monterey has an inclusionary zoning ordinance which requires 20% of units in all new developments of six or more units to be affordable to low- and moderate-income households5
. In Monterey’s ordinance, affordability requires that the cost not exceed 25% of the household’s monthly income. The breakdown of low- and moderate-income units is not specified in the code, and while an in-lieu fee payment is mentioned, it was not readily evident from a review of the City website at what level the in-lieu fee has been set (or if any standard fee has been established). It was also unclear whether any feasibility analysis has been conducted in recent years on the inclusionary zoning ordinance or in-lieu fees.

Monterey does not currently collect housing impact fees from non-residential development.

AB 1505 (2017)6 requires cities which adopt or amend an inclusionary zoning ordinance to complete an economic feasibility study if 1) the inclusionary ordinance would require more than 15% of units in a rental housing development be affordable to lower-income households, and 2) the city has failed to meet at least 75% of the above-moderate income housing requirements over the past 5 years.

In other parts of California, financial feasibility for housing development is typically attainable up to a 15% low-income inclusionary zoning level – rarely higher7 . If inclusionary
zoning levels are set too high, developers will not build enough (or any) housing, and Monterey will fail to meet its targets. On the other hand, if inclusionary levels are set too

4 See https://ternercenter.berkeley.edu/wpcontent/uploads/pdfs/Residential_Impact_Fees_in_California_August_2019.pdf 5 Monterey municipal code, Chapter 8: https://monterey.municipal.codes/Code/8_Art1 6 Enacted as Government Code 65850.01:
https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?division=1.&chapter=4.&lawCode=G OV&title=7.&article=2.
7 See https://longbeach.gov/globalassets/lbds/media-library/documents/housing--neighborhoodservices/lbcic/inclusionary-housing-community-workshop/inclusionary-housing---financialevaluation, page 53; https://www.ci.richmond.ca.us/DocumentCenter/View/49444/FinancialFeasibility-Report-April-2019, page 27; https://www.lgc.org/wordpress/wpcontent/uploads/2018/11/inclusionary-factsheet_v2.pdf page 3; https://www.keysermarston.com/project/encinitas-inclusionary-housing-program ATTACHMENT 4
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low, Monterey will need to build far more units. At a 15% inclusionary level, without other external subsidies, Monterey would need to plan for over 5,500 units to build the 826 lowincome affordable units (15% * 5,500 = 825). At this level of building, moderate-income units can be achieved with a relatively smaller fraction of the total (less than 10%), but will still need to be planned for.

While the specific feasibility limits for inclusionary zoning depend on a variety of local factors, in practice, Monterey will likely need to set inclusionary zoning limits, in-lieu fees, and building heights together at a level that 1) incentivizes developers to provide on-site units to take advantage of the State density bonus, while also 2) encourages developers to meet a portion of their obligations with in-lieu fees. Monterey can then use the in-lieu fees to build any housing not met by the inclusionary zoning, such as extremely low-income housing targeted towards homeless individuals, which often needs additional wrap-around services. While it may not be feasible to raise taxes more broadly, Monterey may be also able to adopt housing impact fees on non-residential development (following a nexus and feasibility study) to further support funding for affordable housing.

4.3 Policy Considerations
Any new housing must be placed and designed in such a way that it maximizes the ability of new residents to get around Monterey easily without a car – the goal is to reduce traffic by eliminating vehicle commutes, not increase it. As such, it should be planned for in the areas of Monterey which are already the most walkable: close to grocery stores, schools, parks, jobs, and amenities. At the same time, Monterey ought to preserve its core historic features, landmarks, and architectural style.

A review of the Walkscore heatmap for Monterey8
, Google Maps and Street View analysis,
and the city’s zoning map9
, zoning ordinance10, and existing plans11 suggested that the Lighthouse, Downtown, and North Fremont specific plan areas, along with most R-3 areas, would be the most effective areas for targeting new, climate-friendly housing. This allows the city to avoid impacts to key historic areas, like Cannery Row, or the vast majority of its low-density single-family neighborhoods.

While most of R-3 is walkable and close to destinations, some R-3 areas are more removed from Monterey’s most walkable core. Other areas zoned R-3 also abut R-1 neighborhoods.

Monterey could consider redesignating R-3 areas within 2-3 blocks of the specific plans as “Climate-Friendly Housing (R-4)” zones and applying the recommendations in 4.4 only to

8 https://www.walkscore.com/CA/Monterey
9 http://gisags8.ci.monterey.ca.us/pub/shared/pdf/zoning_map.pdf 10 https://monterey.municipal.codes/Code/38
11https://www.monterey.org/city_hall/community_development/planning/land_use___development_ permit_process/index.php#outer-132sub-1913
ATTACHMENT 4
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this new Climate-Friendly Housing zone. For the sake of simplicity, however, the policy recommendations consider all R-3 together.

In order to achieve a mix of on-site units and in-lieu fees, Monterey needs to set height limits that encourage developers to take advantage of partial but not maximum density bonuses. State law (Section 65915 of the Government Code) allows for a density bonus of 20-50% for between 10-24% low-income units, or 5-15% very low-income units. Moderateincome units offered for sale (not rent) also provide a density bonus of 5-50% at a range of 10-44% inclusionary, but for-sale multifamily units are rare. A project with different levels of affordability (e.g. both low- and very-low-income units) does not get multiple bonuses.

Due to building codes and construction technologies, new mid-rise multifamily construction is most commonly built using wood frame over podium construction.

Regularly seen as “5-over-1” (5 stories of wood frame over 1 story of concrete podium), this technology is sometimes applied to taller construction, up to 6-over-2. Beyond 8 stories, steel frame is required12, which is typically not economical until reaching 12+ stories.

As a result, no developer would take advantage of a density bonus to go beyond 8 stories – and they may more likely go for 6 or 7. Therefore, Monterey can plan its height limits to encourage providing on-site units in such a way that the density bonus allows for 6-8 stories. To get 6 stories with the minimum density bonus of 20%, a height limit needs to be set for 5 stories.

In order to achieve a 20% density bonus in a rental project, state law requires developers to provide either 10% low-income units or 5% very low-income units. As a result, if Monterey set its inclusionary requirement to require 10% low-income units and 5% very low-income units, with a moderate in-lieu fee, developers would be strongly encouraged to provide one type of those units on-site and pay the in-lieu fee to cover the requirements of the other units. While zoning is difficult to change, the in-lieu fee can be adjusted as needed, and set to encourage greater provision of either low-income units (by raising the fee) or very lowincome units (by lowering the fee).

While a 5 story height limit is the minimum recommended to encourage development with a mix of on-site affordable units (encouraged by the density bonus) and in lieu fees, the economic feasibility and site-specific analyses done for the Housing Element should evaluate whether 5 stories is actually sufficient height to incentivize the conversion of existing low-rise buildings into new construction. Depending on the availability of land and the existing uses, additional height may be needed. Increasing the base height to 6 stories will also ensure a combination of on-site affordable units and in-lieu fees.

12 Mass timber has recently been legalized in California, which may enable 8-12 story construction, but supply and knowledge of the material remains limited.

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Monterey also needs to determine a path to developing the required moderate income homes. A 15% low- and very low-income inclusionary requirement likely does not leave much room for moderate income inclusionary requirements while maintaining economic feasibility. Instead, Monterey may need to consider incentives, such as a local density bonus, to see its moderate income housing targets met.

Beyond height, many other elements of zoning serve primarily to reduce a parcel’s buildable area, raising costs and preventing construction, with little to no impact on the public’s experience of a building. Constraints like FAR, lot coverage, and units per acre do not typically have any meaningful impact on people’s street-level experience of a development, and primarily only result in increased automobile usage and dependence. In neighborhoods that are more sensitive to the residential experience, setbacks (front, side, and rear) are the key defining feature, but existing R-3 neighborhoods in Monterey already have a diverse variety of setbacks and abutting buildings. Individuals do need to be able to access outdoor open space, but open space needs can be met either privately (e.g., on-site) or publicly (e.g., parks and beaches), and different people will have different levels of desire for open space (i.e., not everyone wants 350 square feet of on-site open space for themselves), so requirements should be moderated and flexible.

The policy recommendations below are designed to implement these considerations.

4.4 Policy Recommendations
By December 2023 (as part of the 2023-2031 Housing Element):
1) Adopt the recommendations in section 2.3, 2.5, and 3.2 citywide to eliminate parking requirements, require any provided parking to be EV-capable or EV-ready, adopt bicycle parking requirements, and require all-electric building construction.

Consider adopting parking maximums for new multifamily or mixed-use development at 0.5 spaces per unit.
2) Update the Lighthouse, Downtown, and North Fremont specific plans to allow for up to 5-6 stories of residential or mixed-use (commercial + residential) development. 3) Update R-3 zoning to allow for up to 4-5 stories of residential or mixed-use (commercial + residential) development.
4) Eliminate any front, side, rear, or upper floor setback requirements in the specific plans. In R-3, reduce front, side, and rear setback requirements to 4 feet. In R-3, do not adopt upper floor setbacks for anything less than 4 stories. 5) Eliminate any FAR, du/acre, and lot coverage restrictions in the specific plans and R3 zoning for multifamily and mixed-use buildings.. Eliminate apartment square footage and bedroom composition requirements citywide.
6) Reduce open space requirements to a total of 80 square feet per unit, with no distinction between shared or private open space. Provide an in-lieu fee option for open space requirements, structured to incentivize fee payments to support public open space maintenance & enhancements while still encouraging development overall. Incentivize the creation of privately-owned public open space by doubleATTACHMENT 4 Council Special Meeting, 10/26/2022, Item No. 1., Item Page 184, Packet Page 186 www.ecodatalab.com Page 14 of 14
counting it towards open space requirements (e.g., 40 square feet of privatelyowned public open space counts as 80 square feet towards the requirement). 7) After reviewing affordable housing needs and financial feasibility, update the City’s inclusionary zoning ordinance, incorporating the following considerations:
a. Update the inclusionary ordinance to expect households to pay no more than 30% of their income in rent, consistent with State law. b. Update the inclusionary zoning to require a combination of low- and very low-income units (no requirement for moderate).
c. For the low- and very low-income inclusionary requirement, adopt a total percentage and breakdown that is found to be feasible for a wide variety of sites across the R-3 and specific plan areas. Consider the proposed 10%/5% split to maximize incentives for both in-lieu and on-site units. d. Adopt a citywide density bonus for moderate income units. Consider one additional story for projects with 15% on-site moderate-income units. Ensure the adopted ordinance language calculates the percentages as a fraction of the base project, consistent for purposes of calculating state density bonuses; and that the additional floors are added after any state density bonuses on the base project are calculated13.
e. Adopt a standard in-lieu fee option for compliance with inclusionary zoning, in compliance with AB 602. Ensure that economic feasibility considerations take into account any adopted local density bonus.
8) Consider an affordable housing impact fee on non-residential development.

Conduct a nexus study to analyze the relationship between commercial development and affordable housing needs, as well as a feasibility analysis to evaluate the ability of those developments to pay an impact fee. If suitable, adopt an affordable housing impact fee for new non-residential development at a level that maximizes the total provision of affordable housing.
9) Review the specific plans’ design guidelines to ensure compliance with Housing Accountability Act requirements for objective design standards. Refer to case law from California Renters Legal Advocacy And Education Fund v. City of San Mateo, 2021 for guidance.

13 For example: A proposed “base project” of 5 stories would consist of ground-floor retail and 4 stories of housing. Assume each floor has 10 units, for a total of 40 base units. A developer might choose to meet the inclusionary requirement by providing 10% of the units (4) as low-income, and paying an in-lieu fee for the remaining 2 units. Under the state density bonus, this would bump the building to 6 stories, adding 10 bonus units (total 50). With the moderate-income local density bonus, the developer might designate another 15% of the base units (6) as moderate income, for a total of 25% of the base project as dedicated affordable. The moderate-income units would provide one local density bonus floor, going to 7 stories (60 units total).

ATTACHMENT 4
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 185, Packet Page 187 1 HEAL - Healthy Eating and Active Living
a n n u a l r e p o r t
20 21
City of Monterey, CA
Sustainability Division, Community Development Department A program presented by the
ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 186, Packet Page 188 2 In 2017, Monterey joined with more than 180 cities
throughout California in the Healthy Eating Active Living (HEAL) Cities Campaign. The HEAL Cities Campaign
aims to reduce and prevent obesity by engaging
municipal leaders to champion healthy eating and active living in their communities through adoption of policy and promotion of opportunities for residents and municipal
employees. The campaign provides coaching and
technical assistance to support this process. This 2021 issue is our fourth report in four years.
"The City of Monterey proudly champions a healthy lifestyle throughout our community and neighborhoods all year long through our wide variety of programs, services, and initiatives." Community Development Director, Kimberly Cole
City of Monterey | HEAL ANNUAL REPORT 2021
For previous year reports, please see Monterey's HEAL Program online at https://monterey.org/HEAL
healcitiescampaign.org
ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 187, Packet Page 189 3 accomplishments in 2021
pandemic update
goals for 2022
04 06
10 City of Monterey | HEAL ANNUAL REPORT 2021
Key t o lifest yle benefit oppor t unit y
Cult ural
1 Food &
Ex erc ise
Educ at ion
2 Qualit y of
Life
3 Rec reat ion,
Ac t ivit y
4 Wor k plac e
5 Transpor t at ion
6 Squid boats at night
ATTACHMENT 5
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a c c o m p l i sh m e n t s i n 20 21
"2021, just like 2020, was a year influenced and impacted by COVID-19 concerns and restrictions. HEAL was more important than ever to support our residents in balancing their physical and mental health needs." ~ Mayor Clyde Roberson
ATTACHMENT 5
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20 21 a c c o m p l i sh m e n t s

LIBRARY AND MUSEUMS
- First public library to open for sidewalk services in Monterey County, circulating 169,805 items as part of that service.
- Partnered with MPUSD to distribute thousands of kids books at free Grab-N-Go lunch sites. - Promoted mental and physical health by circulating over 195,000 items during the year. - Used our "Explore Monterey" app to engage over 3,300 visitors and residents in outdoor walking tours where they discovered Monterey history, hidden gardens, and fun and unique public art. - STEM and Storytimes were held outdoors for young participants to learn and move in the sunshine. - Distributed 1740 take-and-make home creativity kits for kids to encourage experimentation, curiosity, problem solving and imagination.
- Colton Hall, the Presidio of Monterey Museum, and the Pacific Biological Labs all reopened in the fall, welcoming 4,428 visitors to learn about our rich and diverse history. - 78,852 visitors came to the Library and Bookmobile after our reopening in in July. - The Bookmobile resumed service on August 3, 2021, prioritizing the underserved communities in Monterey, with funding assistance from the MPL Friends & Foundation.

Cult ural
1 ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 190, Packet Page 192 6 MONTEREY RECREATION - PARKS AND RECREATION DEPARTMENT - Partnered with Meals on Wheels to offer a Senior Drive Thru Meal Program with 4,788 meals for seniors. - Partnered with the Food Bank for Monterey County for produce distribution service to families and seniors. 7,303 reservations and over 20,000 people served by the drive thru and walk up produce distribution programs. - Partnered with the Food Bank for Monterey County and the Kiwanis Club of Monterey to serve 7,350 individuals through a Thanksgiving Drive-Thru/Walk-up distribution and home delivery for homebound residents and 7,420 individuals for the Christmas holiday.

City of Monterey | HEAL ANNUAL REPORT 2021
20 21 a c c o m p l i sh m e n t s
Cult ural
Food & Ex erc ise
Educ at ion
2 ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 191, Packet Page 193 7 City of Monterey | HEAL ANNUAL REPORT 2021

MONTEREY RECREATION - PARKS AND RECREATION DEPARTMENT
- Increased Recreation's Community Outreach with 1,570,517 emails sent with a 16% open rate to keep the community informed and engaged. (Does not include daily/weekly COVID-19 emails sent to residents from City Manager's Office.)

ENGINEERING - PUBLIC WORKS DEPARTMENT
- Two Areas of Special Biological Significance (ASBS) educational signs were installed along the Monterey Bay Recreation Trail, bookending the coastal extent of this special shoreline area. Using the QR code provided, take a virtual walking or biking tour to numerous points-of-interest along the ASBS coastline to learn more about the natural and cultural histories and scientific and infrastructure resources found there! This educational and recreational project was supported by the City in partnership with the City of Pacific Grove and State Water Resources Control Board through a Proposition 1 ASBS Grant.

FIRE DEPARTMENT
- Conducted COVID-19 vaccine clinics for City
employees and the public - 102 clinics with over 7,600
doses administered?(in 2021)
- Completed annual wildfire safety defensible space inspections for all parcels in the city and worked with homeowners and residents to gain compliance
- With PARKS, coordinated fuel management activities with the Pebble Beach Community Services?Districts for the land just outside city limits in the Skyline Neighborhood to reduce?wildfire risk
- Continued working with businesses on outdoor dining issues (heaters in temporary tents)
- Expanded paramedic program to Engine 13 in North Monterey (24/7/365 paramedic response from the station at 401 Dela Vina) - Hosted a 4th of July pancake breakfast for the community. with benefits going to MY Museum.
20 21 a c c o m p l i sh m e n t s
Qualit y of Life -
inc luding
COVID-19 updat e
3 ATTACHMENT 5
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MONTEREY RECREATION - PARKS AND RECREATION DEPARTMENT
- Scholze Park Center reopened on August 2 offering a variety of programs for seniors including: Bingo, Bridge, Chi Gong, Tai Chi, Line Dancing, Drawing and Painting, Sewing, Ceramics, Walk the Bay Walking Group and Watercolor Painting.
- Return of?Monterey Recreation Field Sports?outdoor?youth and?adult?sports camps and leagues?beginning April 2021.? Participation in Youth Summer Sports Camps and Junior Soccer, Youth Flag Football, 30+ Baseball and Adult Softball Leagues have exceeded pre-COVID-19 numbers.? - Monterey Recreation Community Centers?served individuals?and families?of all ages?by offering opportunities for both mental and physical activity.?Programs offered included?gymnastics, dance, music lessons, art classes, exercise classes,?fencing,
preschool,?school break programs?and camps.?
- Summer camps provided opportunities for youth to get
outdoors and recreate in City parks while also providing childcare for working parents.?Camp programs for 2021?
included Beach Volleyball, Flag Football,? Basketball,? Softball/Baseball, Play It Safe Summer Fun?and?British
Soccer.?
- 288 units of blood collected through American Red Cross Blood drives. The Premier Blood Partners program is
designed exclusively for our top blood drive partners to recognize and augment the tireless efforts they contribute to the community and national blood supply.
- Partnered with Play-Well TEKnologies to offer a fully enrolled, fun, summer camp opportunity for learning through STEM + Minecraft w/ LEGO® Materials: learning about basic physics, engineering and architecture principles and applying them to various projects in the Minecraft universe using basic Lego® components. 20 21 a c c o m p l i sh m e n t s
Rec reat ion,
Ac t ivit y
4 ATTACHMENT 5
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20 21 a c c o m p l i sh m e n t s
Rec reat ion,
Ac t ivit y
4 MONTEREY SPORTS CENTER - PARKS AND RECREATION

DEPARTMENT
- The Monterey Sports Center re-opened on March 22, 2021 and successfully transitioned from a limited outdoor program to a robust compliment of indoor programs and services
- Launched NEW StagesPro Indoor Cycling program featuring state of the art bikes and technology
Since re-opening, the Monterey Sports Center has served over 150,000 members and guests. In addition to utilizing the cardio, weight, and functional training equipment, swimming laps, or playing pick-up basketball:
- Over 1,300 participants enjoyed drop-in badminton
- More than 1,200 participants enjoyed drop-in volleyball - 26,734 participated in group exercise classes
(more than 50 classes offered each week)
- Summer Sport Camp rebounded with 267
participants
- Swim lessons resumed in May
- 1,018 children participated in group swim
lessons
- 3,997 booked private swim lessons
- Personal training resumed in August
- 784 sessions purchased
- Hosted 11 birthday parties, 4 gym rentals, and
178 lane reservations
ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 194, Packet Page 196 10 City of Monterey | HEAL ANNUAL REPORT 2021

HUMAN RESOURCES
- Scheduled and conducted Diversity, Equity, and Inclusion (DEI) Training for City full time employees.
- Maintained an up-to-date COVID-19 Prevention Plan
- Continued wellness program to provide additional leave to employees for who regularly exercise.
- Continued to provide City Sports Center membership to employees to encourage regular exercise.

TRAFFIC ENGINEERING AND PARKING - PUBLIC WORKS
- Installed Rectangular Rapid Flashing Beacons (RRFBs), which improve pedestrian visibility and safety at uncontrolled crosswalks at multiple locations.
- Implemented the Adaptive Signal System for Munras and Foam Corridors, the signal system reduces greenhouse gases by reducing congestion which creates higher emissions from idling traffic and frequent stops and starts.
- As part of the Office of Traffic Safety Grant Program, the City provided Bicycle or Pedestrian Safety Education at three schools to over 100 students. - As part of the Office of Traffic Safety Grant Program, the City installed three cabinet wraps with safety messages as part of the national ?See and Be Seen Campaign? reminding pedestrians, bicyclists and drivers to be aware of their surroundings and other road users. - Adopted Move Monterey, an update to the City?s Multimodal plan, which provides guidance for future pedestrian and bicycle projects and identifies potential future bicycle and pedestrian projects which will improve access for pedestrians and bikes. This project was funded in part by a Caltrans Planning Grant.
20 21 a c c o m p l i sh m e n t s
Transpor t at ion
6 Wor k plac e
5 ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 195, Packet Page 197 11 De s i g n p r o d u c t i o n b y t h e C i t y o f M o n t e r e y FINAL. January 25, 2022
The HEAL Cities & Towns Campaign aims to reduce and prevent obesity by engaging municipal leaders to champion healthy eating and active living in their communities through adoption of policy and promotion of opportunities for residents and municipal employees. The campaign provides coaching and technical assistance to support this process.

ATTACHMENT 5
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 196, Packet Page 198 1 HEAL - Healthy Eating and Active Living
a n n u a l r e p o r t
20 20
City of Monterey, CA
Sustainability Division, Community Development Department A program presented by the
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 197, Packet Page 199 2 In 2017, Monterey joined with more than 180 cities
throughout California in the Healthy Eating Active Living (HEAL) Cities Campaign. The HEAL Cities Campaign
aims to reduce and prevent obesity by engaging
municipal leaders to champion healthy eating and active living in their communities through adoption of policy and promotion of opportunities for residents and municipal
employees. The campaign provides coaching and
technical assistance to support this process.
"While this unprecedented year brought struggles beyond what we could imagine, we still managed to empower a
healthy eating and active living lifestyle for our residents. " Community Development Director, Kimberly Cole
City of Monterey | HEAL ANNUAL REPORT 2020
For previous year reports including established programs, please see Monterey's HEAL Program web page:
https://monterey.org/HEAL
www.healcitiescampaign.org
Summer 2020 Volunteer Park Cleanup
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 198, Packet Page 200 3 accomplishments in 2020
special section on COVID-19
goals for 2021
04 06
10 City of Monterey | HEAL ANNUAL REPORT 2020
Key t o lifest yle benefit oppor t unit y
Cult ural
1 Food &
Ex erc ise
Educ at ion
2 Qualit y of
Life
3 Rec reat ion,
Ac t ivit y
4 Wor k plac e
5 Transpor t at ion
6 ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 199, Packet Page 201 4 City of Monterey | HEAL ANNUAL REPORT 2020
a c c o m p l i sh m e n t s i n 20 20
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 200, Packet Page 202 5 - Partnered with Meals on Wheels to offer a Senior Drive Thru Meal Program with 2,229 meals for seniors - Produced 35 cooking videos
- Partnered with the Food Bank for Monterey County for produce distribution service to families and seniors. 7,533 reservations and over 25,000 people served by the drive thru produce distribution program.
- Partnered with the Food Bank for Monterey County and the Kiwanis Club of Monterey to serve 1,490 Thanksgiving meals through a Drive-Thru and Walk-up distribution and 360 home delivered meals and 2,800 meals for the Christmas holiday. - Online Library events for adults such as:
- Drop-In Mindfulness Practice: Pause midweek with a gently guided mindfulness meditation practice followed by a brief discussion. All levels of experience welcome.

Attendees may choose to leave after the guided practice. - Music & Wellness: Staying Centered in Times of Crisis: The art and science behind music, the brain, and your everyday life. Learn about how you can utilize music to improve your own wellbeing.

City of Monterey | HEAL ANNUAL REPORT 2020
20 20 a c c o m p l i sh m e n t s
2 Food and
ex erc ise
educ at ion
Cult ural
- Library and Museums
- Sidewalk service had 38,301 customers
- 79,978 total items checked out
- Hosted 94 virtual lives programs with 1,737 participants. - Offered book grab bags with 100% of funds going towards purchasing new books.
- Museum virtual tours and archival stewardship
1 ATTACHMENT 6
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Qualit y
of life
3 - Emergency Operations Center (EOC) activated for 295 days. The EOC is a central command and control facility responsible for carrying out the principles of emergency preparedness and emergency management to support City function, thereby protecting residents and businesses.
- 479 units of blood collected through American Red
Cross Blood drives.
- Implemented outdoor seating regulations (50
no-charge outdoor seating permits issued) and mask
covering requirements.
- Fire Code safety education around outdoor tents
and heaters.
- Created Operation Outreach to assist seniors
during shelter in place in partnership with Monterey
Recreation, Monterey Sports Center and Monterey
Public Library: Total Calls: 5,721 Total Contacts:
2,650 & Total Hours: 1,227
- Monterey Recreation Preschool Program for
children ages 3-5 years, with COVID-19 protocols in
place
- Visited over 1,240 businesses/banks/retailers/restaurants visited and checked for code compliance. - Handed out over 20,000 masks at 5+ events.
- Public Bathrooms Cleaned & Sanitized at 25 facilities. This process requires 175 hours per week, for a total of 7,750 hours. - Construction and installation of over 75 plexiglass barriers in food service areas, common spaces and offices at the Presidio of Monterey and City of Monterey facilities.
- Installation of numerous hand-washing/hand-sanitizing stations at the Presidio of Monterey and City of Monterey Facilities. - Installation of new air filters in HVAC systems at the Presidio of Monterey and City of Monterey Facilities. - Repair and installation of numerous touchless doors and bathroom equipment. - See Food & Exercise Education and Workplace sections for more, and monterey.org/coronavirus for more on the City of Monterey response to the pandemic
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COVID-19
UPDATE
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 202, Packet Page 204 7 City of Monterey | HEAL ANNUAL REPORT 2020
Qualit y
of life
3 - Parks
- Planted or replaced 130 trees throughout the City.
- 100 of acres of greenbelt mowed.
- Replaced water intensive landscaping with drought resistant landscaping at the Munras Avenue Island and Fisherman's Flats, Deer Flats and Ferrante Parks.
- Monterey?s parks are distributed throughout the City, providing a park, trail or open space within a quarter mile (a 5-minute walk) of most residents. Administered tree maintenance program for the City and for the Presidio of Monterey. Actively marketing and encouraging the Ca Parks and Recreation Society motto, Parks Make Life Better! - Installed new playground equipment at Dennis the Menace Playground. - Park improvements at Scholze Park including ADA access, visibility and drought resistant landscape.
- Constructed significant improvements at Montecito Park to include an artificial turf volleyball court and Laguna Grande to include outside seating and barbecue areas, artificial turf volleyball court.
- Upgrade the volleyball courts at Monterey Bay Park in partnership with California Beach Volleyball Association - Monterey Bay.
- Public Works: Engineering
- Replacement and Maintenance of Recreation Trail lighting. - Ongoing maintenance and repair of Monterey Sports Center. - LED Light Upgrade at the Monterey Tennis Center.
- Fire
- Wildfire Response/EOC & Mutual Aid.
- Fire Defensible Space Mapping Project.
- Community Wildfire Preparedness Plan.
- 2,373 CAL FIRE crew hours for fuel reduction.
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ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 203, Packet Page 205 8 City of Monterey | HEAL ANNUAL REPORT 2020
Rec reat ion,
Ac t ivit y
4 - Parks and Recreation Department
- Increased Community Outreach with 1,999,337 emails sent with a 18% open rate to keep the community informed and engaged as of December 1, 2020.
- Created a free Virtual Recreation Center with exclusive activities each week including weekly challenges, crafts, science experiments, helpful tips and recipes.
- Offered individual virtual piano instruction for beginning and intermediate skill levels. - Partnered with Creative Brain® to offer a variety of remote classes for children ages 5-15 years to provide fun opportunities for learning that enhance their distance learning experience, including:
- Computer Coding: an introduction to computer coding and lets participants explore basic concepts of coding. - Video Game Design: learning how to create their very own 3D video games and share completed games with the world. - Junior Lego Engineering: learning about basic physics and engineering principles and applying them to various projects using basic Lego components.
- Introduction to Cartoon Drawing: students explore the art of cartoon drawing and create their very own cartoon characters and cartoon strips.
- Introduction to Anime Drawing: exploring anime drawing in simple steps and develop your own anime characters and stories.
- Monterey Sports Center
- After abruptly shutting down on March 13, the Monterey Sports Center re-opened June 19-July 13
- Implemented all CDPH Fitness Facility Guidelines
- Served 4,612 individuals - approximately 220 people per day - Created & hosted over 100 free daily online workouts. - Produced 70+ virtual group exercise classes.
- Launched outdoor group exercise program on August 31, 2020 - Provided 15-22 weekly in person outdoor group exercise classes, serving over 2000 individuals in just 12 weeks. Classes include:

Barre Sculpt, Bootcamp, Bosu, Zumba, Yoga Core, Yoga, Cycling, Functional Strength, Step, Pilates, Kettlebell Workout
- Created ?Pop Up Saturday? featuring multiple outdoor group exercise classes one Saturday per month.
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ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 204, Packet Page 206 9 City of Monterey | HEAL ANNUAL REPORT 2020
- Human Resources:
- Created wellness calendar providing new educational materials, training and webinars on new topics each month in coordination with the new Employee Assistance Provider. Topics include stress reduction, health and wellness, ergonomics, and injury prevention.
- Continued offering free and confidential PTSD/PTSI counseling for first responders to support mental health. - Created safety training calendar with monthly training for public works and parks employees to ensure that employees have the skills and knowledge to work safely and stay healthy.

Wor k plac e
5 Transpor t at ion
6 - Public Works: Traffic and Parking
- Received a competitive grant from the Transportation
Agency for Monterey County (TAMC) for $1,680,000 for
traffic signal, pedestrian and bike improvements to signalized intersections.
- Received an AB2766 Air District Grant in the amount of $400,000 for installation of a Traffic Signal Adaptive System on Pacific and Franklin corridors. This system will reduce 1.39 tons of greenhouse gases per year.
- Received an Office of Traffic Safety Grant in the amount of $40,000 for traffic safety education.
- Applied for an Active Transportation Program Grant for Del Monte/Washington for Pedestrian and Bike Safety and for a Highway Safety Improvement Program (HSIP) Grant for Pacific/Madison for intersection safety and operations. - Initiated design on the Del Monte/Casa Verde/Rec Trail which has HSIP funding for $923,000. This project will improve pedestrian and bike safety
- Implemented Phase 1 of the Wayfinding Sign program which directs visitors to parking and encourages visitors to park once and walk.
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ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 205, Packet Page 207 10 City of Monterey | HEAL ANNUAL REPORT 2020
g o a l s f o r 20 21
- Replacement of Fire Prevention & Inspection Systems
- Coastal Adaptation Plan
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 206, Packet Page 208 11 The HEAL Cities & Towns Campaign aims to reduce and prevent obesity by engaging municipal leaders to champion healthy eating and active living in their communities through adoption of policy and promotion of opportunities for residents and municipal employees. The campaign provides coaching and technical assistance to support this process.

City of Monterey | HEAL ANNUAL REPORT 2020
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 207, Packet Page 209 12 De s i g n p r o d u c t i o n b y C i t y o f M o n t e r e y v o l u n t e e r , A l e x a Or t i z On t he w eb at m ont erey.org/HEAL
Version FINAL March 9, 2021

MONTEREY RECREATION FIELD SPORTS -

GAME OF THRONES FRISBEE TEAM
ATTACHMENT 6
Council Special Meeting, 10/26/2022, Item No. 1., Item Page 208, Packet Page 210

Monterey City CouncilOctober 26, 2022

Monterey City Council
October 26, 2022