DESIGN GUIDELINES
! Width: Multi-use recreation trails should be a minimum of 6 feet wide for existing trails and eight feet wide for all new construction. The trail needs
to be wide enough to accommodate multiple users walking together, passing bicyclists, and trail users traveling in opposing directions to pass each
other safely. Trail easement widths are typically 6
to 12 feet wide.
! Surface: Trail surfaces should be permeable, yet
firm and constructed of either heavily compacted
native soil (with only a small percentage of sand
or clay), compacted decomposed granite, crushed
compacted stone or chipped stone, stabilized
decomposed granite (stabilizers or emulsifiers are
additives that bind the soil particles of decomposed granite), or a cement added to the soil mix.
The surface should accommodate a wheelchair,
wide tired jogger, or medium-tired bicycle user to
maneuver the trail.
! ADA Accessibility: New trails should be constructed to meet the width, vertical slope, and surface treatment standards for ADA accessibility,
where possible.
Source: KTUA
Multi-use recreation trails are similar to nature trails in that they are also typically located in open spaces or natural settings and can accommodate a broad range of trail users. A multi-use recreation trail is intended to be a firm surface trail that to the greatest extent possible, meets the requirements for ADA compliance, and is constructed of a compacted chipped stone or decomposed granite so a wheelchair, wide tired stroller, or medium-tired bicycle can maneuver. ! Amenities: Amenities will vary and may include
trailhead kiosks, trash and recycling receptacles at
trailhead, signage, interpretive panels, landscaping,
public art, pet waste stations, viewpoints, or other
amenities.
! Additional Features: Defined edges such as split rail, peeler log with notched vertical posts, or redwood
header may be incorporated.
Source: KTUA
7TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024 TRAIL TYPE 3: WIDE DIRT TRAIL / UTILITY ROADBED
DESIGN GUIDELINES
! Width: Wide dirt trails/utility roadbeds may vary in
width, ranging from 8 feet to 14 feet.
! Surface: Trail surfaces may be soft or firm. Locally
sourced crushed rock should be used for wide dirt
trails/utility roadbeds to decrease environmental
impact.
! ADA Accessibility: Typically, these trails do not meet ADA accessibility standards due to road steepness
or surface treatments associated with the corridor’s
primary purpose.
! Amenities: Trails are not likely to include certain
amenities, such as restrooms or formal parking areas,
since they are joint-use access roads and are subservient to the primary utility access function and requirements. However, they may include minimal amenities such as signage and trash receptacles.
OTHER CONSIDERATIONS
! The loose nature of the gravel or dirt surfaces
makes this trail type less desirable for wheelchairs,
strollers, or medium to thin tired bicycles.
! These trails/roads also serve as a firebreak when
located in native canopy hillsides, valleys, or canyons. ! Trails are often steep with wide radius turns to
accommodate terrain features and maintenance
vehicles.
Wide dirt trails/utility roadbeds are typically unpaved roads with a surface of crushed rock. While these trails often serve another purpose, such as a utility easement, maintenance access road, or firebreak, they can also provide important recreation and active transportation corridors for the public.
Source: KTUA
Source: KTUA - Trail next to John E. Steinbeck Elementary 8 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE TRAIL TYPE 4: ROADSIDE / CONNECTOR TRAILS
DESIGN GUIDELINES
! Width: Roadside/connector trails are typically
between 8 to 12 feet wide and separated from the
vehicular traffic by at least a buffer of five feet or
more. Trail easements should be 10 to 14 feet wide.
! Surface: Trail surfaces should be firm or hard.
Stabilized decomposed granite is typically used
for trails to create the appearance of a soft surface
natural trail while offering the performance of a
firm surface.
! ADA Accessibility: New trails should be constructed to meet the width, vertical slope, and surface treatment standards for ADA accessibility.
! Amenities: Amenities vary and may include
benches, trash and recycling receptacles, pet
waste stations, lighting, landscaping, and more.
! Additional Features: The use of trees and landscaping in the buffer area is recommended to provide shade for comfort and a sense of protection from vehicular traffic.
Source: KTUA
OTHER CONSIDERATIONS
! Roadside/connector trails are intended to provide
a pedestrian and bicycle corridor along a highly
traveled road in a manner that is buffered from the
roadway.
! These trails require visual separation, as well as physical barriers, that make the trail user feel safe from potential vehicular collisions.
Roadside/connector trails provide a trail-like experience along a roadway by locating a buffer zone with landscaping and design features alongside a path for pedestrians and bicyclists. These trails incorporate visual separation features and physical barriers from vehicular traffic to improve feelings of safety and comfort for trail users.
Source: KTUA
9TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024 TRAIL TYPE 5: CONNECTOR SIDEWALKS / SPECIAL STREET CROSSING
DESIGN GUIDELINES
! Width: Connector sidewalks or special street crossings should be a minimum of 5 feet wide. ! Surface: Trail surfaces should be hard. Surfaces are
typically comprised of asphalt, concrete, or permeable concrete or asphalt. ! ADA Accessibility: New trails should be constructed
to meet the width, vertical slope, and surface treatment standards for ADA accessibility. ! Amenities: Amenities are typically minimal and may
include trash and recycling receptacles, pet waste
stations, lighting, and landscaping.
Source: KTUA
OTHER CONSIDERATIONS
! Connector sidewalks or special street crossings
may include in-road trail crossings, mid-block
crossings (signalized or non-signalized), and regular intersection crosswalks if they are used to access trails.
! Trail connections provided by this trail type can
facilitate opportunities to create walking and bicycling loops.
Connector sidewalks or special street crossings are paved trails or intersection features along roadways that provide connections for walking or bicycling to open space trails and trailheads. This trail type includes trails, sidewalks, mid-block crossings (signalized or non-signalized), and regular intersection crosswalks that provide connections to existing open space trails (Type 1, 2, or 3) or transportation-based trails (Type 4 or 6).
Source: KTUA - Trail connects to sidewalk along E Laurel Drive 10 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE TRAIL TYPE 6: PAVED CLASS I SHARED USE PATH
DESIGN GUIDELINES
! Width: Paved Class I shared use paths can range
from 12 to 14 feet wide. Trail easements should be
at least 20 feet wide.
! Surface: Trail surfaces should be hard. Surfaces
are typically comprised of highly compacted and
emulsified decomposed granite, asphalt, concrete, or permeable concrete or asphalt. ! ADA Accessibility: New trails should be constructed to meet the width, vertical slope, and surface treatment standards for ADA accessibility.
! Amenities: Amenities tend to be more abundant
and may include parking, restrooms, interpretive
kiosks, directional signage, public art, landscaping, trash and recycling receptacles, drinking fountains, pet waste stations, lighting, and more.
! Additional Features: A centerline and directional
arrows should be used to facilitate safe use between different users traveling at different speeds.
Source: KTUA
OTHER CONSIDERATIONS
! The American Association of State Highway and Transportation Officials (AASHTO) Roadside Design Guide’s “shared-use path” is synonymous with this trail type.
! This trail type follow Class I Caltrans bikeway standards. ! Where possible, it is suggested to include a soft surface side trail for runners and hikers who would prefer a slightly softer surface.
Paved Class I shared use paths are paved facilities that offer the highest comfort for pedestrians, bicyclists, hikers, and other non-motorized users. Paved Class I shared use paths are physically separated from vehicular traffic and designed to accommodate multiple user types. This trail type offers the safest option for transportation and recreation since its design minimizes interactions with vehicular traffic. These design guidelines follow Class I Caltrans bikeway standards for design and construction purposes.
Source: KTUA - Trail along E. Alisal Street
REFERENCES
California Highway Design Manual (HDM), Chapter 1000
Salinas Active Transportation and Trail Design Guidelines | 2024 11 Trail Surfaces
Trail surfaces can range from soft, firm, and hard
and can be comprised of a wide variety of materials.
Selecting and maintaining trail surfaces will dictate
who can use a trail. For example, trails with paved
surfaces can generally accommodate pedestrians,
bicyclists, skateboarders, and users of mobility aid
devices. However, a trail comprised of loose rock or soil may only accommodate pedestrians without physical
disabilities or limitations.
This section provides design guidelines and
considerations for the selection and design of trail
surfaces, including:
! Trail Surface Classifications
! Surface Firmness, Stability, and Slip Resistance
! Abrupt Level Changes
! Grade
! Cross Slope and Drainage
12 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
TRAIL SURFACE CLASSIFICATIONS
Figure 1-2: Trail Surface Samples by Classification
Soft Surface Firm Surface Hard Surface
Advancements in new paving types are ongoing. Performance is the most important criterion for selecting pavement types. The critical performance criteria are based on the movement of wheeled bicycles, strollers, and wheelchairs, as well as price, longevity, and aesthetics. For transportation-funded projects or those taking credit for bicycle-related active transportation, a trail surface should, at a minimum, accommodate a hybrid commuter bicycle. These bicycles have slightly wider tires and lower pressure (60-100 pounds per square inch) than comparable high-performance road bicycles (100-160 psi) used by more competitive cyclists.
General Trail Surface Classifications
» Soft Surface Trails consist of local native soils with some additional material often added to improve compaction, traction, and erosion resistance. Trail surfaces can be loosely packed sand, gravel or uncompacted decomposed granite, or native soil. » Firm Surface Trails include all firm surfaces such as compacted crushed stone and compacted, emulsified, or cemented particles of decomposed granite.
» Hard Surface Trails include asphalt or colored asphalt, concrete or colored concrete, and permeable concrete or permeable asphalt.
Samples of trail surface options are shown in Figure 1-2. Surface types recommended for different trail types are shown in Table 1-1.
13 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024 Table 1-1: Recommended Surfaces and Edge Treatments by Trail Type Soft Surface Firm Surface Hard Surface
Natural Trail Types (Soft or Firm Surface)
Nature Trail
(Type 1) X X X
Multi-Use
Recreation
Trail
(Type 2)
X X
Wide Dirt
Trail or Utility
Roadbed
(Type 3)
X X X X X
Recreation Trails / Active Transportation (Firm or Hard Surface) Roadside or
Connector
Trail
(Type 4)
X X X X X
Connector
Sidewalks or
Special Street
Crossings
(Type 5)
X X X
Paved Shared
Use Path
(Type 6) X X X
TRAIL SURFACE CLASSIFICATIONS Trail Type Uncompacted Native Soil Crushed rock, sand, or gravel Uncompacted decomposed granite (DG) Highly compacted chipped stone Heavily compacted or emulsified DGStandard or colored asphaltStandard or colored concretePermeable concrete or asphalt 14 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
SURFACE FIRMNESS, STABILITY, AND SLIP RESISTANCE
Surface condition is a significant factor in how easily a person with a disability can travel along a trail. Trail surface firmness, stability, and slip-resistance affect all users, but are particularly important for people using mobility aid devices such as canes, crutches, wheelchairs, or walkers.
The accessibility of the trail surface is determined by a variety of factors including:
» Surface material
» Surface firmness and stability
» Slip Resistance
» Changes in level
» Size and design of surface openings
Surfacing material affects which user groups will be capable of using certain trail types. Trails surfaced with loose aggregates, such as those described in Type 1 to Type 3, are unusable by skaters. Loose aggregates also affect certain types of bicycles and users with strollers, scooters, and wheelchairs. Paved surfaces, such as those described in Types 4 to Type 6, accommodate all user types and meet ADA requirements.
Firmness is how a surface resists deformation by indentation when a person walks or wheels across it. A firm surface does not compress significantly under the forces of trail use.
Slip Resistance is based on the frictional force necessary to permit a person to move across a surface without slipping. A slip-resistant surface does not allow a shoe, wheelchair tires, or a crutch tip to slip when crossing the surface.
Types 4, 5, and 6 trails should have a firm and stable surface, such as asphalt or concrete, and be designed to be slip-resistant during both dry and wet weather conditions. Other trail materials, such as compacted crushed stone or decomposed granite, are also firm and stable under most conditions, but are sometimes too loose to be ADA-compliant. The addition of bonding agents or emulsifiers can address this issue and improve longevity.
Changes in level are defined as the maximum vertical change between two adjacent surfaces. Problematic examples that may occur along Types 4 and 6 trails include uneven transitions between trail bridge surfaces or walkways, cracks, or changes in natural ground level (often caused by seismic activity or tree roots). Although abrupt level changes are not desirable for people with mobility impairments, they are potentially even more of an issue for bicyclists and skaters traveling at higher speeds and can also cause pedestrian trip hazards. The risk is particularly acute for those who have difficulty lifting their feet off the ground or who have limited vision and may be unable to detect the level change. Catching a wheel on an obstacle or level change can easily tip wheeled devices as the individual’s momentum continues forward despite the wheels having suddenly stopped. Minimizing or eliminating abrupt level changes, where possible, will greatly improve trail safety for all users.
DESIGN GUIDELINES
For Type 4, 5, and 6 trails, the following recommendations should be followed:
! Vertical level changes should not be incorporated in new construction. ! If unavoidable, small level changes up to a quarter inch may remain vertical without edge treatment. ! A beveled surface with a maximum slope of 50 percent should be added to small level changes. ! Level changes, such as curbs exceeding one-half inch, should be ramped or removed.
ABRUPT LEVEL CHANGES
15 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024 GRADE
DESIGN GUIDELINES
! Resting opportunities should be provided along
steep running grades to comply with ADA requirements. Climbing a steep grade requires considerable effort as is. Users should not be required to exert additional energy to simultaneously deal with other factors, such as steep cross slopes and vertical level changes.1 ! Where possible, steeper segments of the total running grade exceeding 8.33 percent should be less than 30
percent of the total trail length. In general, the lengths of the steep sections should be minimized and kept
free of other access barriers. 2
! When designing trails where maximum grades must
be met, the following recommendations on are generally to be used:
» Ideal: 0% - 5% for any distance
» Acceptable: For distances over 200 feet an average running grade of 10% or less is acceptable » Acceptable: For distances under 200 feet an average running grade of 15% or less is acceptable » Acceptable: For distances under 100 feet an average running grade of 20% or lessis acceptable 1 Refer to ABA Accessibility Standards 1017.8 Resting Intervals for standards
2 Refer to ABA Accessibility Standards 1017.7 Slopes
People with mobility impairments find climbing steep grades difficult because of the additional effort required to travel over sloped surfaces. Both powered and manual wheelchairs are less stable on sloped surfaces, particularly if wet. Steep running grades are particularly difficult for users with mobility impairments when resting opportunities are not provided, but even less severe grades that extend over longer distances may tire users as much as shorter, steeper grades. » Sufficient switchbacks should be provided to
avoid excessive grades
» Type 1 trails may exceed 20% grade due to existing conditions or environmental constraints but for running grades of only brief distances
» Near the top and bottom of the maximum grade
segments, the grade should gradually transition
to less than five percent
Source: Cariboo Chilcotin Coast / CCTMA Emory Transportation Source: Chattahoochee Nature Center
16 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
CROSS SLOPE AND DRAINAGE
Severe cross slope can make it difficult for wheelchair users and others to maintain lateral balance because they must constantly work against the force of gravity pulling them sideways, causing them to veer downhill. The impacts of cross slopes are compounded when combined with steep grades or unstable surfaces. Cross slope can be a barrier to people with mobility impairments, but some cross slope is necessary to drain water quickly off of trails.
Trail drainage openings are spaces or holes in the paved trail surface. On recreation trails, openings may occur naturally, such as a crack in a rock surface. However, on Type 4 and 6 trails, openings are usually constructed, such as spaces between boardwalk planks to allow water to drain from the surface. A catch basin or trench drain grate is an example of a drainage structure with openings that allow water to drain into a conveyance system, typically a framework of latticed or parallel bars that prevents large obstacles from falling through a drainage inlet but permits water and some sediment to pass through. Wheelchair casters or walkers, crutch and cane tips, in-line skate wheels, and narrow bicycle tires can get caught in poorly placed grates or gaps, creating a serious safety hazard.
DESIGN GUIDELINES
Cross Slope:
! The minimum cross slope necessary should be used for Types 4, 5 and 6 trails. ! A cross slope of two percent should be adequate for asphalt and concrete paved trails. ! A maximum cross slope of five percent is recommended for non-paved trails (Types 1, 2, and 3) with surfaces such as crushed aggregate or native soil.
Drainage:
Openings, such as drainage grates, should be located outside the trail tread. If placing openings in the trail cannot be avoided, employ the following specifications:
! Width: The size of the open space should not permit a 1 1/2 inch diameter sphere to pass through the opening.
If a wider gap is unavoidable because of existing design constraints, it may be acceptable to extend the width to a maximum of three-quarters inch.
! Orientation: Grates must be oriented so that the long opening dimension is perpendicular to the trail. ! Bicycle Safety Precautions: Since bicycles are easily deflected by surface irregularities, care must be taken to maintain a smooth surface and to avoid longitudinal gaps. Striping or other surface markings must be non-skid paint, emulsified plastic, or tape designed for that purpose. ! Maintenance: A regular sweeping plan may be helpful, especially wherever a paved trail must be installed low in the topography where debris from storm flows may accumulate, such as dipping down to pass under a bridge. Since the trail will be inundated more often than other segments, these specific locations may be more durably constructed with concrete.
! Enhanced Materials: For paved trails, new surfaces of highly compacted and emulsified decomposed granite can be used, or varieties of colored asphalt, colored concrete, or permeable asphalt or concrete can be considered. Although much more expensive than standard asphalt or concrete, these enhanced pavement types are useful for their aesthetic appeal, long wear patterns, and ability to infiltrate runoff (permeable surface types only). ! Supporting Documents: For this document, the majority of the accessibility recommendations for trail Type 6 Paved Class I Shared Use Trails are based on the American Association of State Highway and Transportation Officials (AASHTO) “shared-use path” guidelines. However, additional issues not addressed in the AASHTO bicycle facility guide are also included in this section. Additionally, grade recommendations are based on those developed in the Architectural Barriers Act Accessibility Standards because the maximum grades identified for cyclists in the AASHTO bicycle facility guide do not satisfactorily address the needs of some people with mobility impairments.
ADDITIONAL TRAIL SURFACE CONSIDERATIONS
Salinas Active Transportation and Trail Design Guidelines | 2024 17 Trail Access
Trail access points can occur at various points along
a trail and can include trailheads, staging areas, rest areas, turnouts, and vista points. Trail access points
may be provided with various levels of amenities,
depending on location, trail types, and need.
This section provides design guidelines and
considerations for the development of trail access
points, including:
! Trailheads
! Staging Areas
! Rest Areas or Combined Bus Stops
! Turnouts and Vista Points
18 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
TRAILHEADS
Source: Portland Running Company
Trailheads are access points via which pedestrians, bicyclists, and other non-motorized users can access the trail system. Trailheads may also function as rest and orientation points, especially where two or more trails meet. Trailheads should be designed to include essential facilities, orientation, and informational signage to guide trail use. Trailheads may provide various levels of amenities, depending on location, trail types, and need. Trailhead amenities typically include informational and directional signage, trash and recycling receptacles, pet waste stations, and bicycle parking.
DESIGN GUIDELINES
! Amenities: Trailheads may include the following
amenities:
» Identifying entry feature sign
» Informational kiosk (trail system map, notice
board, etc.)
» Directional signage
» Bicycle racks
» Trash and recycling receptacles
» Shade trees or structures
» Seating (benches or picnic tables)
» Fencing and gates (as needed)
! Siting: Trailheads should be provided at easy-tofind locations that offer safe and convenient access, especially near major roadways and transit stops.
! Branding: When trails intersect at trailheads,
they are an opportunity to further ‘brand’ the trail
system using consistent wayfinding, signage, and
public art. See Trail Signage and Public Art sections for guidelines.
OTHER CONSIDERATIONS
! Parking: Trailheads that provide visitor parking may
employ treatments to keep motor vehicles from entering the trail, such as regulatory signage and appropriate barriers, including landscaping or bollards.
Source: Ouray Trail Group
19 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
TRAIL STAGING AREAS
DESIGN GUIDELINES
! Amenities: Major staging areas may include the following amenities:
» Identifying entry feature
» Informational kiosk (trail system map, notice
board, etc.)
» Directional signage
» Bicycle racks
» Trash and recycling receptacles
» Shade trees or structures
» Seating areas (benches)
» Picnic tables
» Water fountains for hikers, cyclists, riders, dogs,
and horses
» Off–street parking
» Fencing and gates (as needed)
» Restrooms or portable toilets
» Minimal security lighting
» Landscaping
» Pull-through spaces for horse trailers (at specific
staging areas)
» Corral or horse tie-ups (at specific staging areas)
Source: KTUA
Trail staging areas are similar to trailheads but are more substantial and located at major trail system access points.
Staging areas typically provide more amenities than trailheads, such as restrooms, parking, and water fountains.
Staging areas are located at popular trails that attract trail users from across a region and are designed to welcome and accommodate a greater number of trail users than a standard trailhead.
OTHER CONSIDERATIONS
! Shade: A shade structure is an open frame design
that may be provided as an option at trail staging
areas. They provide trail users the opportunity to
rest and protect themselves from environmental
factors such as rain, wind, and extreme heat. However, wherever possible, shade should be provided by trees, especially native species which can contribute to the City’s tree canopy and reduce
the urban heat island effect and greenhouse gas
(GHG) emissions.
! Restrooms: Portable toilets are an interim facility
that may be provided in the early years of a staging area’s development. Portable toilets may also be brought in temporarily for special events. A
restroom or comfort station building is an optional facility that may be provided at a later date if demand warrants it.
! Parking: Where on-street parking is readily available near a staging area, an accessible ramp should be provided where there is a curb, as well as an
accessible route connecting the parking with the
trail. Parking may be provided at other nearby locations, such as at civic facilities and commercial centers through joint-use agreements with property owners. Parking should be provided in accordance with City standards and ADA requirements. 20 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
REST AREAS OR COMBINED BUS STOPS
DESIGN GUIDELINES
! Amenities: Rest areas may include the following
amenities:
» Seating (benches or picnic tables)
» Shade trees or structures
» Interpretive signage
» Water fountain (where feasible)
! Design Characteristics: In general, rest areas
should have the following design characteristics:
» Cross slopes on paved surfaces not exceeding two percent and cross slopes on nonpaved surfaces not exceeding five percent » Firm and stable surface
» Minimum length of 10 feet and width of 4
feet for a standard 6 foot bench or seat
» Minimal change of grade and cross slope on
the segment connecting the rest area with
the pathway
» ADA-accessible seating whenever any seating is provided Source: Vert Design Studio
OTHER CONSIDERATIONS
! Combined Bus Stops: Rest areas provide shade
and seating, but care should be taken to provide
separate seating for trail users and waiting bus
passengers, so bus drivers do not continuously make
stops — assuming the trail users are waiting for the
bus. Instead, trail user seating could be installed
on the trail side of the combined stop shelters, and
screened from the view of approaching drivers, but
be otherwise open for security.
! Seating: Seating should be included when possible
to accommodate people with disabilities and those
needing to rest while they wait for a bus or shuttle to arrive. Seating should have backrests and at least one
armrest to provide support when standing or sitting.
Rest areas provide an opportunity for users to move off the trail to stop and rest. Periodic rest areas are beneficial, particularly for people with mobility impairments who typically expend more effort to walk than other users. Rest areas are especially crucial when grade or cross slope demands increase. Rest area frequency should vary depending on the terrain and intended use. Popular and more difficult trails should therefore have more frequent opportunities for rest. Because most trails in the City’s system will be along major roadways, many will be abutted by bus stops.
These stops may be able to accommodate additional rest areas along the trail systems. 21 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
TURNOUTS AND VISTA POINTS
Source: KTUA - Vista point towards Carr Lake
A turnout is defined as either a widened section of trail that allows faster traffic to pass or a side path that allows users to pull over and rest off of the main trail. Vista points are a type of turnout specifically focused on scenic and culturally significant views and overlooks.
DESIGN GUIDELINES
! Amenities (Turnouts): Turnouts may include the
following amenities:
» Widened pathway
» Directional and/or mileage signs
» Seating (bench or picnic table)
» Shade trees and native vegetation
» Trash and recycling receptacle
» Fencing as needed
! Amenities (Vista Points): Vista points may include
the following amenities:
» Interpretive signage
» Directional and/or mileage signs
» Seating (bench or picnic table)
» Shade trees and native vegetation
» Trash and recycling receptacle
» Fencing as needed
OTHER CONSIDERATIONS
! If space permits, vista points should incorporate
interpretive signage to provide an educational
opportunity in an area where trail users are more
likely to pause and take an interest in the history
or phenomenon of what they are viewing.
! If a vista point is located on a bridge deck, space
may be limited and may only accommodate a
widened pullout and, if room is available, a bench
and signage.
Source: KTUA - Vista point towards Carr Lake
22 Trail Signage
Signage and wayfinding are a fundamental part of a
functional and comprehensive urban trail network.
Effective wayfinding systems create well-structured
pathways that help travelers identify their location, ensure they are traveling in the desired direction, reach and recognize their intended destination, and navigate
junctions and other decision-making points.
This section provides design guidelines and considerations for the development of trail signage and wayfinding, including:
! Guiding Principles
! Trail Naming and Branding
! Sign Mounting and Placement
! Signage Types (i.e., Directional, informational, educational, regulatory, etc.) 23 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
GUIDING PRINCIPLES
Signage type will vary depending on location, context, and purpose. However, regardless of sign type, all signage should be accessible, legible, and easy to understand by all trail users. Signs should be designed for immediate legibility from the perspective of a person walking or riding a bicycle. Factors like a bicyclist’s intended lane position or height can inform sign design. However, the main design consideration is speed. Based on guidance from Portland, Oregon, people riding bicycles should be able to see an upcoming sign from about 100 feet away. Bicyclists should not have to stop to read a sign, so signs must clearly convey their message, ideally within a seven-second envelope. The following guiding principles should be applied when designing any trail signage to facilitate legibility and accessibility.
DESIGN GUIDELINES
! Text:
» Signs should be visible from roughly 100 feet away, so capital letters should be 2 to 2 1/2 inches tall. » Signs should be mixed-case rather than all upper case. » Minimize the number of lines of text (five maximum recommended). » Because the City has a large Spanish speaking population, signage should be provided in Spanish and English to help increase the use of trails and other amenities along and near trails. ! Contrast and Proximity:
» There should be high contrast between text and background colors. » Related pieces of information should be grouped and assigned similar sizes and shapes. ! Consistency and Repetition:
» Maintain a consistent color, font, and iconographic scheme. » Strive to position signs at consistent heights and locations on standard mounting devices. ! Simplicity and Legibility:
» Use the shortest, most concise phrasing whenever possible. » Consider using icons to supplement text for people not fluent in English. ! Distance Measurements:
» Confirmation, decision, and off-bicycle route signs should convey distances measured spatially (miles) or temporally (minutes), or both.
Source: KTUA
24 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
BRANDING
Source KTUA - Signage at the Salinas Trail and Dog Park as part of the AMOR Salinas Movement - a community commitment to citywide beautification through partnerships, volunteerism, education, and outreach.
A strong trail branding program will convey a uniform quality, credibility, and experience to the users and communities it connects. The integration of consistent graphics, signage, trail elements, and amenities can visually enhance the trail experience, encourage trail usage, and make trails more comfortable for the user. The City should develop a set of branding guidelines and materials (i.e., fonts, colors, logos, etc.) to use across all signage in the trail system.
DESIGN GUIDELINES
! Naming: Naming trails simplifies navigation and
enhances the sense of place. Naming trails should
be intentional and celebrate the local history, culture, community, or environment. ! Consistency: Trail naming and branding should
be applied consistently across all signs in the
trail system. Consistently repeating sign position,
shape, color, and font helps trail users become
familiar with these features, which helps them
anticipate where signs will be placed and what
information will be provided.
OTHER CONSIDERATIONS
! Adopt-a-Trail Program: An Adopt-a-Trail program can also be considered, allowing businesses or organizations to adopt a trail segment in exchange for their logo on segment signs. This type of program can also facilitate trail familiarity, stewardship, and ownership within the community. 25 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
WAYFINDING SIGNAGE
Wayfinding signage serves the broad role of providing trail users with a general understanding of the route they are currently traveling, the areas it serves, and its terminus. At its foundation, a wayfinding system should provide fundamental information related to trail designation, destination, direction, and duration. ! Designation: Each sign should designate itself as part of a branded wayfinding system or route, typically with a recurring and prominent icon or text, such as a City’s trail system logo. This information should be displayed prominently at the top of the sign. The sign should indicate the route name, color, or logo. ! Destination: Destinations noted on wayfinding signage should be immediately recognizable and meaningful to most users. Every sign should present a set of destinations accessible from that point. Destination information is generally presented along the left side of the sign and is accompanied by direction and duration information. ! Direction: Directional arrows should be shown prominently on the same line as the destination. ! Duration: Duration information should include the distance to the destination (i.e., miles or feet) and may include an estimated walking travel time (i.e., 10 minutes, 2 hours, etc.). Duration information is shown on the same line as the destination.
DESIGN GUIDELINES
! Placement: Wayfinding signage can be installed at access points and major trail intersections such as trailheads, periodically along system trails, and anywhere users may conveniently intersect the trail system. The trail network should be signed in tandem with other alternative transportation routes, such as bicycle routes in neighboring jurisdictions, historic and/or cultural walking tours, and wherever possible, local transit systems. ! Mounting: Signs should be mounted in consistent, conspicuous locations. Clear sightlines, free of vegetation and other obstructions, need to be maintained between the path of travel and the signs. Along roadways, best practice is to mount wayfinding signs on their own poles. Signs should not be mounted to traffic signals, lighting, utility, or transit stop poles. The bottom of pole-mounted signs should be at least 7 feet above the ground.
OTHER CONSIDERATIONS
! Wayfinding signage functions best as a part of a system linked with area maps.
Source: KTUA
26 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
OTHER SIGNAGE TYPES
Trail Mileage/Distance Markers
Trail mileage or distance markers appropriately installed at regular intervals along a trail communicate to users their distance traveled between access points, provide
visual assurance that they are on a specific route, and help orient first responders and maintenance crews to address specific needs.
DESIGN GUIDELINES
! Mileage markers should be measured in miles and be
installed at quarter-mile intervals.
! Markers should be designed to quickly and effectively communicate information.
! Short and concise text, high contrast between
text and background colors, and any existing trail
branding should all be considered when designing
trail markers.
Directional Signage
Directional signs provide route and distance information to major destinations and amenities. Directional and other typical signage should occur primarily at staging areas, trailheads, and anywhere users may conveniently intersect the route system.
DESIGN GUIDELINES
! Directional signs should be installed at access points and major intersections.
! Roadway names should be evident wherever shareduse pathways or natural surface trails cross them. ! Supplementary information may be added to directional signs at the discretion of individual agencies.
Warning Signage
Providing trail users with a safe and comfortable trail experience is critical. Warning signs communicate important information that will help keep users safe on and off the trail. Warning signs may caution trail users about approaching intersections, off-limit private properties and trespassing areas, ecologically sensitive areas, potential dangers, or a trail’s difficulty level.
DESIGN GUIDELINES
! Warning signs should display information in a manner
that is concise, bold, and easily understood.
Source: KUT Radio
Source: Avid Trails
Source: KJZZ
27 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024 Source: Access Trails
OTHER SIGNAGE TYPES
Interpretive/Educational Signage
Interpretive signage enhances the trail user experience by providing unique information about the area’s history, culture, ecology, geology, geography,
and other relevant topics. Signs may feature local and
regional ecology, people, environmental issues, and
other educational information. Often, signs are placed
at trailheads and vista points where users are more
likely to spend time resting or enjoying the view.
DESIGN GUIDELINES
! Interpretive signs should be concise, easy to understand, and include the established branding for the trail system, if available.
! Interpretive signs can be designed and installed
in a variety of styles, such as textual messages,
plaques, markers, panels, kiosks, and art.
! Interpretive signs may be placed almost anywhere
throughout the trail network. Their placement
may coincide with a point of public interest, scenic view area, or near a specific element of educational value. ! Interpretive signs may also include supplementary
information via trail maps, educational brochures, QR
tags, or other trending digital communications platforms such as augmented reality (AR) applications.
Regulatory Signage
Regulatory signage can be used to inform trail users
of proper trail use and etiquette, which promotes user
safety and comfort. It is important to post trail use
regulations at key access points, such as staging areas and trailheads, as well as on maps, brochures, and other informational materials.
DESIGN GUIDELINES
! Regulatory signs should identify the managing
agency, organization, or group and incorporate
the relevant rules and regulations from the managing party. ! Regulatory signage should be coordinated with
relevant City policies and, where applicable, the
policies of other jurisdictions or property owners.
! When related to on-street routes, regulatory signage should conform to the Manual on Uniform Traffic Control Devices for Streets and Highways
(MUTCD) and the AASHTO Guide for the Planning,
Design, and Operation of Pedestrian Facilities.
Source: Pannier Graphics
Source: Virginia Department of Conservation and Recreation 28 Trail Amenities
Trail amenities refer to a variety of features that can be installed along trails to enhance the trail user experience. Trail amenities can include, but are not limited to informational kiosks, trash and recycling receptacles, restrooms, drinking fountains, seating, shade trees or structures, bicycle or vehicle parking, fencing, public art, and more.
The trail amenities outlined in this section are intended to provide the City with a toolkit to use to guide the enhancement of existing trails and the development of new ones. This toolkit includes a menu of trail basic amenity options for the City to consider. The City is encouraged to explore and install additional trail amenities beyond those included in this document to meet the unique needs of the community.
This section provides design guidelines and considerations for the development of trail amenities, including:
! Furnishing
» Seating
» Drinking fountains
» Trash and recycling receptacles
» Bicycle parking
» Emergency stations
» Pet waste stations
» Fitness stations
! Public Art
! Bridges
! Lighting
! Landscaping
! Fencing
29 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
FURNISHING
Trail furnishings provide a range of services to trail users related to safety, comfort, and enjoyment. Trail furnishings may include seating, drinking fountains, trash and recycling receptacles, bicycle parking, and emergency, pet waste, and fitness stations. The furnishings provided at each trail will vary by trail type, location, funding, and other contextual factors. The furnishings described in this section (as well as others not listed in this document) may be provided at trailheads, staging areas, rest areas, and vista points along trails.
While the type of furnishings will vary across trails, a cohesive family of furnishings creates continuity and reinforces the feel and look of the trail system. Furnishings can vary in style, materials, and costs. To the extent possible, the style, materials, and model of each furnishing type should be consistent throughout the trail system.
Seating
Seating (benches or picnic tables) at trailheads, staging areas, rest areas, and viewpoints should support trail use by people of all ages and abilities, as well as provide opportunities for memorial donations, service projects, visual continuity, and “branding” of the trail systems.
DESIGN GUIDELINES
! Placement:
» Benches and picnic tables may be interspersed or
grouped, depending on the available space and
terrain of the site.
» Where possible, seating should be located adjacent
to and on the north side of shade trees or structures
to facilitate shaded seating during the summer.
» Seating may be situated away from the trail if part
of an interpretive station, special activity area, or
to take advantage of views, but all seating should
be accessible via a designated connecting path.
! Accessibility:
» To increase accessibility, seating should consist of benches with backs and at least one armrest to allow all users to easily support
themselves as they sit or stand.
» For paved trails, all seating needs to be on an
accessible paved surface offset a minimum of
3 feet from the trail, but contiguous with the
trail or trailhead’s paving. Seating area paving
needs to include adequate space adjacent to
the seating for people who use wheelchairs to
be able to rest next to their companions.
! Alternative Materials: Other alternatives to
fabricated benches or picnic tables could include
the use of large boulders or logs for seating in more
rural or natural settings. However, accessible seating
should be provided wherever seating is provided.
Source: KTUA - Seating with shade along trails near E Boronda Road and Natividad Park 30 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
FURNISHING
Source: Rave Mobility Safety
Source: KTUA - Trash receptacles with art from local artists.
Source: Shawnee Water Fountain
Drinking Fountains
Drinking fountains should be a standard component of
trailheads and staging areas, as well as rest areas where water supply is available.
DESIGN GUIDELINES
! Accessible designs should be selected that include
high and low spigots and basins, a ground-level bowl
for pets, and the ability to fill bottles.
! Design, color, and style should be consistent throughout the trail system and can serve as an opportunity for public art or City branding.
! Trailheads, staging areas, or rest areas immediately
adjacent to parks that provide drinking fountains may
not require fountains. In these cases, signage should
direct trail users to nearby drinking fountains.
Trash and Recycling Receptacles
Trash and recycling receptacles should be provided at all trailheads, staging areas, rest areas, and anywhere seating is provided. Design, color, and style should be consistent throughout the trail system and can serve as an opportunity for public art or City branding.
DESIGN GUIDELINES
! Receptacles should be durable and secured to their
locations to help prevent theft and vandalism.
! Receptacles should be placed near seating areas, but
not directly adjacent to minimize odor impacts to
those seated.
! Receptacles should be emptied regularly to prevent
overflow and littering.
! When possible, receptacles should be accompanied
by informational signage to educate the public about
proper waste reduction and disposal practices.
Emergency Stations
Emergency phone stations may be provided for trail locations that are considered remote or have a documented high crime or safety risk. They typically employ vandal-resistant emergency phone faceplates and always-lit blue beacons mounted on the top. The blue light remains on
at night to assist with locating the user and flashes when the emergency phone is activated to attract attention to the location. Models are available with wireless, solar, and surveillance options. Installation requirements will be determined by the City on a case-by-case basis. 31 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
FURNISHING
Source: CycleSafe
Bicycle Parking
The potential for bicycle theft and lack of secure parking are often cited as reasons people hesitate to ride a bicycle to reach their destination. The same consideration should be given to bicyclists as to vehicle drivers, who expect convenient and secure parking to and from their destinations. Secure bicycle parking is an
integral part of an interconnected urban trail system
because it allows bicyclists to leave their bicycles unattended at their destination with ease and comfort.
DESIGN GUIDELINES
! Bicycle racks should be located in visible and welllit locations. ! Bicycle racks should be no further from the trail entrance than the closest vehicle parking space and should not interfere with pedestrian movement.
! Bicycle racks should support the bicycle at two
points and enable proper locking, allowing users
to secure a typical U-lock around the frame and
one wheel to the locking area of the rack. See the
Association of Pedestrian and Bicycle Professionals (APBP) Bike Parking Guidelines for information on bicycle parking design and placement.
Triathlon Style Racks:
! A new type of rack, based on the temporary racks
provided at bicycle races and triathlons, is becoming more prevalent, especially at trailheads served by restrooms.
! These “triathlon style racks’’ allow groups of riders to temporarily store their bicycles in a convenient,
space-efficient manner.
! This rack type provides a means to hang the bicycle by the saddle from a support beam without locking it in place. It is intended to serve users
passing through an area who are not likely to
carry a U-lock and do not intend to leave their
bicycles unattended. These users tend to ride with
friends or in groups, allowing them to take turns
watching each other’s bicycles while gearing up,
using the restroom, or refilling their water bottles.
Source: Ground Control Systems
32 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
FURNISHING
Source: Adventure Play Systems
Fitness Stations
Fitness stations provide trail users with opportunities to incorporate exercises into their walk, hike, or bicycle ride.
DESIGN GUIDELINES
! Fitness stations should be equipped with exercise
equipment specifically designed for outdoor use.
! Fitness stations may be located at parks or trailheads, distributed along the length of a trail or path, or clustered in specific exercise areas as outdoor gyms. ! Clustering fitness equipment at trailheads improves
trail system visibility, encourages socialization, and
allows several people to use the station at one time.
! Fitness stations may include QR codes that provide guidance on how to use the equipment and exercise details.
Pet Waste Stations
The popularity of people walking, jogging, and bicycling alongside their dogs on trails continues to grow. Trails provide an opportunity for dogs and their owners to
maintain a healthy lifestyle. Providing pet waste stations along trails is critical to reducing the amount of pet waste left along a trail to pollute the environment and create unpleasant odors.
DESIGN GUIDELINES
! Pet waste bag dispensers should be provided in
conjunction with trash receptacles or on stand-alone
mounting posts in areas without trash receptacles.
! Pet waste stations should be equipped with signs
stating the following:
» All dogs in the City must be on a leash or under
the immediate control of a responsible person.
» Owners are responsible for cleaning up after their pet.
Source: Shell Rock River Watershed District
33 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
PUBLIC ART
DESIGN GUIDELINES
! Public art themes should celebrate the local culture, history, community, and environment.
! Public art can include, but is not limited to murals, sculptures, landscaping, lighting, and decorative
walkways, benches, tables, or shade structures.
! Public art along trails can incorporate sensory features like aromatic or seasonal plants, wildlife attractors such as water features, or outdoor musical instruments.
! Public art should be created by local artists to support community members.
! Public art should be visible from the trail, but should not obstruct trail or path use. However, tactical or sensory art should be placed within reach of trail users.
Source: KTUA
Art can make trails more interesting, enjoyable, and meaningful to trail users, which can help elevate a trail system from practical infrastructure to a valued community asset. Art can encourage public engagement and stewardship, as well as create a sense of identity for different trail systems that is either distinct or cohesive between trails.
The City has established a framework for expanding the integration of public art throughout the city, including along trails and transportation corridors, through the Salinas Public Art Master Plan (2020). Refer to the Salinas Public Art Master Plan (2020) for policies, guidelines, and programs related to public art.
OTHER CONSIDERATIONS
! Trailheads: Trailheads can be especially important functional and symbolic places because they serve as portals to a trail system and are where
trail users are likely to gather, meet, and rest. For
many trail users, trailheads also represent a trail’s
visual identity. Site-specific artworks that explore
narratives through interesting materials, color,
and form can be used to mark each trailhead to
help create a sense of welcome and discovery.
! Adjacent Infrastructure: Infrastructure adjacent
to trails can also become a part of the overall trail
system experience through the use of public art.
For example, artistic markings can be incorporated into intersections and where trails cross roadways to draw attention to the trail system.
Transitions like roadway crossings, turns, or landscape changes can also be decorated with artistic trail markers.
34 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
LANDSCAPING
Source: KTUA
Landscaping for trails creates a welcoming environment for trail uses, contributes to the sense of security for public safety, creates habitat for local wildlife, and provides environmental and public health benefits. A robust strategy for urban greening and landscaping is provided in the Salinas Neighborhood Vibrancy-Urban Greening Plan (2017) and should be referred to, along with other City standards, when designing landscaping for trails.
DESIGN GUIDELINES
! Plant Selection: Landscaping along trails should
prioritize native and/or drought tolerant species
and follow City plant palettes and preferred
species lists (See Preferred Tree List in the Salinas
Neighborhood Vibrancy-Urban Greening Plan).
Like other trail system attributes, maintaining
consistency in plant types, density, and maintenance will help solidify the trail system “branding” throughout the city.
! Visibility & Safety:
» Landscaping for trail types 3-6 should maintain open views between 2 and 6 feet above ground for added safety, visibility, and comfort.
» The perimeter of parking lots should be landscaped and screened for appearance and safety purposes and to maintain open views.
OTHER CONSIDERATIONS
! Benefits: Trailhead landscaping has the potential to
transform an area into something community members notice, take pride in, and care for. In addition to enhancing the appearance of different areas of the
City native plant landscaping also contributes to the:
» Reduction of the heat island effect generated by
urban development
» Reduction of water use by the planting of native
vegetation
» Protection of public health by enhancing pedestrian safety Source: KTUA
35 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
BICYCLE AND PEDESTRIAN BRIDGE TYPES
Bridges create opportunities for overlooks, habitat protection, loop trails, and trail connections, as well as provide maintenance, operational, and emergency service access. The need for bridges is dependent on cost-effectiveness and the physical constraints of the selected location.
Wood Trail Bridges
Wood trail bridges can provide cost-effective minor
drainage crossings while supporting route character.
Since the life span of wood is limited, composite lumber may be considered as an alternative deck material, especially if equestrian use is anticipated.
DESIGN GUIDELINES
! If bridge height is greater than 30 inches, guardrails should be at least 42 inches higher than the deck surface.
! Spans greater than 10 feet should generally be
engineered and may require site-specific geotechnical work. ! It should be noted that long-span wood construction requires similar requirements for abutments and foundation supports as steel truss bridges.
Prefabricated Steel Truss Trail Bridge
Prefabricated steel truss bridges can clear spans of
over 100 feet and are commonly used in parks and
trail environments for long-span crossings. Prefabricated steel truss bridges are available in a variety of design styles and truss types to accommodate site
aesthetics and clearance requirements. Single-span
prefabricated steel truss bridges are most economical
where construction access to planned abutments is
readily available, including clearance for crane operations. Constructing longer, multiple spans may require intermediate, in-stream bends, or shoring.
DESIGN GUIDELINES
! Designing spans greater than 60 feet usually
requires abutment design with special consideration to address superstructure movement due to temperature fluctuations.
! A concrete-grade beam foundation should be a
minimum abutment requirement for steel truss
bridges. Timber sills or gabions are not allowed.
! Additional design considerations for prefabricated steel truss bridges include finishes such as:
» Weathered (Cor-Ten) steel
» Paint or galvanizing and deck options such as
cast-in-place reinforced concrete
» Precast planks
» Open grating, composite, or wood decking
Source: MAADI Group
Source: True North Steel
36 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
BICYCLE AND PEDESTRIAN BRIDGE TYPES
Fiberglass Reinforced Polymer
Fiberglass-reinforced polymer (FRP) bridges are superior in strength and corrosion resistance to concrete and are much lighter. These attributes make it popular for bridge deck retrofit projects since replacement with FRP does
not require structural modifications. Smaller bridges are available fully prefabricated from FRP and FRP is widely used for decking for larger bridges. FRP bridges have a typical expected working life of 75 years.
Deck Surface
Unlike most vehicular bridges, the wearing surface for
smaller bicycle and pedestrian bridges may be a structural element intended to last for a considerable length of time.
DESIGN GUIDELINES
! Modular decking, such as wood or composite planking, should extend across the full width of the bridge surface to avoid butt joints that could adversely affect bicyclists and wheelchair users.
General Bridge Considerations
The bridge types previously outlined are all commonly
used for trails and are typically 12 feet wide.
DESIGN GUIDELINES
! Should a wider multi-purpose bridge be desired to
accommodate high use levels, or to support maintenance or patrol vehicles, it should be at least 20 feet wide and constructed to an appropriate load rating.
! All bridges should be level and avoid a step-up if the trail is intended to be ADA-compliant.
Source: Archiproducts
Source: KTUA
37 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
LIGHTING
Example of pedestrian scale lighting along trail
Appropriate signage and after-dark policies can support or prevent nighttime trail use. Trails themselves do not require lighting, but where there is a demonstrated need, such as in the urban setting of paved Class I shared use paths, lighting can be used to provide a measure of trail safety and security and to support bicycle commuting at night.
Properly installed, well-placed, and regularly maintained lighting will improve visibility, and increase overall trail access and convenience – giving trail users a sense of security. Lighting allows users to see changes in path direction and any surface deformities and unevenness, reduces the possibility of user collisions with an object or each other, and allows trail users to recognize potential threats to their safety. The need for lighting should be carefully determined on a case-by-case basis.
Selection:
! As appropriate, dark sky-compliant lighting should
be selected to minimize light pollution cast into
the sky while maximizing light cast onto the trail.
! There are a wide variety of lighting options to
choose from in terms of style and material selection, as well as energy efficiency. Matching or complementing light fixture styles and types with
other site furnishings will strengthen the overall
trail system “brand.” Lighting fixtures should be
consistent along facilities or by brand.
! Lighting should meet recommended horizontal
and vertical clearances. Luminaires and standards
should be at a trail-appropriate scale. Trail lighting fixtures will therefore be shorter and closer together than typical streetlamps to provide the
same light intensity.
! Light output color should also be considered since
consistent color illumination will visually enhance
and link the trail system at night. All light sources
should provide a warm white colored light.
DESIGN GUIDELINES
Placement:
! Lighting should be considered at trailheads, entrances and exits of bridges, roadway crossings, and along street-based trails.
! Lighting should not be considered where nighttime
use is not expected, next to sensitive wildlife habitat areas, or adjacent to residential areas in darker rural areas of the trail system.
! Lighting should be provided in areas where nighttime
use is not prohibited, such as:
» Roadway crossings
» Trail intersections with another trail or sidewalk
» Trailheads and other access points
» Bridge entrances and exits
» Through tunnels and underpasses
» Where nighttime security may be an issue
» At unauthorized vehicle entry barriers
» Along popular bicycle commute routes
38 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
LIGHTING
! Average maintained horizontal illumination levels
of 1-half to 2-foot candles should be provided.
Where special security problems may exist, higher
illumination levels should be considered.
! Lighted bollards minimize spillover onto adjacent sensitive land uses but, in general, bollards are less efficient than overhead fixtures because
more bollard fixtures are needed to light the same
linear distance or to provide the same light level.
Bollards are therefore only to be used as location
markers or to warn of surface changes.
Energy Conservation:
! Light Emitting Diode (LED), solar-powered, and
adaptive control lighting fixtures should be used
where appropriate to facilitate energy efficiency
and savings.
» Energy-efficient LED lighting fixtures should
be used to save energy and associated costs.
» Self-contained solar, battery-equipped fixtures should be considered as a self-sustaining lighting option that would not require power cable installation.
» Adaptive control lighting technology that
activates only when users come within the
range of integrated motion sensors should
be considered in special circumstances. This
could be applied to trail system lighting to
reduce electricity use, maintenance, and light
spillover into adjacent sensitive land uses.
Guidance:
The American Association of State Highway and Transportation Officials’ (AASHTO) Guide for the Development of Bicycle Facilities includes shared-use path lighting guidance, but a qualified lighting expert should be consulted before making any lighting design decisions. Doing so can reduce up-front fixed costs and long-term energy costs.
Source: First Light Technologies
Source: Lumega
39 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
FENCING
Fencing can serve multiple purposes along trail facilities, including access control, visual screening, channeling of trail users, and reducing liability concerns. Where fencing and gates are needed, they can help reinforce the desired trail theme and brand. This section describes six fencing options to consider for different trail needs and settings.
Low Security Fencing
Low security fencing provides a minimal level of access control and is intended to blend into its surroundings
aesthetically. It should be used in areas where trespass is not likely, but where adjacent uses, sensitive species, or habitats would benefit from somewhat limited disturbance. This fencing type has a more rustic character than the other types, and relatively open visibility, but it provides enough visibility for effective boundary delineation.
DESIGN GUIDELINES
! This fencing type may be wood with wood cross
members or galvanized cable between posts and
it should be at least 42 inches high when adjacent
to shared use paths.
OTHER CONSIDERATIONS
! Railing is a fencing type that may also be an appropriate physical barrier along trails as an alternative to other methods, such as dense landscaping,
especially where space is limited and safety is a
concern. Typical railing locations are:
» Adjacent to parallel roadways less than 5 feet
from the edge of the trail’s shoulder and between the edge of the trail pavement and top of an adjacent slope.
» Protective railings should be provided to barricade trail use adjacent to slopes steeper than 2:1 within 5 feet of the pavement (or natural
surface side paths, if provided), as well as along
drop-offs or canals.
Medium Security Fencing
Medium security fencing is typically used for more
stringent access control, such as immediately adjacent
to sensitive private properties or other land uses where more access control is desired.
DESIGN GUIDELINES
! This fencing should be 6 feet tall and be designed
to exclude humans and dogs.
! It may be a standard galvanized chain link or it
could be coated if a less conspicuous appearance
is desired. In general, matte black is the least visually prominent compared to bare galvanizing.
Source: KTUA
Source: KTUA
Source: KTUA
40 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
FENCING
High Security Fencing
High security fencing is relatively costly and should be used only where a high level of security is necessary, such as adjacent to sensitive land uses or hazards from which trail users must be restricted.
DESIGN GUIDELINES
! Powder-coated or welded wire fencing with integrated metal posts is recommended. Conventional picket fencing may also be appropriate in certain situations.
! High trespass prevention and security can be
accomplished through closely spaced heavy gauge
wire that eliminates the need for horizontal members
and potential hand or toe holds. Doing so makes it
difficult to insert cutting tools like bolt cutters into this fencing type.
! Some visual screening can be provided with evergreen
vine plantings if desired.
Privacy Fencing
Privacy fencing provides trespass prevention, security, and privacy for adjacent landowners.
DESIGN GUIDELINES
! A 6-foot concrete or concrete masonry privacy fence
should be provided where visual screening is necessary. ! While relatively costly, concrete construction increases fence lifespan, reduces long-term maintenance costs,
and blocks noise well.
! If the potential exists for the vandalism of privacy
fencing, the fence should be treated with a graffiti-resistant coating.
Decorative Fencing
Decorative fencing can add visual interest to a trail and could be used at gateways, trailheads, or adjacent to
neighborhoods. This type of fencing could serve as either a unifying design element throughout the trail system or a component of a public art program.
DESIGN GUIDELINES
! Fencing should be designed as needed to address
specific needs by fine-tuning height, opacity, and artistic features. ! For large-scale installations, laser and water jet cutting and fabricating can enliven virtually any two-dimensional surface. Due to cost, such embellishments should be confined to major gateways or trailheads
where they can help draw attention to the trail system. Source: Yard Fencing Genius Source: KTUA
Source: KTUA
41 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE Salinas Active Transportation and Trail Design Guidelines | 2024
FENCING
Source: KTUA - Example of non-recommended folding/collapsible bollards Source: Outdoor Design Source
Removable/Moveable Fencing
Removable or moveable fencing, such as gates or bollards, can be used to stop unauthorized motor vehicles from entering, while still allowing emergency and maintenance access. However, this type of fencing
can create barriers or hazards for trail users. Caltrans does not allow this fencing within the traveled way of
paved trails. For these reasons, this form of fencing is not recommended and should only be used if unauthorized vehicle encroachment is a documented issue or threat.
DESIGN GUIDELINES
! Removable or movable fencing may be installed
where necessary, but must leave a flush surface
when the barrier is removed.
! Bollards, plantings, or similar obstacles should, at
a minimum, be:
» Yielding to minimize injury to bicyclists and
pedestrians who may strike them.
» Illuminated or reflectorized for night-time visibility and painted, coated, or manufactured of material in a bright color to enhance daytime visibility. » Spaced to leave a minimum of 5 feet of clearance
of paved area between obstacles (measured
from bollard to face of adjacent obstacle).
» Positioned symmetrically about the center
line of the path to help mark and separate the
travel directions.
» Positioned so an even number of travel lanes
are created, with a minimum of two paths of
travel. An odd number of openings increases
the risk of head-on collisions if traffic in both
directions tries to use the same opening.
» Placed with advance warning signs or painted
pavement markings where sight distance is limited.
» Placed 10 to 30 feet back from an intersection,
and 5 to 10 feet from a bridge, so bicyclists
approach obstacles straight-on and maintenance vehicles can be pulled off-road. » Not be used to force bicyclists to slow down,
stop, or dismount.
42 TRAIL TYPES TRAIL AMENITIES TRAIL ACCESS TRAIL SURFACES TRAIL SIGNAGE
TRAIL TYPE NAME
OFF-STREET PARKINGON-STREET PARKINGRESTROOMSMAJOR KIOSK WITH INFO & MAPSMINOR KIOSK WITH MAPSTRAIL NAME & REGULATORY SIGNSTRAIL USERS POST WITH ICONSGATEWAY MONUMENT OR OVERHEADOVERHEAD SHADE STRUCTURESINTERPRETIVE FACILITIESPUBLIC ARTVISTA PULLOUTS OR VIEWPOINTSPICNIC TABLESBENCHESTRASH RECEPTACLEDOG WASTE DISPENSERBICYCLE RACKSDRINKING FOUNTAINSECURITY LEVEL LIGHTINGPEDESTRIAN LEVEL TRAIL LIGHTINGNON-NATIVE SHADE TREES & SHRUBSNATIVE TREES & SHRUBS Natural Trail Types (Soft or Firm Surface)
Nature Trail
(Type 1)
Multi-Use
Recreation
Trail
(Type 2)
Wide Dirt
Trail or
Utility
Roadbed
(Type 3)
Recreation Trails / Active Transportation (Firm or Hard Surface) Roadside or
Connector
Trail
(Type 4)
Connector
Sidewalks
or Special
Street
Crossings
(Type 5)
Paved
Shared Use
Path
(Type 6)
Table 1-2: Recommended Amenities by Trail Type
Bicycle
Active transportation is encouraged through the
increase use of bicycling and this section provides
design guidelines and considerations for:
! Class I: Shared Use Path
! Class II: Bicycle Lanes
! Class III: Bicycle Routes
! Class IV: Separated Bikeway
! Edge Lane Road
! Bike Box
! Two-Stage Bicycle Turnbox
! Diverters
! Bicycle Signals
! Transit
! Bicycle Treatments - Transit
! Bicycle Treatments - Roundabout
! Mixing Zones
! Bicycle Parking
! Road Diets
! Protected/Dedicated Intersections
REFERENCES
California Highway Design Manual (HDM), Chapter 1000
Class I shared use paths, also known as multi-use paths, are two-way facilities dedicated to non-motorized users with an alignment independent of the roadway system. Class I shared use paths are typically installed along bodies of water, utility rights-of-way, abandoned railroad rights-of-way, or within schools, parks, or planned developments.
CLASS I: SHARED USE PATH
DESIGN GUIDELINES
! The paved width of a Class I shared use path
should be 8 feet minimum (acceptable only at
constrained locations), 10 feet preferred for twoway travel. If the path is anticipated to accommodate high volumes of non-motorized users, the preferred width is 14 feet. The minimum
paved width for a one-way bicycle path should
be 5 feet.
! A minimum 2 foot shoulder should be provided
on either side of the bicycle path.
! A minimum 2 foot clearance from the edge of
pavement to any obstructions should be provided, 3 feet is preferred. » Pavement markings and signing can be used to
designate direction of travel or speed of travel.
» Class I shared use paths must be designed to
be accessible per ADA requirements.
OTHER CONSIDERATIONS
! Path entrances should be designed to prevent entry
from vehicles.
! A Class I shared use path differs from a trail in that it is required to be paved.
! A sidepath differs from a Class I shared use path in
that the sidepath runs parallel to a roadway.
! If an adjacent sidewalk is provided, pedestrians are required to use the sidewalk, and the Class I path would be dedicated to bicycles only.
! Lighting for bicycle paths is important and should be considered where nighttime use is not prohibited.
Source: KTUA
Source: KTUA
44 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
REFERENCES
California Highway Design Manual (HDM), Chapter 1000
California Manual on Uniform Traffic Control Devices (CA MUTCD), 2014, Revision 8
Class II bicycle lanes are one-way facilities that dedicate right-of-way to bicyclists within the roadway using a combination of pavement markings and signs. Bicycle lanes should include buffer space whenever feasible to separate bicyclists and vehicles.
CLASS II: BICYCLE LANES
Width of a Class II bicycle lane should be 5 feet
minimum, 6 feet preferred. The width should
not exceed 8 feet to avoid confusion for a vehicle travel lane. The width of the bicycle lane should not include the gutter pan.
Horizontal buffers should be provided and
should be a minimum of 2 feet, 3 feet preferred.
Diagonal cross hatching at 45 degree angles
should be provided within the buffer spaced
10 feet to 40 feet apart.
Bicycle lane markings should be installed at
the beginning of every block, and at regular
intervals along lane.
» Bicycle lanes should be provided on streets
with moderate traffic volumes and relatively low travel speeds. Class IV separated bikeways should be considered on roadways with volumes over 10,000 ADT and speeds over 30 MPH.
» Bicycle lanes should be designed and installed according to the latest version of the CA MUTCD.
OTHER CONSIDERATIONS
! Buffers can be installed between the bicycle lane
and vehicle travel lane, or between the bicycle
lane and parking lane.
! Bicycle lanes are typically found on the right side of the roadway, but can be installed on the left side.
! Bicycle lanes are typically installed in the same
direction of vehicle travel, but can be contraflow.
Source: Kimley-Horn and Associates
Source: KTUA
B
C
A
D
B C
A D
45 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
California Highway Design Manual (HDM), Chapter 1000
California Manual on Uniform Traffic Control Devices (CA MUTCD), 2014, Revision 8
Class III bicycle routes are designated routes on low speed, low volume roadways that do not necessitate dedicated space for bicyclists where bicyclists and motorists are expected to share the road. These roadways can be designated as bicycle boulevards with enhancements including signing and pavement markings, volume management strategies such as diverters, and speed management strategies such as neighborhood traffic circles. Sidewalk
Sidewalk
Parking
Lane
Parking
Lane
Proposed Tra c Calming
Tra c Diverter:
- Westonhill Drive
Neighborhood Tra c Circles:
- Kelowna Road
- Bootes Street
- Pegasus Avenue
Note: Cross-section shown is taken at most constrained or complex location within the segment limits. Cross-sections for remainder of segment are subject to vary. Dimensions shown are conceptual and used for feasibility assessment only. Landscaping depicted may require the formation of a Maintenance Assessment Dristrict (MAD). Shared Travel /BikeLane Shared Travel /BikeLane CLASS III: BICYCLE ROUTES
DESIGN GUIDELINES
! At a minimum, signing should indicate the roadway
is a bicycle route, and sharrows should be provided
immediately after an intersection and at regular
intervals (250 feet minimum) along the route.
! Sharrows should be placed where bicyclists
should travel within the shared lane.
! Bicycle routes should be continuous (at least 2
miles long) and have minimal turns
! Bicycle routes should be implemented on streets
with very low traffic volumes and travel speeds.
Bicycle routes should not be considered on roadways with volumes over 3,000 ADT and speeds over 25 MPH, unless traffic volume and speed
management strategies are proposed and anticipated to achieve these thresholds. ! Bicycle boulevards should be designed to prioritize bicycles at intersections.
OTHER CONSIDERATIONS
! Sharrows not only indicate to a bicyclists where to ride in the lane, but also remind motorists that bicyclists
can be expected to be traveling in the roadway.
! Sharrow chevrons can be angled to provide route
guidance if the route makes a turn on a new roadway.
Source: Kimley-Horn and Associates
Source: KTUA
46 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
REFERENCES
California Highway Design Manual (HDM), Chapter 1000
California Manual on Uniform Traffic Control Devices (CA MUTCD), 2014, Revision 8
FHWA, Separated Bikeway Design Guide
Class IV separated bikeways, commonly referred to as cycle tracks, are on-street bicycle facilities similar to Class II bicycle lanes as they include horizontal buffer separation from vehicles. However, Class IV separated bikeways also include vertical separation with elements such as flexible posts to improve the comfort and safety of bicyclists. Class IV bikeways can be one-way or two-way facilities. Sidewalk Separated Bikeway Buffer Travel Lane Travel Lane Buffer
Separated
Bikeway
Sidewalk
Median
Travel
Lane
Travel
Lane
CLASS IV: SEPARATED BIKEWAY
Width of a one-way Class IV separated bikeway
should be 5 feet minimum, 7 feet preferred. Width
of a two-way separated bikeway is 10 feet minimum, 12 feet preferred. The width of the bikeway should not include the gutter p an.
The separated bikeway includes a vertical element
to separate bicyclists and vehicles. Vertical elements may include, but are not limited to flexible posts or similar, an inflexible barrier, on-street parking, or a raised island. When parking vehicles are used as vertical separation, the facility is commonly
referred to as a parking-protected bicycle lane.
Horizontal buffers should be provided and should
be a minimum of 2 feet, 3 feet preferred, except
where the on-street parking is provided, in which
case the minimum horizontal separation is 3’.
Separated bikeway markings should be installed at
the beginning of every block, and at regular intervals along lane. » Bicycle signals are required for Class IV separated
bikeways at most signalized intersections.
» Shifts in the bikeway alignment should use a
minimum 5:1 approach taper transition, 10:1 taper is preferred. » For two-way Class IV separated bikeway, a solid
yellow line should be installed to separate the
two directions of travel.
OTHER CONSIDERATIONS
! Raised separated bikeways should be designed to
accommodate drainage.
! Raised separated bikeways are required to transition to the roadway at intersections and driveways. ! Maintenance of Class IV separated bikeways is extremely important since entering and exiting the bikeway is limited for bicyclists.
! Two-way separated bikeway are typically installed
on stretches of roadway with few driveways or intersections.
Source: Kimley-Horn and Associates
B
C
A
D
B
C
A
D
Source: KTUA
47 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
DESIGN GUIDELINES
REFERENCES
Advisory Bike Lanes, Edge Lane Road Design Guide
FHWA, Small Town and Rural Multimodal Networks Guide
Mineta Transportation Institute (MTI), Safety Considerations for All Road Users on Edge Lane Roads Edge lane roads (ELR) are a solution for two-lane roads without enough space for separate bicycle lanes.
They grant the right of way to bicyclists and pedestrians in the striped edge lanes on a two-way motor vehicle road. Edge lanes may be used by motorists to pass approaching vehicles after yielding to bicyclists and pedestrians or if there are no bicycists or pedestrians present in the ELR. ELRs are sometimes referred to as ‘advisory bike lanes’ or ‘advisory shoulders’. However, per MUTCD, ‘bike lanes’ and ‘shoulders’ do not accommodate vehicular travel, whereas ‘edge lanes’ are intended for vehicular travel and that is why ELR is the preferred teminology.
EDGE LANE ROAD (ELR)
! Typically ELRs should be dropped 50 feet before an
intersection and a 50 feet double yellow centerline
(DYCL) should be installed at the intersection only.
Sharrows should then be added next to the DYCL.
Source: KTUA
Source: Kimley-Horn and Associates
A practical minimum width for center two-way
lanes is 10 feet. The preferred maximum width
of 16 feet allows motorists to pass within the
center lane with minimal encroachment to the
edge lanes.
Edge lanes should be 6 feet wide with a minimum width of 4 feet when parking, curbs, and gutters are not present.
! An 8 inch broken lane line of 3 feet segments and 6 feet segment gaps should be used to delineate the edge lane from the
center lane.
! Narrower center lanes contribute to traffic
calming and allow for wider edge lanes,
prioritizing bicyclists and pedestrians. Wide
center lanes should be used only when
deemed necessary.
! Edge lanes do not require signs. However,
they can include but are not limited to the
following signs:
» Two-way traffic warning signs
» No center line warning sign
» No parking on edge lane signs
B
A
A
B
OTHER CONSIDERATIONS
! Sharrows may be used in the transition area when
ELRs need to transition to a different treatment.
! Research published in 2021 involving analysis of 11
ELRs was undertaken in a joint effort between Harvard, San Jose State, and CalPoly. Over 60 million motor vehicle trips were studied over 8 years and it was found that ELRs lead to a 44% crash rate reduction.
48 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES OTHER CONSIDERATIONS
REFERENCES
NACTO, Urban Street Design Guide
NACTO, Urban Bikeway Design Guide
FHWA, Interim Approval for the Optional Use of Intersection Bicycle Boxes IA-18 Bike boxes may be used at signalized intersections to designate an area for bicyclists to wait ahead of traffic during red signal phases to increase visibility.
BIKE BOX
Typically 10 feet to 16 feet deep, and stop lines
should be used to indicate where motor vehicles should stop during a red signal.
A “No Turn on Red” sign should be used with
bike boxes to prevent vehicles from entering
the bike box area during red phase.
A bicycle symbol should be placed within the
center of the bike box where bicyclists are intended to queue.
At least 50 feet of bicycle lane should be provided on the approach to the bike box. ! Bike boxes may be appropriate at intersections of
major roadways where a separate right-turn lane is
not present. Positioning bicycles ahead of traffic can
reduce “right-hook” conflicts of turning vehicles.
! Bike boxes provide additional separation and comfort
levels for pedestrians.
! Bicyclists should only use the bike box to get ahead of vehicles during a red phase.
Source: Kimley-Horn and Associates
Source: Courtesy of Greg Ralsman
B
C
A
D
A
B
C
D
49 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Urban Bikeway Design Guide
FHWA, Interim Approval for the Optional Use of Two-Stage Boxes Bicycle Turn Boxes IA-20
DESIGN GUIDELINES OTHER CONSIDERATIONS
A two-stage bicycle turn box should be considered where bicycle lanes or protected bikeways continue to an intersection and a protected intersection is not provided. Two-stage bicycle turn boxes provide a safe space outside the path of travel for bicyclists to make a two-stage left turn at a signalized intersection from a right-side bicycle lane or protected bikeway, or a right turn from a left-side bicycle lane or protected bikeway.
TWO-STAGE BICYCLE TURN BOX
Bicycle queuing areas should be designated
with a bicycle stencil and turn arrow and bounded by a solid white line on all sides.
The queue box should be at least 10 feet long.
The queue box should be at least 6 1/2 feet wide.
Dashed bicycle lane extension marking or green
conflict markings may be used to indicate the
path of travel across the intersection.
Source: Kimley-Horn and Associates
Source: NACTO, Transit Street Design Guide
B
C
A
D
B
C
A
D
! A “No Turn on Red” sign must be installed within
jurisdictions that permit right turns on red signal
indications.
! Two-stage bicycle turn boxes should be placed in
a protected area, within an on-street parking lane,
between the bicycle lane or bikeway and the pedestrian crossing, or as a “jughandle” turn cutting in to the sidewalk space (applicable for offset of T
intersections).
! This configuration results in increased delay for
bicyclists, as they must now receive two separate
green signal indications.
! Two-stage bicycle turn boxes are typically installed
on high volume or high-speed roadways, or where
a significant number of bicyclists make left turns.
50 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
REFERENCES
NACTO, Urban Street Design Guide
Diverters are a form of volume management used to reduce or discourage through vehicle traffic on bicycle boulevards, streets with low motorized traffic volumes and speeds designed to provide priority to bicyclists or to prevent cut-through traffic on residential/local roadways. Diverters force vehicular turning movements and close road entrances to vehicles while allowing passage for bicyclists and pedestrians. Diverters can be installed in the form of channelized islands, partial road closures, median islands, diagonal medians requiring turning movements, or full road closures.
DIVERTERS
OTHER CONSIDERATIONS
! Diverter implementation should be part of a larger
strategy for traffic calming.
! Diverters and other volume management strategies
are commonly used to reduce vehicular volumes
along potential bicycle boulevards to under 1,500
vehicles per day (VPD).
! Corridors identified for diverter implementation
should have parallel alternative options for through
traffic, typically in areas with a grid street system.
Source: Kimley-Horn and Associates
Source: Silicon Valley Bicycle Coalition
A
Bicycle access should be provided via a five to six
feet minimum opening between vertical curbs. A
! Diverters should be signed appropriately to alert
drivers of emerging pedestrians and bicyclists
and modified traffic patterns.
! Diagonal, median, and forced-turn diverters
should have sufficient widths to allow single-unit
trucks to complete turning movements.
! The design of diverters should consider emergency vehicle and neighborhood access – if provided, 10 feet of clear space is required for
emergency vehicles.
51 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Urban Bikeway Design Guide
AASHO, Guide for the Development of Bicycle Facilities
Bicycle signals are used at signalized intersections to indicate an additional phase for bicyclists to navigate through the intersection without conflicting with vehicular movements. Bicycle signal heads are typically smaller than vehicular signal heads, and contain the same red, yellow and green indicators with bicycle shaped plates in front of the lenses.
BICYCLE SIGNALS
DESIGN GUIDELINES
! Typically the bicycle phase will not be on recall
for each cycle. Therefore, bicycle detection
should be installed for bicycle signals.
! Bicycle signal clearance intervals should be calculated assuming a speed of 14 feet per second. ! A bicycle signal sign should be installed to increase visibility of the bicycle signal. ! No turn on red signs should be installed if the
bicycle signal phase would conflict with a right
turn movement.
! Bicycle signals can be used to create a lead
bicycle interval ahead of the vehicle through
movement similar to a lead pedestrian interval.
! While a far-side bicycle signal is required, a
near-side bicycle signal is optional for improved visibility.
OTHER CONSIDERATIONS
! Passive detection methods such as loop or video
detection is preferred over active detection such
as push buttons so bicyclists don’t have to dismount. Push button extenders are an option for avoiding dismounting.
! Advance bicycle detection should also be considered to allow continuous bicycle through movements along a premium bicycle corridor.
Source: NACTO, Urban Bikeway Design Guide
Source: NACTO, Urban Bikeway Design Guide
52 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Bicyclists and transit often use the same travel corridors; therefore, it is important to ensure bicyclists and transit vehicles integrate safely and efficiently by providing bicyclists safe and accessible routes. Strategies such as floating bus islands, left-side bicycle lanes, and shared bus-bicycle lanes are strategies that can be implemented to eliminate or reduce the conflict zones between buses and bicycles.
BICYCLE TREATMENTS - TRANSIT
DESIGN GUIDELINES
Floating Bus Islands
Where feasible, bicycle lanes should be routed behind bus stops by constructing a floating Bus Island, a dedicated waiting area that improves accessibility for
transit passengers and bicyclists by creating an area
separated from the sidewalk by a bicycle path or bicycle lane. This design may be used at locations where the transit vehicle may stop in a travel lane. Separating bicycles from bus flow also eliminates “leapfrogging”
which improves bicyclist comfort and bus operating
speeds.
! The loading area is typically 8 feet wide by 5 feet
long at a minimum. The loading area must at least
span the length of the front door and rear door of
a typical bus, but may be longer at high capacity
stations to accommodate people waiting.
! Bus islands must be designed to a height that permits accessible boarding ! The bicycle facility may be at street level or raised to sidewalk level. If raised, there should be some
delineation such as pavement markings or paving
materials to differentiate the two spaces.
! Pedestrian crossings should be provided in the
bicycle lane with yield lines to indicate bicyclist
must yield to pedestrians.
! Shelters should be located at least 10 feet from
crosswalks over the bicycle lane to allow visibility
between people on bicycles and people exiting
the island.
Left-Side Bicycle Lanes
Left-side bicycle lanes are typically installed on one-way streets or two-way median divided streets that have frequent bus stops or truck loading zones on the right side. ! Bicycle lanes located on the left side of the street minimize bicycle-transit conflicts. ! Conventional bicycle lane design guidelines apply to
this treatment.
! Signage should accompany left-side bicycle lanes to clarify proper use by bicyclists to reduce wrong-way riding. ! A “Yield to Bikes” sign should be installed in advance of and in conjunction with a left turn lane to reinforce that bicyclists have the right-of-way going through
the intersection.
Source: NACTO, Transit Street Design Guide
Source: San Francisco Bicycle Coalition
53 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Urban Bikeway Design Guide
NACTO, Transit Street Design Guide
FHWA, Separated Bike Lane
Better Market Street SF, Best Practices – Transit and Bicycle Integration MassDOT, Separated Bike Lane Planning & Design Guide
BICYCLE TREATMENTS - TRANSIT
OTHER CONSIDERATIONS
! Floating bus islands are the preferred treatment for
bus and bicycle lane conflict zones, however, constrained roadway widths will not always be able to accommodate this treatment.
! Consider left-side bicycle lanes on one-way streets
with high parking turnover, rush hour parking restrictions, high volume of right turn movements, or on streets where traffic enters into an add lane on the
right-hand side, as from a freeway off-ramp.
! Colored pavement may be used along the facility to
draw attention to the unique function of the lane, or
within conflict areas for increased visibility of bicyclists.
Source: NACTO, Transit Street Design Guide
Shared Bus-Bicycle Lanes
Shared bus-bicycle lanes can accommodate both
bicyclists and buses on low speed streets with moderate bus headways. On streets without dedicated bicycle infrastructure, curbside bus lanes may be appropriate for bicycle traffic. ! Pavement markings should include a solid white
line and ‘BIKE BUS ONLY’ marking.
! Buses must operate on the right side of the lane
and pull to the curb at stops when possible.
! Install signs permitting buses and bicycles and
excluding other traffic
! Typical width of a shared bus-bicycle lane is 11
feet for offset lanes, and 12 feet for curbside lanes.
! Sharrow pavement markings should be placed
in the center or left side of the lane.
Source: KTUA
54 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
REFERENCES
FHWA, Bicycle Safety Guide and Countermeasure Selection System California Manual on Uniform Traffic Control Devices (CA MUTCD), 2014, Revision 8, Part 9
MassDOT, Separated Bike Lane Planning and Design Guide
Roundabouts need to be designed to be able to accommodate bicyclists and pedestrians. There are many ways to accommodate bicyclists at roundabouts including:
» Shared-use (in-road) - bicycle lanes will end just before the roundabout and allow bicyclists to merge with traffic, » Shared-use (sidewalk) - bicycle ramps may be provided so that bicyclists can share the sidewalk and travel through the pedestrian crosswalks, or
» Separated facility - separated bikeways can be provided adjacent to the roundabout, allowing a continuous path along the roadway.
BICYCLE TREATMENTS - ROUNDABOUT
DESIGN GUIDELINES
! A well-designed roundabout should have
proper operating speeds in order for bicyclists
to maneuver through the roundabout comfortably in mixed traffic. ! Bicycle lanes should stop at least 100 feet before the crosswalk if provided, if there are no crosswalks provided at least 100 feet before the
yield line. Bicyclists would either merge into the
travel lane or use a bicycle ramp at this point.
! If bicyclists are expected to merge into the
travel lane, sharrows should be provided at
the merge point. Sharrows should be provided
within the circulatory lane of the roundabout.
! Separated bikeways can continue along the
side of the of the roundabout with crossings
that are similar and sometimes adjacent to
pedestrian crosswalks.
! Motorists approach the crossings at a perpendicular angle, maximizing visibility of approaching bicyclists.
OTHER CONSIDERATIONS
! Single-lane roundabouts provide safety, and operational benefits of a roundabout with a smaller footprint and lower cost and have higher yielding rates than multilane roundabouts.
! Multilane roundabouts tend to have higher vehicle
speeds and create more conflicts between bicycles,
pedestrians, and vehicles.
Source: Adapted from MassDOT Separated Bike Lane Planning and Design Guide Source: KTUA
1 1
2 2
3 3
3 4
4 4
5 5
6 6
6 6
Bicycle Crossing
Yield Lines
Bicycle Stop Line or Yield Lines
5 ft. Curb Radius
Channelizing Island
Bicycle/Pedestrian Warning Sign
55 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Urban Bikeway Design Guide Source: SFMTA
Mixing zones, also referred to as combined bicycle lane/turn lanes are designated areas in which turning motorists are required to merge with bicyclists in advance of an intersection or driveway. Mixing zone treatments are installed to establish a defined merge space, limit bicyclists exposure to vehicles, and provide guidance for both users. Many treatments require a buffered bicycle lane or protected bikeway to transition into a shared use lane or merging zone.
MIXING ZONES
DESIGN GUIDELINES
! A Mixing zone should be clearly defined using
flex posts, warning signs, pavement markings,
or pavement coloring.
! A buffer space should be considered before
the mixing zone area to increase reaction time
before a maneuver.
! Minimizing entrance speed into the mixing
zone can be accomplished by limiting the
merge area and allowing a smaller turn pocket.
! On-street parking should be prohibited 30 feet
to 50 feet prior to the mixing zone.
! Bicycle lane markings or sharrows should be
used to indicate the ideal position of the bicyclists through the mixing zone. If a bicycle lane is provided within the shared lane, the minimum width of the bicycle lane should be 4 feet.
OTHER CONSIDERATIONS
! Mixing zones are not generally favorable over a
protected intersection design but may be a design
alternative if space is limited.
! A mixing zone may not be recommended for a location that experiences high vehicular right-turn volumes.
! Mixing zones may not be appropriate in locations
where there are two-way bicycle lanes or contraflow
bicycle lanes.
Source: NACTO Urban Bikeway Design Guide
56 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
REFERENCES
NACTO, Transit Street Design Guide
APBP, Essentials of Bike Parking: Selecting and Installing Bike Parking that Works The availability, location, and design of bicycle parking is essential to a successful multi-modal transportation system. Well-designed bicycle parking has the benefit of both preventing theft and creating an orderly appearance to sidewalks and building sites. The availability of bicycle racks that are conveniently located and functional make the overall experience of bicycling more enjoyable. The most common types of bicycle parking are the inverted U-rack and the post and ring rack. Bicycle lockers and secure shelters provide long-term bicycle parking options.
BICYCLE PARKING
OTHER CONSIDERATIONS
! Bicycle parking should be easily accessible from
the street and protected from motor vehicles.
! Racks should be installed in an area visible to passers-by to enhance security and comfort of use. ! Bicycle parking should not block access to buildings.
DESIGN GUIDELINES
Bicycle Racks
! Racks should allow the frame and one or both
wheels to be secured.
! Racks should be spaced appropriately from curbs,
building walls, and other racks to allow ease of
access and use of both sides of the rack. Minimum
of 3 feet spacing between racks, 2 feet from edge
of sidewalk, with at least 4 feet of unobstructed
sidewalk space.
! Various designs of bicycle racks may be used if
they provide the same level of security, with the
“inverted “U” style being one of the most simple
and effective.
Bicycle Corrals
! Corrals can be used where sidewalk space is limited
and bicycle activity is strong (e.g., downtown areas).
! On-street parking spaces may be used as a bicycle parking corral, which can accommodate 8 to12 bicycles.
Bicycle Lockers
! Bicycle lockers provide long-term parking with
increased security, and are typically installed at
park-and-ride or transit stations.
! Bicycle lockers can be metal boxes with individual
keys, a room with residential or employer access,
or a secure enclosure within a parking garage.
Source: Adapted from the NACTO Urban Bikeway Design Guide 1 1
2 2
3 3
Pedestrian zone clear of obstructions
Bicycle parking
Additional bike parking within 50 feet of bus stop
57 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
FHWA, Road Diet Informational Guide
FHWA, Road Diet Case Studies
A road diet is a design technique that involves changing the cross-section of a roadway by reducing the number of vehicle travel lanes available and reallocating roadway space for other travel modes or uses. Improvements can include physical changes to the cross-section geometry or restriping of the roadway. Road diets are often used as a traffic calming measure that enhance the pedestrian and bicycle environment.
ROAD DIETS
DESIGN GUIDELINES
! The most common design change involved with
a road diet typically includes the implementation
of a striped two-way left-turn lane. A dedicated
left-turn lane can reduce operating speeds and
decrease the number of travel lanes required to
cross during a left-turn movement.
! Roadway space gained during a road diet can be
allocated to bicycle lanes, pedestrian sidewalks, onstreet parking, or shoulder space, among other uses. ! Roadways with less than 15,000 ADT are typically
good candidates for a four- to three-lane road diet
when adjacent to shared use paths. Roadways
with ADT’s between 15,000 and 20,000 are good
candidates for a feasibility study to determine if
a 4- to 3-lane Road Diet could be implemented.
Road diets have been implemented on roadways
with up to 24,000 ADT.
OTHER CONSIDERATIONS
! Road diets typically result in dedicated space for bicyclists, more separation between vehicles and pedestrians, and shorter crossing distances for pedestrians. ! The implementation of a road diet may reduce the
available road capacity because of the reduced
number of travel lanes; however, if an undivided
roadway had no prior designated left-turn lanes the
capacity reduction may not be drastic since previous
left-turn movements may have caused congestion.
! Traffic volume, vehicle speed, number of collisions,
transit stops, and accessibility may all be factors
to consider when determining the feasibility of a
road diet.
! The quality of service provided by a road should
be assessed by bicyclist, pedestrian, transit user,
and driver experience.
Source: FHWA, Road Diet Case Studies
Source: FHWA, Road Diet Case Studies
58 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
A protected intersection is a specific intersection treatment that limits the conflict zone by separating motor vehicles, pedestrians, and bicyclists. Dedicated Intersections provide dedicated paths for bicyclists through the intersection when there is not sufficient space for a full setback, as created in Protected Intersections. Both protected intersections and dedicated intersections are most commonly found on streets with buffered or separated bicycle facilities.
PROTECTED/DEDICATED INTERSECTIONS
Protected Intersections
The bikeway setback dimension determines most
other dimensions of the protected intersection. A
setback of 14 feet to 20 feet is preferred, with a minimum of 10 feet. Setbacks smaller than 12 feet may require longer clear distances and speed reduction
strategies. The setback increases the visibility of pedestrians and bicyclists due to the angle at which a vehicle approaches the crossings, and allows a turning vehicle to yield to a pedestrian or bicyclists and queue without blocking through traffic.
Corner island radii should discourage passenger vehicles from turning at faster speeds than 10 mph – this is typically accomplished with a 10 to 20 foot
curb radius.
Bicycle queue areas must be at least 6 1/2 feet deep,
but 10 feet dimensions are desirable.
! No stopping zones should be long enough to
provide visibility for both bicyclists and drivers –
in many cities, this zone is 20 feet to 30 feet long.
! Signage and/or pavement markings to designate right-of-way and proper yielding for vehicles and bicyclists is desired.
Source: Kimley-Horn and Associates
! A protected intersection must design corner radii
and vertical features considering selected design
(largest typical vehicle user), control (largest infrequent vehicle user), and managed (most common vehicle user) vehicles. A mountable apron or device may be desirable.
Dedicated Intersections
! Vertical elements are recommended for use in the
buffer.
! Dedicated intersections can be paired with leading bicycle and pedestrian interval traffic signal movements to increase safety and reduce bicycle
– vehicle conflict.
! Buffer markings can help maintain a safe distance
between vehicles and bicyclists. Buffer markings
are recommended to be 2 feet to 4 feet wide.
B
C
A
B
C
A
59 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
PROTECTED/DEDICATED INTERSECTIONS
OTHER CONSIDERATIONS
! Protected/dedicated intersections can be paired
with existing bicycle/pedestrian strategies to create seamless movement through intersections for all users.
! Protected/dedicated intersection designs work
best when both intersecting roadways provide
bicycle lanes or separated bikeways.
! Vehicle setbacks are typically much longer at
protected and dedicated intersections than conventional intersections. ! If a dedicated right turn lane is required due to
high turning movement volumes, a protected
turn signal phase is recommended.
! Traversable separation, meaning flush buffers,
should be considered to allow riders the option to
exit the bicycle lane upstream of an intersection.
! Protected intersection elements may not always
be feasible at all approaches to an intersection,
and can be implemented on some intersection
legs and not others.
REFERENCES
NACTO, Don’t Give Up at the Intersection
Source: NACTO, Don’t Give Up at the Intersection
Source: NACTO
60 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Pedestrian
For the purpose of increasing safe and comfortable
active transportation for pedestrians, this section
provides design guidelines and considerations for:
! Traffic Calming
! Curb Extensions/Pedestrian Bulb-outs
! Median Refuge Islands
! Rectangular Rapid Flashing Beacons (RRFB)
! Pedestrian Hybrid Beacons (PHB)
! Leading Pedestrian Interval (LPI)
! Pedestrian Scramble
! Pedestrian Realm
Traffic calming is a way to promote responsible motorist behavior and safe driving speeds through street design without relying on traffic control devices such as signals, signs or police enforcement. If implemented correctly, these design strategies can reduce the number and severity of crashes, as well as noise level for adjacent land uses.
The traffic calming strategies should be predictable and easy to understand by all road users.
EXISTING R/W (TYP)
LÍMITE DE PROPIEDAD EXISTENTE (TÍPICO)
NEIGHBORHOOD TRAFFIC CIRCLE
CÍRCULO DE TRÁFICO VECINAL
TRAFFIC CALMING
DESIGN GUIDELINES
Neighborhood Traffic Circles
! Neighborhood traffic circles are raised or delineated islands placed at intersections that reduce vehicle speeds by narrowing turning radii, narrowing the travel lane, and, if planted, obscure the visual corridor along the roadway. Islands can
consist of raised medians or can be a combination
of striping and low-cost vertical separation devices such as flexible delineators. ! A mountable curb may be installed along the
outer portion of the circle to accommodate larger
vehicles going through the intersection (e.g., fire
truck or moving van).
! Traffic Circles are considered a horizontal deflection measure. Without adequate deflection, motorists can pass through the traffic circle without lowering vehicle speed.
Source: Kimley-Horn and Associates
Chicanes
! Chicanes are a series of raised or delineated curb
extensions or edge islands on alternating sides of
a street forming an S-shaped travel way.
! Curb extensions and edge islands should be tapered at 45 degrees. ! Edge lines should be marked to designate the
travel lane.
! Chicanes may require drainage design, and may
have a 1 foot to 2 feet gap from the curb to resolve
drainage issues.
! Signing may be used to alert drivers of a downstream shift in the roadway alignment. ! Chicanes often require parking removal, but may
allow for public space and street activation.
62 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
REFERENCES
FHWA, Traffic Calming Countermeasures
NACTO, Urban Street Design Guide
APA, U.S. Traffic Calming Manual
TRAFFIC CALMING
Raised Intersections
! Raised intersections involve elevating an entire
intersection to the level of the adjacent sidewalk
and ramping each approach to the intersection.
The raised portion is the width of the intersection
and should extend 10 feet to 15 feet on each leg.
! Signing may be added to encourage vehicles to
slow down and yield to pedestrians.
! Tactile warning strips should be added at edges to
enable site impaired people to detect the crossing.
! Raised Intersections can be built with a variety of
materials including asphalt, concrete or pavers.
! The crosswalks on each approach are also elevated as part of the treatment, to enable pedestrians to cross the road at the same level as the sidewalk.
! Bollards or other vertical separation device should
be installed at the intersection corners to prevent
vehicles from driving onto the sidewalk.
OTHER CONSIDERATIONS
! Successful implementation often involves local
neighborhood participation to best identify issues
and educate users on the intent of the new design.
! A variety of techniques may be used together and are
typically most effective when spaced appropriately
throughout an entire roadway length.
Source: NACTO, Urban Street Design Guide Source: NACTO, Urban Street Design Guide 63 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
DESIGN GUIDELINES
REFERENCES
NACTO, Urban Street Design Guide
Bulb-outs (also known as curb extensions) are extensions of the curb line at intersections and mid-block crossings that reduce pedestrian crossing distance, increase pedestrian visibility, and reduce vehicle travel speeds by narrowing the roadway width and reducing curb radii. Bulb-outs can also provide extra space along sidewalks for users and amenities, such as street furniture, benches, plantings, and trees.
CURB EXTENSIONS / PEDESTRIAN BULB-OUTS
Bulb-outs extend approximately the width of a
parked car (minimum 6 feet from the curb).v
The minimum length of a Bulb-out is the width of
the crosswalk, allowing the curvature of the Bulbout to start after the crosswalk to deter parking.
Preferably the Bulb-out would extend to the advance stop bar, or to the parking minimum setback. » The length of a Bulb-out can vary depending on
the intended use (i.e., stormwater management,
transit stop waiting areas, parking restrictions).
OTHER CONSIDERATIONS
! Streets with on-street parking lanes or wide outside travel lanes are particularly appropriate for Bulb-outs.
! Design should consider the turning needs of
emergency and larger vehicles.
! Design should consider grading and drainage.
! Bulb-outs can be installed at intersections or midblock crossing locations.
Source: Kimley-Horn and Associates
Source: Deeproot
A
B
A
B
64 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
REFERENCES
NACTO, Urban Bikeway Design Guide
Median refuge islands provide vertical protection for pedestrians crossing two directions of travel, allowing pedestrians to cross a two-way street one direction at a time. The refuge island reduces the crossing distance for pedestrians, reduces exposure to vehicle traffic, and can also serve as a traffic calming treatment. They can be located at intersections or mid-block locations.
MEDIAN REFUGE ISLANDS
Minimum width is 6 feet, but 8 to 10 feet is preferred.
Minimum clear width through the island is 6 feet
but 10 to 12 feet is preferred.
Minimum length along roadway for vertical protection is 20 feet.
Design must meet ADA requirements.
» Pavement markings should follow CA MUTCD
Source: Kimley-Horn and Associates
Source: PedBikeSafe
A
B
C
D
A
B
C
D
OTHER CONSIDERATIONS
! Median refuge islands may be used to connect routes
at an off-set intersection.
! Additional strategies such as curb extensions, RRFBs, and advance signing should be paired with refuge
islands depending on speeds and traffic volumes.
! This treatment can be beneficial for bicycles by providing a desirable width of a median refuge of 10 feet or greater with an area large enough to accommodate
two-way bicycle travel.
! This treatment is recommended where pedestrians and
bicyclists cross streets with higher volumes and higher speeds, particularly at unsignalized intersections.
65 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
DESIGN GUIDELINES
REFERENCES
NACTO, Urban Bikeway Design Guide
FHWA, Safety Effects of Marked Vs Unmarked Crosswalks at Uncontrolled Locations
California Manual on Uniform Traffic Control Devices (CA MUTCD), 2014, Revision 8
FHWA, UrInterim Approval for the Optional Use of Pedestrian-Actuated Rectangular Rapid-Flashing Beacons at Uncontrolled Marked Crosswalks IA-21
Rectangular rapid flashing beacons (RRFB) are user-actuated flashing lights incorporated into pedestrian warning sign assembly that increase driver awareness of a pedestrian crossing at unsignalized intersections or mid-block locations.
RECTANGULAR RAPID FLASHING BEACONS (RRFB)
Advance yield lines should be installed 20 to 50 feet
in advance of the crosswalk
Advance warning signs should be installed in conjunction with the advance yield line Sign and beacon should be Installed on both sides
of the roadway at the edge of the crosswalk. If there
is a pedestrian refuge or other type of median, an
additional beacon should be installed in the median
» Design in accordance with FHWA’s Interim Approval 11 (IA-21) Source: Kimley-Horn and Associates
Source: Texas A&MTransportation Institute
A
B
C
A
B
C
OTHER CONSIDERATIONS
! RRFB’s are usually implemented on collectors and arterials with high volumes of pedestrians and bicycles. ! RRFBs should not be installed at stop-controlled
or signalized intersections.
! Increases yielding behavior of drivers at crosswalks when supplementing standard pedestrian crossing signs.
! Walk time for RRFBs can be calculated based on 3
1/2 feet per second.
! RRFB systems are typically solar-powered.
66 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
REFERENCES
NACTO, Urban Street Design Guide
FHWA, Pedestrian Hybrid Beacon Guide Recommendations and Case Study FHWA, Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations publication California Manual on Uniform Traffic Control Devices (CA MUTCD), 2014, Revision 8
Pedestrian hybrid beacons (PHB), including the high-intensity activated crosswalk beacon (HAWK), are a type of user-actuated signals that allows pedestrians and bicyclists to stop traffic to cross high-volume arterial streets. This type of signal may be used in lieu of a full signal that meets any of the traffic signal control warrants in the MUTCD.
It may also be used at locations which do not meet traffic signal warrants but where assistance is needed for pedestrians or bicyclists to cross a high-volume arterial street.
PEDESTRIAN HYBRID BEACONS (PHB)
Stop bars or yield lines should be installed in both
directions 20 to 50 feet in advance of the crosswalk.
! Advance warning signs should be installed
in conjunction with the advance stop bar.
! Use signal activation, such as video or
infrared detection. Detection can be active
or passive.
R10-23 signs should be installed only in conjunction with PHBs (see the CA MUTCD).
OTHER CONSIDERATIONS
! MUTCD recommends minimum volumes of 20
pedestrians or bicyclists an hour for major arterial
crossings (volumes exceeding 2,000 vehicles/hour).
! A PHB is typically installed on roadways with higher vehicle speeds or volumes than an RRFB. See FHWA’s Safety Effects of Marked Versus Unmarked
Crosswalks at Uncontrolled Locations publication
and the MUTCD to determine warrants for traffic
control at midblock crossings.
! PHBs should be installed at least 100 feet from an
existing signalized intersection. If installed within
a coordinated signal corridor, the PHB should be
installed in coordination.
Source: Kimley-Horn and Associates
Source: KTUA
A
A
B
B
67 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Urban Street Design Guide
A leading pedestrian interval (LPI) is a technique used to allow pedestrians to enter the intersection prior to vehicular traffic. Additional walk time is added to the start of the pedestrian phase, while the red phase for vehicular traffic remains in place. The additional time increases pedestrian visibility by allowing pedestrians to establish their position in the crosswalk ahead of the turning traffic.
LEADING PEDESTRIAN INTERVAL (LPI)
DESIGN GUIDELINES
! Provide enough time for pedestrians to cross at least one lane of traffic before the turning traffic is released.
This typically results in a 3-7 seconds of lead time, depending on the total crossing distance. ! Pairing Leading Pedestrian Interval’s with other pedestrian treatments, such as bulb-outs, increase their effectiveness and reduces vehicle delay at intersections.
Source: NACTO Urban Street Design Guide
Source: CalTrans Complete Streets Element
OTHER CONSIDERATIONS
! Typical use at intersections with high volumes of
pedestrians and conflicting turning vehicles and
locations with a large number of pedestrians who
walk slower.
! LPIs also improve safety at intersections where
left-turning vehicles yield to on-coming traffic
prior to making a left turn.
! LPIs are relatively low in cost and only require minor adjustments to signal timing. ! LPIs can be paired with leading bicycle intervals (LBI). ! LPIs are not needed where there are protected
right or left turns.
68 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
REFERENCES
NACTO, Designing Cities 2017
StreetsBlog LA, Crosswalks Debut At Hollywood And Highland The pedestrian scramble intersection temporarily stops all approaches of vehicle traffic, allowing pedestrians to simultaneously cross all legs of the intersection, including diagonally. The pedestrian scramble may be used when an intersection experiences high pedestrian volumes, when there is a high volume of turning vehicular traffic through any crosswalk, and/or when there is a history of collisions involving turning vehicles and pedestrians.
PEDESTRIAN SCRAMBLE
Pair with signage declaring that vehicles must
not block intersection
! The exclusive pedestrian phase should correspond with the diagonal crossing distance. ! Pedestrian phases should not be allowed
during any vehicle phases.
! Provide crosswalks and pedestrian striping
to clearly designate the diagonal crossings.
! Pair with large refuge spaces and bulb-outs
to provide safe staging area for high volumes of pedestrians.
OTHER CONSIDERATIONS
! A pedestrian scramble can reduce the pedestrian
crossing time and exposure.
! A pedestrian scramble traffic signal movement
can cause larger vehicle and pedestrian queues
and delays.
! A pedestrian scramble should be installed where
intersecting roadways have similar roadway widths.
Source: NACTO Designing Cities 2017 (City of Los Angeles) Source: StreetsBlog LA
A
A
69 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024 The pedestrian realm is the area within a streetscape that is designed for pedestrian use but includes more than just the sidewalk. Pedestrian realm design is an approach to supporting multiple functions of the space between the street and property line. Sidewalks are the canvas for pedestrian realm design, which plays a critical role in the character, function, enjoyment, and accessibility of neighborhoods, main streets, and other community destinations. In addition to providing space for pedestrians separated from motor vehicles, street trees and other plantings, stormwater infrastructure, street lights, and bicycle racks offer places for people to gather, stroll, shop and eat, etc.
PEDESTRIAN REALM
Source: NACTO Urban Street Design Guide
DESIGN GUIDELINES
There are four primary zones that typically make up an active pedestrian realm: Frontage Zone, Pedestrian Through Zone, Street Furniture/ Curb Zone and Enhancement Buffer.
Frontage Zone
! The frontage zone is space adjacent to building.
! May be occupied by front porches, stoops, architectural features, displays, café seating, etc. ! Frontage zones vary in width from a few feet
to several yards. Typically, in downtown and
commercial areas, the frontage zone should
be anywhere between 2 1/2 to 10 feet.
Pedestrian Through Zone
! The pedestrian through zone is the obstacle-free area for pedestrian travel. ! Must be kept clear of any obstacles and be
wide enough to comfortably accommodate
expected pedestrian volumes including
those using mobility assistance devices.
! Ideally 5 to 7 feet for a residential setting and 8
to 12 feet wide for downtown or commercial
areas, or areas with high pedestrian volumes.
Street Furniture/ Curb Zone
! The street furniture/ curb zone area is between
curb and through zone.
! The area between the curb and the pedestrian
zone and may include street lights, trees, bicycle racks, parking meters, signposts, signal boxes, benches, trash and recycling receptacles, and other elements.
! Typically 2 to 6 feet depending on street classification.
Enhancement Buffer Zone
! The enhancement buffer zone is space adjacent
to curb.
! Dedicated space for curb extensions, parklets,
stormwater management features, parking, bicycle racks, bicycle share stations, and curbside bicycle lanes or cycle tracks.
! Refer to curb extensions, parklets, bicycle parking, and stormwater management strategies for more details.
A
B
C
D
A B C D
70 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
REFRENCES
NACTO, Urban Street Design Guide
PEDESTRIAN REALM
OTHER CONSIDERATIONS
! Providing the 4 zones of the pedestrian realm:
» Creates a vibrant streetscape with active uses
adjacent to the street.
» Promotes a lively street environment and
adds economic value by enabling private
commercial activity to spill into the public
environment of the street.
» Provides attractive elements such as landscaping
and/or rain gardens that collect storm water
runoff from adjacent roads and sidewalks.
! Pedestrian realms with all four zones are typically
found in commercial corridors with high pedestrian volumes, mixed use developments, and high-density residential areas.
Source: KTUA Source: Kimley Horn and Associates
71 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024 Emerging
Technologies
Emerging technologies in active transportation
help encourage bicycling, walking, and promote the
overall use of non-motorized modes of mobility. They
enhance public health, strive to be accessible, and aid agencies towards achieving sustainability goals
This section provides design guidelines and
considerations for some emerging technologies such
as:
! Curbside Management
! Neighborhood Electric Vehicles (NEV)
! Mobility Hubs
! Green Infrastructure
! Transportation Network Companies (TNCS)
! Parklets/Pocket Parks
! Shared Micromobility
Curbside management seeks to inventory, optimize, allocate, and manage curb space to maximize mobility and access for the wide variety of curb demands and users. It is fundamentally about creating an organization scheme that improves mobility and safety for all while allowing the curb space to remain flexible. Potential users of the curbside include: drivers (both Transportation Network Companies (TNC) and non-TNC), parked vehicles, electric vehicle (EV) charging, bicycles and bicycle infrastructure, pedestrians and crossing infrastructure, couriers and delivery vehicles, local businesses, mobile vendors, transit and transit infrastructure, ADA access, emergency services, taxis, shuttles, parklets, and streetscape.
3 use. Planning and outreach, combined with rigorous
before-after studies, can build the business case for
reducing the number of metered parking spaces, and
the neighborhood case in favor of increased transit
reliability.
Across a wide range of cities and land use contexts,
arrival-mode surveys show that transit delivers many
times more people to streets and businesses than
do private cars. Arrival-mode surveys are a form of
intercept survey that asks how people arrive at local
businesses or to the street in general—walking, transit, biking, taxi, or private car—and whether car arrivals
were dropped off, parked directly on the street being
studied, or parked on a different street.9
In Los Angeles,
merchants on Cesar Chavez Street estimated 36% of
arriving patrons used cars and none arrived by transit; that “residential” unpaid parking on nearby streets is
already supporting the business street, building a case for metering the parking on cross-streets.
Before-after data on sales tax receipts of local
businesses make a compelling case for the benefits
of bus improvements to businesses. On Fordham
Road in the Bronx, NYC DOT replaced curbside
metered parking lanes with full-time bus lanes in both
directions, a dramatic change. An intensive study of
local business tax receipts demonstrated that business
increased 71% on the corridor, in comparison to 38%
for comparable streets.14 These findings provided
support for a large program of bus priority projects that continue to change major commercial streets in New
York City.
Different curbside uses have varying abilities to draw people to an area and to support nearby businesses
LOADING ZONE
20 deliveries/
day supporting
$10,000 in daily
sales per block
BUS STOP
1,000 riders/day
PARATRANSIT
& ACCESSIBLE
LOADING
Serving 19% of
the US population5
PASSENGER
DROP-OFF ZONE
100 passengers/day
METERED
PARKING SPOT
15 vehicles/day6, 7, 8
o make
are
e reliable
followed
eries,
ructure,
parking.
ct
isions
ion that
iven by
s based
s in front
o-parking
sidential
primary
ties to
ause
much to
on
n streets is
n Seattle
od
nsit
ften find
herwise
it-and
ons,
r loading
bus
e curb
s such as
up and
s, and PARKLET
100 visitors/day
10–20% revenue
boost to nearby
businesses4
FOOD TRUCK
150 meals/day
$800–1800
income/day3
BIKE SHARE
STATION
40 riders/day2
assurances of policy support in making the
case for localized curbside changes that support
transit.1
Modal Plan Priorities
Access for Commerce
Access for People
Public Space Activation
Greening
Private Vehicle Storage
Ranked Priority
Commercial or Mixed-use Areas
Industrial Areas
Residential Areas
1 2
3 4
5 6
1 3
2 6
4 5
1 2
3 5
6 4
CURBSIDE MANAGEMENT
CURBSIDE TREATMENT STRATEGIES
Pricing Strategies
! Metered parking
! Multispace parking meters or pay-by-phone parking
! Time-of-Day Parking Pricing
Corridor Types
! Transit priority corridors
» Dedicated transit lanes
» Bus queue jumps
» Enhanced transit stops
! Bicycle priority corridors
» Protected bikeways
» Bicycle and shared mobility device storage
Pedestrian Priority Corridors
» Curb extensions
» Wider sidewalks/enhanced sidewalks
» Parklets
» Seating
Source: NACTO Parking and Curbside Management
Curbside Designated Zones
! Loading zones
! Freight loading zones
! Taxi stands
! Vending zones
! Car share zones
! Flex zones – areas that can be used to serve different purposes including:
» Multiple functions served simultaneously in
the same space
» Different functions served at different times in
the space through time-of-day restrictions
» Multiple functions served simultaneously in
different spaces along the road
District-Wide Policies
! No-parking districts
! Permit parking
73 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
ITE Curbside Management Practitioners Guide
NACTO Parking and Curbside Management
International Parking & Mobility Institute The Parking Professional’s Curbside Manage (May 2019)
International Transport Forum The Shared-Use City: Managing the Curb
CURBSIDE MANAGEMENT
IMPLEMENTATION STRATEGY
! Inventory existing conditions. Complete a
detailed assessment of how curb space is currently
utilized and managed by conducting the following:
» Review of existing policies or codes which may
impact curb space utilization
» Perform field observations to identify key existing curbside users, use, and restrictions » Determine any obvious needs or opportunities
! Identify land use and activity considerations to develop modal prioritization of space. Identify critical uses for the right-of-way on
a corridor-by-corridor or even block-by-block basis such as mobility, access for people, activation, greening, and storage for vehicles or equipment.
Modal prioritization may vary by time of day for
certain corridors and contexts.
! Identify appropriate treatment alternatives.
Select treatment alternatives based on which rightof-way functions and transportation modes would like to prioritize at curb space location(s).
! Assess and present alternatives for public
feedback. Evaluate selected treatment alternatives to determine both their anticipated efficiency and impact on each right-of-way function and user
relative to existing conditions. Consider looking at
qualitative or quantitative metrics such as VMT, levels of street traffic, and walk/bike score. Consider creating a stakeholder advisory group comprised of
both public and private representatives to provide
feedback and guidance on potential treatments.
Source: ITE Curbside Management Practitioners Guide
! Refine and implement treatments. Refine selected treatments to establish a final preferred alternative. Develop a plan for the preferred alternative that uses either an accelerated “quick build” method
or standard design development process.
! Monitor and evaluate performance of implemented treatments. Monitor implemented treatment/strategy for effectiveness in meeting project or agency goals. Consider measures of effectiveness listed in ITE Curbside Management Practitioners Guide. 74 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Neighborhood electric vehicles (NEVs) offer a low speed, zero-emission motorized travel option. A vehicle is classified as a NEV or “low-speed vehicle” if it is a four-wheeled motor vehicle with top speeds of 20 to 25 mph. NEVs can carry up to six passengers.
Note: The California’s Department of Motor Vehicles (DMV) provides additional requirements for a vehicle to be classified as a NEV. These requirements include registration, conforming VIN, and gross vehicle weight rating.
NEIGHBORHOOD ELECTRIC VEHICLES (NEV)
NETWORK DESIGN CONSIDERATION
! NEVs can only operate on any roadway with posted
speed limits of 35 mph or less unless a NEV plan is
adopted. Per state legislation, a NEV plan is needed
to operate NEVs and other low-speed vehicles on
streets that have posted speed limits above 35 mph.
California AB-61 allows County of Riverside or any of
its jurisdictions to develop a NEV Transportation Plan. ! An adopted NEV Transportation Plan may prohibit
NEV operation on any roadway and allow operation
of NEVs in separate lanes on roads with posted limits
of 40 mph or greater. NEV lanes for the NEV Transportation Plan are classified as the following:
» Class I NEV routes provide for a completely separate right-of-way for the use of NEVs » Class II NEV routes provide for a separate striped
lane adjacent to roadways with speed limits of 55
miles per hour or less
» Class III NEV routes provide for shared use by
NEVs with conventional vehicle traffic on streets
with speed limits of 35 mph or less
Source: Kimley-Horn and Associates Source: CA MUTCD
! NEVs can cross intersections that have a speed
limit above 35 mph, if the crossing begins and
ends on a road of 35 mph or less and occurs at an
intersection of approximately 90 degrees. Vehicles
cannot travel at uncontrolled intersection with any
state highway unless that intersection has been
approved by the agency with primary responsibilities for that crossing (e.g., Caltrans). ! A road network for NEVs should be designed
for continuous, direct, and relatively flat routes
throughout a City. An efficient NEV network
should be designed to provide as direct a route
as possible to employment centers, retail centers,
and other points of concentrated activity.
! Dedicated paths that accommodate NEVs can
be considered in newer, lower-density suburban
communities where road widths or adjacent
greenspace permit them. They must be at least 9
ft wide to allow for unidirectional travel, and 18 ft
wide for bi-directional travel.
! NEVs can operate in dedicated on-street lanes
(including bicycle lanes) if these lanes are at least
7’ wide and signing and/or pavement marking
indicates NEVs are allowed.
75 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
Neighborhood Electric Vehicle(NEV)/Low-Speed Vehicle (LSV) And Golf Cart Registration (FFVR 37) by California Department of Motor Vehicles (DMV) California Streets and Highways Code, Division 11 (Rules of the Road), Chapter 1.
Assembly Bill No. 61, California Legislation.
National Highway Transportation Safety Administration (NHTSA) AARP, Public Policy Institute Policy and Design Considerations for Accommodating Low-Speed Vehicles and Golf Carts in Community Transportation Networks
NEIGHBORHOOD ELECTRIC VEHICLES
OTHER CONSIDERATIONS
! Recommended for local trips in self-contained
areas such as planned communities, resorts,
college campuses, and industrial parks.
! Parking, charging stations, striping, signs, and
educational tools should be provided.
! On-street parking may be repurposed for NEV
lanes or charging spaces.
! Transit station parking lots that have space for
NEVs also should provide charging facilities. At
busy transit parking lots, planners will have to
consider how many NEV spaces with charging
stations to install, whether to limit parking
hours for charging, and how to regulate pricing.
Source: Bennett Engineering
Source: Bennett Engineering
76 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Mobility hubs are places of connectivity where people can make seamless connections between various travel options such as walking, biking, micromobility, transit, and shared mobility services. Each mobility hub is custom designed for the surrounding community it services to make it easier for people to use transit to travel between destinations of interest. Mobility hubs typically consider services and destinations within a 5-min walk, bike or drive to/ from high-frequency transit.
MOBILITY HUBS
DESIGN STRATEGIES
! Lighting should be provided both within the site and
approaching the site to ensure user safety for pedestrians, bicyclist, and micromobility users. ! Mobility hubs should be walkable and accessible
for all ages and abilities by providing basic comfort
features such as seating, protection from elements
(shading), established traffic-calming elements (vertical or horizontal separation from motorized vehicles), and enhanced pedestrian environment (public art).
! A variety of travel options should be provided that fit community needs and allow users to effectively travel
to and from the mobility hub to access their end destination. It is recommended to provide a minimum of three options other than existing transit.
! Mobility hubs should support seamless transfer and
integration into surrounding neighborhood through
well designed wayfinding and navigation tools such
as physical maps, interactive kiosks, and/or signs.
! Consider amenities for the following categories:
» Transit amenities within the immediate transit
station area to help riders plan their trips, make
connections and wait for their trip comfortably include: enhanced transit waiting areas, passenger loading zones, and real-time arrival information.
Source: Shared-Use Mobility Center
» Pedestrian amenities within a 5-minute walk
to and from transit station that promote pedestrian travel include walkways and high-visibility crosswalks. » Bicycle amenities within a 5-minute bicycle
ride to and from transit station that promote
bicycle travel include: dedicated bikeways, bicyle parking, bicycle share stations. » Motorized services & amenities within 5-minute drive to and from transit station that support efficient operation of motorized travel that may include: dedicated transit lanes,
micromobility, e-bike and scootershare, carshare, on-demand rideshare (TNCs), microtransit, neighborhood electric vehicle (NEV), electric vehicle charging, smart parking, and
flexible curb space.
» Support services & amenities within the station area and 5-minute zones for walking, biking, and driving that support travel options include: wayfinding, package delivery, mobile
retail services, and universal transportation
account.
77 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
Shared-Use Mobility Center Mobility Hubs (2019)
Metrolinx, Mobility Hub Guidelines (2011)
MOBILITY HUBS
OTHER CONSIDERATIONS
! Build around transit stops and stations with high-capacity, high-frequency, and high-ridership transit services near large activity generators such as commercial centers, employment centers, and districts. ! Consider existing and potential availability of electricity to implement charging facilities for electric cars, e-bikes, and scooters.
! Leverage momentum of currently planned and future
transit-oriented development to maximize use of
mobility Hub. Typically, places where people live and
work are where mobility hubs would be successful.
Source: Kimley-Horn and Associates
Source: Association of Bay Area Governments
78 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
DESIGN GUIDELINES
Bioswales
Bioswales are landscaped infrastructure with dense vegetation or grass that manages stormwater runoff from paved surfaces, allowing the water to infiltrate into the ground.
! Flow-based design should follow the most recently
published Riverside County BMP Handbook where
the design rainfall intensity is identified as 0.2 in/hour. ! Verification that underlying native soils are not con- taminated should be determined prior to installation. ! The swale should be a minimum of 2 feet in width at
the bottom of the swale.
! Ideal side slope of 4:1 H:V (maximum 3:1) to allow
maximum contact time with vegetation.
! Minimum slope in flow direction 0.2%, provide under drains for slopes < 0.5% and maximum slope in flow direction 2.0%, provide grade-control checks for
slopes > 2.0%.
! Water level retains no more than 6 inches of runoff.
! For runoff that enter in a sheetflow fashion, edge
should be flush with grade and where necessary, intermittently space curb cuts to allow runoff to enter and be treated. Curb cuts should be at least 18 inches
wide and spaced from 3 to 15 feet apart.
! Be mindful if blocking sightlines, signs, and other traffic control devices.
Infiltration Basin / Rain Garden
Infiltration basins, or rain Gardens, are earthen basin designed to capture runoff and infiltrate stormwater
back into pervious natural surrounding soil.
! Volume-based design should follow the most re- cently published Riverside County BMP Handbook where the minimum drawdown time is 48 hours.
! Avoid sediment clogging by including a settling
basin near inlet and required energy dissipater.
! Water level retains between 6 inches and 12 inch- es of runoff. ! Aim to have a minimum infiltration rate of 0.5 in/hr. ! Vegetation should be included on sides and bot- tom to protect the basin from erosion. ! If standing water conditions occur, a relief underdrain should be installed.
Green infrastructure is a planning and design approach to managing runoff, reducing the urban heat island effect, improving health and air quality, and promoting sustainability goals through stormwater infrastructure such as bioswales, infiltration basins, and pervious pavement. Many traffic calming techniques and pedestrian and bicycle facilities provide opportunities to incorporate Green Infrastructure techniques that can create a more pleasant environment for walking and biking. For stormwater development standards refer to the City of Salinas Stormwater Development Standards for New and Redevelopment Projects (2021).
GREEN INFRASTRUCTURE
Source: NACTO Urban Street Stormwater Guide
Source: KTUA
79 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Urban Bikeway Design Guide – Green Infrastructure NACTO, Urban Street Design Guide - Bioswales
NACTO, Urban Street Stormwater Guide
Caltrans Erosion Control Toolbox: Biofiltration
Caltrans Biofiltration Swale Design Guidance (2012)
Pervious Pavement
Pervious pavement is durable surface that allows rainfall to filter gradually into an underlying layered structure that stores the water prior to infiltration or drainage to an overflow system such as porous asphalt, pervious concrete, permeable interlocking concrete
pavers, or grid pavers.
! Pervious pavement has soil infiltration rates that
exceed or meet standard of 0.5 inch/hr.
! For pervious asphalt and concrete, critical that
the subgrade is properly prepared and that the
surface is poured correctly.
! Pervious pavement should not be used in the following conditions:
» Areas with known soil contamination
» Downstream of erodible areas and areas with
a high likelihood of pollutant spills
» Industrial or high vehicular traffic areas
! Requires well-drained native soil.
! Limited infiltration effectiveness on street slopes
over 5%.
! Pervious pavers can be installed along sidewalks,
street furniture zones, parking lanes, gutter strips
or entire roadways. Not recommended on bicycle
boulevards as they are not likely to provide a traffic calming benefit.
GREEN INFRASTRUCTURE
Source: KTUA
80 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
REFERENCES
ITDP, Ride Fair: A Policy Framework for Managing Transportation Network Companies Significon, Ride App Pickup: Creation of a new Standard Transportation Network Companies (TNCs) provide on-demand rideshare or ridehailing service to allow users to request a shared or personal ride in real-time using a mobile app. The app can link passengers with available drivers based on the trip’s origin and destination, while also identifying the quickest route.
TRANSPORTATION NETWORK COMPANIES (TNCS)
DESIGN GUIDELINES
! Allow shared or flexible curb space on busy, urban
streets so that different functions can use curbs at
different peak times or so they can share the same
space during specified hours.
! Designate TNC pick-up/drop-off areas along the curb
or within parking lots for passenger loading and unloading to make rideshare services more efficient, while also reducing instances of double-parking or idling.
» Accompany wayfinding signs with TNC pick-up/
drop-off areas to clearly communicate the location to both passengers and drivers. » Work with TNCs to create in-app prompts to direct people to dedicated pick-up areas. » Consider converting parking spaces to TNC pickup/drop-off areas within a parking lot or passenger loading zones along a curb.
Source: Significon
Source: Kimley-Horn and Associates
OTHER CONSIDERATIONS
! Consider partnerships with TNCs to promote carpooling to areas that experience high demand for parking (e.g., downtown district, transit station).
81 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
DESIGN GUIDELINES
! Dedicated parklet space varies based on the location but a 6-foot width is a desired minimum. ! Curb stops should be installed approximately 4
feet on each side of the parklet to ensure visibility
for parking cars.
! Parklets should have vertical elements that separate them from traffic but should not prevent visual connection between the pedestrians and
the street. Vertical elements between 36 inches
and 48 inches are desirable.
! Parklets can be designed as raised platforms to
prevent conflict with road and gutter slope for
drainage. Raised platforms should have a flush
transition at the curb.
OTHER CONSIDERATIONS
! Flexibility in space allocation and design allows parklets to be relatively cost efficient when compared to more permanent civil improvements.
! The decision to implement parklets should be a mutual arrangement between local business owners, community residents, and any governing associations. ! Plants and other style features help distinguish the
parklet space and define it as a designated public
space separate from vehicle traffic.
! High-visibility elements such as reflective bollards, a painted buffer, or signage may be incorporated into
the parklet design to clearly define the space at night.
REFERENCES
NACTO, Urban Street Design Guide
San Francisco Parklet Manual
Parklets are typically created by repurposing a portion of on-street parking for use as a community space.
Popular usage for parklets include curbside seating for dining, bicycle parking, and art exhibits. These multi-purpose spaces can provide an aesthetic enhancement to the neighborhood, spark public interest, and encourage non-motorized transportation.
PARKLETS/POCKET PARKS
Source: NACTO Urban Street Design Guide
Source: Interboro Partners
82 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
IMPLEMENTATION STRATEGIES
! Services should only be allowed to operate in the
public right-of-way with legal permission from the
City (e.g., license, permit, contract).
! Encourage the use of designated shared micromobility parking zones (e.g., in street corral, docking points, painted sidewalk, marked location on sidewalk,
painted parking zones in parking lane/red curb spaces) in high volume or crowded areas, and allow users to drop off vehicles in the furniture zone of sidewalks.
Communicate appropriate parking locations to users.
» Prevent vehicles from parking a minimum 5 feet
from a crosswalk or curb ramp.
» Enforce vehicles to be parked in street furniture
zone of pedestrian public realm.
» Keep a minimum 6 feet clear path on sidewalk.
» Consider using flexible delineators to mark extent
of parking zone. Typically, place retro-reflective
delineators no more than 20 feet apart and leave
room between back of bicycle and delineators to
mount and dismount.
» Consider using thermoplastic striping and paint
to mark extent of parking zone, leave room behind the back of bicycle tires for riders to mount and dismount.
! Situate parking facilities that may include charging station near transit stations and other major destinations. ! Identify restricted/limited access areas. Consider
requiring operators to limit speeds to appropriate
levels in the following identified areas:
» Unrestricted: 15 mph
» Slow zone: 5-12 mph
» Non-electric vehicle: 0-3 mph
» Prohibited spaces: User must walk vehicle (e.g.,
sidewalks)
! Encourage use of shared micromobility services
in dedicated bicycle lanes and shared use paths.
Manage vehicle speeds in these locations.
Shared micromobility is a shared fleet of small, fully or partially human-powered vehicles such as bicycles, e-bikes, and scooters. While there are different business models and companies that provide shared micromobility services, these vehicles are typically rented through a mobile app or kiosk, picked up and dropped off in the public right-ofway or designated parking areas, and intended to serve short trip lengths. Users are typically charged by the hour, day, or month if they use the service on a subscription basis.
SHARED MICROMOBILITY
Source: Tony Webster Source: City of Orlando Source: NACTO Bicycles E-Bike E-Scooters
83 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Salinas Active Transportation and Trail Design Guidelines | 2024
REFERENCES
NACTO, Guidelines for Regulating Shared Micromobility (2019) Transformation for America Shared Micromobility Playbook NACTO, Bike Share Station Siting Guide
California Vehicle Code Division 11, Article 4
California Vehicle Code Division 11, Article 5
California Vehicle Code Division 11, Article 7
SHARED MICROMOBILITY
OTHER CONSIDERATIONS
! Draft metrics (e.g., safety, access, equity, economic) to review and assess impact of shared micromobility service on community. ! Update street design guidelines to include shared
micromobility services to create protected and
safe spaces for users. Consider creating micromobility lanes. These lanes would follow similar guidelines to bicycle facilities.
Source: Santa Monica Next
Source: Bike Portland
84 BICYCLE E M E R G I N G TECHNOLOGIES PEDESTRIAN
Appendix F: Priority Project Concept Plans
Salinas Active Transportation Plan | September 2024
77 Alvin Drive (Project #6) Concept
NORTH
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT
N DAVIS ROAD
EL CAMINO REAL
Refer to Alvin Drive Trail
design concepts for
proposed trail improvements.
W ALVIN DRIVE
CHEROKEE DRIVE
ALVIN CIRCLE
SEPULVEDA DRIVE
14'
10'
11'
6'
7' Parking
3' Buffer
6' 11' 10' 11' 6' 7' Parking 7' Parking 3' Buffer
6' 11' 10' 11' 6' 7' Parking 7' Parking 3' Buffer 3' Buffer 6' 11' 10' 11' 6' 7' Parking 7' Parking 3' Buffer
Refer to Alvin Drive Trail
design concepts for
proposed trail improvements.
3' Buffer
3' Buffer
3' Buffer
6'
LEGEND
Traffic Signal
Proposed Red Curb
Remove Existing
Raised Median
Protected Bike Lane
(Flex Posts Delineators,
Concrete Curb/Median, or other
Vertical Separation Element)
Bus Stop Location
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
NORTH
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT
Refer to Alvin Drive Trail
design concepts for
proposed trail improvements.
W ALVIN DRIVE
ALVIN CIRCLE
SEPULVEDA DRIVE
14'
10'
11'
6'
7' Parking
3' Buffer
6' 11' 10' 11' 6' 7' Parking 7' Parking 3' Buffer
6' 11' 10' 11' 6' 7' Parking 7' Parking 3' Buffer 3' Buffer 6' 11' 10' 11' 6' 7' Parking 7' Parking 3' Buffer
3' Buffer
3' Buffer
3' Buffer
6'
ane
eators,
edian, or other
on Element)
n
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
Salinas Active Transportation Plan| September 2024
78 Alvin Drive (Project #6) Concept
MATCHLINE - SEE ABOVE RIGHT
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE SHEET 3
N 1ST STREET
W ALVIN DRIVE
N MAIN STREET
6'
11'
10'
11'
6'
7' Parking
7' Parking
3' Buffer
3' Buffer
13'
12'
14'
Varies
7' Parking
7' Parking
9'
12'
13' Raised Median
11'
9'
7' Parking
7' Parking
4' Buffer
4' Buffer
Varies
14'
7' Raised Median
13'
9'
7' Parking
7' Parking
11'
Varies
11'
11'
11'
6'
4' Painted Median
Refer to N Main Street design concepts
for proposed roadway improvements.
Remove existing
median and install
new 4' raised median.
Varies
Varies
145' Merge Taper
7' @ 35 MPH
4' Buffer
11'
11'
Protected corner alternative
requires bike lane be
striped adjacent to curb.
E ALVIN DRIVE
WHEELER DRIVE
CHRISTENSON AVENUE
11'
11'
11'
6'
14'
7'
3' Buffer
11'
11'
11'
11'
8'
3' Buffer
7'
3' Buffer
11'
11'
11'
11'
7'
3' Buffer
7'
3' Buffer
3' Buffer
11'
11'
11'
7'
14'
6'
85' Shift Taper
4' @ 35 MPH
LEGEND
Traffic Signal
Proposed Red Curb
Remove Existing
Raised Median
Protected Bike Lane
(Flex Posts Delineators,
Concrete Curb/Median, or other
Vertical Separation Element)
Bus Stop Location
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 3
VIN DRIVE
N MAIN STREET
9'
12'
13' Raised Median
11'
9'
7' Parking
7' Parking
4' Buffer
4' Buffer
Varies
14'
7' Raised Median
13'
9'
7' Parking
7' Parking
11'
Varies
11'
11'
11'
6'
4' Painted Median
Remove existing
median and install
new 4' raised median.
145' Merge Taper
7' @ 35 MPH
4' Buffer
11'
11'
CHRISTENSON AVENUE
11'
11'
11'
11'
8'
3' Buffer
7'
3' Buffer
11'
11'
11'
11'
7'
3' Buffer
7'
3' Buffer
3' Buffer
11'
11'
11'
7'
14'
6'
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
Salinas Active Transportation Plan | September 2024
79 Alvin Drive (Project #6) Concept
MATCHLINE - SEE ABOVE RIGHT
LEGEND
Traffic Signal
Proposed Red Curb
Remove Existing
Raised Median
Protected Bike Lane
(Flex Posts Delineators,
Concrete Curb/Median, or other
Vertical Separation Element)
Bus Stop Location
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
KIP DRIVE
3' Buffer
11'
11'
11'
7'
11'
7'
3' Buffer
19'
11'
11'
6'
10'
EXISTING
LOCATION
EXISTING
LOCATION
11'
11'
11'
5'
7' Parking
7' Parking
5'
3' Buffer
3' Buffer
E ALVIN DRIVE
7'
NORTH
MATCHLINE -
7'
11'
11'
11 3' Buffer
11 11'
14'
7'
nal
Red Curb
Existing
edian
Protected Bike Lane
(Flex Posts Delineators,
Concrete Curb/Median, or other
Vertical Separation Element)
Bus Stop Location
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
KIP DRIVE
19'
11'
11'
6'
10'
EXISTING
LOCATION
EXISTING
LOCATION
11'
11'
11'
5'
7' Parking
7' Parking
5'
3' Buffer
3' Buffer
E ALVIN DRIVE
7'
Salinas Active Transportation Plan | September 2024
80 MATCHLINE - SEE SHEET 2
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MCKINNON STREET
3' Buffer
7'
7'
11'
11'
11'
14'
3' Buffer
11'
11'
11'
7'
14'
6'
3' Buffer
11'
11'
14'
7'
11'
7'
E ALVIN DRIVE
LEGEND
Traffic Signal
Proposed Red Curb
Remove Existing
Raised Median
Protected Bike Lane
(Flex Posts Delineators,
Concrete Curb/Median, or other
Vertical Separation Element)
Bus Stop Location
Protected Corner
Location Alternative -
Implementation based
on future feasibility study
KIP DRIVE
3' Buffer
11'
11'
11'
7'
11'
7'
3' Buffer
19'
11'
11'
6'
10'
EXISTING
LOCATION
EXISTING
LOCATION
11'
11'
11'
5'
7' Parking
7' Parking
5'
3' Buffer
3' Buffer
E ALVIN DRIVE
7'
Salinas Active Transportation Plan| September 2024
81 N Main Street (Project #7) Concept
MATCHLINE - SEE BELOW LEFT MATCHLINE - SEE SHEET 2
MATCHLINE - SEE ABOVE RIGHT
N MAIN STREET
W ALVIN DRIVE
Refer to W Alvin Drive
design concepts for
proposed roadway
improvements.
105' Shift Taper
5' @ 35 MPH
16'
11'
11'
11'
11'
11'
11'
12'
6'
5' Raised Median
12'
12'
17' Raised Median
12'
6'
3' Buffer
4' Buffer 12'
12'
12'
9'
5' Buffer
7'
Protected corner alternative
requires bike lane be
striped adjacent to curb.
CHEROKEE DRIVE
N MAIN STREET
MADRID STREET
4' Buffer 3' Buffer
EXISTING
LOCATION
12'
12'
12'
12'
12'
17' Raised Median
12'
9'
11'
11'
6'
10'
4' Raised Median
11'
12'
21'
11'
11'
12'
12'
9'
4' Raised Median
12'
6'
13'
11'
11'
11'
6'
10'
6' Raised Median
6'
11'
7' Parking
11'
11'
11'
19'
12'
11'
12'
12'
6' Raised Median
12'
11'
3' Buffer
4' Buffer 12'
12'
12'
9'
3' Buffer
9'
6'
12'
Protected corner alternative
requires bike lane be
striped adjacent to curb.
Protected corner alternative
requires bike lane be
striped adjacent to curb.
Protected corner alternative
requires bike lane be
striped adjacent to curb. Remove 4 Parking Spaces HARDEN PARKWAY Proposed Striping Improvements
per Harden Parkway Path and
Safe Routes to School Project
LEGEND
Traffic Signal
Bus Stop Location
Protected Bike Lane
(Flex Posts Delineators, Concrete
Curb/Median, or other Vertical
Separation Element)
Remove Existing Raised Median
Protected Corner Location
Alternative - Implementation
based on future feasibility study
NORTH
MATCHLINE - SEE BELOW LEFT MATCHLINE - SEE SHEET 2
MATCHLINE - SEE ABOVE RIGHT
N MAIN STREET
W ALVIN DRIV
Refer to W Alvin Drive
design concepts for
proposed roadway
improvements.
105' Shift Taper
5' @ 35 MPH
16'
11'
11'
11'
11'
11'
11'
12'
6'
5' Raised Median
12'
12'
17' Raised Median
12'
6'
3' Buffer
4' Buffer 12'
12'
12'
9'
5' Buffer
7'
Protected corner alternative
requires bike lane be
striped adjacent to curb.
CHEROKEE DRIVE
N MAIN STREET
MADRID STREET
4' Buffer 3' Buffer
EXISTING
LOCATION
12'
12'
12'
12'
12'
17' Raised Median
12'
9'
11'
11'
6'
10'
4' Raised Median
11'
12'
21'
11'
11'
12'
12'
9'
4' Raised Median
12'
6'
13'
11'
11'
11'
6'
10'
6' Raised Median
6'
11'
7' Parking
11'
11'
11'
19'
12'
11'
12'
12'
6' Raised Median
12'
11'
3' Buffer
4' Buffer 12'
12'
12'
9'
3' Buffer
9'
6'
12'
Protected corner alternative
requires bike lane be
striped adjacent to curb.
Protected corner alternative
requires bike lane be
striped adjacent to curb.
Protected corner alternative
requires bike lane be
striped adjacent to curb. Remove 4 Parking Spaces HARDEN PARKWAY Proposed Striping Improvements
per Harden Parkway Path and
Safe Routes to School Project
LEGEND
Traffic Signal
Bus Stop Location
Protected Bike Lane
(Flex Posts Delineators, Concrete
Curb/Median, or other Vertical
Separation Element)
Remove Existing Raised Median
Protected Corner Location
Alternative - Implementation
based on future feasibility study
Salinas Active Transportation Plan | September 2024
82 N Main Street (Project #7) Concept
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT MATCHLINE - SEE SHEET 3
MATCHLINE - SEE ABOVE RIGHT
N MAIN STREET
GRADE ROAD SAN JUAN
EXISTING
LOCATION
EXISTING
LOCATION
Existing roadway
conditions to remain
between San Juan
Grade Road and
Boronda Road.
2' Buffer
5' Shoulder
Install
RRFB.
12'
12'
11'
12'
18' Raised
Median
12'
12'
12'
11'
12'
12'
9'
4' Raised Median
12'
10'
14'
5'
10'
10'
12'
4' Raised Median
11'
11'
11'
3' Buffer
5'
11'
3' Buffer
13'
12'
12'
N MAIN STREET
Existing roadway
conditions to remain
between San Juan
Grade Road and
Boronda Road.
LEGEND
Traffic Signal
Bus Stop Location
Protected Bike Lane
(Flex Posts Delineators, Concrete
Curb/Median, or other Vertical
Separation Element)
Remove Existing Raised Median
Protected Corner Location
Alternative - Implementation
based on future feasibility study
NORTH
MATCHLINE - SEE BELOW LEFT MATCHLINE - SEE SHEET 3
N MAIN STREET
GRADE ROAD SAN JUAN
EXISTING
LOCATION
Existing roadway
conditions to remain
between San Juan
Grade Road and
Boronda Road.
2' Buffer
5' Shoulder
Install
RRFB.
12'
12'
11'
12'
12'
9'
4' Raised Median
12'
10'
14'
5'
10'
10'
12'
4' Raised Median
11'
11'
11'
3' Buffer
5'
11'
3' Buffer
N MAIN STREET
roadway
ns to remain
n San Juan
Road and
a Road.
Salinas Active Transportation Plan| September 2024
83 N Main Street (Project #7) Concept
NORTH
MATCHLINE - SEE SHEET 2
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
N MAIN STREET BORONDA ROAD
CASTRO STREET
W LAMAR STREET
3' Buffer
3' Buffer 3' Buffer
3' Buffer EXISTING
LOCATION
Existing roadway
conditions to remain
between San Juan
Grade Road and
Boronda Road.
3' Buffer
Remove existing median.
Remove 3
Parking Spaces
Remove 3
Parking Spaces
Remove 8 Parking Spaces
Remove 2
Parking
Spaces
6'
14'
11'
11'
11'
5' Raised Median
11'
6'
9'
11'
11'
11'
11'
11'
7' Parking
6'
6'
11'
21'
12'
11'
6'
6'
11'
11'
11'
12'
11'
7' Parking
6'
Remove 1
Parking Space
E LAMAR STREET
Remove1
Parking
Space
11'
N MAIN STREET
W BOLIVAR STREET
3' Buffer
3' Buffer
4' Buffer
3' Buffer
3' Buffer
EXISTING
LOCATION
Remove existing median.
Extend signal mast arm
for northbound traffic.
6'
11'
11'
11'
12'
11'
7'
6'
7'
11'
12'
7'
11'
11'
7'
22'
11'
11'
11'
8' Parking
7'
8' Parking
11'
11'
11'
11'
7'
6' Shoulder
TYPICAL CROSS SECTION
CONTINUES TO RUSSELL ROAD
18'
LEGEND
Traffic Signal
Bus Stop Location
Protected Bike Lane
(Flex Posts Delineators, Concrete
Curb/Median, or other Vertical
Separation Element)
Remove Existing Raised Median
Protected Corner Location
Alternative - Implementation
based on future feasibility study
NORTH
MATCHLINE - SEE SHEET 2
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
N MAIN STREET BORONDA ROAD
CASTRO STREET
W LAMAR STREET
3' Buffer
3' Buffer 3' Buffer
3' Buffer EXISTING
LOCATION
Existing roadway
conditions to remain
between San Juan
Grade Road and
Boronda Road.
3' Buffer
Remove existing median.
Remove 3
Parking Spaces
Remove 3
Parking Spaces
Remove 8 Parking Spaces
Remove 2
Parking
Spaces
6'
14'
11'
11'
11'
5' Raised Median
11'
6'
9'
11'
11'
11'
11'
11'
7' Parking
6'
6'
11'
21'
12'
11'
6'
6'
11'
11'
11'
12'
11'
7' Parking
6'
Remove 1
Parking Space
E LAMAR STREET
Remove1
Parking
Space
11'
N MAIN STREET
W BOLIVAR STREET
3' Buffer
3' Buffer
4' Buffer
3' Buffer
3' Buffer
EXISTING
LOCATION
Remove existing median.
Extend signal mast arm
for northbound traffic.
6'
11'
11'
11'
12'
11'
7'
6'
7'
11'
12'
7'
11'
11'
7'
22'
11'
11'
11'
8' Parking
7'
8' Parking
11'
11'
11'
11'
7'
6' Shoulder
TYPICAL CROSS SECTION
CONTINUES TO RUSSELL ROAD
18'
LEGEND
Traffic Signal
Bus Stop Location
Protected Bike Lane
(Flex Posts Delineators, Concrete
Curb/Median, or other Vertical
Separation Element)
Remove Existing Raised Median
Protected Corner Location
Alternative - Implementation
based on future feasibility study
Salinas Active Transportation Plan | September 2024
84 John Street (Project #12) Concept
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
JOHN ST
S WOOD ST
MEADOW DR
US-101 SB
ON-RAMP
S HEBBRON AVE
Install dual ADA
curb ramps
Install dual ADA
curb ramps
Install curb
extension
Install curb
extension
Install ADA curb ramp
OFF-RAMP US-101 NB
7'
6'
10'
10'
10'
6'
7'
2' Buffer
10' 10' 10' 6' 7'
7'
10'
10'
11' 2' Buffer
2' Buffer
8'
8'
7' 8' 10' 10' 10' 6' 7'
8'
11'
11'
11'
22'
JOHN ST
TULIP CIR
S FILICE ST
SHASTA WY
MARIGOLD WY
7' 6' 10' 10' 10' 6' 7'
2' Buffer 2' Buffer
7' 8' 10' 10' 10' 6' 7'
2' Buffer 2' Buffer
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 2
S HEBBRON AVE
10' 10' 10' 6' 7'
7' 8' 10' 10' 10' 6' 7'
SHASTA WY
7' 8' 10' 10' 10' 6' 7'
2' Buffer 2' Buffer
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 2
JOHN ST
S HEBBRON AVE
7'
6'
10'
10'
10'
6'
7'
2' Buffer
10' 10' 10' 6' 7'
2' Buffer
7' 8' 10' 10' 10' 6' 7'
T
SHASTA WY
MARIGOLD WY
7' 8' 10' 10' 10' 6' 7'
2' Buffer 2' Buffer
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan| September 2024
85 John Street (Project #12) Concept
NORTH
MATCHLINE - SEE SHEET 3
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 1
JOHN ST
MAGNOLIA DR
S SANBORN RD
7'
6'
10'
10'
10'
7'
2' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
7'
10'
10'
13'
11'
9'
12'
12'
10'
13'
8' Raised Median
8'
6'
7'
6'
7' Buffer
4' Buffer
Remove portion of
existing median.
JOHN ST
MCGOWAN DR
Install curb extension with
ADA curb ramp
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Install protected bike
lane buffer with vertical
separation.
Install protected bike lane
Buffer with vertical separation.
7'
4' Buffer
6'
10'
10'
10'
7'
6'
4' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
10' Raised Median
Los Padres
Elementary School
SCHOOL DRIVEWAY
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE SHEET 3
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 1
JOHN ST
MAGNOLIA DR
S SANBORN RD
7'
6'
10'
10'
10'
7'
2' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
7'
10'
10'
13'
11'
9'
12'
12'
10'
13'
8' Raised Median
8'
6'
7'
6'
7' Buffer
4' Buffer
Remove portion of
existing median.
JOHN ST
MCGOWAN DR
Install curb extension with
ADA curb ramp
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Install protected bike
lane buffer with vertical
separation.
Install protected bike lane
Buffer with vertical separation.
7'
4' Buffer
6'
10'
10'
10'
7'
6'
4' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
10' Raised Median
Los Padres
Elementary School
SCHOOL DRIVEWAY
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE SHEET 3
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 1
JOHN ST
MAGNOLIA DR
S SANBORN RD
7'
6'
10'
10'
10'
7'
2' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
7'
10'
10'
13'
11'
9'
12'
12'
10'
13'
8' Raised Median
8'
6'
7'
6'
7' Buffer
4' Buffer
Remove portion of
existing median.
JOHN ST
MCGOWAN DR
Install curb extension with
ADA curb ramp
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Install protected bike
lane buffer with vertical
separation.
Install protected bike lane
Buffer with vertical separation.
7'
4' Buffer
6'
10'
10'
10'
7'
6'
4' Buffer
7'
4' Buffer
6'
10'
10'
10'
6'
7'
4' Buffer
10' Raised Median
Los Padres
Elementary School
SCHOOL DRIVEWAY
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCR
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan | September 2024
86 John Street (Project #12) Concept
MATCHLINE - SEE SHEET 2
JOHN ST
JOHN CIR
E ALISAL ST
Install protected bike lane
Buffer with vertical separation.
Install protected bike lane
Buffer with vertical separation.
Remove parking for
one vehicle (25-ft)
Install curb extension with
ADA curb ramp Proposed Rectangular Rapid
Proposed Rectangular Rapid Flashing Beacon (RRFB)
Flashing Beacon (RRFB)
Install protected bike
lane buffer with vertical
separation.
WILLIAMS RD
7'
4' Buffer
6'
10'
10'
10'
7'
6'
10' Raised Median 4' Buffer
Provide school
bus loading zone.
Los Padres
Elementary School
Conform to future Alisal Street
and Williams Road Roundabout
Improvements
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE SHEET 2
JOHN ST
JOHN CIR
E ALISAL ST
Install protected bike lane
Buffer with vertical separation.
Install protected bike lane
Buffer with vertical separation.
Remove parking for
one vehicle (25-ft)
Install curb extension with
ADA curb ramp Proposed Rectangular Rapid
Proposed Rectangular Rapid Flashing Beacon (RRFB)
Flashing Beacon (RRFB)
Install protected bike
lane buffer with vertical
separation.
WILLIAMS RD
7'
4' Buffer
6'
10'
10'
10'
7'
6'
10' Raised Median 4' Buffer
Provide school
bus loading zone.
Los Padres
Elementary School
Conform to future Alisal Street
and Williams Road Roundabout
Improvements
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE SHEET 2
JOHN ST
JOHN CIR
E ALISAL ST
Install protected bike lane
Buffer with vertical separation.
Install protected bike lane
Buffer with vertical separation.
Remove parking for
one vehicle (25-ft)
Install curb extension with
ADA curb ramp Proposed Rectangular Rapid
Proposed Rectangular Rapid Flashing Beacon (RRFB)
Flashing Beacon (RRFB)
Install protected bike
lane buffer with vertical
separation.
WILLIAMS RD
7'
4' Buffer
6'
10'
10'
10'
7'
6'
10' Raised Median 4' Buffer
Provide school
bus loading zone.
Los Padres
Elementary School
Conform to future Alisal Street
and Williams Road Roundabout
Improvements
LEGEND
TRAFFIC SIGNAL
RAISED MEDIAN
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan | September 2024
87 Romie Lane (Project #14) Concept
ORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
W ROMIE LN
S MAIN ST
E ROMIE LN
Proposed bike fog line
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
14'
8'
8'
3' Buffer
14'
8'
8'
3' Buffer 12'
11'
11'
12'
Install protected bike
lane buffer with vertical
separation.
W ROMIE LN
CAPISTRANO DR
RIKER ST
BAUTISTA DR
BAUTISTA DR
SAN
ANTONIO DR
PADRE DR
PADRE DR
W ROMIE LN
W ROMIE LN
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation. Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
12'
12'
7'
7'
12'
7'
4' Buffer
6'
10'
10'
15'
8'
8'
3' Buffer
15'
8'
8'
3' Buffer
8'
12'
8'
12'
8'
12'
8'
Install raised
crosswalk
Install raised
crosswalk
Install raised
crosswalk
Install raised
crosswalk
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
NORTH
SEPARATION ELEMENT)
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
W ROMIE LN
S MAIN ST
E ROMIE LN
Proposed bike fog line
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
14'
8'
8'
3' Buffer
14'
8'
8'
3' Buffer 12'
11'
11'
12'
Install protected bike
lane buffer with vertical
separation.
W ROMIE LN
CAPISTRANO DR
RIKER ST
BAUTISTA DR
BAUTISTA DR
SAN
ANTONIO DR
PADRE DR
PADRE DR
W ROMIE LN
W ROMIE LN
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation. Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
12'
12'
7'
7'
12'
7'
4' Buffer
6'
10'
10'
15'
8'
8'
3' Buffer
15'
8'
8'
3' Buffer
8'
12'
8'
12'
8'
12'
8'
Install raised
crosswalk
Install raised
crosswalk
Install raised
crosswalk
Install raised
crosswalk
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
W ROMIE LN
S MAIN ST
E ROMIE LN
Proposed bike fog line
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
14'
8'
8'
3' Buffer
14'
8'
8'
3' Buffer 12'
11'
11'
12'
Install protected bike
lane buffer with vertical
separation.
W ROMIE LN
CAPISTRANO DR
RIKER ST
BAUTISTA DR
BAUTISTA DR
ANT
PADRE DR
PADRE
W ROMIE LN
W ROMIE LN
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation. Install protected bike
lane buffer with vertical
separation.
Install protected bike
lane buffer with vertical
separation.
12'
12'
7'
7'
12'
7'
4' Buffer
6'
10'
10'
15'
8'
8'
3' Buffer
15'
8'
8'
3' Buffer
8'
12'
8'
12'
8'
12'
8'
Install raised
crosswalk
Install raised
crosswalk
Install raised
crosswalk
Install raised
crosswalk
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan| September 2024
88 Romie Lane (Project #14) Concept
NORTH
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
E ROMIE LN
ALAMEDA AVE
Proposed bike fog line
12'
11'
11'
12'
Proposed bike fog line
Match to existing
E ROMIE LN
PAJARO ST
CALIFORNIA ST
Proposed bike fog line Proposed bike fog line
12'
11'
11'
12'
12'
11'
11'
12'
12'
11'
11'
12' 7'
12'
11'
11'
12'
12'
11'
10'
11'
5'
10'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
E ROMIE LN
ALAMEDA AVE
Proposed bike fog line
12'
11'
11'
12'
Proposed bike fog line
Match to existing
E ROMIE LN
PAJARO ST
CALIFORNIA ST
Proposed bike fog line Proposed bike fog line
12'
11'
11'
12'
12'
11'
11'
12'
12'
11'
11'
12' 7'
12'
11'
11'
12'
12'
11'
10'
11'
5'
10'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan| September 2024
89 Sherwood Drive (Project #18) Concept
SHERWOOD DRIVE
E MARKET STREET
E MARKET SREET
CHERRY DRIVE
CALLE CEBU
E ROSSI ST
11'
3' BUFFER
10'
10'
10'
11'
13' SHARED-USE PATH
11'
10' SHARED-USE PATH
6' PEDESTRIAN BUS LOADING ZONE
SIOUX DR
NAVAJO WAY
SHERWOOD DRIVE
11'
3' BUFFER
11'
10'
11'
11'
13' SHARED-USE PATH
11'
3' BUFFER
10' 10' 10'
13' SHARED-USE PATH
10' SHARED-USE PATH 6' PEDESTRIAN BUS LOADING ZONE 6' PEDESTRIAN BUS
LOADING ZONE
10' SHARED-USE PATH
11'
3' BUFFER
11' 10' 11' 11' 13' SHARED-USE PATH
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
NORTH NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
E ROSSI ST
11'
3' BUFFER
10'
10'
10'
11'
13' SHARED-USE PATH
11'
10' SHARED-USE PATH
6' PEDESTRIAN BUS LOADING ZONE
11'
3' BUFFER
11'
10'
11'
11'
13' SHARED-USE PATH
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
NORTH NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 2
DRIVE
CALLE CEBU
E ROSSI ST
11'
3' BUFFER
10'
10'
10'
11'
13' SHARED-USE PATH
11'
10' SHARED-USE PATH
6' PEDESTRIAN BUS LOADING ZONE
SHERWOOD DRIVE
11'
3' BUFFER
11'
10'
11'
11'
13' SHARED-USE PATH
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
NORTH NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 2
Salinas Active Transportation Plan| September 2024
90 Sherwood Drive (Project #18) Concept
SHERWOOD DRIVE
SHERWOOD PL
11'
6' BUFFER
11'
10'
11'
11'
12'
16' SHARED-USE PATH
11'
11'
10'
11'
11'
Intersection
Improvements
11'
11'
10' RAISED MEDIAN
11'
11'
Raised median
improvements per Carr Lake
Park Development Project
13' SHARED-USE PATH 13' SHARED-USE PATH 3' BUFFER
3' BUFFER 6'
3' BUFFER
SHERWOOD DRIVE
EL CAMINO REAL
11'
6' BUFFER
11'
10'
11'
11'
12'
16' SHARED-USE PATH
11'
3' BUFFER
11'
10'
11'
11'
13' SHARED-USE PATH
DRIVEWAY
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
NORTH
MATCHLINE - SEE SHEET 3
SHERWOOD DRIVE
SHERWOOD PL
11'
6' BUFFER
11'
10'
11'
11'
12'
16' SHARED-USE PATH
11'
11'
10'
11'
11'
Intersection
Improvements
11'
11'
10' RAISED MEDIAN
11'
11'
Raised median
improvements per Carr Lake
Park Development Project
13' SHARED-USE PATH 13' SHARED-USE PATH 3' BUFFER
3' BUFFER 6'
3' BUFFER
SHERWOOD DRIVE
EL CAMINO REAL
11'
6' BUFFER
11'
10'
11'
11'
12'
16' SHARED-USE PATH
11'
3' BUFFER
11'
10'
11'
11'
13' SHARED-USE PATH
DRIVEWAY
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
NORTH
MATCHLINE - SEE SHEET 3
Salinas Active Transportation Plan | September 2024
91 Sherwood Drive (Project #18) Concept
14'
11'
11'
11'
10'
6'
3' BUFFER
11'
11'
10' RAISED MEDIAN
11'
11'
Raised median
improvements per Carr Lake
Park Development Project
13' SHARED-USE PATH
6'
3' BUFFER
SHERWOOD DRIVE
LA POSADA WAY
E BERNAL DR
3' BUFFER
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
NORTH
MATCHLINE - SEE SHEET 2
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
NORTH
LEGEND
TRAFFIC SIGNAL
LANDSCAPED BUFFER
SHARED-USE PATH
EXISTING CURB
NORTH
Salinas Active Transportation Plan| September 2024
92 Towt Street (Project #20) Concept
NORTH
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 2
TOWT ST
E MARKET ST
MYRTLE CT 7'
8' Install curb extension with
ADA curb ramp
Install dual ADA
curb ramps
Install dual ADA
curb ramps
Install curb extension
Install ADA curb
12'
12'
8'
8'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
TOWT ST
E ALISAL ST
1ST AVE
2ND AVE
12'
12'
8'
8'
Install curb extension with
ADA curb ramp
Install curb extension with
ADA curb ramp 12'
12'
8'
8'
12'
12'
8'
8'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Install raised
crosswalk
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SE
MATCHLINE - SEE SHEET 2
TOWT ST
E MARKET ST
MYRTLE CT 7'
8' Install curb extension with
ADA curb ramp
Install dual ADA
curb ramps
Install dual ADA
curb ramps
Install curb extension
Install ADA curb
12'
12'
8'
8'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
TOWT ST
1ST AVE
2ND AVE
12'
12'
8'
8'
tension with
A curb ramp
Install curb extension with
ADA curb ramp 12'
12'
8'
8'
12'
12'
8'
8'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE BELOW
MATCHLINE - SEE SHEET 2
TOWT ST
E MARKET ST
MYRTLE CT 7'
8' Install curb extension with
ADA curb ramp
Install dual ADA
curb ramps
Install dual ADA
curb ramps
Install curb extension
Install ADA curb
12'
12'
8'
8'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
TOWT ST
1ST AVE
2ND AVE
12'
12'
8'
8'
Install curb extension with
ADA curb ramp
Install curb extension with
ADA curb ramp 12'
12'
8'
8'
12'
12'
8'
8'
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Install raised
crosswalk
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan | September 2024
93 Towt Street (Project #20) Concept
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 3
MATCHLINE - SEE SHEET 1
MATCHLINE - SEE ABOVE RIGHT
TOWT ST
ACOSTA ST
FAIRHAVEN ST
14'
19'
7'
14'
8'
8'
12'
12'
8'
8'
12'
12'
7'
7'
7'
7'
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Proposed Improvements by Closter Park Green Streets Project 14'
14'
8'
8'
E LAUREL DR
Consider Diverter Location -
Implementation based on
future feasibility study
TOWT ST
KENTUCKY AVE
OREGON ST
COOPER AVE
14'
14'
8'
8'
Install curb
extension
Install ADA curb
ramp
Install raised
crosswalk
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
14'
14'
8'
8'
14'
14'
8'
8'
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 3
NORTH
ACOSTA ST
FAIRHAVEN ST
14'
19'
7'
14'
8'
8'
12'
12'
8'
8'
12'
12'
7'
7'
7'
7'
with
mps
ension with
curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Proposed Improvements by Closter Park Green Streets Project
E LAUREL DR
Consider Diverter Location -
Implementation based on
future feasibility study
TOWT ST
Y AVE
ORE
COOPER AVE
4'
4'
'
'
Install curb
extension
Install ADA curb
ramp
Install raised
crosswalk
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
14'
14'
8'
8'
14'
14'
8'
8'
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE SHEET 3
NORTH
TOWT ST
ACOSTA ST
FAIRHAVEN ST
14'
19'
7'
14'
8'
8'
12'
12'
8'
8'
12'
12'
7'
7'
7'
7'
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Proposed Improvements by Closter Park Green Streets Project 14'
14'
8'
8'
E LAUREL DR
Consider Diverter Location -
Implementation based on
future feasibility study
TOWT ST
TUCKY AVE
OREGON
COOPER AVE
14'
14'
8'
8'
Install curb
extension
Install ADA curb
ramp
Install raised
crosswalk
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
Proposed Rectangular Rapid
Flashing Beacon (RRFB)
14'
14'
8'
8'
14'
14'
8'
8'
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan | September 2024
94 Towt Street (Project #20) Concept
MATCHLINE - SEE SHEET 2
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 4
GRANDHAVEN ST
BELLEHAVEN ST
DEWEY AVE
TOWT ST 19'
19'
8'
8'
8'
8'
12'
12'
8'
8'
12'
12'
8'
8'
12'
12'
7'
7'
7'
7'
7'
7'
19'
19'
8'
8'
ALMA AVE
Consider Diverter Location -
Implementation based on
future feasibility study
TOWT ST
11'
11'
8'
8'
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install ADA
curb ramp
19'
19'
8'
8'
11'
11'
8'
8'
GARNER AVE
Consider Diverter Location -
Implementation based on
future feasibility study
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - S
MATCHLINE - SEE SHEET 4
NORTH
BELLEHAVEN ST
8'
8'
8'
7'
7'
8'
TOWT ST
11'
11'
8'
8'
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install ADA
curb ramp
11'
11'
8'
8'
Consider Diverter Location -
Implementation based on
future feasibility study
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE
MATCHLINE - SEE SHEET 4
NORTH
BELLEHAVEN ST
TOWT ST
19'
8'
8'
12 12'
8'
12 12'
7'
7'
19'
8'
TOWT ST
11'
11'
8'
8'
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install ADA
curb ramp
11'
11'
8'
8'
Consider Diverter Location -
mplementation based on
future feasibility study
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan| September 2024
95 Towt Street (Project #20) Concept
CORTEZ ST
DEL MONTE AVE
TOWT ST
7'
10'
10'
7'
7'
Install curb extension
Install ADA
curb ramp
Install ADA
curb ramp Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps Install curb extension with
dual ADA curb ramps
11'
11'
8'
8'
11'
11'
8'
8'
Install curb extension
TOWT ST
MAE AVE
10'
10'
7'
7'
Install curb extension with
dual ADA curb ramps Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
14'
8'
8'
14'
Cesar Chavez
Elementary School
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE SHEET 3
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
MATCHLINE - SEE SHEET 5
NO
TOWT ST
7'
10'
10'
7'
7'
Install curb extension with
dual ADA curb ramps Install curb extension with
dual ADA curb ramps
11'
11'
8'
8'
Install curb extension
TOWT ST
MAE AVE
10'
10'
7'
7'
Install curb extension with
dual ADA curb ramps Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
14'
8'
8'
14'
Cesar Chavez
Elementary School
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE
MATCHLINE - SEE SHEET 5
NORTH
TOWT ST
7'
10'
10'
7'
7'
all ADA
rb ramp
Install curb extension with
dual ADA curb ramps Install curb extension with
dual ADA curb ramps
11'
11'
8'
8'
Install curb extension
TOWT ST
MAE AVE
10'
10'
7'
7'
Install curb extension with
dual ADA curb ramps Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
Install curb extension with
dual ADA curb ramps
14'
8'
8'
14'
Cesar Chavez
Elementary School
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
MATCHLINE - SEE B
MATCHLINE - SEE SHEET 5
NORTH
Salinas Active Transportation Plan | September 2024
96 Towt Street (Project #20) Concept
MATCHLINE - SEE SHEET 4
MATCHLINE - SEE BELOW LEFT
MATCHLINE - SEE ABOVE RIGHT
TOWT ST
PASEO GRANDE
14'
8'
8'
14'
11'
7'
7'
11' 4' Buffer
4' Buffer
Install protected bike lane buffer
with vertical separation.
Install protected bike lane buffer
with vertical separation.
Cesar Chavez
Elementary School
TOWT ST
FREEDOM PKWY
11'
7'
11' 4' Buffer
4' Buffer
7'
Install protected bike lane buffer
with vertical separation.
Install protected bike lane buffer
with vertical separation.
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE BELOW LEFT
TOWT ST
PASEO GR
14'
8'
8'
14'
11'
7'
7'
11' 4' Buffer
4' Buffer
Install protected bike lane buffer
with vertical separation.
Install protected bike lane buffer
with vertical separation.
Cesar Chavez
Elementary School
TOWT ST
FREEDOM PKWY
11'
7'
11' 4' Buffer
4' Buffer
7'
Install protected bike lane buffer
with vertical separation.
Install protected bike lane buffer
with vertical separation.
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
NORTH
MATCHLINE - SEE BELOW LE
TOWT ST
PASEO
14'
8'
8'
14'
11'
7'
7'
11' 4' Buffer
4' Buffer
Install protected bike lane buffer
with vertical separation.
Install protected bike lane buffer
with vertical separation.
Elementary School
TOWT ST
FREEDOM PKWY
11'
7'
11' 4' Buffer
4' Buffer
7'
Install protected bike lane buffer
with vertical separation.
Install protected bike lane buffer
with vertical separation.
LEGEND
TRAFFIC SIGNAL
PEDESTRIAN IMPROVEMENTS
PROTECTED BIKE LANE
(FLEX POSTS DELINEATORS, CONCRETE
CURB/MEDIAN, OR OTHER VERTICAL
SEPARATION ELEMENT)
Salinas Active Transportation Plan | September 2024
97 Appendix G: Funding Matrix
Salinas Active Transportation Plan | September 2024
98 Funding Program Source Agency Description Eligible Projects Link Notes Areas of Persistent Poverty
Program
Federal FTA
Through the Areas of Persistent Poverty Program, FTA will award grants to eligible applicants for planning, engineering, or development of technical or financing plans for projects eligible under chapter 53 of title 49, United States Code to assist Areas of Persistent Poverty or Historically
Disadvantaged Communities.
Eligible activities may include, planning, engineering, or development of technical or financing plans for improved transit services; new transit routes; engineering for transit facilities and improvements to existing facilities; innovative technologies; planning for low or no emission buses; planning for a new bus facility or intermodal center that supports transit services; integrated fare collections systems; or coordinated public transit human service transportation plans to improve transit service in an Area of Persistent Poverty or Historically Disadvantaged Community, or to provide new service such as transportation for services to address the opioid epidemic, as well as increase access to environmental justice populations, while reducing greenhouse gas emissions and the effects of climate change
https://www.transportation.gov/
rural/grant‐toolkit/areas‐
persistent‐poverty‐program
Bridge Investment Program
(BIP) Federal FHWA
The Bridge Investment Program is a competitive,
discretionary program that focuses on existing bridges to reduce the overall number of bridges in poor condition, or in fair condition at risk of falling into poor condition.
Bridge Project Grant: projects to replace, rehabilitate, preserve, or protect one or more bridges on the NBI under 23 U.S.C. 144(b) (See 23 U.S.C. 124(a)(1)(A)), or a project under the BIP Program includes bridge bundling and culverts (23 U.S.C. 124(a)(1)(B))Planning Grant: projects for planning, feasibility analyses, and revenue forecasting associated with the development of a project that would subsequently be eligible to apply for assistance under the BIP (See Division J, Title VIII of BIL).
https://www.fhwa.dot.gov/bridg
e/bip/
Community Development
Block Grants
(CDBG)
Federal HUD
CDBG entitlement program allocates annual grants to larger cities and urban counties to develop viable communities by providing decent housing, a suitable living environment, and opportunities to expand economic opportunities.
Projects address affordable housing needs and fair housing issues, assist homeless persons, provide adequate infrastructure, and support programs that enhance civic/community design. Bicycle and pedestrian facilities are eligible uses of these funds.
https://www.hudexchange.info/
programs/cdbg/
Annually; CDBG funds only pay for
projects in areas of economic need.
Community Project
Funding/Congressionally
Directed Spending
(CPFCDS)
Federal N/A
In November 2021, the Infrastructure Investment and Jobs Act (IIJA), also known as the Bipartisan Infrastructure Law (BIL), was passed into law. With the passage of IIJA, the Community Project Funding / Congressionally Directed
Spending (CPFCDS) program was created, to support specific community projects as part of the annual appropriations process.
Community projects supported by the legislature.
https://dot.ca.gov/programs/loca
l‐assistance/fed‐and‐state‐
programs/earmark‐programs
Annual
Innovative Finance and
Asset Concessions Grant
Program (IFACGP)
Federal US DOT
The grants will enable recipients to develop and evaluate public‐private partnerships ‐ including asset concessions ‐ to explore opportunities for innovative finance and delivery.
Facilitating and evaluating public‐private partnerships and exploring opportunities for innovative financing and delivery for eligible transportation infrastructure projects, including highway, transit, passenger rail, certain freight facilities, certain port projects, rural infrastructure projects, airports, and transit‐ oriented development projects.
https://www.transportation.gov/
buildamerica/innovativefinanceg
rants
5 year program
Land and Water
Conservation Fund (LWCP) Federal
The Land and Water
Conservation Fund
Coalition
America's most important program to conserve irreplaceable lands and improve outdoor recreation opportunities
throughout the nation.
Projects that preserve working forests and ranchlands; local parks and playgrounds; battlefields and other historic and cultural sites. https://www.parks.ca.gov/?page
_id=21360 Annual
National Highway
Performance Program
(NHPP)
Federal Caltrans
The NHPP provides support for the condition and
performance of the National Highway System (NHS), for the construction of new facilities on the NHS.
Bicycle and pedestrian projects associated with a National Highway System facility are eligible. Projects must be identified in the Statewide Transportation Improvement Program (STIP)/Transportation Improvement Program (TIP) and be consistent with the Long‐Range Statewide Transportation Plan and the Metropolitan Transportation Plans.
https://leg.wa.gov/JTC/Documen
ts/Studies/IIJA%20Workgroup/N
HPP.pdf
Annual until 2026
Pilot Transit‐Oriented
Development (TOD)
Planning Program
Federal FTA Promote planning projects that aim to improve pedestrian and bicycle access to transit hubs. Projects that foster multimodal connectivity and accessibility, improve transit access for pedestrian and bicycle traffic, engage the private sector, identify infrastructure needs, and enable mixed‐use development near transit stations. https://www.transit.dot.gov/TOD Pilot Seems to be annual. Still labeled as a pilot.
Funding Program Source Agency Description Eligible Projects Link Notes Promoting Resilient
Operations for
Transformative, Efficient,
and Cost‐saving
Transportation (PROTECT)
Federal CTC
The primary objective of this program is to provide
competitive grants to local agencies for the development and implementation of capital projects adapting local
transportation infrastructure to climate change.
Eligible projects increase climate resiliency and protect at‐risk transportation infrastructure using California’s climate projections, as specified in Planning and Investing for a Resilient California: A Guidebook for State Agencies; are consistent with state, regional, or local climate adaptation reports, plans, and the Adaptation Planning Guide, including meeting the climate resiliency goals of the region where the project is located; include outreach conducted by the local agency to under‐resourced and vulnerable communities related to the proposed project, consistent with the California State Adaptation Strategy; and incorporate environmental equity, protects vulnerable and under‐resourced communities, and provide meaningful benefits to underserved communities, consistent with the California State Adaptation Strategy. https://dot.ca.gov/programs/loca
l‐assistance/fed‐and‐state‐
programs/protect
The PROTECT Program provides California with
approximately $252.5 million dollars over five
years through 2026 with funds for resilience
improvements that protect surface
transportation assets.
Rebuilding American
Infrastructure with
Sustainability and Equity
(RAISE)
Federal US DOT
The Rebuilding American Infrastructure with Sustainability and Equity (or RAISE) program provides funding for capital investments in surface transportation that will have a
significant local or regional impact.
Eligible projects include highway, bridge, or other road projects eligible under Title 23, United States Code; public transportation projects eligible under Chapter 53 of Title 49, United States Code; passenger and freight rail transportation projects;port infrastructure investments (including inland port infrastructure and land ports of entry); the surface transportation components of an airport project eligible for assistance under part B of subtitle VII (see FAQ # 10 for details); Intermodal projects; projects to replace or rehabilitate a culvert or prevent stormwater runoff for the purpose of improving habitat for aquatic species while advancing the goals of the RAISE program; projects investing in surface transportation facilities that are located on Tribal land and for which title or maintenance responsibility is vested in the Federal Government; and any other surface transportation infrastructure project that the Secretary considers to be necessary to advance the goals of the program. https://www.transportation.gov/
rural/grant‐toolkit/rebuilding‐
american‐infrastructure‐
sustainability‐and‐equity‐raise
Reconnecting Communities
and Neighborhoods Grant
Program (RCN)
Federal OST
The Office of the Secretary of Transportation (OST) has released a joint Notice of Funding Opportunity (NOFO) for the Reconnecting Communities Pilot (RCP) and
Neighborhood Access and Equity (NAE) programs, which will combine two major discretionary grants into one NOFO.
Together, this combined program will be known as the
Reconnecting Communities and Neighborhoods (RCN)
Program.
Capital Construction grants fund both reconnecting‐focused projects and smaller projects focused on reducing environmental harm and improving access in disadvantaged communities. Projects may address a dividing facility, mitigating a “burdening” facility (a source of air pollution, noise, stormwater, or other burden), or improving access and building or improving Complete Streets.
Community Planning grants provide funds for planning activities to support future construction projects and allow for innovative community planning to address localized transportation challenges. Projects may address planning to restore community connectivity, community/public engagement, assessingenvironmental impacts from transportation in underserved communities (i.e., air quality, greenhouse gas emissions, extreme heat hotspots, gaps in tree canopy coverage, or flood prone transportation infrastructure), or developing local anti‐displacement policies and community benefit agreements.
Regional Partnerships Challenge incentivizes stronger partnerships between local governments, Tribal governments, MPOs/RPOs, State DOTs, and non‐profit, private, and community partners to tackle persistent equitable access and mobility challenges, as well as greenhouse gas emissions reductions. Applicants must consist of a partnership between two or more eligible agencies. https://www.transportation.gov/
grants/rcnprogram
Rivers Trails, &
Conservation
Assistance (RCTA)
Program
Federal National Park
Service
RCTA staff members provide technical expertise and
assistance to local jurisdictions to help preserve
watersheds, open space, and develop bicycle
and pedestrian trails.
Bicycle way plans, corridor studies, public outreach, and trail assistance.
Rivers, Trails, and Conservation
Assistance Program (U.S.
National Park Service) (nps.gov)
Assumed annual. Last call was 3/1/2024
Funding Program Source Agency Description Eligible Projects Link Notes Safe Streets and Roads for
All (SS4A) Grant Program Federal US DOT
The SS4A program funds regional, local, and Tribal initiatives through grants to prevent roadway deaths and serious
injuries.
Planning and Demonstration Grants provide Federal funds to develop, complete, or supplement a comprehensive safety action plan.
Implementation Grants provide Federal funds to implement projects and strategies identified in an Action Plan to address a roadway safety problem.
Projects and strategies can be infrastructure, behavioral, and/or operational activities. The grant is limited to comprehensive planning, not construction or specific project planning.
https://www.transportation.gov/
grants/ss4a/how‐to‐apply
$5 billion in appropriated funds over 5 years,
2022‐2026
The Advanced
Transportation
Technologies and
Innovative Mobility
Deployment (ATTIMD)
Federal US DOT
The Advanced Transportation Technologies and Innovative Mobility Deployment (ATTIMD) program, also known as the Advanced Transportation Technology and Innovation
(ATTAIN) program, provides funding to deploy, install, and operate advanced transportation technologies to improve safety, mobility, efficiency, system performance, intermodal connectivity, and infrastructure return on investment.
Grant recipients may use funds under this program to deploy the following advanced transportation and congestion management technologies:
Advanced traveler information systems; Advanced transportation management technologies; Advanced transportation technologies to improve emergency evacuation and responses by federal, state, and local authorities; Infrastructure maintenance, monitoring, and condition assessment; Advanced public transportation systems; Transportation system performance data collection, analysis, and dissemination systems; Advanced safety systems, including V2V and V2I communications, technologies associated with automated vehicles, and other collision avoidance technologies, including systems using cellular technology;Integration of intelligent transportation systems with the smart grid and other energy distribution and charging systems; Integrated corridor management systems; Advanced parking reservation or variable pricing systems or systems to assist trucks in locating available truck parking; Electronic pricing, toll collection, and payment systems; Technology that enhances high‐occupancy‐vehicle toll lanes, cordon pricing, or congestion pricing; Integration of transportation service payment systems; Advanced mobility access and on‐demand transportation service technologies, such as dynamic ridesharing and information systems to support human services for elderly and disabled individuals; Retrofitting dedicated short‐range communications (DSRC) technology deployed as part of an existing pilot program to cellular vehicle‐to‐everything (C‐V2X) technology, subject to the condition that the retrofitted technology operates only within the existing spectrum allocations for connected vehicle systems; or Advanced transportation technologies, in accordance with the research areas described in section 6503 of Title 491.
https://www.transportation.gov/
rural/grant‐toolkit/advanced‐
transportation‐technologies‐and‐
innovative‐mobility‐deployment
Funded through 2026.
Online Fundraising
Program
Private IOBY
IOBY gives local leaders the ability to crowdfund the
resources they need to build real, lasting change from the ground up.
Clear air programs , clean water programs, climate change programs, compost programs, education programs, mutual aid programs open space & greening program, public health & nutrition programs, recycling programs. https://ioby.org/matches
PeopleForBikes Private PeopleFor‐ Bikes/Partners Make every ride bike safer and more accessible. Grants for planning, design, and construction of bicycle improvements, support facilities, and related programs. Grants | PeopleForBikes Requires 50% matching funds from recipient.
Robert Wood
Johnson
Foundation
Private REI
To build a Culture of Health, the Robert Wood Johnson
Foundation funds a wide array of research and initiatives focused on achieving health equity.
Active funding opportuniteis evolve. Current funding opportunities include projects with the potential to support, sustain, and evolve the field in promoting systems‐level change to prevent childhood obesity, address structural racism, and advance health equity.
https://www.rwjf.org/en/grants/
active‐funding‐
opportunities.html?o=1&us=1
Wal‐Mart
Foundation Private Walmart
Local community grants are awarded through an open
application process and provide funding directly from
Walmart and Sam’s Club facilities to local organizations in the U.S.
Community and Economic Development, Education, Environmental Sustainability, Health and Human Service, Hunger Relief and Healthy Eating, Public Safety, Quality of Life.
https://walmart.org/how‐we‐
give/grant‐eligibility
Regional Surface
Transportation Program
(RSTP)
Regional TAMC
Established by California State Statute utilizing Surface Transportation Program Funds that are identified in Section 133 of Title 23 of the United States Code.
Improvements for highways, capital costs for transit projects, carpool projects and surface transportation planning or enhancement programs. https://www.tamcmonterey.org/ funding‐and‐planning The next Competitive Grants call for projects is Spring 2026.
Funding Program Source Agency Description Eligible Projects Link Notes Sustainable Communities
Grants
State Caltrans
Part of the Sustainable Transportation Planning Grant
Program. Encourage local and regional planning that supports state goals, implements Regional Transportation Plan (RTP) Sustainable Communities Strategies (SCS) (where applicable), and to ultimately achieve the State’s greenhouse gas (GHG) reduction target of 40 and 80 percent below 1990 levels by 2030 and 2050, respectively.
Active Transportation; Corridor and Freight; Social Equity; Integrated Housing, Land Use, and Transportation; Multimodal; Safety; Technical; and Transit. https://dot.ca.gov/programs/tra
nsportation‐planning/division‐of‐
transportation‐planning/regional‐
and‐community‐
planning/sustainable‐
transportation‐planning‐grants
The Transportation Safety
and Investment Plan
(Measure X)
Regional TAMC
The Transportation Safety and Investment Plan (Measure X) from the Transportation Agency for Monterey County was
approved on November, 2016. The measure is anticipated to generate an estimated $20 million annually for a total of $600 million over thirty years through a retail transactions and use tax of a three‐eighths of one-percent (3/8%). The revenue from the sales tax measure will be used to fund transportation safety and mobility projects in Monterey County. The revenues are split with 60% dedicated to local road maintenance, pothole repairs and safety projects, and 40% dedicated to regional safety and mobility projects. The estimated 30‐year distribution for the City of Salinas is $91,383,000.
Eligible projects include transportation safety and mobility projects in Monterey County
https://www.tamcmonterey.org/
measure‐x
Active Transportation
Program (ATP) State Caltrans
Encourage increased use of active modes of transportation, increase the safety and mobility of non‐motorized users, help achieve greenhouse gas reduction goals, enhance public
health benefits.
Eligible infrastructure projects include capital improvements and combination projects. Eligible non‐Infrastructure (NI) projects include education, encouragement, and enforcement activities. Eligible plans include the development of a community wide bicycle, pedestrian, safe routes to school, or ATP.
https://www.grants.ca.gov/grants
/active‐transportation‐program/
Climate Adaptation
Planning Grants State Caltrans
Part of the Sustainable Transportation Planning Grant
Program. Support local and regional identification of
transportation‐related climate vulnerabilities through the development of climate adaptation plans, as well as project‐ level adaptation planning to identify adaptation projects and strategies for transportation infrastructure
Examples of eligible projects include climate vulnerability and risk assessments, planning for extreme weather events, natural and green infastructure planning, technical feasibility studies required to advance project‐level adaptation planning, and more.
https://dot.ca.gov/programs/tra
nsportation‐planning/division‐of‐
transportation‐planning/regional‐
and‐community‐
planning/sustainable‐
transportation‐planning‐grants
Affordable Housing and
Sustainable Communities
Program (AHSC)
State
California Strategic
Growth Council
The Affordable Housing and Sustainable Communities (AHSC) Program makes it easier for Californians to drive less by making sure housing, jobs, and key destinations are
accessible by walking, biking, and transit.
AHSC provides funding for affordable housing developments (new construction or renovation) and transportation infrastructure. This may include sustainable transportation infrastructure, such as new transit vehicles, sidewalks, and bike lanes; transportation‐related amenities, such as bus shelters, benches, or shade trees; and other programs that encourage residents to walk, bike, and use public transit.
https://www.grants.ca.gov/grant
s/affordable‐housing‐sustainable‐
communities‐round‐8/
Approximately anually
Clean Mobility Options State Air Resources Board
For zero‐emissions shared mobility projects in disadvantaged and low‐income communities, including some tribal and
affordable housing communities.
Bikeshare programs, “Quick build” right‐of‐way safety improvements for bicycles and scooters. Home ‐ Clean Mobility Options
Congestion Mitigation and
Air Quality (CMAQ)
Improvement Program
State FHWA
The CMAQ program is implemented to support surface
transportation projects and other related efforts that
contribute air quality improvements and provide congestion relief.
While the legislation places emphasis on air quality projects or other elements of flexible federal aid highway spending such as diesel engine retrofits and alternative fuel infrastructure, funds may also be used for bicycle and pedestrian‐ related projects such as bikeways, bicycle parking, crosswalks, sidewalks, signs and signals.
https://www.fhwa.dot.gov/envir
onment/air_quality/cmaq/
20% local or state match is required for these
funds
Funding Program Source Agency Description Eligible Projects Link Notes Inflation Reduction Act
Environmental and Climate
Justice Program
Federal EPA
The Environmental and Climate Justice Program (ECJ
Program), created by the Inflation Reduction Act (IRA) under Clean Air Act (CAA) Section 138, provides funding for financial and technical assistance to carry out environmental and climate justice activities to benefit underserved and
overburdened communities.
Trhis program funds environmental and climate justice activities to benefit underserved and overburdened communities. This is very broad, with examples including developing or expanding vegetative barriers, installing working water fountains where there are none, or implementing urban designs that promote air flow and reduce the concentration of pollution along street corridors. https://www.epa.gov/inflation‐
reduction‐act/inflation‐reduction‐
act‐environmental‐and‐climate‐
justice‐program
Many, but not all, census tracts in Salinas are
considered disadvantaged according to
https://screeningtool.geoplatform.gov/en/#12.76/36.67621/‐121.65787. EPA must award all by 9/30/2026
Highway Safety
Improvement Program
(HSIP)
State Caltrans
The Highway Safety Improvement Program (HSIP) is a core Federal‐aid program with the purpose to achieve a significant reduction in traffic fatalities and serious injuries on all public roads, including non‐State‐owned roads and roads on tribal land. The HSIP requires a data‐driven, strategic approach to improving highway safety on all public roads with a focus on performance.
Any public road or publicly owned bicycle or pedestrian pathway or trail that improves safety for its users.
https://dot.ca.gov/programs/loca
l‐assistance/fed‐and‐state‐
programs/highway‐safety‐
improvement‐program/apply‐
now
Available annually, call for projects open in the
spring.
Local Partnership Program
(LPP) State
CTC
The primary objective of this program is to provide funding to counties, cities, districts, and regional transportation agencies in which voters have approved fees or taxes
dedicated solely to transportation improvements.
The Local Partnership Program provides funding to local and regional agencies to improve Aging Infrastructure, Road Conditions, Active Transportation, Transit and rail, and Health and Safety Benefits
https://www.grants.ca.gov/grant
s/local‐partnership‐program‐
competitive/
Seems to be every 2 years.
Local Streets and Roads
(LSRP) Program State CTC
The purpose of the program is to provide approximately $1.5 billion per year to cities and counties for basic road
maintenance, rehabilitation, and critical safety projects on the local streets and roads system.
Implement enhanced crosswalk signing and striping, create safety separation between motorists, bicyclists and pedestrians, design and construction of school access and safety improvements to six schools. (SRTS)
https://catc.ca.gov/programs/sb
1/local‐streets‐roads‐program
Available annually, to be eligible cities must
submit an adopted proposed project list to the
California Transportation Commission.
Office of Traffic Safety
(OTS) Grant Program State OTS
Funds education, enforcement, and engineering
projects that improve safety on existing facilities.
Projects which implement the safe system approach to reduce injurues and fatalities for bicylists and pedestrians. https://www.ots.ca.gov/grants/ Applications must be submitted January 31, annually.
Recreational Trails Program
(RTP) State
California
Department of Parks
and Recreation
Provides funds annually for recreational trails and trails‐ related projects. Eligible applicants are Cities and Counties, Districts, State Agencies, Federal Agencies, Non‐Profit Organizations. https://www.parks.ca.gov/?page _id=24324 Annual until 2026 Clean Air Management
Program Regional Monterey Bay Air Resources District
These projects are identified as fixed assets for which travel activity data is available to calculate the expected reductions in motor vehicle emissions.
Typical projects include roundabout construction, adaptive traffic signal control system installation, and new transit.
https://www.mbard.org/ab2766‐
motor‐vehicle‐emission‐
reduction‐grants
Strategic Partnerships
Grants
State Caltrans
Part of the Sustainable Transportation Planning Grant
Program. Identify and address statewide, interregional, or regional transportation deficiencies on the State highway system in partnership with Caltrans
Grants are for transportation planning activities such as planning for freight, corridors, regional, and interregional travel.
https://dot.ca.gov/programs/tra
nsportation‐planning/division‐of‐
transportation‐planning/regional‐
and‐community‐
planning/sustainable‐
transportation‐planning‐grants
Annually
Transformative Climate
Communities
State
California Strategic
Growth Council
The TCC Program funds development and infrastructure
projects that achieve major environmental, health, and
economic benefits in California’s most disadvantagedcommunities Development and infrastructure projects that achieve major environmental, health, and economic benefits in California's most disadvantaged communities. https://sgc.ca.gov/grant‐
programs/tcc/
About annually. Checked that this could apply
to areas of Salinas.
Transit and Intercity Rail
Capital Program (TIRCP) State
CalSTA and Caltrans
Division of Rail and
Mass Transportation
The TIRCP provides grants from the Greenhouse Gas
Reduction Fund to fund transformative capital improvements that will modernize California’s intercity, commuter, and urban rail systems.
Pedestrian and bike trail, First/last mile connections via bike lanes and separated paths, Bike share programs, Bike parking facilities Plans. https://calsta.ca.gov/subject‐
areas/transit‐intercity‐rail‐capital‐
prog
Cycle 7 will likely open soon
Urban Greening State California Natural Resources Agency Funding will support projects that reduce greenhouse gas emissions, provide multiple benefits, and create more
sustainable communities using natural and green
infrastructure approaches.
Eligible urban greening projects will reduce GHG emissions, mitigate the effects of extreme heat, and provide multiple additional benefits, including, but not limited to, a decrease in air and water pollution or a reduction in the consumption of natural resources and energy.
https://resources.ca.gov/grants/
urban‐greening Potential for annual program
Funding Program Source Agency Description Eligible Projects Link Notes Trade Corridor
Enhancement Program
(TCEP)
State CTC
The purpose of the Trade Corridor Enhancement Program is to provide funding for infrastructure improvements on
federally designated Trade Corridors of National and Regional Significance, on California's portion of the National Highway Freight Network, as identified in California Freight Mobility Plan, and along other corridors that have a high volume of freight movement.
Eligible applicants apply for program funds through the nomination of projects.
All projects nominated must be identified in a currently adopted regional transportation plan. The Commission is required to evaluate and select submitted applications based on the following criteria:
Freight System Factors – Throughput, Velocity, and Reliability; Transportation System Factors – Safety, Congestion Reduction/Mitigation, Key Transportation Bottleneck Relief, Multi‐Modal Strategy, Interregional Benefits, and Advanced Technology;Community Impact Factors – Air Quality Impact, Community Impact Mitigation, and Economic/Jobs Growth;
The overall need, benefits, and cost of the project
Project Readiness – ability to complete the project in a timely manner; Demonstration of the required 30% matching funds;
The leveraging and coordination of funds from multiple sources; and Jointly nominated and/or jointly funded.
https://catc.ca.gov/programs/sb
1/trade‐corridor‐enhancement‐
program
About every two years
Local Transportation
Climate Adaptation
Program (LTCAP)
State CTC
The primary objective of this program is to provide
competitive grants to local agencies for the development and implementation of capital projects adapting local
transportation infrastructure to climate changes.
Resilience Improvements, Community Resilience and Evacuation Route Activities, At‐Risk Coastal Infrastructure, or System Resilience Elements. https://catc.ca.gov/programs/loc
al‐transportation‐climate‐
adaptation‐program
Annual
Railroad Crossing
Elimination (RCE) Grant
Program
Federal FRA
Provides funding for highway‐rail or pathway‐rail grade crossing improvement projects that focus on improving the safety and mobility of people and goods.
Eligible uses include grade separation or closure that may use a bridge, embankment, tunnel, or combination thereof, track relocation projects, improvement or installation of protective devices, signals, or signs, safety improvements related to separation, closure, or track relocation projects, other safety projects related to the mobility of people and goods at highway‐rail grade crossings (including technological solutions), and the planning, environmental review, and design of an eligible project type.
https://railroads.dot.gov/grants‐
loans/competitive‐discretionary‐
grant‐programs/railroad‐crossing‐
elimination‐grant‐program
Annual for 2022‐2026
Consolidated Rail
Infrastructure and Safety
Improvements (CRISI)
Program
Federal FRA
This program funds projects that improve the safety,
efficiency, and reliability of intercity passenger and freight rail.
Many eligible project types, including any project necessary to enhance multimodal connections or facilitate service integration between rail service and other modes.
https://railroads.dot.gov/grants‐
loans/competitive‐discretionary‐
grant‐programs/consolidated‐rail‐
infrastructure‐and‐safety‐2
Thriving Communities
Program
Federal US DOT The Department of Transportation created this program to provide technical assistance and capacity building.
The program supports communities with planning and project development of transformative infrastructure projects that increase affordable transportation options, enhance economic opportunity, reduce environmental burdens, improve access and quality of life, and provide other benefits to disadvantaged communities.
https://www.transportation.gov/
grants/thriving‐communities
Active Transportation
Infrastructure Investment
Program (ATIIP)
Federal FHWA
to construct projects to provide safe and connected active transportation facilities in active transportation networks or active transportation spines
Both types of grants can go towards planning, designing, and constructing active transportation networks and active transportation spines. Active transportation networks are active transportation facilities that connect between destinations within a community or metropolitan region, including schools, workplaces, residences, businesses, recreation areas, medical facilities, and other community areas (BIL $sect; 11529(l)(2)). Active transportation spines are active transportation facilities that connect between communities, metropolitan regions, or States (BIL $sect; 11529(l)(3)).
https://www.fhwa.dot.gov/envir
onment/bicycle_pedestrian/atiip
/
Possibly annual
Land and Water
Conservation Fund (LWCF) State Parks & Recreation
Land and Water Conservation Fund (LWCF) grants provide
funding for the acquisition or development of land to create new outdoor recreation opportunities for the health and wellness of Californians. Since 1965, over one thousand parks throughout California have been created or improved with LWCF assistance.
Funds can be used to buy park land for public use or make existing parks more enjoyable. Examples include adding a restroom, playground, or system of wayfinding signage.
https://www.parks.ca.gov/?page
_id=21360#:~:text=Land%20and
%20Water%20Conservation%20F
und%20(LWCF)%20grants%20pro
vide%20funding%20for,or%20im
proved%20with%20LWCF%20assi
stance.
Approximately annual. Next deadline June
2025.
Funding Program Source Agency Description Eligible Projects Link Notes Environmental Education
(EE) Grants Federal EPA
EPA seeks grant applications from eligible applicants to support environmental education projects that promote
environmental awareness and stewardship and help provide people with the skills to take responsible actions to protect the environment.
This grant program provides financial support for projects that design, demonstrate, and/or disseminate environmental education practices, methods, or techniques.
https://www.epa.gov/education/
grants
Annual
State of Good Repair (SGR) State Caltrans
The State of Good Repair Program was created to provide a consistent and dependable revenue source to transit
operators to invest in the upgrade, repair, and improvement of their respective agency’s existing transportation
infrastructure and services.
Examples of projects include transit capital projects, services to maintain or repair existing transit fleets and facilities, new vehicles or facilities that improve existing transit services, transit services that complement local efforts to repair and improve local transportation infrastructure
https://dot.ca.gov/programs/rail‐
and‐mass‐transportation/state‐
transit‐assistance‐state‐of‐good‐
repair
Annual
Clean Mobility in Schools State CARB
The Clean Mobility in Schools Project (CMIS) facilitates funds a variety of clean transportation and supporting projects in and around school communities.
Scalable clean transportation and mobility strategies, including zero‐emission vehicles, equipment, and infrastructure in schools (K – 12); active and alternative modes of clean transportation; workforce training and curriculum development; and outreach to students, parents, and the community. The City can partner with the public schools to apply.
https://ww2.arb.ca.gov/our‐
work/programs/clean‐mobility‐
schools/about
Clean Mobility Options
Voucher Pilot Program
(CMO)
State CARB
The Clean Mobility Options Voucher Pilot Program (Clean Mobility Voucher Pilot Program, or CMO) is intended to
improve clean transportation access and to increase zero‐ emission mobility choices for disadvantaged and low‐income communities.
CMO provides funding for community‐driven mobility projects that increase residents’ access to key destinations by providing various clean transportation options. The program also provides funding for community transportation needs assessments to support communities in assessing unmet transportation needs and develop community‐driven solutions to fill the community’s transportation gaps by centering the residents’ primary needs. Using the community transportation needs assessments, eligible applicants may will be better situated to apply for and receive funding for electric carsharing, carpooling, regular bicycle and electric bicycle sharing, scooter‐sharing, vanpools, innovative transit services, fixed route transit, and other clean mobility options that best suit their communities.
https://ww2.arb.ca.gov/our‐
work/programs/clean‐mobility‐
options
Planning and Capacity
Building (Planning) State CARB
Planning and Capacity Building projects are intended to increase transportation equity in disadvantaged and low‐ income communities by improving the local understanding of residents’ transportation needs, helping develop
organizational and community capacity building so
communities are ready to plan for clean transportation
solutions, and preparing communities to implement
community‐identified projects that fill transportation gaps and improve clean transportation access.
A variety of community‐led planning and capacity building projects that increase transportation equity and achieve a community’s vision – including but not limited to projects focused on clean mobility transportation planning, community transportation needs assessments, community capacity building, outreach, workforce training and development, ongoing technical assistance, and other critical community‐led clean mobility investment needs. https://ww2.arb.ca.gov/resource
s/fact‐sheets/planning‐and‐
capacity‐building
Sustainable Transportation
Equity Project (STEP) State CARB
Funded projects are designed and implemented with
community residents to address community needs, reducing GHG emissions and vehicle miles traveled while increasing access to key destinations and services.
STEP funds a variety of clean transportation and supporting projects, such as public transit and shared mobility services, active transportation infrastructure, land use planning and housing policy, workforce development, and clean transportation planning and education.
https://ww2.arb.ca.gov/our‐
work/programs/sustainable‐
transportation‐equity‐project
Transformative
Climate
Communities
(TCC)
State Strategic Growth Council
The Program funds community‐led development and
infrastructure projects that achieve major
environmental, health, and economic benefits in
California’s most disadvantaged communities.
Project examples include, but are not limited to affordable and sustainable housing developments, transit stations and facilities, electric bicycle and car share programs, solar installation and energy efficiency, water‐energy efficiency installations, urban greening and green infrastructure, bicycle and pedestrian facilities, recycling and waste management, health equity and well‐being projects, brownfields redevelopment, community microgrids, indoor air pollution reduction.
https://www.sgc.ca.gov/grant‐
programs/tcc/
Transportation Alternatives
(TA) Set‐Aside Federal FHWA
The Transportation Alternatives (TA) program is the nation’s largest dedicated source of funding for trail and active transportation projects.
Variety of generally smaller‐scale transportation projects such as pedestrian and bicycle facilities; construction of turnouts, overlooks, and viewing areas; community improvements such as historic preservation and vegetation management; environmental mitigation related to stormwater and habitat connectivity; recreational trails; safe routes to school projects; and vulnerable road user safety assessments.
https://www.fhwa.dot.gov/envir
onment/transportation_alternati
ves/
Funding Program Source Agency Description Eligible Projects Link Notes Carbon Reduction Program
(CRP) Regional AMBAG
The BIL authorized a new Carbon Reduction Program (CRP) federal funding to projects that decrease transportation emissions, which are defined as the carbon dioxide (CO2) emissions that result from on‐road, highway sources.
Caltrans’ Carbon Reduction Strategy directs Local and State CRP funds to be invested in projects that support bicycle and pedestrian, rail and transit, and zero‐emission vehicles and infrastructure.
https://ambag.org/program/carb
on‐reduction‐program
Appendix H: Adoption Resolution
Salinas Active Transportation Plan | September 2024
99