Salinas City Council
September 24, 2024

Salinas Active Transportation Plan
September 2024
Table of Contents
Chapter 1: Introduction .........................................................................................................3 Report Organization.........................................................................................................................................................3 Purpose and Need.............................................................................................................................................................4 Vision and Goals.................................................................................................................................................................5 ATP Process..........................................................................................................................................................................6 Chapter 2: Walking and Biking Today...................................................................................9 Community Profile ............................................................................................................................................................9 Needs Assessment.......................................................................................................................................................... 12 Chapter 3: Community Engagement ................................................................................. 19 Public Events..................................................................................................................................................................... 19 Public Surveys.................................................................................................................................................................. 20 Project Website................................................................................................................................................................ 25 Stakeholder Outreach................................................................................................................................................... 25 Chapter 4: Active Transportation Recommendations ...................................................... 27 Bicycle and Trail Recommendations........................................................................................................................ 27 Pedestrian Network Recommendations................................................................................................................. 34 Pedestrian and Bicycle Traffic Calming and Safety Features........................................................................... 36 Trending Strategies........................................................................................................................................................ 38 Anticipated Future Demand....................................................................................................................................... 39 Programs and Policies................................................................................................................................................... 40 Chapter 5: Project Prioritization ........................................................................................ 47 Performance Measures................................................................................................................................................. 47 Prioritized Projects.......................................................................................................................................................... 48 Chapter 6: Corridor Concepts ............................................................................................. 53 Alvin Drive (Project #6) ................................................................................................................................................. 54 N Main Street (Project #7)............................................................................................................................................ 56 John Street (Project #12).............................................................................................................................................. 58 Romie Lane (Project #14) ............................................................................................................................................. 60 Sherwood Drive (Project #18) .................................................................................................................................... 62 Towt Street (Project #20).............................................................................................................................................. 63 Chapter 7: Implementation ................................................................................................ 64 Proposed Cost Estimates.............................................................................................................................................. 64 Potential Funding Sources........................................................................................................................................... 66 Recommended Actions................................................................................................................................................ 70 Appendix A: Existing Conditions Report........................................................................... 72 Appendix B: Caltrans ATP Checklist .................................................................................. 73 Appendix C: Public Comment and Outreach Feedback ................................................... 74 Appendix D: Trails Master Plan .......................................................................................... 75 Salinas Active Transportation Plan | September 2024
1 Appendix E: Design Guidelines .......................................................................................... 76 Appendix F: Priority Project Concept Plans ...................................................................... 77 Appendix G: Funding Matrix ............................................................................................. 98 Appendix H: Adoption Resolution..................................................................................... 99 Figures
Figure 1-1: ATP Process ..........................................................................................................6 Figure 1-2: Document Integration ........................................................................................7 Figure 2-1: Bicycle Facility Level of Comfort by Classification......................................... 11 Figure 2-2: Bike Network Gap Analysis.............................................................................. 15 Figure 2-3: Pedestrian Network Gap Analysis................................................................... 17 Figure 2-4: Barriers Assessment Map................................................................................. 18 Figure 3-1: Barriers to Biking in Salinas............................................................................. 22 Figure 3-2: Barriers to Walking in Salinas.......................................................................... 23 Figure 4-1: Proposed Bicycle and Trail Network Map....................................................... 33 Figure 4-2: Existing and Proposed Bicycle Parking .......................................................... 46 Figure 5-1: Prioritized Bikeways......................................................................................... 49 Figure 6-1: Key Map of Priority Corridors.......................................................................... 53 Figure 7-1: CIP and ATP Project Connection...................................................................... 67 Tables
Table 2-1: Means of Transportation to Work ........................................................................9 Table 2-2: Bicycle Mileage by Facility Type........................................................................ 10 Table 2-3: Bicycle and Pedestrian Collisions by Location................................................. 12 Table 2-4: Top Bicycle-Involved Corridors ......................................................................... 13 Table 2-5: Top Pedestrian-Involved Collision Corridors ................................................... 13 Table 4-1: Existing and Proposed Mileage by Facility Type ............................................. 32 Table 5-1: Criteria Voting Results ....................................................................................... 47 Table 5-2: Prioritization Weighting Factors....................................................................... 48 Table 5-3: Prioritized Project List....................................................................................... 50 Table 7-1: Planning-Level Cost Opinions by Improvement Type..................................... 65 Table 7-2: Priority Corridor Project Implementation........................................................ 69 Salinas Active Transportation Plan | September 2024
2 Chapter 1: Introduction
The City of Salinas is a vibrant community with a rich agricultural history. Over 160,000 diverse residents live, work, and play on the scenic plains of northern Monterey County. Salinas has grown rapidly in the past decade and aims to expand its mobility choices through a robust, accessible, and equitable pedestrian, bicycle, and trails network. The development and implementation of this Active Transportation Plan (ATP) focuses on encouraging non-motorized modes of transportation— primarily walking and biking—by recommending projects, programs, and policies that enhance the active transportation experience in the community.

Report Organization

1. Introduction Establishes the purpose of this document and describes the planning process.

2. Walking and
Biking Today
Provides an overview of existing conditions and highlights gaps and barriers for the active transportation network.

3. Community
Engagement
Summarizes public outreach and stakeholder
engagement efforts.

4. Active Transportation
Recommendations
Introduces project, program, and policy recommendations for active transportation users.

5. Project Prioritization Describes project ranking metrics, process, and results.

6. Corridor Concepts Presents design concepts and cost estimates for high priority projects.

7. Implementation Summarizes funding sources and documents an implementation plan for next steps.

Appendices
A. Existing Conditions Report – Details information, data, and findings on the current state of active transportation.

B. Caltrans ATP Checklist – Documents conformance with Caltrans ATP Guidance.

C. Public Comment and Outreach Feedback – Records community input.

D. Trails Master Plan – Presents trail-specific analysis, recommendations, and designs.

E. Design Guidelines – Provides design guidance for recommended facility types.

F. Priority Project Concept Plans
G. Funding Matrix
H. Adoption Resolution
Salinas Active Transportation Plan | September 2024
3 Purpose and Need
Many residents in Salinas depend on walking, biking, and transit for transportation. Whether due to economic constraints or desire for an active lifestyle, these users, who can be especially vulnerable in crashes without the protection of a vehicle, deserve to travel safely and efficiently through Salinas.

The City of Salinas has demonstrated their commitment to fostering safe active transportation usage through numerous planning documents such as the 2022 Salinas Safe Routes to School Plan, the 2022 Salinas Vision Zero Action Plan, and the 2018 Salinas Active Transportation Needs Assessment.

These strategic efforts help Salinas become better positioned to increase active transportation mode share, helping to reduce traffic congestion, reduce emissions, and increase public health.

The ATP provides a framework for overcoming barriers to active transportation. These barriers include high-speed, high-volume roadways without dedicated active transportation facilities, gaps in the pedestrian and bicycle networks, and rail corridors.

The ATP identifies transportation needs (Chapter 2) and prioritizes projects (Chapter 5) that will make walking and biking reliable, comfortable, convenient, and more connected for all users.

Salinas Active Transportation Plan | September 2024
4 Vision and Goals
The vision of the City of Salinas ATP is to create an accessible, high-quality network of walking and biking routes that connect all neighborhoods within the city. This vision is supported by the goals and objectives below, which guide the development of the ATP.

Safety: Provide and maintain a safe and integrated circulation system to meet the current and future needs of all ages, abilities, and modes of travel. y Implement Vision Zero Plan
recommendations.
y Prioritize projects on the City’s
High Injury Network.
y Prioritize human safety over vehicular
delays, speed, and congestion reduction.
y Increase separation between motor
vehicles and active transportation users.
y Reduce the number of existing driveways
on arterial streets whenever possible on
revitalization projects.
y Continue traffic law enforcement for
all modes.

Travel Mode Shift: Support transportation options that reduce single-occupancy vehicle commuting and Vehicle Miles Traveled (VMT).
y Increase the availability of sidewalks, trails,
and cut-throughs.
y Incorporate landscaping, traffic-calming
devices, separation from vehicular traffic,
and amenities such as lighted crosswalks.
y Further develop the network of on- and
off-street bicycle facilities.
y Consider pedestrian access and safety in
parking lot designs.
y Require new developments to
provide short- and long-term bike
parking facilities, transit stops, and active
transportation infrastructure.
y Ensure that all pedestrian and bicycle
route improvements meet ADA standards.
y Promote first- and last-mile to public transit
by improving sidewalks, intersections,
trails, and bicycle facilities.

Equity: Improve the quality of the built and natural environments to support healthy lifestyles and reduce health inequities. Encourage civic engagement and the development of resident leaders committed to reshaping the City’s future. y Connect transportation-disadvantaged
and special-needs populations with
schools, jobs, medical services, transit
centers, and recreation opportunities.
y Provide opportunities for a diverse
group of community members to take
leadership roles in the development and
implementation of bicycle and pedestrian
projects and programs.

Salinas Active Transportation Plan | September 2024
5 ATP Process
The ATP analyzed existing conditions, reviewed local and regional plans, and incorporated community feedback to develop a data-driven plan that is supported by previous planning efforts as well as the community. Figure 1-1 describes the planning process used to develop the ATP. Chapter 3: Community Engagement, Appendix A: Existing Conditions Report, and Appendix C: Public Comment and Outreach Feedback provide greater details on community input, existing conditions, and previous planning efforts.

Figure 1-1: ATP Process
Network
Recommendations
Programs
and Policies
Prioritization
Process
Cost and Funding
Guidance

IMPLEMENTATION
PLAN
Legislative
Context
Existing
Conditions Analysis
Stakeholder
Coordination
and Community
Engagement
Literature
Review
Legislative Context
Active transportation in California is supported by the legislation outlined below which was used to guide the ATP’s proposed recommendations to ensure active transportation will be improved for all users.
y The Active Transportation Program was created by the 2013 Senate Bills 99 and 101. This consolidated existing federal and state transportation programs into a single plan which promotes increasing active transportation trips, protecting vulnerable road users, and increasing mobility options for disadvantaged communities.
y The California Complete Streets Act was created by the 2008 Assembly Bill 1358. Circulation plans must utilize a multi-modal approach and design corridors that accommodate “the needs of all users… in a manner suitable to the rural, suburban, or urban context of the general plan.” Salinas Active Transportation Plan | September 2024
6 Consistency with Local and Regional Plans
The ATP was developed in alignment with local and regional planning efforts. The assessment of existing conditions began with a thorough document review. Figure 1-2 provides a graphic summary.

A full list of documents can be found in Appendix A: Existing Conditions Report. The following plans were considered to be the most relevant and heavily informed the ATP recommendations:

Figure 1-2:
y 2045 Association of Monterey Bay Area
Governments (AMBAG) Metropolitan
Transportation Plan and Sustainable
Communities Strategy
y 2040 Visión Salinas
y 2022 Salinas Safe Routes to School Plan
y 2022 Monterey County Regional
Transportation Plan
y 2020 Salinas Vision Zero Action Plan
y 2019 Alisal Vibrancy Plan

1. The 2002 General Plan Update identified a Future Growth Area (FGA) located north of Boronda Road. This resulted in the 2011 Gateway Center Specific Plan, 2019 West Area Specific Plan, and 2020 Central Area Specific Plan. The East Area Specific Plan is currently being developed. More information can be found here.
y 2019 East Alisal Street Corridor Plan
y 2018 Monterey County Active
Transportation Plan
y 2018 Salinas Active Transportation
Needs Assessment
y 2004 Salinas Pedestrian Plan
y 2002 Salinas General Plan
y 2002 Salinas Bikeways Plan
y North of Boronda Road Specific Area Plans1
Document Integration
Federal Goals
State Objectives
Regional Plans
County Plans
Local Plans
Funding Sources
Programs and Policies
Bicycle Infrastructure
Pedestrian Infrastructure
Corridor Design

SALINAS
ATP
Salinas Active Transportation Plan | September 2024
7 The City is currently undergoing a comprehensive General Plan update. The recommendations in this ATP support the guiding principles for the updated General Plan as described in Visión Salinas, including the goal for “an active City with a well-connected, eco-friendly network of multi-modal streets, bikeways, greenways and trails, and effective public transportation options.” The two project teams coordinated throughout the recommendations process to ensure consistency.

Stakeholder Coordination
In addition to ensuring alignment with published documents by other jurisdictions, the City also met with key agencies and stakeholders. The feedback solicited in these meetings helped ensure the recommendations in this ATP draw from a cohesive regional vision that reflects the desires of the community and will lead to coordinated implementation efforts.

Salinas Active Transportation Plan | September 2024
8 Chapter 2: Walking and Biking Today
This chapter provides a summary of the City’s community profile and identifies needs for walking and biking in the City. The Community Profile section provides information such as demographics, equity populations, trip patterns, and existing active transportation facilities within Salinas while the Needs Assessment focuses on areas with high demand for active transportation, safety concerns, gaps in the existing active transportation network, and physical barriers to active transportation. These analyses were used to develop and guide the recommendations for the ATP. For more details, please refer to Appendix A: Existing Conditions Report.

Community Profile
The most densely populated areas in the City of Salinas are north of Highway 101 and near Sanchez Elementary School, within the Alisal neighborhood.

South Salinas has the highest job density, particularly in Downtown Salinas and near Hartnell College, with pockets of high job density in North Salinas as well as the Alisal neighborhood. Table 2-1 shows the existing mode split for Salinas residents commuting to work – 1.1% of workers 16 years and older walk or bike to work.

Table 2-1: Means of Transportation to Work
Mode # of Trips % of Trips
Car, truck, or van 57,052 82.1%
Drove alone 49,339 71.0%
Carpooled 7,783 11.2%
Public transportation
(excluding taxicab) 486 0.7%
Walked 695 1.0%
Bicycle 69 0.1%
Taxicab, motorcycle,
or other means 8,756 12.6%
Worked from home 2,432 3.5%
Total 69,491 100%
Data Source: 2021 U.S. Census Bureau American Community Survey, 5-Year Estimates, Table S0801.

Salinas Active Transportation Plan | September 2024
9 Disadvantaged Communities
Disadvantaged communities consist of households in poverty1, minority populations2, environmentally burdened areas3, and zero vehicle households4. By considering where populations who may have experienced historic disinvestments live, the ATP will help ensure that the proposed active transportation recommendations are equitable, well-utilized, and will serve where the community needs it the most.

Overall, the City of Salinas has a high concentration of minorities. Nearly 90% of the population belongs to a minority population group. In addition, three neighborhoods were identified as having the highest concentrations of disadvantaged communities within the City:
y Portions of the Alisal neighborhood contain over 10% of households with no access to vehicles, over 20% of households in poverty, and the highest pollution impact in Salinas. y Downtown Salinas contains over 15% of households with no access to vehicles, the lowest category of median household income, experiences a disproportionate pollution impact. y Communities adjacent to Highway 101 or the rail corridor exhibit similar environmental and financial disadvantages.

Disadvantaged communities may be more likely to rely on active transportation or transit and would likely benefit from reduced emissions that typically result from the implementation of active transportation facilities. Therefore, these are the populations that will benefit most from the projects, policies, and programs recommended in this ATP.

Existing Bicycle Facilities
The existing bikeway network in Salinas has roughly 90 miles of various facility types that provide bicyclists with different levels of comfort and separation from vehicles. The City’s existing bicycle network is comprised of a mix of the bike facility classifications listed in Table 2-2 and described in detail in Figure 2-1.

Table 2-2: Bicycle Mileage by Facility Type
Class Miles %
Class I Shared Use Path 9.2 10.5%
Class II Bike Lane 28.5 33.0%
Class IIB Buffered Bike Lane 15.4 17.8%
Class III Bike Route 33.2 38.4%
Class IV Separated Bikeway 0.2 0.2%
Total 86.5 100.0%

1. 2021 U.S. Census Bureau American Community Survey, 5-Year Estimates, Table B19001.

2. Minority groups consist of those who are non-white or of Hispanic or Latino origin. 2021 U.S. Census Bureau American Community Survey, 5-Year Estimates, Table B03002.

3. 2021 California Office of Environmental Health Hazard Assessment, CalEnviroScreen 4.0, Overall Percentile and 2022 Public Health Alliance of Southern California, California Healthy Places Index (HPI) 3.0, HPI Percentile.

4. 2021 U.S. Census Bureau American Community Survey, 5-Year Estimates, Table B25044.

Salinas Active Transportation Plan | September 2024
10 Only 11% of facilities are protected (Class I and Class IV) while 51% of non-local roadways have posted speed limits greater than or equal to 35 MPH. Class II and Class III facilities are considered unprotected, since they do not provide any vertical separation from vehicles. The lack of protection combined with high vehicle speeds can deter the use of active transportation.

Figure 2-1: Bicycle Facility Level of Comfort by Classification Class I Shared Use Paths are paved rightof-way for exclusive use by those using non-motorized modes of travel.

Class IV Separated Bikeways are similar to
Class II bike lanes but provide an additional
layer of vertical separation to create a more
distinct barrier between bicyclists and
vehicles.

Class II Buffered Bike Lanes are Class II
bike lanes with a striped buffer providing
greater separation between bicyclists and
vehicles.

Class II Bike Lanes are a portion of
roadway for bicycle travel provided by
pavement markings, striping, and signage.

Class III Bike Routes are designated with
signage or shared lane markings where
bicyclists share space with motor vehicles
within the travel lanes.

Please see Chapter 4: Active Transportation Recommendations for information on proposed bike parking policies.

Existing Trail Facilities
The existing trail network in Salinas consists of roughly 9 miles of Class I Shared Use Paths. Shared use paths exist within Rossi Rico Parkway, Cesar Chavez Community Park, along and adjacent to Gabilan Creek, and along Natividad Creek. Small segments of Class I Shared Use Paths also exist along portions of E. Laurel Drive , E. Alisal Street, and Alisal Road. Additional unpaved trails used by residents and visitors include trails and walking loops inside City parks.

Salinas generally lacks natural-surface trails that are often associated with passive, nature-oriented uses. Previous planning efforts have proposed the installation of several new Class I Shared Use Paths in different locations throughout Salinas.

Salinas Active Transportation Plan | September 2024
11 Existing Pedestrian Facilities
The majority of the sidewalk network in Salinas is fully connected, meaning that continuous blocks have sidewalks on one or both sides. However, there are a couple locations that could use sidewalk improvements. Specifically, significant stretches of Natividad Road have sidewalks on only one side, though there are pedestrian origins and destinations on both sides that could benefit from sidewalks.

The Main Street crossing of Highway 101 contains sidewalk on one side with a steep grade, creating significant crossing distances with poor sightlines.

Needs Assessment
The existing bicycle, trail, and pedestrian networks were compared to the community profile to create a needs assessment. The needs assessment guided the development of effective strategies that align with the unique requirements of the community.

For instance, in one census tract in Downtown Salinas, more than 15% of households do not own a vehicle. This finding in the community profile indicates that high-quality facilities should be present in this area to provide non-motorized means of transportation. However, during the barriers assessment, it was found the adjacent rail line offers limited quality pedestrian and bicycle infrastructure for people to cross. Therefore, this ATP will make it a priority to facilitate more comfortable crossings along the rail corridor in Downtown Salinas. This is just one example of how the existing needs of the community were incorporated into active transportation recommendations.

Safety
Between 2013 and 2022, Salinas suffered 3 bicyclist and 37 pedestrian fatalities due to traffic collisions. Bicyclists and pedestrians are typically the most vulnerable roadway users, and therefore their safety is a top priority.

Table 2-3 contains bicyclist-related and pedestrian-related collision data that was obtained from the Transportation Inquiry Mapping System (TIMS) for 2013 through 2022. A greater number of bicycle collisions occur at intersections while a greater number of pedestrian collisions occur mid-block.

Table 2-3: Bicycle and Pedestrian Collisions by Location Location Bicycle Pedestrian
# % # %
Intersection 185 53.3% 232 43.0%
Midblock 162 46.7% 307 57.0%
Total 347 100.0% 539 100.0%
Vision Zero
In 2021, Salinas adopted a Vision Zero Policy and in 2022 adopted the Salinas Vision Zero Action Plan. Vision Zero is a strategy to eliminate all traffic fatalities and severe injuries, while increasing safe, healthy, and equitable mobility for all. Vision Zero acknowledges that many factors contribute to safe mobility including roadway design, driver behavior, technology, and policy. This ATP plays a key role in reaching the goal of zero traffic fatalities and severe injuries through the analysis of existing safety trends for active transportation users, as well as the guidance in Chapter 4: Active Transportation Recommendations.

Salinas Active Transportation Plan | September 2024
12 Bicycle-Involved Collisions
Main Street has the highest number of bicycle-related collisions in the City, as shown in Table 2-4. A majority of the collisions occurred from Bolivar Street to Romie Lane, including several adjacent to the Salinas Sports Complex. Additionally, an extended area around Downtown Salinas and residential neighborhoods west of the airport are considered bicycle collision hotspots. Table 2-4 shows the streets with the highest bicycle-involved collision totals.

Table 2-4: Top Bicycle-Involved Corridors
Rank Street Name Bike Collisions Fatal Bike Collisions
1 Main Street 67 0
2 Alisal Street 22 0
3 Market Street 21 1
4 Laurel Drive 15 0
5 John Street 13 0
6 Sanborn Road 11 0
7 Natividad Road 8 1
8 Alvin Drive 8 0
9 Davis Road 8 0
10 Sherwood Drive 7 0
Pedestrian-Involved Collisions
Pedestrian-involved collision hotspots occur in similar locations as bicyclist-involved collision hotspots, including along most of the length of Main Street, and around Downtown Salinas. Other pedestrian-involved collision hotspots were in residential areas north and west of the airport. Table 2-5 shows the streets with the highest pedestrian-involved collision totals.

Table 2-5: Top Pedestrian-Involved Collision Corridors
Rank Street Name Pedestrian
Collisions
Fatal Pedestrian
Collisions
1 Main Street 74 11
2 Market Street 40 1
3 Alisal Street 35 2
4 Sanborn Road 33 2
5 Laurel Drive 30 7
6 Williams Road 20 1
7 Towt Street 12 0
8 Constitution Boulevard 11 0
9 Natividad Road 11 1
10 Del Monte Avenue 8 0
Salinas Active Transportation Plan | September 2024
13 Propensity Analysis
A propensity analysis uses statistics to predict the likelihood of a certain outcome through identifying influential factors, analyzing historical data, and recognizing patterns. In this case, an Active Transportation Propensity model was developed to understand which areas of Salinas have the highest potential for bicycle and pedestrian activity. For details on the model, refer to Appendix A: Existing Conditions Report. The areas with the highest propensity for active transportation are:
y Downtown Salinas
y East of Highway 101 between Alisal Street and John Street y Southeast of Downtown Salinas, east of Main Street and north of Romie Lane y East of Highway 101 between, south of Laurel Drive, and west of Natividad Road Gap Assessment
Understanding where critical gaps exist in the active transportation network, especially in areas of high activity or propensity, helps inform where improved active transportation facilities are needed to allow users to safely travel to key destinations. Filling gaps with the new active transportation infrastructure connects communities, encourages exploration of new areas, and increases the safety, comfort, health, and overall mobility for non-motorized users in Salinas.

Bike Gap Assessment
Figure 2-2 displays bike activity overlayed with the existing bike network. The areas listed below have high levels of bike activity, but have missing or disconnected bike infrastructure:
y North Main St and Sherwood Dr, which serves as a critical north-south corridor for the City of Salinas
y South Salinas along Central Avenue near Hartnell College y South East Salinas along Towt Street from Del Monte Avenue to East Market Street, which is within a disadvantaged community. This stretch, which connects El Sausal Middle School to Closter Park, Cesar E. Chavez Elementary, Alisal High School, and La Paz Middle School, is currently only served by a Class III Bike Route.

Salinas Active Transportation Plan | September 2024
14 Figure 2-2: Bike Network Gap Analysis
À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Bike Activity
Lower
Higher
Existing Bikeways
Class I Shared Use
Path
Class II Bike Lane
Class IIB Buffered Bike
Lane
Class III Bike Route
Class IV Separated
Bike Lane
Railroad
Streams & Creek
À¿ Transit Center
Disadvantaged
Communities
Park
School
City Boundary
º
Gaps in the
Bicycle Network
Salinas Active
Transportation Plan
0 0.25 0.5 1 Miles
£¤101
UV183
Source: 2018 City of Salinas Active
Transportation Needs Assessment,
Green Info Network, Replica 2022,
California Healthy Places Index 2022
15 Salinas Active Transportation Plan | September 2024
Pedestrian Gap Assessment
The pedestrian gaps analysis identified locations where sidewalks and trails are disconnected or inadequate, particularly in proximity to key walking destinations such as transit stops, schools, parks, and retail. A map can be seen in Figure 2-3. The areas listed below have high levels of pedestrian activity as well as system gaps:
y San Juan Grade Road is missing sidewalks, creating an unsafe environment for pedestrians who walk along this corridor. San Juan Grade Road connects residents in the northwest corner of Salinas to businesses and grocery stores along North Main Street. y John St currently has no sidewalk along the railroad crossing. This crossing borders a disadvantaged community and serves as a critical link to nearby businesses.

Barriers Assessment
Figure 2-4 displays the active transportation barriers within Salinas. These active transportation barriers are also listed below:
y The lack of any pedestrian or bicycle facilities in the Carr Lake area prevent people from traveling efficiently by foot or on a bike through the center of Salinas. y The limited quality crossings along Highway 101 creates a barrier for bicyclists and pedestrians, dividing Salinas in half. Sherwood Drive provides the only Class II connection across Highway 101. y The railroad cuts across Salinas, offering limited quality pedestrian and bicycle infrastructure for people to cross. The only bicycle connection across this barrier are the Class II Bike Lanes on E Alisal Street under the railroad overpass.
y Residential neighborhoods and schools in the North area of Salinas are bounded by higher speed roads between North Main Street, East Boronda Road and Natividad Road making it unsafe to travel to destinations outside of their neighborhood via walking or biking.

Salinas Active Transportation Plan | September 2024
16 Figure 2-3: Pedestrian Network Gap Analysis
À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Pedestrian Activity
Lower
Higher
Missing Sidewalk
Railroad
Streams & Creek
À¿ Transit Center
Disadvantaged
Communities
Park
School
City Boundary
º
Gaps in the
Pedestrian
Network
Salinas Active
Transportation Plan
0 0.25 0.5 1 Miles
£¤101
Source: 2018 City of Salinas Active
Transportation Needs Assessment,
Green Info Network, Replica 2022,
California Healthy Places Index 2022
UV183
17 Salinas Active Transportation Plan | September 2024
Figure 2-4: Barriers Assessment Map
À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Freeway Crossing
Railroad Crossing
Barriers
Highway
High Speed Road
(≥ 35 mph)
Railroad
Carr Lake Area
À¿ Transit Center
Railroad
Streams & Creek
Park
School
City Boundary
º
Salinas Active
Transportation
Plan
Active Transportation
Barriers
0 0.25 0.5 1 Miles
£¤101
Source: City of Salinas
UV183
18 Salinas Active Transportation Plan | September 2024
Chapter 3: Community Engagement
Community members were engaged throughout the development of the ATP to ensure opportunities for public input at every stage of the process. Outreach included pop up events, public workshops, surveys, presentations, and stakeholder interviews. A full list of survey responses and outreach details can be seen in Appendix C: Public Comment and Outreach Feedback.

Public Events
Public Workshops
Workshop #1
The Kick-Off Workshop was held at the
Salinas Police Department in November
2023 and gathered approximately 45
attendees. The workshop provided
an opportunity for community
members to learn about the planning
process, provide input on the network
recommendations, select corridors and
areas for further design and analysis, and
discuss goals and priorities. Members
from the housing development
community, local agencies, and the
public were invited to participate.

Materials were available in English and
Spanish, and Spanish interpretation was
provided. Childcare was made available
for families wishing to participate.

Workshop #2
A second workshop was hosted in
combination with two other projects in
the city with similar project timelines.

This workshop was hosted at the
Firehouse Recreation Center in February
2024, and attracted approximately 15
members of the public. The ATP project
team presented the revised draft
network maps and 30% concepts for
two of the key corridors and received
input on the recommendations.

Salinas Active Transportation Plan | September 2024
19 Pop-Up Events
Project team members staffed 19 pop-up events at various locations throughout the city, such as farmers markets, community school festivals, community centers, and senior enters. Pop-up events provided the ability for the community to provide comments on ideas for active transportation improvements, and for the project team to promote upcoming events. The following improvements were most commonly desired among the community:
1 Installation of Protected Bike Lanes and Bike Lanes (59 responses). 2 Fixing of Sidewalks (26 respondents).
3 Installation of Crosswalks (17 respondents).

Walk and Talk Events
The project team facilitated five Walk and Talk
events at locations along each of the priority
corridors to identify project design challenges,
review cross-section alternatives, solicit
community feedback on design ideas, and
discuss tradeoffs between alternatives. Feedback
from the community was factored into the
concept development for the priority project
concepts. Walk and Talk events were held at the
following locations:
y John Street
y Laurel Drive
y Alvin Drive
y North Main Street
y Sherwood Drive
Public Surveys
Existing Conditions Survey
This survey was conducted through the ATP website from July 20 to November 3 of 2023 and received 137 responses. Respondents were asked about their current active transportation habits, barriers they face in their neighborhood, and how they would like to use active transportation facilities in the future. Major routes mentioned include:
y North Main Street
y Alisal Street
y Williams Road
y San Juan Grade Road
Salinas Active Transportation Plan | September 2024
20 Bike Barriers
Respondents identified major barriers to biking in Salinas, such as:
1 Bike lanes and/or intersections do not feel safe (99 respondents). 2 Amount of traffic or speed of traffic along route (80 respondents). 3 Debris or potholes in the bike lane (55 respondents). 4 No bike parking at my destination (41 respondents).
5 Violence or crime (40 respondents).

Pedestrian Barriers
Respondents identified major barriers to walking in Salinas, such as:
1 Sidewalks are too narrow, damaged, or missing and do not feel safe (91 respondents). 2 Amount of traffic or speed of traffic along route (79 respondents). 3 Intersections/crossing streets does not feel safe (78 respondents). 4 Violence or crime (55 respondents).
5 My destinations are too far to walk to (40 respondents).

Salinas Active Transportation Plan | September 2024
21 Figure 3-1: Barriers to Biking in Salinas
What do you see as the barriers to bicycling in Salinas? List of Options
I’m not physically able to ride a bicycle
I’m not interested in riding a bicycle
Other
Difficult to look professional when I ride a bicycle
Weather
My bicycle is broken or needs repair or I don’t
have a bicycle
My destinations are too far to bicycle or there are
too many hills along my route
I don’t feel confident riding my bicycle on the road
or I don’t know how to ride a bicycle
It’s difficult to carry the things I need while biking or I need to transport kids
No bicycle parking at my destination or nowhere
to store a bicycle at home
Violence, crime, or too dark
Debris or potholes in the bicycle lane
Amount of traffic or speed of traffic along route
Bicycle lanes and/or intersections do not feel safe
Total Responses
Infrastructure
Non-infrastructure
Other
1 9
11 15
22 37
38 52
55 80
99 44
13 13
0 20 40 60 80 100 1
22 Salinas Active Transportation Plan | September 2024
Figure 3-2: Barriers to Walking in Salinas
What do you see as the barriers to walking in Salinas?
Total Responses

List of Options
Infrastructure
Non-infrastructure
Other
91 79 78
55 40
36 32
24 6
3 0
20 40
60 10
80 30
100
50 90
70 Sidewalks are too narrow, damaged, or missing and do not feel safe Amount of traffic or speed of traffic along route
Intersections/crossing streets does not feel safe
Violence or crime
My destinations are too far to walk
It’s difficult to carry the things I need while walking Too dark
Weather
Other
I’m not
interested
in walking
23 Salinas Active Transportation Plan | September 2024
Recommendations Survey
Initial bicycle network recommendation maps were posted on the ATP website. These maps were accompanied by an overview of potential improvements (bicycle facility types), and a survey form for members of the public to make comments on the recommended bike network. The following two questions are asked on the form:
1 Do you have any comments on the recommended bike network? 2 Are there streets or bike facilities you would like to see added to the future bike network? Draft ATP Public Comment
Members of the public reviewed and commented on the draft ATP through the ATP website.

These survey responses are recorded in Appendix C: Public Comment and Outreach Feedback.

Questions included:
y Which projects are most important for you to see implemented? y Which policies and programs are you most looking forward to seeing implemented in the City? y How would project and program implementation affect your walking or biking frequency? Feedback echoed results of the existing conditions survey, especially related to:
y Maintenance: clear debris from active transportation facilities and repair damaged sidewalks. y Connectivity: provide north-south connections, particularly across U.S. Route 101. Create communities that pair residential uses with key destinations, so people can access resources without a car.
y Safety: educate all age groups on roadway safety and implement traffic calming to lower vehicle speeds and increase traffic law compliance.

Salinas Active Transportation Plan | September 2024
24 Project Website
To reach those that are unable to
attend in-person events, Ecology
Action developed an ATP website
with an interactive map for locationspecific feedback. The Salinas ATP website is the online hub for all
information and updates related
to the ATP. The website provides
supporting materials, such as project details, project schedule, and announcements. It also provides a space for community members to ask questions and provide input on the ATP through public surveys. Information is provided in both Spanish and English. Website users can directly contact program coordinators via phone number and email (listed on the website) and were provided a link to join a WhatsApp community to stay up to date on the project.

Stakeholder Outreach
Stakeholder outreach, including meetings and interviews, was conducted throughout the ATP development to get consistent feedback on progress and ensure alignment with stakeholder goals.

Stakeholder Advisory Committee Meetings
Four Stakeholder Advisory Committee (SAC) meetings were conducted prior to the release of the draft ATP at the Permit Center in the City of Salinas. The SAC provided guidance on outreach strategy, reviewed project deliverables at key milestones, and served as ambassadors for the ATP by sharing resources on ways to engage with the ATP process. SAC members included representatives from Caltrans, the City of Salinas, the Transportation Agency for Monterey County, Monterey County Public Health, County Housing Authority, developers, community organization staff, school administrators, students, employers, homeless or social services providers, and seniors. The topics covered at each meeting included:
1 Project overview and timeline, input on outreach plan. 2 Input on ATP vision and goals.
3 Overview of bicycle and pedestrian facility types, review existing conditions data, provide input on active transportation and trail network opportunities. 4 Review design alternatives for priority corridors, review program recommendations. 5 Review final ATP, recommendation to Council regarding adoption.

Salinas Active Transportation Plan | September 2024
25 Stakeholder Interviews
Four group stakeholder interviews were held on April 2 and April 3, 2024, with a diverse set of participants including Salinas residents and members from organizations such as Blue Zones, Family Resource Centers, Alisal Union School District, Centro Binacional para el Desarrollo Indigena Oaxaqueno, and Alliance of Aging. Discussions focused on current habits and preferences, barriers, and the perceived benefits associated with active transportation in the City. Participants also provided recommendations to improve transportation infrastructure and policy. The following summarizes the key takeaways from these series of interviews:
3 Program and Policy Recommendations
Policies promoting education campaigns
on active transportation within schools
and workplaces were also recommended,
specifically focused on road safety aimed
at fostering a culture of shared respect
and safety consciousness among all road
users. Promotion of active transportation
at community events and programs,
spotlighting the health and environmental
benefits associated with active transportation
would also be helpful.
4 Recommendations for Improvements
Participants indicated a need for more
comprehensive and connected walking
and biking facilities, advocated for better
maintenance of existing infrastructure,
improved safety measures, and creation of
more green spaces and parks along active
transportation routes. Enhancements to
crosswalk visibility was also noted as a need,
especially at key community destinations
(parks and recreation centers) and along
Constitution Boulevard, Laurel Drive, and
Natividad Road.
1 Perceived Benefits of Active Transportation
Participants indicated the primary motivators
to walking and biking include: personal
health benefits, environmental benefits,
social benefits (such as increased community
interactions), and cost savings. Participants
noted positive results from encouraging
an active lifestyle early on for their schoolaged children as a result of the noticeable improvements in sidewalks in Salinas in
recent years.
2 Barriers to Active Transportation
Participants indicated the primary
barriers include:
y Scarcity of continuous and secure bike lanes
y Poor condition of sidewalks
(disproportionately affecting seniors,
those with mobility issues, and families
with young children)
y Inadequate street lighting (notably in areas
such as parks and community centers)
y Distance between destinations
y Exposure to environmental pollution
y Safety concerns related to vehicular traffic
y Lack of dedicated bike facilities
y Time constraints
Salinas Active Transportation Plan | September 2024
26 Chapter 4: Active Transportation Recommendations
This ATP is intended to facilitate and guide the City’s active transportation investments to help the City achieve its goals to enhance safety, support sustainable and healthy transportation options, and improve the quality of its built and natural environments. This section presents the proposed bicycle, trail, and pedestrian network as well as complementary policies and programs that will directly benefit residents and visitors in the City of Salinas.

Design features and treatments discussed in this chapter can be found in Appendix E: Design Guidelines. The Salinas Active Transportation and Trail Design Guidelines (Design Guidelines) is an accompanying document created alongside the ATP and Salinas Trails Master Plan (TMP).

The Design Guidelines provide guidance for the planning, design, and implementation of the recommended active transportation network. The Design Guidelines contain various sections such as:
y Trail Types
y Trail Access
y Trail Surfaces
y Bicycle
y Trail Signage
y Pedestrian
y Train Amenities
y Emerging Technologies
Bicycle and Trail Recommendations
The bicycle and trail recommendations consist of the proposed network of trails and bicycle facilities, intersection treatments, and transit stop treatments.

Intersection Treatments
The existing conditions safety analysis revealed that most bicycle-related collisions in Salinas occur at intersections1. Improving safety at intersections can not only reduce the likelihood of fatalities and serious injuries, but also create a more comfortable environment for all bicyclists. Providing intersection treatments for bicyclists demonstrates a commitment to biking infrastructure and encourages more people to choose biking as a mode of transportation. This can help reduce reliance on cars, ease traffic congestion, and promote a healthier and more sustainable transportation system.

Common intersection design issues that lead to an increase in vehicle-bicycle collisions at intersections include:
y Bicycle facilities that lead up to but do not extend through the intersection y Large turning radii and large lane widths, leading to higher vehicle speeds y Skewed intersections can cause issues for sight distance y Parking permitted too close to the intersection can reduce visibility

1. 2013 to 2022, Transportation Inquiry Mapping System (TIMS).

Salinas Active Transportation Plan | September 2024
27 The intersection improvements that should be considered during the design phase for bicycle facilities include but are not limited to:
y A bike box, also known as an advanced stop
line or a bicycle waiting area, is a designated
area at an intersection that allows bicycles
to position themselves in front of vehicles
during a red traffic signal phase. This
treatment can improve bicyclist visibility and
help avoid a “right-hook” conflict between
bicyclists and right-turning vehicles.
y A two-stage left turn that involves a twostep process in which bicyclists initially position themselves in a dedicated bike box
on the right side of the intersection and then
complete the left turn during a separate
signal phase. It allows bicyclists to wait in a
designated area away from turning vehicles,
minimizing conflicts, reducing the risk of
collisions, and improving overall safety.
y Diverters, which force vehicular turning
movements and close road entrances to
vehicles while allowing safe passage by
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.
y A bicycle signal to improve safety for bicyclists by providing a dedicated signal phase for them to cross intersections. This reduces the risk of collisions with vehicles and enhances overall traffic safety. In some cases, bicycle signals are coordinated with pedestrian signals, allowing bicyclists and pedestrians to cross intersections simultaneously.
y Bicycle detection to identify the presence of bicycles in transportation infrastructure. Those on bicycles are often forced to dismount at intersections to use the traditional pedestrian pushbutton detectors. Improved detection options for bicyclists include inductive loop detectors and video detection systems.
y Implementing automatically activated pedestrian signal intervals for every signal cycle ensures the walk signal is always displayed when it is permissible to cross, even if a pedestrian has not been detected or has not activated the push-button. Based on Assembly Bill 1909 bicyclists are allowed to enter the intersection if the walk signal is displayed. Installing this feature instead reduces bicyclist travel time and fatigue by reducing the need to dismount for the push-button.

Bike box. Credit: NACTO
Two-stage left turn. Credit: NACTO
Salinas Active Transportation Plan | September 2024
28 y A protected intersection to prioritize the
safety and comfort of active transportation
users by minimizing conflict with vehicles
through physical separation. This can
include corner refuge islands to reduce
crossing distance, tight turning radii, and
other intersection recommendations from
this section.
y A dedicated intersection that is specifically
designed and constructed to prioritize the
movement and safety of active transportation
users. Dedicated intersections create
dedicated paths of travel for bicyclists and
pedestrians in time and space through
crosswalks, pedestrian countdown signals,
buffered or separated bicycle facilities, as well
as the other intersection treatments in this
section.
y Mixing zones, which are designated areas
in advance of an intersection where turning
motorists are required to merge with
bicyclists. 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.

As new technologies emerge and best practices shift, the latest versions of bicycle design guidance from the National Association of City Transportation Officials (NACTO), Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Administration (FHWA), and California Department of Transportation (Caltrans) should be consulted for the most up to date strategies.

Class IV Separated Bikeway Challenges
Class IV bikeways can provide a comfortable and safe riding experience for bicyclists but can be challenging to implement on existing roadways for the following reasons:
y Roadway Width Limitations. Designing for a Class IV bikeway on an existing roadway can be challenging when there is not enough roadway width or right-of-way to install the necessary horizontal and vertical separation between bikes and vehicles. y Intersection Design. Designing for a Class IV bikeway at signalized intersections can lead to challenges when the vertically protected section is not able to continue through the intersection, which leads to conflict between bikes and right-turning vehicles.

Dedicated intersection. Credit: NACTO
Protected intersection. Credit: SFMTA
Salinas Active Transportation Plan | September 2024
29 y Cost. The cost to construct a Class IV bikeway is more expensive than Class II bike lanes because of the vertical element of design. When existing roadway widths aren’t
wide enough, it can be expensive to widen the curbline or acquire right-of-way and rebuild roads to accommodate for a Class IV bikeway.
y Maintenance. The vertical element of Class IV bikeways typically causes challenges for street sweeping because it requires a very narrow street sweeper to fit in the limited available space.
y Pedestrian Accessibility. Class IV bikeway designs need to take into consideration the accessibility of pedestrians.

Typical challenges of Class IV bikeways and pedestrians is when parking is also present. Although vehicles can provide separated protection when located closer to the roadway, it can cause accessibility issues for people with disabilities, trying to access the sidewalk.

Transit Stop Treatments
Bicyclists and transit vehicles often use the same travel corridors. To promote safe and efficient integration between buses and bicycles, strategies will be implemented to eliminate or reduce conflict zones. Methods can include:
y Floating bus islands that allow bicycle facilities to be routed behind bus stops. This consists of a raised platform or island located away from the curb towards the center of the roadway, allowing buses to stop and pick up or drop off passengers without blocking the bicycle facility. y Left-side bicycle lanes, which 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 to minimize conflicts. y Shared bus-bicycle lanes, which accommodate both bicyclists and buses on low-speed streets with moderate bus headways.

Trail Recommendations
Trails provide outdoor recreational opportunities and expand the overall active transportation network, which leads to numerous public health benefits. The TMP was created as a supporting document to the ATP to guide the development of a safe and interconnected network of trails and shared use paths throughout the City. The TMP uses many of the existing conditions analyses conducted in Chapter 5: Project Prioritization, in this plan, to properly identify and prioritize the best trail opportunities for existing and future Salinas residents. Trail projects were identified based on a series of criteria including:
y Community Demand
y Connectivity Feasibility
y Gap Closure
y Road Safety
Separated Bikeway. Credit: NACTO
Salinas Active Transportation Plan | September 2024
30 The TMP contains a map of all proposed trails (all of which are Class I shared use paths) and highlights four (4) prioritized trail projects listed below:
y Natividad Creek Trail
y Santa Rita Trail
y W Alvin Trail with Linear Park
y Main Canal Path (Alisal Creek)
Each of the four (4) projects contains project descriptions, 3D cross sections, aerial drawings, and conceptual drawings in the TMP. The TMP also includes recommended programs and guidelines, such as funding sources, to support future implementation of proposed trail projects. The trail network is presented with the bicycle network in Figure 4-1. Detailed trail recommendations can be found in Appendix D: Trails Master Plan.

Floating bus island. Credit: NACTO
Salinas Active Transportation Plan | September 2024
31 Proposed Bicycle and Trail Network Map
The proposed bicycle and trail network is provided in Figure 4-1on the following page. All recommendations were developed in parallel with the 2024 Trails Master Plan to ensure a seamless and connected active transportation and recreational network.

While significant progress has been made in enhancing the bike network, it is important to note that a bike gap still exists gap along Laurel Drive, between Linwood Drive and Natividad Road.

However, there are alternative low-stress routes available to bicyclists that can help address this gap.

These alternative routes are designed to provide a safer and more comfortable biking experience by minimizing interactions with high-traffic areas.

Alternative low-stress routes in the bike network still require traffic calming and intersection treatments to accommodate turning bicycles. These treatments, such as bike boxes, bike-friendly signal phasing, and signage, enhance safety and efficiency. Implementing these measures improves visibility, guidance, and predictability for bicyclists at intersections, ensuring a safe riding experience.

Table 4-1 below summarizes the mileage of each facility type in Salinas.

Table 4-1: Existing and Proposed Mileage by Facility Type Facility Type Existing Conditions Proposed Conditions % Increase Class I Path 9.2 23.9 160%
Class I Off-Street Trail 0 8.8 N/A
Class II 28.5 9.3 -67.4%
Class II Buffered 15.4 20.3 32%
Class III 33.2 39.6 19.4%
Class IV 0.2 27.0 13,500%
Total 86.5 129.0 49.7%
Bicycle Network
+59.7 miles
Protected Class I and Class IV facilities
Salinas Active Transportation Plan | September 2024
32 Figure 4-1: Proposed Bicycle and Trail Network Map
À¿
Salinas
Municipal
Airport
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Russell Rd
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Sherwood Dr
Del Monte Ave
Central Ave
Towt St
E Laurel Dr
S Main St
Pajaro St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
LEGEND
Railroad
Disadvantaged
Community
Parks
Schools
À¿ Transit Center
City of Salinas
Airport
Stream & Creeks
Existing Bike Network
Class I Path
Class II Bike Lane
Class IIB Buffered
Bike Lane
Class III Bike Route
Class III Bike
Boulevard
Regional Bike Route
Proposed Bike
Network
Class I Path
Class I Off-Street
Trail
Class II Bike Lane
Class IIB Buffered
Bike Lane
Class III Bike Route
Class III Bike
Boulevard
Class IV Bikeway
(One-Way)
Class IV Bikeway
(Two-Way)
Regional Bike Route*
º 0 0.25 0.5 1 Miles
£¤101
UV183
*Potential Caltrans project. Since this is not
a City recommendation, it is not included in the
prioritization or mileage summaries.
33 Salinas Active Transportation Plan | September 2024
Pedestrian Network Recommendations
The pedestrian network in Salinas primarily consists of sidewalks and crossings. Intersection and midblock crossings have their own design considerations that are covered in this section. The pedestrian realm, or environment surrounding these sidewalks, can be enhanced through:
y Sidewalk widening to ensure comfortable and accessible pedestrian spaces for all users, including those with mobility devices.
y Increasing lighting to improve safety for all modes of transportation. y Installing landscape buffers for a more enjoyable pedestrian experience. y Providing shade by planting trees.
y Placemaking by adding objects such as benches or public art.

The pedestrian recommendations for the City consist of three types of improvements to be considered:
1 Missing or narrow sidewalks will be addressed based on the City’s standard maintenance and infill schedule.
2 Pedestrian facilities should be upgraded simultaneously with adjacent bicycle and trail projects as they are implemented (Figure 4-1).
3 The recommended Class I paths and trails will serve both bicyclists and pedestrians.

Mid-Block Crossings
The existing conditions safety analysis (Appendix A) revealed that most pedestrian-related collisions in Salinas occur at mid-block locations. Pedestrians often cross at uncontrolled locations along a corridor due to a desired path of travel between two land uses, also known as a desire line, which should be evaluated. Facilitating safe crossings for pedestrians outside of traditional intersections will help reduce collisions and increase ease of travel while walking.

Mid-block crossings should be designed for adequate sight and stopping distances and consider roadway characteristics such as speed, grade, width, and volume. Mid-block crossing enhancements can include:
y A Rectangular Rapid Flashing Beacon (RRFB) that consists of rectangular-shaped LED lights which flash in a rapid pattern when activated by a button pressed by a pedestrian. The flashing lights help to increase driver awareness and
alert them to the presence of pedestrians
crossing the road.
y A Pedestrian Hybrid Beacon (PHB),
also known as a High-Intensity Activated
Crosswalk (HAWK), that requires vehicles to
stop once activated by a pedestrian. Once
the crossing is complete, the beacon turns
off, allowing traffic to flow smoothly without
unnecessary delays. Mid-block crossing
Salinas Active Transportation Plan | September 2024
34 y High-visibility crosswalks, which are pedestrian crossings that are clearly marked with highcontrast pavement markings or signage. These crosswalks make pedestrians more visible to drivers, particularly in low-light conditions or areas with poor visibility. Reflective materials, such as retroreflective tape or raised pavement markers, enhance the visibility of crosswalks and pedestrian pathways. The effectiveness of high visibility crosswalks depends on proper maintenance and regular repainting.
y Advanced yield lines placed on the approach of marked crosswalks to encourage drivers to stop 20-50 feet in advance of the mid-block crossing, similar to an advance stop bar at intersections.

These are useful on multi-lane roads to prevent vehicles from stopping too close to the crossing, which blocks the visibility of the pedestrian to drivers in adjacent travel lanes and lead to collisions. y LED-enhanced flashing signs to enhance visibility and convey important messages to drivers on the road. These signs are typically used in areas where there may be a need for increased driver attention or awareness, such as school zones, work zones, or areas with high pedestrian activity. y Median refuge islands, also known as pedestrian refuge islands, which are raised areas located in the center of a roadway or at intersections, designed to provide a safe space for pedestrians to wait while crossing busy streets, reducing their exposure to vehicular traffic. By breaking up the crossing into two stages, pedestrians have a shorter distance to cross at a time and can easily pause on the refuge island to wait for a gap in traffic before proceeding.

A fenced median can be considered to deter mid-block crossings at specific locations only where other solutions are infeasible.

Intersections Crossings
Many aspects of mid-block crossing design, such as implementing adequate sight-distance, incorporating high-visibility crosswalks, and installing median refuge islands, should also be considered at intersections. Intersections provide opportunities for pedestrian signal enhancements and additional safety improvements, including:
y Curb extensions, also known as bulb-outs, which are sidewalk extensions that protrude into the roadway, reducing the width of the travel lanes at intersections. Curb extensions provide more space for mobility aids, reduce crossing distance, increase pedestrian visibility, reduce speeds, and increase the available area for urban design enhancements such as benches or landscaping. y A pedestrian scramble intersection that
temporarily stops all approaches of vehicle
traffic, allowing pedestrians to simultaneously
cross all legs of the intersection, including
diagonally.
y A Lead Pedestrian Interval (LPI), which
is a traffic signal timing feature that gives
pedestrians a head start when crossing an
intersection. It allows pedestrians to enter
the crosswalk before vehicles are given the
green light to turn or proceed straight, which
minimizes the chances of collisions between
pedestrians and turning vehicles. Curb extension
Salinas Active Transportation Plan | September 2024
35 y Countdown timers that indicate the amount of time remaining for pedestrians to safely cross the street. Countdown timers help pedestrians better gauge when it is safe to start crossing or when they should speed up to complete their crossing.
y Audible signals that assist visually impaired pedestrians by providing auditory cues about the status of the pedestrian signal. These signals typically emit a chirping sound or voice message to indicate when it is safe to cross or when the signal is about to change. y Accessible Pedestrian Signals (APS) that provide additional cues beyond audible signals, such as vibrating surfaces, tactile arrows indicating the direction of travel, and speech messages about the intersection layout and crossing phases.

Pedestrian and Bicycle Traffic Calming and Safety Features Traffic Calming is a way to promote responsible motorist behavior and safer driving speeds through street design without relying on traffic control devices such as signals, signs, or police enforcement. If implemented correctly, these design strategies reduce the number and severity of crashes, as well as noise level for adjacent land uses. The 2008 Neighborhood Traffic Management Program (NTMP)2 can be referred to for more information. Some options include:
y Neighborhood traffic circles to improve traffic flow, enhance safety, and promote pedestrian and bicyclist accessibility. Drivers are encouraged to slow down through reduced turning radii, narrow travel lanes, and horizontal deflection to reduce the incidence of high-speed collisions. y Chicanes, which are a series of raised or delineated curb extensions or edge islands on alternating sides of a street forming an S-shaped travel way. By introducing these horizontal shifts in the roadway alignment, chicanes
encourage drivers to pay closer attention to
their surroundings and discourage speeding.
y Raised intersections, which involve
elevating an entire intersection to the level
of the adjacent sidewalk and ramping each
approach to the intersection.
y Road diets, which involve reallocating
roadway space from vehicles to other modes.

These reduce vehicle speeds by narrowing
travel lanes. Road diets can enhance vehicle
visibility for bikes and pedestrians and
provide shorter crossing distances at an
intersection.
y Diverters to restrict or redirect vehicle
movements to reduce conflicts, lower vehicle
speeds, and increase comfort for active
transportation users.

2. 2008 Neighborhood Traffic Management Program (NTMP) source link:
cityofsalinas.org/files/sharedassets/city/v/1/your-government/documents/20081107_salinas_ntmp_manual.pdf Chicane
Salinas Active Transportation Plan | September 2024
36 y Setting appropriate speed limits, especially when combined with targeted enforcement, to reduce motorist speeds and increase safety for active transportation users. To help local jurisdictions take full advantage of the speed reduction opportunities provided by California Assembly Bills 43 and 1938, University of California, Berkeley Safe Transportation Research and Education developed a California Safe Speeds Toolkit. This strategy is also outline in the Federal Highway Administration’s Proven Safety Countermeasures list.

Additional traffic calming and safety measures that serve both pedestrians and bikes already stated in this chapter include:
y Protected Intersections
y Dedicated Intersections
Salinas Active Transportation Plan | September 2024
37 Trending Strategies
Trending implementation strategies in active transportation provide new opportunities to encourage biking, walking, and promote the overall use of non-motorized modes of mobility. Emerging trends tend to have an increased focus on public health, accessibility, and helping agencies achieve sustainability goals. These include:

Parklets or pocket parks, typically created by
re-purposing 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.

Green infrastructure, which 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.

Mobility hubs, which 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
to make it easier for people to use transit to
travel between destinations of interest.

Neighborhood Electric Vehicles (NEVs),
which offer a low speed, zero-emission
motorized travel option. A vehicle is classified
as a NEV or “low-speed vehicle” if it is a fourwheeled motor vehicle with top speeds of 20 to 25 mph. NEVs can carry up to six
passengers.

Curbside management, which seeks to inventory, optimize, allocate, and manage curb space to maximize mobility and access. Curbside treatment options include parking pricing strategies, priority corridors, or curbside designated zones, specifically for Transportation Network Companies (TNCs).

Salinas Active Transportation Plan | September 2024
38 Anticipated Future Demand
As the active transportation network in Salinas grows and provides more comfortable facilities, additional residents will likely shift from driving to biking or walking. The National Cooperative Highway Research Program (NCHRP) 522 methodology was used to estimate the number of new active transportation users due to the network improvements proposed in the ATP. The projected increase in daily bicycle and pedestrian users is 3,252 and 5,017 respectively.

Methodology
The NCHRP 552 report presents national level research indicating that commute mode share can serve as a basis for estimating the overall mode share for bicyclists and pedestrians. The estimation is achieved through extrapolation and the use of a best fit formula. The results of this analysis typically fall within the 95% confidence interval or provide a conservative estimate, based on subsequent validation.

The NCHRP 522 methodology uses current population and mode share data in order to anticipate the future demand. This data was pulled from U.S. Census, American Community Survey 5-Year Estimates, 2021, Table B01001 and Table S0801, respectively.

Analysis
NCHRP 552 methodology was applied to the entire bicycle network to estimate the number of new bicycle users. In order to estimate the number of new pedestrian users, the NCHRP 552 was applied to trails that will serve pedestrians within the City. It does not include additional sidewalk improvements that the City is working on.

Low-, moderate-, and high-demand response estimates are generated for each NCHRP 522 analysis.

For this ATP, the moderate estimate was used for the following reasons:
y The analysis does not capture policies, programs, or complementary investments that encourage active transportation and could lead to further increases in pedestrian and bicycle mode shift.

Examples of non-network investments include bicycle parking and wayfinding. y The analysis does not include specific pedestrian safety enhancements or improvements in the level of comfort of bicycle facilities, which typically encourage active transportation use.

Salinas Active Transportation Plan | September 2024
39 Programs and Policies
The following section describes recommended programs and policies tailored for traditional bicycle and pedestrian facilities to complement the engineering-based recommendations provided earlier in this chapter. For trail-specific policy and program recommendations, please see Appendix D: Trails Master Plan.

Education
Community-Based Education Programs
For the past six years, the Salinas Police Department has received funding from the California Office of Traffic Safety to conduct a variety of activities focused on bicycle and pedestrian safety, including community presentations, helmet distributions, community bicycle rides that teach safe riding skills, and walking field trips that teach pedestrian safety. This ATP recommends the City of Salinas continue to seek funding for community pedestrian and bicycle safety education, including programs to:
y Develop targeted education for drivers to increase safety for pedestrians over 60 years old. y Develop programs to teach adults how to ride a bicycle, ride safely in traffic, and perform basic bicycle maintenance.
y Provide safety equipment, such as bicycle helmets.
y Develop sidewalk and public art to encourage people to walk. y Promote employer-based commuting program Go831 Ride Amigos, developed by the Transportation Agency for Monterey County (TAMC).

Tools to Report Bicycle and Pedestrian Hazards
The Salinas Connect app and website allow citizens to report sidewalk and bicycle facility hazards on city roadways. This ATP recommends promoting this tool to enable residents to communicate areas where street sweeping, vegetation removal, or sidewalk repair may be needed.

School-Based Education Programs
This ATP recommends the City of Salinas
support programs that serve school
communities and pursue partnership
opportunities to ensure continued program
funding, including programs to:
y Provide walking, biking, and traffic
safety education.
y Provide traffic gardens at schools, where kids
learn rules of the road, including how to walk
and ride safely.
y Provide safety equipment, such as
bicycle helmets.

Traffic Garden
Salinas Active Transportation Plan | September 2024
40 y Develop an education program with specific safety messaging for every grade level. y Develop programs or events to provide family-focused bicycle and walk-safety trainings. y Work with community partners to support programs such as walking school buses and bike trains. y Work with community partners to develop a park and walk program during construction activities adjacent to schools. With community and school support, a short-term program could have potential to become a long-term program.

The Salinas Safe Routes to Schools Plan provides more recommendations on school-based programs to support walking and biking. More information can be found at https://saferoutesmonterey.org/.

Traffic Safety Education Campaign
Salinas’ Vision Zero Action Plan recommends launching high-visibility education campaigns against speeding, distracted driving, impaired driving, and other high-risk behaviors. The campaigns will focus on the high-injury corridors within the city, and potentially involve the Salinas Police Department, the Transportation Agency for Monterey County, and the County of Monterey. Education campaigns could also include information for pedestrians, drivers, and bicyclists on how to use new infrastructure, such as roundabouts, sharrows, pedestrian scramble crossings, and Class IV separated bicycle facilities.

Public Outreach
This ATP recommends that the City of Salinas:
y Design and implement public outreach and engagement that is broadly accessible and provides means for all to participate.
y Provide an equitable share of transportation investments to underserved, racially diverse communities to improve their health, safety, and quality of life. y Include members of disadvantaged communities as stakeholders and consider language accessibility in program development, including providing bilingual materials and staff for all programs.
y Emphasize the relationship between health and active transportation in all program messaging. y Conduct an audit of past policies that limit access to safe transportation options and propose new policies to address these inequities.

Salinas Active Transportation Plan | September 2024
41 Encouragement
Bike to School Day and Walk/Bike Challenges
The Transportation Agency for Monterey County has previously hosted Bike and Walk to School Day, Bike to Work Day, and month-long walking and biking challenges to encourage more active transportation in Monterey County. This ATP recommends the City supports and promotes similar encouragement events in the future through its marketing channels.

Ciclovía
Ciclovía events temporarily divert car traffic and open up roadways for people to bicycle, walk, and play in a safe, fun, and car-free environment. These events promote physical activity, build a culture of walking and biking, and boost the economy through business promotion and tourism. Ciclovía Salinas has taken place in East Salinas since 2013 and is the only youth led Ciclovía event in the country. This ATP recommends the City continue to support and participate in Ciclovía Salinas.

Salinas Active Transportation Plan | September 2024
42 Increased Access to Bicycles
Programs can also help overcome barriers to biking by increasing bicycle access. This ATP recommends the City pursue funding and partnerships to implement the following programs:

Develop and promote earn-a-bicycle or bicycle-loan programs, in which students earn a bicycle by riding frequently or completing a workbook about bike-safety. y Develop and promote earn-a-bicycle or bicycle-loan programs, in which students earn a bicycle by riding frequently or maintaining perfect attendance. y Expand and promote electric bicycle incentive programs, which help reduce the cost of electric bicycles. Electric bicycles have been shown to encourage new people to ride bicycles by reducing the barriers of distance, fitness, and the need to carry children or other cargo. y Explore options to introduce a bicycle share program, which reduces barriers to biking by removing the need to purchase or store a bicycle.
y Explore partnerships to provide access to low-cost bicycle repair and maintenance.

Urban Greening and Public Art
The City will incorporate tree planting and other landscape improvements into active transportation projects to provide shade for people walking and biking and address City goals for increasing the urban tree canopy. The City will also develop programs to install public art along routes to schools.

Salinas Active Transportation Plan | September 2024
43 Enforcement
Salinas’ Vision Zero Action Plan and Safe Routes to Schools Plan have several recommendations to improve and expand traffic enforcement efforts throughout the city:
y Provide adequate staffing and dedicated funding for the traffic enforcement unit to patrol and enforce traffic regulations on city streets.
y Train police officers to teach traffic safety, with a focus on driver safety, and accurately report collisions involving bicyclists or pedestrians.
y Integrate Vision Zero policies into Police Academy curriculum and in-service Police Officer training. y Utilize automated enforcement technology where feasible.

Evaluation
Bicycle-Friendly and Walk-Friendly Community Designations Bicycle-friendly and walk-friendly community designations are programs that provide metrics on walking and biking conditions and provide a roadmap to communities, making it easier to walk and bicycle. This ATP recommends the City of Salinas or community members apply for both bicyclefriendly community and walk-friendly community status and continue to reapply as new projects and programs are implemented.

Data Collection
This ATP recommends the City of Salinas develop a program to count people who are walking and biking, especially before and after pedestrian and bicycle improvement projects are constructed.

This will provide data on the impact of each project and could be used to demonstrate success to grant funding sources and the community. Walking and biking rates can be measured by installing automated bicycle and pedestrian counters when new projects are constructed or measured through in-person surveys during peak hours.

Salinas Active Transportation Plan | September 2024
44 Bicycle Parking
Bicycle parking is a critical component of the overall bicycle network, allowing people to secure their bicycles once they reach their destination and helping foster multi-modal connections, especially at major transit stops or transit-oriented developments where bicycle parking is provided. The need for more bicycle parking is identified as a key takeaway from public outreach activities as described in Appendix C. Figure 4-2 displays approximate locations of existing and proposed bicycle parking facilities.

Bicycle Parking Ordinance
The City’s current municipal code requires bicycle parking to be included in new commercial, industrial, mixed-use, and public development. This ATP recommends the City expand this ordinance to require both short-term and long-term bicycle parking in future multi-family developments, non-residential developments, and mixed-use developments. This change will enable residents of future multi-family residential buildings to have a secure place to store a bicycle. Parents in Salinas identified the lack of space to store a bicycle, especially for families living in apartments, as a barrier for students biking to school.

Bicycle Parking at Key Destinations
The Transportation Agency for Monterey County provides free bicycle racks and lockers to businesses, public agencies, and nonprofit organizations through the Active Transportation Support Program. This ATP recommends the City of Salinas further promote the Active Transportation Support Program. This ATP advises the City to also investigate funding sources for bicycle parking at key destinations such as parks, schools, and libraries as well as bicycle lockers near transit.

Wayfinding
The Transportation Agency for Monterey County developed the Regional Bicycle and Pedestrian Wayfinding Plan for Monterey County (2016) to help direct people walking and biking to preferred routes. The wayfinding plan focuses on regional routes, including routes around and through Salinas.

The City is encouraged to build on this wayfinding plan by developing, updating, and maintaining wayfinding signage as new bicycle and pedestrian facilities are installed.

Salinas Active Transportation Plan | September 2024
45 Figure 4-2: Existing and Proposed Bicycle Parking
À¿
Salinas
Municipal
Airport
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Russell Rd
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Sherwood Dr
Del Monte Ave
Central Ave
Towt St
E Laurel Dr
S Main St
Pajaro St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
LEGEND
Railroad
Disadvantaged
Community
Parks
Schools
À¿ Transit Center
City of Salinas
Airport
Stream & Creeks
Bicycle Parking
Existing
Proposed*
º 0 0.25 0.5 1 Miles
£¤101
UV183
*Locations shown are
approximate and subject to
change
46 Salinas Active Transportation Plan | September 2024
Chapter 5: Project Prioritization
Performance Measures
The ATP projects were developed, evaluated, and prioritized based on criteria that aligns with the City’s goals as well as the vision and goals of the ATP. The criteria were presented at the first public workshops for participants to weigh in the importance of each metric, and the results of the public feedback are summarized in Table 5-1.

Table 5-1: Criteria Voting Results
Criteria Votes
Improve Safety for All Users 17
Near Parks and Schools 8
Near Commercial Destinations 5
Along or Near a Transit Route 5
Closes a Bicycle Gap 8
Located Within a Disadvantaged Community 10
Identified in a Previous Project 1
Pedestrian projects did not go through a prioritization process because:
y Sidewalks and other pedestrian facilities will be upgraded in combination with any new bicycle or redevelopment projects.
y Missing sidewalks will be constructed per the City’s standard maintenance and infill schedule. y Class I paths inclusive of pedestrian and bicycle improvements.

The prioritization process assigned a relative rank to each proposed project by quantifying the criteria outlined in Table 5-1 in order of priority. Ranks have both a scaling component and weighting component:
y Scaling Component – Assigns a value to the
available ranges of a variable. A quartile scale
was used to reduce the bias in the scaling
component by dividing the distribution of
values into equal groups so that lower or
higher values are not overrepresented.
y Weighting Component – The weighting
component assigns higher values to variables
that are deemed more important. The
weighting factor in Table 5-2 represents the
importance of the criteria—one (1) being the
highest weighting factor and 0.25 being the
lowest weighting factor.

Salinas Active Transportation Plan | September 2024
47 Table 5-2: Prioritization Weighting Factors
Importance Weighting Factor Criteria
High 1 y Improve Safety for All (SWITRS Collision Density) Moderately High 0.75 y Disadvantaged Community (CalEnviroscreen 4.0) y Increase Separation from Motor Vehicles
Moderate 0.5
y Closes a Bicycle or Sidewalk Gap
y Public Input
y City Feedback
Low 0.25
y Identified in a Previous Project
y Near Parks, Schools, or Commercial Destinations
y Along a Transit Route
y Critical Crossing Constraint – Freeway, Railroad, etc.

Prioritized Projects
The prioritized projects are presented in Figure 5-1as well as listed in Table 5-3 listed on page 50.

Salinas Active Transportation Plan | September 2024
48 Figure 5-1: Prioritized Bikeways
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
¬«18
¬«2
¬«5
¬«3
¬«6
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¬«13
¬«19
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¬«84
¬«79
¬«71
¬«86
¬«85
¬«90
SalinasActive
Transportation
Plan

00.250.51Miles
º
Disadvantaged
Community
Project
Rankings
1-24
25-46
47-69
70-91
À¿
TransitCenter
Railroad
Streams&
Creek
Park
School
CityBoundary
PrioritizedBikeways
Source:

DisadvantagedCommunity:Healthy
PlacesIndex
Parks&Schools:GreenInfoNetwork
49 Salinas Active Transportation Plan| September 2024
Table 5-3: Prioritized Project List
Draft
Rank Corridor Name
Class I
Class II
Class IIB
Class III
Bike
Boulevard
Class IV
Length
(Miles)
1 E Alisal St    2.54
2 Williams Rd   1.47
3 E Laurel Dr   2.01
41 N Main St  1.72
51 S Main St  1.88
6 W Alvin Dr    1.94
7 N Main St  1.93
8 N Sanborn Rd   1.70
9 E Boronda Rd   4.61
10 Natividad Rd  1.99
11 Santa Rita Multi-use Path  1.08
12 John St   1.75
13 Harden Pkwy   1.07
14 W Romie Ln  0.87
15 Freedom Pkwy  1.93
16 Natividad Creek Trail  1.45
17 Garner Ave  0.96
18 Sherwood Dr   1.15
19 S Madeira Ave  1.17
20 Towt St    1.81
21 Main Canal Path  1.71
22 San Juan Grade Rd  0.31
23 N Davis Rd   4.47
24 Skyway Blvd  0.44
25 Iris Dr  0.09
26 Homestead Ave  0.75
27 Riker St  0.48
28 Capitol St  0.65
29 Airport Blvd   0.70
30 Tembladero Slough Trail  1.03
31 N Hebbron Ave  0.57
32 Lincoln Ave   0.72

1. The segment between E Bernal Drive and City Boundary will require additional feasibility study to implement Class IV bikeway. Sections of this roadway is extremely challenging for providing class iv facilities (i.e. under railroad crossing). Improvements may require narrowing of lanes, utilization of existing sidewalk, and sections of a narrower class iv section. Much of the class iv is anticipated to be contiguous with the sidewalk due to R/W constraints.

Salinas Active Transportation Plan | September 2024
50 Draft
Rank Corridor Name
Class I
Class II
Class IIB
Class III
Bike
Boulevard
Class IV
Length
(Miles)
33 Eucalyptus Dr  0.54
34 W Rossi St  1.33
35 Alisal Creek Trail  0.74
36 Bardin Rd  0.08
37 California St  1.05
38 Abbott St  1.97
39 W Blanco Rd  3.23
40 Carr Lake West Trail  0.59
41 Griffin St   0.60
42 Independence Blvd  1.09
43 Lamar St Path  0.15
44 Constitution Blvd  1.93
45 Buckhorn Dr  0.54
46 Pajaro St   1.69
47 Front St  0.22
48 E Bolivar St   0.38
49 Roosevelt St  0.17
50 S Wood St  0.34
51 Post Dr  0.21
52 China Town Crossing Path  0.11
53 Rider Ave   1.42
54 School Cluster Multi-use Path  0.45
55 McKinnon St  0.69
56 San Joaquin St  0.31
57 Russell Rd Path  0.89
58 Beacon Hill Dr  0.68
59 Calle Cebu  0.20
60 W Bernal Dr   0.62
61 Clay St  0.44
62 W Acacia St  1.49
63 Larkin St  0.49
64 Van Buren Ave  0.71
65 Constitution Blvd Multi-use Path  1.02
66 Westridge Pkwy  0.41
67 W Gabilan St  0.42
Salinas Active Transportation Plan | September 2024
51 Draft
Rank Corridor Name
Class I
Class II
Class IIB
Class III
Bike
Boulevard
Class IV
Length
(Miles)
68 Las Casitas Dr   0.52
69 Winham St  0.37
70 Maryal Dr  0.51
71 Airport Loop Trail  0.54
72 Del Monte Ave  0.89
73 Chaparral St  0.39
74 Ragsdale Ct  0.11
75 Sun St  0.18
76 Paseo Grande  0.39
77 Hemingway Dr  0.17
78 Iverson St   0.70
79 Moffett St  0.85
80 Sucre Ct Path   0.14
81 E Market St  0.49
82 Kip Dr  0.14
83 El Dorado Dr   0.78
84 Harkins Rd  0.60
85 Cesar Chavez East Trail  0.97
86 Park St  0.64
87 San Miguel Ave  0.88
88 Los Olivos Dr  0.32
89 College Dr  0.19
90 Nantucket Blvd  1.00
91 University Ave  0.68
Salinas Active Transportation Plan | September 2024
52 Chapter 6: Corridor Concepts
Six of the top priority corridors from the prioritized project list in Chapter 5 were selected for concept development by the project team. The six corridors were ranked in the top 20 priority projects and represent a diverse set of neighborhoods, project types, and roadway characteristics across the City as shown in Figure 6-1. This chapter provides a description of the selected corridors, discusses alternatives and tradeoffs that were explored, and provides an overview of the preferred alternative concepts. The concept plans for all six corridors are provided in Appendix F: Priority Project Concept Plans.

Figure 6-1: Key Map of Priority Corridors
À¿
Salinas
Municipal
Airport
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Russell Rd
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Sherwood Dr
Del Monte Ave
Central Ave
Towt St
E Laurel Dr
S Main St
Pajaro St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
LEGEND
Railroa
Disadv
Comm
Parks
Schoo
À¿ Transi
City of
Airpor
Stream
0 0.25 0.5
£¤101
UV183
Salinas
Municipal
Airport
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Russell Rd
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Sherwood Dr
Del Monte Ave
Central Ave
Towt St
E Laurel Dr
S Main St
Pajaro St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
LEGEND
Railroad
Disadvantaged
Community
Parks
Schools
Transit Center
City of Salinas
Airport
Stream & Creeks
0 0.25 0.5 1 Miles
101
Proposed Concept Locations
and Project Priority #
Alvin Drive (Project #6)
N Main Street (Project #7)
John Street (Project #12)
Romie Lane (Project #14)
Sherwood Drive (Project #18)
Towt Street (Project #20)
San Juan Grade Rd
W Ma
W Laurel Dr
N Main St
Russell Rd
Harden Pkwy
Constitution Blvd
Nantucket Blvd
Sherwood Dr
Del Monte Ave
E Laurel Dr
Natividad Rd
W Rossi St
E Alvin Dr
Independence Blvd
Garner Ave
Rider Ave
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
LEGEND
Railroad
Disadvantaged
Community
Parks
Schools
À¿ Transit Center
City of Salinas
Airport
Stream & Creeks
UV
3 Salinas Active Transportation Plan | September 2024
53 Alvin Drive (Project #6)
Corridor Context
Alvin Drive is classified as east-west major arterial roadway in North Salinas from Cherokee Drive to Natividad Road. The posted speed limit is 35 MPH and the ADT ranges from approximately 3,000 vehicles per day in the residential area to 15,000 vehicles per day. The corridor is surrounded by low-, medium-, and high-density residential, retail, and public/semipublic land uses including schools.

Alvin Drive is adjacent to North Salinas High School and Natividad Elementary School.

Based on the criteria developed for the project prioritization process, Alvin Drive was ranked number six (6) based on the following highly weighted criteria:
y Closes bicycle or sidewalk gap
y Proximity schools and
commercial destinations
y Located along a transit route
y Received multiple public input comments
Corridor Recommendations
The ATP recommends the following improvements to the Alvin Drive corridor:
y Class I Shared Use Path – N Davis Road to Cherokee Drive across US-101 y Class IIB Buffered Bike Lane – Cherokee Drive to N Main Street y Class IV Separated Bikeway – N Main Street to Kip Drive These proposed facilities would provide a connection for North Salinas across the US 101 barrier to N Davis Road via a pedestrian and bicycle only bridge. On the east side, the corridor would connect to a recommended Class IV bikeway on Natividad Road. Alvin Drive also provides connections to low-stress routes to homes, schools, and parks along Cherokee Street, McKinnon Street, El Dorado Drive, Modoc Avenue and Linwood Drive. These alternative routes help less experienced bicyclists avoid using N Main Street on the west and Natividad Road on the east, two high-speed roadways.

See Appendix D: Trails Master Plan, for proposed pedestrian and bicycle only bride across the US 101.

Cross-Section Alternatives
For this ATP, the segment of Alvin Drive between N Davis Road and Kip Drive was studied in further detail to develop a planning-level concept for inclusion in a future grant application. Two crosssection alternatives were identified for W Alvin Drive, evaluating the tradeoffs between a four-lane to three-lane road diet or a four-lane to two-lane road diet. Both alternatives maintain parking on both sides of the street and provided Class IIB buffered bike lanes. Two cross-section alternatives were also identified for E Alvin Drive, evaluating the tradeoffs between maintaining or removing the two-way left-turn lane to provide more space for bicyclists. Both alternatives maintained four travel lanes. The alternatives were presented at a public walk and talk field visit and a stakeholder working group meeting on February 1, 2024 to solicit feedback.

Salinas Active Transportation Plan | September 2024
54 Preferred Alternative
The public preferred maintaining the two-way left turn lane for both W Alvin Drive and E Alvin Drive. For E Alvin Drive, the community supported removing one through lane in one direction, removing parking, and maintaining the two-way left turn lane. Based on directional ADT volumes, it was decided that one eastbound travel lane would be removed. The concept also includes opportunities to incorporate protected intersections to enhance safety for bikes and pedestrians at N Main Street and McKinnon Street. Implementation of these protected intersections will be based on a future feasibility study. The concept plans for Alvin Drive are provided in Appendix F: Priority Project Concept Plans.

Salinas Active Transportation Plan | September 2024
55 N Main Street (Project #7)
Corridor Context
N Main Street is classified as north-south major arterial roadway running through the majority of City of Salinas. The posted speed limit is 35 MPH and the ADT ranges from approximately 12,000 vehicles per day at the northern end to 30,000 vehicles per day near US 101. The corridor is surrounded by medium- and high-density residential, retail, office, mixed use, public/semipublic, and park land uses.

Based on the criteria developed for the project prioritization process, N Main Street was ranked number seven (7) based on the following highly weighted criteria:
y High bicycle and pedestrian collision density
y Closes a bicycle or sidewalk gap
y Improves bicycle facilities
y Located along a transit route
y Received multiple public input comments
Corridor Recommendations
The ATP recommends Class IV bikeways for the N Main Street corridor with the exception of a gap between Boronda Road and San Juan Grade Road where the roadway width is too narrow, and adjacent land uses would not allow for roadway widening. For this segment, bicyclists are encouraged to use San Juan Grade Road and Boronda Road to circumnavigate the bikeway gap.

These proposed facilities would connect to a recommended Class I shared use path on the north side on Russell Road and a recommended Class IV bikeways on E Rossi Street on the south side.

N Main Street also provides connections to low-stress routes to homes, schools, and parks on Iris Drive, Navajo Drive, Alvin Drive, Madrid Street/Harden Parkway, Lamar Street and Bolivar Street.

Cross-Section Alternatives
For this ATP, the segment of N Main Street between Alvin Drive and Russell Road was studied in further detail to develop a planning-level concept for inclusion in a future grant application. Two cross-section alternatives were identified for the study segment of N Main Street, between Bolivar Street and Boronda Road, evaluating the tradeoffs between maintaining the two-way left turn and maintaining parking. Both alternatives recommended a Class IV separated bikeway. The alternatives were presented at a public walk and talk field visit and a stakeholder working group meeting on February 1, 2024, to solicit feedback.

Salinas Active Transportation Plan | September 2024
56 Preferred Alternative
The preferred alternative was developed with the community which maintains the two-way left turn lane and parking on the east side of the corridor between Boronda Road and Bolivar Street.

North of Bolivar Street, it was agreed that parking should remain on both sides of the street, but one southbound travel lane could be removed based on traffic volumes to accommodate the proposed bicycle facility. South of Madrid Street/Harden Parkway, parking would be maintained on the west side adjacent to multi-family residential buildings, and the bicycle facility could be implemented by narrowing lane widths. The concept also includes enhanced pedestrian treatments for the mid-block crossing at Lamar Street and opportunities to incorporate protected intersections to enhance safety for bikes and pedestrians at Alvin Drive, Cherokee Drive, and Madrid Street.

Implementation of these protected intersections will be based on a future feasibility study.. The concept plans for N Main Street are provided in Appendix F: Priority Project Concept Plans.

Salinas Active Transportation Plan | September 2024
57 John Street (Project #12)
Corridor Context
John Street is classified as an east-west major arterial roadway connecting S Main Street in South Salinas to E Alisal Street in East Salinas across the US 101. The posted speed limit ranges between 30-35 MPH and the ADT ranges from approximately 10,000 to 20,000 vehicles per day. The corridor is surrounded by low-, medium-, and high-density residential and public/semipublic land uses. John Street runs parallel to E Alisal Street providing connectivity to Los Padres and Sherwood Elementary Schools and Los Padres Neighborhood Park. Based on the criteria developed for the project prioritization process, John Street was ranked number 12 based on the following highly weighted criteria:
y Located within a Disadvantaged Community
y Closes a bicycle or sidewalk gap
y Above average bicycle and pedestrian
collision density
y Located along a transit route
y Proximity to parks, schools, and several
commercial destinations
Corridor Recommendations
The ATP recommends the following improvements to the John Street corridor:
y Class I Shared Use Path (South side) – Abbott Street to Griffin Street y Class IIB Buffered Bike Lane – S Wood Street/US-101 On/Off-Ramp to E Alisal Street These proposed bike facilities would connect to an alternative low-stress route on the west side using Winham Street, Clay Street, and Iverson Street. The proposed Class I facility would also provide connectivity to the proposed Alisal Creek trail project, and ultimately a future crossing over the US 101 for pedestrians and bicyclists. On the east side, the improvements would connect to the Williams Road Safe Street Corridor bikeway project that recently received funding for construction. It is important to provide connectivity between the East Salinas and South Salinas neighborhoods along John Street via a connection across the US 101. This connection has been identified as critical for the bike network, but challenges and various alignments need to be explored in more detail in a future feasibility study.

Cross-Section Alternatives
For this ATP, the segment of John Street between the US 101 and E Alisal Street was studied in further detail to develop a planning-level concept for inclusion in a future grant application. The proposed recommendations for John Street connect to the future roundabout at the John Street/ Williams Road and E Alisal Street intersection and Williams Road Safe Street Corridor project. Two cross-section alternatives were identified for the study segment of John Street, evaluating the tradeoffs between maintaining the two-way left turn lane or removing it to increase lane widths and space for bicyclists. Both alternatives maintained parking and recommended Class IIB buffered bike lanes. The alternatives were presented at a public walk and talk field visit and a stakeholder working group meeting on December 6, 2023, to solicit feedback.

Salinas Active Transportation Plan | September 2024
58 Preferred Alternative
The preferred alternative maintains the two-way left turn lane to allow vehicles to queue for school pick-up and drop-off operation and allows residents to pull out of their driveways easily. A Class IV parking protected bikeway was incorporated into the design at Los Padres Elementary School for eastbound travel based on the minimal number of driveways along this segment. The concept also includes curb extensions and upgraded curb ramps at various locations, and enhancements to the existing mid-block crossing adjacent to the school frontage. The concept plans for John Street are provided in Appendix F: Priority Project Concept Plans.

Salinas Active Transportation Plan | September 2024
59 Romie Lane (Project #14)
Corridor Context
Romie Lane is classified as an east-west minor arterial between Riker Street and S Main Street and a major arterial roadway between S Main Street and Abbott Street connecting various neighborhoods in South Salinas. The posted speed limit is 30 MPH and the ADT is approximately 10,000 vehicles per day. The corridor is surrounded by low-, medium-, and high-density residential, mixed use, office, public/semipublic, and park land uses. Romie Lane is adjacent to Salinas Valley Memorial Hospital and Mission park.

Based on the criteria developed for the project prioritization process, Romie Lane was ranked number 14 based on the following highly weighted criteria:
y Closes a bicycle or sidewalk gap
y Above average bicycle and pedestrian
collision density
y Proximity to a park and commercial
destinations
y Located along a transit route
Corridor Recommendations
The ATP recommends the following improvements to the Romie Lane corridor:
y Class III Bike Route – Riker Street to Bautista Drive and S Main Street to just east of California Street
y Class IV Separated Bikeway – Bautista Drive to S Main Street These proposed facilities would connect to a low-stress route on the west side along Capistrano Drive, and Class II bike lanes on Abbott Street on the east side. The segment of Romie Lane between just east of California Street and Abbott Street was recently restriped to include Class IIB buffered bike lanes.

Cross-Section Alternatives
For this ATP, the segment of Romie Lane between Capistrano Drive and Alameda Avenue was studied in further detail to develop a planning-level concept for inclusion in a future grant application. Two cross-section alternatives were identified for the study segment of Romie Lane, between Bautista Drive and Park Row, evaluating the tradeoffs between a Class IV separated bikeway and a Class IIB buffered bike lane. Both alternatives would remove a drive lane to fit in the proposed improvements but maintain parking.

Salinas Active Transportation Plan | September 2024
60 Preferred Alternative
The project team decided to implement a Class IV separated bikeway on this segment. Due to existing roadway constraints along Romie Lane between S Main Street and Alameda Avenue, the project team decided to implement a hybrid Class II/Class III facility that stripes a shared pavement marking for bikes and parking. Additional improvements that were proposed for this corridor include raised crosswalks for access to Mission Park and upgraded mid-block crossing features at California Street. The concept plans for Romie Lane are provided in Appendix F: Priority Project Concept Plans.

Salinas Active Transportation Plan | September 2024
61 Sherwood Drive (Project #18)
Corridor Context
Sherwood Drive is classified as a north-south major arterial roadway which becomes Natividad Road on the north end and E Market Street on the south end, connecting neighborhoods across the US 101 and rail line and to the Carr Lake area. The posted speed limit is 40 MPH and the ADT is approximately 20,000 vehicles per day. The corridor is surrounded by parkland, schools, and public/ semipublic land uses.

Based on the criteria developed for the project prioritization process, Sherwood Drive was ranked number 18 based on the following highly weighted criteria:
y Proximity to parks, schools, and
commercial destinations
y Located along a transit route
y Above average bicycle and pedestrian
collision density
y Received high number of comments
from public
Corridor Recommendations
The ATP recommends a Class I shared use path from E Rossi Street/Calle Cebu to E Bernal Drive/ La Posada Way. The Big Sur Land Trust project, located along the east side of the roadway between Sherwood Place and Bernal Drive will be installing a raised median to control access in and out of the park. The project also consists of a Class I facility off street for park access at Sherwood Place providing connection to E Rossi Street on the south side, where high levels of bike activity are experienced.

Cross-Section Alternatives
For this ATP, the segment of Sherwood Drive between E Rossi Street and E Bernal Drive was studied in further detail to develop a planning-level concept for inclusion in a future grant application. Two cross-section alternatives were identified for the study segment of Sherwood Drive, evaluating the tradeoffs between consolidating the pedestrian and bike facilities on one side of the road, or providing them on both sides. Both alternatives maintained through lanes, one alternative removed the two-way left-turn lane to provide a median. The alternatives were presented at a public walk and talk field visit and a stakeholder working group meeting on December 6, 2023, to solicit feedback.

Preferred Alternative
The preferred alternative, maintains the two-way left turn lane, implements a Class I shared use path on the east side, and narrows the roadway width to reduce speeds. The concept plans for Sherwood Drive are provided in Appendix F: Priority Project Concept Plans.

Salinas Active Transportation Plan | September 2024
62 Towt Street (Project #20)
Corridor Context
Towt Street is classified as an east-west collector roadway various neighborhoods in East Salinas to numerous schools and parks. The posted speed limit ranges between 25-30 MPH and the corridor is surrounded by low-, medium-, and high-density residential, retail, and public/semipublic land uses.

Based on the criteria developed for the project prioritization process, Towt Street was ranked number 20 based on the following highly weighted criteria:
y Located within a Disadvantaged Community
y Closes a bicycle or sidewalk gap
y Proximity to multiple schools, parks, and
commercial destinations
y Above average bicycle and pedestrian
collision density
Corridor Recommendations
The ATP recommends the following improvements to the Towt Street corridor:
y Class III Bike Route – E Alisal Street to Paseo Grande y Class IV Separated Bikeway – Paseo Grande to Freedom Parkway These proposed facilities connect to a low-stress route on the east side using Freedom Parkway.

On the west side, the proposed facilities connect to a high-stress route, using E Alisal Street.

Bicyclist can avoid this high-stress route by using adjacent E Market Street.

Cross-Section Alternatives
For this ATP, a planning-level concept was developed for the full corridor of Towt Street for inclusion in a future grant application. Various alternatives were studied for each segment of the corridor, evaluating the tradeoffs between parking removal, lane removal, and lane narrowing to potentially fit exclusive Class II or Class IV bike facilities.

Preferred Alternative
Due to the varying roadway widths, some of the segments were unable to accommodate Class II or Class IV bike facilities. Therefore, the project team decided to provide a Class III bike route between E Alisal Street and Paseo Grande to maintain parking adjacent to residential driveways and schools, focus on traffic calming strategies and pedestrian enhancements. The concept includes curb extensions, upgraded curb ramps, mid-block crossings, and raised crosswalks. It incorporates the Closter Park Green Streets Project improvements including a Roundabout at Acosta Street and widened sidewalks. The concept plans for Towt Street are provided in Appendix F: Priority Project Concept Plans.

Salinas Active Transportation Plan | September 2024
63 Chapter 7: Implementation
Previous chapters of this report have identified recommendations for improving the walking and biking environment in the City of Salinas. Chapter 4 included the recommended bicycle and trails network, recommended pedestrian improvements, and programs and policies that can support the recommended improvements. Chapter 5 prioritized the list of bicycle and trail projects identified in Chapter 4 based on City and community goals, and Chapter 6 provided planning-level concepts for 6 of the top 20 projects identified.

Reaching the goals of the Active Transportation Plan for the City of Salinas will require a persistent process of finding funding and investing in incremental improvements to the active transportation network. This chapter provides the steps to implement these active transportation facility improvements to create a more walkable and bikeable Salinas. The following sections are included:
y Planning-level cost estimates for construction and maintenance of the priority corridor projects, y Potential funding sources, including grant opportunities for priority corridor projects, and y Recommended actions for the priority corridor projects.

Proposed Cost Estimates
Planning-Level Cost Estimates
Planning-level cost opinions were developed to assist the City of Salinas and its partners in making high-level planning decisions in the implementation of the priority corridor projects. The cost opinions are based on currently available information from recently constructed, similar projects in the region. It is anticipated that construction costs will vary from these planning-level cost opinions based on the ultimate project scope, final site conditions/constraint, schedule, and economic conditions at the time of design and construction.

Cost opinions were developed on a “per-mile basis” for linear improvements and “intersection/ each” for localized improvements, as summarized in Table 7-1. The cost opinions per mile include design, construction, and contingency in 2024 dollars. Projects that require significant right-ofway acquisitions, easements, utility relocations, permitting, or landscape restoration will be higher than the costs provided in Table 7-1. Planning level costs to implement each of the priority corridor projects are summarized in Table 7-2.

Salinas Active Transportation Plan | September 2024
64 Table 7-1: Planning-Level Cost Opinions by Improvement Type Improvement Type Units Cost per Unit Assumptions
Class I Shared Use Path Mile $4,500,000 Assumes 13-16’ path.

Class IIB Buffered Bike
Lane
Mile $500,000 Assumes slurry seal
and no traffic signal
modifications.

Class III Bike Route Mile $115,000 Assumes
approximately 88
thermoplastic sharrow
pavement markings
and 8 signs.

Class IV Bikeway
(soft infrastructure)
Mile $600,000 Assumes slurry seal,
flexible delineators,
zebra bumps or other
similar vertical devices.

Mid-Block Crossing
(with RRFB)
Each $90,000 Assumes crosswalk,
curb ramps, RRFB
system, and refuge
median island.

Curb Extension
(dual ramps)
Each $170,000 Assumes curb ramps
and curb extension
Curb Extension
(single ramps)
Each $160,000 Assumes curb ramp,
and curb extension
Raised Crosswalk
(with RRFB)
Each $137,000 Assumes crosswalk,
curb ramps, and RRFB
system.

Raised Crosswalk
(without RRFB)
Each $80,000 Assumes crosswalk and
curb ramps.

ADA Curb Ramp Each $10,000
Bike Signal Intersection $47,000 Assumes signals for
two approaches of
an existing signalized
intersection. Includes
detection, signing/
striping, conduit, and
equipment. Does
not include signal
modifications.

Median Reconstruction Mile $265,000 Assumes removal of
existing median and
installation of new.

Salinas Active Transportation Plan | September 2024
65 Maintenance Cost Estimates
An additional component for the priority corridor projects is the operations and maintenance cost of these active transportation facilities. Debris, potholes, and overgrown vegetation can be a deciding factor for people choosing to walk or bike. Therefore, well-maintained facilities are an important element of successful implementation and impact to mode shift. Based on the City’s 2023 Pavement Management Program Update, the City has set aside 10% of their Annual Street Pavement budget for “targeted implementation” including sealing cracked streets and repairing potholes. The document also includes details on the Street Selection Policy for prioritizing streets for selection in a pavement maintenance and/or rehabilitation project.

Potential Funding Sources
By identifying and prioritizing the corridor projects in this plan, the City of Salinas has defined the need for pursuing funding sources in the future. Implementation of these projects will occur incrementally through a combination of different funding sources:
y General Fund/Capital Improvement Program (CIP) – Under the City Engineer’s guidance, the prioritized corridor projects shown in Chapter 6 can be implemented with future CIP budgets.

Figure 7-1 illustrates the interaction between the transportation and civil engineering division, ensuring future CIP projects can incorporate active transportation projects described in this plan. y Grant funding sources
y Regional Surface Transportation Program
y Measure X – Transportation Safety and Investment Plan y Developer construction
y VMT mitigation
Salinas Active Transportation Plan | September 2024
66 Figure 7-1: CIP and ATP Project Connection
City Engineer
Assistant
Engineer
Assistant
Engineer
Traffic
Engineer
Junior Engineer Junior
Engineer (2)
Assistant
Engineer (2)
Junior Engineer
Engineering
Aide II
Construction
Inspector
Assistant
Engineer
Engineering
Aide II
Engineering
Aide I
Assistant
Engineer
Sr. Construction
Inspector
Construction
Inspector (2)
Construction
Inspection
Supervisor
Senior Civil
Engineer (Engineering)
Senior Civil
Engineer (Development)
Transportation
Manager
CIP and ATP Project Overlap
Salinas Active Transportation Plan | September 2024
67 Grant Funding
Many active transportation projects rely on grant funding for some or all their funding needs. The City has recently been successful in securing grant funding through the Active Transportation Program which awarded approximately $8 million to the Harden Parkway bikeway project in 2023, and the Safe Streets and Roads for All program which awarded approximately $16 million to the Williams Road Safety project in 2024.

Below is a list of grant funding sources that are most commonly pursued for active transportation plan projects like the priority corridor projects. It should be noted that some of these funding sources require a local match available at the time of the submittal. y Active Transportation Program (ATP)
y Active Transportation Grant Program (ATGP)
y Community Development Block Grant
Program (CDBG)
y RAISE Discretionary Grants
y Reconnecting Communities and
Neighborhoods Grant Program
y Safe Streets and Roads for All (SS4A)
y Highway Safety Improvement Program (HSIP)
y Urban Greening
y Office of Traffic Safety (OTS) Grant Program
y Solutions for Congested Corridors (SCCP)
y Local Streets and Roads Program (LSRP)
y Sustainable Transportation Planning Grants
Appendix G includes a longer list of funding sources for the City to consider pursuing, as well as full descriptions of the types of projects that are eligible, and the next anticipated funding cycle.

Several of these priority corridor projects are anticipated to provide expanded mobility and accessibility options for disadvantaged communities. This benefit can be leveraged to develop competitive applications for several funding sources as denoted by an asterisk (*) in the list in Appendix G.

Salinas Active Transportation Plan | September 2024
68 Table 7-2: Priority Corridor Project Implementation
Corridor Name Segment Length
(mile(s)) Improvement Planning-Level Cost*
Annual Maintenance
From To Cost***
John Street
S Wood Street/
US-101 On/
Off-Ramp
E Alisal Street 1.0 Class IIB Buffered Bike Lane $500,000 $25,000–$50,000 At Los Padres Elementary School 0.2 Class IV Parking Protected Bikeway $120,000 $6,000–$12,000
Sherwood Drive E Rossi Street E Bernal Drive 0.9 Class I Shared Use Path $4,100,000 $205,000–$410,000 Alvin Drive
N Davis Road Cherokee Drive 0.3 Class I Shared Use Path $1,400,000 $70,000–$140,000 Cherokee Drive N Main Street 0.4 Class IIB Buffered Bike Lane $200,000 $10,000–$20,000 N Main Street Kip Drive 0.5 Class IV Separated Bikeway $300,000 $15,000–$30,000 N Main Street W Alvin Drive W Bolivar
Street** 0.9 Class IV Bikeway $540,000 $27,000–$54,000
Romie Lane
Riker Street Bautista Drive 0.1 Class III Bike Route $12,000 $1000–$2,000 Bautista Drive S Main Street 0.1 Class IV Separated Bikeway $60,000 $3,000–$6,000 S Main Street California
Street 0.4 Class III Bike Route $50,000 $3,000–$6,000
Towt Street
E Alisal Street Paseo Grande 1.6 Class III Bike Route $185,000 $10,000–$19,000 Paseo Grande Freedom
Parkway 0.1 Class IV Separated Bikeway $60,000 $3,000–$6,000 Note:
*Cost opinions are provided in 2024 dollars.
**Except the segment between Boronda Road and San Juan Grade Road. ***Annual Maintenance Cost are 5-10% of Planning Level Cost. 69 Salinas Active Transportation Plan | September 2024
Recommended Actions
Develop a Grant Funding Strategy
While this chapter provides numerous grant funding sources for the City to pursue, it will be important for the City to actively track grant cycle application notices, compare the eligibility of each grant source to the list of prioritized projects, and identify projects and programs to put forth for grant funding. It is also important to consider staff time, local funding match requirements, and community outreach resources to make grant applications successful. Due to rapidly rising construction costs, diligent cost estimating will be critical for securing enough funding to be able to successfully implement grant funded projects. Lastly, it will be important to pair non-infrastructure programs with infrastructure project grant applications to ensure proper programming is allocated to making implementation of the Active Transportation Plan successful.

Monitor and Evaluate ATP Progress
Establish a monitoring and evaluation plan to track the progress and impact of the Active Transportation Plan. This could mean regularly assessing key performance indicators, such as mode share, safety, and community satisfaction, and using the results/feedback to make necessary adjustments and improvements to the Plan.

Communicate and Educate
Partner with outreach specialists to continue providing information to the community about the Active Transportation Plan and the progress made towards implementation. This effort could take advantage of various existing platforms, such as public meetings, social media, and newsletters, to engage and educate residents about the benefits of active transportation and the progress being made.

Ensure Long-Term Sustainability
Develop strategies to ensure the long-term sustainability of the active transportation projects, especially in the disadvantaged communities. This may include exploring opportunities for ongoing funding, engaging with local businesses and organizations for support, and establishing maintenance and upkeep plans for the new infrastructure.

Salinas Active Transportation Plan | September 2024
70 Align Resurfacing Program with ATP Project Implementation Align the City’s resurfacing program with
the recommended projects in the plan to efficiently implement projects in a timely manner where feasible.

Prioritize Sidewalk Infill in High Pedestrian Demand Areas Prioritize sidewalk infill projects in areas that are likely to achieve the highest return on investment such as areas with high population or job density, disadvantaged communities, locations with numerous key destinations and activity centers, or areas with high numbers of bicycle- or pedestrianrelated collisions.

Regularly Assess and Update Design Guidelines
In an ever-changing environment of active transportation design, it is important to review and update the Plan, especially the design guidelines to adapt to changing needs and emerging trends.

Seek opportunities for innovation and collaboration with other stakeholders to further enhance the implementation of the plan.

Pilot/Quick-Build Projects
Identify projects that could benefit from a pilot phase or quick-build form of implementation to provide lower-cost solutions to address critical needs. These project types allow the City to quickly implement solutions in a semi-permanent condition and modify design prior to permanent installation based on public feedback. Grant programs are increasing funding for these types of implementation solutions. Specifically, the SS4A program recently included a set-aside for quickbuild projects in the 2024 grant cycle.

Bike lane barrier installation. Credit: NACTO
Salinas Active Transportation Plan | September 2024
71 Appendix A: Existing Conditions Report
Salinas Active Transportation Plan | September 2024
72 SALINAS ACTIVE TRANSPORTATION PLAN

EXISTING CONDITIONS REPORT
DRAFT
Table of Contents

1. Introduction 2
Purpose and Background 2Report Organization 2Document Review 2

2. Community Profile 3
Geographic Setting 4Built Environment 4Demographics 10

3. Active Transportation 20
Biking Today 20Existing Bicycle Level of Traffic Stress 22Walking Today 25

4. Collision Analysis 28
Bicyclist- and Pedestrian-Related Collisions 28

5. Needs Assessment 32
Active Transportation Propensity 32Bicycle Gap Assessment 34Pedestrian Gap Assessment 34Barrier Assessment 37

6. Key Findings 37
1 Figures Figure 1. Salinas Planning Efforts 5Figure 2. Speed Limits 6Figure 3. Adopted Land Use Map (City of Salinas 2002 General Plan) 7Figure 4. Key Destinations and Activity Centers 8Figure 5. Draft Land Use Map (Visión Salinas 2040 General Plan Update) 9Figure 6. Population Density 13Figure 7. Job Density 14Figure 8. Median Household Income 15Figure 9. Households in Poverty 16Figure 10. CalEnviroScreen 4.0 17Figure 11. Healthy Places Index 18Figure 12. Zero Vehicle Households 19Figure 13. Existing Bikeways 21Figure 14. Existing Bicycle Level of Traffic Stress 23Figure 15. Low-Stress Islands 24Figure 16. Existing Pedestrian Network 26Figure 17. Existing Trails 27Figure 18. Bicycle-Related Collisions 30Figure 19. Pedestrian-Related Collisions 31Figure 20. Active Transportation Propensity 33 Figure 21. Bicycle Network Gap Analysis 35Figure 22. Pedestrian Network Gap Analysis 36Figure 23. Active Transportation Barrier Assessment 38TablesTable 1: Adopted Land Use Map (City of Salinas 2002 General Plan) .................................................................. 4 Table 2: Means of Transportation to Work .................... 10 Table 3: Age .................................................................. 11Table 4: Race and Origin Distribution ............................ 11Table 5: Bicycle Mileage by Facility Type ...................... 20Table 6: Bicycle and Pedestrian Collisions by Location . 28Table 7: Bicycle and Pedestrian Collisions by Severity . 28Table 8: Top 10 Bicyclist Collision Corridors ................. 29Table 9: Top 10 Pedestrian Collision Corridors ............. 29 2 1. Introduction Purpose and Background The Salinas Active Transportation Plan (ATP) Existing Conditions Report (ECR) explores existing conditions, opportunities, and challenges within the City of Salinas as they relate to achieving the vision, goals and objectives set forth in the ATP. The ECR provides an overview of the City’s built environment, demographic characteristics, land use, and mobility patterns. The ATP will serve as a technical framework and blueprint to guide investments in bicycle and pedestrian infrastructure within the City to provide a cohesive network of quality mobility choices for all ages and abilities to access any destination within the City without the need for a car.The ECR provides a comprehensive understanding of pedestrian and bicyclist needs for residents and visitors of all ages. The needs identified will serve as a basis for prioritizing bicycle and pedestrian improvements and ensuring that the recommendations serve the City’s focus on improving mobility in disadvantaged areas and areas surrounding local schools.

Report Organization The report is organized as follows:
 Community Profile - This section provides an overview of the City’s context in the region, the built environment, key destinations, as well as an overview of demographics.  Active Transportation - This section provides an overview of the existing bicycle, pedestrian, and trails networks.
 Collision Analysis – This section provides a collision analysis to identify hotspots or areas with a history of pedestrian- and bicycle-related collisions.  Needs Assessment – This section identifies key areas in the City where gaps and barriers in the transportation network and provides an overview of locations with high likelihood or propensity for individuals to engage in active transportation.

Document Review The ATP is intended to be complimentary to previous and ongoing planning efforts and will incorporate recommendations that align with the goals and policies from previous studies. The following documents were included in the review of previous plans and studies:
 2002 Salinas Bikeways Plan  2002 Salinas General Plan  2004 Salinas Pedestrian Plan  2017 Salinas Neighborhood Vibrancy Urban Greening Plan  2018 Salinas Active Transportation Needs Assessment  2020 Salinas Vision Zero Action Plan  2022 Salinas Safe Routes to School Plan Several other planning documents have been developed for the City of Salinas and included in the literature review portions of the documents listed above. The literature reviews were relied upon for identifying planning efforts that would impact the development of the ATP. Salinas Planning Areas The City has several planning areas with recent planning documents that guide future redevelopment and improvements in the different neighborhoods, including the:
 Alisal Vibrancy Plan  Central Area Specific Plan  East Alisal Street Corridor Plan  West Area Specific Plan  Downtown Vibrancy Plan 3 Figure 1 displays a map of these planning areas. Each of these plans contain goals and projects relevant to this ATP. Alisal Vibrancy Plan (2020) The Alisal Vibrancy Plan is a comprehensive strategy for the East Salinas Alisal neighborhood—an area of historic disinvestment. The intent of this plan is to reflect and celebrate the neighborhood’s unique identity and provide planning guidance that is driven by the Alisal community. The plan covers topics such as land use planning, access to parks, and placemaking. North of Boronda Road Specific Area Plans The 2002 General Plan Update identified a Future Growth Area (FGA) located north of Boronda Road and south of Rogge Road. The City annexed the North of Boronda FGA in 2008, creating the need for a specific plan before development. Originally, three specific plan areas were developed from the FGA: West, Central, and East. In 2011, the Gateway Center Specific Plan was introduced, carving out 20 acres from the West Specific Plan Area to accommodate the construction of a large commercial center. The East Area Specific Plan is currently under development. Central Area Specific Plan (2020) The Central Area Specific Plan covers approximately 750 acres in the central-north region of Salinas. The plan aims to address housing shortages by creating approximately 3,900 residential units through townhouse and apartment development. The plan also identifies opportunities for retail, parks, roadway circulation, a fire station, and school sites. West Area Specific Plan (2019) The West Area Specific Plan identifies new development opportunities within the northwest region of the City. The proposed land uses in the approximate 797-acre area include residential, mixed-use commercial, parks and open space, and schools. Goals included: ensuring that the neighborhoods are designed to be pedestrian, bicycle, and transit friendly; providing access to parks and public green spaces; and providing a variety of low-, medium-, and high-density housing.

East Alisal Street Corridor Plan (2019) The East Alisal Street Corridor Plan identifies goals and improvements to advance social equity, health, safety, and economic vitality in the East Alisal neighborhood. The plan uses complete streets principles to address mobility, safety, and access for all modes of transportation. This plan included extensive community engagement to identify opportunities and challenges throughout the corridor. Concept plans were developed for three corridors and included improvements ranging from separated bikeways, high-visibility crosswalks, expanded sidewalks, traffic calming, additional transit stop amenities, and placemaking. Downtown Vibrancy Plan (2015) The Downtown Vibrancy Plan reimagined Downtown Salinas as an area that restores social and economic activity. The plan includes strategies ranging from creating a destination downtown, managing parking resources, building the heart of Salinas, and stimulating development activity. The plan included the Main Street Streetscape Project that transformed the downtown core into an attractive, pedestrian-friendly environment. 2. Community Profile The community profile explores the City’s current geographic setting, land use, demographic data, disadvantaged communities, and travel patterns. These elements play a vital role in shaping the active transportation needs. By combining this information with community feedback, effective strategies can be developed that align with the unique requirements of the community, promoting greater adoption and use of the active transportation infrastructure. 4 Geographic Setting The City of Salinas is bounded by the Salinas Valley to the north, the Gabilan mountain range to the east, and the Santa Lucia Mountain range to the southwest. The City is surrounded by rich agricultural lands and has a relatively flat topography—conducive for active transportation use. Built Environment The City has experienced rapid growth serving as the main business, governmental, and industrial center in the region. This has resulted in fast-paced development and a demand for a variety of housing options. Salinas is divided by Highway 101, a limited-access freeway which cuts through the City center and provides connectivity with the San Francisco Bay area to the north and with other smaller agricultural communities to the south, such as Gonzales, Soledad, Greenfield, and King City. The Union Pacific Railroad parallel to Highway 101 provides daily Amtrack Coast Starlight passenger service between Los Angeles and Seattle at the Downtown Salinas Station. Speed Limits Posted speed limits in Salinas range from 25 to 50 MPH as shown in Figure 2. Higher speed arterial roads are distributed throughout the City and serve as backbone connectors between residential neighborhoods and commercial and civic uses. Local roads provide neighborhood connections to parks and schools with posted speed limits between 25 and 35 MPH. Adopted Land Use Map (City of Salinas 2002 General Plan) There are eight land use categories in Salinas as shown in Table 1. The adopted land use map from the City of Salinas 2002 General Plan is shown in Figure 3.

Table 1: Adopted Land Use Map (City of Salinas 2002 General Plan) Land Use Percent of Total Area
Residential 35%
Industrial 14%
Agriculture 13%
Commercial 13%
Public/Semipublic 13%
Park 7%
Open Space 3%
Mixed Use 2%
Total 100%
Residential land uses are dispersed throughout the City, making up approximately 35% of the total land use. The main commercial and mixed land uses are concentrated along Main Street, along the railroad, East Alisal Street, and Market Street. The northwest commercial cluster includes retail centers such as Northridge Mall, while the southwest commercial cluster includes downtown Salinas, home to local retailers and services. Public land uses—consisting of schools, government buildings, and emergency services—are scattered throughout the City. Parkland—both the park and open space land use categories—lies mostly in the central part of Salinas north of Highway 101. Agriculture is limited to a band east of San Juan Grade Road and north of Boronda Road. Schools, parks, commercial land use, mixed uses, and public/semipublic facilities serve as key destinations for active transportation as shown in Figure 4. Draft Land Use Map (Visión Salinas 2040 General Plan Update) The draft land use map from the Visión Salinas 2040 General Plan Update is shown in Figure 5. The existing agricultural land of San Juan Grade Road and north of Boronda Road is expected to develop and transition to uses that include residential, parks, retail, schools, and mixed-use. 4 À¿
San Juan Grade Rd
W
Market
St
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D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
SpeedLimit25
MPH
30MPH
35MPH
40MPH
45MPH
50MPH
À¿
TransitCenter
Railroad
Park
School
CityBoundary
SpeedLimits
Source:

SpeedLimits:CityofSalinas
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 2.

Speed Limits
6 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Agriculture
ArterialFrontage
BusinessPark
General
Commercial/Light
Industrial
GeneralIndustrial
MixedUse
Office
OpenSpace
Park
Public/Semipublic
ResidentialHigh
Density
ResidentialLow
Density
Residential
MediumDensity
Retail
À¿
TransitCenter
Railroad
CityBoundary
LandUse-Future
Source:

LandUse:CityofSalinas
LEGEND
Figure 3.

Adopted Land Use
(City of Salinas
2002 General Plan) 7
4 #
#
#
#
##
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
##
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
"
"
"
"
"
"
"
"
"
""
"
"
"
"
"
"
"
""
"
"
"
"
"
"
"
"
"
"
"
"
"
"
"
"
"
"
"
"
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
"
School
"
Community
College
#
Park
À¿
TransitCenter
Railroad
Streams&Creek
LandUse
Commercial
MixedUse
Public/Semipublic
CityBoundary
KeyDestinations&
ActivityCenters
Source:

LandUse:CityofSalinas
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 4.

Key Destinations
and Activity
Centers
8 4
Salinas Active
Transportation
Plan
0 0.25 0.5 1 Miles º
Alisal Marketplace
Blended Residential
Neighborhood
Central Area Specific
Plan
City Center - Core
City Center - Edge
Civic and Institutional
Commercial Retail
Employment Center
Flex Corridor
Heavy Industry and
Production
Medium Industrial
Mixed Use Corridor
Mixed Use Village
Multifamily
Neighborhood
Natural Preservation
and Open Space
Neighborhood Center
Parks and Recreation
Traditional
Neighborhood
West Area Specific
Plan
Land Use - Future
Source:

Land Use: City of Salinas
À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
LEGEND
Figure 5.

Draft Land Use
Map (Visión Salinas
2040 General Plan
Update)
9 10
Demographics The following maps summarize data for socioeconomic characteristics from the 2021 US Census Bureau’s American Community Survey (5-year estimates), unless otherwise specified. These socioeconomic variables include:
 Population density  Employment density (US Census Bureau: Longitudinal Employer-Household Dynamics (LEHD) Origin-Destination
Employment Statistics (LODES))
 Means of transportation to work  Median household income  Percent of households in poverty  Percent of households with no car available Common environmental justice indicators such as CalEnviroScreen (CES) and Healthy Places Index (HPI) are used to indicate the location of disadvantaged communities. Environmental justice indicators show where vulnerable socioeconomic groups coincide with location factors such as unhealthy environmental conditions or a high-cost burden of housing and commuting.

Where People Live The City of Salinas is the largest populated city in Monterey County with 160,000 residents. The majority of Salinas population falls within residential densities under 20 people per acre as shown in Figure 6. The most densely populated Census block groups are north of Highway 101 and within the Alisal neighborhood, in close proximity to Sanborn Park. Where People Work Figure 7 shows employment density in Salinas by Census block group. The highest density of jobs is located in South Salinas in the downtown area and near Hartnell College as well as a few areas in North Salinas and the Alisal neighborhood.

Additionally, Table 2 shows the means of transportation to work for workers over the age of 16 for the City of Salinas. While the majority of workers in Salinas drive alone, approximately 1.8% of individuals bike, walk, or take public transit.

Table 2: Means of Transportation to Work
Means of Transportation to Work % of Total #
Car, truck, or van 82.1% 57,052
Drove alone 71.0% -Carpooled 11.2% -
In 2-person carpool 7.9% -In 3-person carpool 1.7% -In 4-or-more person carpool 1.5% - Public transportation (excluding taxicab)

0.7% 486
Walked 1.0% 695 Bic
ycle 0.1% 69
Taxicab, motorcycle, or other means

12.6% 8,756
Worked from home 3.5% 2,432 Total 69,491
Median Household Income Figure 8 shows median household incomes in Salinas by Census block group. Census block groups in the lowest category of median household income are generally clustered near downtown Salinas between North Main Street and East Market Street, throughout the Alisal neighborhood, and near Northridge Mall. 11 The citywide median income is $75,747, which is lower than the countywide median income of $82,013. Age Adults between the ages of 25 to 64 make up about 50% of the total population in Salinas which is similar to the percentage in Monterey County as shown in Table 3. Youth under the age of 17 makes up 30% of the total population in Salinas compared to about 26% in the rest of the County.

Table 3: Age
Age Total in Salinas % Of Total Total in Monterey County % of Total in Monterey Count y
Youth
(under 10) 27,199 16.7% 61,790 14.1%
Independent
Youth
(10 to 17)
22,955 14.1% 53,644 12.2%
University-age
(18 to 24) 16,169 9.9% 42,995 9.8%
Adult
(25 to 64) 81,287 49.9% 220,585 50.3%
Senior
(65 to 74) 8,816 5.4% 35,910 8.2%
Senior
(75 and older) 6,578 4.0% 24,029 5.5%
Total 163,004 - 438,953 -
Race & Origin Nearly 80% of the population in Salinas is of Hispanic or Latino origin as shown in Table 4. Table 4: Race and Origin Distribution Race or Origin Population
Percentage
of Total
Population
Hispanic or Latino 130,026 79.77% Not Hispanic or Latino White 19,859 12.18% Black or African American 1,757 1.08% American Indian and Alaska Native 139 0.09% Asian 8,863 5.44% Native Hawaiian and Other Pacific Islander 67 0.04%
Some other race 224 0.14% Two or more races 2,069 1.27% Total 163,004 –
Disadvantaged Communities Percent of Households in Poverty Figure 9 shows the percentage of households in poverty per census tract. The 2021 federal poverty guidelines income is $26,500 for a family of four. In Salinas, census tracts with the highest percentage of families in poverty (greater than 20% households) are in the southern part of the City, south of the railroad or east of Highway 101 along Market Street.CalEnviroScreen 4.0 CalEnviroScreen (CES) is a commonly used environmental justice index created by the California Office of Environmental Health Hazard 12 Assessment (OEHHA). CES has two components: pollution burden and population characteristics. Each component is ranked on a percentile basis, and areas in the higher percentiles (closer to 100%) are those that experience a disproportionately higher amount of pollution and may have lower socioeconomic capacity to adapt or cope. As shown in Figure 10, the census tracts that border the City typically score lower than the census tracts in the City center, indicating less disproportionate impact from pollution on the fringes of the City. Additionally, the census tract west of Salinas falls in the top 25th percentile indicating a community that experiences an adverse environmental impact as a result of pollution.

Healthy Places Index The California Healthy Places Index (HPI) combines 25 community characteristics that are statistically linked to longer life expectancies, such as access to healthcare, housing, and education. Census tracts with higher percentiles (closer to 100%) indicate areas with greater life expectancy. The HPI highlights similar spatial trends as CES as depicted in Figure 11. The Alisal neighborhood and the area around the Transit Center score the lowest on the index. Similar to CES, the areas closer to the City boundary score better than areas surrounding the railroad, airport, and highway. Zero Vehicle Households Figure 12 shows the percentage of households with no vehicles available. Households that fall in this category may be more likely to rely on alternative modes of transportation such as public transit, walking, or biking. The census tract with the highest percentage of households with no vehicles available (greater than 15% of households) is in downtown Salinas. East of downtown and along Highway 101 and the railroad, the percentage of households with no vehicles available is high relative to the rest of the City (5 - 15%). 4 À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
PeoplePerAcre
101-110
81-100
41-80
21-40
1-20
0 À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
PopulationDensity
2021
Source:

BlockGroups&Population:USCensus
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 6.

Population Density
13 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
JobsPerAcre
11-34
6-10
4-5
1-3
0 À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
EmploymentDensity
2020
Source:
2020LongitudinalEmployer-
HouseholdDynamics(LODES),US
Census
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 7.

Job Density
14 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
ByCensusBlockGroup
$14,683-26,500
$26,500-40,000
$40,000-75,750
$75,750-100,000
$100,000-148,000
À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
MedianHousehold
Income
Source:

MedianHouseholdIncome
2021AmericanCommunitySurveyUS
Census
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 8.

Median Household
Income
15 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Below5%
5-10%
10-15%
15-20%
Above20%
À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
PercentofFamiliesin
Poverty
Source:

LowIncome:USCensus
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 9.

Households in
Poverty
16 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Percentile01
-25%
26-50%
51-75%
76-100%
À¿
TransitCenter
Railroad
Streams&Creek
CityBoundary
CalEnviroScreen4.0
Source:

Percentile:CalEnviroScreen4.0
LEGEND
Figure 10.

CalEnviroScreen

4.0 17
4 À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Percentile0
%
0-25%
26-50%
51-75%
76-100%
À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
HealthyPlacesIndex
Source:

Percentiles:CaliforniaHealthyPlaces
Index2018
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 11.

Healthy Places
Index
18 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Percentageof
Householdsby
CensusTracts
Below5%
5-10%
10-15%
Above15%
À¿
TransitCenter
Railroad
Streams&
Creek
Park
School
CityBoundary
HouseholdswithZero
VehiclesAvailable
Source:

Households:USCensus
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 12.

Zero Vehicle
Households
19 20

3. Active TransportationBiking Today Existing Biking Network The bikeway network in Salinas has 87 miles of varied facility types that provide bicyclists with different levels of separation and protection from vehicles, as shown in Figure 13 and Table 5. Gaps and barriers in the network are further explored in the Needs Assessment section. The City’s existing bicycle network is comprised of a mix of the following facilities:
 Class I shared use paths are paved right-of-way for
exclusive use by those using non-motorized modes of travel.  Class II bike lanes are defined by pavement markings and signage used to allocate a portion of roadway for bicycle travel. These bike facilities may include a buffer providing greater separation between bicyclists and vehicles.  Class III bike routes are designated with signage or shared lane markings. Here, bicyclists share space with motor vehicles within the travel lanes.  Class IV separated bikeways are similar to Class II bike lanes but provide an additional layer of vertical separation to create a more distinct barrier between bicyclists and vehicles.

Table 5: Bicycle Mileage by Facility Type
Class Miles Percent Of Total
Class I Shared Use Path 9.2 10.5% Class II Bike Lane 28.5 33.0% Class IIB Buffered Bike Lane 15.4 17.8% Class III Bike Route 33.2 38.4% Class IV Separated Bike Lane 0.2 0.2% Total 86.5 100.0% Only 11% of facilities are protected while 51% of non-local roadways have posted speed limits greater than or equal to 35 MPH. The lack of protection in addition to high speeds can impede the use of active transportation due to a lack of comfortable facilities on high-speed roads. The graphic below shows how the various bicycle facilities provide various levels of comfort. 4 À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
ClassIShared
UsePath
ClassIIBikeLane
ClassIIBBuffered
BikeLane
ClassIIIBike
Route
ClassIV
SeparatedBike
Lane
Railroad
À¿
TransitCenter
Streams&Creek
Park
School
CityBoundary
ExistingBikeways
Source:

ExistingBikeways:CityofSalinas
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 13.

Existing Bikeways
21 22
Existing Bicycle Level of Traffic Stress A Bicycle Level of Traffic Stress (BLTS) analysis was conducted on the major roads in Salinas as part of previous planning efforts. Figure 14 shows the BLTS on existing and active major roads. The BLTS analysis is a categorization of the roads based on the dangers that a bicyclist may perceive while on a particular road. This perception of danger is calculated based on factors such as speed limit, number of lanes, bike facility type, and more. Neighborhood roadways provide relatively low-stress routes for many residents. Higher-stress roadways, however, create barriers for travel between these neighborhoods and other low-stress areas. These barriers, including high speed or high-volume vehicular traffic, multiple lanes of traffic, or a lack of separation from moving vehicles, often make people feel unsafe or uncomfortable so they will choose to not ride a bike across or along these roadways. Some roadways have parallel trails, such as some segments of Laurel Drive that improve the resulting LTS. Most of the major arterials in Salinas are considered LTS 4. Downtown roadways are mainly LTS 1 or 2, but East Alisal, Monterey, and Salinas Streets are LTS 3. BLTS analysis follows the speed limit map very closely. BLTS 3 and 4 occur on arterials like Boronda Road, Natividad Road, Main Street, and Alisal Street. Low-Stress Islands Low-stress islands are clusters of BLTS 1 or 2 roads that are separated by BLTS 3 or 4 roads. It is not possible to travel from one low-stress island to another without crossing a high-stress road. Large low-stress islands occur north of Highway 101 and south of the railroad near the transit center in downtown Salinas shown in Figure 15. Small low-stress islands occur between Highway 101 and the railroad, with Alisal Street being the only low-stress crossing of Highway 101. Alisal Street and Harking Road (from Abbott Street to Hansen Street) are the only low-stress crossings on the railroad. 4 À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Level
1:AllAges&
Abilities
2:Average
Adult
3:Confident
Adult
4:Fearless
Adult
À¿
TransitCenter
Railroad
Streams&
Creek
Park
School
CityBoundary
BikingLevelofStress
Source:

BikingLevelofStressData:Cityof
Salinas
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 14.

Existing Bicycle
Level of Traffic
Stress
23 4
À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
BicycleLevelofStress
3&4
À¿
TransitCenter
Railroad
Park
School
CityBoundary
Low-StressIslands
Source:

BicycleLevelofStress:Cityof
Salinas
Parks&Schools:GreenInfoNetwork
Individualcolorsrepresents
an"Island"ofroadsthat
canbetraversedwithout
crossingalevel3or4road
LEGEND
Figure 15.

Low-Stress Islands
24 25
Walking Today Existing Pedestrian Network Figure 16 shows the roads in Salinas that are missing sidewalks on either one or both sides, as well as existing shared use paths that accommodate pedestrians and bicyclists. This data makes no assumption about the width of the sidewalk or quality of the tread surface that could impact pedestrian travel. Most neighborhoods have almost complete connectivity in the sidewalk network, meaning that contiguous blocks have sidewalks on one or both sides. Significant stretches of Natividad Road have sidewalks on only one side, though there are pedestrian origins and destinations on both sides that could benefit from sidewalks. The Main Street crossing of Highway 101 contains sidewalk on one side with a steep grade, creating significant crossing distances with poor sight lines. Existing Trail Network The trail network in Salinas consists of paved Class I shared use paths located within parks and open space such as Rossi Rico Parkway, Natividad Creek Park, and Gabilan Creek Wilderness Sanctuary as shown in Figure 17. Rossi Rico Parkway is a great example of a linear park with a Class I shared use path designed along a utility corridor. There are several previously planned Class I shared use paths throughout the City that would greatly improve trail access. Proposed trails through the Carr Lake Basin, along Boronda Road, San Juan Grade Road, and East Alisal Street are a few examples of the trails that will be analyzed further in the ATP. Salinas generally lacks natural-surface trails that are often associated with passive, nature-oriented uses. The Carr Lake Park project has identified a network of these natural-surface trails throughout the habitat-restoration portion of the project, and the ATP will identify opportunities for others. 4 Salinas Active
Transportation
Plan
0 0.25 0.5 1 Miles º
Pedestrian Infrastructure
Existing
Class 1 Shared Use
Path
Missing Sidewalk
One Side Missing
Both Sides Missing
Railroad
À¿ Transit Center
Streams & Creek
Park
School
City Boundary
Existing Pedestrian
Network
Source:

Class 1 Path: City of Salinas,
Missing Sidewalks: 2018 Salinas Active
Transportation Needs Assessment,
Parks & Schools: Green Info Network
À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
LEGEND
Figure 16.

Existing Pedestrian
Network
26 4
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San Juan Grade Rd
W
Market
St
W Laurel Dr
N Main St
W Alisal St
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
John St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E Alvin Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Salinas Active
Transportation
Plan 0 0.25 0.5
1 Miles
º
Existing
Class 1 Shared
Use Path
Previously-Proposed
Class 1 Shared
Use Path
Self-reported Strava
activity
June-July 2023
! Access Points À¿ Transit Center
Railroad
Park
School
City Boundary
Existing Trails
Source:

Existing Trails: City of Salinas,
Previously Proposed Trails: 2018 Salinas
Active Transportation Needs Assessment,
Informal Trails: Strava Heat Map JuneJuly 2023,
Parks & Schools: Green Info Network
LEGEND
Figure 17.

Existing Trails
27 28

4. Collision Analysis Bicyclist- and Pedestrian-Related Collisions Safety is an important priority of the ATP which aims to improve safety for bicyclists and pedestrians who are typically the most vulnerable roadway users. Figure 18 and Figure 19 show bicyclist-related and pedestrianrelated collision data that was obtained from the Transportation Inquiry Mapping System (TIMS) for the 2013-2022 timeframe. Table 6: Bicycle and Pedestrian Collisions by Location Table 7: Bicycle and Pedestrian Collisions by Severity
Between 2013 and 2022, there were 886 collisions involving bicyclists or pedestrians. Over half of the 886 collisions involved pedestrians as shown in Table 6. The data also shows that while bicyclists experience a greater number of collisions at intersections, pedestrians experience a greater number of collisions midblock. Table 7 shows bicyclist and pedestrian collisions by severity. Pedestrian collisions tend to be more severe with 74.5% of total reported bicyclist- or pedestrian collisions resulting in severe injury or a fatality as opposed to 25.5% for bicyclists. Between 2013 and 2022, there were a total of 40 fatalities, 37 of which were collisions involving pedestrians.

Bicycle Collisions Pedestrian Collisions
Location # Collisions % of Bike Collisions # of Collisions % of Ped Collisions Intersection 185 53.3% 232 43.0% Midblock 162 46.7% 307 57.0% Total 347 - 539 -
Type of
Collision
# of
Collisions
% of Total Collisions
# of Victims
Involved in a
Severe
Injury or
Fatal
Collision
% of Total
Victims
Involved in a
Severe
Injury or
Fatal
Collision
# of
Victims
Injured
% of Total
Victims
Injured
# of Total
Victim
Fatalities
% of Total
Victim
Fatalities
Bicycle 349 39.2% 53 25.48% 296 43.40% 3 7.5% Pedestrian 541 60.8% 155 74.51% 386 56.60% 37 92.5% Total 890 - 208 - 682 - 40 - 29 Bicyclist-involved collisions occurred along a longer stretch of Main Street than pedestrian-involved collisions, including several adjacent to Salinas Sports Complex. An extended area around downtown Salinas and residential neighborhoods west of the airport are bicycle collision hotspots, though these collisions are not as concentrated in neighborhoods north of the airport when compared to pedestrian collisions. Table 8 shows the streets with the top ten highest bicyclistinvolved collision totals. Table 8: Top 10 Bicyclist Collision Corridors Rank Street Name Bicycle Collisions Fatal Bike Collisions 1 Main Street 67 0 2
Alisal Street 22 0
3 Market Street 21 1 4 Laurel Drive 15 0 5 John Street 13 0 6 Sanborn Road 11 0 7 Natividad Road 8 1 8 Alvin Drive 8 0
9 Davis Road 8 0
10 Sherwood Drive 7 0

Pedestrian-involved collision hotspots occur in similar locations as bicyclist-involved collision hotspots. Hotspots of pedestrian-involved collisions occurred along most of the length of Main Street, and an extended area around downtown Salinas. No pedestrian-involved collisions were reported on Main Street adjacent to Salinas Sports Complex, or from Harden Parkway to Boronda Road. Other pedestrian-involved collision hotspots are in residential areas north and west of the airport. Table 9 shows the streets with the top ten highest pedestrian-involved collision totals.

Table 9: Top 10 Pedestrian Collision Corridors
Rank Street Name Pedestrian Collisions Fatal Pedestrian Collisions 1 Main Street 74 11 2 Market Street 40 1 3
Alisal Street 35 2
4 Sanborn Road 33 2 5 Laurel Drive 30 7 6 Williams Road 20 1 7 Towt Street 12 0 8 Constitution Boulevard 11 0 9 Natividad Road 11 1 10 Del Monte Avenue 8 0
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San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
!
BicycleCollisions
CollisionDensity
Higher
Lower
À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
Bicycle-Related
Collisions
Source:

CollisionDensity:T.I.M.S
Data2013-2022
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 18.

Bicycle-Related
Collisions
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San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
!
Pedestrian
Collision
CollisionDensity
Higher
Lower
À¿
TransitCenter
Railroad
Streams&Creek
Park
School
CityBoundary
Pedestrian-Related
Collisions
Source:

CollisionDensity:T.I.M.S
Data2013-2022
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 19.

Pedestrian-Related
Collisions
31 32

5. Needs Assessment Active Transportation Propensity A Geographic Information Systems (GIS) model was created to identify areas of highest bicycle and pedestrian activity potential, called an Active Transportation Propensity Model. The model is composed of two submodels: 1) Generators, and 2) Attractors. The Census data outlined in the demographics section was used to develop the Generators submodel while travelsheds from key destinations were used to develop the Attractors submodel. The Generators and Attractors are then combined into one score that highlights the areas where bicycling and pedestrian activity is more likely to occur. Areas where there is a higher concentration of access to destinations will result in a higher score, as depicted in Figure 20. The areas with the highest propensity for active transportation are:
 Downtown Salinas  East of Highway 101 between Alisal Street and John Street  Southeast of downtown Salinas, east of Main Street and north of Romie Lane
 East of Highway 101 between, south of Laurel Drive, and west of Natividad Road
4 À¿
San Juan Grade Rd
W
Market
St
W
L
a
u
re
l
D
r
N Main St
W
Ali
s
a
l
S
t
Harden
Pkwy
Constitution
Blvd
E
Al
is
a
l
S
t
Na
n
tu
c
ket
Blvd
Ce
n
t
ra
l
Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E
Ma
r
ket
S
t
Joh
n
St
Main St
Natividad Rd
W
Rossi
St
Abbott St
E
Alvin
Dr N Madeira Ave
Independence Blvd
E
Romie
Ln
Garner Ave
Rider Ave
W
Blanco
Rd
Freedom Pkwy
Osage
D
r
E
Bo
ro
n
d
a
Rd
N Sanborn
Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
SalinasActive
Transportation
Plan

00.250.51Miles
º
Propensityfor
Active
Transportation
Higher
Lower
À¿
TransitCenter
Railroad
Streams&
Creek
Park
School
CityBoundary
Propensity
Source:

Propensity:USCensusBlocksandTracts,
CityofSalinasLandUse,Parks&
LandUse&AreasofInterestTravelsheds
Parks&Schools:GreenInfoNetwork
LEGEND
Figure 20.

Active
Transportation
Propensity
33 34
Bicycle Gap Assessment This section identifies gaps in the bicycle network within the City of Salinas. Figure 21 shows the existing bicycle network inventory separated by class type and high bicycle activity areas. Understanding where critical gaps exist in the bicycle network help inform where bicycle facilities are needed to allow users to safely ride to key destinations throughout the City. Results of this evaluation also help identify opportunities for improvements to the bicycle network increasing the proportion of biking trips. The results from the bike gap analysis identified where bicycle facilities were missing or disconnected along areas of high bicycle activity. One area of high bicycle activity with disconnected bike infrastructure is shown along North Main Street. This area has high volumes of bike activity and serves as a critical north-south corridor for the City of Salinas. High bike activity is also shown in South Salinas along Central Avenue near Hartnell College, and along Towt Street from Del Monte Avenue and East Market Street, which is within a disadvantaged community. Both locations are currently served by a Class III bike route. Pedestrian Gap Assessment This section identifies gaps in the pedestrian network within the City of Salinas. Figure 22 shows where there are missing sidewalks and high pedestrian activity areas. Identifying the gaps in the pedestrian network help inform where to prioritize future pedestrian facilities. Filling gaps with new infrastructure connects communities, encourages pedestrians to walk to new areas, and increases safety, comfort, health, and overall mobility for non-motorized users in Salinas. The pedestrian gaps analysis identified locations where sidewalks and trails are disconnected or inadequate, particularly in proximity to key walking destinations such as transit stops, schools, parks and retail.

One area of high pedestrian activity where sidewalks are missing is along San Juan Grade Road, creating an unsafe environment for pedestrians who walk along this corridor. San Juan Grade Road connects residents in the northwest corner of Salinas to businesses and grocery stores along North Main Street. Another area where there is high pedestrian activity and missing sidewalk, is along the railroad crossing at John Street. This railroad crossing also borders a disadvantaged community and serves as a critical link to nearby businesses. 4 À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Bike Activity
Lower
Higher
Existing Bikeways
Class I Shared Use
Path
Class II Bike Lane
Class IIB Buffered Bike
Lane
Class III Bike Route
Class IV Separated
Bike Lane
Railroad
Streams & Creek
À¿ Transit Center
Disadvantaged
Communities
Park
School
City Boundary
º
Gaps in the
Bicycle Network
Salinas Active
Transportation Plan
0 0.25 0.5 1 Miles
£¤101
UV183
Source: 2018 City of Salinas Active
Transportation Needs Assessment,
Green Info Network, Replica 2022,
California Healthy Places Index 2022
LEGEND
Figure 21.

Bicycle Network
Gap Analysis
35 4
À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Pedestrian Activity
Lower
Higher
Missing Sidewalk
Railroad
Streams & Creek
À¿ Transit Center
Disadvantaged
Communities
Park
School
City Boundary
º
Gaps in the
Pedestrian
Network
Salinas Active
Transportation Plan
0 0.25 0.5 1 Miles
£¤101
Source: 2018 City of Salinas Active
Transportation Needs Assessment,
Green Info Network, Replica 2022,
California Healthy Places Index 2022
UV183
LEGEND
Figure 22.

Pedestrian Network
Gap Analysis
36 37
Barrier Assessment This section identifies active transportation barriers (Figure 23) found within the City of Salinas, including the Carr Lake area, which is mostly made up of undeveloped land in the central part of the City, Highway 101, a Union Pacific railroad line that divides the City in half, and high speed roads (greater than or equal to 35 MPH). The Carr Lake area is mostly made up of undeveloped and agricultural land creating a barrier for bicycle and pedestrian travel. The lack of any pedestrian or bicycle facilities in the Carr Lake area prevent people from traveling efficiently by foot or on a bike through the center of Salinas.There are limited quality crossings along Highway 101 creating a barrier for bicyclists and pedestrians, dividing the City in half. The railroad also cuts across the City offering limited quality pedestrian and bicycle infrastructure for people to cross. These barriers make it especially difficult for pedestrians traveling from North Salinas trying to get to the Salinas Transit Center. Residential neighborhoods and schools in the Northwest area of Salinas are bounded by higher speed roads between North Main Street, East Boronda Road and Natividad Road making it unsafe to travel to destinations outside of their neighborhood via walking or biking.

6. Key Findings  Only 11% of facilities are protected while 51% of non-local roadways have posted speed limits greater than or equal to 35 MPH. This creates a difficult environment for bicyclists who lack the protection to allow for a greater level of comfort.  The census tract with the highest percentage of households with no vehicles available (greater than 15% of households) is in downtown Salinas.  The Carr Lake area, Highway 101, as well as the railroad all act as barriers impeding the use of active transportation infrastructure.  Two major north-south corridors that generate a high amount of bike activity, North Main Street and Sherwood Drive, have incomplete or inadequate bike facilities.  Alisal Road has the only Class II connection across the railroad, which - along with a bike lane on Pajaro Street - connects to several Class III bike routes.  Sherwood Drive provides the only Class II connection across Highway 101.
 A greater number of bicycle collisions occur at intersections while a greater number of pedestrian collisions occur midblock. 4 À¿
San Juan Grade Rd
W Market St
W Laurel Dr
N Main St
W Alisal St
Harden Pkwy
Constitution Blvd
E Alisal St
Nantucket Blvd
Central Ave
Sherwood Dr
Del Monte Ave
Towt St
E Laurel Dr
Pajaro St
S Main St
E Market St
John St
Main St
Natividad Rd
W Rossi St
Abbott St
E Alvin Dr
N Madeira Ave
Independence Blvd
E Romie Ln
Garner Ave
Rider Ave
W Blanco Rd
Freedom Pkwy
Osage Dr
E Boronda Rd
N Sanborn Rd
Work St
S Sanborn Rd
Salinas
Municipal
Airport
Freeway Crossing
Railroad Crossing
Barriers
Highway
High Speed Road
(≥ 35 mph)
Railroad
Carr Lake Area
À¿ Transit Center
Railroad
Streams & Creek
Park
School
City Boundary
º
Salinas Active
Transportation
Plan
Active Transportation
Barriers
0 0.25 0.5 1 Miles
£¤101
Source: City of Salinas
UV183
LEGEND
Figure 23.

Active
Transportation
Barrier Assessment
38 Appendix B: Caltrans ATP Checklist
Salinas Active Transportation Plan | September 2024
73 9/9/2024 Caltrans ATP Guidelines
Conformance Checklist
Appendix B
Item Requirement Section(s)
A
Mode Share: The estimated number of existing bicycle trips and pedestrian trips in the plan area, both in absolute numbers and as a percentage of all trips, and the estimated increase in the number of bicycle trips and pedestrian trips resulting from implementation of the plan.

Ch. 2: Walking & Bicyling Today - Needs
Assessment
Ch. 4: Active Transportation Recommendations –
Anticipated Future Demand
B
Description of Land Use/Destinations: A map and description of existing and proposed land use and settlement patterns which must include, but not be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, major employment centers, major transit hubs, and other destinations. Major transit hubs must include, but are not limited to, rail and transit terminals, and ferry docks and landings.

Appendix A: Existing Conditions Report
C
Pedestrian Facilities: A map and description of existing and proposed pedestrian facilities, including those at major transit hubs and those that serve public and private schools.

Appendix A: Existing Conditions Report
Ch. 4: Active Transportation Recommendations
F
Bicycle Facilities: A map and description of existing and proposed bicycle transportation facilities including those at major transit hubs and those that serve public and private schools.

Appendix A: Existing Conditions Report
Ch. 4: Active Transportation Recommendations -
Bicycle and Trail Recommendations
I
Bicycle Parking: A map and description of existing and proposed end-of-trip bicycle parking facilities. Include a description of existing and proposed policies related to bicycle parking in public locations, private parking garages and parking lots and in new commercial and residential developments. Also include a map and description of existing and proposed bicycle transport and parking facilities for connections with and use of other transportation modes. These must include, but not be limited to, bicycle parking facilities at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting bicyclists and bicycles on transit or rail vehicles or ferry vessels.

Ch. 4: Active Transportation Recommendations -
Programs & Policies
J
Wayfinding: A description of existing and proposed signage providing wayfinding along bicycle and pedestrian networks to designated destinations.

Ch. 4: Active Transportation Recommendations -
Programs & Policies
K
Non-Infrastructure: A description of existing and proposed bicycle and pedestrian education and encouragement programs conducted in the area included within the plan.

Ch. 4: Active Transportation Recommendations -
Programs & Policies
L
Collision Analysis: The number and location of collisions, serious injuries, and fatalities suffered by bicyclists and pedestrians in the plan area, both in absolute numbers and as a percentage of all collisions and injuries, and a goal for collision, serious injury, and fatality reduction after implementation of the plan
Appendix A - Existing Conditions Report
Ch. 2: Walking & Bicyling Today – Needs
Assessment
M
Equity Analysis: Identify census tracts that are considered disadvantaged or low-income and identify bicycle and pedestrian needs of those disadvantaged or low-income residents, including lack connectivity to key destinations, mobility challenges, public health concerns, and safety issues.

Appendix A: Existing Conditions Report
N
Community Engagement: A description of the extent of community involvement in development of the plan, including disadvantaged and underserved communities. Ch. 3: Community Engagement O
Coordination: A description of how the active transportation plan has been coordinated with neighboring jurisdictions, including school districts within the plan area, and is consistent with other local or regional transportation, air quality, housing or energy conservation plans, including, but not limited to, general plans and a Sustainable Community Strategy in a Regional Transportation Plan, and local or regional housing plans or process improvements that are adopted or in development.

Ch. 1: Introduction - ATP Process
P
Prioritization: A description of the projects and programs proposed in the plan and a listing of their priorities for implementation, including the methodology for project prioritization and a proposed timeline for implementation.

Ch. 5: Project Prioritization
Ch. 7: Implementation
Q
Funding: A description of future financial needs for projects and programs that improve safety and convenience for bicyclists and pedestrians in the plan area. Include anticipated cost, revenue sources and potential funding for bicycle and pedestrian uses.

Ch. 7: Implementation
R
Implementation: A description of steps necessary to implement the plan and the reporting process that will be used to keep the adopting agency and community informed of the progress being made in implementing the plan.

Ch. 7: Implementation
S
Maintenance: A description of the policies and procedures for maintaining existing and proposed bicycle and pedestrian facilities, including, but not limited to, the maintenance of smooth pavement, ADA level surfaces, freedom from encroaching vegetation, maintenance of traffic control devices including striping and other pavement markings, and lighting .

Ch. 7: Implementation
T
Resolution : A resolution showing adoption of the plan by the city, county, or district. If the active transportation plan was prepared by a county transportation commission, regional transportation planning agency, MPO, school district or transit district, the plan should indicate the support via resolution of the city(s) or county(s) in which the proposed facilities would be located.

Appendix H: Adoption Resolution
Appendix C: Public Comment and Outreach Feedback
Salinas Active Transportation Plan | September 2024
74 3/22/2024 Public Website - Initial Active Transportation Survey Appendix C - Public Outreach Submission
Date

1.What
is your
age?

2.What
is your
gender?

3. What is your
race/ethnicity?
(Select all that
apply)

1. How oŌen
do you walk
or bike now?

2.Would you like to
walk or ride a bicycle in
Salinas for your daily
commute, errands,
recreation, or other
activities more than
you do now?

3.What street do you
live on? This
information will be
used to determine the
best route for walking
and biking between
your home and your
preferred destinations.

4. What desƟnaƟons do
you access now or would
you like to access by
walking or bicycling? Select
all that apply.
4a. Please include
specific destinations (i.e.

Hartnell College, Closter
Park, Harden Shopping
Center etc.).

5.What routes do you use
or would you like to use to
walk and bike to these
destinations? Please include
specific street names.

Example: Pacific Ave to Del
Monte Ave to Williams.

6.How knowledgeable do
you feel about the rules of the
road for people walking and
biking?

7.What do you see as
the barriers to walking?
Select all that apply.
if you selected other please
specify

8. What do you see as
the benefits of
walking? Select all that
apply.

If you
selected
other, please
specify:

9. What do you see as the
barriers to bicycling? Select all
that apply.

If you selected other,
please specify

10. What do you see as the
benefits of bicycling? Select all
that apply.

If you selected other,
please specify:

11.What is your vision
for a pedestrian- and
bicycle-friendly Salinas?

12. Is there anything else you’d like us to
know?
Nov 3, 2023 36 – 50 Female Prefer not to say A few times a year
Maybe Via Paraiso Commercial areas Grocery stores, etc San Miguel Not at all knowledgeable Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Improved health Bike lanes and/or
intersections do not feel safe Improved health
San Miguel is very
narrow and the side
walks are a mess.

Nov 3, 2023 36 – 50 Female Prefer not to say A few times a year
Maybe Via Paraiso Commercial areas Grocery stores, etc San Miguel Not at all knowledgeable Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Improved health Bike lanes and/or
intersections do not feel safe Improved health
San Miguel is very
narrow and the side
walks are a mess.

Nov 2, 2023 65+ Female White/Caucasian A few times
a week Yes Pine St.

Parks
Commercial areas
Medical offices
Other
Harden Shopping
Center, John Steinbeck
Library, Steinbeck Post
Office
Pajaro St to Alisal St., I
don't know of a safe route
to Harden Shopping
Center from S. Salinas
Very knowledgeable
Too dark
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
Too dark
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Dedicated bike lanes
that are separated
from the street. A safe
bicycle friendly way to
get to North Salinas
from South Salinas.

Sufficient police patrol
or road cameras to
ticket speeding drivers.

Thank you so much to everyone
involved in creating the bicycle lanes
on Alisal St. and John St. They have
really helped to calm traffic speed on
those streets and I feel much safer
crossing Alisal at Main St. now when I
am walking to Oldtown. I also feel
much safer when I drive to businesses
on West Alisal as I can park on the
street without worrying about being
hit as I exit and enter my car.

Nov 2, 2023
Prefer
not to
say
Female Other A few times
a month Maybe Off of West Laurel, near the fire station.

Commercial areas
Other
All shopping and dining
off North Main.

Can't use North Main
because it is way too busy
with careless speeding
drivers. The residential
streets are too narrow
and residents don't
understand or care about
either bike lanes or bike
routes.

Very knowledgeable
My destinations are
too far to walk to
Weather
It is difficult to carry
the things I need while
walking
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
Walking is good for
the environment
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Other
SPD does not ticket
for bike lane
violations. Across
from Alvarez HS
family members use
the dedicated bike
LANE to sit and wait
for their students,
forcing cyclists into
the lane of very fast
moving traffic.

Vehicles regularly use
the bike LANE on
Boronda from El
Dorado to Natividad
Rd. to get a head start
on their right lanes; I
actually saw a cyclist
get run into the curb
by a car doing this.

SPD also needs to
target those teenaged
boys with fixies - they
are extremely
dangerous to
themselves and the
walking or driving
Improved health
Improved fitness
I enjoy bicycling
Avoiding driving or taking
the bus
Biking is good for the
environment
Bike lanes with
physical barriers.

Bike lanes not on highspeed roads - the only
routes between South
Salinas and North
Salinas are all
dangerous high-speed
roads:

Sherwood/Natividad,
Main St., Blanco Rd.

Fix sidewalks.

Salinas is very bike-unfriendly. Period.

Nov 1, 2023 36 – 50 Female Other Every day Yes D st Schools Parks
Montebella park,
Natividad park, Cesar
Chavez park
Mae , Towt, paseo
grande, freedom parkway,
n Sanborn, e boronda,
Williams rd, Tuscany Blvd
and padova rd
Somewhat knowledgeable
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
It is difficult to carry the things
I need while biking
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
Nowhere to store a bike at
home
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Nov 1, 2023 36 – 50 Female Hispanic/Latinx A few times
a month Yes Polk ParksOther Downtown North main Somewhat knowledgeable Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
Walking is good for
the environment
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Getting hit by a motor
vehicle
Improved health
Improved fitness
I enjoy bicycling
Saving money on
transportation expenses
Biking is good for the
environment
Spending time with
my family
Safe Bike paths for
people to enjoy
without fear of being
hit by vehicles.

Adding a bike path to parks like the
dog park on Rossi or the new park
going in on laurel, so families can ride
safely.

Nov 1, 2023 Female White/Caucasian A few times
a year
No Tyler St Other
It’s a waste of
resources. The

POLICE/ CITY COUNCIL
refuse to enforce the
laws we have.

Sherwood neighborhood. Very knowledgeable
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Walking is good for
the environment
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
I’m not interested in riding a
bike
Salinas doesn’t care
about the health of
safety of its citizens.

Cars speed, park on
the sidewalk and large
vehicles (over 7’)
frequently block
driveways….when
children and people
are walking you can
not see the cars
coming down the
road. Between the
speeding cars and the
large number of cars
jammed into a narrow
street, it is not safe.

Last week 2 cars were
hit trying to get out of
their driveway. The
driver said “there’s no
stop sign so I dont
have to stop. We
have a school and
families that
frequently walk out
neighborhood, had a
3/22/2024 Public Website - Initial Active Transportation Survey Appendix C - Public Outreach Submission
Date

1.What
is your
age?

2.What
is your
gender?

3. What is your
race/ethnicity?
(Select all that
apply)

1. How oŌen
do you walk
or bike now?

2.Would you like to
walk or ride a bicycle in
Salinas for your daily
commute, errands,
recreation, or other
activities more than
you do now?

3.What street do you
live on? This
information will be
used to determine the
best route for walking
and biking between
your home and your
preferred destinations.

4. What desƟnaƟons do
you access now or would
you like to access by
walking or bicycling? Select
all that apply.
4a. Please include
specific destinations (i.e.

Hartnell College, Closter
Park, Harden Shopping
Center etc.).

5.What routes do you use
or would you like to use to
walk and bike to these
destinations? Please include
specific street names.

Example: Pacific Ave to Del
Monte Ave to Williams.

6.How knowledgeable do
you feel about the rules of the
road for people walking and
biking?

7.What do you see as
the barriers to walking?
Select all that apply.
if you selected other please
specify

8. What do you see as
the benefits of
walking? Select all that
apply.

If you
selected
other, please
specify:

9. What do you see as the
barriers to bicycling? Select all
that apply.

If you selected other,
please specify

10. What do you see as the
benefits of bicycling? Select all
that apply.

If you selected other,
please specify:

11.What is your vision
for a pedestrian- and
bicycle-friendly Salinas?

12. Is there anything else you’d like us to
know?
Nov 1, 2023 18 – 35 Male Native American Every day Yes Nancy Drive Schools
Parks
Commercial areas
Medical offices
Transit
Downtown Boronda, Davis , Very knowledgeable
Weather
It is difficult to carry
the things I need while
walking
Violence or crime
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Saving money on
transportation
expenses
Walking is good for
the environment
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
Nowhere to store a bike at
home
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Nov 1, 2023 51 – 65 Male Other A few times
a year
No North Main Work Downtown, transit
stops
Main Very knowledgeable
My destinations are
too far to walk to
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Improved health
Improved fitness
My destinations are too far to
bike to
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
Difficult to look professional
when I ride a bike
Improved health
Improved fitness
There would be a
common sense and
friendly drivers,
bicyclists, and walkers
all sharing the road.

Nov 1, 2023 51 – 65 Male Hispanic/Latinx A few times
a month Yes Hartford St
Schools
Parks
Commercial areas
Creekbridge shopping
center
Hartford to Danberry to
independence Very knowledgeable
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Cars parked in bike
line in front of Alvarez
high school
Cars parked in the bike
lane in front of Álvarez
high school
Improved health
Improved fitness
I enjoy walking
Bike lanes and/or
intersections do not feel safe
Other
Cars parked in bike
line
Improved health
Improved fitness
I enjoy bicycling
Nov 1, 2023 65+ Male Other A few times
a week Yes Columbian Dr
Parks
Commercial areas
Medical offices
Other
Old town N. Main to downtown Somewhat knowledgeable
Improved health
Walking is good for
the environment
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
No bike parking at my
destination
Improved health
Improved fitness
I enjoy bicycling
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Safe lanes away from
Vehicle traffic
Nov 1, 2023 51 – 65 Female Prefer not to say Never No University Other None None Very knowledgeable Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
I don’t want more bike
lanes
Improved health
Improved fitness
I enjoy walking
It is difficult to carry the things
I need while biking
No bike parking at my
destination
Difficult to look professional
when I ride a bike
I’m not interested in riding a
bike
Other I am not interested
in biking
That it stops. Some of
us have disabilities
and need to drive. As
the population is
gripping in Salinas we
should be finding
more ways for the
traffic to flow not
squeezing it out for
the three people that
ride. I drive Alisal
every day and that
street is a mess. I can
count on one hand
how many people I
have seen using the
bike lane. Stop the
nonsense.

Stop squeezing cars into the
residential areas that are trying to
avoid the traffic.

Nov 1, 2023 18 – 35 Female Hispanic/Latinx A few times
a week Yes Maple st SchoolsWork
Roosevelt Elementary
School
Maple St to Main street
then to Alisal st then to
church st.

Somewhat knowledgeable
My destinations are
too far to walk to
Weather
Too dark
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
Weather
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
No bike parking at my
destination
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
My vision is for drivers
to actually respect a
person riding a bicycle
and for riders to wear
the proper PPE while
riding.

Oct 31, 2023 36 – 50 Female White/Caucasian Never No Rico st Other None, no more nike lanes None Very knowledgeable
Violence or crime
I’m not interested in
walking
Improved health
Violence or crime
I’m not interested in riding a
bike
Improved health
Stip investing money
on this, this is not a
town where many
people bike. Improve
the roads and safety
instead. Also, stop
eliminating car lanes
to add bike lanes that
are rarely used
Oct 31, 2023 36 – 50 Female Hispanic/Latinx A few times a month Yes Nacional Street
Schools
Parks
Commercial areas
Work
SHS, Oldtown, South
Main Shopping Centers
Central to Homestead to
Alisal to Main or Clay
Street. Central to Alisal to
Acacia to S Main. Central
to main to Blanco to
Alisal. Salinas to
Castroville Route. Davis to
CSUMB via Reservation
Rd.

Somewhat knowledgeable
My destinations are
too far to walk to
It is difficult to carry
the things I need while
walking
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Improved health
Improved fitness
I enjoy walking
Saving money on
transportation
expenses
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
Improved health
Improved fitness
I enjoy bicycling
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
More bike lanes.

Install bike lockers in
key areas of town.

Promoting more bicycle friendly
events for the community would be
great. Ciclovia has done a wonderful
job. Having bike days downtown, or in
parks, would be a great way to grow
3/22/2024 Public Website - Initial Active Transportation Survey Appendix C - Public Outreach Submission
Date

1.What
is your
age?

2.What
is your
gender?

3. What is your
race/ethnicity?
(Select all that
apply)

1. How oŌen
do you walk
or bike now?

2.Would you like to
walk or ride a bicycle in
Salinas for your daily
commute, errands,
recreation, or other
activities more than
you do now?

3.What street do you
live on? This
information will be
used to determine the
best route for walking
and biking between
your home and your
preferred destinations.

4. What desƟnaƟons do
you access now or would
you like to access by
walking or bicycling? Select
all that apply.
4a. Please include
specific destinations (i.e.

Hartnell College, Closter
Park, Harden Shopping
Center etc.).

5.What routes do you use
or would you like to use to
walk and bike to these
destinations? Please include
specific street names.

Example: Pacific Ave to Del
Monte Ave to Williams.

6.How knowledgeable do
you feel about the rules of the
road for people walking and
biking?

7.What do you see as
the barriers to walking?
Select all that apply.
if you selected other please
specify

8. What do you see as
the benefits of
walking? Select all that
apply.

If you
selected
other, please
specify:

9. What do you see as the
barriers to bicycling? Select all
that apply.

If you selected other,
please specify

10. What do you see as the
benefits of bicycling? Select all
that apply.

If you selected other,
please specify:

11.What is your vision
for a pedestrian- and
bicycle-friendly Salinas?

12. Is there anything else you’d like us to
know?
Oct 31, 2023 36 – 50 Other Other A few times
a week No Very knowledgeable
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
It is difficult to carry the things
I need while biking
Violence or crime
Bike lanes and/or
intersections do not feel safe
Improved health
Improved fitness
I enjoy bicycling
Avoiding driving or taking
the bus
Strong enforcement of
vehicle code violations
, especially in bike
“friendly” zones. Do
NOT design anything
as poor as what
you’ve already done
to Alisal St. The loss
of a car lane has
increased the danger
level for bikes and
pedestrians. The log
jam traffic at main st
and surrounding area
is ridiculous it causes
driver frustration that
leads to people driving
worse than they did
before.

Oct 31, 2023 18 – 35 Female Hispanic/Latinx Every day Yes Work Transit City Hall Somewhat knowledgeable
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Walking is good for
the environment
My destinations are too far to
bike to
Too many hills along my route
Bike lanes and/or
intersections do not feel safe
Improved health
Improved fitness
I enjoy bicycling
Biking is good for the
environment
Oct 31, 2023 65+ Female Hispanic/Latinx A few times
a month Yes Catalina Ave. Commercial areas Maker’s CrossFit Blanco Rd Very knowledgeable Violence or crime Crossing the light. Salinas
drivers goes over the red
light.

Improved health Bike lanes and/or
intersections do not feel safe Improved fitness Give tickets for drivers passing the red light. No.

Oct 30, 2023 18 – 35 Male White/Caucasian A few times
a week Yes Raven court ParksCommercial areas
Sanborn/Boronda
shopping center,
Monte Bella Park
Freedom parkway,
Williams road, boronda
road
Somewhat knowledgeable
My destinations are
too far to walk to
Weather
Violence or crime
Too dark
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Sidewalks are dirty or
unclean
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
It is difficult to carry the things
I need while biking
Too dark
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
No bike parking at my
destination
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Better or safer traffic
flow that is safe for
biking and walking,
cleaner sidewalks free
of animal waste and
litter, possibly more
foliage to shade on
hot summer days that
would be ideal for
walking, more native
plants and foliage to
beautify walking
routes, more walking
overpass routes.

Oct 30, 2023 51 – 65 Female White/Caucasian A few times a week Yes La Mesa dr
Parks
Commercial areas
Medical offices
Star market. Salinas
medical La Mesa San Miguel Very knowledgeable
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
I enjoy walking
Walking is good for
the environment
Amount of traffic or speed of
traffic along route
I enjoy bicycling
Biking is good for the
environment
Sidewalks on la Mesa
are in horrendous
condition. It is
necessary to avoid
with trip hazards and
pedestrians walk in
road which is
extremely dangerous
since speeding is a
problem No stop
signs at T intersection
and vehicle make
unsafe turns.

La Mesa has been ignored for years.

Trees are an issue with constant Limbs
falling. Roots lifting sideways and
curbs.

Oct 30, 2023 51 – 65 Female White/Caucasian A few times a week Yes East Romie Lane
Schools
Parks
Commercial areas
Medical offices
Work
Transit
Nob Hill East Romie Lane to South
Main Somewhat knowledgeable
My destinations are
too far to walk to
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Other
Broken or Badly Cracked
Sidewalks
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Saving money on
transportation
expenses
Other
Good for my
Mental
Health
It is difficult to carry the things
I need while biking
Violence or crime
Too many hills along my route
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
Nowhere to store a bike at
home
Need to transport kids
Difficult to look professional
when I ride a bike
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Oct 30, 2023 18 – 35 Female Hispanic/Latinx A few times a month Yes North Main/ E Laurel
Schools
Parks
Commercial areas
Mall shopping Center,
Tatunm garden,
Boronda Dual
Immersion school
North Main to E Laurel to
N Sanborn Very knowledgeable
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
I enjoy walking
Saving money on
transportation
expenses
Too dark
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Need to transport kids
Improved health
I enjoy bicycling
Saving money on
transportation expenses
Biking is good for the
environment
Wider roads to feel
safe so that children
that ride bikes to
school are safe.

Lighted areas.

Roads also need repair too many
bumps and bikes not stable.
3/22/2024 Public Website - Initial Active Transportation Survey Appendix C - Public Outreach Submission
Date

1.What
is your
age?

2.What
is your
gender?

3. What is your
race/ethnicity?
(Select all that
apply)

1. How oŌen
do you walk
or bike now?

2.Would you like to
walk or ride a bicycle in
Salinas for your daily
commute, errands,
recreation, or other
activities more than
you do now?

3.What street do you
live on? This
information will be
used to determine the
best route for walking
and biking between
your home and your
preferred destinations.

4. What desƟnaƟons do
you access now or would
you like to access by
walking or bicycling? Select
all that apply.
4a. Please include
specific destinations (i.e.

Hartnell College, Closter
Park, Harden Shopping
Center etc.).

5.What routes do you use
or would you like to use to
walk and bike to these
destinations? Please include
specific street names.

Example: Pacific Ave to Del
Monte Ave to Williams.

6.How knowledgeable do
you feel about the rules of the
road for people walking and
biking?

7.What do you see as
the barriers to walking?
Select all that apply.
if you selected other please
specify

8. What do you see as
the benefits of
walking? Select all that
apply.

If you
selected
other, please
specify:

9. What do you see as the
barriers to bicycling? Select all
that apply.

If you selected other,
please specify

10. What do you see as the
benefits of bicycling? Select all
that apply.

If you selected other,
please specify:

11.What is your vision
for a pedestrian- and
bicycle-friendly Salinas?

12. Is there anything else you’d like us to
know?
Oct 30, 2023 65+ Female White/Caucasian Every day Yes Hartford Parks Gabilan creek
greenbelt trail parallel
to independence st
Hartford street to
Lexington Very knowledgeable Violence or crime
Improved health
Improved fitness
I enjoy walking
I’m not interested in riding a
bike
Improved health
Improved fitness
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
I would like the path
at Gabilan creek
greenbelt parallel to
independence st to be
safer, with flora being
trimmed back and
regular police visits to
make loiterers and
criminals leave the
area.

Oct 30, 2023 65+ Male Prefer not to say Every day Yes Devonshire Parks Commercial areas
Harden Shopping
Center; Northridge
Mall;Old Town Salinas
Harden Parkway; North
Main Street; Natividad Somewhat knowledgeable
My destinations are
too far to walk to
Weather
It is difficult to carry
the things I need while
walking
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Walking is good for
the environment
My destinations are too far to
bike to
Weather
It is difficult to carry the things
I need while biking
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
Difficult to look professional
when I ride a bike
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Biking is good for the
environment
Sidewalks that are
even and not all
crooked from tree
roots. I’ve tripped and
fell 3 times in my
neighborhood
because of uneven
sidewalks. The speed
of traffic along Harden
Parkway is far too
excessive, especially
at the start and end of
the school day.

Difficult to cross
Harden Parkway. Bike
lanes along streets
need to be widerdifficult to bike to
Lowe’s and WalMart
@ Boronda and San
Juan Grade.

Fix the sidewalks and slow down the
traffic on Harden Parkway-it’s NOT a
race track.

Oct 30, 2023 36 – 50 Male White/Caucasian A few times
a week No Geil st Parks Mission Park, Clay st. Park Riker st Very knowledgeable My destinations are
too far to walk to
Weather
It is difficult to carry
the things I need while
walking
I’m not interested in
walking
Improved health
Improved fitness
It is difficult to carry the things
I need while biking
Difficult to look professional
when I ride a bike
I don’t feel confident riding
my bike on the road
I’m not interested in riding a
bike
Improved health
Improved fitness
Not interested in
biking or walking for
anything other than
recreation and I rather
drive to Monterey and
ride by the beach a
couple times a year.

The bike lanes on Alisal st. Ruined the
commute thru Old Town where I work
and now I take residential streets to
avoid it every day. The traffic circles
on Riker st made crossing at those
intersections while walking or biking,
really sketchy and the cars get really
close to the sidewalk as they approach
the circles. They need to go bye bye
like the useless bike lanes on Alisal.

Oct 29, 2023 51 – 65 Male White/Caucasian A few times
a month Maybe Tyler st Commercial areasWork Hartnell college main st Very knowledgeable Weather
It is difficult to carry
the things I need while
walking
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
I enjoy walking
Avoiding driving or
taking the bus
Weather
It is difficult to carry the things
I need while biking
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Saving money on
transportation expenses
Biking is good for the
environment
Oct 29, 2023 36 – 50 Female Hispanic/Latinx A few times a month Yes Elizabeth Circle
Schools
Parks
Commercial areas
Other
Mckinnon School,
Harden shopping Mckinnon, Harden, Somewhat knowledgeable Intersections/crossing
streets does not feel
safe
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
No bike parking at my
destination
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Ser amables y darles
el pase cuando hay
tráfico para q sea
seguro q crucen
Me da gusto q estén ayudando en este
proyecto que es muy útil para todos.

Oct 29, 2023 36 – 50 Male Hispanic/Latinx A few times
a year
Yes pacific avenue
Schools
Parks
Commercial areas
Other
Foods co, rite aid
pharmacy Del monte Somewhat knowledgeable
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Walking is good for
the environment
Violence or crime
Too dark
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Biking is good for the
environment
Que los automovilistas
Sean mas corteses con
los ciclistas y peatones.

Remarcar más áreas de ciclistas en
algunas áreas del este de salinas
Oct 28, 2023 51 – 65 Female White/Caucasian Every day Yes San Miguel avenue Schools
Parks
Commercial areas
Medical offices
Hartnell college,
Central Park, retail and
restaurants on Main
Street
Pajaro to alisal, riker to
alisal, Very knowledgeable Debris from unhorsed has to be avoided Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Walking is good for
the environment
Debris or potholes in the bike
lane
Other
Nowhere to ride on
Main Street
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
More accessibility on
Main Street. More
protection on
natividad. I would love
to bike from my
neighborhood to
shopping on the north
side
I wish I could come next Thursday.

Oct 28, 2023 18 – 35 Male Hispanic/Latinx A few times
a year
Yes Seminole way Parks
Commercial areas Walmart, shopping mall Seminole way to N.main st.

Very knowledgeable
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Other
Street racers
Improved fitness
I enjoy walking
Connecting with my
community
Walking is good for
the environment
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Other
Street racers Connecting with my
community
3/22/2024 Public Website - Initial Active Transportation Survey Appendix C - Public Outreach Submission
Date

1.What
is your
age?

2.What
is your
gender?

3. What is your
race/ethnicity?
(Select all that
apply)

1. How oŌen
do you walk
or bike now?

2.Would you like to
walk or ride a bicycle in
Salinas for your daily
commute, errands,
recreation, or other
activities more than
you do now?

3.What street do you
live on? This
information will be
used to determine the
best route for walking
and biking between
your home and your
preferred destinations.

4. What desƟnaƟons do
you access now or would
you like to access by
walking or bicycling? Select
all that apply.
4a. Please include
specific destinations (i.e.

Hartnell College, Closter
Park, Harden Shopping
Center etc.).

5.What routes do you use
or would you like to use to
walk and bike to these
destinations? Please include
specific street names.

Example: Pacific Ave to Del
Monte Ave to Williams.

6.How knowledgeable do
you feel about the rules of the
road for people walking and
biking?

7.What do you see as
the barriers to walking?
Select all that apply.
if you selected other please
specify

8. What do you see as
the benefits of
walking? Select all that
apply.

If you
selected
other, please
specify:

9. What do you see as the
barriers to bicycling? Select all
that apply.

If you selected other,
please specify

10. What do you see as the
benefits of bicycling? Select all
that apply.

If you selected other,
please specify:

11.What is your vision
for a pedestrian- and
bicycle-friendly Salinas?

12. Is there anything else you’d like us to
know?
Oct 28, 2023 65+ Female White/Caucasian A few times
a week Yes Tapadero Street Parks Just need a safe place to walk or bicycle Just a route that is free of
cars! Very knowledgeable
Violence or crime
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Walking is good for
the environment
Violence or crime
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Biking is good for the
environment
Why couldn’t there be
bike and walking
trails, from south to
north Salinas? How
hard is that?
This is a long time coming!
Oct 28, 2023 51 – 65 Female Hispanic/Latinx A few times a week Yes Pescadero Drive
Schools
Parks
Commercial areas
Medical offices
Work
Other
Northdrige Mall. Arcadia way, dorado st, Very knowledgeable My destinations are
too far to walk to
Weather
It is difficult to carry
the things I need while
walking
Violence or crime
Too dark
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Weather
Violence or crime
Too dark
Too many hills along my route
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
Nowhere to store a bike at
home
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Oct 28, 2023 51 – 65 Female Black/African
American
A few times
a week Yes Bedford Dr ParksOther Main st Acacia to W Alisal and W Alisal to Main st Very knowledgeable Weather
It is difficult to carry
the things I need while
walking
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Saving money on
transportation
expenses
Walking is good for
the environment
Weather
It is difficult to carry the things
I need while biking
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
Nowhere to store a bike at
home
I don’t have a bike
Improved health
Improved fitness
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Clearly marked paths;
however, also takes
into consideration
traffic areas. Reducing
the number of lanes in
areas that have a lot
of traffic does not help
relieve transportation
issues.

It would be helpful to have
information on what it would cost the
city to have electric bikes or scooters
that could be rented.

Oct 28, 2023 51 – 65 Female Prefer not to say A few times a week Yes Cape Cod way Other Somewhat knowledgeable Violence or crimeToo dark Improved health
I enjoy walking
Amount of traffic or speed of
traffic along route
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
Oct 28, 2023 36 – 50 Female White/Caucasian A few times a week Yes North Main Drive Other Neighborhood for exercise Chaparral, Linwood,
Laurel and neighborhood
streets in between
Very knowledgeable
Violence or crime
Too dark
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Amount of traffic or
speed of traffic along
route
It becomes difficult for
me to take walks
before/after work during
fall/winter because of the
homeless population and
people who walk around
this neighborhood either
on drugs or struggling
with mental health issues.

It is unsafe to go alone
and my husband is
physically unable to
participate in this type of
recreation. Also sidewalks
in my neighborhood are
buckled from tree roots in
several areas and I’ve
tripped and fell when it
was dark outside and I
couldn’t see it to avoid it.

Improved health
Improved fitness
I enjoy walking
I’m not interested in riding a
bike
I would like to see safe
sidewalks, paths that
are well lit. I also don’t
know the solution to
the homelessness
here in Salinas but am
very concerned about
it.

Oct 27, 2023 18 – 35 Female Hispanic/Latinx A few times a year
Yes
704 Garner in the
trailers home...I used
to ride my bike to
school(Virginia Rocca
Barton) but now with
all the murder and
homeless there is in
the pond area I
avoided because I feel
extremely unsafe and
the garbage the
homeless people
leave is disgusting and
not enjoyable to look
at all.

Safeway in
constitution,Virginia
Rocca Barton,park
nearby for outdoor
exercise instead of gym.

Very knowledgeable Violence or crime
Improved health
Improved fitness
I enjoy bicycling
Saving money on
transportation expenses
Biking is good for the
environment
I believe there should
be more pedestrian
red lights alerting
drivers to stop with
the red light in streets
such as Williams road
,people cross and
when i stop to let
them go the cars
behind me get mad
and go to the opposite
line and almost run
over people.

Fix the homeless situation or at least
give more information/education on
how we can contribute to helping the
the neighborhood stay safe and
enjoying a bike ride. Especially on the
east side there is so much negative
description around the eastside of
Salinas.

Oct 27, 2023 36 – 50 Female Hispanic/Latinx A few times a year
Yes Twin Creeks Drive Other
Walk down Las Casitas,
Rider Ave, Freedom,
Constitution Blvd. Bike
Constitution Boronda,
Independence
Somewhat knowledgeable
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Cars parked down the
driveway blocking
sidewalk
Cars that park blocking
sidewalk
Improved health
Improved fitness
I enjoy walking
Walking is good for
the environment
It is difficult to carry the things
I need while biking
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Improved health
Improved fitness
I enjoy bicycling
Biking is good for the
environment
People need to be
alert while driving.

Too many
vehicle/pedestrian
accidents. Protect the
bike lanes. Crosswalks
that light up or stop
traffic.
3/22/2024 Public Website - Initial Active Transportation Survey Appendix C - Public Outreach Submission
Date

1.What
is your
age?

2.What
is your
gender?

3. What is your
race/ethnicity?
(Select all that
apply)

1. How oŌen
do you walk
or bike now?

2.Would you like to
walk or ride a bicycle in
Salinas for your daily
commute, errands,
recreation, or other
activities more than
you do now?

3.What street do you
live on? This
information will be
used to determine the
best route for walking
and biking between
your home and your
preferred destinations.

4. What desƟnaƟons do
you access now or would
you like to access by
walking or bicycling? Select
all that apply.
4a. Please include
specific destinations (i.e.

Hartnell College, Closter
Park, Harden Shopping
Center etc.).

5.What routes do you use
or would you like to use to
walk and bike to these
destinations? Please include
specific street names.

Example: Pacific Ave to Del
Monte Ave to Williams.

6.How knowledgeable do
you feel about the rules of the
road for people walking and
biking?

7.What do you see as
the barriers to walking?
Select all that apply.
if you selected other please
specify

8. What do you see as
the benefits of
walking? Select all that
apply.

If you
selected
other, please
specify:

9. What do you see as the
barriers to bicycling? Select all
that apply.

If you selected other,
please specify

10. What do you see as the
benefits of bicycling? Select all
that apply.

If you selected other,
please specify:

11.What is your vision
for a pedestrian- and
bicycle-friendly Salinas?

12. Is there anything else you’d like us to
know?
Oct 27, 2023 36 – 50 Female Prefer not to say A few times a week Maybe Creekside Ct Other
Walk only for exercise
& not to a location.

Most places are too far
away for that option
NA Not at all knowledgeable My destinations are
too far to walk to
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
My destinations are too far to
bike to
Violence or crime
Bike lanes and/or
intersections do not feel safe
Improved health
Improved fitness
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Oct 27, 2023 36 – 50 Female Hispanic/Latinx A few times a week Yes Ashbury Way Parks Rossi-Rico park Rossi-Rico trail Somewhat knowledgeable Weather
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Improved health
Improved fitness
I enjoy walking
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
I don’t have a bike
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
Improving current
trails for pedestrians
and cyclists. Better
crosswalks
Oct 27, 2023 18 – 35 Male Hispanic/Latinx A few times
a year
Yes Larkspur drive
Schools
Parks
Commercial areas
Work
Alvin and harden
shopping center, Alisal
high school, casitas
park
Laurel east/west.

Constitution, freedom,
north main
Somewhat knowledgeable
My destinations are
too far to walk to
Violence or crime
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
Violence or crime
Too dark
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Would like to see
these options as safe.

Without fear of other
people or cars.

Oct 26, 2023 18 – 35 Male Hispanic/Latinx A few times
a month Yes Laurel Dr
Schools
Parks
Commercial areas
Medical offices
El parque de la gomq Sanborn rd hasta boronda
rd Not at all knowledgeable
Weather
Too dark
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Walking is good for
the environment
Too dark
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
I don’t feel confident riding
my bike on the road
Improved health
Improved fitness
I enjoy bicycling
Biking is good for the
environment
Pues que la ciudad se
podrá mantener más
limpia hablando en
situación ambiental,
además de que este
tipo de actividades
son importantes para
algunas personas pues
mejoran su salud
Oct 23, 2023 Every day Yes Capitol St Other Capitol to San Luis to Riker to Romie Very knowledgeable
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Improved health
Improved fitness
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Safe sidewalks for
pedestrians.

Oct 20, 2023 36 – 50 Female Prefer not to say Every day Yes East Acacia Schools Parks Maple Park East Acacia to maple wood drive Very knowledgeable Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
Bike lanes and/or
intersections do not feel safe
Debris or potholes in the bike
lane
No bike parking at my
destination
Other
The sidewalks don’t
have wheelchair
access
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Everyone just
accepting that walking
and biking is an
acceptable way of
transportation
Oct 11, 2023 36 – 50 Male White/Caucasian Every day Yes rio verde dr Schools
Parks
Commercial areas
Medical offices
Work
Transit
Other
Salinas City Center,
Blanco Circle, County
Buildings on Schilling,
Dentist at Main/Laurel,
Rodeo Grounds, Ft
Ord, Toro Park, Marina
Blanco, Abbott, Main,
Natividad, Laurel,
Sherwood
Very knowledgeable
Sidewalks are too
narrow, damaged, or
missing and do not
feel safe
Intersections/crossing
streets does not feel
safe
Amount of traffic or
speed of traffic along
route
Improved health
Improved fitness
I enjoy walking
Connecting with my
community
Avoiding driving or
taking the bus
Saving money on
transportation
expenses
Walking is good for
the environment
Bike lanes and/or
intersections do not feel safe
Amount of traffic or speed of
traffic along route
Debris or potholes in the bike
lane
No bike parking at my
destination
Improved health
Improved fitness
I enjoy bicycling
Connecting with my
community
Avoiding driving or taking
the bus
Saving money on
transportation expenses
Biking is good for the
environment
Protected MOBILITY
lanes for ALL levels of
comfort, not just
"confident" riders.