HomeMy WebLinkAbout2001-10-09; City Council; 16390; Carlsbad Bikeway Master Plan4B# /d, 350
IIITG. 1 o/09/0 1
IEPT. ENG
CITY OF CARLSBAD - AGENDA BILL 3
TITLE:
ACCEPT AND FILE THE
CARLSBAD BIKEWAY MASTER PLAN
DEPT. HD.
RECOMMENDED ACTION:
Adopt Resolution No. da\ - 3 1 3 to accept and file the Carlsbad Bikeway Master Plan.
ITEM EXPLANATION:
A goal incorporated in the Circulation Element of the General Plan states that Carlsbad would
promote, encourage and accommodate a variety of transportation modes as alternatives to the
automobile. As an implementing action, the City Council authorized the development of the Carlsbad Bikeway Master Plan. The Master Plan serves two main objectives:
1. Provides a set of guiding principles for the implementation of a comprehensive bicycle route
network that provides a safe and efficient non-motorized circulation system as well
as providing a mode of transportation that would reduce the dependence on the
automobile; and
2. The approval of this document allows the City to qualify for various state and federal funding
sources for the construction of the identified non-motorized infrastructure.
The Carlsbad Bikeway Master Plan was prepared primarily to guide future bicycle facility planning
within the City. The recommendations in the Master Plan were developed based on the evaluation
of existing and future bicycle facility needs for the community, input from the bicycle community
responding to a survey questionnaire, and how the Carlsbad bicycle route system can be
integrated into the various modes of transportation including transfers between destinations and
transit centers, and connections to the Coaster Stations and park and ride facilities. The data was
utilized to develop general planning and engineering design guidelines for the implementation of
various bicycle facilities.
The Master Plan developed a list of 52 potential projects including associated estimated costs for
implementation of the identified bicycle facilities. In addition, the Master Plan developed facility design criteria intended to guide development of all types of bikeway facilities. These design
guidelines have been tailored to local conditions and are consistent with national and state
guidelines for non-motorized facilities. Using these guidelines in the development of the
Bikeway Master Plan qualifies the City to apply for certain state and federal funding sources for the
construction of future bicycle facilities.
The Bikeway Master Plan concludes with the following three recommendations:
1. The primary recommendation for this study is to provide improved connectivity via increased
access points across the rail right-of-way and l-5.
2. Provide for the addition of Class I off-street routes in the undeveloped areas of Carlsbad.
3. Implementation of the programmed roadways with associated Class II lanes.
Page 2 of Agenda Bill No. / d, 3 70
The Carlsbad Bikeway Master Plan will be used to identify future bicycle facilities that the City may
choose to implement. The Bikeway Master Plan is not a master plan per Title 21.38 and is not
intended to be used as a regulatory document. The routes identified in the document will be considered and incorporated as part of the future Trails Master Plan update. When the EIR is
certified for the Trails Master Plan, the appropriate revisions to the Circulation Element of the
General will be concurrently completed and considered for adoption.
Therefore, staff recommends that the Council adopt the attached resolution accepting the
Carlsbad Bikeway Master Plan.
ENVIRONMENTAL REVIEW:
The Planning Director has determined that the Carlsbad Bikeway Master Plan is exempt from
CEQA pursuant to State Code Section 21102 and 21150 since the document is a planning and
feasibility study only and is not intended to be used as a regulatory document.
FISCAL IMPACT:
The City originally received a grant of $50,000 in SANDAG TransNet Bicycle Funds for
the development of the Carlsbad Bikeway Master Plan. The City contracted with the firm of
Kawasaki, Theilacker, Ueno and Associates (KTU+A) for the preparation of the Master Plan
document.
Acceptance of the Bikeway Master Plan does not commit the City to fund or construct any of the proposed facilities. Future projects would be included in the annual Capital Improvement Program
and the Council can then consider funding during its annual budget process.
In addition, since the guidelines established in the Master Plan comply with Caltrans standards for bikeway facility planning, the City is now eligible for various state and federal funding sources for
construction of bikeway facilities.
EXHIBITS:
1. Resolution No. 2ool- 313 accepting the Carlsbad Bikeway Master Plan.
2. City of Carlsbad Bikeway Master Plan Executive Summary and Introduction.
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RESOLUTION NO. 2001-313
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CARLSBAD, CALIFORNIA, ACCEPTING THE CARLSBAD
BIKEWAY MASTER PLAN:
WHEREAS; the City of Carlsbad has an adopted Circulation Element of the General Plan
which establishes a goal to promote, encourage, and accommodate a variety of transportation
modes as alternatives to the automobile; and
WHEREAS; an objective of the Circulation Element is to provide infrastructure and
facilities necessary to accommodate pedestrians, bicycles and other non-automobile modes of
transportation; and
WHEREAS, the City Council determines that it is in the best interest of the citizens of
Carlsbad to establish a document for the future implementation of various non-motorized facilities
within the City; and
WHEREAS, the Carlsbad Bikeway Master Plan will assist the City in the planning for
future bicycle routes to accommodate various non-motorized uses; and
WHEREAS, the Carlsbad Bikeway Master Plan was prepared in accordance with national
and state guidelines for non-motorized facilities and allows the City of Carlsbad to qualify for
various state and federal funding sources for pedestrian and bikeway facility construction.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad,
California as follows:
1. That the above recitations are true and correct.
2. That the City council determines that it is in the best interest of the City to have a
Bikeway Master Plan.
3. That the City Council accepts the Carlsbad Bikeway Master Plan.
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4. That the Public Works Director is authorized to apply for state and federal funds
for the design and construction of the bicycle facilities incorporated into the approved Carlsbad
Bikeway Master Plan.
PASSED, APPROVED AND ADOPTED at a regular meeting of the Carlsbad City Council
held on the 9th day of OCTOBER , 2001 by the following vote, to
wit:
AYES: Council Members Lewis, Finnila, Nygaard, Hall
NOES: None _
ABSENT: Councip ?fernl#i $chin ( ,i,-
,/y((J,//(;i (/,-'
CLAUDE A. LEWIS, Mayor \ ” i i; II 1.
(SEAL)
Several problems consistently constrain bicycle use in
Carlsbad. The most common constraints to bicycle use
result from narrow bridges, lack of crossings over barri-
1 .l Significant Findings
ers such as highways and rail lines, and-topography.
Especially in the southeastern and east central portions
From a bicycle commuting perspective, Class 2 lanes of the city, long and often steep grades are common.
(marked lanes on existing roadways) are usually pre- Also, many of Carlsbad’s existing Class 2 roadways have
ferred over Class 1 (separated bike trails) or Class 3 relatively high posted motor vehicle speeds. Experienced
(routes marked by signage only) facilities. This is prima- cycfists are generally not concerned with adjacent mo-
rily because Class 1 trails are generally used by tor vehicle speeds, especially when tttey can rely on
recreationists such as walkers, joggers skaters and cy- the relative safety of their own lane. However, less ex-
clists with limited cycling experience, all of which com- perienced cyclists are more likely to find such condi-
bine to make Class 1 trails less desirable for commut- tions uncomfortable and are therefore less likely to use
ing. Class 1 facilities are also much more difficult and these roadways.
expensive to build, which has typically resulted in phased
and piecerneal route systems. Finally, site-specific problems encountered in Carlsbad
are not numerous, but a few locations have conditions
Class 1 facilities, however, are important to non-com-
muting cyclists. They are perceived to be safer facilities
which may encourage people to use their bikes, even if
at first they are using the trails only for recreational pur-
poses. These individuals may, in time, decide to use
other bikeway facilities for commuting purposes. Also,
a trail system such as that proposed for the Coastal Rail
Trail may actually provide a more direct and faster route
for commuters. This is due, in part, to the limited num-
ber of roadway crossings, minimal traffic control de-
vices and relatively flat grades.
Other Class 1 facilities may play an important part in
providing more direct connections throughout the com-
munity. Due to the topography and natural open spaces
in Carlsbad, cyclists face a large number of bikeway
system gaps. Class 1 trails may provide the only pos-
sible short cuts between Class 2 lanes. Some of these
off-street routes could be implemented in conjunction
with Carlsbad’s programmed trails. According to survey
questionnaire results and observed use of “unofficial”
routes, there is considerable demand for this type of route.
The majority of the City of Carlsbad’s existing major
roadways are well served by on-street Class 2 bicycle
facilities. In addition, virtually all future major roadways
or extensions will also be equipped with Class 2 lanes.
Full implementation of the programmed roadways and
their associated Class 2 facilities will provide a compre-
hensive on-street bicycle facility system. However, there
are a number of planned arterials as yet unbuilt, espe-
cially in the hilly southeastern portion of the city, creat-
ing significant gaps in Carlsbad’s bicycle facility sys-
tem. This lack of routes is only a minor inconvenience
for motor vehicle drivers, but cyclists are required to make
longer, more indirect trips than they would prefer.
detrimental enough to a safe bicycle facility system to
warrant special attention. (These were at State Street/
Carlsbad Boulevard, Carlsbad Boulevard/Palomar Air-
port Road, and Tamarack Avenue/Pi0 Pica Drive.)
Though the vast majority of intersections do not pose a
threat to competent cyclists in Carlsbad, these three were
singled out for further analysis. Personal experience and
field work revealed these locations posed special chal-
lenges, even for experienced cyclists. A common thread
running through the layout of these locations was that
they were intersections with motor vehicle traffic merg-
ing without sufficient advance notice for cyclists or
motorists to beware of each others presence, whether
by line of sight or by signed warnings, or both.
Much of Carlsbad offers ideal conditions for cyclists.
5
Executive Summary
1,2 - - --o--eni.tiiis~ - - - - - - - - - -
The proposed Class 1 routes would be paved paths offi-
cially designated as Class 1 routes, and designed for
multipurpose use versus the generally unpaved surface
treatment endorsed for most informal trail facilities. The
paths should be wide enough (12 feet minimum) to ac-
commodate multiple user types and should include an
unpaved side path (2 to 4 feet) for users who prefer a
softer trail. The Class 1 path is not in addition to any
proposed soft surface trail, but would replace it where
the trails coincide. Paving is recommended for these
specific routes within the context of the overall trail sys-
tem to maximize their value for recreational and trans-
portational cycling throughout Carlsbad.
These recommendations are intended to take advantage,
of programmed roadways, bicycle facilities and trails to
resolve cyclists’ concerns for safety and connectivity.
A primary recommendation for this study is to provide
improved connectivity via increased access points across
the rail right-of-way and l-5. While the northern portion
of Carlsbad will have a sufficient number of points to
cross l-5, programmed plans do not include many rail
line crossings. Crossings at Chestnut Avenue and Chin-
quapin Avenue would help to alleviate the connectivity
issues for this area.
A second primary recommendation is the addition of
several Class 1 off-street routes in the undeveloped ar-
eas of Cartsbad. User questionnaire responses indicate
there is a considerable demand for this type of route.
A third primary recommendation is that the programmed
roadways with associated Class 2 lanes should be imple-
mented as soon as possible, but that some of the rec-
ommended Class 1 routes could supplement the Class
2 lanes until they are actually built. These routes, once
built, may be able to remain adjacent to the extended
roadways.
Carlsbad currently has no Class 1 facilities, but the po-
tential exists for creating a Class 1 trail system through-
out the city. (See Figure 1 O-5, Proposed Bikeway Facil-
ity Map.) Since Carlsbad already has an extensive Class
2 system, and sincethere is a substantial amount of land
designated as open space without Class 1 routes through
them, most of the new routes shown on the map are
Class 1 trails. Several of the proposed system’s Class 1
facilities would fall at least partially within the rights-of-
way of programmed roadways. Class 1 facilities could
be provided until the roadways are actually built, or be
permanently installed and offset as far as possible from
the roadways.
Opportunities exist for the installation of several Class 1
facilities that would not only provide the relaxed recre-
ational atmosphere associated with off-street facilities,
but would also improve commuter connections. Nor-
mally, Class 2 facilities are preferred for transportation
or commuting purposes. However, if no roadways exist
through a relatively large area, Class 1 facilities will be
useful to commuters. Together, these facilities would fill
in many of the gaps in the current system where topog-
raphy and lack of facilities currently limit access.
Proposed Class 1 facilities would connect several exist-
ing and programmed parks in the central portion of the
city. The proposed Class 1 facilities would also inter-
sect with other proposed trails and allow connection
via those trails with several other parks around the pe-
riphery of the city.
A major Class 1 facility that will be running through the
City of Carlsbad is the Coastal Rail Trail. A recommen-
dation is made to design proposed rest stops to be pur-
posefully specific to Carlsbad to help to distinguish the
City from other municipalities along the route. They would
occur at three scenic points along the Coastal Rail Trail
within Carlsbad and would be equipped with a number
of amenities for cyclists.
In conjunction with Rail Trail development, the areas
immediately surrounding transit stations in Carlsbad are
proposed to have enhanced urban design amenities to
highlight the importance of the stations. The existing
design elements of these transit centers could be ex-
panded throughout the urban design zones, with pro-
gressively more detail as users got closer to the transit
center themselves. The urban design detailing could
form relatively concentric zones of certain elements,
beginning with landscaping, for example, and layering
on the other amenities such as lighting, paving, fencing
and site structures, culminating in a zone immediately
around the transit center with all proposed amenities,
as well as sitestructures that resemble the existing tran-
sit center buildings, but on a smaller scale.
Public art is recommended for inclusion within the Coastal
Rail Trail development and may be particularly appropri-
ate at the transit stations, within the special urban design
zones and at the proposed rest stops, For example, inter-
pretive features at the rest stops could be designed to be
part of the public art and$ake advantage of the views.
Page 1-2 Chapter 1 b
Carlsbad Bikeway Master Plan _____-__-------_____----------
The lagoons provide an opportunity for an extensive
scenic recreational trail system that could also provide
more direct bicycle transportation access than is now
possible between the central and coastal sections of
Carlsbad. This is especially true for Batiquitos Lagoon,
for example, where the nearest current roadways to the
north and south have either significant grades or expe-
rience high motor vehicle traffic volumes and high
speeds. A trail along the northern shore would provide
a scenic connection and would be a convenient and
relatively level link between coastal Carlsbad and the
La Costa area. Agua Hedionda Lagoon presents a similar
casewhere a trail along the shore could connect the major
employment center around Palomar Airport with down-
town Carlsbad. This paved trail along the Agua Hedionda
Lagoon could also connect coastal Carlsbad to the
Carrillo Ranch site in eastern Carlsbad and continue on
to connect to trail systems in San Marcos and Vista.
The City of Carlsbad. has an almost complete system of
Class 2 bikeways along its major roadways, and plans to
install Class 2 facilities on the as-yet unbuilt roadways as
well. Implementation of the programmed major roadways
will provide greater choice in Class2 routes between rela-
tively isolated sections of Carlsbad. Full implementation
of the programmed Class 2 facilities would provide a rela-
tively complete Class 2 system.
A general improvement to the Class 2 facilities is the
provision of more roadway width on freeway and rail
line bridges and underpasses. It is common for bikeway
facilities to end prior to where the roadway crosses a
bridge and to have the curb pinch inward, eliminating
the previously available space for cyclists. In addition,
many bridges have excessively high curbs that could
potentially catch a cyclist’s pedals, especially if the cy-
clist was attempting to stay far to the right to avoid the
motor vehicles on a narrow bridge. In general, there are
a number of solutions short of the ideal, which would
be to actually widen the bridges. In some cases, the
lanes could be restriped, the sidewalk width decreased
or a lane of traffic eliminated. In other situations where
high motor vehicle volumes and limited width create
particularly difficult cycling situations, alternative routes
could be provided.
Carlsbad has some Class 3 facilities, but several road-
way segments are currently listed within the SANDAG
data base as parts of “proposed routes” and “existing
undesignated routes” that could be upgraded to Class
3. These possible Class 3 routes could link proposed
trails along the shores of two lagoons and provide an
attractive route through residential neighborhoods. The
roadway segments proposed for these routes are, for the
most part, not subject to heavy traffic.
-----------------------~~-~~~~
For example, Chestnut Avenue is not .currently desig-
nated as a bikeway. This street connects Carlsbad Bou-
levard to El Camino Real, unimpeded except for the rail
line. It runs almost entirely through residential neighbor-
hoods and generally has low motor vehicle traffic vol-
umes. It has definite potential as a Class 3 facility and is
recommended for designation, especially if a crossing can
be implemented where it intersects the rail line.
Though it will consider new crossings on a case-by-case
basis, the Public Utilities Commission (PUC) prefers no
net increase in crossings, meaning that it is desirable to
close an old crossing when proposing a new one. In
some cases, the City can install new crossings if it is
willing to take liability for them. The PUC will be more
likely to grant permission for a new crossing that can be
proven to be substantially safer than the unofficial one
it is replacing.
Finally; suggested solutions for the site-specific prob-
lems (State StreeKarlsbad Boulevard, Carlsbad Boule-
varcl/Palomar Airport Road, and Tamarack Avenue/Pi0
Pica Drive) range from simply restriping the approaches
to these intersections to completely reconfiguring them.
For example, the most drastic solution would be at the
Palomar Airport Road Karlsbad Boulevard interchange,
where a distinct motor vehicle bias makes cycling
through it an uncomfortable undertaking. The problems
with this interchange can probably only be resolved by
completely reconfiguring the intersection and eliminat-
ing some of the high speed on and off ramps. This is
now a programmed project that is slated to rebuild the
interchange as a standard intersection more condusive
to all modes of transportation, not just motor vehicles.
Chapter 1 Page l-3 -?
This bikeway master plan is intended to guide bicycle
facility planning for the City of Carlsbad. The process
included evaluating existing roadways and bicycle fa-
cilities using conventional field techniques, comput-
erized geographic information systems, survey question-
naires and a bicycling suitability formula. The plan rec-
ommends revisions to existing facilities, construction of
new facilities and an implementation program. The plan
also includes general design and engineering guidelines
for the development of these facilities.
2.1 Project Scope
The scope of this project included documenting and
evaluatingthe existing bicycle facility system of the City
of Carlsbad and its relationship to other existing sys-
tems such as mass transit, and recommending improve-
ments wherever appropriate.
Based on observation, experience and research, a num-
ber of potential problems related to bikeways have been
encountered. A number of categories of typical prob-
lems were evaluated and noted while performing field
work. They included problems such as high speed merg-
ing arterials or high speed merge lanes (such as freeway
on and off ramps), roadways with rapidly narrowing
lanes (such as at bridges), on-street parking (especially
on narrow roadways), uncontrolled left turns, high speed
right turn lanes, and situations with significant roadway
speed differentials between motor vehicles and bicycles.
A more complete review of the types of analysis under-
taken during field work can be found in Figure 8-6, Road-
way Segment Suitability. The data were further refined
to include specific criteria used to determine a roadway
segment’s bicycle suitability using an equation described
in Section 8.3.2, Roadway Segment Suitability Equation.
2.2 Project Study Area
The project study area was specifically within the City
of Carlsbad. Surrounding communities were analyzed
where an adjoining community’s bicycle systems indi-
cated opportunities for connections with Carlsbad’s. (See
Figure 2-1, Project Location.)
2.3 Methodology
2.3.1 literature Review
A literature review was conducted of applicable excerpts
from documents relevant to this bikeway master plan.
These documents were from the City of Carlsbad, adja-
cent communities, the County of San Diego, and a vari-
ety of specialized bicycling publications. In addition, the
gathering of data for the project GIS data base could be
considered part of the traditional literature review. Data
were acquired from San Diego Association of Govern-
ments (SANDAG), the County of San Diego and the City
of Carlsbad. (See Chapter 3, Background Information.)
2.3.2 Field Work
All roadway segments with an existing bicycle facility,
as well as a number of additional segments, were in-
ventoried at least once by the project team via bicycle
because it was felt that a cyclist’s perspective was im-
portant to understanding the condition of the bikeway
system in Carlsbad. Observation items examined within
each segment were the presence or absence of bicycle
facilities, posted speed limit, number of travel lanes,
estimated outside lane width, and the presence of spe-
cific paving and roadway conditions that could adversely
affect cycling, such as rough paving or steep grades.
(See Figure 8-6, Roadway Segment Suitability.)
Roadways were divided into segments at points where
sufficient variation occurred in roadway configuration
to warrant regarding a segment as different from adjoin-
ing segments. Such variations included changes in the
number of lanes, posted speed limits, roadway widths,
or presence or absence of bicycle facilities.
2.3.3 Survey Questionnaire
A questionnaire was produced and distributed prima-
rily through local bicycle shops and bicycle advocacy
groups. It was a single sheet with informational and at-
titudinal questions on the front and a map of the current
bikeways as indicated in the City of Carlsbad’s Circuta-
tion Element on the back side. This map included in-
structions to the respondent to indicate which routes
they used most frequently, where they would like to see
new routes, which routes they did not use and why.
(See Section 8.5, User Questionnaire Response and
Analysis.)
The project methodology included a literature review
of applicable documents, field work, a mail-in survey
questionnaire and geographic information systems (GIS)
analysis of the field work data. Carlsbad’s existing
bikeway system was analyzed for a number of factors
using both traditional field survey and GIS techniques.
8
Introduction
2.3.4 Geographic Information Systems (GIS)
An industry textbook describes GIS as: “An organized
collection of computer hardware, software, geographic
data and personnel designed to efficiently capture, store,
update, manipulate, analyze and display all forms of
geographically referenced information.” While this defi-
nition is technically accurate, it is rather cryptic for the
layperson. Basically, a GIS is a computerized map with
various types of associated information attached to spe-
cific places on the map. Using a computer system con-
figured for the purpose, a user can query the GIS about
the place in question and selectively call up its associ-
ated information. A GIS is much more than just a com-
puter system for making maps. It is an analytical tool
that allows the user to identify spatial relationships be-
tween map features.
2.4 Project Approach and Goals
A CIS does not store a map in the conventional sense,
nor does it store a particular image or view of a geo-
graphic area. Instead, a GIS stores the data from which
a user can draw a desired view to suit a particular pur-
pose. (The majority of the maps in this report were gen-
erated from a single data base compiled specifically for
this project.) With a computer system capable of hold-
ing and using data describing specific features on a map,
a user can overlay a number of related data layers to
represent the many interrelated characteristics of the
feature in question. The real value of GIS is its ability to
overlay information from multiple sources over a map
feature, often revealing relationships that would not oth-
erwise have been noticeable. Several data sources were
used to contribute to the GIS data base for this project.
Land use data was acquired from SANDAG and roads
and trails from the County’s Regional Urban Informa-
tion System (RUIS).
Coastal Carlsbad is popular as both a cycling route and Coastal Carlsbad is popular as both a cycling route and
destination, even though it contains a large number of destination, even though it contains a large number of
parking areas and suffers from periodic congestion. parking areas and suffers from periodic congestion.
The overall approach for this master plan is summa-
rized in the following paragraphs. The approaches listed
below also constitute the planning goals for this study.
l The bicycle master plan should be integrated into all trans-
portation plans, especially if the proposed bicycle facili-
ties will use general purpose roads shared with other forms
of transportation. The planning efforts should include the
integration of various modes of transportation including
transfers between modes at transit centers and park and
ride facilities.
. The aim of planning for bicycles should not be focused
on any particular facility type so much as it should be
focused on the safe and efficient travel of cyclists. This
will generally require both the use of the existing trans-
portation infrastructure and the construction of special
facitities for cyclists.
.
l The maintenance of bicycle facilities and the monitoring
and assessment of their performance are critical for en-
suring safe and efficient travel for cyclists. Planning for
cyclists is an ongoing process.
l The coexistence of cyclists and drivers on roads requires
that both are sensitive to and recognize a common set of
rules. Training, education and enforcement are as impor-
tant as physical planning and design.
* It is imperative that a “bicycle perspective” guide any
planning for cyclists- The bicycle has its own character-
istics, constraints and opportunities that the planner must
consider. This must be combined with the recognition
that cyclists do not form a homogeneous group in terms
of age, ability, experience or traffic judgment.
l An integration of land use planning and transportation
planning is needed in order to support future projects
that are not intensively dependent on the automobile.
This study needs to take into account future land use and
population projections and provide bicycle facilities to
help decrease auto dependence.
2.5 Project Definitions
To prevent the confusion that can occur when referring
to bikeways, bicycle lanes, bicycle routes, bicycle traiis
or bicycle paths, the Caltrans standard for referring to
bikeway facility types is used throughout this document.
(See Figure 2-2, Bikeway Facility Types):
l Class 1 - Bicycle path physically separated from vehicu-
lar roadway intended specifically for non-motorized use.
l Class 2 - On-street bicycle lane designated by striping
and signage.
l Class 3 - On-street bicycle route designated by signage only.
l Undesignated-An additional category defined as locally
recommended on-street bicycle routes that appear on
bikeway maps only.
Page 2-2 Chapter 2
Carlsbad Bikeway Master Plan _~--~_----------~-----------~~-~~--~-----~--~~-
PROJECT L 0 C .A T I 0 N %-
CITY OF CARLSBAD BIKEWAY MASTER PLAN 2-1 cl
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Chapter 2 Page 2-3
IO
Introduction _--~~---------~---_-- -----------------------
BIKEWAY F A C I L I’T Y T Y P E S
CITY OF CARLSBAD BIKEWAY MASTER PLAN
Typical Sections locational
Criteria Typical Users
(8’ paved + 2’ graded edge min. for two way)
(Greater width recommended where high bike Mlumes or high levels of mixed use occur)
Separate right-of-way away from motor vehicular traffic. Used where adjacent roadway speeds and ADTs are too high for safe joint use, for connections through open space areas and parks, or where no other facility type is feasible.
Kids, Famil Recreationa , T Adult Exercise, Skaters, Joggers, Recreational Walk;;i;;;rcise
t t
(5’ min. total width wherk curb occurs) (Wider bike lane recommended where bike volumes are high)
Within vehicular right- of-way, but typically delineated b warning symbols an J striping. Used where roadway speeds and ADTs may be fairly high, but where adequate roadway width is available. Directness and number of users are significant factors.
Adult Recreational, Commuters and Serious Cyclists
(Wider than standard outside lane recommended)
Within vehicular right-of- way, but t pically delineated by J rrectional signage only. Used where roadwa speeds and ADTs are farr y low, and where -7 route directness and number of users is not
likely to be significant. Primarily for route directions on suggested roadways.
Co~iTers Serious Cyclists
Within vehicular right-of- war but not signed pr de rneated except III bikeway maps. Used where roadway speeds and ADTs are quite low, and where route directness and number of users is not likely to be si nificant. Used to informa ly 1 connect other facilities.
Kids, Famil Recreationa, ‘c Commuters
and Serious Cyclists
Page 2-4 Chapter 2 II