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Home My WebLink About2009-03-17; City Council; 19747; Pedestrian Master Plan Case No EA 07-06CITY OF CARLSBAD - AGENDA BILL AB# 19,747 MTG. 3/17/09 DEPT. ENG ^1 I I XXI XX J— 11 Xh.V l^r-lkf J~1X^ ft.1 ^ kX^-% ^Ikb CARLSBAD PEDESTRIAN MASTER PLAN CASE NO EA 07-06 PROJECT NO 4002 tiif ^V DEPT. HEAD ^.TJlT CITY ATTY. (5J&* CITY MGR. (/> RECOMMENDED ACTION: Adopt Resolution No. 2009-051 adopting a Negative Declaration and approving the Carlsbad Pedestrian Master Plan: Case No.: EA 07-06, Project No. 4002. ITEM EXPLANATION: The Carlsbad Pedestrian Master Plan provides a guide for the future development and enhancement of pedestrian facilities within the City, and promotes walking as an integral mode of transportation in Carlsbad. The Plan includes chapters which describe the benefits of walking, goals, objectives and policies, existing conditions, pedestrian needs analysis, recommended projects, encouraging people to walk, and implementation and funding. The Master Plan presents the vision for Carlsbad's pedestrian network, based on the City's General Plan and the various goals, objectives and implementing policies contained therein. The Existing conditions were identified utilizing the City's extensive inventory of assets as well as input from the public. The pedestrian needs were identified based on an analysis of existing conditions, pedestrian generators, pedestrian attractors and pedestrian barriers. Each analysis was supported by a review of objective data such as the layout of the community and the demographics of the community as well as public input which was solicited and collected in a variety of ways throughout the process as summarized in Appendix "A" of the Master Plan. As a result of the analysis, a pedestrian needs map was created which identifies areas across Carlsbad that warrant high consideration for pedestrian related improvements. The Master Plan includes a set of 15 project areas which coincide with these areas of high need. Typical project improvements include sidewalks, pedestrian ramps, curb realignment, signage and striping. A set of design criteria and guidelines for sidewalk improvements is summarized in Appendix "B" of the Master Plan. The Master Plan also describes citywide improvement programs such as sidewalk and pedestrian ramp construction programs. The Master Plan also describes a set of educational and promotional programs that would encourage people to walk. These programs include educational and fitness programs, walk to school and safe route to school programs, walking maps and guides as well as promotional opportunities. The Master Plan includes a summary of the estimated costs and potential funding sources for the various projects and programs. Approval of the Master Plan will enable the City to qualify for future pedestrian grant funds. These grant funds could then be used to implement the various projects and programs included in the Master Plan. DEPARTMENT CONTACT: Marshall Plantz 760-602-2766 mplan@ci.carlsbad.ca.us FOR CITY CLERKS USE ONLY COUNCIL ACTION: APPROVED DENIED CONTINUED WITHDRAWN AMENDED *D D D D CONTINUED TO DATE SPECIFIC CONTINUED TO DATE UNKNOWN RETURNED TO STAFF OTHER - SEE MINUTES D D D D Page 2 ENVIRONMENTAL IMPACT: The proposed Carlsbad Pedestrian Master Plan project has been reviewed pursuant to the California Environmental Quality Act (CEQA). Staff analyzed the project and concluded that no potentially significant impacts would occur as a result of the approval of the Carlsbad Pedestrian Master Plan. Future projects will be subject to further environmental review on a project by project basis. A Negative Declaration has been prepared by the Planning Director and is recommended for adoption by the City Council. The Notice of Intent to adopt a Negative Declaration was published in the newspaper (September 13, 2008) and sent to the State Clearinghouse for a 30-day public review (September 13, 2008 - October 13, 2008). One comment letter was received during the 30-day review period. The concerns did not warrant any revisions to the Negative Declaration. The written comments and staff's responses are an attachment to the Resolution. FISCAL IMPACT: The funding for the development of the proposed Carlsbad Pedestrian Master Plan came from a $100,000 grant of Transportation Development Act funds and approximately $23,000 in General Capital Construction funds from the City. Transportation Development Act funds are State funds that are administered locally by the Bicycle and Pedestrian Working Group at SANDAG. The proposed Carlsbad Pedestrian Master Plan will be used to guide the future development and enhancement of pedestrian facilities and programs in the City of Carlsbad and as such it does not create direct fiscal impacts on the City. The Master Plan identifies a set of citywide improvement programs, improvements for 15 priority project areas and various programs to encourage people to walk. The estimated cost for each of these categories is as follows; $14.3 million for citywide projects, $8.7 million for improvements in the 15 priority project areas and $3.8 million for programs to encourage walking. The approval of the Pedestrian Master Plan will enable the City to apply for grant funding related to these programs and improvements. Once grant funding is obtained the City would then add the associated program or improvement project to the Operating Budget or Capital Improvement Program as appropriate. EXHIBITS: 1. Resolution No. 2009-051 adopting a Negative Declaration and approving the Carlsbad Pedestrian Master Plan, Case No. EA 07-06, Project No. 4002. 2. Negative Declaration: Case No. EA 07-06. 3. Carlsbad Pedestrian Master Plan dated August 25, 2008 1 RESOLUTION NO. 2009-051 2 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF 3 CARLSBAD, CALIFORNIA, ADOPTING A NEGATIVE DECLARATION AND APPROVING THE CARLSBAD 4 PEDESTRIAN MASTER PLAN, CASE NO. EA 07-06, PROJECT NO. 4002 5" 6,, WHEREAS, the City of Carlsbad has an adopted Circulation Element of the General 7 Plan which establishes a goal to promote, encourage, and accommodate a variety of 8 transportation modes as alternatives to the automobile; and 9 WHEREAS, an objective of the Circulation Element is to provide infrastructure and 10 facilities necessary to accommodate pedestrians, bicycles, and other non-automobile modes of 11 transportation; and 12 WHEREAS, the City Council determines that it is in the best interest of the citizens of 13 Carlsbad to establish a Pedestrian Master Plan to guide the future planning, development and enhancement of pedestrian facilities and programs within the City; and WHEREAS, the Carlsbad Pedestrian Master Plan was prepared in accordance with guidelines which will enable the City of Carlsbad to qualify for regional, state, and federal funding sources for pedestrian facilities and programs; and 18 WHEREAS, a Negative Declaration was prepared in conjunction with the Carlsbad 19 Pedestrian Master Plan; and 20 WHEREAS, the City received one written comment letter from an interested party and 21 City staff prepared a written response to the comment letter which are attached as Exhibits A-1 22 and A-2 to the Negative Declaration; and 23 WHEREAS, the City Council did on March 17, 2009, hold a duly noticed public hearing 24 as prescribed by law to consider said request; and 25 WHEREAS, at said public hearing, upon hearing and considering all testimony and arguments, examining the initial study, analyzing the information submitted by staff, and considering all written comments received, the City Council considered all factors relating to the Negative Declaration. 3 1 NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad, 2 California, as follows: 3 1. That the above recitations are true and correct. 4 2. That based on the evidence presented at the public hearing, the City Council 5 hereby ADOPTS the Negative Declaration, Exhibit "ND", according to Exhibits "Notice of Intent" g and "Environmental Impact Assessment Form - Initial Study", attached hereto and made a part 7 hereof, based on the following findings: a. It has reviewed, analyzed, and considered the Negative Declaration foro the Carlsbad Pedestrian Master Plan and any comments thereon prior toy ADOPTION of the Carlsbad Pedestrian Master Plan.10 b. The Negative Declaration has been prepared in accordance with 11 requirements of the California Environmental Quality Act, the State 12 Guidelines and the Environmental Protection Procedures of the City of 13 Carlsbad. 14 c. It reflects the independent judgment of the City Council of the City of 15 Carlsbad. 16 d. Based on the Environmental Impact Assessment Form - Initial Study and comments thereon, there is no substantial evidence the project will have 18 a significant effect on the environment. 19 3. That based on the evidence presented at the public hearing, the City Council 70 hereby APPROVES the Carlsbad Pedestrian Master Plan. 21 /// 22 /// 23 /// 24 /// 25 /// 26 /// 27 /// 28 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council of the City of Carlsbad on the 17th day of March, 2009, by the following vote to wit: AYES: Council Members Lewis, Kulchin, Hall, Packard and Blackburn. NOES: None. ABSENT: None. !A'UDE~A LEWIS, Mayor ATTEST: _ TORRAINE M. WOOD, City Clerk (SEAL) NEGATIVE DECLARATION CASE NAME: CITY OF CARLSBAD PEDESTRIAN MASTER PLAN CASE NO: EA 07-06 PROJECT LOCATION: Citywide PROJECT DESCRIPTION: The Carlsbad Pedestrian Master Plan provides a blueprint for pedestrian transportation and recreation in the City of Carlsbad. The Pedestrian Master Plan will enhance and expand the existing pedestrian network, connect gaps, address constrained areas, improve intersections, provide for greater local and regional connectivity, and encourage even more residents to walk. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, signage, accessibility improvements and safety mechanisms. The plan also identifies areas of pedestrian demand and needs, and recommends a variety of programs to allow for safe, efficient and convenient travel within Carlsbad and connecting to regional destinations. DETERMINATION: The City of Carlsbad has conducted an environmental review of the above described project pursuant to the Guidelines for Implementation of the California Environmental Quality Act and the Environmental Protection Ordinance of the City of Carlsbad. As a result of said review, the initial study (EIA Part 2) did not identify any potentially significant impacts on the environment, and the City of Carlsbad finds as follows: IXI The proposed project COULD NOT have a significant effect on the environment. I I The proposed project MAY have "potentially significant impact(s)" on the environment, but at least one potentially significant impact 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. (Negative Declaration applies only to the effects that remained to be addressed). I I Although the proposed project could have a significant effect on the environment, there WILL NOT be a significant effect in this case because all potentially significant effects (a) have been analyzed adequately in an earlier ENVIRONMENTAL IMPACT REPORT or NEGATIVE DECLARATION pursuant to applicable standards and (b) have been avoided or mitigated pursuant to that earlier ENVIRONMENTAL IMPACT REPORT or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project. Therefore, nothing further is required. A copy of the initial study (EIA Part 2) documenting reasons to support the Negative Declaration is on file in the Planning Department, 1635 Faraday Avenue, Carlsbad, California 92008. ADOPTED: March 17. 2009 pursuant to CC Resolution No. 2009-051 ATTEST: DON NEU Planning Director City of Carlsbad CASE NAME: CASE NO: PROJECT LOCATION: Planning Department -p**93o^ NOTICE OF INTENT TO ADOPT A NEGATIVE DECLARATION CITY OF CARLSBAD PEDESTRIAN MASTER P^AN EA 07-06 % Citvwide - Various Locations x••*</, S/ : PROJECT DESCRIPTION: The Carlsbad Pedestrian Master Plan provides a blueprint for pedestrian transportation and recreation in the City of Carlsbad. The Pedestrian Master Plan will enhance and expand the existing pedestrian network, connect gaps, address constrained areas, improve intersections, provide for greater local and regional connectivity, and encourage even more residents to walk. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes^signage, accessibility improvements and safety mechanisms. The plan also identifies areas of pedestrian demand and needs, and recommends a variety of programs to allow for safe, efficient and convenient travel within Carlsbad and connecting to regional destinations. PROPOSED DETERMINATION: The City of Carlsbad has conducted an environmental review of the above described project pursuant to the Guidelines for Implementation of the California Environmental Quality Act and the Environmental Protection Ordinance of the City of Carlsbad. As a result of said review, the initial study (EIA Part 2) did not identify any potentially significant impacts on the environment. Therefore, a Negative Declaration will be recommended for adoption by the City of Carlsbad City Council. A copy of the initial study (EIA Part 2) documenting reasons to support the proposed Negative Declaration is on file in the Planning Department, 1635 Faraday Avenue, Carlsbad, California 92008. Comments from the public are invited. Please submit comments in writing to the Planning Department within 30 days of the date of this notice. The proposed project and Negative Declaration are subject to review and approval/adoption by the City of Carlsbad Planning Commission and City Council. Additional public notices will be issued when those public hearings are scheduled. If you have any questions, please call Marshall Plantz in the Engineering Department at (760) 602-2766. PUBLIC REVIEW PERIOD September 13. 2008 - October 13, 2008 PUBLISH DATE September 13, 2008 FILED IN THE OFFICE OF THE COUNTY CLERK San Diego County on __SEP_ 1.1 2008 Returned to agency on Deputy FILEDGregory J. Smith, Recorder/County Clerk SEP 1 1 2008 DEPUTY 1635 Faraday Avenue • Carlsbad, CA 92008-7314 • (760) 602-4600 • FAX (760) 602-8559 • www.ci.carlsbad.ca.us 7 ENVIRONMENTAL IMPACT ASSESSMENT FORM - INITIAL STUDY CASE NO: EA 07-06 DATE: August 13. 20Q8 BACKGROUND 1. CASE NAME: City of Carlsbad Pedestrian Master Plan 2. LEAD AGENCY NAME AND ADDRESS: City of Carlsbad. 1635 Faraday Avenue. Carlsbad. CA 92008-7314 3. CONTACT PERSON AND PHONE NUMBER: Marshall Plantz. Senior Civil Engineer. (760) 602-2766 4. PROJECT LOCATION: Citywide - various locations 5. PROJECT SPONSOR'S NAME AND ADDRESS: Same as Lead Agency 6. GENERAL PLAN DESIGNATION: Various 7. ZONING: Various 8. OTHER PUBLIC AGENCIES WHOSE APPROVAL IS REQUIRED (i.e., permits, financing approval or participation agreements): None 9. PROJECT DESCRIPTION/ ENVIRONMENTAL SETTING AND SURROUNDING LAND USES: Project Description: The Carlsbad Pedestrian Master Plan provides a blueprint for pedestrian transportation and recreation in the City of Carlsbad. The Pedestrian Master Plan will enhance and expand the existing pedestrian network, connect gaps, address constrained areas, improve intersections, provide for greater local and regional connectivity, and encourage even more residents to walk. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, signage, accessibility improvements and safety mechanisms. The plan also identifies areas of pedestrian demand and needs, and recommends a variety of programs to allow for safe, efficient and convenient travel within Carlsbad and connecting to regional destinations. Environmental Setting and Surrounding Land Uses: The pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. Therefore, no adverse impacts EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN will occur. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements may be subject to further environmental review pursuant to CEQA on a project specific basis. Rev. 12/13/07 ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The summary of environmental factors checked below would be potentially affected by this project, involving at least one impact that is a "Potentially Significant Impact," or "Potentially Significant Impact Unless Mitigation Incorporated" as indicated by the checklist on the following pages. Aesthetics Agricultural Resources Air Quality Biological Resources Cultural Resources Geology/Soils Noise Hazards/Hazardous Materials LJ Population and Housing Hydrology/Water Quality Land Use and Planning Mineral Resources Mandatory Findings of Significance Public Services Recreation Transportation/Circulation Utilities & Service Systems 0 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN DETERMINATION. (To be completed by the Lead Agency) I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because the mitigation measures described on an attached sheet have been added to the project. A MITIGATED NEGATIVE DECLARATION will be prepared. I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. I find that the proposed project MAY have "potentially significant impact(s)" on the environment, but at least one potentially significant impact 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. A Negative Declaration is required, but it must analyze only the effects that remain to be addressed. I find that although the proposed project could have a significant effect on the environment, there WILL NOT be a significant effect in this case because all potentially significant effects (a) have been analyzed adequately in an earlier ENVIRONMENTAL IMPACT REPORT or NEGATIVE DECLARATION pursuant to applicable standards and (b) have been avoided or mitigated pursuant to that earlier ENVIRONMENTAL IMPACT REPORT or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project. Therefore, nothing further is required. Date Planning Director's Signature Date Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN ENVIRONMENTAL IMPACTS STATE CEQA GUIDELINES, Chapter 3, Article 5, Section 15063 requires that the City conduct an Environmental Impact Assessment (EIA) to determine if a project may have a significant effect on the environment. The Environmental Impact Assessment appears in the following pages in the form of a checklist. This checklist identifies any physical, biological and human factors that might be impacted by the proposed project and provides the City with information to use as the basis for deciding whether to prepare an Environmental Impact Report (EIR), Negative Declaration, or to rely on a previously approved EIR or Negative Declaration. • A brief explanation is required for all answers except "No Impact" answers that are adequately supported by an information source cited in the parentheses following each question. A "No Impact" answer is adequately supported if the referenced information sources show that the impact simply does not apply to projects like the one involved. A "No Impact" answer should be explained when there is no source document to refer to, or it is based on project-specific factors as well as general standards. • "Less Than Significant Impact" applies where there is supporting evidence that the potential impact is not significantly adverse, and the impact does not exceed adopted general standards and policies. • "Potentially Significant Unless Mitigation Incorporated" applies where the incorporation of mitigation measures has reduced an effect from "Potentially Significant Impact" to a "Less Than Significant Impact." The developer must agree to the mitigation, and the City must describe the mitigation measures, and briefly explain how they reduce the effect to a less than significant level. • "Potentially Significant Impact" is appropriate if there is substantial evidence that an effect is significantly adverse. • Based on an "EIA-Initial Study", if a proposed project could have a potentially significant adverse effect on the environment, but all potentially significant adverse effects (a) have been analyzed adequately in an earlier EIR or Mitigated Negative Declaration pursuant to applicable standards and (b) have been avoided or mitigated pursuant to that earlier EIR or Mitigated Negative Declaration, including revisions or mitigation measures that are imposed upon the proposed project, and none of the circumstances requiring a supplement to or supplemental EIR are present and all the mitigation measures required by the prior environmental document have been incorporated into this project, then no additional environmental document is required. • When "Potentially Significant Impact" is checked the project is not necessarily required to prepare an EIR if the significant adverse effect has been analyzed adequately in an earlier EIR pursuant to applicable standards and the effect will be mitigated, or a "Statement of Overriding Considerations" has been made pursuant to that earlier EIR. • A Negative Declaration may be prepared if the City perceives no substantial evidence that the project or any of its aspects may cause a significant adverse effect on the environment. • If there are one or more potentially significant adverse effects, the City may avoid preparing an EIR if there are mitigation measures to clearly reduce adverse impacts to less than significant, and those mitigation measures are agreed to by the developer prior to public review. In this case, the appropriate "Potentially Significant Impact Unless Mitigation Incorporated" may be checked and a Mitigated Negative Declaration may be prepared. Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN • An EIR must be prepared if "Potentially Significant Impact" is checked, and including but not limited to the following circumstances: (1) the potentially significant adverse effect has not been discussed or mitigated in an earlier EIR pursuant to applicable standards, and the developer does not agree to mitigation measures that reduce the adverse impact to less than significant; (2) a "Statement of Overriding Considerations" for the significant adverse impact has not been made pursuant to an earlier EIR; (3) proposed mitigation measures do not reduce the adverse impact to less than significant; or (4) through the EIA-Initial Study analysis it is not possible to determine the level of significance for a potentially adverse effect, or determine the effectiveness of a mitigation measure in reducing a potentially significant effect to below a level of significance. A discussion of potential impacts and the proposed mitigation measures appears after each related set of questions. Particular attention should be given to discussing mitigation for impacts, which would otherwise be determined significant. Rev. 12/13/07 I i13 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN AESTHETICS - Would the project: a) Have a substantial adverse effect on a scenic vista? b) Substantially damage scenic resources, including but not limited to, trees, rock outcroppings, and historic buildings within a State scenic highway? c) Substantially degrade the existing visual character or quality of the site and its surroundings? d) Create a new source of substantial light and glare, which would adversely affect day or nighttime views in the area? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact a) - d) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would a) adversely affect a scenic vista, b) substantially damage scenic resources, c) degrade the existing visual character of any site, or d) create a new source of substantial light and glare, which would adversely affect day or nighttime views in the area. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on aesthetics. No impact is assessed. II. AGRICULTURAL RESOURCES - (In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model-1997 prepared by the California Department of Conservation as an optional model to use in assessing impacts on agriculture and farmland.) Would the project: a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact b) Conflict with existing zoning for agricultural use, or a Williamson Act contract? Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN c) Involve other changes in the existing environment, which, due to their location or nature, could result in conversion of Farmland to non-agricultural use? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact a) - c) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would a) convert farmland to a non-agricultural use, b) conflict with existing zoning for agricultural uses, or a Williamson Act contract, or c) involve other changes in the existing environment, which would result in conversion of farmland to a non-agricultural use. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on agricultural resources. No impact is identified. III. AIR QUALITY - (Where available, the significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make the following determinations.) Would the project: a) Conflict with or obstruct implementation of the applicable air quality plan? b)Violate any air quality standard or contribute substantially to an existing or projected air quality violation? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact c) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors)? d) Expose sensitive receptors to substantial pollutant concentrations? e) Create objectionable odors affecting a substantial number of people? a) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would conflict or obstruct implementation of the regional air quality plan. The Pedestrian Master Plan provides The Pedestrian Master Plan provides Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. The Pedestrian Master Plan would improve the air quality by promoting alternative (non-motorized) modes of transportation and providing pedestrian networks. All properties within the city are located in the San Diego Air Basin which is a state non-attainment area for ozone (O3) and for particulate matter less than or equal to 10 microns in diameter (PM]0). The periodic violations of national Ambient Air Quality Standards (AAQS) in the San Diego Air Basin (SDAB), particularly for ozone in inland foothill areas, requires that a plan be developed outlining the pollution controls that will be undertaken to improve air quality. In San Diego County, this attainment planning process is embodied in the Regional Air Quality Strategies (RAQS) developed jointly by the Air Pollution Control District (APCD) and the San Diego Association of Governments (SANDAG). A Plan to meet the federal standard for ozone was developed in 1994 during the process of updating the 1991 state- mandated plan. This local plan was combined with plans from all other California non-attainment areas having serious ozone problems and used to create the California State Implementation Plan (SIP). The SIP was adopted by the Air Resources Board (ARB) after public hearings on November 9* through 10th in 1994, and was forwarded to the Environmental Protection Agency (EPA) for approval. After considerable analysis and debate, particularly regarding airsheds with the worst smog problems, EPA approved the SIP in mid-1996. Future development projects relate to the SIP and/or RAQS through the land use and growth assumptions that are incorporated into the air quality planning document. These growth assumptions are based on each city's and the County's general plan. If a proposed project is consistent with its applicable General Plan, then the project presumably has been anticipated with the regional air quality planning process. Such consistency would ensure that the project would not have an adverse regional air quality impact. Section 15125(B) of the State of California Environmental Quality Act (CEQA) Guidelines contains specific reference to the need to evaluate any inconsistencies between the proposed project and the applicable air quality management plan. Transportation Control Measures (TCMs) are part of the RAQS. The RAQS and TCM plan set forth the steps needed to accomplish attainment of state and federal ambient air quality standards. The California Air Resources Board provides criteria for determining whether a project conforms to the RAQS which include the following: • Is a regional air quality plan being implemented in the project area? • Is the project consistent with the growth assumptions in the regional air quality plan? The project area (citywide) is located in the San Diego Air Basin, and as such, is located in an area where a RAQS is being implemented. The adoption of the Pedestrian Master Plan will not change the growth assumptions of the General Plan. Any future proposals for pedestrians or pedestrian facilities, per the recommendations of the Pedestrian Master Plan, will be required to be consistent with the growth assumptions of the City's General Plan and the RAQS, Therefore, the project is consistent with the regional air quality plan and will in no way conflict or obstruct implementation of the regional plan. No impact is assessed. b) No Impact. The closest air quality monitoring station to the project site is at Camp Pendleton. Data available for this monitoring site from 2000 through December 2004, indicate that the most recent air quality violations recorded were for the state one hour standard for ozone (a total of 10 days during the 5-year period). No other violations of any air quality standards have been recorded during the 5-year time period. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site. The Pedestrian Master Plan would improve the air quality by recommending alternative modes of transportation and providing pedestrian networks. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. Therefore, the adoption of the Pedestrian Master Plan would not violate any air quality standard or contribute substantially to an existing or projected air quality violation. No impact is assessed. Rev. 12/13/07 ' ^ EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN c) No Impact. The air basin is currently in a state non-attainment zone for ozone and suspended fine particulates. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non-attainment under an applicable federal or state ambient air quality standard. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. The Pedestrian Master Plan would improve the air quality by recommending alternative modes of transportation and providing pedestrian networks. Therefore, the adoption of the Pedestrian Master Plan would not increase pollutants within the air basin. No impact is assessed. d) & e) No impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would expose sensitive receptors to substantial pollutant concentrations, or create objectionable odors affecting a substantial number of people. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. The Pedestrian Master Plan would improve the air quality by recommending alternative modes of transportation and providing pedestrian networks and would not create objectionable odors. No impact is assessed. IV. BIOLOGICAL RESOURCES - Would the project: a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by California Department of Fish and Game or U.S. Fish and Wildlife Service? b) Have a substantial adverse effect on any riparian, aquatic or wetland habitat or other sensitive natural community identified in local or regional plans, policies, or regulations or by California Department of Fish and Game or U.S. Fish and Wildlife Service? c) Have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act (including but not limited to marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact 10 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact a) - d) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would a) have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, b) have a substantial adverse effect on any riparian, aquatic or wetland habitat or other sensitive natural communities, c) have a substantial adverse effect on federally protected wetlands, or d) interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on biological resources. No impact is identified. e) & 0 No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would e) conflict with any local policies or ordinances protecting biological resources, or f) conflict with the provisions of an adopted Habitat Conservation Plan or Natural Community Conservation Plan. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on biological resources. No impact is identified. Potentially Significant Potentially Unless Less Than Significant Mitigation Significant No Impact Incorporated Impact Impact V. CULTURAL RESOURCES - Would the project: a) Cause a substantial adverse change in the significance of a historical resource as defined in §15064.5? b) Cause a substantial adverse change in the signifi- cance of an archeological resource pursuant to §15064.5? 11 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN c) Pot Sig Ir Directly or indirectly destroy a unique pale ontological resource or site or unique geologic feature? Potentially Significant entially Unless Less Than nificant Mitigation Significant No npact Incorporated Impact Impai X d) Disturb any human remains, including those interred outside of formal cemeteries? a) - d) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would cause a substantial adverse change in the significance of a historical, archeological, paleontological or geological resource, or disturb any human remains. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on cultural resources. No impact is identified. VI. GEOLOGY AND SOILS - Would the project: a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury or death involving: i. Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42. ii. Strong seismic ground shaking? iii. Seismic-related ground failure, including liquefaction? iv. Landslides? b) Result in substantial soil erosion or the loss of topsoil? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact 12 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse? d) Be located on expansive soils, as defined in Section 1802.3.2 of the California Building Code (2007), creating substantial risks to life or property? e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact ai) - aiv) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would expose people or structures to potential substantial adverse effects from the rupture of a known earthquake fault, strong seismic ground shaking, seismic-related ground failure, liquefaction, or landslides. There are no Alquist-Priolo Earthquake Fault zones within the City of Carlsbad and there is no other evidence of active of potentially active faults within the City. However, there are several active faults throughout Southern California, and these potential earthquakes could affect Carlsbad. Landslides are also a potential threat in parts of the City. All development proposals in Carlsbad are subject to requirements such as the California Building Code earthquake construction standards and soil remediation that when necessary ensure potential adverse effects are not significant. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on geological resources. No impact is identified. b) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in substantial soil erosion or the loss of topsoil. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on soil erosion. No impact is identified. c) - e) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in impacts to unstable or expansive soil conditions. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on soil conditions. No impact is identified. VII. HAZARDS AND HAZARDOUS MATERIALS - Would the project: a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact 13 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN b) Create a significant hazard to the public or environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or environment? e) For a project within an airport land use plan, or where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? f) For a project within the vicinity of a private airstrip, would the project result in a safety hazard for people residing or working in the project area? g) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? h) Expose people or structures to a significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact IE IE a) - d) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in hazards associated with exposure to hazardous materials. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on hazardous materials or create a hazardous condition. No impact is identified. e) & f) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in exposing people to hazards associated with an airport. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on hazardous materials or create a hazardous condition near an airport. No impact is identified. 14 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN g) & h) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would interfere with the implementation of an adopted emergency response or evacuation plan, or result in exposing people or structures to a significant risk from wildland fires. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on emergency responses or plans. No impact is identified. VIII. HYDROLOGY AND WATER QUALITY - Would the project: a) Violate any water quality standards or waste discharge requirements? b) Substantially deplete groundwater supplies or interfere substantially with ground water recharge such that there would be a net deficit in aquifer volume or a lowering of the local ground water table level (i.e., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, in a manner, which would result in substantial erosion or siltation on- or off- site? d) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, or substantially increase the flow rate or amount (volume) of surface runoff in a manner, which would result in flooding on- or off- site? e) Create or contribute runoff water, which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? f) Otherwise substantially degrade water quality? g) Place housing within a 100-year flood hazard area as mapped on a Federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood delineation map? h) Place within 100-year flood hazard area structures, which would impede or redirect flood flows? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact 15 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact i) Expose people or structures to a significant risk of loss, injury or death involving flooding, including flooding as a result of the failure of a levee or dam? j) Inundation by seiche, tsunami, or mudflow? k) Increase erosion (sediment) into receiving surface waters. 1) Increase pollutant discharges (e.g., heavy metals, pathogens, petroleum derivatives, synthetic organics, nutrients, oxygen-demanding substances and trash) into receiving surface waters or other alteration of receiving surface water quality (e.g. temperature, dissolved oxygen or turbidity? m) Change receiving water quality (marine, fresh or wetland waters) during or following construction? n) Increase any pollutant to an already impaired water body as listed on the Clean Water Act Section 303(d) list? o) Increase impervious surfaces and associated runoff? p) Impact aquatic, wetland, or riparian habitat? q) Result in the exceedance of applicable surface or groundwater receiving water quality objectives or degradation of beneficial uses? a) - 0 No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would conflict with any water quality standards, impact groundwater supplies/quality, alter any drainage pattern, impact the capacity of existing or planned stormwater drainage systems, or result in the degradation of water quality. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on hydrology or water quality. No impact is identified. g) - j) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in placing housing within a 100- year flood hazard area, create an impediment or redirect flood flows, or expose people or structures to flooding or inundation by seiche, tsunami or mudflow. Any future pedestrian routes requiring the expansion of the public right- of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on exposing people to flood hazards. No impact is identified. k) - q) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in increased erosion or pollutant discharges into any surface waters, change receiving water quality, increase pollutants to an already impaired water body, increase impervious surfaces, impact aquatic, wetland, or riparian habitat, or exceed receiving water quality 16 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN objectives. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on increasing erosion or pollutant discharges. No impact is identified. IX. LANDUSE AND PLANNING - Would the project: a) Physically divide an established community? b) Conflict with any applicable land use plan, policy, or regulation of an agency with jurisdiction over the project (including but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? c) Conflict with any applicable habitat conservation plan or natural community conservation plan? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact a) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in the division of an established community. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on an established community. No impact is identified. b) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect. The purpose of the adoption of the Pedestrian Master Plan is to provide a blueprint for pedestrian transportation in the City of Carlsbad. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on landuse and planning. No impact is identified. c) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would conflict with the any habitat conservation plan or natural community conservation plan. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not conflict with the City's Habitat Management Plan or the regional Multiple Habitat Conservation Plan. No impact is identified. X. MINERAL RESOURCES - Would the project: a) Result in the loss of availability of a known mineral resource that would be of future value to the region and the residents of the State? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact 17 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN b) Result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan, or other land use plan? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact a) & b) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in the loss of availability of a known mineral resource, or a locally important mineral resource recovery site. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on mineral resources. No impact is identified. XI. NOISE - Would the project result in: a) Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ordinance or applicable standards of other agencies? b) Exposure of persons to or generation of excessive groundbourne vibration or groundbourne noise levels? c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? e) For a project located within an airport land use plan or, where such a plan has not been adopted, within 2 miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? f) For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact a) - d) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in exposing people to excessive noise levels or groundbourne vibrations, or a permanent or temporary increase in ambient noise levels. Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further 18 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not expose people to an increase in noise levels. No impact is identified. e) & f) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in exposing people to excessive noise levels associated with an airport. As necessary, compliance with the Airport Land Use Compatibility Plan for McClellan-Palomar Airport, dated April 22, 2004, will ensure that future development avoids exposure to excessive noise levels within the vicinity of an airport Any future pedestrian routes requiring the expansion of the public right- of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on exposing people within the vicinity of an airport to an increase in noise levels. No impact is identified. XII. POPULATION AND HOUSING - Would the project: a) Induce substantial growth in an area either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? b) Displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere? c) Displace substantial numbers of people, necessitating the construction of replacement housing elsewhere? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact a) - c) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would induce substantial growth in an area either directly or indirectly, or displace substantial numbers of existing housing or people, necessitating the construction of replacement housing elsewhere. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on population and housing. No impact is identified. 19 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN XIII. PUBLIC SERVICES a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered government facilities, a need for new or physically altered government facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for any of the public services: i) Fire protection? ii) Police protection? iii) Schools? iv) Parks? v) Other public facilities? Potentially Significant Potentially Unless Significant Mitigation Impact Incorporated Less Than Significant No Impact Impact ai) - av) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in substantial adverse physical impacts associated with the provision of new or physically altered government facilities, in order to maintain acceptable service ratios, response times, or other performance objectives for any public service (fire & police protection, schools, parks, and other public facilities). Any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on public services. No impact is identified. XIV. RECREATION a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? b) Does the project include recreational facilities or require the construction or expansion of recreational facilities, which might have an adverse physical effect on the environment? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact 20 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN a) & b) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose, or affect any policy or standard that would increase the use of existing neighborhood and regional parks, such that substantial physical deterioration of the facility would occur or be accelerated, or construct recreational facilities, which might have an adverse physical effect on the environment. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on recreation. No impact is identified. XV. TRANSPORTATION/TRAFFIC - Would the project: a) Cause an increase in traffic, which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? e) Result in inadequate emergency access? f) Result in insufficient parking capacity? g) Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turn- outs, bicycle racks)? Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant Impact No Impact a) - g) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that might cause an increase in traffic, exceed a level of service standard, change air traffic patterns, substantially increase road hazards, result in inadequate emergency access, result in insufficient parking capacity, or conflict with an adopted policy, plan or program supporting alternative transportation. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian 21 Rev. 12/13/07 -26 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse impacts on transportation or traffic. No impact is identified. Less Than Significant No Impact Impact XVI. UTILITIES AND SERVICES SYSTEMS - Would the project: Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated a) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board? b) Require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which would cause significant environmental effects? c) Require or result in the construction of new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? d) Have sufficient water supplies available to serve the project from existing entitlements and resources, or are new or expanded entitlements needed? e) Result in a determination by the wastewater treatment provider, which serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? f) Be served by a landfill with sufficient permitted capacity to accommodate the project's solid waste disposal needs? g) Comply with federal, state, and local statutes and regulations related to solid waste? a) - g) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would exceed wastewater treatment requirements, or result in the need for new water, wastewater or solid waste systems. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, safety mechanisms and enhancements. Pedestrian routes will primarily be located within existing public right-of-ways, which may involve construction of sidewalk segments, accessibility and safety enhancements, and signage. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. However, any future pedestrian routes requiring the expansion of the public right-of-way or street improvements will be subject to further environmental review pursuant to CEQA on a project specific basis. As such, the proposed action will not have any adverse effects on utilities and service systems. No impact is identified. 22 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN Potentially Significant Impact Potentially Significant Unless Mitigation Incorporated Less Than Significant No Impact Impact XVII. MANDATORY FINDINGS OF SIGNIFICANCE a) Does the project have the potential to degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? b) Does the project have impacts that are individually limited, but cumulatively considerable? ("Cumula- tively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects?) c) Does the project have environmental effects, which will cause the substantial adverse effects on human beings, either directly or indirectly? a) - c) No Impact. Adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose or affect any policy or standard that would result in the potential to degrade the quality of the environment, or impact the habitat of a fish or wildlife species. No cumulative considerable impacts to the environment or substantial adverse effects on human beings will result from the action. As such, the proposed action will not have any impacts associated with mandatory findings of significance. No impact is identified. XVIII. EARLIER ANALYSES Earlier analyses may be used where, pursuant to the tiering, program EIR, or other CEQA process, one or more effects have been adequately analyzed in an earlier EIR or negative declaration. Section 15063(c)(3)(D). In this case a discussion should identify the following on attached sheets: a) Earlier analyses used. Identify earlier analyses and state where they are available for review. b) Impacts adequately addressed. Identify which effects from the above checklist were within the scope of and adequately analyzed in an earlier document pursuant to applicable legal standards, and state whether such effects were addressed by mitigation measures based on the earlier analysis. c) Mitigation measures. For effects that are "Less Than Significant with Mitigation Incorporated," describe the mitigation measures, which were incorporated or refined from the earlier document and the extent to which they address site-specific conditions for the project. 23 Rev. 12/13/07 EA 07-06 CITY OF CARLSBAD PEDESTRIAN MASTER PLAN EARLIER ANALYSIS USED AND SUPPORTING INFORMATION SOURCES The following documents were used in the analysis of this project and are on file in the City of Carlsbad Planning Department located at 1635 Faraday Avenue, Carlsbad, California, 92008. 1. Final Master Environmental Impact Report for the City of Carlsbad General Plan Update (MEIR 93-01). City of Carlsbad Planning Department. March 1994. 2. Carlsbad General Plan, City of Carlsbad Planning Department, dated March 1994. 3. Carlsbad Local Facilities Management Zones, City of Carlsbad Planning Department, as updated. 4. City of Carlsbad Municipal Code, Title 21 Zoning, City of Carlsbad Planning Department, as updated. 5. Habitat Management Plan for Natural Communities in the City of Carlsbad, City of Carlsbad Planning Department, final approval dated November 2004. 6. City of Carlsbad Geotechnical Hazards Analysis and Mapping Study, November 1992. 7. Airport Land Use Compatibility Plan McClellan-Palomar Airport, Carlsbad, California, dated April 22, 1994. 24 Rev. 12/13/07 Figure 6-1: Priority Intersections and Corridors Priority Intersections Priority Corridors Public Roads Private Roads 0 0.25 -0.5 1 Miles1 i i I i i I Figure 6-2: Roadways Without Sidewalk, Intersections Without Curb Ramps, Recommended Intersections for Truncated Domes Intersections Without Curt Ramps Recommended Intersections for Truncated Domes Public Roads Private Roads • Roadways Without Sidewalk Figure 6-3: Recommended Intersections for Signal Timing Adjustment and Audible Crossing Signals • Recommended Intersections for Audible Signals t'8 Signal Timing Adjustment Public Roads Private Roads Figure 6-4: Recommended Locations for High Visibility Crosswalks, Parking Restrictions and Signage Improvements Signage Improvements Parking Restrictions High Visibility Crosswalks Public Roads Private Roads 1 Miles STATt' OF CALIFORNIA ARNOLD SCHWARZENEGGER, Governor PUBLIC UTILITIES COMMISSION 320 WEST 4™ STREET, SUITE 500 LOS ANGELES. CA 90013 October 8, 2008 Marshall Plantz, Senior Civil Engineer City of Carlsbad 1635 Faraday Avenue Carlsbad, CA 92008 Dear Mr. Plantz: Re: SCH# 2008091063; Pedestrian Master Plan - EA 07-06 The California Public Utilities Commission (Commission) has jurisdiction over the safety of highway-rail crossings (crossings) in California. The California Public Utilities Code requires Commission approval for the construction or alteration of crossings and grants the Commission exclusive power on the design, alteration, and closure of crossings. The Commission is in receipt of the Notice of Completion & Environmental Document Transmittal- Negative Declaration from the State Clearinghouse. Commission's Rail Crossing Engineering Section (RCES) staff has concerns with any potential railroad impacts as a result of the project's enhancement or expansion over crossings on the NCTD rail line. In addition to Coaster commuter trains, the BNSF Railway, and National Railroad Passenger Corporation (Amtrak) operate freight and passenger trains over these lines respectively. City should arrange diagnostic meetings with RCES and NCTD to discuss mitigation measures for at affected crossings and, if necessary, file a GO88-B request for authority to modify an at-grade crossing. Information on filing GO 88-B requests, including a fill-in form, is available at the Commission's web site at: http://www.cpuc.ca.gov/stati c/transportation/crossings/filing+procedures/go88b_projects.htm If you have any questions, please contact Laurence Michael, Utilities Engineer at 213-576-7076, ldi@cpuc.ca.gov, or me at rxm@cpuc.ca.gov, 213-576-7078. UtilitieTEngneS ^ Rail Crossings Engineering Section Consumer Protection &'Safety Division C: Keith Kranda, NCTD City of Carlsbad Planning Department October 27, 2008 Rosa Munoz, PE Utilities Engineer Rail Crossings Engineering Section Consumer Protection & Safety Division 320 West 4th Street, Suite 500 Los Angeles, CA 90013 RE: EA 07-06 - ENVIRONMENTAL REVIEW OF THE CITY OF CARLSBAD'S PEDESTRIAN MASTER PLAN Thank you for submitting comments on the Draft Negative Declaration (ND) for the City of Carlsbad Pedestrian Master Plan (SCH No. 2008091063). Your letter dated October 8, 2008 states that the California Public Utilities Commission (CPUC) has jurisdiction over the safety of the highway-rail crossings in California, and that the Public Utilities Code requires Commission approval for the construction or alteration of crossings and grants the Commission exclusive power on the design, alteration, and closure of crossings. The adoption of the Pedestrian Master Plan does not include a proposal for physical development of any site, and it does not propose any construction that would alter or close any railroad crossings or interfere with railroad operations. The Pedestrian Master Plan provides recommendations for the construction of future pedestrian networks consisting of pedestrian routes, signage, accessibility improvements and safety mechanisms. The plan also identifies areas of pedestrian demand and needs, and recommends a variety of programs to allow safe, efficient, and convenient travel within Carlsbad and connecting to regional destinations. This Negative Declaration will satisfy the environmental review requirement pursuant to CEQA for these types of projects. The proposed pedestrian network is recommended to be located primarily within existing right- of-ways. Some segments of paths may be located in transportation corridors, such as the Coastal Rail Trail, which will require meetings with the appropriate Commission's Rail Crossing Engineer Section (RCES) staff and North County Transit District (NCTD) staff to discuss the project. However, any future pedestrian networks requiring the expansion of the public right-of- way, street improvements, or work within a transportation corridor will be subject to further environmental review pursuant to CEQA on a project specific basis. Thank you again for your comments. Sincerely, PAM DREW Associate Planner C: NCTD, Attn: Keith Kranda, 810 Mission Ave., Oceanside, CA 92054 Marshall Plantz, Senior Civil Engineer, City of Carlsbad 1635 Faraday Avenue • Carlsbad, CA 92008-7314 « (760) 602-4600 • FAX (760) 602-8559 • www.ci.carlsbad.ca.us NOTICE OF PUBLIC HEARING NOTICE IS HEREBY GIVEN to you that the City Council of the City of Carlsbad will hold a public hearing at the Council Chambers, 1200 Carlsbad Village Drive, Carlsbad, California, at 6:00 p.m. on Tuesday, March 17, 2009, to consider: 1. Adopting a resolution adopting a Negative Declaration (EA 07-06) and approving the Carlsbad Pedestrian Master Plan (Project No. 4002). The Carlsbad Pedestrian Master Plan provides a guide for the future development and enhancement of pedestrian facilities within the City, and promotes walking as an integral mode of transportation in Carlsbad. The Plan includes chapters which describe the benefits of walking, goals, objectives and policies, existing conditions, pedestrian needs analysis, recommended projects, encouraging people to walk, and implementation and funding. Those persons wishing to speak on this proposal are cordially invited to attend the public hearing. Copies of the agenda bill will be available on and after March 13, 2009. Copies of the proposed Carlsbad Pedestrian Master Plan and Negative Declaration Case No. EA 07-06 are available for public inspection at the City Clerk's Office, 1200 Carlsbad Village Drive, the Engineering Department, 1635 Faraday Avenue. Written and telephone inquiries may be directed to Marshall Plantz of the Engineering Department, 1635 Faraday Avenue, Carlsbad, CA 92008 (760) 602-2766. If you challenge the Carlsbad Pedestrian Master Plan in court, you may be limited to raising only those issues you or someone else raised at the public hearing described in this notice or in written correspondence delivered to the City of Carlsbad, Attn: City Clerk's Office, 1200 Carlsbad Village Drive, Carlsbad, CA 92008, at or prior to the public hearing. CASE FILE: EA 07-06, Project No. 4002 CASE NAME: Carlsbad Pedestrian Master Plan PUBLISH: March 7, 2009 CITY OF CARLSBAD CITY COUNCIL PROOF OF PUBLICATION (2010 & 2011 C.C.P.) This space is for the County Clerk's Filing Stamp STATE OF CALIFORNIA County of San Diego I am a citizen of the United States and a resident of the County aforesaid: I am over the age of eighteen years and not a party to or interested in the above- entitled matter. I am the principal clerk of the printer of North County Times Formerly known as the Blade-Citizen and The Times- Advocate and which newspapers have been adjudicated newspapers of general circulation by the Superior Court of the County of San Diego, State of California, for the City of Oceanside and the City of Escondido, Court Decree number 171349, for the County of San Diego, that the notice of which the annexed is a printed copy (set in type not smaller than nonpariel), has been published in each regular and entire issue of said newspaper and not in any supplement thereof on the following dates, to-wit: March 07th, 2009 Proof of Publication of MQT1QE OF PUBLIC HEARING Ing at the Council Chambers, 1 200we. Carlsbad, California, at 6:00larch 17, 2009, to consider: a resolution adopting a Negative Decla- The Carlsbad Pedestrian Master Plan provides aguide for the future development and enhancement ofpedestrian facilities within the City, and promoteswalking as an integral mode of transportation InCarlsbad. The Plan includes chapters which describethe benefits of, walking, goals, objectives and policies,existing conditions, pedestrian needs analysis, rec-ommended projects, encouraging people to walk, andimplementation and funding. 3 persons wishing to speak on this r......ally invited to attend the public heann,>f the agenda bill will be available on and an 3, 2009. ____ Carlsbad Pedestrian MasterDeclaration Case No. EA 07-06...... ion at the City Clerk's_____ „_ _ rive and the Engineer-Faraday Avenue If you challenge the Carlsbad Pedestrian Master Planin court, you may be limited to raising only. tnqse^s- described in .... ._.^ty of Carlsbad, Attn^ .Scad Village Drive, Cai else raised at the public hearior in written corresponde _lerk's, , CAto the public hearing. E FILE: EA 07-06, Project No. 4002"• Carisbad Pedestrian Master Planlarch 7, 2009 NCT 2201019 JLSBADIL I certify (or declare) under penalty of perjury that the foregoing is true and correct. Dated at OCEANSIDE, California Thii\09th, day of Marcj t -Ho Jane Allshouse NORTH COUNTY TIMES Legal Advertising Pedestrian Master Plan Prepared For City of Carlsbad Prepared By Alta Planning + Design August 25, 2008 City of Carlsbad Pedestrian Master Plan i August 25, 2008 Table of Contents 1.0 Introduction...........................................................................................................................................................1 1.1 Setting...................................................................................................................................................2 1.2 Plan Contents ......................................................................................................................................4 1.3 How Citizens Can Use This Plan.........................................................................................................5 1.4 How Will the City Use This Plan...........................................................................................................5 2.0 Benefits of Walking...............................................................................................................................................6 2.1 Why Walking is Important .....................................................................................................................6 2.1.1 Traffic and Air Quality.........................................................................................................6 2.1.2 Public Health......................................................................................................................6 2.1.3 Sense of Community..........................................................................................................9 2.2 Current Walking Rates in Carlsbad.......................................................................................................9 3.0 Goals, Objectives and Policies..........................................................................................................................12 3.1 Streets and Traffic Control ..................................................................................................................12 3.1.1 Goals................................................................................................................................12 3.1.2 Objectives........................................................................................................................12 3.1.3 Implementing Policies......................................................................................................13 3.2 Alternative Modes of Travel................................................................................................................13 3.2.1 Goals................................................................................................................................13 3.2.2 Objectives........................................................................................................................13 3.2.3 Implementing Policies......................................................................................................13 3.3 Overall Land Use Patterns ..................................................................................................................14 3.3.1 Goals................................................................................................................................14 3.3.2 Objectives........................................................................................................................14 3.3.3 Implementing Policies......................................................................................................14 3.4 Residential..........................................................................................................................................15 3.4.1 Goals................................................................................................................................15 3.4.2 Objectives........................................................................................................................15 3.4.3 Implementing Policies......................................................................................................15 3.5 Commercial.........................................................................................................................................15 3.5.1 Goals................................................................................................................................15 3.5.2 Objectives........................................................................................................................16 3.5.3 Implementing Policies......................................................................................................16 3.6 Village.................................................................................................................................................16 3.6.1 Goals................................................................................................................................16 3.6.2 Objectives........................................................................................................................16 3.6.3 Implementing Policies......................................................................................................17 3.7 Transportation Corridor.......................................................................................................................17 3.7.1 Goals................................................................................................................................17 3.7.2 Objectives........................................................................................................................17 3.7.3 Implementing Policies......................................................................................................17 4.0 Existing Conditions ............................................................................................................................................18 4.1 Sidewalks............................................................................................................................................18 4.2 Curb Ramps.......................................................................................................................................19 City of Carlsbad Pedestrian Master Plan ii August 25, 2008 4.3 Trails ..................................................................................................................................................22 4.4 Street Lights.......................................................................................................................................24 4.5 Crosswalks.........................................................................................................................................24 5.0 Pedestrian Needs Analysis ................................................................................................................................26 5.1 Pedestrian Generators........................................................................................................................26 5.1.1 Total Population and Employment Density ......................................................................26 5.1.2 Pedestrian Dependent Sub-Populations..........................................................................27 5.1.3 Final Pedestrian Generator Map......................................................................................32 5.2 Pedestrian Attractors...........................................................................................................................37 5.2.1 Schools, Parks, and Other Pedestrian Generating Land Uses........................................37 5.2.2 Transit Stops and Ridership.............................................................................................37 5.2.3 Final Pedestrian Attractor Map.........................................................................................40 5.3 Pedestrian Barriers .............................................................................................................................42 5.3.1 Freeways, Rail and Slopes ..............................................................................................43 5.3.2 Vehicular Travel Characteristics......................................................................................43 5.3.3 Pedestrian Accidents ......................................................................................................43 5.3.4 Final Pedestrian Barrier Map............................................................................................47 5.4 High Pedestrian Need Locations.........................................................................................................49 6.0 Recommended Projects .....................................................................................................................................52 6.1 Pedestrian Facility Prioritization.........................................................................................................52 6.2 Citywide Pedestrian Improvements.....................................................................................................53 6.2.1 Infill of Sidewalk Gaps......................................................................................................53 6.2.2 Americans with Disabilities Act (ADA) Improvements ......................................................56 6.2.3 Signalized Intersection.....................................................................................................57 6.2.4 Uncontrolled Crosswalk Improvements............................................................................60 6.2.5 Signage Improvements....................................................................................................62 6.2.6 Safe Routes to School .....................................................................................................62 6.3 Project Sheets.....................................................................................................................................63 7.0 Encouraging People to Walk..............................................................................................................................80 7.1 Pedestrian Awareness Programs.......................................................................................................80 7.1.1 Trail Blast Fitness Program.............................................................................................80 7.1.2 Walk to School ................................................................................................................81 7.1.3 Public Service Announcements.......................................................................................81 7.1.4 Walking Maps and Guides..............................................................................................82 7.1.5 Other Promotions ............................................................................................................83 7.2 Pedestrian Education Programs ........................................................................................................84 7.2.1 Safety Education Campaign............................................................................................84 7.2.2 Enforcement Education...................................................................................................85 7.2.3 Senior Citizen and Disabled Pedestrian Education.........................................................85 7.2.4 Teen & Adult Pedestrian Education Video......................................................................85 7.3 Safe Routes to School Program.........................................................................................................86 7.3.1 Benefits of a Safe Routes to School Program.................................................................87 7.3.2 Educational Measures.....................................................................................................88 7.3.3 Encouragement Measures and Incentives......................................................................89 ......................... 7.4 Enforcement of Pedestrian Laws .. ................................................................... 90 7.4.1 Targeted Enforcement .............................. ... ...... 9 ................... ............ ........................................................................ 7.4.2 Radar Trailer .... ., 91 ............................................................ ....................... 7.4.3 Neighborhood Speed Watch .. 91 8.0 Implementation and Funding ........................................................................................................................... 92 8.1 Capital Improvement Program ................... ., ................................................................................. 92 8.1.1 Cost Elements ........................ ., ....... ................................................................................. 92 8.1.2 Citywide Project Costs ...................... .... ................................................................. 93 8.1.3 Top 15 Priority Projects Costs ................................................ ........... ............................ 93 8.1.4 Program Costs ............................................................................................................. 95 8.2 Financial Plan ................................................................................................................................. 95 8.3 Funding Sources ................................................................................................................................. 97 8.3.1 Federal Funding Sources ........................................... ........... ........................................... 97 8.3.2 Statewide Funding Sources ......................................................................................... 98 8.3.3 Regional and Local Funding Sources ..................................................................... 101 This report is protected pursuant to 23 U . S . C . section 409 and is not discoverable, not to be used at trial . City of Carlsbad Pedestrian Master Plan iii August 25. 2008 City of Carlsbad Pedestrian Master Plan iv August 25, 2008 List of Figures Figure 1-1: Regional Setting.....................................................................................................................................3 Figure 2-1: Walking Trips based on California Health Interview Survey...................................................................7 Figure 2-2: Annual Obesity in California by Body Mass Index..................................................................................8 Figure 2-3: Obesity in California and San Diego County..........................................................................................8 Figure 2-4: 2000 Walking Commuters Per Acre.....................................................................................................10 Figure 4-1: 2007 Sidewalk Inventory......................................................................................................................20 Figure 4-2: 2007 Intersections Without Curb Ramps .............................................................................................21 Figure 4-3: 2007 Trail Facilities..............................................................................................................................23 Figure 4-4: 2007 Street Light Inventory..................................................................................................................25 Figure 5-1: 2000 Population Per Acre....................................................................................................................28 Figure 5-2: 2004 Employment Per Acre.................................................................................................................29 Figure 5-3: 2000 Youth Population (Age <16 years) Per Acre...............................................................................30 Figure 5-4: 2000 Senior Population (Age > 65 years) Per Acre.............................................................................31 Figure 5-5: 2000 Physically Disabled Population Per Acre....................................................................................33 Figure 5-6: 2000 Median Household Income .........................................................................................................34 Figure 5-7: Final Pedestrian Generator Map..........................................................................................................35 Figure 5-8: 2006 Schools, Parks and Other Pedestrian Attracting Land Uses.......................................................38 Figure 5-9: 2005 Transit Facilities and Ridership...................................................................................................39 Figure 5-10: Final Pedestrian Attractor Map.............................................................................................................41 Figure 5-11: Steep Slopes and Infrastructure-Related Pedestrian Barriers .............................................................44 Figure 5-12: 2007 Traffic Volumes and Posted Speeds...........................................................................................45 Figure 5-13: Carlsbad Pedestrian Collisions (2001-2006)........................................................................................46 Figure 5-14: Final Pedestrian Barrier Map. ..............................................................................................................48 Figure 5-15: Carlsbad Pedestrian Need Map...........................................................................................................50 Figure 5-16: Carlsbad Pedestrian Priority Areas......................................................................................................51 City of Carlsbad Pedestrian Master Plan v August 25, 2008 Figure 6-1: Priority Intersections and Corridors......................................................................................................54 Figure 6-2: Recommended Citywide Sidewalk Infill & Installation of Curb Ramps and Truncated Domes.............55 Figure 6-3: Citywide Recommended Signal Timing Adjustments and Installation of Audible Signal Heads...........59 Figure 6-4: Citywide Recommendations for Installation of High Visibility Crosswalks, Parking Restrictions, and Signage Improvements........................................................................................................................61 List of Tables Table 4.1 City of Carlsbad Roadways Without Sidewalks by Quadrant.................................................................19 Table 4.2 City of Carlsbad Curb Ramp Conditions by Quadrant............................................................................19 Table 5.1 Pedestrian Generator Weights and Multipliers Used to Create the Final Pedestrian Generator Map....36 Table 5.2 City of Carlsbad Distance-Based Pedestrian Attractor Multipliers..........................................................40 Table 5.3 City of Carlsbad Pedestrian Attractor Weights & Distance-Based Multipliers........................................42 Table 5.4 Pedestrian Barrier Weights and Multipliers Used to Create the Final Pedestrian Barrier Map...............47 Table 6.1 Top 15 Priority Projects..........................................................................................................................64 Table 8.1 Pedestrian Improvement Basic Unit Costs.............................................................................................93 Table 8.2 Citywide Project Costs ...........................................................................................................................94 Table 8.3 Priority Intersection and Corridor Project Costs .....................................................................................94 Table 8.4 Costs of Programs Recommended in the Plan......................................................................................95 Table 8.5 City of Carlsbad Pedestrian Plan 20-Year Costs ...................................................................................96 Table 8.6 Summary of Federal, State, Regional and Local Pedestrian Facility/Programs Funding Sources.......104 Chapter 1 – Introduction City of Carlsbad Pedestrian Master Plan 1 August 25, 2008 1.0 Introduction The City of Carlsbad Pedestrian Master Plan guides the future development and enhancement of pedestrian facilities within the city, and intends to make walking an integral mode of transportation in Carlsbad. This plan was developed with extensive input from the community and seeks to meet Carlsbad’s needs and desires for pleasant, enjoyable and safe places to walk. What will Carlsbad be like for pedestrians in the future? This Master Plan offers a vision of a future Carlsbad where: • People can conveniently walk to their destinations. • People feel safe walking. • Facilities are provided for people from all age groups. • People with disabilities are more easily mobile. • Visitors are attracted to the enhanced walking environment. • Commercial streets are exciting places to visit. The goals, policies and strategies outlined in this Plan can turn this vision into a reality. It includes phased recommendations that will encourage people to walk more for short trips, enhance the environment for people with disabilities and children walking to school, and lead overall to an increase in the number of pedestrian trips. It focuses on enhancing pedestrian safety in crosswalks and along streets, and provides a blueprint for improving residents’ quality of life, creating a more sustainable environment, and reducing traffic, noise and energy consumption. Carlsbad City leaders, staff and residents are committed to ensuring that future growth results in a city with a truly multi-modal transportation network, where pedestrian facilities are fully integrated and residents can walk comfortably and pleasurably between a variety of destinations. This pedestrian plan builds on Carlsbad’s past planning efforts to enhance the pedestrian environment in future development. Providing these walking opportunities will decrease residents’ dependence on vehicles, and will help to preserve and promote Carlsbad as a place where people want to live, work, and visit. Chapter 1 – Introduction City of Carlsbad Pedestrian Master Plan 2 August 25, 2008 1.1 Setting The City of Carlsbad is situated in the northwest corner of San Diego County along the Pacific Ocean. It encompasses approximately forty square miles of land, and is bordered on the north by the City of Oceanside, on the northeast by the City of Vista and the unincorporated County of San Diego, on the east by the City of San Marcos, and on the south by the City of Encinitas. With a current population of about 104,000, it is the fifth most populated city in the San Diego region. The topography of Carlsbad varies, with three significant lagoons traversing the city east to west (Buena Vista Lagoon, Agua Hedionda Lagoon, and Batiquitos Lagoon). Figure 1-1 displays the City of Carlsbad within the San Diego region. One of the most vibrant areas of pedestrian activity in the City of Carlsbad is its downtown, known as the Carlsbad Village. The “Village” has a unique development character and is noted for its attractive architecture, shopping, dining, public art and inviting pedestrian streetscape. The Village is situated in the western part of what is known as Olde Carlsbad – the boundaries of the City’s original incorporation (south of Buena Vista Lagoon, north of Cannon Road, and west of El Camino Real). Olde Carlsbad is part of the more urbanized northern half of the City, and possesses quaint residential communities to the east of the Village which integrate rustic character into an attractive urban setting. The central portion of the City surrounding McClellan-Palomar Airport functions as a large base for office and industrial employment. Residential development is limited in this area due to the proximity of the airport and industrial uses. The remaining parts of Carlsbad, to the east and south Figure 1-1:Regional Setting 0 2 41 Miles City of Carlsbad City of Oceanside City of Escondido City of San Diego City of Encinitas City of Poway Source: Alta Planning + Design - SANDAG, 2007805 15 8 5 78 56 52 163 67 125 94 City of Vista City ofSan Marcos Paci f i c Ocean Chapter 1 – Introduction City of Carlsbad Pedestrian Master Plan 4 August 25, 2008 are in some of the most challenging topography of the City. These areas are characterized by newly urbanized developments providing some of the most state-of-the-art public facilities including new schools, parks, and a library. There are also several regional tourist attractions in this area including Legoland, California, the Flower Fields, the Four Seasons Resort, and the La Costa Resort and Spa. 1.2 Plan Contents The Carlsbad Pedestrian Plan is organized according to the following chapters: • Chapter 2: Benefits of Walking This chapter discusses the benefits of walking for the environment, for individuals, and for the overall Carlsbad’s community. It also includes a summary of Carlsbad’s existing walking statistics. • Chapter 3: Goals, Objectives and Policies This chapter presents the vision for Carlsbad’s pedestrian network, based on the City’s General Plan, as well as extensive public input. • Chapter 4: Existing Conditions This chapter summarizes the location and quantities of key pedestrian facilities within the City of Carlsbad, including sidewalks, curb ramps, trails, and street lights. The location and quantities of missing facilities is also summarized. • Chapter 5: Pedestrian Needs Analysis This chapter presents an analysis of those factors – pedestrian attractors, generators and barriers – indicating high pedestrian need across the City of Carlsbad. The chapter concludes by calling out pedestrian planning focus areas that provide a framework for the identification of pedestrian projects. • Chapter 6: Recommended Projects This chapter presents pedestrian projects to improve pedestrian accessibility and circulation in Carlsbad. The total cost for implementing all of the recommended capital improvement projects in Chapter 6 is approximately $23 million. Project sheets are provided for top 15 priority pedestrian project locations. Chapter 1 – Introduction City of Carlsbad Pedestrian Master Plan 5 August 25, 2008 • Chapter 7. Encouraging People to Walk This chapter presents non-infrastructure programs intended to educate, encourage and increase awareness of pedestrians in Carlsbad. • Chapter 8: Implementation and Funding This chapter focuses on implementation and funding for the Pedestrian Master Plan and sets out a program of projects to be implemented over the next 20 years. This chapter also outlines available regional, state and federal funding sources that can provide project funding and a brief description of program features such as minimum local match requirements or limitations on eligible projects. 1.3 How Citizens Can Use This Plan Citizens can use this Pedestrian Master Plan to ensure that pedestrian needs and conditions are properly identified, and assist the City in keeping this Plan accurate over time as it is updated. Citizens can also identify City priorities and proposals and how and when they may impact their own neighborhoods or walking routes. Most importantly, citizens can use this Plan to identify the various tools and strategies that are available to improve conditions on their streets, and work with the City to help fund and implement these improvements. 1.4 How Will the City Use This Plan This document will serve as a technical resource for the City to guide the implementation of goals and policies in Chapter 3. This document will help City staff with the following steps: • Understand the constraints, opportunities and setting that will define project feasibility • Identify appropriate programs and plans • Identify areas where further neighborhood input is necessary • Prioritize projects • Identify funding sources Chapter 2 – Benefits of Walking City of Carlsbad Pedestrian Master Plan 6 August 25, 2008 2.0 Benefits of Walking 2.1 Why Walking is Important Walking is important to Carlsbad’s future due to its potential to address several interrelated challenges, including traffic, air quality, public health and creating a sense of community. By planning a city that is more walkable than current development patterns allow, the City can affect all of these areas, which collectively can have a profound influence on existing and future quality of life in Carlsbad. 2.1.1 Traffic and Air Quality Each time a Carlsbad driver chooses to walk, one car is removed from the road. As Carlsbad becomes more inviting to pedestrians, increasing numbers of shopping, restaurant, school and recreational trips will be made on foot. Cumulatively, this pattern may reduce traffic in some neighborhoods, which can also improve air quality. Because pedestrians breathe air without the benefit of air conditioning and tend to respire at a faster rate than automobile occupants, improving air quality in walkable communities is even more important than elsewhere. 2.1.2 Public Health In recent years, public health professionals and urban planners have become increasingly aware that the impacts of automobiles on public health extend far beyond asthma and other respiratory conditions caused by air pollution. There is a much deeper understanding of the connection between the lack of physical activity resulting from auto-oriented community designs and various health-related problems such as obesity and other chronic diseases. Although diet and genetic predisposition contribute to these conditions, physical inactivity is now widely understood to play a significant role in the most common chronic diseases in the US, including coronary heart disease, stroke and diabetes1—each of which is a leading cause of death in Carlsbad. In 2003-05 (the most 1 McKenna, M.T., Taylor, W.R., Marks, J.S., & Koplan, J.P., “Current issues and challenges in chronic disease and control” in Chronic Disease Epidemiology and Control, 2nd edition, American Public Health Assn. , 1988. Chapter 2 – Benefits of Walking City of Carlsbad Pedestrian Master Plan 7 August 25, 2008 recent period for which data is available) 26 percent of all deaths in the north coastal region of San Diego County were from heart disease2. Stroke and diabetes were responsible for an additional nine percent of deaths during this period. Figure 2-1 shows that walking statistics for San Diego County are a small margin greater than statewide statistics. The Figure shows responses to the survey question: “Have you walked for transportation, fun, or exercise during the past week?” As shown, nearly 21 percent of San Diego County respondents and 22 percent of California respondents did not walk for any purpose in the previous week. Figure 2-1: Walking Trips based on California Health Interview Survey Physical inactivity can lead to the growing trend of obesity. As Figure 2-2 shows, obesity or body mass index (weight in kilograms divided by height in meters squared) has been on the rise for the last decade in California. 2 County of San Diego, HHSA, Public Health Services, Community Health Statistics Unit, 2007 0 10 20 30 40 50 60 70 80 90 Walked for transportation, fun, exercise Did not walk for transportation, fun, exercise San Diego County California Source: 2005 California Health Interview Study Percent Chapter 2 – Benefits of Walking City of Carlsbad Pedestrian Master Plan 8 August 25, 2008 0 5 10 15 20 251990199119921993199419951996199719981999200020012002 YearConfidence IntervalSource: CDC.gov Figure 2-2: Annual Obesity in California by Body Mass Index Like the state of California, San Diego County also has a growing trend of obesity. Figure 2-3 shows BMI categorized as underweight, normal, overweight and obese. As shown, San Diego County has approximately two percent more respondents within the normal category than the state of California; however a majority of respondents were either overweight or obese in both the County and the entire state. Figure 2-3: Obesity in California and San Diego County 0 5 10 15 20 25 30 35 40 45 50 Underweight Normal Overweight Obese Percent Source: 2005 California Health Interview Study California San Diego County Body Mass Index Chapter 2 – Benefits of Walking City of Carlsbad Pedestrian Master Plan 9 August 25, 2008 Obesity alone is a health issue and it can also lead to other chronic diseases such as heart disease and diabetes. According to the County of San Diego Health and Human Services Department, heart disease was a leading cause of death between 2003 and 2005 in the County. By providing a pedestrian-friendly environment more people will walk on a regular basis and can help reverse these health trends. In response to these trends, the public health profession has begun to advocate for the creation of walkable neighborhoods as one of the most effective ways to encourage active lifestyles. Studies show that 43 percent of people with safe places to walk within 10 minutes of home meet recommended activity levels, compared to only 27 percent of those without safe places to walk.3 As Carlsbad becomes a more walkable city, Carlsbad’s population will have more opportunities to exercise, ideally resulting in a higher proportion of Carlsbad residents achieving recommended activity levels. 2.1.3 Sense of Community City’s in which people walk provide more opportunities for chance meetings than do areas where travel is primarily by automobile. Such serendipitous encounters help neighbors get better- acquainted and provide eyes on the street, which can make an area feel and be safer. Carlsbad residents’ sense of living in a cohesive community will be enhanced as the City focuses future residential growth in compact, walkable communities, creates shopping districts that cater to those on foot, and provides facilities that enhance the pedestrian experience. 2.2 Current Walking Rates in Carlsbad According to the 2000 Census, 775 people in Carlsbad reported walking to work. This represents about 0.79% of the commuting population of the City. The proportion of Carlsbad commuters who walk is less than that for the overall San Diego region, which is approximately 3.4%. Figure 2-4 displays the percent of pedestrian commuters by census block groups. Population residing in the Village reported the highest rates of pedestrian commuting. There are also pockets of high 3 Powell, K.E., Martin, L., Chowdhury, P.P., “Places to walk: Convenience and regular physical activity” in American Journal of Public Health, 2003. Figure 2-4:2000 Walking Commuters Per Acre 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e Str e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Park way Alga Road Calle Barcelona 5 Source: Alta Planning + Design, Census Block Groups, US Census/SanGIS, 2000Poins e ttia L a n e Walking Commuters Per Acre Less than 0.25 0.26 - 1 1.01 - 2 Greater than 2 Chapter 2 – Benefits of Walking City of Carlsbad Pedestrian Master Plan 11 August 25, 2008 pedestrian commuting in the area roughly bound by Monroe Street, Carlsbad Village Drive, El Camino Real and Tamarack Avenue; and at the southwest corner of Avenida Encinas and Poinsettia Lane. Chapter 3 – Goals, Objectives and Policies City of Carlsbad Pedestrian Master Plan 12 August 25, 2008 3.0 Goals, Objectives and Policies This section presents the recommended goals, objectives and policies for the Carlsbad Pedestrian Master Plan. The goals and objectives provide the long-term vision and serve as the foundation of the plan, while the policies provide more specific descriptions of actions to undertake to implement the plan. As part of the Pedestrian Master Plan, the goals, objectives and implementing policies of the existing 2004 General Plan Circulation and Land Use Elements have been expanded upon to provide an updated and comprehensive set of goals, objectives and policies covering Streets and Traffic Control, Alternative Modes of Transportation, Overall Land Use Policies, Residential Land Uses, Commercial Land Uses and the Village. Goals, objectives and policies shown in italics are taken directly from these existing General Plan Circulation and Land Use Elements. 3.1 Streets and Traffic Control 3.1.1 Goals Goal 1. A City with inviting streetscapes that encourage walking and promote a sense of neighborhoods in residential developments. ( Street and Traffic Control Goal A.5) Goal 2. A City with streets designed to balance vehicular requirements with the needs of all pedestrians including children, the elderly and the disabled. (Street and Traffic Control Goal A.6) Goal 3. A City with a circulation system that promotes alternative transportation such as walking, bicycling and public transportation. (Street and Traffic Control Goal A.8) 3.1.2 Objectives Objective 1. To design streets for the safe and efficient movement of people, goods and services in the most environmentally sound manner possible. (Street and Traffic Control Objective B.2) Objective 2. To design new subdivisions with streets where trees, parkways and traffic calming measures beautify neighborhoods, slow vehicle speeds, maintain on-street parking and encourage residents to walk or bicycle. (Street and Traffic Control Objective B.8) Chapter 3 – Goals, Objectives and Policies City of Carlsbad Pedestrian Master Plan 13 August 25, 2008 3.1.3 Implementing Policies Policy 1. Require new subdivisions to provide walkways linking homes with stores, schools, businesses and transportation corridors, etc. (Street and Traffic Control Implementing Policy C.20) Policy 2. Require new subdivisions to incorporate parkways to encourage pedestrian activity. (Street and Traffic Control Implementing Policy C.21) Policy 3. Require residential subdivisions to provide street connectivity to the maximum extent feasible by limiting the use of single access streets. (Street and Traffic Control Implementing Policy C.22) 3.2 Alternative Modes of Travel 3.2.1 Goals Goal 1. A City which promotes, encourages, and accommodates a variety of transportation modes as alternatives to the automobile. (Alternative Modes of Transportation Goal A) 3.2.2 Objectives Objective 1. To provide infrastructure and facilities necessary to accommodate pedestrians, bicycles, and other non- automobile modes of transportation. (Alternative Modes of Transportation Objective B.1) Objective 2. To reduce the number and severity of vehicular, bicycle and pedestrian-related accidents. (Alternative Modes of Transportation Objective B.2) Objective 3. To prioritize future sidewalk construction. (Alternative Modes of Transportation Objective B.3) 3.2.3 Implementing Policies Policy 1. Encourage the construction of sidewalks along all public roadways with special emphasis given to collectors, arterials, and areas with high pedestrian traffic generators such as schools, commercial centers, transportation facilities, public buildings, beaches and parks. (Alternative Modes Implementing Policy C.1) Policy 2. Encourage pedestrian circulation in commercial areas through the provision of convenient parking facilities, increased sidewalk widths, pedestrian-oriented building designs, landscaping, street lighting and street furniture. (Alternative Modes Implementing Policy C.2) Policy 3. Design pedestrian spaces and circulation in relationship to land uses and available parking for all new construction and redevelopment. (Alternative Modes Implementing Policy C.3) Policy 4. Link public sidewalks to the network of public and private trail systems. (Alternative Modes Implementing Policy C.4) Chapter 3 – Goals, Objectives and Policies City of Carlsbad Pedestrian Master Plan 14 August 25, 2008 Policy 5. Provide for handicapped access to and along public sidewalks and along as much of the trail system as feasible. (Alternative Modes Implementing Policy C.5) Policy 6. Install sidewalks and trail systems within existing and new industrial developments. (Alternative Modes Implementing Policy C.6) Policy 7. Encourage school districts to implement safety programs for pedestrians and bicyclists within the public school system. (Alternative Modes Implementing Policy C.7) Policy 8. Maintain a Traffic Safety Commission composed of Carlsbad citizens for the purpose of studying matters of traffic and pedestrian safety and making recommendations to the City Council regarding measures to promote and improve traffic and pedestrian safety. (Alternative Modes Implementing Policy C.8) Policy 9. Employ improved traffic control devices and monitor police accident reports to increase pedestrian and bicyclist safety. (Alternative Modes Implementing Policy C.9) Policy 10. Prepare and maintain an inventory of all missing and incomplete sidewalk segments within the City for the purpose of prioritizing future sidewalk connections. (Alternative Modes Implementing Policy C.10) Policy 11. Provide linkage to bus, pedestrian and bicycle routes from any new light rail commuter transit facility. (Alternative Modes Implementing Policy C.18) Policy 12. Encourage passive and active use of the railroad right-of-way as trail linkage and bicycle pathway. (Alternative Modes Implementing Policy C.19) 3.3 Overall Land Use Patterns 3.3.1 Goals Goal 1. A City which provides for an orderly balance of both public and private land uses within convenient and compatible locations throughout the community and ensures that all such uses, type, amount, design and arrangement serve to protect and enhance the environment, character and image of the City. (Overall Land Use Pattern Goal A.2) 3.3.2 Objectives Objective 1. To create a distinctive sense of place and identity for each community and neighborhood of the City through the development and arrangement of various land use components. (Overall Land Use Pattern Objective B.1) 3.3.3 Implementing Policies Policy 1. Use the Pedestrian Design Guidelines contained in this Plan to guide development of pedestrian facilities. Chapter 3 – Goals, Objectives and Policies City of Carlsbad Pedestrian Master Plan 15 August 25, 2008 Policy 2. Encourage new subdivisions to incorporate street designs, appropriate widths, and standards to reduce vehicle speeds and encourage pedestrian activity. Policy 3. Evaluate each application for development of property with regard to the following specific criteria: • The provision of public and/or private usable open space and/or pathways designated in the Open Space and Parks and Recreation Elements. • Contributions to and extensions of existing systems of foot or bicycle paths, equestrian trails, and the greenbelts provided for in the Circulation, Parks and Recreation and Open Space Elements of the General Plan. • Development proposals which are designed to provide safe, easy pedestrian and bicycle linkages to nearby transportation corridors. (Overall Land Use Pattern Implementing Policy C.7) 3.4 Residential 3.4.1 Goals Goal 1. A City with neighborhoods that have a sense of community where residents including children, the disabled and the elderly feel safe and comfortable traveling to daily destinations; where homes and trees line the streets; where central gathering places create focal points; and where recreation areas are provided for a variety of age groups. (Residential Land Use Goal A.2) 3.4.2 Objectives Objective 1. To ensure that new development is designed with the focus on residents instead of the automobile by providing: pedestrian-friendly, tree-lined streets; walkways to common destinations such as schools, parks and stores; homes that exhibit visual diversity, pedestrian-scale and prominence to the street; and recreation amenities for a variety of age groups. (Residential Land Use Objective B.5) 3.4.3 Implementing Policies Policy 1. Require new residential development to provide pedestrian and bicycle linkages, when feasible, which connect with nearby community centers, parks, schools, points of interest, major transportation corridors and the proposed Carlsbad Trail System. (Residential Land Use Implementing Policy C.11) 3.5 Commercial 3.5.1 Goals Goal 1. A City that provides for the development of compatible, conveniently located local shopping centers. (Commercial Land Use Goal A.2) Chapter 3 – Goals, Objectives and Policies City of Carlsbad Pedestrian Master Plan 16 August 25, 2008 3.5.2 Objectives Objective 1. To ensure that all residential areas are adequately served by commercial areas in terms of daily shopping needs which include convenience goods, food, and personal services. “Adequately served” means no residential area is outside the primary trade area of the nearest local shopping center. (Commercial Land Use Objective B.2) 3.5.3 Implementing Policies Policy 1. Build and operate local shopping centers in such a way as to complement but not conflict with adjoining residential areas. This shall be accomplished by: • Providing bicycle and pedestrian links between proposed local commercial centers and surrounding residential uses. (Commercial Land Use Implementing Policy C.3) Policy 2. Comprehensively design all commercial centers to address common ingress and egress, adequate off- street parking and loading facilities. Each center should be easily accessible by pedestrians, bicyclists, and automobiles to nearby residential development. (Commercial Land Use Implementing Policy C.4) Policy 3. Ensure that all commercial development provides a variety of courtyards and pedestrian ways, bicycle trails, landscaped parking lots, and the use of harmonious architecture in the construction of buildings. (Commercial Land Use Implementing Policy C.7) 3.6 Village 3.6.1 Goals Goal 1. A City which preserves, enhances, and maintains the Village as a place for living, working, shopping, recreation, civic and cultural functions while retaining the village atmosphere and pedestrian scale. (Village Land Use Goal A.1) Goal 2. A City which creates a distinct identity for the Village by encouraging activities that traditionally locate in a pedestrian-oriented downtown area, including offices, restaurants, and specialty retail shops. (Village Land Use Goal A.2) Goal 3. A City that encourages a variety of complementary uses such as a combination of residential and commercial uses to generate pedestrian activity and create a lively, interesting social environment and a profitable business setting. (Village Land Use Goal A.4) 3.6.2 Objectives Objective 1. To implement the Redevelopment Plan by developing a comprehensive plan to address the unique residential and commercial needs of this segment of the community. (Village Land Use Objective B) Chapter 3 – Goals, Objectives and Policies City of Carlsbad Pedestrian Master Plan 17 August 25, 2008 3.6.3 Implementing Policies Policy 1. Seek ways of strengthening existing establishments through façade and streetscape improvements, upgraded public and private landscaping and aesthetically-upgraded signage. (Village Land Use Implementing Policy C.4) Policy 2. Promote the inclusion of housing opportunities in the Village as part of a mixed-use concept. (Village Land Use Implementing Policy C.5) 3.7 Transportation Corridor 3.7.1 Goals Goal 1. A City which supports the improvement and modernization of railroad facilities within Carlsbad and the region. (Transportation Corridor Land Use Goal) 3.7.2 Objectives Objective 1. To encourage the use of the excess railroad right-of-way for landscaping, parking facilities, recreation areas, trails and similar uses. (Transportation Corridor Land Use Objective B.2) 3.7.3 Implementing Policies Policy 1. Adopt a comprehensive plan addressing the design and location of future commuter rail stations as well as methods of improving the appearance and public use of the railroad right-of-way. (Transportation Corridor Land Use Implementing Policy) Chapter 4 – Existing Conditions City of Carlsbad Pedestrian Master Plan 18 August 25, 2008 4.0 Existing Conditions The most basic elements of the pedestrian network are sidewalks, trails, crosswalks, and curb ramps. Sidewalks provide a space for pedestrian activity separated from motor vehicle traffic. Curb ramps provide a transition between the raised sidewalk and the crosswalk for persons using mobility assistance devices. Trails also provide a separation from motor vehicle traffic, although pedestrians may have to share trails with bicyclists and other non-motorized users. These elements should form a connected network that is functional, safe, and encourages people to walk. The following sections describe the key elements of the City of Carlsbad pedestrian network, including sidewalks, curb ramps, street lights, and trails. Gaps and areas of low pedestrian facility coverage are highlighted. 4.1 Sidewalks According to the most recent sidewalk inventory, there are currently about 500 linear miles of sidewalk within Carlsbad. Approximately 305 miles of a total 339 miles of publically-maintained Carlsbad roadways (or roughly 90% percent), provide sidewalks within the roadway cross-section, along one or two sides of the roadway. There are approximately 33.7 miles of roadway within the City that do not provide sidewalks. The City of Carlsbad maintains an inventory of sidewalks in a GIS database that allows the sidewalk network to be mapped and analyzed. Table 4.1 summarizes roadways without sidewalks by City of Carlsbad quadrant. As shown, the Northwest and Southwest quadrants currently have the highest proportion of total roadways without sidewalks, with roughly 56.1% of all roadways without sidewalks in the Northwest quadrant, and 21.7% of all roadways without sidewalks in the Southwest quadrant. Almost 93% of the City’s sidewalks are 5 feet wide. Approximately 3%, or 14.4 miles, of City sidewalks are wider than 5 feet, ranging from 5.5 feet to 20 feet. Most of the wider sidewalks are located in the Village along Carlsbad Village Drive, State Street, Grand Avenue, Madison Avenue, and Carlsbad Boulevard along the beach. Sidewalks in downtown, where present, are typically 10 feet wide. Chapter 4 – Existing Conditions City of Carlsbad Pedestrian Master Plan 19 August 25, 2008 Figure 4-1 displays the roughly 500 total miles of existing sidewalks in the City of Carlsbad, as well as the roadways without sidewalks. Table 4.1 City of Carlsbad Roadways Without Sidewalks by Quadrant Quadrant Miles of Roadways without Sidewalks Percent of Total Missing Sidewalks Northwest 18.9 miles 56.1% Northeast 3.6 miles 10.7% Southwest 7.3 miles 21.7% Southeast 3.9 miles 11.5% TOTAL 33.7 miles 100% Source: Alta Planning + Design, City of Carlsbad 2007 Sidewalks Shapefile 4.2 Curb Ramps According to the most recent curb ramp inventory there are 4,623 curb ramps in the City of Carlsbad. Figure 4-2 displays intersections without curb ramps in the City of Carlsbad. Table 4.2 summarizes the City’s curb ramp conditions by city quadrant. Table 4.2 City of Carlsbad Curb Ramp Conditions by Quadrant Quadrant Total Curb Ramps Curb Ramps in “Good” Condition Curb Ramps in “Fair” Condition Curb Ramps in “Poor” Conditions Northwest 1,390 1,352 (97%) 35 (2.5%) 3 (0.5%) Northeast 674 627 (93%) 46 (6.9%) 1 (0.1%) Southwest 838 760 (90.9%) 77 (9.0%) 1 (0.1%) Southeast 1,716 1,502 (87.5%) 214 (12.5%) 0 TOTAL 4,618 4,241 (91%) 372 (8%) 5 (<1%) Source: Alta Planning + Design, City of Carlsbad 2007 Curb Ramp Shapefile Figure 4-1:2007 Sidewalk Inventory 0 0.5 10.25 MilesCannon RoadEl Camino RealPalomar Airport Road Co llege Bou levardState Street La Costa Avenue Batiquit os Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardM arron Road Carls ba d Vill age Drive Aviar a Parkway Alga Road Cal le Barce lona 5 Source: Alta Planning + Design, City of Carlsbad (2007)Tam arack Aven ue Poinsettia Lane Streets With No Sidewalks Public Roads Private Roads Figure 4-2: 2007 IntersectionsWithout Curb Ramps 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oad Col lege Bou le vardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, TAZ Demographics, SANDAG, 2004Tam a rack Avenue Poinsettia Lane Intersections Without Curb Ramps Public Roads Private Roads Chapter 4 – Existing Conditions City of Carlsbad Pedestrian Master Plan 22 August 25, 2008 Approximately 91% of the curb ramps are rated as being in “good” condition, 8% are rated as being in “fair” condition, and less than 1% are rated as being in “poor” condition. Curb ramps in poor condition were identified at the following locations: El Camino Real/EB SR-78 On-Ramp, Monroe Street/Marron Road, Marron Road/Jefferson Street, Ivy Street/Daisy Avenue, and Halley Drive/Faraday Avenue. 4.3 Trails The Carlsbad Citywide Trails network covers approximately 95 miles. Figure 4-3 displays the current and planned trail system in the City of Carlsbad. Excluding existing sidewalk and bike lane connections (which account for 73.2 miles of the system), there are approximately 22 miles of trail network. There are 17.7 miles of existing unpaved trails, while the remaining trails are paved. The Carlsbad trail system includes three large sub-networks, as follows: • Aviara Trail runs through residential subdivisions in southern Carlsbad and near Batiquitos Lagoon, • Rancho Carrillo Trail runs through residential subdivisions in southeast Carlsbad, and • Hosp Grove Trail is located just south of Buena Vista Lagoon in northern Carlsbad. There are 2.3 miles of “specialty” trails including the Carlsbad Sea Wall and the Coastal Rail Trail, which runs alongside the San Diego Northern Railway in northwest Carlsbad (the right-of-way used by the Coaster commuter rail and Amtrak). Approximately 12 miles of the existing network are privately owned, though available for public use. Future plans for the Carlsbad Citywide Trails network include the expansion of the Coastal Rail Trail south to the border with Encinitas, which would add an additional 5.5 miles of trail. There are also plans to expand the network of unpaved trails as residential development expands eastward in Carlsbad. Construction of future planned unpaved trails would add another 56.4 miles to the network. Figure 4-3:2007 Trail Facilities 0 0.5 10.25 MilesEl Camino RealCo llege Bou levardSt at e S tr e e t La Costa Avenue Batiquitos DriveBatiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, Carlsbad Trails Shapefile, 2007Existing Unpaved Trails Existing Paved Trails Existing Specialty Trails Existing Bike Lane & Sidewalk Connection Future Unpaved Trails Future Specialty Trails Tamarack Avenue C an n on R o adPalomar Airport Road Car lsb a d V illa ge Dri vePoinse ttia L a n e Chapter 4 – Existing Conditions City of Carlsbad Pedestrian Master Plan 24 August 25, 2008 4.4 Street Lights Figure 4-4 displays the inventory of street lights in Carlsbad. There are a total of 7,355 street lights in Carlsbad. Nearly 71% of the existing sidewalk network is within 100 feet of a street light. Downtown Carlsbad along Carlsbad Village Drive and Grand Avenue has the highest concentration of street lights, averaging about one every 50 feet. Greater distances between street lights exists along the east-west arterial roadways south of Agua Hedionda Lagoon, such as Cannon Road, Palomar Airport Road, and La Costa Avenue. Street lighting along these roadways is typically spaced about 500 feet apart, although in some cases, exceeds 1,000 feet. Newer developed residential areas around the City have street light coverage with distances between lights rarely exceeding 250 feet 4.5 Crosswalks The majority of crosswalks in Carlsbad are transverse crosswalks, however high visibility ladder crosswalks are employed in various locations. The Carlsbad Village also has a system of crosswalks with brick pavers and transverse striping. A majority of the schools in the city employ yellow crosswalks near schools consistent with MUTCD recommendations. Figure 4-4:2007 Street Light Inventory 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oad Col lege Bou le vardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, City of Carlsbad (2007)Tam a rack Avenue Poinsettia Lane Street Lights Public Roads Private Roads Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 26 August 25, 2008 5.0 Pedestrian Needs Analysis We are all pedestrians at some point during the day, whether or not we walk the entire way to a destination, walk to transit, or simply walk to and from our car into a building. One goal of this plan is to evaluate indicators of current or potential pedestrian demand across the City of Carlsbad, such as presence of schools, transit centers, youth and elderly. Studying the distribution of certain population segments and land use types in Carlsbad helps us to understand where the greatest potential for a walking trip might be, and thereby allows the city to focus its resources in these areas. In addition to understanding the potential demand for walking, it is also important to understand current and potential barriers to walking, such as freeways, rail rights-of-way, unsafe intersections, and poor facility connectivity. The key outcome of the pedestrian needs analysis presented in this chapter is a thorough understanding of current and potential pedestrian demands and barriers in the City, which then become the focus for project recommendations in Chapter 6.0. 5.1 Pedestrian Generators This section summarizes the location and intensity of pedestrian generating land uses and subpopulations across Carlsbad. This analysis guides the planning process toward those areas of Carlsbad where investments in pedestrian facilities is most beneficial in terms of the current propensity for pedestrian activity4. 5.1.1 Total Population and Employment Density Population density, measured as the number of persons per acre of residential land, is a strong indicator of potential pedestrian activity. Generally, higher population densities are associated with more urban environments, which tend to support pedestrian travel through mixed land uses and interconnected street networks. 4 The analysis of pedestrian generators and attractors is based upon methodologies employed by the City of San Diego’s 2006 Draft Pedestrian Master Plan Citywide Implementation Framework Report. This methodology received broad pubic review by the City of San Diego and was widely supported by San Diego Association of Governments staff. Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 27 August 25, 2008 Figure 5-1 displays population density for the City of Carlsbad. As shown, the Village has some of the highest population densities within the City, ranging from 25 to 60 persons per residential acre. Low population densities occur in the City’s southeast quadrant south of Rancho Santa Fe Road and just north of the City’s border with Encinitas. There is a noticeable absence of population density in the central portions of the City, north of Palomar Airport Road, where the land uses are predominately office and industrial. Residential development is limited in this area in large part due to McClellan-Palomar Airport. Figure 5-2 displays employment density for the City of Carlsbad. There are several locations with high concentrations of employment, including the Village, the area between Cannon Road and Palomar Airport Road, and the area along Marron Road which is the site of the Westfield shopping center. Low employment densities occur in the southeast quadrant, in the area bordered by Aviara Parkway and Rancho Santa Fe Road. 5.1.2 Pedestrian Dependent Sub-Populations This section summarizes population characteristics associated with higher levels of walking, including youth, elderly, physically disabled, and median household income. Certain population characteristics, such as age and household income, have been shown to influence pedestrian activity. For example, youth tend to walk more given they cannot legally drive; elderly and physically disabled tend to walk or use sidewalk facilities more given physical impairments which may restrict their ability to drive; and finally, lower income households tend to walk more given their lack of access to vehicles for driving. Mixed land uses tend to generate higher levels of pedestrian activity since multiple and varying opportunities within close proximity of each other creates shorter trip lengths, which in turn increases the propensity to make a trip on foot. Figure 5-3 displays the distribution of population younger than 16 years across Carlsbad. The distribution and intensity of youth generally follows the overall population density patterns, although there is a notable concentration of youth in the census block groups adjacent to Interstate 5, between Carlsbad Village Drive and Tamarack Avenue. Figure 5-4 displays the distribution of population older than 65 years across Carlsbad. Locations of higher concentrations of elderly population generally follow similar patterns to the overall population, with notable concentrations in the census block groups along Carlsbad Village Drive, Persons Per Acre Less than 5 5-25 Greater than 25 Figure 5-1:2000 Population Per Acre 0 0.5 10.25 Miles Source: Alta Planning + Design, Census Block Groups, US Census/SanGIS, 2000C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Poinsettia Lane Employees Per Acre Less than 1 1-5 5.1-15 Greater than 15 Figure 5-2:2004 Employment Per Acre 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oad Col lege Bou le vardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, TAZ Demographics, SANDAG, 2004Tam a rack Avenue Poinsettia Lane Youths Per Acre Less than 1 1-5 5.1-10 Greater than 10 Figure 5-3: 2000 Youth Population(Age < 16 years) Per Acre 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, Census Block Groups, US Census/SanGIS, 2000Poinsettia Lane Seniors Per Acre Less than 1 1-5 5.1-10 Greater than 10 Figure 5-4: 2000 Senior Population(Age > 65 years) Per Acre 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, Census Block Groups, US Census/SanGIS, 2000Poinsettia Lane Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 32 August 25, 2008 west of Interstate 5; at the southeast corner of El Camino Real and Cannon Road, and at the southwest corner of Avenida Encinas and Poinsettia Lane. Figure 5-5 displays the distribution of physically disabled population across Carlsbad. As shown, disabled populations are clearly concentrated in the Village, in the area bound by Carlsbad Village Drive on the north, Interstate 5 on the east, Carlsbad Boulevard to west, and Tamarack Avenue to the south. Figure 5-6 displays the household income patterns across the City of Carlsbad. As shown, there is a distinct concentration of low income households in the area west of I-5, between Chestnut Avenue and Laguna Drive. 5.1.3 Final Pedestrian Generator Map Figure 5-7 displays the final pedestrian generator map of all pedestrian generators for the City of Carlsbad, including population and employment densities, presence of population subgroups and mixed land uses. This map was developed using a GIS tool called Spatial Analyst which combines all of the individual generators, as discussed in the previous sections, into a single, composite file. The pedestrian generators are weighted individually, with higher values assigned to locations with higher levels of pedestrian generating features. Differing multipliers are also applied to the various pedestrian generators to account for the relatively greater importance of some generators over others. Table 5.1 displays the pedestrian generators, along with the associated weights and multipliers. Disabled Persons Per Acre Less than 1 1-2 Greater than 2 Figure 5-5: 2000 Physically DisabledPopulation Per Acre 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, Census Block Groups, US Census/SanGIS, 2000Poinsettia Lane Above $63,400 Between $35,000 and $63,400 Below $35,000 Figure 5-6:2000 Median Household Income 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Census Block Groups, US Census/SanGIS, 2000Poinsettia L a ne Generator Model High Low Figure 5-7:Final Pedestrian Generator Map Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Source: Alta Planning + Design, 20070 0.5 10.25 Miles 5 78 Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 36 August 25, 2008 Table 5.1 Pedestrian Generator Weights and Multipliers Used to Create the Final Pedestrian Generator Map Pedestrian Generator Weights Multipliers Final Score Pedestrian Commuters (percent pedestrian commuters by census block) > 2 3 6 1 - 2 2 4 0.25 - 1 1 2 < 0.25 0 2 0 Population Density (persons per residential acre by census block) > 25 3 6 5 – 25 2 4 1 – 5 1 2 2 Employment Density (employees per nonresidential acre by traffic analysis zone) > 15 3 6 5 – 15 2 4 1 – 5 1 2 2 Elderly (population older than 65 years per residential acre by census block) > 10 3 3 5 – 10 2 2 1 – 5 1 1 <1 0 1 0 Youth (population younger than 16 years per acre by census block) > 10 3 6 5 – 10 2 3 1 – 5 1 2 <1 0 2 0 Disabled (disabled population per residential acre by census block) > 5 3 3 2 – 5 2 2 1 – 2 1 1 <1 0 1 0 Land Use Adjacencies (mixed land uses) Presence of housing near commercial 2 4 Presence of housing near employment 1 2 2 Sources: Alta Planning + Design; City of Carlsbad Shapefiles, 2000 U.S. Census Bureau, City of San Diego Pedestrian Master Plan Interpreting the weight and multiplier values assigned to one of the generators is useful for understanding this process. In the case of population density, three classes of density were defined (>25 persons per acre, 5 - 25 persons per acre, and <5 persons per acre). Point values were then assigned to the different classes, with higher population densities receiving higher point values. A multiplier value of 1 or 2 was applied to all of the generators. Those generators receiving a multiplier of 2 should have a greater effect on pedestrian activity than those generators receiving a multiplier of 1. The population density generator was assigned a multiplier of 2, meaning that it is more highly correlated with walking than some of the other pedestrian generators. The weight and Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 37 August 25, 2008 multiplier values were similarly applied by the City of San Diego in their 2006 Draft Pedestrian Master Plan. As shown in Figure 5-7, the final pedestrian generator map identifies several high-generator areas within Carlsbad, especially within the northwest quadrant of the City, and several smaller high generation areas within the southwest and southeast quadrants. 5.2 Pedestrian Attractors This section summarizes the distribution of various land use types across the City of Carlsbad that are typically associated with high levels of walking, especially land use types that attract a pedestrian trip. Such land uses include schools, transit stops, parks, beaches, retail, and civic facilities (libraries, post offices, and government buildings). 5.2.1 Schools, Parks, and Other Pedestrian Generating Land Uses Figure 5-8 displays schools, parks, and other pedestrian attracting land uses. As shown, these land uses are fairly evenly distributed across the City of Carlsbad. 5.2.2 Transit Stops and Ridership An important focus for pedestrian travel is the public transit system, since a large percentage of transit riders typically do not own cars, and must access the transit system on foot. Carlsbad is served by the North County Transit District (NCTD) which operates a total of 15 bus routes within the City boundary. Figure 5-9 displays 2005 transit stops within the City of Carlsbad. There are a total of 219 transit stops in the City of Carlsbad, with ridership ranging from 1 to 3,273 daily boardings and alightings. Of the 219 transit stops, only thirteen stops average more than 50 boardings and alightings per day. The NCTD operates the Coaster Commuter Rail which provides service between the City of Oceanside and downtown San Diego. Carlsbad has two Coaster stations, one at Poinsettia Lane and the other at Carlsbad Village Drive. The two Coaster stations and the Plaza Camino Real Transit Center have the highest demand of all transit facilities within the City, averaging over 1,000 boardings and alightings per day. Civic & Religious Facilities Neighborhood Retail Parks Schools Beaches Regional Shopping Transit Stops Figure 5-8: 2006 Schools, Parksand Other Pedestrian Attracting Land Uses 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardSt at e S tr e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, LU Shapefile, SANDAG, 2006Po inse ttia L a ne Transit Stops (Daily On/Offs) Less than 50 51 - 100 101 - 1000 More than 1,000 Commuter Rail Bus Route Figure 5-9:2005 Transit Facilities and Ridership 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardS t at e Stre et L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Carlsbad Village Coaster Station Plaza Camino Real Transit Center Poinsettia Coaster Station Source: Alta Planning + Design, trcov_05, stops_05, SANDAG, 2005Poinsettia Lane Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 40 August 25, 2008 5.2.3 Final Pedestrian Attractor Map Figure 5-10 displays the final pedestrian attractor map, as described in the previous sections, for the City of Carlsbad. This map was developed using a GIS tool called Spatial Analyst which combines all of the individual attractors into a single, composite file, with higher values assigned to locations closer to the pedestrian attracting land use and lower values assigned to locations further away from the pedestrian attracting land uses. Whereas the assessment of pedestrian generators was based mainly upon concentration of various population characteristics, pedestrian attractions are assessed in terms of distances to/from the attractor. Varying weights were assigned to all locations within the City of Carlsbad based upon their proximity to pedestrian attracting land uses. Concentric rings or buffers were created emanating out from the pedestrian attracting land uses. The buffer distances assessed include: within one-eighth mile of an attraction, between one-eighth and one-quarter mile of an attraction, between one-quarter and one-third mile of an attraction, and between one-third and one-half mile of an attraction. Weight values are highest within one-eighth mile of an attracting pedestrian land use, and lowest in locations between one-third and one-half mile of a pedestrian attracting land use. Table 5.2 displays the distance-based weight values assigned to the respective buffers around the pedestrian attracting land uses. Table 5.2 City of Carlsbad Distance-Based Pedestrian Attractor Multipliers Buffer Distance Distance-Based Multiplier Within 1/8 Mile 1.5 1/8 to ¼ Mile 1 ¼ to 1/3 Mile 0.75 1/3 to ½ Miles 0.5 Beyond ½ Mile 0.05 Source: Alta Planning + Design, City of San Diego Pedestrian Master Plan Attractor Model High Low Figure 5-10:Final Pedestrian Attractor Map Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Source: Alta Planning + Design, 20070 0.5 10.25 Miles Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 42 August 25, 2008 Table 5.3 displays the weights applied to the various pedestrian attracting land uses, along with the associated distance-based multipliers. Table 5.3 City of Carlsbad Pedestrian Attractor Weights & Distance-Based Multipliers Distanced-Based Multiplier Pedestrian Attracting Land Uses Weights Within 1/8 mile Between 1/8 and ¼ mile Between ¼ and 1/3 mile Between 1/3 and ½ mile Major Transit Centers 4 6 4 3 2 Transit Stops 3 4.5 3 2.25 1.5 Elementary Schools 3 4.5 3 2.25 1.5 Middle Schools 2 3 2 1.5 1 Neighborhood Civic Facilities 2 3 2 1.5 1 Retail Facilities 2 3 2 1.5 1 Beaches 2 3 2 1.5 1 Parks & Recreation 1 1.5 1 0.75 0.5 High Schools 1 1.5 1 0.75 0.5 Source: Alta Planning + Design, City of San Diego Pedestrian Master Plan As shown in Figure 5-10, the final pedestrian attractor map identifies several high-attraction areas within Carlsbad, especially in the northwest portion of the City, north of the Agua Hedionda Lagoon. There are also several smaller concentrations of high pedestrian attraction areas between Palomar Airport Road and Poinsettia Lane, along the Interstate 5 corridor, along El Camino Real, and along Rancho Santa Fe Road, between La Costa Avenue and Calle Barcelona. 5.3 Pedestrian Barriers This section summarizes the distribution of various factors across the City of Carlsbad which tend to discourage people from walking. Indicators of pedestrian barriers include pedestrian/vehicle collisions, high traffic volumes, absence of street lights, high posted speed limits, steep slopes, and un-traversable infrastructure, specifically freeway and rail corridors. These types of barriers generally undermine broadly accepted walkability goals of safety, connectivity, and walkability. For example, presence of infrastructure and natural barriers inhibit pedestrian network connectivity. High accident rates, high speeds and traffic volumes, and low street lighting coverage are generally indicators of low levels of pedestrian safety. The following sections describe the pedestrian detractors individually and then the methodology for creating a composite detractor map for the City of Carlsbad. Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 43 August 25, 2008 5.3.1 Freeways, Rail and Slopes Figure 5-11 displays topographical slopes and infrastructure-related barriers, specifically freeway and railroad corridors. Slopes over 25% were considered high pedestrian detractors. As shown, Carlsbad is traversed by several areas with slopes greater than 25%. Two transportation corridors, Interstate 5 and the rail corridor, also run the entire length of the City from north to south, and are significant barriers to east/west pedestrian travel. 5.3.2 Vehicular Travel Characteristics Figure 5-12 displays existing traffic volumes and posted speed limits. Roadways with high traffic volumes, over 45,000 Average Daily Trips (ADT), were considered high pedestrian detractors, as were roadways with posted speed limits over 45 mph. 5.3.3 Pedestrian Accidents This section summarizes recent pedestrian-related accidents within the City of Carlsbad. A total of 123 pedestrian-involved crashes in Carlsbad were reported to police between the years 2001 and 2006. Figure 5-13 displays the distribution of pedestrian accidents across the City. Key findings from this assessment include the following: • The intersection of Carlsbad Village Drive and Harding Street had 6 pedestrian-involved crashes – the most of any intersection within the City. • A total of 8 intersections experienced 3 or more pedestrian-related accidents between 2001 and 2006, three of which are along Carlsbad Village Drive at Harding Street, Roosevelt Street, and Jefferson Street. The five other intersections are as follows: El Camino Real/Marron Road, I-5 NB and SB Ramps at Tamarack Avenue, Paseo del Norte/Palomar Airport Road, Monroe Street/Chestnut Avenue, and Pine Avenue/Carlsbad Boulevard. • A total of 34 accidents (almost 28% of all accidents) occurred in the Village, west of Interstate 5 and within two blocks of Carlsbad Village Drive. An additional 15 took place in the Village to the south of Carlsbad Village Drive and north of Tamarack Avenue. A total of 17 pedestrian accidents (or almost 14% of all accidents) occurred within a 1/16th mile of a Carlsbad freeway on/off ramp. An analysis of the time of day pedestrian-involved crashes was also conducted and resulted in several key findings. Almost half (49%) of the reported accidents took place between the hours of 1PM and 7PM. The highest one-hour rate of accidents occurred between 2PM and 3PM. Twelve percent of the accidents were reported during the morning peak Slope Less than 10% 10% - 25% Greater than 25% Commuter Rail Freeways Figure 5-11: Steep Slopes andInfrastructure-Related Pedestrian Barriers 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oadTamarack Ave nu eCo llege Bou levardS t at e Stre et L a Costa Avenue Batiquitos DriveBatiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Sources: Alta Planning + Design, ELEV10GRD, SANDAG, 1975; FWY, SANDAG, 2005; RTCOV, SANDAG, 2006Poinsettia Lane 6.76.6 5.411.9 4.8 9.8 28.535 505.9 4010.2 35 1 8.240 14.5 47.129.0553 6. 941.355 25.2 5 5 6.635354.13 6.45513.540 9.0 5 .92 5 40303510.013.13.53 3 .8 17.212.1 30 30 35 16 .5 558.45.347.0 40.5 51.4 30.5 45 6.8 5.9 40 40 39.634.64536.63010.330 7.6 5.26.518.5 2.411.5404015.74 0 9.5 45 20.040 Figure 5-12:2006 Traffic Volumes and Posted Speeds 0 0.5 10.25 MilesCannon RoadEl Camino RealPalomar Airport RoadTamarack Aven ueCo llege Bou levardState Stre et L a Costa Avenue Batiquito s Drive 5 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls ba d Vill age Drive Aviar a Parkway Alga Road Calle B arcelo na Source: Alta Planning + Design, City of Carlsbad 2006 Traffic Count Program23.1 14.2 20.0 10.112.322.424.717.518.23 4 .8 11.36.56.4 27.622.236.6 17.0 4.53.422.06.4 9.1 12.312.0 21.310.557.7 37.3 1 3.5 9.24.22.42 6 .1 6.0 22.5 8.711.820.1 Posted Speeds (MPH) 2006 Average Daily Traffic Counts (in 000's)XX.X XX Figure 5-13: Carlsbad PedestrianCollisions (2001-2006) 0 0.5 10.25 Miles C an n o n R o a dEl Camino RealPalomar Airport R o adTamarack Aven ueCo llege Boul evardS ta t e Str e e t La Costa Avenue Batiquitos Drive 5 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona Source: Alta Planning + Design, Ped_Col_SD.shp, SWITRS, 2006Poinsettia Lane Number of Pedestrian Collisions 1 2 3 - 4 5 - 6 Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 47 August 25, 2008 travel period between 7AM to 9AM, while twenty percent of the accidents involving pedestrians occurred during the afternoon peak travel period (4PM to 6PM). 5.3.4 Final Pedestrian Barrier Map Figure 5-14 displays the final pedestrian barrier map for the City of Carlsbad. The pedestrian barriers are weighted individually, with higher values assigned to locations with higher levels of pedestrian detracting features. Differing multipliers are also applied to the various pedestrian barriers to account for the relatively greater importance of some barriers over others. High barrier areas are weighted with higher point values and multipliers because these locations reflect areas with relatively higher need for pedestrian facility improvements. Table 5.4 displays the pedestrian barriers, along with the associated weights and multipliers. The weight and multiplier values were similarly applied by the City of San Diego in their 2006 Draft Pedestrian Master Plan. Table 5.4 Pedestrian Barrier Weights and Multipliers Used to Create the Final Pedestrian Barrier Map Pedestrian Detractor Weights Multipliers Final Score Pedestrian Collisions 2001 to 2006 (1/16 miles buffer applied to each collision) > 1 3 9 0.5 – 0.9 2 6 0.001 – 0.5 1 3 0 0 3 0 Average Daily Trips (ADT) >45,000 3 6 35,000 – 45,000 2.5 5 25,000 – 34,999 2 4 15,000 – 24,999 1.5 3 10,000 – 14,999 1 2 5,000 – 9,999 0.5 1 < 5,000 0 2 0 Posted Speed Limits >45 mph 3 3 35 – 44 2 2 25 - 34 1 1 <25 0 1 0 Absence of Street Lights > 300 feet 3 3 150 – 300 feet 2 2 75 – 149 feet 1 1 0 – 75 feet 0 1 0 Rail and Freeway Corridors 1 1 1 Slopes > 25% 2 2 10% - 25% 1 1 < 10% 0 1 0 Sources: Alta Planning + Design; City of Carlsbad Shapefiles, SANDAG Shapefiles, City of San Diego Pedestrian Master Plan. Barrier Model High Low Figure 5-14:Final Pedestrian Barrier Map Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Source: Alta Planning + Design, 20070 0.5 10.25 Miles Chapter 5 – Pedestrian Needs Analysis City of Carlsbad Pedestrian Master Plan 49 August 25, 2008 As shown in Figure 5-14, the final pedestrian barrier map identifies several high-barrier areas within Carlsbad. The freeway, rail, and major arterial corridors appear as significant pedestrian detractors. In addition, several portions of the northwest quadrant have more diffuse areas of high pedestrian detracting features. 5.4 High Pedestrian Need Locations Three composite maps were constructed and used as the basis for developing a “final pedestrian need” map intended to reflect those areas across Carlsbad that warrant high consideration for pedestrian projects and improvements. The final pedestrian need map incorporates consideration of both those areas with high pedestrian travel demands (in terms of pedestrian trip generation and attraction) and high pedestrian barriers. Figure 5-15 displays the final pedestrian need map. There are four to five significant concentrations of high pedestrian need across the City of Carlsbad. Those include the following locations: • The entire northwest quadrant, • The western coastal area of the City, between Cannon Road and Batiquitos Lagoon, • Several locations along El Camino Real, at Aviara Parkway/Alga Road and at La Costa Avenue, and • A large area emanating from the intersection of La Costa Avenue and Rancho Santa Fe Road. Figure 5-16 defines more discrete Pedestrian Priority Areas that formed the basis for project identification presented in the next chapter. Pedestrian Need Model High Low Figure 5-15:Carlsbad Pedestrian Need Map Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Source: Alta Planning + Design, 20070 0.5 10.25 Miles Figure 5-16:Carlsbad Pedestrian Priority Areas Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Chestnut Avenue Carls ba d V illa g e Dri ve Tamarack AvenueCa rls bad Boule v ar dSta t e Str e et Hi ghl and Driv eCannon Road Palomar Airport Road Po insettia La n e El Camino RealAlga RoadCarlsbad Boulevard Aviara Parkway El Camino RealPalomar Airport RoadCollege Boulevard La Costa Avenue Batiquitos Drive Ca rl sbad Vill age Driv e0 0.5 10.25 Miles 5 Army-Navy Buena VistaElementary Carlsbad H.S. Valley M.S.MagnoliaElementary Carlsbad VillageAcademy St. Patrick'sJeffersonElementary KellyElementary Pacific RimElementary Aviara OaksElementary/M.S. El Camino CreekElementary Mission EstanciaElementary Olivehain PioneerElementary La Costa Canyon H.S. La Costa HeightsElementary La Costa MeadowsElementary CarilloElementary Calaveras HillsElementary/M.S. HopeElementary Westfield-Plaza Camino RealShopping Center September 11, 2007Pedestrian Project Priority Area Top 12.5% Score in Pedestrian Priority Model Roadway Without Sidewalk Schools Transit Stops PoinsettiaElementary Rancho Sa n ta F e Road Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 52 August 25, 2008 6.0 Recommended Projects This chapter discusses capital project recommendations for Carlsbad’s pedestrian network. These infrastructure improvements are intended to enhance pedestrian access and circulation as well as help pedestrians feel more comfortable when walking in Carlsbad. This chapter focuses on engineering and infrastructure. Chapter 7 discusses programs and other non-infrastructure improvements to enhance the walking environment in Carlsbad. A number of recommendations are made for infrastructure projects that should be implemented on a broad citywide basis. These projects were divided into six major categories of improvements: Infill of Sidewalk Gaps, Americans with Disabilities (ADA) Improvements, Signalized Intersections, Uncontrolled Crosswalk Improvements, Signage Improvements, and Safe Routes to School. As part of the citywide improvement project descriptions, specific recommendations are made for prioritizing these improvements, so that the city can implement them in a logical manner based on the areas of greatest need first. The pedestrian needs analysis presented in Chapter 6 provided the foundation for project prioritization. Following the citywide project recommendations, fifteen (15) of the highest priority project locations are identified and shown with preliminary project improvement plans. These projects seek to improve specific intersections, corridors, or other locations that were identified through the existing conditions review, extensive public input, and the pedestrian needs analysis. Project implementation requires that all pedestrian projects and programs be implemented through Carlsbad’s Capital Improvement Program process. This includes a public review process and project approval from the City Council. Cost estimates for the projects discussed in this chapter are shown in Appendix B of this plan. Total costs for implementing the capital improvements described in this chapter is approximately $23 million. 6.1 Pedestrian Facility Prioritization Pedestrian facilities were prioritized through a multi-part process which relied upon public input (see Appendix A), the pedestrian needs analysis presented in Chapter 5, and project team field reviews. This extensive data was utilized to develop a listing of twenty-seven (27) corridors and sixty-six (66) Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 53 August 25, 2008 intersections that should receive priority from the City as it pursues pedestrian improvement projects. Appendix C displays the priority corridors and intersections, along with each facility’s ranking. Figure 6-1 displays the location of priority corridors and intersections across the City of Carlsbad. 6.2 Citywide Pedestrian Improvements This section summarizes recommended improvement projects applicable on a citywide basis and those identified for application to priority corridors and intersections. 6.2.1 Infill of Sidewalk Gaps Sidewalk gaps are areas in Carlsbad where there are no sidewalks, or the sidewalk ends abruptly, resulting in a discontinuous pedestrian network. Areas without sidewalks may force pedestrians to walk along the edge of the roadway, or may cause pedestrians to cross at undesignated crossing locations. Providing a continuous pedestrian sidewalk along all of Carlsbad’s roadways is recommended. Figure 6-2 displays locations of roadway segments in Carlsbad with sidewalks missing on both sides of the roadway. Appendix B lists roadway segments in Carlsbad where sidewalks are missing along both sides of the street. The length of the missing sidewalk is shown along with an overall cost associated with completing all sidewalk infill projects across Carlsbad. As shown in Appendix B, there are approximately 275,620 feet–or 52.2 miles–of missing sidewalks in the City of Carlsbad. The majority of the missing sidewalks are in the Northwest quadrant, east of I-5 and north of Tamarack Avenue. Some of the roadways in the Northwest quadrant are classified as Alternative Design Streets, in which case, the City may forego sidewalk infill. In locations near schools, however, it is recommended that the City pursue sidewalk infill for improved safety of children walking to and from school. RECOMMENDATION: As a first priority, Carlsbad should fill sidewalk gaps located in the Village area. A second priority is to complete missing sidewalk segments along Carlsbad Boulevard. Figure 6-1: PriorityIntersections and Corridors 0 0.5 10.25 MilesCannon RoadEl Camino RealPalomar Airport RoadTamarack Aven ueCo llege Bou levardState Street La Costa Avenue Batiqui tos Drive 5 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Village Drive Aviar a Parkway Alga Road Call e Barcelona Source: Alta Planning + DesignPoinsettia Lane Priority Intersections Priority Corridors Public Roads Private Roads 0 0.5 10.25 Miles Source: City of Carlsbad; Alta Planning + Design (2007)Cannon RoadEl Camino RealPalomar Airport RoadTamarack Ave nueCo llege Bou levardState S tre et La Costa Avenue Batiquit os Drive 5 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls ba d Vill age Drive Aviara Parkway Alga Road Cal le Barce lona Figure 6-2: Roadways Without Sidewalk,Intersections Without Curb Ramps,Recommended Intersections for Truncated Domes Ranch o Santa Fe R o a dPublic Roads Private Roads Roadways Without Sidewalk Intersections Without Curb Ramps Recommended Intersections for Truncated Domes Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 56 August 25, 2008 6.2.2 Americans with Disabilities Act (ADA) Improvements This section presents several types of improvements that will enable the City of Carlsbad to better accommodate disabled populations and comply with Federal and State legislation. These improvements include installation of missing curb ramps and truncated domes at high priority intersections across the city. Intersections without Curb Ramps Figure 6-2 displays locations of intersections in Carlsbad that have no curb ramps. There are a total of 733 intersections across the city that do not have curb ramps. This would translate into the installation of a total of 2,932 curb ramps (4 curb ramps at each intersection). RECOMMENDATIONS: As a first priority, Carlsbad should identify opportunities to install curb ramps at all arterial/arterial intersections and then establish a schedule for constructing them as feasible. Curb ramps at arterial/collector intersections should be evaluated on a case-by-case basis when the City is undertaking construction, maintenance or repair projects that affect the public right-of-way. Truncated Domes Truncated domes provide a cue to visually-impaired pedestrians that they are entering a street or intersection. Since 2002, ADA Guidelines (Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities, September 2002) have called for truncated domes on curb ramps. Most of Carlsbad’s curb ramps lack truncated domes, because they were constructed prior to 2002. On streets that have been constructed since 2002, truncated domes should be installed. Although it is not required for Carlsbad to install truncated domes at existing curb ramps that were built prior to 2002, the City may wish to install these devices at all high priority intersection locations. Truncated domes are a very visible improvement, and they are relatively inexpensive to install. The preferred option for retrofitting truncated domes requires saw-cutting out a 3x4 space in the ramp in order to embed the truncated dome panel flush with the surface. While more expensive Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 57 August 25, 2008 than simply epoxying the retrofit panel to an existing ramp, the saw-cutting ensures that the domes will not become detached and pose a tripping hazard. Appendix B displays the forty-six (46) intersection locations recommended for installation of truncated domes on the curb ramps. Figure 7-2 displays the recommended locations for installation of truncated domes on curb ramps. RECOMMENDATION: Carlsbad should consider retrofitting truncated domes at all forty-six (46) arterial/arterial intersections where they are currently lacking, as shown in Figure 6-2. 6.2.3 Signalized Intersection This section discusses citywide and priority improvements to signalized intersections. Signage and striping is addressed, along with signal timing adjustments, countdown signals, and audible signals. Signage and Striping A signalized controlled intersection provides the greatest level of traffic control for both motor vehicles and pedestrians. However, even with traffic controls, there may be conflicts between vehicles and pedestrians, due to vehicles stopping partially in the crosswalk, failing to yield to pedestrians when turning, or making a right turn on red movement while pedestrians are crossing. Although these conflicts are primarily due to motorist behavior (generally failing to yield), signage and striping improvements can help to increase motorist awareness of their vehicle placement at intersections and their need to yield. RECOMMENDATION: The City should consider the following improvements at all of the signalized priority intersections: 1) Install Stop Lines five feet in advance of the crosswalks, to help position motorists behind the crosswalk when stopped; 2) Install “Turning Traffic Must Yield to Pedestrians” MUTCD R10-15 signage (California Manual on Uniform Traffic Control Devices, 2003), and 3) If pedestrian conflicts appear to be related to right turn on red, consider prohibiting right turn on red at that location. Signal Timing Adjustment Signal timing controls the amount of time each phase of a signal is allotted for vehicles and bicycles to pass through or pedestrians to cross the street. Per the MUTCD, standard traffic engineering Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 58 August 25, 2008 design assumes that pedestrians travel at 4.0 feet per second, which together with the width of the street, is used to determine the amount of time to assign to the pedestrian clearance interval. In some cases, this assumed walking speed may result in pedestrian phases that do not allow slower pedestrians, such as the elderly and children, to cross the street before the light changes. By adjusting the signal timing to a slower walking rate, slower pedestrian will have more time to cross the street. Appendix B identifies the ten (10) priority intersections for signal timing adjustments, while Figure 6-3 displays locations of signalized intersections recommended for signal timing adjustments. RECOMMENDATION: As a first priority, Carlsbad should consider adjusting signal timing at the Jefferson Street / Carlsbad Village Drive intersection which is near the senior center, and at the eight (8) arterial/arterial intersections adjacent to elementary schools to allow for a pedestrian walking speed of 2.8 feet per second. This slower walking speed is consistent with MUTCD recommendations for walking rates for slower pedestrians. Consideration of signal operation and signal coordination by the Department of Public Works traffic engineers and signal technicians is necessary for this recommendation. As a next priority, consider implementing this signal timing walking speed for all high pedestrian demand locations in the City. Audible Signals Audible signals emit sounds to guide visually-impaired pedestrians indicating when it is safe to cross. Audible signals typically vary by intersection approach to assist in orienting visually impaired pedestrians. Sounds are activated by the pedestrian push-button. The MUTCD (Section 4E-06) states that installation of audible signals should be based upon engineering studies that considers the following: • Potential demand for accessible pedestrian signals; • A request for accessible pedestrian signals; • Traffic volumes during times when pedestrians might be present, including periods of low traffic volumes or high turn-on-red volumes; and • The complexity of traffic signal phasing or intersection geometry. Appendix B lists the forty-eight (48) priority locations for installation of audible signal heads, while Figure 6-3 displays the recommended locations for installation of audible signals. RECOMMENDATION: Carlsbad should consider installing audible signals at all forty-eight (48) arterial/arterial installations as a first priority. Locations near senior centers or where there are visually impaired residents should also be high priorities. 0 0.5 10.25 Miles Source: City of Carlsbad; Alta Planning + Design (2007)Cannon RoadEl Camino RealPalomar Airport RoadTamarack Ave nueCo llege Bou levardState S tre et La Costa Avenue Batiquit os Drive 5 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls ba d Vill age Drive Aviara Parkway Alga Road Cal le Barce lona Figure 6-3: Recommended Intersections forSignal Timing Adjustmentand Audible Crossing Signals Ranch o Santa Fe R o a dPublic Roads Private Roads Recommended Intersections for Audible Signals Signal Timing Adjustment Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 60 August 25, 2008 6.2.4 Uncontrolled Crosswalk Improvements Infrastructure improvements at uncontrolled crosswalk locations can help increase the visibility of pedestrians to motorists and improve the pedestrian’s walking experience. These improvements are for both unmarked and marked crosswalks at intersections. High-Visibility Crosswalk Markings There are a variety of different striping styles for crosswalks. The City of Carlsbad utilizes two different marking styles for pedestrian crosswalks: the standard “transverse” style, consisting of two parallel lines; and the “ladder” style consisting of the two parallel lines with perpendicular ladder bars striped across the width of the crosswalk. Ladder style crosswalks should be used in locations where heightened pedestrian visibility is important, such as in school zones. Appendix B lists locations for upgrading currently marked crosswalks at uncontrolled intersections with high visibility ladder crosswalks, while Figure 6-4 displays the recommended locations for upgrading currently marked crosswalks at uncontrolled intersections. RECOMMENDATION: Carlsbad should upgrade currently marked crosswalks at uncontrolled intersections within the priority corridors to high visibility ladder crosswalks. Parking Restrictions Implementing parking restrictions in the vicinity of crosswalks at uncontrolled intersections is a low- cost method of ensuring that pedestrian visibility is maintained. RECOMMENDATION: Parking restrictions (red curb) should be installed one car length adjacent to both sides of all crosswalks recommended for upgrade to high visibility ladder crosswalks (listed in Appendix B and shown in Figure 6-4). 0 0.5 10.25 Miles Source: City of Carlsbad; Alta Planning + Design (2007)Cannon RoadEl Camino RealPalomar Airport RoadTamarack Ave nueCo llege Bou levardState S tre et La Costa Avenue Batiquit os Drive 5 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls ba d Vill age Drive Aviara Parkway Alga Road Cal le Barce lona Figure 6-4: Recommended Locations forHigh Visibility Crosswalks, Parking Restrictionsand Signage Improvements Ranch o Santa Fe R o a dPublic Roads Private Roads Signage Improvements Parking Restrictions High Visibility Crosswalks Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 62 August 25, 2008 6.2.5 Signage Improvements The City of Carlsbad’s current pedestrian-related signage consists of a mix of current (California MUTCD) and older (California Traffic Manual) signs, in both standard yellow and high-visibility fluorescent yellow green. In accordance with MUTCD sign update schedule, the City of Carlsbad should develop a program to bring all signs up to current MUTCD standards. Of highest priority for pedestrians are the pedestrian advance warning (W11-2) and crossing signs (W11-2 with W16-7P down arrow). The following considerations should be taken into account when installing signage: 1. Consistent use of standard yellow or fluorescent yellow green along a corridor or area. Avoid mixing signs of different color if possible. 2. To heighten visibility of specific pedestrian or school warning signs along major streets, consider using oversized (expressway size) sign plates. Appendix C lists locations for upgrading signage at uncontrolled intersection crosswalks within the high priority corridors, while Figure 6-4 displays the locations of recommended signage upgrades. RECOMMENDATION: Carlsbad should upgrade pedestrian signage along the high priority corridors at all currently marked crosswalks at uncontrolled intersections. 6.2.6 Safe Routes to School Carlsbad has twenty-one schools located throughout the city. Proximity to schools is one of the primary factors in ranking and prioritizing the projects. Improvements near schools can benefit school-aged children walking to and from school, in addition to improving conditions for all pedestrians around the neighborhood. Several school-based projects are identified in the “top fifteen” projects presented in Section 6.3 of this chapter. RECOMMENDATION: Carlsbad should pursue implementing a Safe Routes to School program as part of their effort to improve pedestrian safety in school areas. The City should actively pursue SR2S and SRTS grants for any needed pedestrian improvements location near school zones, several of which are included in the top 15 projects of this Plan (See Chapter 7.3 for additional information about Safe Routes to School programs). Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 63 August 25, 2008 6.3 Project Sheets This section provides specific project improvement sheets for high priority project areas across the City of Carlsbad. This subset of projects was selected from the overall ranking of priority corridors and intersections as presented in Chapter 5, as well as a number of other factors including: 1) potential improvement recommendations that can not be accomplished through one of the citywide infrastructure project categories; 2) providing for a range of different project types, such as intersections, corridors, crosswalks, transit access, and school access; and 4) providing for a geographic balance of project locations throughout Carlsbad. The listing of projects 1 to 15 does not reflect implementation priority; rather project implementation is likely to be a flexible process that will be based on factors such as funding opportunities, schedules for street improvements, and development or redevelopment activities. This list provides the city with a guide for implementation, to be used in conjunction with the citywide infrastructure project lists described in Section 6.2. City staff should review both the citywide and top fifteen project lists at least annually to update them for projects that have been implemented, for re-adjusting priorities as needed, and for considering any opportunities to incorporate these projects into upcoming development or street improvement activities, as well as any upcoming grant funding cycles that could be targeted. Table 6.1 displays the top fifteen priority projects recommended for implementation in the City of Carlsbad. Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 64 August 25, 2008 Table 6.1 Top 15 Priority Projects 1 – Plaza Camino Real Transit and Shopping Center 2 – Jefferson Street Corridor 3 – Carlsbad Boulevard (Buena Vista Lagoon Crossing) 4 – Buena Vista Elementary 5 – Carlsbad Village and Transit Center 6 – Chestnut Avenue Corridor 7 – Harding Street Corridor 8 – Carlsbad High and Surrounding Schools 9 – Jefferson Elementary 10 – Calaveras Elementary & Middle Schools 11 – Kelly Elementary 12 – South Carlsbad Boulevard Corridor 13 – Palomar Airport Road Corridor 14 – Aviara Elementary and Middle School 15 – La Costa Canyon High and Surrounding School Source: Alta Planning + Design; June 2008 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 65 August 25, 2008 1. Plaza Camino Real Transit and Shopping Center Study Area Description The Plaza Camino Real Transit and Shopping Center project area extends from Jefferson Street in the west to the future Hidden Canyon Park trail head at the eastern terminus of Marron Road. The transit center at this location has the highest ridership of any transit facility in Carlsbad and generates significant pedestrian activity. The intersection of El Camino Real and Marron Road experiences heavy pedestrian traffic as people travel between shopping centers on either side of El Camino Real as well as between transit stops on the east and west side of El Camino Real. The dense trail system in this study area creates unique opportunities to join residential, shopping and recreational uses within this area. A wayfinding network is envisioned to facilitate citywide east-west connections between the future Hidden Canyon Park Trail and the coast which is approximately two miles to the west. The Westfield Plaza Camino Real suffers from poor on-site pedestrian conditions and is in need of pedestrian facility enhancements. Issues High average daily traffic volumes along El Camino Real Most heavily used transit station in Carlsbad; lack of connectivity between transit center and multiple surrounding shopping areas Poor on-site pedestrian facilities at the Plaza Camino Real shopping center Illegal mid-block crossings between Plaza Camino Real and bus facilities on the east side of El Camino Real Major pedestrian barriers, including El Camino Real and SR-78 Proposed Improvements Sidewalk infill along Marron Road and Westfield Plaza Camino Real entrance at Monroe Street $136, 706 Wayfinding signage to connect major origins and destinations including trail access points, the shopping center, the Carlsbad Village, and coastal access points (8,430 feet of wayfinding network@ 1 sign/900 feet = $3,000) Cost $139,706 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 66 August 25, 2008 2. Jefferson Street Corridor Study Area Description Jefferson Street along the Buena Vista Lagoon presents a viable opportunity for a strong east-west pedestrian connection between Plaza Camino Real and the Carlsbad Village as it provides a grade-separated, interchange- free crossing of I-5 and generally circumvents the steep slopes along Monroe Street and El Camino Real. Issues Provides opportunity for east-west pedestrian linkage between Plaza Camino Real and downtown Carlsbad Near sensitive habitat/ecology High recreational pedestrian demands Proposed Improvements Sidewalk infill between Marron Road and Las Flores drive $2,101,450 Network of signage promoting wayfinding to major origins and destinations including Plaza Camino Real shopping center, Carlsbad Village, coastal access points, and trail access points (6,470 feet of wayfinding network@ 1 sign/900 feet = $2,400) Cost $2,103,850 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 67 August 25, 2008 3. Carlsbad Boulevard (Buena Vista Lagoon Crossing) Study Area Description Carlsbad Boulevard runs north to the City of Oceanside on a narrow strip of land across the Buena Vista Lagoon. A short segment of Carlsbad Boulevard is a bridge over the narrow estuary passage of the lagoon. There are currently no paved sidewalks or adequate buffers from vehicular traffic along the corridor. Plans for a future boardwalk servicing pedestrians across the lagoon to the Buena Vista Lagoon Nature Center are under consideration. Issues Lack of paved pedestrian connection to City of Oceanside Pedestrian safety Environmental and ecological constraints Proposed Improvements Install sidewalk facilities from Carlsbad’s northern boundary and the City of Oceanside, south to Laguna Drive $67,635 Wayfinding network (4,620 feet of wayfinding network @ 1sign /900 feet = $1,800) Cost $69,435 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 68 August 25, 2008 4. Buena Vista Elementary Study Area Description The elementary school is situated along Buena Vista Way – a local residential street. Its parking lot, which also serves as the loading area, is located midblock between Pio Pico Drive and Highland Drive and is only accessible by vehicle from the west. Buena Vista Way becomes a one-way eastbound street immediately to the east of the school parking lot until its intersection with Highland Drive. Buena Vista Way is largely lacking sidewalks, except for small portions near the Pio Pico intersection. A drainage ditch runs along the south side of Buena Vista Way. The school is lacking adequate drop-off/pick-up areas along the street adjacent to the school’s parking lot. There is a double yellow line separating vehicular and pedestrian traffic along the street. Issues Poor visibility along Buena Vista Way due to overgrown landscaping Lack of sidewalk facilities along Buena Vista Way and on blocks surrounding school Inadequate drop-off/pick-up area in front of school Non-conforming school sign assembly on Buena Vista Way and Highland Drive Vehicular traffic during peak school periods Proposed Improvements Install missing sidewalk facilities along Buena Vista Way, Highland Drive, Pio Pico Way, Arland Road and Forest Avenue $471,583 Enhanced sidewalks at drop-off/pick-up area in front of school $9,000 Parking restrictions on the northeast corner of Highland Drive and Buena Vista Way $20 High visibility restriping of the crosswalk along the east leg of Pio Pico Drive/Las Flores Drive intersection $1,200 Updated school warning traffic assembly at the northwest and southeast corners of the Highland Drive/Buena Vista Way intersection $600 Cost $482,403 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 69 August 25, 2008 5. The Carlsbad Village and Transit Center Study Area Description This study area focuses on Grand Avenue, Carlsbad Village Drive, the Carlsbad Village Transit Center, and the downtown shopping streets that intersect Carlsbad Village Drive and Grand Avenue. The Carlsbad Village has the highest concentration of pedestrian activity in the city. Pedestrian safety is a major concern along Carlsbad Village Drive, where several of its downtown intersections ranked among the highest in the city for pedestrian-vehicular accidents. The streetscape along Carlsbad Village Drive does not provide for pedestrian buffers from its regularly high vehicle traffic volumes. The pedestrian environment is also negatively impacted by Interstate 5 and the San Diego Northern Railway, both of which pose major barriers to pedestrian safety and connectivity. Issues: High levels of pedestrian activity Pedestrian-vehicular accidents occur along Carlsbad Village Drive High average daily traffic volumes Insufficient pedestrian buffers along Carlsbad Village Drive Major barriers to pedestrian safety and connectivity caused by railroad line and I-5 Presence of key public transit station Proposed Improvements Signal timing adjustment at the intersection of Jefferson Street and Carlsbad Village Drive Mid-Block crossing at Grand Avenue between Carlsbad Boulevard and State Street $72,353 Crosswalk restriping (high visibility) $9,600 Network of signage promoting wayfinding to major origins and destinations including points of coastal access, Carlsbad Village Transit Center, shopping and dining areas, and trail access points. (21,790 feet of wayfinding network@ 1 sign/900 feet = $7,500) Sidewalk infill along Madison $39,150 Cost: $128,603 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 70 August 25, 2008 6. Chestnut Avenue Corridor Study Area Description Chestnut Avenue is an important east-west corridor connecting neighborhoods separated by Interstate 5, where there is an underpass without on/off ramps. To the west of I-5, Chestnut Avenue is divided by the San Diego Northern Railroad. Pedestrian demand for coastal access in this area of Carlsbad is high – many pedestrians illegally cross the tracks to access coastal Carlsbad. Two parks are situated along Chestnut Avenue in the study area. There are sporadic gaps in sidewalk pavement along Chestnut Avenue in the study area. Issues Lack of east/west pedestrian connections across rail right-of-way Segments of Chestnut Avenue with no sidewalk Demand for coastal access Pedestrian facilities near Holiday Park and I-5 underpass in poor condition Proposed Improvements Sidewalk infill and upgrade along Chestnut Avenue and Eureka Place $89,373 Add bus stop improvements (bench, shelter, and signage) at Chestnut Avenue and Harding Street intersection $40,000 Network of signage promoting wayfinding to major origins and destinations including points of coastal access, the Carlsbad Village, parks, shopping and dining areas, and trail access points (6,097 feet of wayfinding network@ 1 sign/900 feet = $2,100) Proposed Railway Crossing (costing not provided) Cost $131,473 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 71 August 25, 2008 7. Harding Street Corridor Study Area Description Harding Street provides a major north-south connection between multiple public facilities near Chestnut Avenue and Harding Street, and points north, near the Carlsbad Village. This corridor experiences high pedestrian demand, and also speeding vehicles. The lack of traffic control at Oak Avenue and Pine Avenue causes driver confusion. The intersection of Harding Street and Carlsbad Village Drive has high rates of pedestrian-vehicular collisions. Issues: Safety issues at uncontrolled crosswalks High rates of pedestrian-vehicular collisions Vehicles frequently travel faster than posted speed limit Poor visibility/placement of pedestrian warning signage Non-conforming pedestrian signage Proposed Improvements Install north/south stop sign control along Harding Street at the Harding Street/Pine Avenue and Harding Street/Oak Avenue intersections $1,200 Construct curb extensions at Harding Street/Pine Avenue and Harding Street/Oak Avenue intersections $372,703 Remove two overhead pedestrian warning signals along Harding Street between Carlsbad Village Drive and Pine Avenue $240 Cost: $374,143 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 72 August 25, 2008 8. Carlsbad High and Surrounding Schools Study Area Description There are four schools within this study area in a six block area (including Carlsbad High School, Valley Middle School, Carlsbad Village Academy, and Magnolia Elementary situated at a single intersection). Several high pedestrian demand roadways are without sidewalk facilities, including most of Highland Drive. The neighborhood experiences some traffic problems during peak school periods. Chestnut Avenue provides an important connection to the Carlsbad Village across Interstate 5. Issues Lack of sidewalk facilities near schools; many roadways with the Alternative Design Street classification conflict with pedestrian demand generated by schools Presence of four schools in study area Lack of crosswalks at key pedestrian intersections Vehicular traffic during school peak periods Proposed Improvements Missing sidewalk installation $1,451,017 Enhanced 10’ sidewalks near school drop-off/pick-up $195,660 Curb extension installations (28 curb extensions) $696,083 Crosswalks (12 high visibility) $14,400 Wayfinding network (15,371 feet of wayfinding network @ 1 sign/900 feet = $5,400) Cost $2,362,560 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 73 August 25, 2008 9. Jefferson Elementary Study Area Description Jefferson Elementary school is situated within a residential neighborhood bound by Hibiscus Circle on the west, Interstate 5 on the east, and Tamarack Avenue to the south, which is a busy truck route designated roadway. School- related pedestrian activity in the vicinity of these significant barriers is challenging. The residential neighborhoods adjacent to the Coastal Rail Trail lack direct connections to this facility and must travel out of the way to access it. Issues Near Tamarack Avenue freeway interchange Pedestrian safety during school arrival and departure periods Proposed Improvements Install a crosswalk along the north leg of the Tamarack Avenue/Hibiscus Circle intersection $1,200 Enhanced 10’ sidewalks at pick-up/drop-off areas in front of school $37,080 Adjust the signal timing at the Jefferson Street/Tamarack Avenue intersection Provide a connection to the Coastal Rail Trail from Village Drive $10,000 Upgrade school sign assembly at the northwest and southeast corners of the Jefferson Street and Carol Place intersection $600 Cost $48,880 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 74 August 25, 2008 10. Calaveras Elementary and Middle Schools Study Area Description Calaveras Elementary and Middle schools are situated in a single family residential area near the recreational open space area of Lake Calavera. There are several additional recreational attractions in the vicinity of the school area including Calaveras Park, El Salto Falls, and connections to city trails. Issues Missing sidewalk and path infrastructure along segments of Tamarack Avenue Vehicular traffic during school peak periods Opportunities for enhanced trail connections Proposed Improvements Signal timing adjustments at three intersections Sidewalk infill $68,324 Enhanced 10’ sidewalks at school drop-off/pick-up areas $82,350 Install Class I path connecting Calaveras Elementary and Middle schools to the southeastern existing/planned trail $75,000 Wayfinding signage to connect major origins and destinations including the school, trail access points, and parks (34,559 feet of wayfinding network @ 1 sign/900 feet = $11,700) Cost $237,374 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 75 August 25, 2008 11. Kelly Elementary School Study Area Description Kelly Elementary School is situated in a single family residential area at the corner of Kelly Drive and Hillside Drive. There are poor pedestrian connections between the residential neighborhoods to the northwest and Kelly Elementary. There are several opportunities to provide enhanced pedestrian connection via the existing and future trail system in the study area. Issues Poor connectivity between school and nearby residential areas Near major arterial road Vehicular traffic during peak school periods Proposed Improvements Signal timing adjustments at two intersections Enhanced 10’ sidewalks at school drop-off/pick-up area $81,000 Install Class I path connecting High Ridge Avenue and Aura Circle $143,400 Install missing sidewalk facilities along El Camino Real between Tamarack Avenue and Crestview Drive $134,744 Wayfinding signage to connect major origins and destinations including the school, trail access points, and parks (2,248 feet of wayfinding network @ 1 sign/900 feet = $900) Cost $360,044 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 76 August 25, 2008 12. South Carlsbad Boulevard Corridor Study Area Description Carlsbad Boulevard is a key north-south coastal boulevard running the entire length of the city. This study area focuses on the segment south of Cannon Road. Demand for recreational pedestrian and bicycling use is high while pedestrian facilities are mostly unpaved, and pedestrian buffers from the high levels of vehicular traffic are lacking. The interchange with Palomar Airport Road is a major connectivity barrier for pedestrians using the east side of the right-of-way. The City is considering reconfiguring this interchange into a ‘T’ intersection. The southernmost segment of the corridor in the study area is subject to future redevelopment plans. Issues High demand for recreational pedestrian and bicycle use Palomar Airport Road interchange is major barrier to safety and connectivity Large segments of roadway with no paved pedestrian facilities City does not own portions of land along coast Proposed Improvements Install a multi-use path connecting existing sidewalk facilities on NB Carlsbad Boulevard between Cannon Road and Avenida Encinas $1,642,000 Network of signage promoting wayfinding to major origins and destinations including points of coastal access, Poinsettia Coaster Station, tourist destinations, shopping and dining areas, and trail access points (26,433 feet of wayfinding network @ 1 sign/900 feet = $5,400) Cost $1,647,400 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 77 August 25, 2008 13. Palomar Airport Road Corridor Study Area Description Palomar Airport Road is a major east-west arterial running between Carlsbad Boulevard and the eastern Carlsbad boundary. This study area is focused on the area west of LegoLand California. The pedestrian environment suffers from barriers caused by Interstate 5 and the rail right-of-way, as well as from very high vehicular traffic volumes. Sidewalk facilities taper off due to the limited right of way along the narrow Palomar Airport Road overpass over the rail right-of- way. In addition to LegoLand, there are several other noteworthy attractions along this corridor: the Flower Fields, the Pacific Coast, a golf course and the outlet shopping center. These tourist-oriented uses are not well connected by pedestrian facilities. Issues: High traffic volumes along Palomar Airport Road Highly automobile-oriented land uses and roadway networks, with uninviting pedestrian environment Limited pedestrian accessibility to coastal areas and tourist sites within project area Major barriers to pedestrian safety and connectivity caused by railroad line, interchange with Carlsbad Boulevard, and topographical and engineering constraints of Palomar Airport bridge over railroad line Proposed Improvements Install a mid-block crosswalk at Armada Drive $72,353 Network of signage promoting wayfinding to major origins and destinations including points of coastal access, tourist destinations, shopping and dining areas, and trail access points (12,002 feet of wayfinding network @1 sign/900 feet = $4,200) Cost: $76,553 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 78 August 25, 2008 14. Aviara Oaks Elementary and Middle School Study Area Description Aviara Oaks Elementary and Middle school is situated at the corner of Ambrosia Lane and Aviara Parkway. The school is in a ravine and surrounded by steep slopes on all sides. The school’s on-site loading area experiences severe traffic problems, prompting many parents to drop-off/pick-up along Ambrosia Lane. This phenomenon is also contributing to a high number of U-turns on Ambrosia Lane after parents have picked up their children. There is an activity center to the east of the schools, including a city branch library and retail uses. There are several trails in the study area, though the school is not directly served by any of them. The library lacks direct pedestrian connections to the school and nearby residential developments. The library is isolated from the rest of the shopping center with only a narrow sidewalk through the parking lot providing on-site connections. Issues Poor connectivity to nearby shopping and library land uses Circulation issues during drop-off/pick-up periods Safety of student pedestrians during peak school periods Inadequate sidewalk waiting areas Proposed Improvements Install curb landing at the NE corner of the Ambrosia Lane and Conosa Way intersection $100,000 Signal timing adjustment at two intersections Enhanced 10’ sidewalks at school drop-off/pick-up $103,410 Install Class I path facility connecting the library to Aviara Oaks schools via the northeastern baseball path. $190,362 Wayfinding signage to connect major origins and destinations including the school, trail access points, public library, and parks. (22,618 feet of wayfinding network @1 sign/900 feet = $7,800) Cost $401,572 Chapter 6 – Recommended Projects City of Carlsbad Pedestrian Master Plan 79 August 25, 2008 15. La Costa Canyon High and Surrounding Schools Study Area Description The schools in the La Costa study area are fairly modern and thus have no major infrastructural deficiencies. School drop-off/pick-up periods create traffic and safety issues at Mission Estancia and Olivenhain Pioneer elementary schools. Future development is underway north of La Costa Avenue. Issues Vehicular traffic near schools during peak school periods Missing sidewalks Speeding vehicular traffic Proposed Improvements Enhanced 10’ sidewalks at school pick-up/drop-off $95,760 Signal timing adjustment at four intersections Wayfinding signage to connect major origins and destinations including schools, trail access points, and parks (27,995 feet of wayfinding network @1 sign/900 feet = $9,600) Cost $105,360 Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 80 August 25, 2008 7.0 Encouraging People to Walk Public awareness and education programs are important complements to the proposed pedestrian improvements in this Plan. In addition to programs merely promoting walking, an educational effort should be made to cover pedestrian and motorist laws. For example, many people do not understand that motorists must yield to pedestrians crossing at intersections, regardless of whether there is a marked crosswalk in place or not. Others may be confused as to when crossing a street mid-block constitutes jaywalking. The recommended projects in this Plan promise to be most effective when accompanied by a robust campaign of enforcement of the existing laws that protect pedestrians. 7.1 Pedestrian Awareness Programs A public awareness campaign that promotes walking as a means of transportation and emphasizes safe behavior will contribute to helping people make healthier lifestyle choices. Carlsbad’s population covers a wide spectrum that can benefit from walking, including an active senior community, students, families, and employees. In a time of escalating rates of obesity and diabetes, encouraging people to walk can provide the invitation necessary to start a lifestyle change. 7.1.1 Trail Blast Fitness Program The City of Carlsbad Recreation Department organizes annual Spring and Fall Trail Blast events to encourage use of the Citywide Trails System for walking, hiking and running. Trail Blasts are a series of trail walks/hikes led by a professional fitness instructor and held on four consecutive Saturdays during the Spring and Fall. The program’s emphasis is promoting physical fitness but Trail Blasts have also been combined with civic activities such as a clean-up day on National Public Lands Day. It is recommended that the City continue its Trail Blast Fitness Program and consider expanding it to serve as a broad pedestrian awareness/encouragement program. Similar to the National Public Lands celebration, the final day of a Trail Blast series could incorporate information, promotional materials and other media related to the benefits of walking and pedestrian opportunities. Bumper stickers, posters, window signs, and brochures could include the following information: • Easy ways to incorporate walking into daily activity • Rules of the road for motorists and pedestrians • Health benefits of walking Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 81 August 25, 2008 • Website/telephone number for more information Existing educational materials are available through national and state agencies, or the City could develop materials for distribution that specifically promote the Trail Blast program and walking in Carlsbad. If materials are generated, sponsors could be secured to offset the cost of design and printing to the City. Sponsors’ logos can be added at the bottom of the materials. Brochures, maps, and bumper stickers could be distributed in and around Carlsbad at civic buildings, libraries, schools, local businesses and merchants associations, and community groups. The City could also develop a “Trail Blast and Walking in Carlsbad” webpage linked to the Parks and Recreation webpages that includes downloadable files and provides information on current walking events and activities in Carlsbad. City of Carlsbad staff or a consultant can produce and arrange the distribution of printed materials and identify sponsors and funding sources to offset the costs associated with the printed material. 7.1.2 Walk to School During the first week in October, schools around the world celebrate International Walk to School Week. The purpose of the week-long event is to educate children and their families about the social and physical benefits of walking, to teach children safe walking behaviors and to advocate for walkable communities. The National Center for Safe Routes to School promotes this event and maintains an International Walk to School in the USA website which contains promotional material and media resources. California Walk to School also assists schools throughout California with organizing Walk to School events. In Carlsbad, Calavera Hills Elementary School held a successful Walk to School event in October of 2007. It is recommended that the City promote Walk to School by coordinating with Carlsbad Unified School District to make internet resources and printed information about Walk to School available to schools, associations, parents and teachers. The City could also distribute information to the public during events such as the Trail Blasts. Walk to School promotion could serve as a facet of a citywide pedestrian safety education campaign. 7.1.3 Public Service Announcements A cost-effective way for the City of Carlsbad to promote walking as an effective and enjoyable way to travel is to use existing television public service announcements (PSAs) made available through the National Highway Traffic Safety Administration (NHTSA), Safe Kids Coalition, and the Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 82 August 25, 2008 California Office of Traffic Safety (OTS). These agencies provide existing award-winning television public service announcements on the following topics: • Pedestrian education for seniors • Pedestrian education for the general public • Pedestrian education for children and their families • Driver education on pedestrians • Drivers running red lights In addition to running the PSAs on local television, the City of Carlsbad could provide local movie theatres with the public service announcements to be included as trailers on-screen. Finally, to further utilize television and radio media to promote walking, the City could solicit the interest of local television and radio public service directors to interview a Carlsbad spokesperson to discuss the importance of walking as an alternative mode of transportation in Carlsbad. The production, arrangement, and distribution of public service announcements can be done by either City of Carlsbad staff or consultants. In addition, costs associated with production and promotional activities can be offset by sponsors and other funding sources. All activities can be conducted under the supervision of Carlsbad staff. 7.1.4 Walking Maps and Guides One of the most effective ways of encouraging people to walk is through the use of maps and guides to show that the walking infrastructure exists, to demonstrate how easy it is to access different parts of the city on foot, and to highlight unique areas or routes. Excellent trail maps are already available including an overview map of the entire Citywide Trails System as well as digital aerial maps of trails within the citywide system. The City should consider developing similar maps that highlight pedestrian facilities intermixed with streets and roadways. An effective map could display the entire City of Carlsbad and include information on popular walking destinations including schools, parks, civic buildings, libraries, key grocery stores and markets and restaurants. Pedestrian-friendly amenities and routes could be indicated and street grades could be color-coded so that pedestrians know how steep the streets are. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 83 August 25, 2008 7.1.5 Other Promotions A variety of other promotions or programs could be implemented to promote walking as an effective, fun and economical way to travel in Carlsbad. Commuter of the Month – Implement a contest for residents and employers to nominate a person who walks and/or uses transit to get around Carlsbad. Entry forms available at employer sites, retail sites, churches, and recreation and community centers could promote the contest. Monthly winners could receive prizes that may include gift certificates to dinner, retail stores, and merchandise. Murals –- Murals have successfully been used to promote ideals and inform the community of important issues. The mural program could solicit help from local volunteers, artists, children, seniors, and other community members. Costs for the production of the murals could be generated by grants through public art foundations or as part of a City of Carlsbad Cultural Arts project. Walk Exhibit – Carlsbad could produce a traveling mobile exhibit promoting walking and bicycling. The exhibit could feature the following elements: • Photo displays of new facilities • Photos of residents and employees walking • Walking maps and guides This exhibit could be featured at all community events including the EGGstravaganza Spring Festival, Carlsbad Loves Kids Day, Pumpkin Plunge, Fall Festival, Trail Blasts, and other events. The exhibit could be built to allow assembly and attendance to be done by one person. Event Producers’ Obligation – Carlsbad could require all community events to promote walking (and bicycling) in all event literature, advertisements, and other collateral materials as a mode of transportation to their event. The City could include this requirement as part of the permit process for events. Monthly Events – First Wednesday Walks. The first Wednesday of every month could be designated as Everybody Walks day. This type of promotion has been effective in communities throughout California, such as the City of Berkeley. Sidewalk Strolls - Organized walks could be implemented for seniors at local centers. The goal of these events could be to generate interest in recreational walking for health reasons with the ultimate goal of promoting walking as a form of transportation. The production, coordination, and implementation of all promotional activities can be done by Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 84 August 25, 2008 either City of Carlsbad staff or local volunteers. In addition, costs associated with the promotional activities can be offset by sponsors and other funding sources. 7.2 Pedestrian Education Programs Education can make pedestrians and motorists more aware of potentially hazardous environments and teach them the skills needed to make walking a more effective and enjoyable way to travel. A number of broad-based educational subjects address particular issues, with individual programs that can be tailored around a specific theme or themes. 7.2.1 Safety Education Campaign A variety of safety education campaigns could be undertaken by the City in order to educate motorists on the rights of pedestrians, and to educate pedestrians on safe behavior. The campaign could include messages related to speeding, yielding to pedestrians in crosswalks, stopping at stop signs, red light running, or jaywalking. Particular emphasis should be given to the safety of children, seniors and people with disabilities. Sample messages might include: • “Save A Life – Your Own. Don’t Jaywalk.” • “STOP! It could be someone you love in the crosswalk.” • “Use the other pedal and slow down.” • “Slow Down! It could be someone you love.” • “Want to meet cops? Don’t stop for pedestrians in the crosswalk.” Elements of a successful pedestrian education program would include: Media Coverage and Events – including statements of support from city officials, support of the Carlsbad Police Department, and development of a press kit outlining the program to get media coverage. Print Campaign – incorporating the promotional themes in maps, posters, bumper stickers, guides, and television public service announcements. Street Banners – that display a safety message such as “SLOW DOWN.” Rotating the banner to different neighborhoods on a regular basis can keep the message fresh and reach new audiences. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 85 August 25, 2008 7.2.2 Enforcement Education City staff should cooperate with the Carlsbad Police Department on ways to educate motorists during enforcement of pedestrian violations. This could include distributing materials on pedestrian rights and the benefits of walking to motorists. Bicycle patrol officers are in a particularly good position to educate pedestrians on safe and proper behavior as part of their routine activities. City staff and the Police Department should coordinate on ongoing programs to encourage pedestrian activity. 7.2.3 Senior Citizen and Disabled Pedestrian Education This program could include instructors and guest speakers to provide information specific to the needs of the seniors and disabled. Presentations would be conducted by an instructor, either City of Carlsbad staff or a consultant, at community centers, churches, clubs, senior citizen centers, physician offices, and hospitals. The presentation could address the sensitive issues of physical limitations of many seniors and the crucial need for them to reach their destinations (e.g. medical appointments, food shopping, etc.). In addition, presentations can include guest speakers including officials from Carlsbad, transit providers, retailers, physicians, and officers from the Police Department. City of Carlsbad staff or a consultant can coordinate the participation of guest speakers and identify sponsors and funding sources to offset the costs associated with the presentations. 7.2.4 Teen & Adult Pedestrian Education Video The program could produce a video and encourage teens and adults to walk for commuting, improved health, and fun. The City could coordinate with the Carlsbad Unified School District and San Dieguito Union High School District to have the video be produced by video production classes at Carlsbad Village Academy, Carlsbad High School and La Costa Canyon High School. The video could be made available to employers, recreational centers, libraries, community groups and Neighborhood Watch organizations. In addition, the video could be made accessible to the general public via the City’s website. Existing technology could allow the production of this interactive video to be cost effective and a valuable source of on-going education. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 86 August 25, 2008 7.3 Safe Routes to School Program Safe Routes to School (SR2S) refers to a variety of multi-disciplinary programs aimed at promoting walking and bicycling to school, and improving traffic safety around school areas through education, incentives, increased law enforcement, and engineering measures. Two funding sources are available to local jurisdictions to develop SR2S projects, the state-legislated Program (SR2S) and the federally- legislated Program (SRTS). Safe Routes to School programs typically involve partnerships among municipalities, school districts, community and parent volunteers, and law enforcement agencies. SR2S efforts in Carlsbad can serve as an important component of the Pedestrian Master Plan, as they help facilitate the implementation and funding for specific improvements that will help meet the Plan goals of making walking an integral mode of transportation in Carlsbad. Comprehensive Safe Routes to Schools programs are developed using a four complementary strategies, referred to as the “Four Es”: Engineering – Design, implementation and maintenance of signing, striping, and infrastructure improvements designed to improve the safety of pedestrians, bicyclists, and motorists along school commute routes. Enforcement – Strategies to deter the unsafe behavior of drivers, bicyclists and pedestrians and encourage all road users to obey traffic laws and share the road. Encouragement – Special events, clubs, contests and ongoing activities that encourage more walking, bicycling, or carpooling through fun and incentives. Education – Educational programs that teach students bicycle, pedestrian and traffic safety skills, and teach drivers how to share the road safely. A fifth “E”, Evaluation, is sometimes included in Safe Routes to Schools programs. Evaluating the success of a program helps to determine which programs are most effective and helps to identify ways to improve programs. Although most children in the United States walked or biked to school pre-1980’s, since then, the number of children walking or bicycling to school has sharply declined. This decline is due to a number of factors, including urban growth patterns, increased traffic, and parental concerns about safety. The situation is self-perpetuating: as more parents drive their children to school, there is increased traffic at the school site, resulting in more parents become concerned about traffic and driving their children to school. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 87 August 25, 2008 According to a 2005 survey by the Center for Disease Control, parents whose children did not walk or bike to school cited the following barriers5: • Distance to school 61.5 percent • Traffic-related danger 30.4 percent • Weather: 18.6 percent • Crime danger 11.7 percent • Opposing school policy 6.0 percent • Other reasons (not identified) 15.0 percent A comprehensive Safe Routes to Schools program addresses the reasons for reductions in biking and walking through a multi-pronged approach that uses education, encouragement, engineering and enforcement efforts to develop attitudes, behaviors and physical infrastructure that improve the walking and biking environment. 7.3.1 Benefits of a Safe Routes to School Program Safe Routes to Schools programs directly benefit schoolchildren, parents and teachers by creating a safer travel environment near schools and by reducing motor vehicle congestion at school drop-off and pickup zones. Students that choose to bike or walk to school are rewarded with the health benefits of a more active lifestyle, with the responsibility and independence that comes from being in charge of the way they travel, and learn at an early age that biking and walking can be safe, enjoyable and good for the environment. Safe Routes to Schools programs offer ancillary benefits to neighborhoods by helping to slow traffic and provide suitable facilities for walking by all age groups. Identifying and improving routes for children to safely walk and bicycle to school is also one of the most cost-effective means of reducing weekday morning traffic congestion and can help reduce auto-related pollution. In addition to safety and traffic improvements, a SR2S program helps integrate physical activity into the everyday routine of schoolchildren. Health concerns related to sedentary lifestyles have become the focus of statewide and national efforts to reduce health risks associated with being overweight. Children who bike or walk to school have an overall higher 5 U.S. Centers for Disease Control and Prevention. Barriers to Children Walking to or from School United States 2004, Morbidity and Mortality Weekly Report September 30, 2005. Available: ww.cdc.gov/mmwr/preview/mmwrhtml/mm5438a2.htm. Accessed: December 28, 2005. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 88 August 25, 2008 activity level than those who are driven to school, even though the journey to school makes only a small contribution to activity levels6. Core strategies of a Safe Routes to School Program are its educational and encouragement programs. Educational programs serve to identify safe behaviors and encouragement programs can serve to encourage people to bike, walk and drive safely. 7.3.2 Educational Measures Educational programs can teach pedestrians, bicyclists and drivers safe behaviors and can create awareness of the benefits and goals of a Safe Routes to Schools program. In developing an educational strategy, each school’s stakeholder group should consider who the audience is, when the education should be delivered, what information should be shared and how the message should be conveyed. Curriculum programs implemented in schools can teach children the basics regarding pedestrian and bicycle safety. Classroom educational materials should be presented in a variety of formats (safety videos, printed materials, and classroom activities) and should continually be updated to make use of the most recent educational tools available. Classroom education programs should also be expanded to promote the health and environmental benefits of bicycling and walking. Outside schools, educational materials should be developed for different audiences, including elected officials (describing the benefits of and need for a SR2S program), parents (proper school drop-off procedures, obeying speed limits near school, yielding to bicyclists and pedestrians and safety for their children) and neighbors (keeping pedestrian ways clear, obeying speed limits, yielding to bicyclists and pedestrians). Educational programs should be linked with events and incentive programs when appropriate, and students should be included in task force activities, such as mapping locations for improvements. Instruction may include: Pedestrian Safety Topics • Crossing the street with an adult • Crossing at intersections and crosswalks • Crossing around school buses • Walking at night • Driveways and cars backing up • Using sidewalks • Understanding traffic signals • Crossing around parked cars • Walking where no sidewalks exist 6 Cooper A, Page A, Foster L, Qahwaji D. Commuting to school: are children who walk more physically active? American Journal of Preventive Medicine. 2003 November; 25(4):273-6. Cooper A, Andersen L, Wederkopp N, Page A, Frosberg K. Physical activity levels of children who walk, cycle, or are driven to school. American Journal of Preventive Medicine, 2005 October; 29(3):179-184. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 89 August 25, 2008 Bicycle Safety Topics • On-bike skills training • How to adjust and maintain a bicycle • Night riding (clothes, lights) • Rules of the road • Riding on sidewalks • How to negotiate intersections • Riding defensively • Use of hand signals • Importance of wearing helmets • Common crash causes The City may want to consider working with local pedestrian groups (e.g. School Traffic Safety Committees), as well as the School Districts, to develop a standard safety handbook and make it available to each school in a digital format for customization. Each school should develop a school area pick-up/drop-off circulation map of the campus and immediate environs to include in the handbooks, clearly showing the preferred pick-up, drop-off and parking patterns and explaining in text the reason behind the recommendations. This circulation map should also be a permanent feature in all school newsletters. More ideas for classroom activities and lessons, including lessons tailored to specific subject areas, can be found through the National Highway Traffic Safety Administration’s (NHTSA) website. 7.3.3 Encouragement Measures and Incentives Encouragement strategies are meant to be fun and are intended to generate excitement and enthusiasm about biking and walking. Encouragement activities can be quick and easy to start and relatively inexpensive. Programs include special events, such as International Walk to School Day (described in section 7.1.2 of this chapter), contests such as a mileage club, and ongoing activities such as a walking school bus. Several encouragement programs are described below. Additional programs can be found in the on-line Safe Routes to School Guide published by National Highway Traffic Safety Administration (www.saferoutesinfo.org/guide/). Schools may also designate additional days or weeks during the school year as special “Walk and Roll to School Days,” or may piggyback on an existing day such as Earth Day or Bike to Work Week. Mileage clubs and contests can be established to encourage children to increase their levels of activity in general, and to walk to school specifically. Children are asked to keep a record of the number of miles they bike or walk. Contests are generally established as an individual child monitoring their progress, as a classroom tracking their combined progress, or as schools competing against each other. Winners are rewarded with gift certificates or prizes. Some programs set up a “Walk Across America” program Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 90 August 25, 2008 where children keep track of how far they walk, with the ultimate goal of walking enough distance to walk across America. Other contests and event ideas to encourage bicycling and walking to school include: competitions in which classrooms compete for the highest proportion of students walking or biking to school, themed or seasonal events, and keeping classroom logs of the number of miles biked and walked by children and plotting these distances on a map of California or the US. Ongoing activities are used to promote biking and walking on a daily or weekly basis. They include programs such as a Walking School Bus, which involves parents taking turns walking (or bicycling in a “Bike Train”) with groups of children to school. In areas where students cannot easily or safely walk or bike to school, programs such as “Park and Walk,” which ask parents to park at a designated spot and walk their children the rest of the way to school, allow all students to participate. Park and Walk programs also can reduce traffic congestion at schools. Events related to bicycling and walking should be incorporated into existing curricula when practical. Involving local celebrities or publishing the names of student participants in events can be an effective means of encouraging student involvement. Another key to successful events is promotion. Ensuring that parents are aware of events, whether classroom-specific or district wide, is key to gaining maximum student participation. 7.4 Enforcement of Pedestrian Laws Targeted enforcement of pedestrian laws should be focused in those areas with high pedestrian volumes or where pedestrians are especially vulnerable. Law enforcement efforts should be scheduled during periods and at locations where motorists and the general public can become aware of pedestrian laws and their penalties. It is recommended that such targeted enforcement occurs at least four times per year and last one week. Focused enforcement should also take place at the start of the school year at selected schools near their primary access points for children walking. The Carlsbad Police should also be surveyed for input on appropriate educational materials, advisory and warning signs, and other tools to help them accomplish their mission. Finally, it is recommended that in the event of a pedestrian fatality or injury, the Police Department and eventually the District Attorney vigorously pursue legal action against the responsible motorist. Pedestrians are protected in the public right-of-way by the California Vehicle Code, as enforced by the Carlsbad Police Department. Chapter 7 – Encouraging People to Walk City of Carlsbad Pedestrian Master Plan 91 August 25, 2008 7.4.1 Targeted Enforcement Law enforcement agencies can increase the presence of police near schools or high-conflict areas in order to curb unlawful behavior. People tend to slow down and improve their driving behavior if they expect law enforcement to be present. These targeted enforcement activities can be effective but are labor intensive in that they require dedication of police officer resources in a single location. In addition, once the targeted enforcement period has ended and motorists realize that the police presence is gone, they may revert to speeding or driving unsafely. Grant funding is available for these types of programs through the California Office of Traffic Safety (http://www.ots.ca.gov). 7.4.2 Radar Trailer Speed Radar Trailers can be used to reduce speeds and enforce speed limit violations in known speeding problem areas. In areas with speeding problems, police set up an unmanned trailer that displays the speed of approaching motorists along with a speed limit sign. The trailer can be used as both an educational and enforcement tool. By itself, the unmanned trailer serves as effective education to motorists about their current speed in relation to the speed limit. As an alternative enforcement measure, the police department may choose to station an officer near the trailer to issue citations to motorists exceeding the speed limit. Because they can be easily moved, radar trailers are often brought to streets where local residents have complained about speeding problems. If frequently left in the same location without officer presence, motorists may learn that speeding in that location will not result in a citation and increase their speeds. 7.4.3 Neighborhood Speed Watch In areas where potential speeding problems have been identified by residents, a Neighborhood Speed Watch can be used to warn motorists that they are exceeding the speed limit. A radar unit is loaned out to a designated neighborhood representative to record speed information about vehicles. The person operating the radar unit must record information, such as make, model, and license number of offending vehicles. This information is sent to the local law enforcement agency having jurisdiction at the location of the violations, and the department then sends a letter to the registered vehicle owner, informing them that the vehicle was seen on a specific street exceeding the legal speed limit. Letters are typically sent out to those driving at least 5 mph over the speed limit. Although not a formal citation, the letter explains that local residents are concerned about safety for their families and encourages the motorist to drive within the speed limit. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 92 August 25, 2008 8.0 Implementation and Funding This chapter focuses on implementation and funding for the Pedestrian Master Plan. This plan sets out an ambitious list of projects to be implemented over the next 20 years. The Pedestrian Master Plan and future updates should serve as a guide in the allocation of capital, maintenance, administrative, and matching funds. The Plan is also designed to provide staff and the public with flexibility as opportunities and needs arise. The Pedestrian Master Plan should be updated every five years as needed, to reflect changes in needs and conditions. As part of this update, information on cost, feasibility, need, and other items should be included in the analysis of priorities and identification of projects. 8.1 Capital Improvement Program Pedestrian projects and enhancements identified in this Pedestrian Master Plan and in future revisions should be included in the City’s Capital Improvement Program. This may be accomplished by a combination of funding capital and maintenance efforts, providing matching monies for competitive grants, and/or integrating pedestrian features into larger public projects. The City should actively seek competitive grant sources and allocate adequate matching monies to implement pedestrian projects. 8.1.1 Cost Elements A summary of projected cost estimates is presented in the following tables. Each of the major programs is presented in a separate table, along with an estimate of the capital or annual cost. All cost estimates are at a planning level and amounts are subject to further refinement once feasibility and engineering work has been completed, or as budget conditions change within the City. Pedestrian unit costs are presented in Table 8.1. These costs are the basis for the planning-level cost estimates used in the following tables. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 93 August 25, 2008 Table 8.1 Pedestrian Improvement Basic Unit Costs Item Unit Unit Cost Bus Stop (Shelter, Bench, Curb Cut, Bus Pad) EA $40,000 Class I Path Construction LF $100 Countdown Signal Heads EA $800 Crosswalk - High Visibility EA $1,200 Crosswalk - Tranverse EA $500 Curb Extension EA $100,000 Curb & Gutter LF $40 Curb Ramp Retrofit (diagonal) EA $2,000 Curb Ramp Retrofit (perpendicular) EA $5,000 Parking Restrictions -- Red Curb EA $20 Remove Curb LF $4 Remove Sidewalk SF $4 Remove Striping LF $1 Remove Sign/Mast Arm EA $120 Resurface Sidewalk - 5' Wide LF $40 Sidewalk - 10' Wide LF $90 Sidewalk - 5' Wide LF $45 Sidewalk Widening LF $46 Signs, Warning EA $300 Truncated Domes (retrofit plastic) EA $400 Source: Alta Planning + Design; June, 2008 8.1.2 Citywide Project Costs Costs for the citywide projects are shown in Table 8.2. Costs are shown for the total improvements recommended in the plan, and then an average cost over 20 years is shown. Some of the lower cost improvements such as signage and crosswalk restriping would likely be done in a phased corridor approach in less than 20 years. The total cost for the citywide projects is estimated at approximately $14.3 million. 8.1.3 Top 15 Priority Projects Costs Costs for the Top 15 priority pedestrian projects are presented in Table 8.3. The total cost for these improvements is estimated at $8.67 million. The costs for these major projects may vary considerably depending on a variety of conditions and assumptions. Further feasibility and design work are required to refine these estimates. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 94 August 25, 2008 Table 8.2 Citywide Project Costs Project Category Name Total Cost Average Annual Cost over 20 Years Sidewalk Gap Infill $12,402,900 $620,100 Diagonal Curb Ramp Retrofit $1,466,000 $73,300 ADA Truncated Domes Retrofit $73,600 $3,700 Signage Improvements $4,500 $200 Signal Timing Adjustments No Cost N/A Audible Signal Installations $153,600 $7,700 High Visibility Crosswalk Markings $192,000 $9,600 Pedestrain Warning Signs $4,500 $200 TOTAL COST CITYWIDE PROJECTS $14,297,100 $714,800 Source: Alta Planning + Design; June, 2008 Table 8.3 Priority Intersection and Corridor Project Costs Location Project Type Project Cost 1 Plaza Camino Real Sidwalk Infill, Wayfinding $139,706 2 Jefferson Street Corridor Sidewalk Infill, Wayfinding $2,103,850 3 Carlsbad Boulevard (Lagoon Crossing) Sidewalk Infill, Wayfinding $69,435 4 Buena Vista Elementary Sidewalk Infill, Signage, Crosswalks $482,403 5 Carlsbad Village and Transit Center Mid-block Crossing, Wayfinding, Sidewalk Infill $128,603 6 Chestnut Avenue Corridor Sidewalk Infill, Bus Stop Improvements, Wayfinding $131,473 7 Harding Street Corridor Stop Sign Control, Curb Extensions, Signage $374,143 8 Carlsbad High and Surrounding Schools Sidewalk Infill, Curb Extensions, Crosswalks, Wayfinding $2,362,560 9 Jefferson Elementary Crosswalks, Curb Extension $48,880 10 Calaveras Elementary & Middle Schools Sidewalk Infill, Trail Connection, Wayfinding $237,374 11 Kelly Elementary Trail Connection, Sidewalk Infill, Crosswalk $360,044 12 South Carlsbad Boulevard Corridor Multi-use path $1,647,400 13 Palomar Airport Road Corridor Mid-block Crossing, Wayfinding $76,553 14 Aviara Elementary and Middle School Curb pad, Trail Connection, Wayfinding $401,572 15 La Costa Canyon and Surrounding School Sidewalk Infill, Wayfinding $105,360 TOTAL COST TOP 15 PROJECTS $8,669,356 Source: Alta Planning + Design; June 2008 Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 95 August 25, 2008 8.1.4 Program Costs Costs associated with the program related recommendations are shown in Table 8.4. The budgets for recommended programs, while annualized in the table, are likely to vary considerably from year to year and are subject to grant awards and budget conditions. Table 8.4 Costs of Programs Recommended in the Plan Program Name Average Annual Cost Cost over 20 Years Maintenance (see note) $100,000 $2,000,000 Promotional Efforts Printed material (posters, brochures, maps) $20,000 $400,000 Public Service Announcements $2,000 $40,000 Website $2,000 $40,000 Annual Events $50,000 $1,000,000 Presentations $5,000 $100,000 Enforcement $10,000 $200,000 TOTAL COST PROGRAMS $189,000 $3,780,000 Source: Alta Planning + Design; June, 2008 Note: Maintenance for new facilities recommended in plan. This estimate does not include costs to alleviate the sidewalk repair backlog or emergency repairs. 8.2 Financial Plan The total pedestrian capital and program costs and expected revenue for the next twenty years are presented in Table 8.5. The long-term costs are based on very broad assumptions about needs in the City, and will be refined as the Pedestrian Master Plan is updated. The total 20-year cost of the pedestrian improvements and programs in Carlsbad is estimated to be $31.6 million or $1.58 million per year. The City’s FY 08/09 Capital Improvement Program identifies $3.9 million dollars in funding for sidewalk construction through build-out. Based upon the assumption that 70% of the total capital project costs, or roughly $22.1 million, could come from competitive grants, this leaves a shortfall of approximately $5.57 million over 20 years, or about $279,000 annually. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 96 August 25, 2008 Table 8.5 City of Carlsbad Pedestrian Plan 20-Year Costs 20-Year Total Costs Priority Intersection and Corridor Costs (Top 15 Projects) $ 8,669,356 Citywide Projects Recommended in Plan Sidewalk Gap Infill $ 12,402,900 Diagonal Curb Ramp Retrofit $ 1,466,000 ADA Truncated Domes Retrofit $ 73,600 Signage Improvements $ 4,500 Signal Timing Adjustments n/a Audible Signal Installations $ 153,600 High Visibility Crosswalk Markings $ 192,000 Pedestrian Warning Signs $ 4,500 Subtotal $ 14,297,100 Programs Recommended in Plan Annual 20-Year Maitenance (of new facilities) $ 100,000 $ 2,000,000 Promotion $ 79,000 $ 1,580,000 Enforcement $ 10,000 $ 200,000 Subtotal $ 189,000 $ 3,780,000 Soft Costs (incl. Personnel) $ 242,000 $ 4,840,000 Summary of Costs Annual 20-Year Priority Intersection and Corridor Costs (Top 15 Projects) $ 433,468 $ 8,669,356 Citywide Projects $ 714,855 $ 14,297,100 Program Costs $ 189,000 $ 3,780,000 Soft Costs (Personnel) $ 242,000 $ 4,840,000 Total Costs $ 1,579,323 $ 31,586,456 Revenue Sidewalk CIP project $ 3,900,000 $ $ 20-Year Funding Gap $ 27,686,456 Estimated Competitive Grant Revenue (70% of Capital) $ 22,110,519 Estimated Total 20-Year Shortfall $ 5,575,937 Annual Total Shortfall $ 278,797 Source: Alta Planning + Design; June, 2008 Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 97 August 25, 2008 8.3 Funding Sources Funding that can be used for pedestrian projects, programs, and plans come from all levels of government. This chapter covers federal, state, regional and local sources of pedestrian funding, as well as some non-traditional funding sources that have been used by local agencies to fund pedestrian infrastructure and programs. Table 8.6 presents a summary of various federal, state, regional and local pedestrian project/program funding sources. 8.3.1 Federal Funding Sources The primary federal source of surface transportation funding—including pedestrian facilities—is SAFETEA-LU, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users. SAFETEA-LU is the fourth in a series of Federal transportation funding bills. The $286.5 billion SAFETEA-LU bill, passed in 2005, authorizes federal surface transportation programs for the five-year period between 2005 and 2009. SAFETEA-LU funding is administered through the State (Caltrans and Resources Agency) and regional planning agencies. Most, but not all, of these funding programs are oriented toward transportation versus recreation, with an emphasis on reducing auto trips and providing inter-modal connections. Specific funding programs under SAFETEA-LU include: Congestion Mitigation and Air Quality (CMAQ) – This program funds projects that are likely to contribute to the attainment of national ambient air quality standards. Funds are available for projects and programs in areas that have been designated as non-attainment or in maintenance for ozone, carbon monoxide or particulate matter. Recreational Trails Program – This program provides $370 million nationally through 2009 for non-motorized trail projects. Safe Routes to School Program – A relatively new program with $612 million nationally through 2009. Transportation, Community and System Preservation Program – This program provides $270 million nationally over five years (2006-2011) reserved for transit-oriented development, traffic Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 98 August 25, 2008 calming and other projects that improve the efficiency of the transportation system, reduce the impact on the environment, and provide efficient access to jobs, services and trade centers. Federal Lands Highway Funds – Federal Lands Highway funds may be used to build pedestrian facilities in conjunction with roads and parkways at the discretion of the department charged with administration of the funds. The projects must be transportation-related and tied to a plan adopted by the State and MPO. Approximately $1 billion dollars are available nationally for Federal Lands Highway Projects through 2009. 8.3.2 Statewide Funding Sources The State of California uses both federal sources (such as the Recreational Trails Program) and its own budget to fund pedestrian projects and programs. In some cases, such as Safe Routes to School, Office of Traffic Safety, and Environmental Justice grants, project sponsors apply directly to the State for funding. Statewide funding sources are described below: Recreational Trails Program (RTP) – The Recreational Trails Program (RTP) provides funds to States to develop and maintain Recreational Trails and trail-related facilities for both non-motorized and motorized Recreational Trail uses. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) defines the program at the federal level. In 2005, Congress reauthorized the RTP nationwide for $60 million in Federal Fiscal Year (FFY) 2005, $70 million in FFY 2006, $75 million in FFY 2007, $80 million in FFY 2008, and $85 million in FFY 2009. Seventy percent of the funds received by California will be available for nonmotorized projects on a competitive basis to cities, counties, districts, state agencies, federal agencies and nonprofit organizations with management responsibilities over public lands. The RTP match amount is based on the cost of the total RTP Project. The maximum amount of RTP funds allowed for each project is eighty-eight (88) percent. The applicant is responsible for providing a match amount that is a minimum of twelve (12) percent. In California, RTP funds are administered by the California State Parks Department. Recreational Trails Program funds may be used for the following: • Maintenance and restoration of existing trails; • Purchase and lease of trail construction and maintenance equipment; • Construction of new trails; Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 99 August 25, 2008 • Acquisition of easements of property for trails; and • Operation of educational programs to promote safety and environmental protection related to trails (limited to 5 percent of a State’s funds). Land and Water Conservation Fund – The Land and Water Conservation Fund is a federal program that provides grants for planning and acquiring outdoor recreation areas and facilities, including trails. The Fund is administered by the California State Parks Department and has been reauthorized until 2015. Cities, counties and districts authorized to acquire, develop, operate and maintain park and recreation facilities are eligible to apply. Applicants must fund the entire project, and will be reimbursed for 50 percent of costs. Property acquired or developed under the program must be retained in perpetuity for public recreational use. The grant process for local agencies is competitive. Annual apportionment allocates 60 percent of the funds to local agencies. Sixty (60) percent of those grants are reserved for Southern California. Eligibility Criteria: • Application package • The Project must be consistent with issues identified in the California Outdoor Recreation Plan • The applicant must have an assured source of eligible matching funds to meet the non- federal share of the cost of the project • The applicant must have adequate land tenure for Development Projects Project Proposal Criteria: • Priority Statewide Recreation Needs • Identification of CORP Priority Issues • Outdoor Recreational Opportunities • Public Involvement • Population and Population Density • Cost-Use Benefit • Accessibility • Priority Acquisitions (Acquisition Projects only) • Suitability (Development Projects only) • Readiness • Performance • Operation and Maintenance California State-Legislated Safe Routes to School (SR2S) Program – Established in 1999, the State Safe Routes to School (SR2S) program came into effect from the passage and signing of Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 100 August 25, 2008 Assembly Bill 1475 (AB 1475). In 2001, Senate Bill 10 (SB 10) was enacted which extended the program for three additional years. In 2004, SB 1087 was enacted to extend the program three more years. A new bill, AB 57, was introduced in December 2006 to extend the program until January 1, 2013. With the passage of SAFETEA-LU in 2005, federal Safe Routes to School funds were made available to states nationwide. For this reason, current statutes will be revised to reflect SAFETEA- LU provisions as the State program is phased out. This program is intended to improve the safety of walking and bicycling to school as well as encourage students to walk and bicycle to school by identifying existing and new routes to school and implementing pedestrian and bicycle safety and traffic calming projects. Evaluation Criteria (Based upon 7th cycle of the program): • Provide a detailed description of the project scope and locations targeted for improvement. • Describe the reasons you are applying for SR2S funds. • Describe how your proposed solution was developed, e.g. were alternatives explored or other remedies (such as educational or enforcement measures) tested? • Describe any ongoing and/or planned Safe Routes to School program efforts specifically targeted towards education, encouragement and enforcement activities. • Describe how the proposed project would encourage more students to walk or bicycle to and from school more frequently. • If the proposed project has funding sources from other agencies or grant providers, identify the funding sources, their amounts, and how the funds will complement the SR2S funds, either in additional infrastructure improvements or in the development of education, enforcement and encouragement activities. • Describe any environmental issues or concerns that may impact the delivery of the project. • Attach the following (a general project map; site plan for each improvement; detailed engineer’s estimate; letters of support; applicable ‘warrants’; and photographs). Environmental Justice: Context Sensitive Planning Grants – The Caltrans-administered Environmental Justice: Context Sensitive Planning Grants Program funds planning activities that assist low-income, minority, and Native American communities in becoming active participants in transportation planning and project development. Grants are available to transit districts, cities, counties, and tribal governments. This grant is funded by the State Highway Account and an estimated $1,500,000 in grants and up to $250,000 per application are available annually, budget permitting. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 101 August 25, 2008 Project Criteria: • Project Description • Grant Objective • State Transportation Planning Grant Goals • Public Participation • Project Outcomes Office of Traffic Safety (OTS) Grants – The California Office of Traffic Safety distributes federal funding apportioned to California under the National Highway Safety Act and SAFETEA-LU. Grants are used to establish new traffic safety programs and expand ongoing programs to address deficiencies in current programs. Pedestrian safety is included in the list of traffic safety priority areas. Eligible grantees include governmental agencies, state colleges and state universities, local city and county government agencies, school districts, fire departments, and public emergency services providers. Grant funding cannot replace existing program expenditures, nor can traffic safety funds be used for program maintenance, research, rehabilitation, or construction. Grants are awarded on a competitive basis, and priority is given to agencies with the greatest need. Evaluation Criteria: • Potential Traffic Safety Impact • Collision Statistics and Rankings • Seriousness of Problems • Performance of on Previous OTS Grants 8.3.3 Regional and Local Funding Sources Regional pedestrian grant programs come from a variety of sources, including SAFETEA-LU, the State budget, vehicle registration fees, bridge tolls and local sales tax. Most regional funds are allocated by regional agencies such as the San Diego Association of Governments (SANDAG). FY 2008 TDA and TransNet Bicycle and Pedestrian Projects Call for Projects – Each year, the SANDAG Board of Directors allocates funds under the Transportation Development Act (TDA) and the TransNet local sales tax program to support non-motorized transportation projects in the San Diego region. For FY 2007, approximately $3.5 million to $4.0 million was available for allocation. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 102 August 25, 2008 These funds serve as part of the Regional Housing Needs Incentive Program. Board Policy No. 033 (Implementation Guidelines for SANDAG Regional Housing Needs Assessment Memorandum) sets forth guidelines for incentives related to the Regional Housing Needs Assessment (RHNA) for the 2005-2010 Housing Element cycle. Eligibility for the TDA/TransNet bicycle and pedestrian funds depend upon compliance with Board Policy No. 033, TDA Project Eligibility, and TransNet Project Eligibility. In addition to the eligibility requirements, if applicable, certain SANDAG Claim Requirements must be met. The application must be completed and received in early February. Key Pedestrian Criteria: • Community Support/Consistency with Community Plan • Minimum Design Standards • Connect to Regional Transportation Corridor/Transit Linkage • Completes Connection/Linkage in Existing Pedestrian Network • Project Readiness • Geographic Factors/GIS Analysis • Safety Improvements • Innovation and Design • Regional Housing Needs Incentive • Matching Funds • Cost Benefit Pilot Smart Growth Incentive Program (SGIP) – This innovative pilot program is based on the SANDAG Regional Comprehensive Plan (RCP) using funding incentives to encourage coordinated regional planning to bring transit service, housing, and employment together in smart growth development. Initially, the Pilot SGIP was funded with federal Transportation Enhancement (TE) Funds. Total funding included $19 million for 14 approved local projects in September 2005, with a $2 million cap per project. A longer-term, smart growth incentive program will be funded through the local TransNet half-cent sales tax program. It will provide $6 million in FY 2009 and grow over time as sales tax revenues increase. Carlsbad has four Smart Growth Place Type classifications within the Smart Growth Concept Map: one Existing/Planned Town Center, one Potential Town Center and two Potential Community Centers. These designations qualify for application for future incentive program funds. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 103 August 25, 2008 Project Screening Criteria: • Local Commitment/Authorization • Funding Commitment • Funding Eligibility Project Evaluation Criteria: • Project Readiness (Level of Project Development) • Smart Growth Area Land Use Characteristics (Intensity of Development; Land Use and Transportation Characteristics of Project Area; Urban Design Characteristics of Project Area; Related Land Development Projects; Affordable Housing) • Quality of Proposed Project (Pedestrian Access Improvements; Bicycle Access Improvements; Transit Facility Improvements; Streetscape Enhancements; Traffic Calming Features; Parking Improvements) • Matching Funds • Low Income Household Bonus Points Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 104 June 30, 2008 Table 8.6 Summary of Federal, State, Regional and Local Pedestrian Facility/Programs Funding Sources Acronyms: AQMD - Air Quality Management District Caltrans - California Department of Transportation CMAQ - Congestion Management and Air Quality CTC - California Transportation Commission FHWA - Federal Highway Administration RTPA - Regional Transportation Planning Agency State DPR - California Department of Parks and Recreation (under the State Resources Agency) SAFETEA-LU - Safe, Accountable, Flexible, Efficient Transportation Equity Act Jurisdictions for City of Carlsbad, California: Caltrans - Caltrans District 11 SANDAG – San Diego Association of Governments Grant Source Application Deadline Agency Program Funds Available Matching Requirement Eligible Applicants Commute Recreation Safety/ Education Comments/Contact Information Federal Funding Congestion Mitigation and Air Quality (CMAQ) FHWA $8.6 billion nationwide under SAFETEA-LU (2005-2009) 20% local match State DOTs, MPOs, transit agencies X X Information: http://www.fhwa.dot.gov/environment/cmaqpgs/ Federal Lands Highway Funds FHWA $1 billion total nationwide through 2009 None State X X X Project must appear in STIP. Contact California Division, FHWA http://www.fhwa.dot.gov/cadiv/directory.htm Recreational Trails Program (RTP) October 1 FHWA $5.5 to California At least 12% State, local, regional agencies, and nonprofit organizations X Administered by California State Parks: Jean Lacher, Manager, Office of Grants and Local Services 1416 Ninth St, Room 918 Sacramento CA 94814 Mail: PO Box 942896 Sacramento CA 94296-0001 Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 105 June 30, 2008 Grant Source Application Deadline Agency Program Funds Available Matching Requirement Eligible Applicants Commute Recreation Safety/ Education Comments/Contact Information Transportation and Community and System Preservation Program (TCSP) Varies FHWA $61.25 million annually nationwide through 2008/09 20% local match State,Local, MPOs -- -- -- Projects that improve system efficiency, reduce environmental impacts of transportation, etc. Contact Kenneth Petty TCSP Program Officer, Office of Planning phone: (202) 366-6654 http://www.fhwa.dot.gov/tcsp/pi_tcsp.html State Funding California Center for Physical Activity Grant Program Ongoing Department of Health Services Up to $4,999 per grantee None Public Health Departments X For pedestrian encouragement programs Contact: Lisa Cirill, Acting Chief lcirill@dhs.ca.gov 916.552-9943 Coastal Conservancy Non-Profit Grants Program Ongoing Coastal Conservancy Grants range from $10,000 to several million Not required but favored California non-profit 501 (c) 3 organizations X Funds for trail planning and construction and restoration of coastal urban waterfronts. Contact Janet Diehl jdiehl@scc.ca.gov Environmental Enhancement and Mitigation Program (EEMP) Currently suspended (as of mid-2006) State Resources Agency, Caltrans $10 million statewide Not required but favored local, state and federal government non-profit agencies X X X Projects that mitigate environmental impacts of planned transportation projects; can include acquisition or development of roadside recreational facilities. Contact Carolyn Dudley, State Resources Agency, (916) 653-5656 Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 106 June 30, 2008 Grant Source Application Deadline Agency Program Funds Available Matching Requirement Eligible Applicants Commute Recreation Safety/ Education Comments/Contact Information Environmental Justice Grants: Context Sensitive Planning October 14 Caltrans $1.5 million statewide 10% local MPA, RPTA, city, county, tribal govmts, transit districts X X X Funds activities that include low-income and minority communities in transportation planning and project development. Contact Norman Dong at norman_dong@dot.ca.gov or (916) 651-6889. Land & Water Conservation Fund (LCWF) May 1 California Department of Parks and Recreation $720,000 in Southern California (2006) 50% match Cities, counties, park districts X Recreational trails are eligible for funding. Applicants must fund the entire project, and will be reimbursed for 50% of costs. Office of Traffic Safety Grants Jan. 31 Office of Traffic Safety $66 million to be awarded statewide in 2009 None Govmtal agencies, state colleges, and universities, local city and county government agencies, school districts, fire depts, and public emergency services providers X Grants are used to mitigate traffic safety program deficiencies, expand ongoing activity, or develop a new program. Grant funding cannot replace existing program expenditures, nor can traffic safety funds be used for program maintenance, research, rehabilitation, or construction. Contact OTS Regional Coordinator Lisa Dixon at, (916) 262-0978 or ldixon@ots.ca.gov Recreational Trails Program (RTP) Oct. 1 California Department of Parks and Recreation $9.7 million statewide (2008-09) 20% match Jurisdictions special districts, non profits with mngmt responsibilities over land X For recreational trails to benefit bicyclists, pedestrians, and other users; contact State Dept. of Parks & Rec. , Statewide Trails Coordinator, (916) 653-8803 Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 107 June 30, 2008 Grant Source Application Deadline Agency Program Funds Available Matching Requirement Eligible Applicants Commute Recreation Safety/ Education Comments/Contact Information Federal Safe Routes to Schools Program (SRTS) February Caltrans $46 million in Cycle 2 (FY09/10) None State, local, regional agencies; cities and counties; non-profit organizations; school districts X X X http://www.dot.ca.gov/hq/ LocalPrograms/saferoutes/saferoutes.htm Regional Funding Transportation (TransNet) sales tax Varies SANDAG $4.0 million per year regionwide for pedestrian, bicycle and neighborhood safety projects. None Cities, county X X The Bicycle-Pedestrian Advisory Committee assists in the development of the bicycle facilities portion of the Regional Transportation Plan, and recommends projects for funding under the TransNet local transportation sales tax program, and other state and federal funding programs. Smart Growth Incentive Program Varies SANDAG $6 million annually regionwide11.47% Cities, transit districts, public agencies X X http://www.sandag.org/uploads/projectid/projectid_264_4156.pdf Project Coordinator: Stephan Vance sva@sandag.org (619) 699-1924 Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 108 June 30, 2008 Grant Source Application Deadline Agency Program Funds Available Matching Requirement Eligible Applicants Commute Recreation Safety/ Education Comments/Contact Information Transportation Development Act grants January SANDAG Varies, 2% of County TDA funds are allocated for pedestrian and bicycle projects. None Cities, county X X X Contact Chris Kluth for more information ckl@sandag.org (619) 699-1952 Local Funding Capital Improvement Program N/A City of Carlsbad $3,895,000 for construction of sidewalks N/A N/A X X The City currently has a Capital Improvement Program project for the construction of sidewalks. The project has a current unspent balance of $1,455,000 and it is programmed to receive $640,000 in FY 2008/09, $300,000 in FY's 2009/10 thru 2011/12 and $900,000 from FY 2012/13 thru 2013/18. Nontraditional Sources Community Development Block Grants Varies HUD $526 million statewide (2004/05) None, but may be used as evaluation criteria Public entities and 501(c)(3) non-profits and tax-exempt faith-based religious orgs Primarily for community revitalization, but may be used to fund streetscape improvements, to eliminate slum and blight in low- and moderate-income areas. Chapter 8 – Implementation and Funding City of Carlsbad Pedestrian Master Plan 109 June 30, 2008 Grant Source Application Deadline Agency Program Funds Available Matching Requirement Eligible Applicants Commute Recreation Safety/ Education Comments/Contact Information Mello-Roos Community Facilities Act None Various Public Agencies Varies None X X X Primarily used to fund public services such as libraries and fire depts., but may fund pedestrian infrastructure. City of Carlsbad Pedestrian Master Plan 1 Appendix A Appendix A: Carlsbad Pedestrian Master Plan Public Involvement Process and Outcomes City of Carlsbad Pedestrian Master Plan 2 Appendix A A1.2 Public Participation Process This section summarizes the two phase public outreach effort undertaken as an aspect of the Carlsbad Pedestrian Master Plan planning process, and then synthesizes public input into a synopsis of pedestrian issues, recommendations, behaviors and attitudes of Carlsbad community members. The input obtained through this extensive outreach effort served as guidance for identifying pedestrian project opportunity areas and for developing program and infrastructure project recommendations. A1.2.1 Overview of Community Outreach The City of Carlsbad and their consultant employed a two phase outreach strategy to garner input from Carlsbad community members regarding their concerns about the pedestrian environment. The first phase of the effort focused on reaching out to the community at large to introduce the process and purpose of the Pedestrian Master Plan, invite participation and collect comments. The project team initiated the second, more extensive, phase of the outreach strategy while the team conducted a citywide inventory of pedestrian facilitates. This second phase involved collecting detailed information through pedestrian surveying. It also entailed targeting outreach to community groups who have high pedestrian needs, such as the parents of schoolchildren. Phase I Community Outreach Approach This section provides a brief chronological overview of the public outreach techniques utilized during phase I of the outreach effort. • On June 4, 2007, the City and their consultant created and launched a project website describing the scope of the project, announcing upcoming workshops and community meetings, providing a place for public comment, and offering a contact person for further questions or concerns. • On June 8, 2007, the City and their consultant produced and mailed a flyer inviting members of the public to an Open House to discuss the initial stages of the Carlsbad Pedestrian Master Plan. Fifty-seven flyers were mailed to homeowner associations in Carlsbad. The flyer was also sent via email to seven key contacts within the city, who then distributed the City of Carlsbad Pedestrian Master Plan 3 Appendix A flyer to various Commissioners. The flyer was posted on the project website in early June 2007. • In early June 2007, the City of Carlsbad posted an announcement on the City’s official website about the Pedestrian Master Plan Open House. • On June 23, 2007, the North County Times announced the Pedestrian Master Plan Open House in the “Community Section” of the paper. The announcement included the date, time, and location of the Open House. • The City and their consultant held an Open House on June 28, 2007, to provide an overview of the pedestrian environment, to describe initial existing conditions, and to present an initial assessment of the pedestrian project opportunity areas. There were six stations at the Open House, and members of the community were directed to circulate and provide input at each station. A comment card was also available for community members to fill out with their input. A total of 20 members of the public attended the Open House. All public input received at the Open House is summarized and provided on the project website. • A “City of Carlsbad Pedestrian Master Plan Survey” was prepared and uploaded to the project website in mid-July in an attempt to solicit more information about pedestrian activity levels and pedestrian facility preferences from Carlsbad community members. • The City’s consultant disseminated and posted flyers at libraries, community centers and recreational facilities for four hours per day on September 28 and September 30, 2007 and repeated this effort on October 12 and October 14, 2007. Consultant staff devoted one day in September and one day in October to distribution in the southwestern and southeastern quadrants of Carlsbad and the other two days toward dissemination in the northern quadrants. • In early October 2007 the City distributed a flyer via email to the City of Carlsbad’s list of subscribers who receive email notifications related to planning topics. The flyer was created by the City’s consultant to introduce community members to the Pedestrian Master Plan project and invite participation in the planning process. City of Carlsbad Pedestrian Master Plan 4 Appendix A Phase II Community Outreach Approach This section itemizes efforts undertaken as elements of the extended Phase II outreach effort. The techniques and tasks were employed concurrently after the Existing Conditions Report was drafted. The extended outreach methods entailed direct contact with the public during community meetings and through intercept surveying at sites with high pedestrian activity. In total, the project team collected 98 pedestrian surveys, 10 pedestrian issue location maps, and detailed community meeting notes regarding the pedestrian issues and opportunities expressed by meeting attendees. Attendance at School-Affiliated and Community Meetings The consultant contacted numerous community organizations to request attendance at regularly scheduled meetings and to offer alternative or additional opportunities to reach out to organizations’ constituents. The project team especially focused on engaging Parent Teacher Association (PTA) board members and parents. All of Carlsbad’s 21 schools and affiliated PTA, Parent Organizations (PO), and Parent Associations (PA) boards were contacted. Nine of the 29 organizations were receptive to participating in the plan process either through reporting known concerns to the project team, distributing information about the plan to the school community, and/or by allowing project team members to present the project during a PTA meeting. Within the concerted outreach timeframe, the project team was able to coordinate attendance at three PTA meetings: Jefferson Elementary on October 11, Olivenhain Pioneer Elementary also on October 11, and Aviara Oaks Middle School on October 16, 2007. In those meetings staff provided a brief overview of the project, answered questions and distributed written material related to the plan. Staff also requested that attendees complete the City of Carlsbad Pedestrian Master Plan Survey that inquires about pedestrian behaviors, attitudes, and issues related to walking in Carlsbad. This is the pedestrian survey also available on the project website. To complement the survey, staff supplied maps that were used by attendees to indicate specific problematic areas and issues by marking up the maps. Although unable to host project team members, Calvera Hills Elementary School PTA and La Costa Heights Elementary PTA presented project-related information during a school event and during a PTA meeting on October 3 and November 9, 2007, respectively. In October the Mission Estancia Parent Teacher Association (PTA) also broadcasted the Pedestrian Master Plan general flyer and website link along with their school newsletter. Also in October, the Jefferson Elementary PTA and Aviara Oaks Middle School PTSA sent the flyer to their City of Carlsbad Pedestrian Master Plan 5 Appendix A organizations’ lists of parents and administrators. The project team received several email inquires as well as online surveys as a result of school email broadcasting. In addition to outreach to schools, on October 16, 2007 project team members attended a weekly meeting at the Carlsbad Senior Center to introduce the Plan and to survey senior citizens about pedestrian challenges in Carlsbad. Intercept Surveying The project team set up intercept stations at public facilitates throughout Carlsbad to distribute project-related information to the public and to survey pedestrians using the City of Carlsbad Pedestrian Master Plan Survey. Teams of two consultant staff conducted outreach in this fashion for between two and four hours on seven days between September 22 and November 9, 2007. Intercepting took place throughout Carlsbad at four parks and community centers, three beach access locations, and two transit stations along with the Westfield Transit Center. The project team also operated stations at trailheads during the City of Carlsbad’s Trail Blast events held on September 22 and September 29, 2007. While intercept surveying, team members also distributed flyers to pedestrians and answered questions related to the planning process. Consultants recorded other public comments obtained through intercept surveying at various locations throughout the City of Carlsbad. A1.2.2 Community Input Synthesis This section summarizes public input received through conducting Phase I and Phase II of the public outreach strategy. Summary of Phase I Public Input Tables A.1 through A.4 list the public comments received at the Pedestrian Master Plan Open House held June 28, 2007. Comments are categorized by table as those related to improving pedestrian facility connectivity, improving safety, improving walkability, and recommended pedestrian project opportunity areas. The tables presented reflect paraphrased commentary from the public rather than verbatim text. City of Carlsbad Pedestrian Master Plan 6 Appendix A Table A.1 Community-Recommended Locations for New Pedestrian Connections Location Pedestrian Issue (as paraphased from public comment) Chestnut Avenue, between Tyler Street & Washington Avenue New pedestrian connection. Trails near Aviara Parkway & Ambrosia Lane Poor trail connectivity. The trial that runs parallel to Alga Road/Aviara Parkway deadends before it reaches Aviara Oaks Middle School. Carlsbad Boulevard, north of Laguna Drive Sidewalks are needed along Carlsbad Boulevard. There is not enough separation or buffer between pedestrians and vehicular traffic. Highland Drive, between Tamarack Drive & Carlsbad Village Drive Lacking sidewalks, curbs, and gutters. This is a school route for children attending Magnolia Elementary School, Valley Junior High School, Carlsbad Seaside Academy, and Carlsbad High School. Poinsettia Park Sidewalks do not go completely around the park. Carlsbad Boulevard, between Pine Street & Tamarack Avenue. Signalized pedestrian crossing needed. Carlsbad Boulevard, south of Avenida Encinas There are diagonal parking spaces and no sidewalks, which causes pedestrians to walk along the street. Laguna Drive Need for pedestrian connection from Laguna Drive to City of Oceanside. Source: Alta Planning + Design, 6/28/07 Pedestrian Master Plan Open House Table A.2 Community-Recommended Locations for Pedestrian-Related Safety Improvements Location Pedestrian Issue (as Paraphased from Public Comment) Carlsbad Boulevard, between Carlsbad Village Drive and Tamarack Avenue It is unsafe to cross at the crosswalks due to high vehicle speed. Need for a lit pedestrian crossing. Pamplona Way & Alicante Road Unguarded trail along a steep embankment. Buena Vista Circle & Laguna Drive Needs a signalized intersection control due to nearby parks and schools. Oak Street, between Roosevelt Street and Tyler Street Needs a signalized intersection due to high pedestrian activity. Intersections of Laguna Street/Madison Street and Laguna Street/Roosevelt Street Intersections need signalization due to high traffic volumes and speeds. Along Camino de Los Coches and Maverick Way Create new trails or pedestrian routes to high school to promote walking. Intersections at Carlsbad Village Drive and I-5 on/off ramps Pedestrian crossing is dangerous; motorists do not yield to pedestrians. All School Areas Off street trails and traffic calming are needed to promote walking. La Costa Canyon High School Improvements to pick-up/drop-off area to facilitate pedestrian access and reduce vehicular traffic. Source: Alta Planning + Design, 6/28/07 Pedestrian Master Plan Open House City of Carlsbad Pedestrian Master Plan 7 Appendix A Table A.3 Community-Recommended Locations for Improved Walkability Location Pedestrian Problem (as Paraphased from Public Comment) State Street and the Village Dog droppings are an issue. Along Carlsbad Boulevard, beach boardwalk, and promenade Litter and dog droppings make walking unpleasant. Transit Stops Need better signage and improved protection from the elements. Walnut Avenue and Roosevelt Street (Barrio Area) Fear caused by traffic issues and crime inhibits walking in this neighborhood. Rancho Santa Fe and Camino de Los Coches Need plants or vines to cover walls that developers have left blank. Source: Alta Planning + Design, 6/28/07 Pedestrian Master Plan Open House Table A.4 Community-Recommended Locations for Pedestrian Project Opportunity Areas Location Pedestrian Problem (as Paraphased from Public Comment) Cannon Road and College Boulevard New high school and residential development being built. Palomar Airport Road and El Camino Real (Bressi Ranch) New commercial and residential development should impact traffic and pedestrian flows. Rancho Santa Fe Road and La Costa Avenue (La Costa Town Square) New commercial developments need pedestrian routes. Avenida Encinas and Embarcadero Lane (Ponto Area) New commercial, residential, and school developments being created. Source: Alta Planning + Design, 6/28/07 Pedestrian Master Plan Open House Summary of Phase II Public Input This section summarizes the survey responses and public comments collected by the project team while attending PTA meetings and events and intercept surveying at key locations across the city. Surveys and comments obtained via the project website are also incorporated into the following summary and in Table A.5 through Table A.11. Surveys collected represent a broad cross-section of the Carlsbad public. Of the 98 respondents, 66 percent are women, 26 percent are men and 8 percent did not state their gender. The age of respondents is evenly dispersed with the largest age group represented being between thirty-six and forty-five (31 percent). Figure A1 displays the residential location of survey respondents as of October 31, 2007. As shown, public input was received from a geographically dispersed sample of City of Carlsbad Pedestrian Master Plan 8 Appendix A Carlsbad residents, reflecting each of the major neighborhoods across the city. The pedestrian survey asked respondents about their typical walking behaviors including frequency, distance and facility preferences. Table A.5 exhibits the frequency in which survey respondents walk or jog in Carlsbad. The vast majority of community members surveyed reported that they walk at least once a week (91 percent) and very few respondents indicated that they rarely or never walk (7 percent). Table A.5 Walking or Jogging Frequency Frequency Percent of Respondents Daily 57% Weekly 34% Monthly 0% Rarely 4% Never 3% Source: Alta Planning + Design; March 2008 Of those who reported walking or jogging in Carlsbad, 60 percent of respondents primarily consider themselves exercise or recreational walkers, 15 percent are social walkers and 25 percent utilize walking most commonly as a mode of transportation to reach school, shopping, transit or work. In addition to frequency and reasons for walking, community members were asked about the distances they typically walk and the times of day that they walk in Carlsbad. Table A.6 and Table A.7 summarize responses. Table A.6 Average Walking Distances Distance Percent of Respondents Under 2 Miles 37% 2 – 5 Miles 57% 6-10 Miles 6% More than 10 Miles 0% Source: Alta Planning + Design; March 2008 City of Carlsbad Pedestrian Master Plan 9 Appendix A Table A.7 Typical Walking Times Times of Day Percent of Respondents Weekday Mornings 31% Weekend Mornings 18% Weekday Mid-Days 19% Weekend Mid-Days 10% Weekday Evenings 14% Weekend Evenings 8% Source: Alta Planning + Design; March 2008 As illustrated in Table A.8, pedestrians use a wide array of sidewalks, trails and beach areas for walking but few people have access to or take advantage of paved off-street walkways according to survey respondents. Table A.8 Most Frequently Used Walking Facilities Facility Percent of Respondents Sidewalk (major streets) 31% Trail 20% Paved off-street walkways 4% Sidewalk (back streets) 22% Beach/Bay 23% Source: Alta Planning + Design; March 2008 Survey respondents were also asked to identify obstacles that prevent them from walking in Carlsbad more frequently. The primary preventative factors according to respondents are: Time, concerns about safety and lack of sidewalks, paths or trails. Table A.9 details issues that inhibit survey respondents’ walking regularity. City of Carlsbad Pedestrian Master Plan 10 Appendix A Table A.9 Factors Discouraging Walking Issue Percent of Respondents Concerns about safety 21% Poor conditions of sidewalks 8% Time 40% Unreliable weather or darkness 3% Lack of sidewalks, paths or trails 18% Large distances between destinations 10% Source: Alta Planning + Design; March 2008 Table A.10 lists a series of questions intended to solicit additional information regarding respondents’ perceptions of the pedestrian environment in Carlsbad. Table A.10 Pedestrian Experiences and Perceptions Condition Strongly Agree Agree Disagree Strongly Disagree No Response “I feel safe from cars.” 17% 42% 22% 11% 8% “I feel safe from crime.” 26% 53% 10% 2% 9% “It is easy to cross the streets.” 18% 43% 26% 2% 11% “The sidewalks are in good condition.” 20% 60% 10% 1% 9% “The sidewalks are wide enough.” 22% 44% 21% 4% 9% “The sidewalks are clean.” 17% 60% 11% 3% 9% “There is enough lighting.” 13% 43% 23% 6% 15% “There is enough shade on my walk.” 12% 37% 29% 8% 14% “My walk is interesting.” 28% 53% 9% 1% 9% Source: Alta Planning + Design; March 2008 One of the central purposes of surveying Carlsbad community members was to identify specific pedestrian issues important to the public and the locations of those issues in order to help inform recommended project improvements. Table A.11 summarizes the concerns identified through surveying and other extended outreach activities. City of Carlsbad Pedestrian Master Plan 11 Appendix A Table A.11 Specific Pedestrian Issues Location Pedestrian Problem (as Paraphased from Survey) La Costa Valley dirt trails The trails flood. There is runoff. Location not specified Need more street lighting. Areas around the beach Not enough sidewalks. Trails around the lagoon Dog excrement on the trails. Major roads Not enough room to run with a stroller. Beach access from Tamarack Avenue Not enough parking. There is no landscaping on slopes. Most walking trails There is dog excrement on the trails. Carlsbad Boulevard Needs more street lighting. Intersection of Poinsettia Lane and Avenida Encinas Drivers turn without regard to people in the crosswalks at this intersection. All around old Carlsbad Cars exceed speed limits. On Aviara Parkway Illegal car racing. On Tamarack Avenue east of Pontiac Illegal car racing. Areas around the beach Need more street lighting. Beach access near Tamarack Avenue There are too many squirrels at this beach access location. Intersection of Carlsbad Boulevard and Palomar Airport Road Poor walking environment. All streets Motorists stray into pedestrian walkways. El Camino Real Different traffic problems. Intersection of College Boulevard and Palomar Airport Road Motorists do not stop at the light. Sycamore Avenue Cars exceed speed limits. From Tamarack Avenue to Chinquapin Avenue There is not a trail by the Coaster tracks. Along Coast Highway No street lights at crosswalks. Intersection of Tamarack Avenue and the Coaster tracks There is no crosswalk from the paths (crossing Tamarack Ave). Tamarack Avenue There are no bicycle lanes. Around Jefferson Elementary School Street traffic is unsafe for children. Near Jefferson Elementary School Difficult to walk on sidewalks on trash days. Intersection of Avenida La Posta and Rancho Santa Fe Vehicles run at high speeds when kids get out of school. City of Carlsbad Pedestrian Master Plan 12 Appendix A Table A.11 Specific Pedestrian Issues Location Pedestrian Problem (as Paraphased from Survey) Calle Acervo in front of Olivenhain Pioneer Elementary School Poor walking environment. Calle Acervo Traffic congestion when school starts. Vehicles exceed speed limits. Vehicles run stop signs. Calle Acervo Traffic congestion between Junior High and Olivenhain Pioneer Elementary School. School hours aren’t staggered. Intersection of Calle Acervo and La Costa Avenue People drive on their way to work at the same time that children are crossing the street. Avenida La Costa Avenue Used as a cut through street. Vehicles exceed speed limits. Calle Acervo Sidewalks are needed along Calle Acervo. Pedestrian problems when school starts and dismissals. Around La Costa Canyon High School Four schools are so close together that it causes traffic problems when kids are walking from school. Outside Olivenhein Pioneer Elementary, Calle Acervo and Cordova Cars drive at high speeds. Cyclists ride on sidewalks. Calle Acervo / Camino de los Coches Heavy high school traffic before and after school hours. Calle Acervo at Olivenhain Pioneer Elementary Cars drive too fast during school hours. Calle Acervo / Rancho Santa Fe Road Vehicular congestion at intersection and pedestrians cannot cross the street. Santa Fe Trails between Paseo Taxco and Calle Acervo A trail in the canyon would be a magnet for kids to go down there and cause trouble. Calle Acervo driveway from Olivenhain Pioneer Elementary Drivers do not respect stop signs at the school driveway when crossing guard is not present. Intersection of Rancho Santa Fe and La Costa Ave. Vehicles exceed speed limits and drivers block intersection. Calle Acervo in front of Olivenhain Pioneer Elementary Cars drive too fast and do not respect stop signs. Too many kids and cars at the same time cause a problem for pedestrians. Surrounding Olivenhain Pioneer Elementary School Schools should stagger start and stop times of school. Cars drive too fast. In front of Olivenhain Pioneer Elementary School Drivers do not respect stop signs. Excessive traffic. Calle Acervo Cars drive too fast. In front of Olivenhain Pioneer Elementary school It is hard to cross the intersection in front of Olivenhain Pioneer Elementary School. Rancho Santa Fe Road and La Costa Ave. It is hard to cross La Costa and Rancho Santa Fe Road intersection. Calle Acervo and Avenida Pantera Cars drive too fast around high school area. Sidewalks are too narrow to walk and bike when kids are going to school. Calle Acervo Cars do not respect stop signs around Olivenhain Pioneer Elementary School. The sidewalk ends by Henry´s shopping center near the Coffee Bean and walkers cannot continue walking. Calle Acervo close to Olivenhain Pioneer Elementary School Traffic problems. La Costa Canyon High School and Calle Acervo Traffic problems. City of Carlsbad Pedestrian Master Plan 13 Appendix A Table A.11 Specific Pedestrian Issues Location Pedestrian Problem (as Paraphased from Survey) Downtown Village Area Longer street lights are needed. Sound indicators when light is changing would be helpful. Around the beach More shade is needed. Poinsettia Avenue, East of El Camino Real More shade is needed. Excessive snakes. Carlsbad State Beach Crossings and trails are needed. Coast Highway Unsafe to cross the streets. Camino de los Coches and La Costa Avenue. Vehicles drive too fast, specially the ones from the new housing development. Rancho Santa Fe Rd and Olivenhain Road Traffic congestion. The area is too noisy. Vehicles drive too fast. More trails are needed. La Costa Canyon High School Need a person to guard when kids are crossing the school crosswalk before and after school. Carlsbad Beach boardwalk area Need wider boardwalk area to be shared between young bikers and walkers. Magnolia Avenue and Jefferson Street Dangerous crosswalks; cars do not stop at stop signs or for pedestrians in crosswalks. Intersection of Harding Street and Pine Avenue Cars do not stop at the intersection. Concerned because it is a park. Sierra Morena Avenue around Chestnut Avenue Vehicles drive too fast. In front of 4240 Hillside Drive 40 to 60 feet of missing sidewalk is needed. La Costa area near Alga Road and El Fuerte Street Flat areas are needed because it is too difficult to walk on steep hills. South Carlsbad Non or limited beach path. Carlsbad Boulevard, south of Tamarack Beach on the west side of roadway Bridge sidewalk is very narrow. Street lighting is needed on crosswalks. Most of Carlsbad Needs off sidewalk paved trails for jogging strollers similar to La Costa Trials. Jefferson Street toward the Beach The access is too busy. Chestnut Avenue Safe passage over tracks is desirable. Intersection of Harding Street and Oak Avenue Cars don't always stop even though there are cross walks and dips. Carlsbad Village Too many cars and not enough pedestrian areas. Park between Hillside Drive and Kelly Drive Cars travel at excessive speed. Park between Hillside Drive and Kelly Drive Pedestrian paths needed. The area has sidewalks only. Batiquitos Lagoon Need to expand path. Grand Avenue around State Street Vehicles often do not stop at crosswalk. Any intersection in the Village Turning cars rarely wait for pedestrians crossing who have the light. City of Carlsbad Pedestrian Master Plan 14 Appendix A Table A.11 Specific Pedestrian Issues Location Pedestrian Problem (as Paraphased from Survey) Chestnut Avenue Chestnut Avenue should go across the train tracks to connect both sides of the tracks. Park between Neblina Drive and Kelly Drive No trail or sidewalk on south side of street. Most areas Most areas are too hilly. Madison Street and Magnolia Avenue Cars go about 40 mph around the corner. Residents cannot get out of driveways. Chestnut Avenue at the railroad tracks Pedestrian bridge is needed to access beach area. Carlsbad Boulevard between Pine Avenue and Tamarack Avenue Need flashing illumination in crosswalks. Source: Alta Planning + Design, Fall 07 Pedestrian Master Plan Surveys Location of Survey Respondent Figure A-1:Locations of Survey Respondents 0 0.5 10.25 Miles C an n on R o a dEl Camino RealPalomar Airport R oad Col lege Bou le vardSt at e Str e e t L a Costa Avenue Batiquitos Drive 78 Batiquitos Lagoon Agua HediondaLagoon Buena Vista Lagoon Carlsbad BoulevardMarron Road Carls bad Vill age Drive Avia r a Parkway Alga Road Calle Barcelona 5 Source: Alta Planning + Design, March 2008Tam a rack Avenue Poinsettia Lane City of Carlsbad Pedestrian Master Plan 1 Appendix B Appendix B Citywide Project Improvement Costs by Project Type (Sidewalk Infill, Truncated Domes, Audible Signals, High Visibility Crosswalks, Signage) City of Carlsbad Pedestrian Master Plan 2 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Acuna Court northern terminus to El Fuerte Street 356 Adams Street Basswood Avenue to Tamarack Avenue 1,843 Adams Street Harrison Street to Park Drive 5,726 Alder Avenue Monroe Street to eastern terminus 1,960 Alga Road Cazadero Drive to Costa Alta Drive 4,872 Almaden Lane Greenview Drive to Zamora Way 1,532 Almaden Lane Alga Road to Greenview Way 3,630 Anna Drive Gayle Way to Janis Way 1,160 Arbuckle Place Madison Street to Jefferson Street 220 Argonauta Street western terminus of Obelisco Circle to eastern terminus of Obelisco Circle 72 Argonauta Street Argonauta Way to Balilonia Street 414 Argonauta Way Luciernaga Street to southern terminus 794 Armada Drive Fleet Street to Lego Drive 240 Avenida Encinas Palomar Airport Road to Embarcadero Lane 3,374 Aviara Parkway Camino de las Ondas to Poinsettia Lane 1,730 Balilonia Street Argonauta Street to El Fuerte Street 38 Basswood Avenue Eureka Place to Highland Drive 2,424 Basswood Avenue Donna Drive to Ridgecrest Drive 540 Beech Avenue Carlsbad Boulevard to Washington Street 160 Beech Avenue Ocean Street to Garfield Street 72 Belle Lane Basswood Avenue to Eastern Terminus 358 City of Carlsbad Pedestrian Master Plan 3 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Black Rail Road Ocean Crest Avenue to Avena West Court 704 Buena Vista Circle northern terminus to Laguna Drive 2,016 Buena Vista Way Jefferson Street to Davis Avenue 532 Buena Vista Way Pio Pico Drive to James Drive 354 Buena Vista Way Valley Street to Crest Drive 1,664 Butters Road western terminus to eastern terminus 1,016 Caleta Court Estrella de Mar Road to southern terminus 1,134 Camden Circle northern terminus to Ridgecrest Drive 304 Camino Alvaro Olivenhain Road to Rancho Santa Fe Road 534 Camino Serbal western terminus to Avenida Helecho 746 Camino Vida Roble Palomar Oaks Way to Palomar Airport Road 14 Camino Vida Roble Corte del Nogal to Las Palmas Drive western terminus 542 Camino Vida Roble Corte del Abeto to Yarrow Drive 1,694 Camino Vida Roble Las Palmas Drive eastern terminus to El Camino Real 2,576 Candil Place Bolero Street to eastern terminus 668 Cannon Road Legoland Drive to Faraday Avenue 972 Cannon Road Frost Avenue to College Boulevard 8,092 Caracol Court Estrella de Mar Road to southern terminus 818 Carlsbad Boulevard northern Carlsbad boundary to Mountain View Drive 1,942 Carlsbad Boulevard Tamarack Avenue to Cannon Road 576 Carlsbad Boulevard Cannon Road to Manzano Drive 4,996 Carlsbad Boulevard Manzano Drive to Palomar Airport Road 54 Carlsbad Boulevard (west side of roadway) Manzano Drive to Island Way 11,312 Carlsbad Boulevard (east side of roadway) Palomar Airport Road to Island Way 6,124 City of Carlsbad Pedestrian Master Plan 4 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Carlsbad Boulevard (east side of roadway) Island Way to Poinsettia Lane 4,418 Carlsbad Boulevard Poinsettia Lane to Avenida Encinas 7,146 Carlsbad Boulevard Avenida Encinas to Carlsbad southern boundary 7,098 Cazadero Drive Abejorro Street to Corintia Street 702 Cerezo Drive Carlsbad Boulevard to El Arbol Drive 1,186 Charter Oak Drive Seacrest Drive to Ridgecrest Drive 1,642 Chinquapin Avenue Stella Maris Lane to Highland Drive 492 Cipriano Lane northern terminus and Forest Avenue 550 College Boulevard Rift Road to Cannon Road 3,984 Corte de Abeto northern terminus to Camino Vida Roble 2,376 Corte de La Pina Yarrow Road to Cosmos Court 1,616 Corte del Cedro northern terminus to Corte de la Pina 1,778 Corte del Nogal Camino Vida Roble to eastern terminus 2,862 Crest Drive Forest Avenue to Buena Vista Way 3,236 Cynthia Lane western terminus to eastern terminus 1,748 Davis Avenue Knowles Avenue to Laguna Drive 1,342 Davis Avenue Buena Vista Way to Knowles Avenue 1,284 Davis Place Western Terminus to Davis Avenue 252 Dolphin Court northern terminus to Loker West Avenue 430 Donna Drive Falcon Drive to Basswood Avenue 724 Donna Drive Basswood Avenue to Janis Way 542 Donna Drive Lee Court to Chestnut Avenue 383 El Arbol Drive Cannon Road to Cerezo Drive 974 El Camino Real northern Carlsbad boundary to South Vista Way 466 City of Carlsbad Pedestrian Master Plan 5 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* El Camino Real Kelly Drive to Crestview Drive 3,763 El Fuerte Street Chorlito Street to Cacatua Street 1,502 El Fuerte Street Corintia Street to Balilonia Street 96 El Fuerte Street Balilonia Street to Bolero Street 462 Elmwood Street Knowles Avenue to Laguna Drive 1428 Embarcadero Lane Avenida Encinas to Avenida Encinas 646 Estrella de Mar Road Alga Road to Arenal Road 7,102 Falcon Drive northern terminus to Westwood Drive 1,682 Forest Avenue Highland Drive to Crest Drive 1,740 Garfield Street Ocean Street to Normandy Lane 166 Garfield Street Normandy Lane to Pacific Avenue 282 Garfield Street Redwood Avenue to Chinquapin Avenue 1,158 Garfield Street Chinquapin Avenue to Date Avenue 224 Garfield Street Date Avenue to Olive Avenue 558 Gayle Way Monroe Street to Donna Drive 645 Geode Lane Titanite Place to Quartz Way 540 Grand Avenue Hope Avenue to eastern terminus 108 Gregory Drive Cynthia Lane to Knowles Avenue 656 Guevara Road Highland Drive to eastern terminus 870 Haymar Drive El Camino Real to northern Carlsbad boundary 56 Haymar Drive western terminus to eastern terminus 7,846 Hemlock Avenue Garfield Street to eastern terminus 120 Highland Drive Guevara Road to Forest Avenue 660 Highland Drive Elmwood Street to Carlsbad Village Drive 1,807 City of Carlsbad Pedestrian Master Plan 6 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Hillcrest Circle Seacrest Drive to eastern terminus 284 Home Avenue Hope Avenue to eastern terminus 504 Impala Drive Palmer Way to Orion Street 1,908 Janis Way Ann Drive to Avondale Circle 708 Jefferson Street northern Carlsbad boundary and Marron Road 1,316 Jefferson Street Marron Road to Las Flores Drive 6,448 Jefferson Street Tamarack Avenue to Chinquapin Avenue 600 Juniper Avenue Garfield Street to eastern terminus 1,418 Karren Lane Monroe Street to eastern terminus 232 Knowles Avenue Jefferson Street to Davis Avenue 588 Knowles Avenue Lewis Lane to eastern terminus 58 Knowles Avenue Pio Pico Drive to Gregory Drive 336 Knowles Avenue Gregory Drive to Elmwood Street 1,774 Laguna Drive Pio Pico Drive to Elmwood Street 1,378 Las Palmas Drive Camino Vida Roble to Camino Vida Roble 1,872 Laurie Circle Ann Drive to Eastern Terminus 278 Levante Street Rush Rose Street to El Camino Real 640 Lincoln Street Oak Avenue to Pine Avenue 366 Lincoln Street Pine Avenue to Walnut Avenue 180 Lincoln Street Walnut Avenue to Chestnut Avenue 412 Llama Court western terminus to Llama Street 680 Los Robles Drive Cannon Road to Manzano Drive 4,220 Mac Arthur Avenue Sunnyhill Drive to Skyline Road 1,260 Maezel Lane Northern Terminus to Basswood Avenue 798 City of Carlsbad Pedestrian Master Plan 7 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Mangua Place Bolero Street to southern terminus 1,500 Mar Azul Way Estrella de Mar Road to southern terminus 1,118 Marmol Court western terminus to El Fuerte Street 312 Mc Kinley Street Pine Avenue and Basswood Avenue 1,406 Meadowlark Lane northern terminus to Ridgecrest Drive 464 Monroe Street Park Drive to Sunnyhill Drive 482 Mountain View Drive Ocean Street to Carlsbad Boulevard 622 Normandy Lane Garfield Street to Mountain View Drive 778 Oak Avenue Lincoln Street to Washington Street 80 Oak Avenue Pio Pico Drive and James Drive 3,260 Obelisco Circle Argonauta Street to Obelisco Place 38 Obelisco Circle Obelisco Place to Obelisco Court 3,652 Obelisco Place Obelisco Circle to western terminus 552 Ocean Street Garfield Street to Cypress Avenue 162 Olivenhain Road Olivenhain Road split to Rancho Santa Fe Road 1,722 Pacific Avenue Ocean Street to Mountain View Drive 1,382 Palomar Airport Road Carlsbad Boulevard (North Bound) to Avenida Encinas 1,312 Pine Avenue Pio Pico Drive to Basswood Avenue 300 Pine Avenue Basswood Avenue and Highland Drive 2,660 Pio Pico Drive northern terminus to Las Flores Drive 2,235 Piragua Street Cadencia Street to Esfera Steet 600 Playa Road Estrella de Mar Road to southern terminus 1,082 Poinsettia Lane Aviara Parkway to Brigantine Drive 3,046 Poinsettia Lane Brigantine Drive to Black Rail Road 54 City of Carlsbad Pedestrian Master Plan 8 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Poinsettia Lane Skimmer Court to El Camino Real 384 Poinsettia Lane Alicante Road to Quartz Way 2,604 Priestly Drive/La Place Court Rutherford Road to southern terminus 58 Rancho Santa Fe Road Olivenhain Road to Camino Alvaro 1,278 Ridgecrest Drive Basswood Avenue to Charter Oaks Drive 5,256 Roosevelt Street Laguna Drive to Beech Avenue 102 Seacrest Drive Ridgecrest Drive to Ridgecrest Drive 3,358 Shore Drive Carlsbad Boulevard to Carlsbad Boulevard 2,038 South Buena Vista Circle Buena Vista Circle to Buena Vista Circle 1,148 South Vista Way northern Carlsbad boundary to El Camino Real 40 Spruce Street Yourell Avenue to Forest Avenue 10 Spuce Road northern terminus to Forest Avenue 504 State Street Carlsbad Boulevard to Laguna Drive 924 Sunny Creek Road Badger Lane to eastern terminus 19,208 Teirra Del Oro Street northern terminus to southern terminus 1,296 Turtle Street Niki Lynn Place to Buena Vista Way 926 Valley Place Valley Street to eastern terminus 376 Valley Street Buena Vista Drive to Carlsbad Village Drive 928 Venado Street Cadencia Street to Esfera Steet 634 Via Borregos Xana Way to southern terminus 312 West Oaks Way western terminus to Palomar Oaks Way 3,626 Wilson Avenue Forest Avenue to Buena Vista Way 3,232 Woodland Way Chestnut Avenue southern terminus 664 Woodvale Drive Park Drive to West Haven Drive 700 City of Carlsbad Pedestrian Master Plan 9 Appendix B Table B.1 Roadways without Sidewalks and Length of Sidewalk Infill Roadway without Sidewalk Segment Length of Missing Sidewalks* Yarrow Drive Palomar Airport Road to Camino Vida Roble 3,794 Yourell Avenue Pio Pico Drive to Highland Drive 1,896 Total Cost: 275,620 feet of missing sidewalk @ $45/LF = $12,402,900 Source: Alta Planning + Design; March 2008 Note: * The length of missing sidewalks was calculated by multiplying the length of the roadway segment with no sidewalks times two. This accounts for sidewalk construction along both sides of the roadway. City of Carlsbad Pedestrian Master Plan 10 Appendix B Table B.2 Recommended Intersections For Installation of Truncated Domes Alicante Road / Alga Road Carlsbad Village Drive / Tamarack Avenue Alicante Road / Poinsettia Lane College Boulevard / Aviara Parkway / Palomar Airport Road Avenida Encinas / Cannon Road College Boulevard / Cannon Road Avenida Encinas / Palomar Airport Road College Boulevard / Faraday Avenue Avenida Encinas / Poinsettia Lane El Camino Real / Aviara Parkway / Alga Road Aviara Parkway / Poinsettia Lane El Camino Real / Calle Barcelona Camino de los Coches / La Costa Avenue El Camino Real / Camino Vida Roble Camino Junipero / La Costa Avenue El Camino Real / Cannon Road Camino Vida Roble / Palomar Airport Road El Camino Real / Carlsbad Village Drive Carlsbad Boulevard / Avenida Encinas El Camino Real / College Boulevard Carlsbad Boulevard / Cannon Road El Camino Real / La Costa Avenue Carlsbad Boulevard / Carlsbad Village Drive El Camino Real / Marron Road Carlsbad Boulevard / Palomar Airport Road El Camino Real / Palomar Airport Road Carlsbad Boulevard / Poinsettia Lane El Camino Real / Poinsettia Lane Carlsbad Boulevard / Tamarack Avenue El Camino Real / Tamarack Avenue El Fuerte Street / Alga Road Monroe Street / Carlsbad Village Drive El Fuerte Street / Faraday Avenue Monroe Street / Marron Road El Fuerte Street / Palomar Airport Road Paseo del Norte / Cannon Road El Fuerte Street / Poinsettia Lane Paseo del Norte / Palomar Airport Road Hidden Valley Road / Palomar Airport Road Paseo del Norte / Poinsettia Lane Melrose Drive / Alga Road Rancho Santa Fe Road / Calle Barcelona Melrose Drive / Palomar Airport Road Rancho Santa Fe Road / Camino de los Coches Melrose Drive / Poinsettia Lane Rancho Santa Fe Road / Camino Junipero Total Cost: 46 intersections x 4 truncated domes at each intersection x $400 each = $73,600 Source: Alta Planning + Design; March 2008 City of Carlsbad Pedestrian Master Plan 11 Appendix B Table B.3 Recommended Locations for Installation of Audible Signals Alicante Road / Alga Road El Camino Real / College Boulevard Alicante Road / Poinsettia Lane El Camino Real / Faraday Avenue Avenida Encinas / Cannon Road El Camino Real / La Costa Avenue Avenida Encinas / Palomar Airport Road El Camino Real / Marron Road Avenida Encinas / Poinsettia Lane El Camino Real / Palomar Airport Road Aviara Parkway / Poinsettia Lane El Camino Real / Poinsettia Lane Camino de los Coches / La Costa Avenue El Camino Real / Tamarack Avenue Camino Junipero / La Costa Avenue El Fuerte Street / Alga Road Camino Vida Roble / Palomar Airport Road El Fuerte Street / Faraday Avenue Carlsbad Boulevard / Avenida Encinas El Fuerte Street / Palomar Airport Road Carlsbad Boulevard / Cannon Road El Fuerte Street / Poinsettia Lane Carlsbad Boulevard / Carlsbad Village Drive Hidden Valley Road / Palomar Airport Road Carlsbad Boulevard / Palomar Airport Road Melrose Drive / Alga Road Carlsbad Boulevard / Poinsettia Lane Melrose Drive / Palomar Airport Road Carlsbad Boulevard / Tamarack Avenue Melrose Drive / Poinsettia Lane Carlsbad Village Drive / Tamarack Avenue Monroe Street / Carlsbad Village Drive College Boulevard / Aviara Parkway / Palomar Airport Road Monroe Street / Marron Road College Boulevard / Cannon Road Paseo del Norte / Cannon Road College Boulevard / Faraday Avenue Paseo del Norte / Palomar Airport Road El Camino Real / Aviara Parkway / Alga Road Paseo del Norte / Poinsettia Lane El Camino Real / Calle Barcelona Rancho Santa Fe Road / Calle Barcelona El Camino Real / Camino Vida Roble Rancho Santa Fe Road / Camino de los Coches El Camino Real / Cannon Road Rancho Santa Fe Road / Camino Junipero El Camino Real / Carlsbad Village Drive Rancho Santa Fe Road / La Costa Avenue Total Cost: 48 intersections x 4 audible signals at each intersection x $800 each = $153,600 Source: Alta Planning + Design; March 2008 City of Carlsbad Pedestrian Master Plan 12 Appendix B Table B.4 Recommended Locations for Upgrading Crosswalks to High Visibility Ladder Crosswalks Intersection or Roadway Segment Paseo del Norte / Elder Court Harding Street / Oak Street Harding Street / Pine Avenue Grand Avenue between State Street and Roosevelt Street Total Cost: 4 intersections x 4 High Visibility Crosswalks each x $1,200 each = $192,000 Source: Alta Planning + Design; March 2008 Table B.5 Recommended Locations for Signage Upgrades at Uncontrolled Intersection Crosswalks Uncontrolled Intersection Type of Signage Improvement Number of Signs Paseo del Norte / Elder Court Requires MUTCD compliant Arrow sign 1 Jefferson Street / Chestnut Avenue Requires six MUTCD Pedestrian Crossing signs 6 Harding Street / Oak Street Requires MUTCD compliant Arrow sign (pushing for stop sign) 1 Harding Street / Pine Avenue Requires two MUTCD Pedestrian Crossing signs 2 State Street mid-block between Carlsbad Village Drive and Grand Avenue Requires MUTCD compliant Arrow sign Sign placement should be closer to pedestrian crossing 2 Monroe Street / Magnolia Avenue Requires MUTCD compliant Arrow sign 1 Garfield Street / Pacific Avenue Requires MUTCD Pedestrian Crossing signs 2 Total Cost = 15 signs @ $300 each = $4,500 Source: Alta Planning + Design; March 2008 City of Carlsbad Pedestrian Master Plan 1 Appendix C Appendix C Project Prioritization Outcomes City of Carlsbad Pedestrian Master Plan 2 Appendix C Table C.1 Priority Corridors Ranking Corridor Segment Average Suitability Model Score* 1 Jefferson Street Las Flores Drive to Highland Drive 221 2 Chestnut Avenue Carlsbad Boulevard to El Camino Real 217 3 Pio Pico Drive Las Flores Drive to Tamarack Avenue 212 4 Harding Street Grand Avenue to Carol Place 211 5 Las Flores Drive / Highland Drive Jefferson Street to Tamarack Avenue 210 6 Grand Avenue Carlsbad Boulevard to eastern terminus 209 7 Tamarack Avenue Carlsbad Boulevard to El Camino Real 208 8 Roosevelt Street Laguna Drive to Magnolia Avenue 204 9 Monroe Street Plaza Drive to Alder Avenue 203 10 Carlsbad Village Drive Carlsbad Boulevard to Tamarack Avenue 201 11 Oak Avenue Ocean Street to eastern terminus 199 12 Camino de los Coches La Costa Avenue to Rancho Santa Fe Road 198 13 Marron Road Jefferson Street to Avenida de Anita 196 14 Paseo del Norte Poinsettia Lane to Cannon Road 195 15 Madison Street Laguna Drive to Chestnut Avenue 194 16 Magnolia Avenue Village Drive to Monroe Street 188 17 State Street Laguna Drive to Oak Avenue 187 18 Poinsettia Lane Carlsbad Boulevard to Aviara Parkway 186 19 Palomar Airport Road Carlsbad Boulevard to Armada Drive 185 20 Aviara Parkway / Alga Road Ambrosia Lane to El Fuerte Street 184 21 Lincoln Street Carlsbad Boulevard to Chestnut Avenue 180 City of Carlsbad Pedestrian Master Plan 3 Appendix C Table C.1 Priority Corridors Ranking Corridor Segment Average Suitability Model Score* 22 Carlsbad Boulevard northern Carlsbad boundary with Oceanside to southern Carlsbad boundary with Encinitas 178 23 Valley Street Buena Vista Way and Tamarack Avenue 176 24 La Costa Avenue El Camino Real to Rancho Santa Fe Road 173 25 El Camino Real northern Carlsbad boundary with Oceanside to Manchester Avenue 172 26 Rancho Santa Fe Road southern Carlsbad boundary with Encinitas to La Costa Avenue 170 27 Calle Acervo Camino de los Coches to Rancho Santa Fe Road 154 Source: Alta Planning + Design; March 2008 Note: * The corridor’s average pedestrian need model score was found by creating a point layer of “stations” every 750 feet along the identified corridor, then sampling the pedestrian need model scores from the respective corridor’s station points, then averaging these scores across the length of each corridor. City of Carlsbad Pedestrian Master Plan 4 Appendix C Table C.2 Priority Intersections Ranking Intersection Suitability Model Score 1 Jefferson Street / Laguna Drive 2 Carlsbad Boulevard / Grand Avenue 3 Carlsbad Boulevard / Carlsbad Village Drive 4 Carlsbad Boulevard / Chestnut Street 5 Highland Drive / Carlsbad Village Drive 6 Monroe Street / Carlsbad Village Drive 7 Monroe Street / Marron Road 8 Paseo del Norte / Palomar Airport Road 9 Rancho Santa Fe Road / Camino de los Coches 10 La Costa Avenue / Rancho Santa Fe Road 255* 11 Jefferson Street / Carlsbad Village Drive 247 12 El Camino Real / Kelly Drive 246 13 Carlsbad Boulevard / Cannon Road 245 14 Jefferson Street / Las Flores Drive 15 Carlsbad Boulevard / Tamarack Avenue 244* 16 Valley Street / Chestnut Street 243 17 El Camino Real / Chestnut Street 18 Tamarack Avenue / Carlsbad Village Drive 236* 19 Paseo del Norte / Poinsettia Lane 234 20 Pio Pico Drive / Tamarack Avenue 232 21 State Street / Grand Avenue 230 22 State Street / Carlsbad Village Drive 228* City of Carlsbad Pedestrian Master Plan 5 Appendix C Table C.2 Priority Intersections Ranking Intersection Suitability Model Score 23 Roosevelt Street / Carlsbad Village Drive 24 Madison Street / Carlsbad Village Drive 25 Harding Street / Carlsbad Village Drive 26 El Camino Real / Marron Road 27 El Camino Real / Aviara Parkway/Alga Road 28 Washington Street / Carlsbad Village Drive 29 Roosevelt Street / Chestnut Street 30 Monroe Street / Basswood Avenue 31 Highland Drive / Chestnut Street 219* 32 Calle Acervo / Camino de los Coches 218 33 Roosevelt Street / Grand Avenue 34 Madison Street / Oak Avenue 35 Harding Street / Oak Avenue 36 Pio Pico Drive / Carlsbad Village Drive 37 Highland Drive / Tamarack Avenue 38 Armada Drive / Palomar Airport Road 207* 39 Monroe Street / Chestnut Street 206 40 Valley Street / Magnolia Avenue 195 41 Highland Drive / Buena Vista Way 194 42 Roosevelt Street / Laguna Drive 43 Madison Street / Laguna Drive 44 Harding Street / Chestnut Street 45 Park Drive / Tamarack Avenue 193* 46 El Fuerte Street / Alga Road 185 City of Carlsbad Pedestrian Master Plan 6 Appendix C Table C.2 Priority Intersections Ranking Intersection Suitability Model Score 47 Jefferson Street / Oak Avenue 48 Madison Street / Chestnut Street 183* 49 Paseo del Norte / Cannon Road 178 50 El Camino Real / Camino Vida Roble 173 51 Sunnyhill Drive / Tamarack Avenue 172 52 Roosevelt Street / Oak Avenue 53 Valley Street / Basswood Avenue 171* 54 Pio Pico Drive / Chestnut Street 55 Rancho Santa Fe Road / Calle Barcelona 168* 56 Jefferson Street / Grand Avenue 166 57 El Camino Real / Calle Barcelona 163 58 Washington Street / Grand Avenue 156 59 El Camino Real / Tamarack Avenue 151 60 State Street / Laguna Drive 146 61 Madison Street / Grand Avenue 144 62 Carlsbad Boulevard / Poinsettia Lane 143 63 Paseo del Norte / Camino de las Ondas 138 64 El Camino Real / Carlsbad Village Drive 128 65 El Camino Real / Palomar Airport Road 114 66 Aviara Parkway / Poinsettia Lane 98 Source: Alta Planning + Design; March 2008 Note: * Pedestrian need model scores for those intersections with identical values at the intersection point locations were found by querying the four raster cells at each intersection’s approach in ArcView, and then averaging these values. In the cases where one intersection’s pedestrian need model score averaged to the same value as another, a subsequent set of criteria were examined, including number of nearby accidents, number of schools within a quarter mile, and residential density within a quarter mile. City of Carlsbad Pedestrian Master Plan 1 Appendix D Appendix D Pedestrian Design Guidelines City of Carlsbad Pedestrian Master Plan 2 Appendix D D.1 Rationale for the Design Guidelines Pedestrian design guidelines are one effective strategy for improving the overall urban and suburban environment for walking. Other strategies such as enforcement of existing traffic laws, and public information and education are addressed in Chapter 8. The following guidelines recommended for use by the City of Carlsbad primarily address issues of pedestrian safety. The guidelines do not thoroughly address issues of urban design, design character, or the many other amenities that make streets and sidewalks attractive places to travel and spend time as a pedestrian. It is clear that safety concerns can significantly influence a person’s decision to walk or use other modes of transportation, thus design guidelines for creating a safe pedestrian environment are an important step for all communities. Even though pedestrians are legitimate roadway users, they may be overlooked in the quest to build more sophisticated transportation systems. Whether building new infrastructure or renovating existing facilities, it should be assumed that people will walk, and plans should be made to accommodate pedestrians. Where people aren’t walking, it is often because they are prevented or discouraged from doing so. Either the infrastructure is insufficient, has serious gaps, or there are safety hazards. These design guidelines present many design and infrastructure improvements that will help the City of Carlsbad to assist the pedestrian through new trends in roadway design to better accommodate their needs and build a stronger walking community. The guidelines included in this chapter are supplemental to the City of Carlsbad’s currently adopted development policies, as well as State and Federal standards. The purpose of this chapter is not to replace City standards, but to provide general design guidelines for pedestrian facilities that go above the minimum standards. Implementation of guidelines shown herein requires the approval of the City Engineer. D.2 State and Federal Guidelines The design of many streetscape elements is regulated by state and federal law. Traffic control devices must follow the procedures set forth in the Manual of Uniform Traffic Control Devices (MUTCD), while elements such as sidewalks and curb cuts must comply with guidelines implementing the Americans with Disabilities Act (ADA). D.2.1 Manual of Uniform Traffic Control Devices The City of Carlsbad follows the procedures and policies set out in the CA MUTCD (state) and MUTCD (federal). Traffic control devices include traffic signals, traffic signs, and street markings. The manual covers the placement, construction, and maintenance of devices. The CA MUTCD emphasizes uniformity of traffic control devices to protect the clarity of their message. A uniform device conforms to regulations for dimensions, color, wording, and graphics and minimizes confusion or misunderstanding on the part of the roadway user. Uniformity also means treating similar situations in the same way. City of Carlsbad Pedestrian Master Plan 3 Appendix D D.2.2 Americans with Disabilities Act Title II of the Americans with Disabilities Act (ADA), signed into law in 1990, is a civil rights act that prohibits public entities from discrimination on the basis of disability. Newly constructed facilities must be free of architectural barriers that restrict access or use by individuals with disabilities. Cities in California uses two technical standards for accessible design: the Americans with Disability Act Accessibility Guidelines (ADAAG), adopted by the Department of Justice for places of public accommodation and commercial facilities covered by Title 3 of the ADA, and the California Title 24 State Accessibility Standards, State Architectural Regulations for Accommodation of the Physically Handicapped in Public Facilities. D.3 Principles for Pedestrian Design The following design principles represent a set of ideals which should be incorporated, to some degree, into every pedestrian improvement. They are ordered roughly in terms of relative importance. 1. The pedestrian environment should be safe. Sidewalks, walkways, and crossings should be designed and built to be free of hazards and to minimize conflicts with external factors such as noise, vehicular traffic, and protruding architectural elements. 2. The pedestrian network should be accessible to all. Sidewalks, walkways, and crosswalks should ensure the mobility of all users by accommodating the needs of people regardless of age or ability. 3. The pedestrian network should connect to places people want to go. The pedestrian network should provide continuous direct routes and convenient connections between destinations, including homes, schools, shopping areas, public services, recreational opportunities and transit. 4. The pedestrian environment should be easy to use. Sidewalks, walkways, and crossings should be designed so people can easily find a direct route to a destination and will experience minimal delay. 5. The pedestrian environment should provide good places. Good design should enhance the look and feel of the pedestrian environment. The pedestrian environment includes open spaces such as plazas, courtyards, and squares, as well as the building facades that give shape to the space of the street. Amenities such as seating, street furniture, banners, art, plantings, shading, and special paving, along with historical elements and cultural references, should promote a sense of place. 6. The pedestrian environment should be used for many things. The pedestrian environment should be a place where public activities are encouraged. Commercial activities such as dining, vending, and advertising may be permitted when they do not interfere with safety and accessibility. City of Carlsbad Pedestrian Master Plan 4 Appendix D 7. Pedestrian improvements should preserve or enhance the historical qualities of a place and the City. Carlsbad’s history must be preserved in the public space. Where applicable, pedestrian improvements should restore and accentuate historical elements of the public right-of- way. Good design will create a sense of time that underscores the history of Carlsbad. 8. Pedestrian improvements should be economical. Pedestrian improvements should be designed to achieve the maximum benefit for their cost, including initial cost and maintenance cost as well as reduced reliance on more expensive modes of transportation. Where possible, improvements in the right-of-way should stimulate, reinforce, and connect with adjacent private improvements. D.4 Sidewalk Corridor Guidelines The width and zone guidelines presented in this sidewalk section would apply to sidewalks in new development areas, redevelopment areas, and in areas where street reconstruction is planned. For the entire above listed project types, sufficient right of way must exist for implementation of the appropriate sidewalk width guideline. D.4.1 Sidewalk Corridor Width – Urban Setting Proposed sidewalk guidelines apply to new development and depend on available street width, motor vehicle volumes, surrounding land uses, and pedestrian activity levels. Standardizing sidewalk guidelines for different areas of the City, dependent on the above listed factors, ensures a minimum level of quality for all sidewalks. The City of Carlsbad currently requires 5-foot wide sidewalks. These dimensions conform to the Americans with Disabilities Act Accessibility Guidelines (ADAAG) that call for minimum 4-foot wide sidewalks for passage, not sidewalk width recommendations. The Institute of Transportation Engineers (ITE) recommends planning all sidewalks to include a minimum width of 5 feet (60 inches) with a planting strip of 2 feet (24 inches) in both residential and commercial areas (see Figure D-1). Carlsbad has not adopted the ITE recommendation but does have locations where a planting strip is provided. Figure D-1 ITE Recommended Sidewalk Widths City of Carlsbad Pedestrian Master Plan 5 Appendix D D.4.2 Sidewalk Zones Sidewalks are the most important component of Carlsbad’s pedestrian circulation network. Sidewalks provide pedestrian access to virtually every activity and provide critical connections between other modes of travel, including the automobile, public transit, and bicycles. The Sidewalk Corridor is typically located within the public right-of-way between the curb or roadway edge and the property line. The Sidewalk Corridor contains four distinct zones: the Curb Zone, the Furnishings Zone, the Through Pedestrian Zone, and the Frontage Zone as displayed in Figure D-2. Curb Zone Curbs prevent water in the street gutters from entering the pedestrian space, discourage vehicles from driving over the pedestrian area, and make it easy to sweep the streets. In addition, the curb helps to define the pedestrian environment within the streetscape, although other designs can be effective for this purpose. At the corner, the curb is an important tactile element for pedestrians who are finding their way with the use of a cane. Straight curbs rather than rolled curbs are strongly recommended because it eliminates the potential for cars to park on the sidewalk or partially obstructing the sidewalk. Furnishings Zone All streets require a utility zone to accommodate above ground public infrastructure, signage, and street trees. Locating this infrastructure in the furnishings zone prevents it from encroaching on the through passage zone, where it is likely to cause accessibility issues. The furnishings zone also creates an important buffer between pedestrians and vehicle travel lanes by providing horizontal separation. Elements like utility poles, sign posts, and street trees improve pedestrian safety and comfort by further separating the sidewalk from moving vehicles. Guidelines for furnishings zone widths are presented in Figure D-2. Through Passage Zone Most residential areas in Carlsbad are low to medium density and therefore have low pedestrian volumes, compared to more urban areas. A five foot through passage zone is recommended for these conditions. Some commercial areas, school zones, and other public areas generate greater pedestrian volumes where a wider through zone should be considered. Figure D-2 presents recommended standards for the through zone width for each of the predominant land uses in Carlsbad. Frontage Zone The frontage zone is the space between the pedestrian through zone and the adjacent property line. Pedestrians tend to avoid walking close to barriers at the property line, such as buildings, storefronts, walls or fences, in the same way that they tend to avoid walking close to the roadway. In most cases the frontage zone should be at least 12 inches. However, if the sidewalk is adjacent to a wide open or landscaped space, such as in residential areas where fences are not typically found or not allowed, City of Carlsbad Pedestrian Master Plan 6 Appendix D the frontage zone can be eliminated. Guidelines for frontage zone widths are presented in Figure D- 2. As shown in the figure, a frontage zone may not be required in many residential areas of Carlsbad due to presence of deep front yard setbacks and the prevailing development standard that does not include front yard fencing. Figure D-2 Sidewalk Zones 5’ to 10’ 2’ to 5’ Min 5.5’ City of Carlsbad Pedestrian Master Plan 7 Appendix D D.4.3 Furnishings Zone The Furnishings Zone buffers pedestrians from the adjacent roadway, and is also the area where elements such as street trees, signal poles, utility poles, street lights, controller boxes, hydrants, signs, parking meters, driveway aprons, grates, hatch covers, and street furniture are properly located. This is the area where people alight from parked cars. Wherever it is wide enough, the Furnishings Zone could include street trees. In commercial areas, this zone may be paved, with tree wells and planting pockets for trees, flowers, and shrubs. In other areas, this zone generally is not paved except for access walkways, but is landscaped with some combination of street trees, shrubs, ground cover, lawn, or other landscaping treatments. Separating pedestrians from travel lanes greatly increases their comfort as they use the Sidewalk Corridor. This buffer function of the Furnishings Zone is especially important on streets where traffic is heavy, yet along many of these streets the existing Sidewalk Corridor is narrow. Where possible, additional width should be given to this zone on streets with traffic speeds over 35 mph (55 km/h). Grates All grates within the sidewalk shall be flush with the level of the surrounding sidewalk surface, and shall be located outside the Through Pedestrian Zone. Ventilation grates and tree well grates shall have openings no greater than 1/2 in (13 mm) in width. Designers should use tree well grates in High Pedestrian Use areas. Access Hole Covers Access hole covers should be located within the Furnishings Zone. Access hole covers must have a surface texture that is rough, with a slightly raised pattern. The surface should be slip-resistant even when wet. The cover should be flush with the surrounding sidewalk surface. Figure D-3 Furnishing Zone The Furnishings Zone buffers pedestrians from the roadway and is the place for elements such as street trees, poles, parking meters, and street furniture. Figure D-4 Furnishing Zone Alignment Typical alignment of the Furnishings Zone within the Sidewalk Corridor Figure D-5 Ventilation Grates City of Carlsbad Pedestrian Master Plan 8 Appendix D Street Furniture Street furniture includes benches, mailboxes, trash and recycling receptacles, bike racks, newspaper boxes, drinking fountains, information boards, kiosks, parking meters, artwork, public phones, signs, bus shelters, and other items used by pedestrians. These features humanize the scale of a street and encourage pedestrian activity. Street furniture should be placed in the furnishings zone to maintain through passage zones for pedestrians and to provide a buffer between the sidewalk and the street. For bus shelters on crowded sidewalks, bus bulb-outs are recommended for providing additional space. (See the explanation of bulb-outs on pages 17 and 24.) Bus shelters should also have clearly displayed bus schedules and city maps for way-finding. Pedestrian facilities around all street furniture should meet accessibility requirements and pedestrian walk clearance zones. Figure D-6 Examples of Street Furniture City of Carlsbad Pedestrian Master Plan 9 Appendix D Utility Poles and Structures The City’s underground and overhead network of utility services greatly impacts sidewalks. Utility poles, traffic signals, and fire hydrants should be installed outside the pedestrian travel zone. Electrical boxes should be located on utility and traffic signal poles so they do not create unexpected hazards to pedestrians. Utility vaults and access boxes should be located outside the pedestrian travel zone and be constructed from non-slip materials that are flush with the sidewalk, in conformance with ADA requirements. Figure D-7 Utility Poles and Structure Placement City of Carlsbad Pedestrian Master Plan 10 Appendix D D.4.4 Through Pedestrian Zone The Through Pedestrian Zone is the area intended for pedestrian travel. This zone should be entirely free of permanent and temporary objects. For sidewalk infill projects in areas with some existing sidewalks, the new sidewalk should match the existing width or meet the recommended width whichever is larger. Driveway aprons should not intrude into the Through Pedestrian Zone. ADA Accessibility Guidelines specify that the minimum clearance required for through passage is 36 inches. A minimum clearance of 32 inches is allowed, but only up to a length of 24 inches. Surfaces Walking surfaces shall be firm and stable, resistant to slipping, and allow for ease of passage by people using canes, wheelchairs, or other devices to assist mobility. Sidewalks are generally constructed of Portland cement concrete. Brick or concrete unit pavers may also be considered, at the discretion of the City Engineer, particularly in the Furnishings Zone or around mature trees where sidewalk lifting is a problem. The surface of concrete sidewalks should be scored to match historic patterns within a neighborhood or district where appropriate. The Through Pedestrian Zone is the area of the Sidewalk Corridor intended for pedestrian travel. Figure D-8 Through Pedestrian Zone Typical alignment of the Through Pedestrian Zone within the Sidewalk Corridor. City of Carlsbad Pedestrian Master Plan 11 Appendix D Table D-2 Pedestrian Zone Materials Concrete Where to Use Preferred material for use on standard city sidewalks. Maintenance Life 75 years plus Concrete Pavers Where to Use Acceptable material for use on sidewalks where aesthetic treatment is desired, at the discretion of the City Engineer. May be best suited for the Furnishings Zone as streetscape accent where pedestrian through travel is not expected. Maintenance Life 20 years plus Decomposed Granite (DG) Where to Use For use on pedestrian trails. Maintenance Life 5 years Asphalt Where to Use Preferred material for use on any widened shoulder alternative pathway. Acceptable but not preferred as a material for separated alternative pathways or connector paths. Asphalt patch may be used for use for City standard sidewalk only for temporary repair. Maintenance Life 10 years plus City of Carlsbad Pedestrian Master Plan 12 Appendix D Grade The grade of a sidewalk is important because of control, stability, and endurance. Gentle grades are preferred to steep grades so as to make it possible for people to go up hill, and so that they don’t lose control on the downhill • Grade is the slope parallel to the direction of travel. • Running grade is the average grade along a continuous path. • Maximum grade covers a limited section of sidewalk that exceeds the running grade. It is measured over 24 in (0.610 m). The above figure illustrates running grade and maximum grade. Rate of change of grade is the change of grade over a distance of 24 in (0.610 m) intervals. • Counter slope is the grade running opposite to the running grade. • New sidewalks must be built to comply with these grade requirements and approval of the City Engineer. However, in a steep area with existing roadways, exceptions are allowed. Staircases and/or elevators can provide an alternative. Cross Slope Cross-slope affects the stability of wheelchairs, walking aids, and people who have difficulty walking but don’t use aids. All sidewalks require some cross-slope for drainage, but cross-slope that is too great presents problems for disabled users. The recommended cross-slope for sidewalks is 2%. The preferred cross slope for the entire paved sidewalk corridor is 1:50. If a greater slope is anticipated because of unusual topographic or existing conditions, the designer should maintain the preferred slope of 1:50 within the entire Through Pedestrian Zone, if possible. This can be accomplished either by raising the curb so that the cross-slope of the entire sidewalk can be 1:50, or by placing the more steeply angled slope within the Furnishings Zone and/or the Frontage Zone. If the above measures are not sufficient and additional slope is required to match grades, the cross slope within the Raising the curb is one approach to maintaining the preferred cross slope. The Furnishings Zone and the Frontage Zone may be sloped more steeply, provided the preferred cross slope is maintained in the Through Pedestrian Zone. If necessary, the Through Pedestrian Zone may contain slopes up to 1:25, provided a 900 mm (3’-0”) wide area with a cross slope of no more than 1:50 is maintained within the zone. Figure D-9 Cross Slope City of Carlsbad Pedestrian Master Plan 13 Appendix D Through Pedestrian Zone may be as much as 1:25, provided that a 3 ft (900 mm) wide portion within the Through Pedestrian Zone remains at 1:50 cross slope, as shown in the illustration. D.4.5 Frontage Zone The Frontage Zone is the area between the Through Pedestrian Zone and the property line. This zone allows pedestrians a comfortable “shy away” distance from the building fronts, in areas where buildings are at the lot line, or from elements such as fences and hedges on private property. Where no Furnishings Zone exists, elements that would normally be sited in that zone, such as transit shelters and benches, telephone kiosks, signal and street lighting poles and controller boxes, traffic and parking signs, and utility poles, may occupy the Frontage Zone. In some cases, easements or additional right-of- way may be required to allow for these items. For residential and mixed-use building built to the right-of-way line, these elements should not be sited in the Frontage Zone, as they could block access to an existing or future building. Private temporary uses such as sidewalk cafes (where allowed by Code) may occupy the Frontage Zone, so long as the Through Pedestrian Zone is maintained. Encroachments Fences and walls, when permitted, should be at least 1 ft (300 mm) behind the back of the sidewalk (or the future sidewalk, if none exists). Encroachments into the right-of-way should not be permitted where the existing sidewalk corridor is less than the recommended width. Property owners should check with the City Planning Department in identifying property lines. Temporary uses such as sidewalk cafes may occupy the Frontage Zone, providing the Through Pedestrian Zone remains clear. Elements such as standpipe systems may project into the Frontage Zone. Care must be taken to assure compliance with the ADA. City of Carlsbad Pedestrian Master Plan 14 Appendix D D.5 Railroad Crossings At-grade railroad tracks can be hazardous for pedestrians to cross. Improvements can be made to alert pedestrians that they are crossing tracks and that there is an oncoming train. Truncated domes help alert pedestrians as they are walking to cross the tracks with some caution. There are also other improvements that can help warn pedestrians of railroad crossings, such as signage. Railroad crossing warning signs can be placed near the sidewalk/railroad crossing. Another improvement is an arm that crosses the sidewalk when a train is approaching like arms that lower to stop vehicles approaching at-grade crossings. Figure D-10 Railroad Arm on Sidewalk shows how these railroad arms are attached to the same pole as the arm to stop vehicles and they cross the sidewalk, warning pedestrians of a train. D.6 Sidewalk Lighting Improving street lighting makes locations appear more inviting and will encourage people to use pedestrian areas at night. An increase in the number of people using a particular area reinforces general safety by eliminating opportunities for crimes to occur. Figure D-10 Railroad Arm on Sidewalk City of Carlsbad Pedestrian Master Plan 15 Appendix D Street lighting is designed to serve a variety of purposes. Some designers use lamp styles to provide a sense of neighborhood continuity or preserve the atmosphere of an historic district. Others use lights to improve visibility for motorists at a particular intersection. Pedestrian scale lighting is addressed specifically in this section, as typical roadway right-of-way lighting designed to benefit motorists is of little value to pedestrians. From the pedestrian’s point of view, frequent lampposts of lower height and illumination are preferred over fewer lampposts that are taller and brighter. Pedestrian scale lighting should be used in areas of high pedestrian activity and where feasible based on available right of way, utilities and cost. Pedestrian scale lighting is a significant capital improvement and operating and maintenance expense and should be planned only where it will have a maximum benefit. The areas in Carlsbad that may benefit from increased pedestrian lighting surround uses active in the evening such as entertainment districts that include theatres, restaurants and bars or parks with evening programs. Pedestrian scale lighting may also benefit the pedestrian districts where they do not exist already. Pedestrian scale lighting may be installed between existing lampposts to obtain the frequencies given in the table above. They must be located at least ten feet from the full growth canopy of adjacent trees. The City has minimum lighting standards included in the Municipal Code. This section is intended to provide guidelines for additional lighting to create a more pedestrian friendly environment. Figure D-11 Lighting Placement City of Carlsbad Pedestrian Master Plan 16 Appendix D D.7 Bicycle Parking Many errands are multi-modal, involving walking and some other transport including vehicles, transit, or bicycle. Placing bicycle parking adjacent to store fronts, shopping centers or post offices may encourage people to bicycle to places that are too far to walk and too close for driving. To facilitate walking-bicycling trips, bicycle parking spaces can be installed in any of the zones identified except the “Through Passage Zone”. If installed in the curb zone, racks must be a minimum of 3.5 feet from the curb and cannot obstruct the path of travel. On narrow sidewalks, bicycle parking is oriented so the locked bicycle is parallel to the pedestrian traffic flow. On streets with very wide sidewalks, bicycle parking may also be oriented with locked bicycles perpendicular to the right-of-way as long as they do not project into the pedestrian travel zone. Private property owners are also encouraged to provide bicycle parking for use by the public on their land within the “Frontage Zone”. Such parking should be installed so that locked bicycles do not project into the sidewalk. Bicycle parking rings on posts are designed to prevent bicycles from falling and becoming an obstacle to walking. Figure D-12 Typical Bicycle Parking Facility Dimensions City of Carlsbad Pedestrian Master Plan 17 Appendix D D.8 Transit Stops Bus bulb-outs can provide safe access for transit passengers. Bus bulb-outs should be designed such that pedestrians in wheelchairs can access the bus shelter and board the bus. At transit stops where neither a bus turnout nor bus bulb-out can be accommodated buses are often unable to pull directly adjacent to the curb to deploy a lift. Curb ramps in such locations allow wheelchair users to board the bus from the street; if a bus stop is not adjacent to a corner curb ramp, a curb ramp at the bus stop should be provided. ADA Guidelines define the amount of space necessary next to bus shelters to facilitate the lift operations for passengers in wheelchairs. The ADA minimum requirements for this space are 60 inches wide (as measured along curb or roadway edge) by 96 inches deep (as measured from the curb or roadway edge). ADA Guidelines also state that a passing space of 60 inches is required for passing space adjacent to any sidewalk amenities. D.9 Crosswalks D.9.1 Definition The California Vehicle Code Section 275 defines a crosswalk as either: (a) That portion of a roadway included within the prolongation or connection of the boundary lines of sidewalks at intersections where the intersecting roadways meet at approximately right angles, except the prolongation of such lines from an alley across a street. (b) Any portion of a roadway distinctly indicated for pedestrian crossing by lines or other markings on the surface. Notwithstanding the foregoing provisions of this section, there shall not be a crosswalk where local authorities have placed signs indicating no crossing. At intersections, a crosswalk is effectively a legal extension of the sidewalk across the roadway. Crosswalks are present at all intersections, whether marked or unmarked, unless the pedestrian crossing is specifically prohibited by the local jurisdiction. At mid-block locations, crosswalks only exist if they are marked. According to the California MUTCD, crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. Crosswalk markings also serve to alert road users of a pedestrian crossing point across roadways not controlled by highway traffic signals or STOP signs. At non-intersection locations, crosswalk markings legally establish the crosswalk. As noted in the FHWA report “Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations,” the California MUTCD does not provide specific guidance relative to the City of Carlsbad Pedestrian Master Plan 18 Appendix D site condition (e.g., traffic volume, pedestrian volume, number of lanes, presence or type of median) where marked crosswalks should or should not be used at uncontrolled locations. Nor does the MUTCD give specific guidance on the application of crosswalk enhancement features such as high- visibility striping, advanced warning signage, or flashing beacons. While the California MUTCD allows the use of these devices, decisions on their specific applicability to a given location have historically been left to the judgment of the local traffic engineers. This section summarizes the various types of crosswalk-related markings, signage and enhancement treatments available for use in the city of Carlsbad, discusses policies and procedures already in use for implementation of some of these devices, and provides more specific guidance and recommendations to assist city traffic engineers with future implementation. D.9.2 Crosswalk Markings Marked crosswalks serve to alert road users to expect crossing pedestrians and to direct pedestrians to desirable crossing locations. The City of Carlsbad utilizes two different marking styles for pedestrian crosswalks: the standard “transverse” style, consisting of two parallel lines; and the “ladder” style consisting of the two parallel lines with perpendicular ladder bars striped across the width of the crosswalk. Crosswalks should extend across the full width of intersections, or to the edge of the intersecting crosswalk, to encourage pedestrians to cross perpendicular to the flow of traffic. Crosswalk markings can be applied with paint, or thermoplastic. At controlled crosswalk locations (STOP signs or traffic signals), crosswalk markings by themselves are considered sufficient treatment, given the presence of a traffic control to stop vehicles. At uncontrolled crosswalk locations (either uncontrolled intersections or mid-block locations), marked crosswalks can be enhanced with crosswalk signage, advance warning signage or flashing beacons -- these additional crosswalk enhancements are discussed in more detail below. The decision on whether to install standard or ladder crosswalk markings depends upon a variety of factors such as the number of pedestrians crossing, traffic speeds/volumes, number of lanes to cross, presence of nearby schools or senior centers, and history of collisions. In general, standard transverse markings are considered appropriate at controlled intersections, minor uncontrolled intersections, and other crossing locations with low traffic volumes/speeds, short crossing distance, and good visibility. High visibility ladder markings are generally applied at uncontrolled or midblock locations, especially on major streets with high pedestrian volumes, heavy traffic volumes and speeds, and more than one lane each direction. City of Carlsbad Pedestrian Master Plan 19 Appendix D Table D.3 Crosswalk Markings Used in Carlsbad Style Sample Standard – Two solid white lines, 12 to 24 inches wide, spaced at least 6 feet apart (refer to CA MUTCD Sec. 3B.17). Also called “transverse.” Ladder – Adds cross bar “rungs” to the standard crosswalk marking described above. Width of ladder lines should be 1 foot, with minimum spacing of ladder lines 1.5 feet. School Crosswalks – Crosswalks within the designated school zone must be painted yellow, per California MUTCD. Can be marked either standard or ladder. The school zone can be set a distance up to 500 feet from the school boundary. City of Carlsbad Pedestrian Master Plan 20 Appendix D Crosswalk Striping at Major Intersections Crosswalks should be striped with transverse lines at all controlled intersection legs, at minimum. At major intersections, where pedestrian activity is high or where significant pedestrian-vehicle conflicts may occur or visibility of the crosswalk is a concern, ladder style crosswalks should be used. Crosswalk Striping at “T” Intersections or Offset Intersections of Major Arterials and Residential Streets Carlsbad has many locations where major arterials intersect one or more minor residential streets on only one side, forming a “T” shaped intersection or a series of offset intersections. At locations where STOP or traffic signal controls are provided for each intersection leg, the provision of marked crosswalks should follow the guidelines for major intersections above. At locations where one or more intersection legs is uncontrolled, however, engineering judgment should be used in deciding whether or not to mark a crosswalk. Providing two marked crosswalks in close succession on an uncontrolled arterial roadway, for example, may reduce rather than enhance safety for pedestrians. In some locations, removing marked crosswalks on the inner portion of two offset intersection legs and enhancing the outer two marked crosswalks (through signage or traffic calming measure) may be the best solution, as shown in Figure D-13. Wherever land uses adjacent to the major arterial of an offset or “T” intersection are expected to generate significant pedestrian traffic, at least one marked pedestrian crosswalk should be provided for each intersection. The decision to mark a crosswalk should be related to the presence of pedestrian-generating activity centers along a particular roadway; in some locations it is necessary to provide frequent marked pedestrian crosswalks, while in others it may be appropriate to space marked crosswalks further apart. Crosswalk Striping at Minor Intersections At minor intersections, the use of standard transverse lines to mark the crosswalk is generally appropriate. Crosswalks should be aligned with curb ramps such that wheelchair users do not need to leave the crosswalk to access the sidewalk on either side of the roadway. Crosswalks should only be marked at uncontrolled locations following an appropriate engineering study. Source: Portland Pedestrian Design Guide Figure D-13 Offset Intersection City of Carlsbad Pedestrian Master Plan 21 Appendix D Crosswalk Markings in School Zones To alert drivers to the presence of a school, crosswalks within the designated school zone must be striped yellow rather than white. A school zone can be designated up to 500’ in advance of the school boundary. Special signage should also be located near school crossings in accordance with the guidelines provided in Chapter 7 of the California MUTCD. This document provides guidelines for enhancing crossings where one of the major concerns is the presence of school-aged children. D.9.3 Crosswalk Warning Signage and Pavement Markings The California MUTCD provides guidance on the installation of warning signage and pavement stencils at and in advance of uncontrolled crosswalks. These signs are only for use at uncontrolled locations, because at STOP, YIELD, or signalized locations the presence of the traffic control serves to regulate the crosswalk at those intersections. Signage and stencils to supplement crosswalks are not required, and in fact the California MUTCD notes that such signs should be installed in locations where crossing activity is unexpected or not readily apparent. In advance of the crosswalk, the Pedestrian Crossing sign plate is installed (W11-2). At the crosswalk location itself, the Pedestrian Crossing sign plate plus a downward arrow is installed to show the exact location of the crosswalk. White “PED XING” pavement markings may be placed in each approach lane to a marked crosswalk, except at intersections controlled by traffic signals or STOP or YIELD signs. Special signage is required at and in advance of school crosswalks, also describe in the California MUTCD. Unlike the crosswalk warning signage for a normal (white) crosswalk, school crosswalk signage is mandatory. At each yellow school crosswalk, the School Crosswalk Warning Assembly B shall be installed, consisting of a School Warning plate (S1-1) plus downward arrow. In advance of each yellow school crossing, a School Advance Warning Assembly D shall be used, consisting of a school crossing plate plus “AHEAD.” Yellow “SLOW SCHOOL XING” markings can be used in advance of uncontrolled school crosswalks, placed at least 100 feet in advance of the crosswalks. City of Carlsbad Pedestrian Master Plan 22 Appendix D Figure D-14 Yield Line Specifications D.9.4 High Visibility Signage One way of increasing the visibility of pedestrian-related signage is through the use of a Fluorescent Yellow-Green (FYG) background. Use of this FYG signage is approved by the California MUTCD for use on pedestrian, bicycle and school signs. When the FYG background is used for corridor or school-area signing, a systematic approach should be used, so that the mixing of standard yellow and fluorescent yellow-green is avoided. D.9.5 Stop and Yield Lines The use of Stop Lines (commonly referred to as limit lines or stop bars) and Yield Lines is guided by California MUTCD Sec. 3B.16. Stop lines are solid white lines 12 inches to 24 inches wide that indicate where traffic must stop at STOP-controlled or signalized locations. Stop lines are only required at controlled locations where no marked crosswalk exists; where a crosswalk is present, the crosswalk itself can function as the stop line. Jurisdictions are permitted by the MUTCD to install a stop line in advance of a marked crosswalk if they desire. Installing stop lines in advance of crosswalks can help to discourage vehicle encroachment into the marked crosswalk, particularly in right-turn-on-red situations where vehicles often creep forward to get better visibility. One solution to this issue is to stripe a stop line on the left lanes farther back than the right lanes, allowing better visibility to the left for right-turning vehicles. This also allows more clearance for vehicles turning from perpendicular streets. A supplement to Stop Lines is “STOP HERE ON RED” signage with a down arrow indicating the stop line as the proper location for vehicles to stop in advance of the intersection. Yield lines (also called yield teeth or shark’s teeth) indicate the point at which traffic should yield at uncontrolled locations, and are composed of white triangles 3 feet high by 2 feet wide, spaced 1 foot apart, as shown in Figure D-14. In California, vehicles are required to “YIELD” to pedestrians in uncontrolled crosswalks, and yield lines can be used to indicate the appropriate location for vehicles to stop in advance of an uncontrolled crossing location. These markings are most effective in mid- block locations, where there is no intersection to give a motorist cues on the location to wait for a crossing pedestrian. The California MUTCD notes that yield line placement should be 20 to 50 feet back of uncontrolled mid-block intersections. On multi-lane roadways, yield lines can be used to counter the “multiple-threat” collision, which refers to the situation where a car in one lane stops and screens the pedestrian from the view of the adjacent lane. Installing yield lines 40-50 feet back (two car lengths) gives both pedestrians and motorists a better view of each other during the crossing. “YIELD HERE FOR PEDESTRIANS” signs with a down arrow can be used at the yield lines to indicate the proper location for vehicles to yield in advance of the crosswalk. City of Carlsbad Pedestrian Master Plan 23 Appendix D The City of Carlsbad has used Stop Lines or Yield Lines at several locations that have a marked crosswalk. At locations that have a history of vehicle encroachment into the crosswalk or vehicles failing to stop for pedestrians on right-turn-on-red, the City may consider installing stop lines at least 4 feet back from the crosswalk. At mid-block pedestrian crosswalks with flashing beacons, the City may consider the installation of stop lines at least 40 feet in advance of the signal indication. At uncontrolled mid-block crosswalk locations the City may consider installation of yield lines at least 40 feet in advance of the crosswalk. D.9.6 Pedestrian Warning Signage for Signalized Intersections As noted under the discussion of crosswalk signs and markings, crosswalk warning signs are not permitted at crosswalks controlled by a traffic signal, as the traffic control itself serves to regulate vehicles at the intersection. At signalized intersections, particularly where right turn on red is permitted, installing stop lines as described above may be one way of reducing encroachment of vehicles into the pedestrian crosswalk. Another solution to remind drivers who are making turns to yield to pedestrians is installation of a “TURNING TRAFFIC MUST YIELD TO PEDESTRIANS” (R10-15) sign. D.9.7 In-Street Yield to Pedestrian Signs In-Street Yield to Pedestrian Signs are flexible plastic signs installed in the median to enhance a crosswalk at uncontrolled crossing locations. These signs communicate variations of the basic message ‘State Law: Yield to Pedestrians’. The signs can be supplemented with a “SCHOOL” plate at the top for use at school crosswalks. If used near schools, these signs are sometimes installed on a portable base and brought out in the morning and back in at the end of each day by school staff, which may reduce the chance that the sign will become less visible to motorists by being left out all the time. For permanently installed signs, maintenance can be an issue as the signs may be run over by vehicles and need to be replaced occasionally. Installing the signs in a raised median can help extend their lifetime. D.9.8 Special Crosswalk Pavement Treatments For aesthetic reasons, crosswalks are sometimes constructed with distinctive paving materials such as colored pavement or special decorative pavers meant to look like brick. Brick should be avoided for use in crosswalks, as it tends to wear down quickly, becoming uneven and slippery causing difficulties for pedestrians, especially persons with disabilities. Any use of unique materials or colored pavement should use concrete pavers or asphalt, and textures should maintain a smooth travel surface and good traction. It is important to note that these decorative pavement treatments do not enhance the visibility of the crosswalk location, in many cases make the crossing more difficult for persons with disabilities to navigate, make the crosswalk less visible to motorists at night. Regardless of any colored or unique pavement treatment used, marked crosswalk locations should always be marked with parallel transverse lines. D.9.9 Pedestrian Signals Traffic control signals minimize conflicts between motorists and pedestrians by giving clear direction about the proper use of the right-of-way. Section 4E of the California MUTCD outlines City of Carlsbad Pedestrian Master Plan 24 Appendix D the standards for the use and design of pedestrian signals, including the warrants for locations where pedestrian signals may be provided. All new pedestrian signal installations shall consist of pedestrian signal head with international symbols, rather than textual “walk” and “don’t walk” messages. Engineering judgment should be used in determining the specifics of pedestrian signal design at different crossing locations. D.10 Engineering Treatments for Crosswalks D.10.1 Curb Extensions Curb extensions, also called “bulb-outs” to describe their shape, are engineering improvements intended to reduce pedestrian crossing distance and increase visibility. Curb extensions can either be placed at corners or at mid-block crosswalk locations, and generally extend out about 6 feet to align with the edge of the parking lane. In addition to shortening the crosswalk distance, curb extensions serve to increase pedestrian visibility by allowing pedestrians to safely step out to the edge of the parking lane where they can see into the street, also making them more visible to oncoming drivers. At corners, curb extensions serve to reduce the turning radius, and provide space for perpendicularly-aligned curb ramps. Where bus stops are located, bulb-outs can provide additional space for passenger queuing and loading. Despite their advantages, curb extensions can require major re-engineering of the street and are not appropriate for all situations. Installing curb extensions where there are existing storm drain catch basins can require costly drainage modifications. Curb extensions may not be possible in some locations due to existing driveways or bus pull-out areas. Curb extensions need to be designed to avoid conflict with bicycle facilities, and should never extend into a bicycle lane. Given their relatively high cost and challenges of implementation, curb extensions are not recommended as a tool for widespread implementation along every street in the city. Each potential curb extension location must be evaluated on a case-by-case basis, taking into account factors such as crossing volumes, parking lane widths, infrastructure challenges such as drainage or driveways, turning impacts to large vehicles, and locations of bus stops. The Carlsbad Fire Department restricts curb extensions to only one of the two intersecting streets. D.10.2 Median Refuge Islands On wide, multi-lane roadways, pedestrians can benefit from median refuge islands, which offer a place to wait after crossing only half of the street. Refuge islands increase the visibility of pedestrian crossings, and decrease pedestrian collisions by reducing pedestrian/vehicle conflicts, motor vehicle City of Carlsbad Pedestrian Master Plan 25 Appendix D speeds, and exposure time for pedestrians.7 They also allow pedestrians to consider cross traffic from one direction at a time, making it easier to find a gap and simplifying crossing. The MUTCD defines an island as an area between traffic lanes for control of vehicular movements or for pedestrian refuge. Under the MUTCD definition, a refuge island can be delineated by curbs (raised), pavement markings (painted), or other devices. The MUTCD does not give any specific guidance on minimum dimensions of a refuge island The FHWA document “Pedestrian Accommodations at Intersections” advises that a refuge island should be a minimum of 4 feet wide and 12 feet long (or the width of the crosswalk, whichever is greater).8 The ADA Access Board’s Draft Guidelines on Accessible Public rights-of-way has a section on median islands.9 These guidelines have not yet been adopted, and as such are not ADA requirements at this time. However, the guidelines are under consideration for adoption in the future, and cities may wish to look at these guidelines as best practices for compliance with future ADA standards. The following right-of-way guidelines are recommended by the Access Board’s Draft Guidelines10: • Medians and pedestrian refuge islands in crosswalks shall contain a pedestrian access route, including passing space connecting to each crosswalk. • Regarding a minimum width for refuge islands, the guidelines state that medians and pedestrian refuge islands shall be 1.8 m (6.0 ft) minimum in length in the direction of pedestrian travel. • The guidelines permit both ramped up and cut-through design of refuge island, and advise that there are many factors to consider when deciding whether to ramp or cut-through a median or island. Those factors may include slope and cross slope of road, drainage, and width of median or island. They note that “curb ramps in medians and islands can add difficulty to the crossing for some users.” • Medians and refuge islands are also required to have detectable warnings at cut-through islands. For pedestrian refuge islands at intersections, installing a median nose can help to provide additional protection for pedestrians. Median noses can also reduce vehicles encroaching into the refuge area when making left turns. However, median noses may not be feasible to install due to turning movement restrictions they can cause from side streets. Neither the MUTCD nor the ADA Access Board Guidelines have any requirement for median noses to be installed at intersection refuge islands. The City of Carlsbad should consider median nose installation on a case-by-case basis. 7 FHWA 2002b, p. 72 8 Pedestrian Accommodation and Intersections, FHWA, http://safety.fhwa.dot.gov/ped_bike/univcourse/swless15.htm 9 http://www.access-board.gov/PROWAC/draft.htm#305 10 Access Board, Draft Accessibility Guidelines for Public Rights of Way, Section R305.4 City of Carlsbad Pedestrian Master Plan 26 Appendix D D.10.3 Channelized Right-Turn Slip Lanes A right turn slip lane, often delineated by paint or a concrete island, separates the right turn movement from through and left-turning vehicles, as shown in Figure D-15. Slip turn lanes can present difficulties to pedestrians because drivers tend to look left and concentrate on merging with oncoming traffic and may not see pedestrians entering the crosswalk. In high-traffic areas, inadequate gaps in right-turning traffic may exist, making crossing a slip turn lane difficult for pedestrians. The non-standard corner geometry introduced by slip lanes is extremely difficult for the blind to negotiate. The closing of a slip turn lane solves the problems discussed above and also serves to shorten the pedestrian crossing distance. Further, the area can be made an attractive corner for pedestrians through the use of street furniture, benches, and small-scale plantings. Where slip turns cannot be removed due to traffic capacity considerations, several options exist for enhancing pedestrian safety. Signalizing the right turn movement creates gaps for pedestrians and may be the safest alternative. Passive crossing treatments, such as warning signage, or a raised crosswalk connecting the sidewalk with a refuge island, may also improve conditions for pedestrians. D.10.4 Safety Barrels and Bollards Safety barrels and bollards can be effective in preventing vehicles from entering the pedestrian right- of-way. They are also an inexpensive way to test more permanent intersection improvements such as curb extensions. The placement of these vertical elements must ensure that they do not block the travel path of pedestrians, particularly those who are sight or mobility impaired. The creative use of bollards to create combination curb bulbs/bicycle parking areas can be effective in improving pedestrian safety while enhancing the aesthetic quality of an intersection and providing bicycle parking D.10.5 Multi-Use Trail Intersections Multi-use trails provide pedestrian and bicycle travel ways that are separated from automobile traffic. Trail crossings must be safe for pedestrians and bicyclists alike, and should also provide convenient connections to the City’s street network. In general, trail crossings should be treated just like other intersection types, oriented at 90 degree angles whenever possible ensuring safety for all trail and road users. In addition to typical intersection lighting, signage, and traffic control features, trail Source: Improving Pedestrian Access to Transit: An Advocacy Handbook Figure D-15 Slip Turn Crossing Treatment City of Carlsbad Pedestrian Master Plan 27 Appendix D crossings should include design features that warn both trail and roadway users of the crossing. Restricting parking near trail crossings, as at typical intersections, enhances sight distance. D.11 Traffic Signal Enhancements This section discusses specific pedestrian enhancements for use at signalized intersection locations. D.11.1 Countdown Pedestrian Signals Countdown pedestrian signals provide information on the amount of time remaining in the pedestrian change interval, which can assist pedestrians in making safe crossing judgments. Guidance on the use of these devices is now included in the California MUTCD. D.11.2 Signal Timing Traffic signal timing can have an effect on the ability of slower-moving pedestrians to safely cross the street. The length of the pedestrian clearance phase is determined by calculating a clearance interval, which is the length of time it takes a person to walk from the curb on one side to the center of the farthest travel lane on the other. The standard walking speed used to calculate pedestrian clearance intervals recommended by the California MUTCD and used in Carlsbad, is 4 feet per second. However, where there are populations of pedestrians who walk more slowly, a lower walking speed should be considered in determining the pedestrian clearance time. Particularly where there are seniors or persons with disabilities, the MUTCD recommends a walking speed of 2.8 feet per second. Where signalized crossings are in close proximity to locations such as senior centers, senior housing, elementary schools, or centers generating significant volume of pedestrians with disabilities, the city of Carlsbad should consider utilizing a walking speed of 2.8 ft/sec to allow for longer crossing times. This recommendation may also be applied to locations adjacent to elementary schools, as young children commonly walk more slowly. City of Carlsbad Pedestrian Master Plan 28 Appendix D D.11.3 Signal Activation Fully-actuated signals are highly responsive to local traffic variations because they detect vehicles and pedestrians as they arrive in the intersection on any approach. On fully-actuated signals, pedestrians are required to push the button to actuate the WALK phase in any direction. Special pedestrian phases can also be used to provide more crossing time for pedestrians at certain intersections. These include: • Extended phase – At intersections with an extended phase, pedestrians who push the pedestrian crossing button get more time to cross the street than is provided during the normal signal phase. • Leading Pedestrian Interval (LPI) – At intersections where there are conflicts between turning vehicles and pedestrians, pedestrians are given a “walk” designation a few seconds before the associated green phase for the intersection begins. D.11.4 Pedestrian Pushbutton Detectors Pedestrian pushbutton detectors allow for actuation of pedestrian signals, and should be located at all intersection corners where pedestrian actuation is used. As required by the California MUTCD, pedestrian pushbutton detectors must be accompanied by signs explaining their use. Pedestrian pushbutton detectors should be easily accessible for those in wheelchairs and for the sight-impaired, located approximately 3.5 ft. off the ground on a level surface. Pedestrian pushbuttons should not be used in locations where the pedestrian phase is set on a fixed cycle and cannot be actuated. One exception to this is the use of pushbuttons to activate audible pedestrian signals at non-actuated locations. City of Carlsbad Pedestrian Master Plan 29 Appendix D Pedestrian Signal Actuation There are several simple design considerations that greatly enhance the safety and comfort of pedestrians at signalized intersections: • In areas with high pedestrian use (over 100 persons per hour), incorporate a pedestrian phase into the signal sequence instead of an on-demand signal phase, • Place pedestrian push-buttons in locations that are easy to reach and ADA compliant, facing the sidewalk and clearly inline with the direction of travel (this will improve operations, as many pedestrians push all buttons to ensure that they hit the right one); • Adjust the signal timing to accommodate the average walking speeds of anticipated intersection users (longer crossing times for intersections near schools and community centers, etc.), or to limit the time a pedestrian has to wait Accessible Pedestrian Signals – Verbal/Vibrotactile Tone • When verbal messages are used to communicate the pedestrian interval, they shall provide a clear message that the walk interval is in effect, as well as to which crossing it applies. • The verbal message that is provided at regular intervals throughout the timing of the walk interval shall be the term "walk sign," which may be followed by the name of the street to be crossed. • A verbal message is not required at times when the walk interval is not timing, but, if provided: 1) It shall be the term "wait" and: 2) It need not be repeated for the entire time that the walk interval is not timing. • Accessible pedestrian signals that provide verbal messages may provide similar messages in languages other than English, if needed, except for the terms "walk sign" and "wait." A vibrotactile pedestrian device communicates information about pedestrian timing through a vibrating surface by touch. • Vibrotactile pedestrian devices, where used, shall indicate that the walk interval is in effect, and for which direction it applies, through the use of a vibrating directional arrow or some other means. City of Carlsbad Pedestrian Master Plan 30 Appendix D D.12 Curb Ramps According to ADA regulations, all streets with sidewalks and curbs or other barriers must have curb ramps at intersections (U.S. Access Board 1999, p. 58). The City of Carlsbad requires curb ramp installation at all street intersections. New curb ramps must comply with the requirements of the State of California Code of Regulations Title 24 and the Americans with Disabilities Act Accessibility Guidelines. Curb ramps should be oriented to direct pedestrians to the opposite corner and to provide a direct connection between the sidewalk through the Passage Zone and the crosswalk. Curb ramps should be designed such that wheelchair users can transition from the sidewalk to the crosswalk without having to enter travel lanes. Curb ramps consist of the following basic components, described in Table D-4 and depicted in Figure D-16. Figure D-16 Curb Ramp Components Table D-4 Curb Ramp Components Landing The level area at the top of a curb ramp facing the ramp path. Landings allow wheelchairs to enter and exit a curb ramp, as well as travel along with sidewalk without tipping or tilting. Approach The portion of the sidewalk on either side of the landing. Approaches provide space for wheelchairs to prepare to enter landings. Flare The sloped transition between the curb and sidewalk. Flares provide a sloped transition between the sidewalk and curb ramp to help to prevent pedestrians from tripping over an abrupt change in level. Ramp The sloped transition between the sidewalk and street where the grade is constant and cross slope at a minimum. Ramps are the main pathway between the sidewalk and street. Gutter The trough that runs between the curb or curb ramp and the street, designed to serve as a conduit for storm water flow or other drainage. City of Carlsbad Pedestrian Master Plan 31 Appendix D D.12.1 Recommended City Curb Ramp Guidelines Curb ramps are necessary for people who use wheelchairs to access sidewalks and crosswalks. They help people with other mobility impairments to transition easily between sidewalks and crosswalks. Curb ramps also help people with strollers or rolling carts. ADA requires installation of curb ramps in new sidewalks, as well as retrofitting of existing sidewalks. The three most common curb ramp designs, perpendicular, parallel, and diagonal, and the situations in which each should be used, are described below. Other curb ramp types, including built-up ramps and depressed corners, are also addressed. Table D-5 provides a summary of accessible curb ramp design standards. Perpendicular Curb Ramps Perpendicular curb ramps allow for a convenient, direct path of travel with a 90-degree angle to the curb. Perpendicular curb ramps are oriented such that users enter the street traveling perpendicular to vehicular traffic. Perpendicular curb ramps maximize access for pedestrians at intersections. They reduce the overall distance required to cross the street when compared with diagonal ramps. However, perpendicular curb ramps require more space than single diagonal ramps. Perpendicular curb ramps without level landings are difficult for wheelchairs to negotiate, and should not be installed. Where sidewalks are narrow, there may not be space for two perpendicular curb ramps and their landings. Adding curb extensions can create additional space to accommodate two perpendicular ramps and landing areas. Typical Diagonal Curb Ramp in Carlsbad Figure D-17 Perpendicular Curb Ramp Design City of Carlsbad Pedestrian Master Plan 32 Appendix D Diagonal Curb Ramps Diagonal curb ramps are usually similar in design to perpendicular curb ramps, but are placed at the apex of the corner and oriented such that users enter the street traveling diagonally to the path of vehicle travel. Diagonal curb ramps require less space than dual perpendicular curb ramps, but also require users to take a longer, circuitous travel path to the other side than a perpendicular ramp. They cause the user to travel towards the center of the intersection before maneuvering left or right to cross the street. Diagonal curb ramps cost less than perpendicular ramps since they are single ramps, and hence the City can install more diagonal curb ramps than perpendicular curb ramps. Diagonal curb ramps are generally desirable on streets with little motor vehicle traffic where the advantage of installing more curb ramps compensates for the drawbacks. Parallel Curb Ramps Parallel curb ramps are two opposing ramps that slope down parallel to the direction of pedestrian travel. They are generally used on narrow sidewalks where inadequate space exists to install other ramp types. Parallel curb ramps can be useful in locations with high curbs, as the ramps can be extended to ensure a gentle ramp grade without concern for right- of-way limitations. However, parallel curb ramps require pedestrians who are continuing along the sidewalk to ramp down and up. Where space exists in a planting strip, parallel curb ramps can be designed in combination with perpendicular ramps to reduce the ramping for through pedestrians. Depressed Corners Depressed corners gradually lower the level of the sidewalk through a slope that meets the grade of the street. Depressed corners offer the same advantages of perpendicular curb ramps. However, they are generally not recommended since they make it difficult for people who are visually and cognitively impaired to distinguish the transition from the sidewalk and street. They can confuse Figure D-18 Diagonal Curb Ramp Design Source: Georgia Pedestrian Facilities Guidebook Figure D-19 Parallel Curb Ramp Design City of Carlsbad Pedestrian Master Plan 33 Appendix D guide dogs as well. Turning motor vehicles, especially large trucks, may also intrude onto depressed corners. For these reasons, where depressed corners exist, they should be retrofitted with bollards or other intermittent barriers to prevent vehicles from traveling on the sidewalk. Detectable warnings should also be placed at the edge of the sidewalk. Table D-5 Comparison of Minimum Curb Ramp Dimensions Curb Ramp Type Characteristic ADAAG Standards US Access Board Guidelines Title 24 Standards Other Maximum slope of ramps 8.33%; if space prohibits this, 8.33% to 10% with a maximum rise of 150 mm (6 in); or 10% to 12.5% with a maximum rise of 75 mm (3 in) 7.1% + or – 1.2% Maximum cross-slope of ramps 2% Maximum slope of flared sides 10% Minimum ramp width 0.915 m (36 in) 1.22 m (48 in) 1.22 m (48 in) Minimum landing length 0.915 m (36 in); if landing is less than 1.22 m (48 in) Minimum landing width 1.22 m (48 in) Maximum gutter slope 5% Gutter should be designed to not retain water Changes in level flush Truncated domes 610 mm (24 in) Maximum slope of ramps 8.33%; if space prohibits this, 8.33% to 10% with a maximum rise of 150 mm (6 in); or 10% to 12.5% with a maximum rise of 75 mm (3 in) Maximum cross-slope of ramps 2% Maximum slope of flared sides 10% Minimum ramp width 0.915 m (36 in) 1.22 m (48 in) 1.22 m (48 in) Minimum landing length 0.915 m (36 in); if landing is less than 1.22 m (48 in) Minimum landing width 1.22 m (48 in) Maximum gutter slope 2% Gutter should be designed to not retain water Changes in level none Perpendicular Diagonal Minimum clear space 1.22 m (48 in) Maximum slope of ramps 8.33%; if space prohibits this, 8.33% to 10% with a maximum rise of 150 mm (6 in); or 10% to 12.5% with a maximum rise of 75 mm (3 in) 7.1% Maximum cross-slope of ramps 2% Maximum slope of flared sides 10% Minimum ramp width 0.915 m (36 in) 1.22 m (48 in) 1.22 m (48 in) Minimum landing length 0.915 m (36 in); if landing is less than 1.22 m (48 in) Minimum landing width 1.22 m (48 in) Parallel and combination Maximum landing slope 2% City of Carlsbad Pedestrian Master Plan 34 Appendix D Table D-5 Comparison of Minimum Curb Ramp Dimensions Curb Ramp Type Characteristic ADAAG Standards US Access Board Guidelines Title 24 Standards Other Maximum gutter slope 5% Gutter should be designed to not retain water Changes in level none Truncated domes (parallel); detectable warnings (combination) 610 mm (24 in) Maximum slope of ramps 8.33%; if space prohibits this, 8.33% to 10% with a maximum rise of 150 mm (6 in); or 10% to 12.5% with a maximum rise of 75 mm (3 in) 7.1% + or – 1.2% (curb ext.); 7.1% (built-up) Maximum cross-slope of ramps 2% 2% + or – 0.9% (curb ext.); 2% (built-up) Maximum slope of flared sides 10% Minimum ramp width 0.915 m (36 in) 1.22 m (48 in) 1.22 m (48 in) Minimum landing length 0.915 m (36 in); if landing is less than 1.22 m (48 in) Minimum landing width 1.22 m (48 in) Maximum gutter slope 5% Gutter should be designed to not retain water Changes in level flush (curb ext.); none (built-up) Curb extensions and built-up curb ramps Detectable warnings 610 mm (24 in) D.13 Raised Sidewalks The purpose of these facilities is to eliminate grade changes from the pedestrian path and give pedestrians greater prominence as they cross the street. When implementing these measures: • Use detectable warnings at the curb edges to alert vision-impaired pedestrians that they are entering the roadway. • Approaches to the raised crosswalk may be designed to be similar to speed humps. This type of facility is least acceptable to the Carlsbad Fire Department and its use requires extensive evaluation of the specific location and its impacts to emergency response times. City of Carlsbad Pedestrian Master Plan 35 Appendix D D.14 Turning Radius A corner’s turning radius determines how fast a driver can comfortably make a turn. A tighter turn or shorter radius forces drivers to slow down allowing them to see pedestrians better and stop more quickly. Intersection corners with short radii increase safety for pedestrians at intersections by creating more sidewalk space and less roadway space. A decreased curb radius also allows for curb ramps that are aligned parallel to crosswalks. A 10’ turning radius is recommended for streets without curbside parking. For streets with curbside parking, a 20’ radius is recommended. Streets with significant volumes of truck or large vehicle traffic should be analyzed and may require larger corner radii. Figure D-20 Turning Radius Carlsbad Pedestrian Master Plan Carlsbad City Council March 17, 2009 Master Plan Overview Funding -$100,000 State Transportation Development Act Funds -$ 23,000 City GCC Funds Preparation City of Carlsbad Staff Alta Planning + Design Consultants Citizens of Carlsbad Project Website Public Workshops Intercept and Online Surveys Community Meetings and Events Approvals City of Carlsbad SANDAG -B&P Working Group Master Plan Principles Basis General Plan Goals Objectives Policies Purpose To provide a guide for future development and enhancement of pedestrian facilities in the City, and promote walking as an integral mode of transportation. Provide supporting documentation for competitive funding opportunities. Master Plan Chapters Introduction Benefits of Walking Goals, Objectives and Policies Existing Conditions Pedestrian Needs Analysis Pedestrian Infrastructure Encouraging People to Walk Implementation and Funding Benefits of Walking Traffic and Air Quality Public Health Sense of Community Walking Rates in Carlsbad Goals, Objectives and Policies Streets and Traffic Control Alternative Modes of Travel Overall Land Use Patterns Residential Commercial Village Transportation Corridor Existing Conditions Basic elements of pedestrian network Sidewalks Curb Ramps Trails Street Lights Crosswalks Pedestrian Needs Analysis Needs Analysis Pedestrian Generators Pedestrian Attractors Pedestrian Barriers Pedestrian Need Locations Pedestrian Infrastructure Projects Priority Project Areas Citywide Encouraging People to Walk Awareness Education Implementation and Funding Funding Sources Federal SAFETEA-LU Congestion Management & Air Quality (CMAQ) Recreational Trails State Safe Routes to School Transportation Development Act Regional and Local TransNet Bicycle and Pedestrian Traffic Impact Fee Program Carlsbad Pedestrian Master Plan Staff recommendation Adopt Resolution No. 2009-051 adopting a Negative Declaration and approving the Carlsbad Pedestrian Master Plan