HomeMy WebLinkAbout2023-09-05; Traffic and Mobility Commission; ; Carlsbad Residential Traffic Management Program RevisionMeeting Date: Sept. 5, 2023
To: Traffic and Mobility Commission
Staff Contact: Miriam Jim, Senior Engineer
Miriam.Jim@carlsbadca.gov, 442-339-5796
John Kim, City Traffic Engineer
John.Kim@carlsbadca.gov, 442-339-2757
Subject: Carlsbad Residential Traffic Management Program Revision
Recommended Action
Provide input on the additional proposed changes to the Carlsbad Residential Traffic
Management Program Revision.
Background
The Carlsbad Residential Traffic Management Program, or CRTMP, was adopted by the City
Council in 2001 and revised in 2011. The current version of the CRTMP is provided in Exhibit 1.
This program was developed to outline a traffic management process and established
procedure to improve the quality of life in neighborhoods by implementing features that
reduce speeding and discourage cut-through traffic on residential streets.
Traffic calming measures, techniques and methodologies continue to evolve and best practices
in the industry therefore may have changed over the years. For this reason, the CRTMP is
intended to be a dynamic program where staff will re-evaluate the procedure and traffic
calming toolbox in the program periodically to determine if adjustments are needed.
On Dec. 6, 2021, staff presented to the Traffic & Mobility Commission major changes proposed
to the CRTMP revision. Staff received comments from the Commission provided in Exhibit 2.
These changes included removal of STOP signs and high visibility crosswalks from the CRTMP
Toolbox and limit deployment of temporary speed feedback signs on a residential street to
once every two years.
On Sept. 6, 2022, staff presented to the Traffic & Mobility Commission additional changes
proposed to the CRTMP revision. Staff received comments from the Commission provided in
Exhibit 3. These changes included removal of Phase III of the program and further revisions to
the CRTMP Toolbox.
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Discussion
The CRTMP is currently a three-phase program, which offer solutions at increasing levels of cost
and complexity.
Phase I: The initial phase of the program focuses on education and enforcement and offers
some preliminary engineering strategies:
• Police presence and police enforcement
• Basic engineering tools such as speed limit signs, warning signs, pavement legends and
temporary speed feedback signs
Phase II: If Phase I tools do not solve the community’s concern and if the minimum critical
speed, the speed at which 85% of the vehicles are traveling at or below, of the street is 32 miles
per hour, or mph, Phase II can be considered. Staff will meet with residents who live on the
street of concern to design a plan that will address community concerns. Traffic calming
strategies commonly include features such as:
• Speed cushions
• Traffic circles
• Narrowing lanes through striping
• Curb extensions
This phase utilizes a public input process, including neighborhood meetings, to establish
community consensus on a preferred traffic calming concept plan. A mail survey is then used to
quantify community support of the preferred plan. If community support requirements are
satisfied, the preferred traffic calming plan is presented to the Traffic and Mobility Commission
for their input and recommendation and then to City Council for project approval. Upon
approval by the City Council, the approved traffic calming plan can be implemented.
Phase III: If the implemented Phase II solutions do not adequately address the reported issues,
residents can request Phase III of the CRTMP that considers further traffic calming strategies
such as:
• Center island narrowing
• Raised intersections
• Lateral shift in lanes
• Realigned intersections
• Forced turn channelization
• Median barriers and traffic diverters
Because of the success of CRTMP Phase II measures, Phase III of the CRTMP has not yet been
requested or implemented on any street in the city since the traffic calming program was
adopted in 2001.
Key changes to the CRTMP Revision previously presented to Traffic and Mobility Commission
The major changes presented to and supported by the Traffic & Mobility Commission in the
past and will be incorporated in the CRTMP Revision include the following:
Sept. 5, 2023 Item #3 Page 2 of 256
1. Removal of STOP Signs from Phase II Toolbox. Per the CA MUTCD, STOP signs should not be
used for speed control as they are intended to assign right-of-way at an intersection.
Installation of STOP signs should be evaluated based on traffic volume, crash records and
sight distance. When unwarranted STOP signs are installed, it can lead to unintended
consequences such as non-compliance, increase in speed between stop signs and noise and
air pollution.
2. Remove High Visibility Crosswalks from Phase II Toolbox. Marked crosswalks alone have not
been found to be effective in slowing traffic. High visibility crosswalks can be included in a
proposed traffic calming plan in combination with other features, if appropriate.
3. Limit deployment of temporary speed feedback signs for speed data collection on a
residential street to once every two years. Based on staff experience and speed data
collected in the past, vehicle speeds on a roadway remain fairly constant without significant
changes to roadway characteristics or surrounding roadway network and land uses. If a
residential street does not qualify for Phase II of the CRTMP, repeated speed measurements
within a short period of time would likely yield the same result and becomes an
unnecessary drain on staff resources. This change will allow staff to prioritize resources on
streets that have not yet been evaluated for traffic calming in the past.
4. Removal of CRTMP Phase III
At its December 2021 meeting, the Traffic & Mobility Commission commented that the
current Phase III qualification criteria may be too restrictive, and a street given Phase II
treatment may not meet those criteria. The Commission requested staff to re-evaluate the
Phase III qualification criteria. Upon receiving comments from the Commission, staff
reviewed past program efforts and recommended the removal of Phase III from the
program and the incorporation of selected Phase III tools into Phase II.
Removal of Phase III will simplify the CRTMP and yield a two-phase program that is straight
forward, proven to be effective in addressing speeding and cut-through concerns on
residential streets.
The current Phase II criteria and procedures will remain unchanged. In order to provide an
avenue for residents to request modifications to the already implemented Phase II traffic
calming treatments, the current “Traffic Calming Measures Removal Process” will be revised
to a “Traffic Calming Measures Modification/Removal Process”. Requests for modifications
and/or removal would require a petition from the community with signatures from 80% of
the eligible individuals within the project area. Such requests would be considered by staff
after a one-year monitoring period following completion of Phase II traffic calming
installation.
5. Revisions to CRTMP Toolbox
Upon the removal of Phase III of the program, most of the Phase III measures will remain in
the toolbox as part of Phase II measures. This provides a variety of traffic calming tools to
be available for staff and residents to consider during Phase II conceptual plan
development.
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Removal of some Phase III measures, however, were recommended and supported by the
Traffic and Mobility Commission at its Sept. 5, 2022, meeting. Six measures that will be
removed from the toolbox include:
• textured pavement
• realigned intersection
• forced turn channelization
• semi-diverter
• partial diverter
• diagonal diverter.
Most of these treatments are designed for grid roadway networks that Carlsbad does not
have. Implementing these measures would alter traffic patterns in the neighborhood and as
a result could impact traffic and residents on other streets in the nearby area. To minimize
traffic diversion to other streets, these six measures will be removed from the CRTMP
toolbox.
Additional changes proposed to the CRTMP Revision
1. Include language in the CRTMP regarding implementation of traffic calming measures on
non-residential streets in accordance with the City’s General Plan Mobility Element, shown
in Exhibit 4.
The Mobility Element of the General Plan provides guidelines on the city’s livable street
system. It identifies the modes of travel that are prioritized on different street typologies to
provide a balanced mobility system that meets the mobility needs for all modes and
persons of all ages and abilities. The Carlsbad Livable Streets Guide from the Mobility
Element identifies preferred attributes for each of the street typologies and provides
guidance on traffic calming measures that should be considered according to street
typology.
Staff recommends adding language to indicate that implementation of traffic calming
measures on streets that do not meet the program eligibility criteria of the CRTMP should
be evaluated in accordance with the guidelines as described in the Mobility Element of the
General Plan. Traffic and Mobility Commission’s review and approval of these exceptions is
recommended.
2. Project Area of Influence and Mail Survey Results
Project Area of Influence, or PAOI, for a CRTMP project is established by city staff with input
from the residents in the neighborhood. The PAOI typically includes all single-family home
residences on the subject street segment and all cul-de-sac streets connecting to that
segment. Inclusion of connecting cul-de-sac streets is based on the assumption that access
to and from these residences would require traveling on the subject street segment and
therefore would be directly impacted by the proposed traffic calming measures.
Under the current traffic calming program, the survey results are calculated based on the
mail surveys sent out to the residents and non-resident owners within the PAOI. The survey
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is considered valid if 50% of the surveys are returned. The proposed traffic calming plan will
move forward to Traffic & Mobility Commission if 67% or more of the returned surveys
support such plan.
Residents, in past CRTMP projects, have expressed concerns about including homes on
connecting cul-de-sac streets as part of the PAOI. They were concerned that these residents
may not be as concerned about speeding and cut-through traffic on the subject street
segment and could skew the survey results toward non-support.
Based on staff experience, it is recommended to add language to the program regarding
how the mail survey results will be calculated for projects with connecting cul-de-sac streets
within the PAOI. For these projects, staff will calculate mail survey results in two ways: 1)
mail surveys returned within the entire PAOI and 2) mail surveys returned on the subject
street only. These results will provide information on the level of support from residents
living on the subject street segment and those who are not. Staff and the Traffic and
Mobility Commission can then provide recommendations on the proposed traffic calming
plan based on these survey methodologies.
3. Include language in the CRTMP requiring a petition to initiate the process to consider an
otherwise non-eligible street as an exception into Phase II of the program.
The current program recommends Traffic and Mobility Commission’s review and approval
of an exception to include a street as part of Phase II of the program. Staff have received
requests for exception, typically by individual residents, and staff have presented these
requests to Traffic and Mobility Commission for their consideration.
The need for and the effectiveness of traffic calming measure is reduced when measured
speeds are less than 32 mph. If the perceived need for traffic calming is reduced,
community support for traffic calming measures may also be reduced.
To prioritize resources on streets where traffic calming measures are most needed and
would be supported by residents, staff recommend that for streets that are not eligible for
Phase II of the program, a resident-led petition be required to indicate community support
for traffic calming. The petition should include signatures, one signature per residence, from
a minimum 50% of the residences within the Project Area of Influence. If the required
signatures are obtained, staff will present the request for exception to Traffic and Mobility
Commission for their review and approval.
Recommendations
Provide input on the additional proposed changes to the CRTMP Revision.
Next Steps
Upon receiving input from the Traffic & Mobility Commission, staff will finalize the draft
document of the CRTMP Revision. Staff will present the CRTMP Revision document to the
Traffic & Mobility Commission for review at a future meeting. Thereafter, staff will present the
final CRTMP Revision for City Council adoption.
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Exhibits
1. Current Carlsbad Residential Traffic Management Program
2. Staff report from 12/06/21 Traffic & Mobility Commission Meeting
3. Staff report from 09/06/22 Traffic & Mobility Commission Meeting
4. Mobility Element of the General Plan
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May Ϯ011
ProgramTraffic ManagementTraffic Management Program
Carlsbad ResidenƟal Carlsbad ResidenƟal Traffic Management
Exhibit 1
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Carlsbad Residential
Traffic Management
Program
May 2011 Revision
Traffic Division
Transportation Department
Sept. 5, 2023 Item #3 Page 8 of 256
Acknowledgments
May 2011 Program Update
CITY OF CARLSBAD CITY COUNCIL CITY OF CARLSBAD ENGINEERING DEPARTMENT
Matt Hall – Mayor Skip Hammann – Transportation Director
Ann J. Kulchin – Mayor Pro Tem John Kim – Traffic Division Manager
Mark Packard Doug Bilse – Traffic Signal Systems Engineer
Keith Blackburn Jim Murray – Associate Engineer
Farrah Douglas
TRAFFIC SAFETY COMMISSION CITY OF CARLSBAD FIRE DEPARTMENT
Gordon P. Cress Mike Davis – Fire Marshal
Jack Cumming Chris Heiser – Fire Division Chief
Steve Gallagher
Guy J. Roney, III CITY OF CARLSBAD POLICE DEPARTMENT
Jairo Valderrama Lt. Marc Reno – Traffic Supervisor
May 2001 Program Development
CITY OF CARLSBAD CITY COUNCIL
Claude A. Lewis – Mayor
Ann J. Kulchin – Mayor Pro Tem
Ramona Finnila
Matt Hall
Julianne Nygaard
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM COMMITTEE
Courtney Heineman – Chairperson
Kip McBane – Vice-Chairperson
Tom Blake
Howard Heffner
John Murphey
Michael Ott
Jim Stachoviak
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Lloyd B. Hubbs - Public Works Director
Robert T. Johnson, Jr. – Deputy City Engineer, Transportation
Michele Masterson – Management Assistant
Jim Murray – Associate Engineer
Jannae DeSiena – Senior Office Specialist
CITY OF CARLSBAD POLICE DEPARTMENT
Sgt. Kelly Cain – Traffic Supervisor
MEETING MINUTES
Dianna Scott – Minutes Clerk
Sept. 5, 2023 Item #3 Page 9 of 256
TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................................... i
INTRODUCTION ............................................................................................................................................. 1
GOALS ........................................................................................................................................................... 3
PROGRAM STRATEGIES ................................................................................................................................. 3
PROCEDURES ................................................................................................................................................. 4
PROGRAM ELIGIBILITY .................................................................................................................................. 5
PHASE I : EDUCATION AND ENFORCEMENT ................................................................................................. 6
PHASE II : TRAFFIC MANAGEMENT ............................................................................................................... 8
PHASE III : TRAFFIC CALMING ..................................................................................................................... 11
PHASE III QUALIFICATION CRITERIA SCORING WORKSHEET ....................................................................... 13
TRAFFIC CALMING MEASURES REMOVAL PROCESS ................................................................................... 17
PETITION—REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .......................................................... 18
PROGRAM UPDATE PROCEDURES .............................................................................................................. 19
MEASURES NOT RECOMMENDED FOR USE ................................................................................................ 21
ACRONYMNS AND GLOSSARY ..................................................................................................................... 22
CITY COUNCIL RESOLUTION ........................................................................................................................ 23
TRAFFIC CALMING TOOL BOX (PHASE I) .................................................................................................. TB-1
TRAFFIC CALMING TOOL BOX (PHASE II) ............................................................................................... TB-10
TRAFFIC CALMING TOOL BOX (PHASE III) .............................................................................................. TB-16
Sept. 5, 2023 Item #3 Page 10 of 256
EXECUTIVE SUMMARY
In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on neighborhood streets.
Speeding and/or excessive volumes may cause residents to become alarmed about safety and quality of
life. When the tranquility and ambiance of the neighborhood is disrupted by drivers speeding or trying
to find short-cuts, concerned citizens contact City officials.
This scenario, repeated each day in some areas of the City, alerted the City Council to the need for a
comprehensive citywide program to minimize excessive speeds and high volumes in neighborhoods.
Similar problems in California and throughout the country have inspired engineering solutions called
traffic calming, which is a method of slowing cars and discouraging cut-through traffic. With traffic
calming in mind, the City Council elected to use a citizen-based approach to develop such a program,
appointing a committee of seven citizens to work with staff in developing solutions for any Carlsbad
neighborhoods seriously affected by traffic problems.
The citizen's committee developed a three-phase approach to addressing traffic problems in Carlsbad
neighborhoods. After reviewing and evaluating programs from many cities, the committee
recommended a program it suitable for Carlsbad and which would achieve the three goals that must be
met if traffic calming is to be successful. The first requirement is support of the residents in any
neighborhood where such calming is needed. Second, the traffic calming measures must meet with
the approval of emergency agencies concerned about response times, as well as the needs of other
utilities whose large vehicles could be adversely affected or damaged by the traffic calming
measures. Finally, the residents must be willing to live with the actual traffic calming measures designed
to slow traffic and cut-through traffic volumes in their neighborhood.
This document represents the first revision to the initial program developed by the Carlsbad Residential
Traffic Management Program Committee. The primary reasons for revising the program were to add
lower cost traffic management tools such as residential stop signs and speed cushions and to establish
benchmark criteria for the funding of future traffic calming projects. The revised program is divided into
the following three phases:
Phase I: application of enforcement and education to resolve non-compliance issues.
Phase II: utilizing engineering-based measures to increase compliance with posted
speed limits and discourage cut through traffic.
Phase III: development and implementation of a comprehensive plan comprised of
traditional traffic calming measures to address traffic issues while enhancing
the residential character of the street.
Ultimately leading to improvement in the quality of life of affected neighborhoods, the Carlsbad
Residential Traffic Management Program is still another way in which the City provides for the health,
safety and welfare of its citizens.
i
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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CARLSBAD
RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
INTRODUCTION
Virtually every day, on many residential streets, Carlsbad residents are faced with the potentially
dangerous intrusion of speeding vehicles and/or cut-through traffic. Carlsbad streets have experienced
escalating traffic impacts due to population and employment growth. As a result, an increasing number
of citizens have expressed concerns to City officials, the Police Department and Engineering staff about
these traffic problems.
Carlsbad residents are not unique in voicing such concerns. Cities throughout the United States have
struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result,
citizens have asked that their neighborhood quality of life be improved through a reduction of vehicle
speeds and volume. Many desire the simple pleasure of being able to walk or ride bicycles through their
neighborhoods without fear of vehicular traffic, a key factor in neighborhood livability.
"Livable" cannot be precisely defined as it relates to community or neighborhood. However, the
residents' expectation that fewer vehicles should be speeding down neighborhood streets is an
indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable
neighborhood include:
a sense of community
a safe place to walk or bicycle
interaction among neighbors
a general feeling of security and safety
the opportunity for residents to enjoy their homes and property
streets that do not penalize drivers traveling at the posted speed limit
"Traffic calming" is a term that has, in recent years, become synonymous with providing the means to
slow vehicles, reduce cut-through traffic volumes and help achieve a livable community. Through the
use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects
of the motor vehicle in residential neighborhoods.
In response to the concerns of Carlsbad residents, the City Council has established the Carlsbad
Residential Traffic Management Program, referred to as the CRTMP, to address neighborhood concerns
about unwanted traffic. The Institute of Transportation Engineers (ITE), an international organization of
transportation professionals, has defined traffic calming as:
"The combination of mainly physical measures that reduces the negative effects of
motor vehicle use, alters driver behavior and improves conditions for non-motorized
street users."
Carlsbad's Residential Traffic Management Program is designed to have significant neighborhood
involvement. Staff plans to work closely with residents to identify problems and their solutions and to
gather the support necessary to ensure the success of any traffic calming plan that may merit adoption.
Communication with the residents at each step is critical and the urgency of plan development will not
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be allowed to override the need for thorough understanding, commitment and approval by the
neighborhood.
Since neighborhood involvement is the key, the program is designed to solicit and encourage residents'
active participation in identifying concerns, developing reasonable solutions and supporting the final
outcome. In the traffic engineering field, the manner in which this occurs is a process that contains the
elements of the “4E's":
Education
Engineering
Enforcement
Enhancement
By utilizing the "4E" process, which incorporates a comprehensive, integrated involvement of concerned
residents, the challenge of identifying and resolving problems can successfully take place.
The basic elements of the 4E process include:
Education: Providing resource materials and information to residents to inform them about all
aspects of traffic calming.
Engineering: Physical measures and other techniques utilized in the traffic calming program that
are based upon input and concurrence by residents, engineering principles, financial and
environmental considerations.
Enforcement: Police presence and selective enforcement of vehicle code violations.
Enhancement: Using special treatments in the physical measures through design and/or
landscaping features to improve livability, aesthetics, community pride.
This program has been established with and conforms to authority and responsibility given to local
authorities by the California Vehicle Code to protect the health and welfare of its citizens. Additionally, it
meets one of the goals in the Circulation Element of the General Plan that states Carlsbad is a "City with
an integrated transportation network, serving local and regional needs, which accommodates a balance
of different travel modes based upon safety, convenience, attractiveness, costs, environmental and
social impacts".
It is the policy of the State of California that all persons have an equal right to use public streets and that
no agency may restrict the use of streets to only certain individuals. With certain exceptions provided
for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in
specific instances related to:
implementation of the Circulation Element of the General Plan
criminal activity
regulating or prohibiting processions or assemblages
streets dividing school grounds to protect students attending such schools or school grounds
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Requests to implement the CRTMP will ultimately be considered through the process outlined in this
program. Careful consideration will be given to each request to ensure that it meets State law and the
criteria contained in the program.
GOALS
The City Council established the CRTMP as a countermeasure to intrusion by excessive traffic and/or
higher than normal vehicle speeds in the neighborhood and thus, to help improve the quality of life.
With a defined traffic management process and established procedures contained in this document,
Carlsbad residents will have the measures and techniques ("tools") at their disposal to avert many
negative impacts associated with vehicular traffic on residential streets.
The goals of a traffic management program include:
improving the quality of life in the neighborhood
creating safe streets by reducing the collision frequency and severity
reducing negative effects of motorized vehicles
design of features that encourage self-enforcement
PROGRAM STRATEGIES
The City of Carlsbad strives to achieve neighborhood livability through implementation of current
standards and policies. Managing traffic is a key component in this endeavor and one that is vital for
promoting characteristics of livable neighborhoods. Therefore, strategies are needed to identify and
address issues revolving around speeding, excessive volumes and safety concerns on residential streets
when it occurs. These strategies include:
developing recommendations that adhere to State law
satisfactorily addressing legal and liability issues
preserving reasonable emergency vehicle access and response time consistent with response
standards
maintaining reasonable vehicular access
promoting neighborhood safety for pedestrians, bicyclists, motorists and residents
encouraging and incorporating citizen participation in identifying traffic calming measures and
techniques
utilizing City resources and funds efficiently and effectively
utilizing a combination of education, engineering, enforcement and enhancement (4E's)
maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative modes
of travel
balancing on-street needs (such as parking) with the reasonable and safe function of the street
considering achievable options for funding
According to the ITE resource, “Transportation and Land Development, 2nd Edition”, residential streets
should ideally be designed and constructed to a “residential neighborhood scale” to achieve vehicle
speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is
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typically accomplished by restricting roadway length so that a driver slows, stops, or makes a significant
turning movement every 300-700 feet. Drivers tend to comply with speed limits in residential
neighborhoods when the effective, uninterrupted street length is less than 700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been
designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of
speeding issues by installing a series of traffic management measures to reduce the effective street
length so that a driver slows, stops, or makes a significant turning movement every 300 to 700 feet.
Traffic management measures are recommended to be spaced, on average, at approximately 500 foot
intervals. The traffic management strategies included in the CRTMP toolbox are designed to work in
concert with one another to limit the effective, uninterrupted length of an existing street to
approximately 500 feet, which should result in a reduction in vehicle speeds and render the route less
attractive to cut-through traffic.
PROCEDURES
The procedures to implement traffic management measures and techniques are described on the
following pages and are referred to as phases. In general, the established procedures are consistent with
the methodology currently used in Carlsbad to address any traffic-related concerns. The procedures
require, and are designed to encourage, substantial neighborhood participation, following the process
used by staff to formulate solutions to problem locations and the methods for proposing those solutions
to the Traffic Safety Commission and City Council for final resolution.
Carlsbad's Residential Traffic Management Program has been developed as a three-phase program,
consisting of the following structure approach:
Phase I : Enforcement and Education
Phase II : Traffic Management
Phase III : Traffic Calming
The program is designed in such a way that residents of each street with identified problems, and with
neighborhood support and commitment, can play a part in the program. The cost, complexity,
effectiveness and impact to residents increase with each phase. Phase I features are generally
considered simple improvements that can be initiated internally and provided by city staff. Phase II
consists of cost-effective traffic management features that may reduce vehicle speeds but may also
penalize those who drive at the legal speed limit. Phase III features are the most effective at traffic
calming but are expensive and may negatively impact parking.
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PROGRAM ELIGIBILITY
Participation in the Carlsbad Residential Traffic Management Program requires the following:
1. The subject street must meet the legal definition of residence district (as defined by the
California Vehicle Code) or designated school zone (as defined by the California Manual on
Uniform Traffic Control Devices).
2. The subject street must have a curb-to-curb width of 40 feet or less.
3. A letter sent by a resident or residents requesting that staff consider a subject street for
inclusion into the CRTMP process.
Any street that does not meet the program eligibility criteria but is nevertheless considered by city staff
to be a candidate for traffic calming will be scheduled for review and possible approval by the Traffic
Safety Commission. If the Commission's review leads to the conclusion that the street merits an
exception, it will be processed through the CRTMP as if program eligibility criteria were met. Any street
recommended by the Traffic Safety Commission as not qualifying for an exception may be requested by
a citizen to be reviewed by the City Council for a final determination. The exception process may be
used for consideration for inclusion into each phase of the program.
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PHASE I: EDUCATION AND ENFORCEMENT
When a resident, or group of residents, from a neighborhood has a traffic-related concern that they
believe should be addressed by the Carlsbad Residential Traffic Management Program and have sent a
letter to the Traffic Division of the Transportation Department, the process will be initiated in the
following manner.
Step 1 Initiate Traffic Request (TR) Procedure
Upon receipt of the correspondence and verification that the subject street satisfies program eligibility
requirements, staff will initiate a Traffic Request (TR) that includes the information contained in the
letter. The TR is an internal logging and tracking system in the Transportation Division used to initiate
action and file correspondence. An engineer will be assigned to investigate and conduct an engineering
study of the street(s).
Step 2 Investigation/Studies
Staff will gather preliminary data about the expressed concern. Field reviews and appropriate traffic
studies will be conducted. They may include:
geometric conditions of the road volume counts
parking availability/restrictions pedestrian counts
location of existing traffic control devices collision analysis
speed surveys other studies as determined appropriate
Phase I strategy will be formulated after the data is collected.
Step 3 Coordination with the Police and Fire Departments
Staff will discuss with the Police Department solutions that can be addressed through enforcement. An
enforcement strategy will be prepared and implemented by the officer in charge of the Traffic Division
of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response
route issues and other fire safety issues.
Step 4 Issue Work Order
Implementation of Phase I can be accomplished by city forces. Staff can usually issue work orders for the
installation of signs or striping or implementation of speed feedback signs.
Step 5 Communication with Residents
Information on appropriate traffic calming strategies and techniques proposed to address the identified
concern is shared with the person or group that initiated the request, including information about the
issuance of work orders. Staff also outlines the engineering and enforcement approach that will be
utilized to mitigate neighborhood concerns.
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Step 6 Monitor
Effectiveness of the implemented measures and/or strategies is monitored by Engineering Department
staff and, as appropriate, by the Police Department. The resident or group originating the request is
then informed of the monitoring results.
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PHASE II: TRAFFIC MANAGEMENT
If all applicable Phase I options have been completed and do not appear to adequately address the
problem after being in place for an appropriate amount of time as determined by the city staff, Phase II
of the CRTMP may be considered.
Step 1 Written Request
Phase II will be initiated when an affected resident that resides on the street where the concern exists
sends a letter to the Traffic Division of the Transportation Department requesting Phase II consideration.
The letter will be generated by a resident, following discussions with city staff to review what might be
accomplished through Phase II of the program.
Step 2 Phase II Eligibility Determination
Not all residential streets and/or residential areas will qualify to participate in Phase II of the Carlsbad
Residential Traffic Management Program based upon the established process. Eligibility criteria for
Phase II are as follows:
1. Completion of Phase I of the CRTMP; and
2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined
by a speed survey(s).
Both of the eligibility criteria must be met for a street to be considered for further processing through
the CRTMP. However, on a case-by-case basis, city staff may determine exceptions. A street considered
as an exception must be approved by the Traffic Safety Commission.
Step 3 Determine Project Area of Influence (PAOI)
The street or streets significantly impacted by neighborhood concerns or potential solutions, including
all dwelling units or other land uses bordering the subject street or streets, comprise the Project Area of
Influence (PAOI). The PAOI will be established by city staff, with input from the neighborhood
representatives. The establishment of the PAOI by staff shall consider the implementation of measures
on a roadway system as opposed to singular, isolated installations.
Step 4 Phase II Concept Plan
All residents from the PAOI will be invited to a neighborhood meeting hosted by the city. At the
meeting, staff will explain the Phase II process that may lead to installation of the traffic management
measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I
potential Phase II solutions
advantages/disadvantages of specific Phase II features
Phase II approval process
A Fire Department representative will be invited to attend the meeting to explain response needs of the
emergency service providers and any concerns with potential traffic management on the candidate
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street. Also, a Police Department representative will be invited to attend the meeting to respond to
questions about enforcement issues.
Staff, using the data collected in Phase I, and working with affected residents, will draft a plan of
proposed Phase II measures within the boundaries of the PAOI. Since Phase II measures are limited in
application, they may not be appropriate for a given situation. For example, if a subject street does not
feature intersections, residential STOP signs would not be appropriate. Staff will work with residents to
prepare the Phase II concept plan which will be presented to the neighborhood via mail survey for
support.
The concept plan will be presented to the Traffic Safety Coordinating Committee to allow city staff such
as Fire Department and Police Department representatives to review and comment.
Step 5 Mail Support Survey for Phase II Concept Plan
A mail support survey will be conducted by City staff upon completion of the Phase II concept plan
developed by staff. The purpose of the survey will be to determine if the neighborhood (as defined by
the PAOI) is in favor of the proposed plan.
Residents and non-resident owners within the PAOI are eligible to participate in the mail support survey.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of the residents contacted fill out and return the completed
survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community
responding supports the Phase II plan.
If the Phase II concept plan includes measures with vertical deflection such as speed cushions or speed
tables, support for these measures from residents directly affected will be highly desirable. Staff will
work with these residents and will strive to balance the concerns of individual residents with the overall
success of the concept plan as a system of interdependent features. Since the success of Phase II will be
dependent on the spacing of proposed features, the removal of any measure from the concept plan due
to lack of support may have a detrimental effect on the concept as a whole.
If 50% of the surveys are not returned, an outreach program may be initiated by the resident(s). Re-
survey will occur after all steps established in the outreach program are completed. A re-survey will be
valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of
the returned surveys, the resident(s) may request that staff develop an alternative plan or abandon their
efforts. A revised Phase II plan will be tested by the support survey process in this step. If the revised
plan fails to garner support of the residents in the PAOI after the second survey, no further surveys will
be conducted by City staff for a minimum of one year.
Step 6 Final Approval by the City Council
The approved Phase II concept plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for Phase II
implementation. If Council decides that Phase II is acceptable as presented, it will so indicate by
adopting an ordinance authorizing installation of residential STOP signs and/or other proposed
measures and authorizing the appropriation of any necessary funds. The Council may consider other
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options such as returning to the neighborhood for refinement of the Phase II concept plan or proceeding
to Phase III of the CRTMP.
Step 7 Phase II Implementation
Implementation of Phase II, in most cases, will be performed by city forces via work orders issued by
staff.
Step 8 Phase II Monitoring
Phase II measures that have been installed will be monitored for effectiveness during the first year
following completion of the installation. Staff will analyze traffic data results, accident history, observed
deficiencies and/or impacts of the Phase II measures, comments, and suggestions or complaints
received.
If some residents of the neighborhood believe that the impacts and results of Phase II do not meet their
expectations, they may request removal of the permanent measures. The request for removal must
follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of
Phase II installation.
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PHASE III: TRAFFIC CALMING
If applicable Phase II options have been evaluated and do not appear to adequately address the problem
as described previously, Phase III of the CRTMP may be considered. Phase III of the CRTMP is designed
to allow traditional traffic calming measures to be used in areas where Phase II options have not
adequately resolved the traffic issues. Due to the potential fiscal impacts of Phase III and probable
impacts to parking capacity and limit access to properties, residents will be required to first utilize Phase
II measures before requesting to proceed to Phase III. Phase III measures will be limited to locations
where re-routed traffic will only impact higher classified roadways. Residents have the option to bypass
Phase II only if funding is privately secured and all Phase III criteria are satisfied.
Step 1 Written Request
Phase III will be initiated when the affected residents send a letter to the Traffic Division of the
Transportation Department requesting Phase III consideration. The letter will be generated by the
residents following discussions with city staff, study of Police Department results of Phase II, and
anticipation of what might be accomplished through further utilization of the CRTMP process. The Phase
III process will require an evaluation of a qualification criteria as well a neighborhood-initiated support
petition.
Step 2 Project Scoring and Qualification Criteria
Candidate streets will be evaluated on the following factors and associated points for the purpose of
establishing a project score for funding considerations. Streets with a score exceeding 50 points will be
eligible for Phase III.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points):
6 points for each mile per hour the 85th percentile speed is over 32 miles per hour.
2. Traffic Volumes (maximum 30 points):
Typical weekday ADT divided by 100 and rounded to the nearest whole number or the weekday
peak hour volume divided by 10 and rounded to the nearest whole number.
3. Collision History (maximum 15 points):
Five points will be assigned for each correctable collision on a street, including intersections, within
the past five years. A correctable collision is one that might have been prevented by the
installation of a traffic control device or traffic calming measure.
4. Sidewalks (maximum 5 points):
5 points if no sidewalk or pedestrian pathway exists on either side of the street.
5 points if no sidewalk or pedestrian pathway exists along at least one side of the street.
5. School Proximity (5 points maximum):
5 points if school grounds abut the candidate street.
3 points if the PAOI is within 500 feet of school grounds.
1 point if the PAOI is located within 1,000 feet of school grounds.
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6. Pedestrian Crossings (5 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI.
5 points if a major or midblock crosswalk is located on a street in the PAOI. A major crosswalk is
defined as having 10 or more pedestrians crossing per hour during any eight hours of a typical
weekday.
A maximum total of 100 points may be given for the street under consideration, using the Traffic
Management Program Priority Scoring Worksheet. A minimum score of 51 points is required for the
subject street to qualify for Phase III.
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13
Carlsbad Residential Traffic Management Program
Phase III Qualification Criteria
Scoring Worksheet
This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a street for Phase III
qualification and prioritization of a potential specific neighborhood traffic calming project.
Name of neighborhood (street location):
Points
1. Travel Speed (40 pts. max.)
For each mile per hour the 85th percentile speed is over 32 miles per hour, 6 points will be
assigned.
Critical Speed:
2. Traffic Volumes (30 pts. max.)
Total weekday ADT divided by 100, rounded to nearest whole number
or weekday peak hour volume divided by 10, rounded to nearest whole number (use higher
number)
Volume: Date Counted:
3. Collision History (15 pts. max.)
Five points for each correctable collision during the past 5 years
Number of collisions:
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathways exists on either side of the street = 5 points
No sidewalk or pedestrian pathway exists along at least one side of the street = 5 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points
PAOI is located within 500 feet of school grounds = 3 points
PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (5 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the
PAOI = 5 points
Major or midblock crosswalk is located on a street in the PAOI = 5 points
Total Score:
___________________________________________
Evaluator Date
A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE III.
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Step 3 Neighborhood Support Petition
If the subject street meets the Phase III Qualification Criteria, concerned residents will need to establish
resident support for continuation of the Phase III process. The support petition is initiated by the
neighborhood representative and serves as the mechanism to establish that residents’ support the City's
consideration of a Phase III traffic calming project. Documentation of support for consideration of a
future project is indicated by a simple majority (50% plus one signature) of those eligible individuals
located within the PAOI that sign the petition. The petition form will be developed by staff but it will be
the responsibility of residents to circulate the petition and submit the results.
Step 4 Project Funding
Upon satisfaction of Steps 2 and 3 of the Phase III process, the subject street may be considered for
funding as a future project through the Capital Improvement Program (CIP) process. If more than one
CRTMP project is submitted in a given fiscal cycle, priority will be established by the Phase III
Qualification Criteria scoring. Many different fiscal factors must be considered to establish if and to
what level funds will be allocated for projects on the priority list. Staff will recommend a funding level
and the City Council will consider and adopt the annual budget before the fiscal year ending on June 30.
As an alternative to the City funding the design and construction of Phase III improvements, residents
may choose to collect funds themselves in any manner they choose, including the formation of an
assessment district. This private funding must be for 100% of the project cost including design,
construction, inspection, administration and contingency costs associated with the project. Private
funds must be deposited with the city prior to proceeding to Step 4.
Phase III will not proceed until funding source is identified and funds are secured.
Step 5 Kick-off Meeting with the Neighborhood
All individuals from the PAOI will be invited to a neighborhood kick-off meeting hosted by the City. At
the meeting, staff will explain to those in attendance the Phase III process that may lead to installation
of the traffic calming measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I and II
potential solutions
traffic calming plan development process
before and after traffic study process
A Fire Department representative will attend the meeting to explain response needs of the emergency
service providers and any concerns the Fire Department has with potential traffic calming on the
candidate street. Also, a Police Department representative will attend the meeting to respond to
questions about enforcement issues.
Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan
By meeting and working closely with the residents, staff will be able to assist in:
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assessing neighborhood needs
identifying alternatives
developing initial plans or solutions
finalizing the comprehensive plan based upon
o sound engineering principles
o neighborhood input
o state-of-the-art traffic calming practices
Throughout design development of the conceptual plan, all residents within the PAOI will be provided
updates and will be encouraged to offer input. The residents will be actively involved in all aspects of
developing the comprehensive neighborhood traffic calming plan and will be expected to commit the
time and effort needed to develop a successful plan. Directly affected residents and property owners
will be notified and involved with the development of the conceptual plan.
The length of time needed to develop the conceptual plan is dependent upon the complexity of the
issues, the level of neighborhood involvement and support, project cost and the willingness of the
residents to aggressively pursue plan development. The series of meetings leading to completion of a
final conceptual plan for presentation to the neighborhood could take six months or longer.
Step 7 Mail Support Survey for Final Conceptual Plan
A mail support survey will be conducted by city staff upon completion of the conceptual plan developed
by residents and staff and evidence of a generally favorable consensus on the plan by interested
residents. The purpose of the survey will be to determine if the neighborhood (PAOI) is in favor of the
proposed plan by a super majority (67% or more).
Residents and non-resident owners within the PAOI will be included in the survey, essentially following
the eligibility procedures addressed in Phase II. If necessary, and as determined by city staff based upon
the proposed conceptual traffic calming plan, additional properties may be included or excluded by
expanding or reducing the boundaries of the PAOI. The revised PAOI will become the new PAOI for
purposes of the survey and other communications with residents affected by the proposed traffic
calming project.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of those contacted fill out and return the survey. Staff will then
analyze the returns to determine if 67% or more of the PAOI community responding supports
proceeding to the final plans, specifications and estimates (PS&E) stage and for the installation of
temporary features. Staff will notify by mail all individuals within the PAOI of the survey results and the
next steps in the process.
If 50% of the surveys are not returned, an outreach program must be developed by the residents with
the assistance of staff. Re-survey will occur after all steps established in the outreach program are
completed.
A re-survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved
by 67% or more of the returned surveys, the residents may choose to develop an alternative plan or
abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will be tested
by the support survey process in this step. If a conceptual plan fails to garner support of the residents in
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the PAOI after the second survey, no further surveys will be conducted by city staff for a minimum of
one year.
If neighborhood support for the Phase III traffic calming concept plan is established, staff can proceed to
Step 8.
Step 8 Environmental Review
Upon confirming the neighborhood support for the Phase III concept plan and funds have been
identified, allocated and approved, staff will initiate environmental review of the proposed project
through the City of Carlsbad Planning Department. Generally, traffic calming improvements proposed
within the existing street right-of-way are found to be exempt from detailed environmental review.
Step 9 Complete Final Design
Final design of the traffic calming plan can be started by staff concurrent with processing the
environmental document. However, the final plan cannot be completed beyond the 30% stage until
environmental certification is received and funding for the project is secured. Depending upon the
complexity of the final plan, a consultant may be hired by the city. After completion of the final design,
staff will initiate installation of temporary measures to simulate the effect of the proposed permanent
traffic calming measures. The Police and Fire Departments will have considerable input during the final
design.
Step 10 Final Approval by the City Council
The approved Phase III design plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for the final traffic
calming project and to hear public testimony on the matter. If Council decides the project is acceptable,
it will so indicate by adopting a resolution authorizing advertising for construction bids, thus taking the
first step toward installation of the project. If, on the other hand, the Council does not support the
proposal, staff may be directed to abandon the plan, or to return to the neighborhood for refinement of
the plan, or to take no further action.
Step 11 Project Construction
Construction of the approved project, in most cases, will be performed by a licensed contractor selected
through the city's formal construction bidding process. After a contractor is selected by the city,
individuals within the PAOI will be notified of the construction schedule.
Step 12 Project Monitoring
Traffic calming projects that have been constructed will be monitored for effectiveness during the first
year following completion of the installation and also during the second year after the installation.
If residents of the neighborhood believe that the traffic calming measures, impacts and results do not
meet their expectations, they may request removal of the permanent measures. The request for
removal must follow the Traffic Calming Measures Removal Process and be submitted at least one year
from date of Phase III installation.
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Traffic Calming Measures Removal Process (Phase II and III)
Individuals within a neighborhood may determine that one or more traffic calming measures should be
removed. If so, a petition favoring removal and signed by 80% of the eligible individuals within the PAOI
or expanded PAOI, if applicable, must be sent to staff. Eligibility criteria for signing the petition will be
the same as for previously indicated voting procedures (one signature per household or property). A
sample petition is provided on the next page for use by the neighborhood contact person to collect
signatures.
Staff will review the petition, determine if the 80% threshold is met and notify all residents and non-
resident owners within the PAOI of the results. No removal petition will be accepted by staff during the
test period when temporary measures are being reviewed.
If the petition has 80% or more valid signatures, it will be submitted to the Traffic Safety Commission for
consideration. All individuals within the PAOI will be notified in writing of the meeting and will have the
opportunity to address the Commission with their concerns. The Traffic Safety Commission
recommendation, whether to deny or sustain the removal petition, will be forwarded to the City
Council.
All residents and non-resident owners within the neighborhood PAOI will be notified by mail of the date
when the City Council will consider their request for removal of the traffic calming measure(s). Each
interested resident will have the opportunity to address the City Council. A final decision will be made by
the City Council based upon staff input, Traffic Safety Commission recommendations and citizen
comments. As appropriate, staff will initiate action on the City Council's decision. All residents and non-
resident owners within the PAOI will be notified of the City Council decision by mail.
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18
PETITION
REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S)
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
CONTACT PERSON: DATE:
CONTACT PERSON ADDRESS:
CONTACT PERSON TELEPHONE:
The undersigned state they that they are requesting that the City of Carlsbad consider removing the
traffic calming measure(s) installed on ________________________________(street name).
The measure or measures to be removed are: ______________________________________
____________________________________________________________________________
___________________________________________________________________________.
The undersigned further state they have read the Travel Calming Removal Process section contained in
the Carlsbad Residential Traffic Management Program.
Name (please print) Address (please print) Telephone Signature
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
(attach additional sheets as necessary)
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PROGRAM UPDATE PROCEDURES
It is intended that the Carlsbad Residential Traffic Management Program be dynamic and subject to
change. Traffic calming measures, techniques and/or methodologies continue to evolve. What was once
in favor and popular to implement may have been subsequently found by agencies to be undesirable,
unworkable or unacceptable to the neighborhood.
Revisions to the Carlsbad Residential Traffic Management Program (CRTMP) are expected. When
revisions are suggested, a formal review and approval process of the revision(s) will be followed.
Steps in the revision/update process are as follows:
Step 1 Initiation of Revision
A change or revision may be initiated by the City Council, staff or a citizen. It is suggested that the
requested revision be made in writing, with the reasons for or intent of the revision clearly stated. A
compelling reason to initiate the update process or to change the process must be offered to be
favorably received.
Step 2 Review by Staff
Suggested revisions will be thoroughly researched and reviewed by staff to determine if they are
appropriate for inclusion in the Carlsbad Residential Traffic Management Program. Other City
departments will also be consulted and, as necessary, comments from stakeholders will be solicited.
Changes to traffic calming measures, procedures or methodologies will only be considered by the Traffic
Safety Commission once a year, unless such measures, procedures or methodologies are determined to
be illegal.
Step 3 Response to Initiator
Staff will respond in writing to the individual proposing the revisions, commenting on their suitability or
requesting additional information as needed. Revisions deemed unacceptable by staff will not be
processed further. Revisions recommended by staff for further consideration will be scheduled for
discussion at a Traffic Safety Commission meeting. Only those suggested revisions that significantly
enhance the overall Carlsbad Residential Traffic Management Program will be considered for acceptance
and submitted to the Traffic Safety Commission.
Step 4 Review by the Traffic Safety Commission
All revisions proposed during any 12-month period will be reviewed by the Traffic Safety Commission at
the end of such period. The recommendations of the TSC on all such proposed revisions will be
forwarded to the City Council. The TSC review meetings will be duly noticed and open to the public for
their input on revisions or changes.
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Step 5 Review and Approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety
Commission. Staff may be directed by the Council either to implement the revisions to the program and
the supporting documents or to take no action on the requested revision. Noticing procedures for the
Council meeting will be the same as for the Traffic Safety Commission meeting and all interested
residents will be encouraged to attend the Council meeting to make their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic calming
program in progress. A neighborhood that has started development of its traffic calming program will
continue the process without change.
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Measures Not Recommended for Use
Several traffic management measures were evaluated and determined to be unsuitable for use in
Carlsbad. Listed following are measures not recommended for installation on public streets and,
therefore, not proposed for consideration as part of a neighborhood traffic calming project.
Rumble Strip
A rumble strip is an alteration to the paved street surface by various techniques to draw the driver's
attention to a roadway condition. This measure is not acceptable in a residential neighborhood due to
the noise and vibration created when a vehicle is driven over the rumble strip.
One-Way Street
A one-way street may encourage increased speeds and may result in additional traffic volumes on a
nearby street due to diverted traffic. On a residential street, confusion and wrong-way travel may result
as a one-way street is an atypical encounter for drivers when leaving a single-family residence.
Miscellaneous Non-Standard Devices
Signs and/or striping not recognized by the State of California Department of Transportation (Caltrans)
as an official traffic control device shall not be used in the public right-of-way. These signs typically
include CHILDREN AT PLAY, SLOW and others. Non-official signs are of the novelty type, many have
messages that are misinterpreted by drivers, have no legal meaning and their use can expose the City to
tort liability. These types of signs do not command the attention or respect of drivers that are repeat
users of the street. Using signs that are not officially approved may give a false sense of security to
residents. Additionally, the signs raise expectations that some degree of protection is provided through
their use when, in reality, this is not the case.
Cul-de-Sacs and Road Closures
Streets have been designed and constructed to facilitate multiple points of egress for the residents and
multiple ways for an emergency vehicle to respond to an incident. Basic circulation patterns are
intended to remain. Streets will not be truncated through the construction of a barrier to cause a road
closure or by converting the end of the street into a cul-de-sac through construction of a turnaround.
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ACRONYMS AND GLOSSARY
California Vehicle Code A document published by the Department of Motor Vehicles
containing laws relating to the use of streets and the operation
of vehicles thereon.
Circulation Element Comprehensive plan in Carlsbad for the safe and efficient
movement of people and goods.
Critical Speed (85th percentile) The speed at which 85% of the vehicles are traveling at or below.
General Plan A document required by law that contains the overall goals,
objectives and policies for development of the City.
ITE Institute of Transportation Engineers
Midblock Any point located between two successive intersections.
NTCC Neighborhood Traffic Calming Committee
PAOI Project Area of Influence
PS&E Plans, specifications and estimates used to construct projects.
Traffic Calming The combination of mainly physical measures that reduces the
negative effects of motor vehicle use, alters driver behavior and
improves conditions for non-motorized street users—ITE
definition.
CRTMP Carlsbad Residential Traffic Management Program
Toolbox Traffic calming measures ("tools") used to reduce vehicle speeds
and/or minimize volumes on residential streets.
TR Traffic Request. Used by transportation staff to log, file and
track project requests.
TSC Traffic Safety Commission
Warrants Established, objective criteria used to evaluate traffic conditions.
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Sept. 5, 2023 Item #3 Page 35 of 256
TB-1
TRAFFIC CALMING TOOLBOX
Traffic control devices are those official signs and striping placed in the public right-of-way and
recognized by the public such as STOP signs, curve warning signs, centerline striping, etc. These
devices have been officially approved by the State of California Department of Transportation
(Caltrans) pursuant to legislative authority provide for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that may not be officially
approved through legislative action by the State of California. Commonly referred to as “tools”,
the traffic calming measures or features available for use in Carlsbad are available in this
program’s “toolbox”.
Each tool listed is unique and has a specific purpose for addressing residential street traffic
concerns that require some form of traffic calming. Each tool has its own set of advantages and
disadvantages and a range of costs. More than just a structural feature on a street, traffic
calming tools also encompass education, enforcement, engineering and enhancement.
The following pages identify tools that have been endorsed and available for use in Carlsbad.
They were chosen for:
Appropriateness to address traffic concerns in Carlsbad.
Acceptability to stakeholders including the Fire and Police Departments.
Suitability for use in residential neighborhoods.
Each traffic calming measure is briefly described, application for usage listed, and possible
advantages and disadvantages outlined. Estimated costs have been provided when the cost of
the measure was able to be determined.
Sept. 5, 2023 Item #3 Page 36 of 256
TB-2
Sept. 5, 2023 Item #3 Page 37 of 256
TB-3
Phase I
Education
Description:
Conversations, meetings, e-mails,
letters and handouts to residents
regarding neighborhood traffic and
pedestrian safety issues.
Application:
Traffic education is intended to make
residents aware of local residential
speed limits and other neighborhood
traffic and safety concerns.
Advantages:
Allows residents to express views
and obtain answers.
Identifies issues of concern and
solutions.
Disadvantages:
Effectiveness may be limited.
Potentially time consuming.
Limited audience.
Special Considerations:
Meetings need to stay focused on specific traffic issues.
Cost:
Varies (staff time and published materials).
Sept. 5, 2023 Item #3 Page 38 of 256
TB-4
Phase I
Police Presence
Description:
Police vehicles drive through or stop for a few
minutes on residential streets to observe
driver behavior.
Application:
Police presence is used to make a visual
showing in residential neighborhoods to help
discourage speeding.
Advantages:
Shows an enforcement presence.
May help slow vehicle speeds.
Disadvantages:
Presence without enforcement has
limited effectiveness.
Limited police resources.
Special Considerations:
Typically only effective when officer is present.
Used on residential streets with complaints of speeding.
Cost:
N/A
Sept. 5, 2023 Item #3 Page 39 of 256
TB-5
Phase I
Police Enforcement
Description:
The Police Department deploys motorcycle or
automobile officers to perform targeted
enforcement on residential streets.
Application:
Targeted police enforcement used to make
drivers aware of local speed limits and to
reduce speeds by issuing citations.
Advantages:
Effective, visible enforcement.
Driver awareness increased.
Can be used on short notice.
Can reduce speeds temporarily.
Disadvantages:
Temporary measure.
Requires long-term use to be effective.
Limited police resources.
Special Considerations:
Typically only used on residential streets with documented speeding problems.
Typically only effective while officer is actually monitoring speeds.
Benefits are short-term without regular periodic enforcement.
Expensive.
Cost:
N/A
Sept. 5, 2023 Item #3 Page 40 of 256
TB-6
Phase I
Speed Feedback Signs
Description:
A portable device equipped with a
radar unit that detects, displays and
records the speed of passing vehicles.
The sign can be set to display the speed
on its screen or show a blank screen for
data collection only.
Application:
May help discourage speeding on
neighborhood streets through
education (when set on display mode)
by showing drivers their current speed.
Advantages:
Effective educational tool.
Good public relations tool.
Encourages speed compliance.
Can reduce speeds temporarily.
Disadvantages:
Not an enforcement tool.
Ineffective on multi-lane roadways.
Less effective on high volume streets.
Limited Police Department resources to install
Special Considerations:
Can be installed on a street light standard where a resident indicates there is a speeding problem.
Typically only effective in reducing speeds when the sign is present and set on display mode.
Some motorists may speed up to try to register a high speed (when on display mode).
Recommend for temporary use only.
Cost:
$5,000 each unit
Sept. 5, 2023 Item #3 Page 41 of 256
TB-7
Phase I
Speed Limit Signs
Description:
25 mile per hour speed limit signs are installed
on neighborhood residential streets that meet
the legal definition of a RESIDENCE DISTRICT.
Application: Speed limit signing encourages
slower vehicle speeds along residential
streets. Signs are only installed along streets
where speeding is a problem.
Advantages:
Clearly indicates prima facie speed limit.
Usually popular with residents.
Low cost of installation.
Disadvantages:
Not effective by themselves.
May add to sign clutter.
Increased cost of sign maintenance.
Special Considerations:
Typically only installed on streets where speeding is a documented problem.
Requires police enforcement to be effective.
Cost:
$200 per sign.
Sept. 5, 2023 Item #3 Page 42 of 256
TB-8
Phase I
Speed Limit Pavement Legends
Description:
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application:
Speed limit pavement legends increase driver
awareness of the speed limit to help reduce
speeding.
Advantages:
Supplement to speed limit signs.
May help reduce speeds.
Usually popular with residents.
Disadvantages:
Not effective or legal by themselves.
Increase in maintenance cost.
Special Considerations:
Should only be installed on streets where speeding is a documented problem.
Cost:
$350 per legend.
Sept. 5, 2023 Item #3 Page 43 of 256
TB-9
Phase I
Warning Signs
Description:
Standard warning signs give drivers advanced
notice of roadway conditions.
Application:
Warning signs advise motorists to reduce their
speed.
Advantages:
Informs motorists of roadway conditions.
Low cost of installation.
Disadvantages:
May add to sign clutter.
Increased cost of sign maintenance.
Not a regulatory sign.
Special Considerations:
Advisory only, cannot be enforced.
Cost:
$200 per sign.
Sept. 5, 2023 Item #3 Page 44 of 256
TB-10
Phase I
Neighborhood Speed Monitoring Program
Description:
Resident writes down the license plate
number of vehicle(s) observed to be speeding
noting date, time & location. Information is
called in to the Traffic Division of the Police
Department. The Police Department sends a
letter to the registered vehicle owner
informing them their vehicle was observed to
be speeding on the stated street on the
specified date, time & location. The vehicle
owner is informed that residents are very
concerned about speeding & are requested to
observe the 25 mph residential speed limit.
Application:
The Neighborhood Speed Monitoring Program
helps to discourage speeding through
neighborhood & Police Department
involvement, awareness & neighborhood peer
pressure.
Advantages:
Encourages speed compliance.
Creates neighborhood involvement
and awareness.
Disadvantages:
Not an enforcement tool.
Requires Police Department resources
to send letters.
Cost:
police Department staff time to send out letters.
Sept. 5, 2023 Item #3 Page 45 of 256
TB-11
Phase II
Residential STOP Signs
Description:
Residential stop signs may be considered
for installation under special
circumstances for speed reduction at
intersections on residence district streets.
Application:
The installation of residential stop signs at
intersections reduces the uncontrolled
length of a street, which may help to
reduce vehicle speeds on the street.
Advantages:
May help reduce vehicle speeds
within 150-200 feet of intersection.
Favored by many residents.
Low cost of installation.
Disadvantages:
Non-enforcement may lead to a general non-
compliance of stop signs.
May divert traffic to other streets.
Emergency response times slightly impacted.
Increased maintenance costs
May lead to increased noise/air pollution
Not as effective as horizontal deflective
measures such as traffic circles.
Special Considerations:
To control vehicle speeds, the recommended spacing of this traffic calming measure on a residential
street is typically between 300 to 700 feet.
Requires stop limit line and stop legend to be painted on the street which may lead to sign clutter.
Requires stop limit line and stop legend to be painted on the street.
Cost:
$2,000 (two approaches) - $4,000 (four approaches).
Sept. 5, 2023 Item #3 Page 46 of 256
TB-12
Phase II
Speed Table
Description:
Speed tables are constructed 3 to
4 inches above the elevation of
the street. They feature ramps on
the approaches and a flat top,
typically about the length of a
passenger car.
Application:
Speed tables help reduce vehicle
speeds at mid-block locations.
Advantages:
Reduces vehicle speeds.
Access not affected.
Generally results in a gentler
ride as compared to speed
lumps.
Disadvantages:
May increase noise.
Emergency response times affected.
Increased maintenance costs.
Perception of reducing property values.
May not be as aesthetically pleasing as chicanes.
Special Considerations:
Requires special signing and markings which may lead to sign clutter.
Careful attention required for drainage issues and other design issues.
Works well in combination with curb extensions and curb radius reductions.
At existing crosswalk locations, a crosswalk may be painted on the proposed speed table.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed table locations and spacing.
Cost:
$8,000 - $14,000 each (prefabricated).
Sept. 5, 2023 Item #3 Page 47 of 256
TB-13
Phase II
Speed Cushions
Description:
Prefabricated rubber or field
formed asphalt approximately 3
inches in height and 7-12 feet in
length installed in a series across
a roadway. Transverse cuts
across the cushion allow some
emergency vehicles to pass
without vertical deflection.
Application:
Reduce vehicle speeds without
significantly impacting some
emergency vehicle response
time.
Advantages:
Reduces vehicle speeds.
May reduce vehicle volumes.
Disadvantages:
May increase noise.
Aesthetics.
May divert traffic to other streets.
Perception of reducing property values.
Increased maintenance costs.
Some emergency vehicles impacted by slowing response
times.
Special Considerations:
Requires special signing and markings.
To control vehicle speeds, the spacing must be carefully evaluated.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed lump locations and spacing.
Cost:
$4,000 - $6,000 each (prefabricated).
Sept. 5, 2023 Item #3 Page 48 of 256
TB-14
Phase II
High Visibility Crosswalks
Description:
High visibility crosswalks established by
painting stripes between the crosswalk's
outer boundary stripes.
Application:
High visibility crosswalks increase crosswalk
visibility to drivers.
Advantages:
More visible to the driver than
traditional crosswalks.
Disadvantages:
May give false sense of security to
pedestrians.
Higher maintenance costs.
Special Considerations:
Should only considered at controlled intersections where painted crosswalks already exist.
Pedestrians may place too high a reliance on its ability to control driver behavior.
Can be used at high pedestrian volume crossing locations.
Cost:
$1500 to $7,000 each.
Sept. 5, 2023 Item #3 Page 49 of 256
TB-15
Phase II
Narrowing Lanes (Striping)
Description:
Striping used to narrow traffic
lanes. The "extra" pavement width
can be used to create or add to
bicycle and/or parking lanes. Lane
striping can also be used to visually
simulate the hardscape features
that define the horizontal traffic
calming measures found in Phase
III.
Application:
Narrowing lanes with striping used
to help slow vehicle speeds.
Horizontal measures can be
simulated with striping but are not
as effective as Phase III traffic
calming measures that use
hardscape to deflect traffic.
Advantages:
Can be quickly implemented in
some circumstances.
May reduce travel speeds.
May improve safety.
Disadvantages:
Not effective as stand-alone measure.
May lead to loss of parking.
Increases regular maintenance.
Some residents may oppose striping on neighborhood
streets.
Increases resurfacing costs.
Special Considerations:
Narrowed travel lanes create "friction" to help slow vehicle speeds.
Can be installed quickly.
Designated bicycle lanes and/or parking lanes can be created.
Adds centerline and edgeline striping to neighborhood streets.
Cost:
$0.75 per linear foot.
Sept. 5, 2023 Item #3 Page 50 of 256
TB-16
Phase II
Neighborhood Signs
Description:
Neighborhood signs involve the use of special
signs such as "ENTERING A TRAFFIC CALMED
NEIGHBORHOOD" to increase motorist
awareness.
Application:
Neighborhood signs help reduce speeding on
residential streets.
Advantages:
May increase driver awareness.
May cause drivers to slow down.
Low cost of installation.
Disadvantages:
May have no lasting effect.
Can create false sense of security.
Adds to sign clutter.
Increased cost of sign maintenance.
Not a standard MUTCD sign.
Special Considerations:
Installed at entry points to a neighborhood.
Cost:
$$200 per sign.
Sept. 5, 2023 Item #3 Page 51 of 256
TB-17
Phase III
Turn Restrictions via Signs
Description:
Standard "No Left Turn", "No Right Turn",
or "Do Not Enter" signs used to prevent
undesired turning movements onto
residential streets.
Application:
Turn restriction signing used to reduce
cut-through traffic on residential streets.
Advantages:
Redirects traffic to main streets.
Reduces cut-through traffic.
Low cost.
Disadvantages:
May divert traffic to other streets.
Inconvenient to residents.
Enforcement required.
Adds to sign clutter.
Violation rates can be high without
enforcement.
Special Considerations:
Installed at entry points of a neighborhood to prevent traffic from entering.
Has little or no effect on speeds for through vehicles.
With active enforcement, violation rates can be reduced.
Cost:
$200 per sign.
Sept. 5, 2023 Item #3 Page 52 of 256
TB-18
Phase III
Textured Pavement
Description:
Textured pavement is installed in the roadway
typically to provide an entry statement to the
neighborhood.
Application:
Used as a visual cue for drivers to slow down.
Advantages:
Aesthetic/visual enhancement.
Provides entry statement to traffic calmed
area.
Disadvantages:
Increase in maintenance.
Increase in noise.
Expensive.
Special Considerations:
Textured pavement has minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally influenced.
Cost:
$10 per square foot.
Sept. 5, 2023 Item #3 Page 53 of 256
TB-19
Phase III
Entry Treatment
Description:
Entry treatments consist of raised landscaped
median islands and textured pavement features
and are located at entries to neighborhoods.
Application:
Entry treatments help reduce speed. They provide
visual cues to drivers they are entering a
residential area or that surrounding land uses are
changing.
Advantages:
May reduce vehicle speeds.
Creates an identify for the
neighborhood.
May reduce cut-through traffic.
Opportunity for landscaping.
Disadvantages:
Increase in noise.
May require removal of parking.
Can impede truck movements.
Creates physical obstruction.
Increase in maintenance.
Special Considerations:
Entry treatments have minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally affected.
Entry treatments make drivers more aware of the neighborhood environment.
Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
Cost:
$21,000 to $35,000 per approach.
Sept. 5, 2023 Item #3 Page 54 of 256
TB-20
Phase III
Center Island Narrowing
Description:
Center island narrowing is the construction
of a raised island in the center of a wide
street.
Application:
Center islands are installed on wide streets
to help lower speeds and/or to prohibit left-
turning movements. They also provide a
mid-point refuge area for pedestrians.
Advantages:
Reduces vehicle speeds.
Can reduce vehicle conflicts.
Reduces pedestrian crossing width.
Landscaping opportunity.
Disadvantages:
May require parking removal.
May reduce driveway access.
May impact emergency vehicles.
May divert traffic to other streets.
Special Considerations:
When used to block side street access, may divert traffic.
May visually enhance the street with landscaping.
Bicyclists prefer not to have travel way narrowed.
Cost:
$14,000 to $28,000 each.
Sept. 5, 2023 Item #3 Page 55 of 256
TB-21
Phase III
Curb Radius Reduction
Description:
Removal of existing larger radius curb returns
at an intersection and construction of smaller
radius curb returns.
Application:
Curb radius reductions slow vehicle turning
speeds and shorten pedestrian crossing
distance.
Advantages:
Shorter pedestrian crossing width.
Slower vehicle turning speeds.
Opportunity for landscaping.
Disadvantages:
Impacts large vehicle turns.
Special Considerations:
Careful attention needs to be given to drainage issues and turning radii.
Cost:
$12,000 to $18,000 (four-leg intersection)
Sept. 5, 2023 Item #3 Page 56 of 256
TB-22
Phase III
Traffic Circle
Description:
Traffic circles are raised circular islands
installed in an existing intersection. Traffic
circles require drivers to slow down to
maneuver around the circle.
Application:
Traffic circles provide speed control.
Advantages:
Effectively reduces vehicle speeds.
Reduces collision potential.
Better side-street access.
Opportunity for landscaping.
Disadvantages:
May increase bicycle/automobile conflicts.
Can increase emergency vehicle response time.
Can restrict large vehicle access.
Expensive.
Some left-turning vehicles must negotiate
circle clockwise.
Special Considerations:
Traffic circles are best used in a series or with other devices.
About 30 feet of curbside parking must be prohibited in advance of circle.
Requires the installation of signs and pavement markings.
Traffic circles are less effective at T-intersections.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of traffic circle locations.
Cost:
$20,000 to $35,000 per intersection.
Sept. 5, 2023 Item #3 Page 57 of 256
TB-23
Phase III
Raised Intersection
Description:
A raised intersection is a flat, raised area
covering an entire intersection. There are
ramps on all approaches. The plateau is
generally about 4" high. Typically, the
raised intersection is finished with
textured pavement.
Application:
Raised intersections reduce vehicle speeds
and provide for safer pedestrian crossings.
Advantages:
Effectively reduces vehicle speeds.
Enhances pedestrian safety.
Can be aesthetically pleasing.
Disadvantages:
Expensive to construct and maintain.
Requires drainage modifications.
Affects emergency vehicle response time.
May require bollards around corners.
Special Considerations:
Makes intersections more pedestrian-friendly.
Special signing is required.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and the Police Department
and its use requires extensive evaluation of the specific location and impacts to emergency
response times.
Cost:
$48,000 to $110,000 per intersection.
Sept. 5, 2023 Item #3 Page 58 of 256
TB-24
Phase III
Mid-Block Choker
Description:
Mid-block chokers are curb extensions
that narrow a street by extending
the curbs towards the center of the
roadway. The remaining street cross-
section consists of two narrow lanes.
Application:
Reduces speeds by narrowing the roadway
so two vehicles can pass slowly in opposite
directions.
Advantages:
Effectively reduces vehicle speeds.
Shorter pedestrian crossing width.
Improves sight distance.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
May impede truck movements.
May impact driveway access.
Special Considerations:
Preferred by many emergency response agencies to other measures.
Provide excellent opportunities for landscaping.
Cost:
$14,000 per location
Sept. 5, 2023 Item #3 Page 59 of 256
TB-25
Phase III
Lateral Shift
Description:
A lateral shift is the construction of curb
extensions into the roadway that creates a
horizontal deflection drivers must
negotiate.
Application:
A lateral shift helps reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Cost:
$14,000 to $28,000 per location.
Sept. 5, 2023 Item #3 Page 60 of 256
TB-26
Phase III
Chicane
Description:
A chicane is a series of two or more
staggered curb extensions on alternating
sides of a roadway. The horizontal
deflection causes motorists to reduce
speed.
Application:
Chicanes help reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
May require removal of substantial amounts of on-street parking.
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Provide landscaping opportunities.
Most residents would have their driveways affected.
Cost:
$40,000 to $80,000 per location.
Sept. 5, 2023 Item #3 Page 61 of 256
TB-27
Phase III
Intersection Bulb-Out
Description:
Intersection bulb-outs narrow the street
by extending the curbs toward the center
of the roadway.
Application:
Used to narrow the roadway and to create
shorter pedestrian crossings. They also
influence driver behavior by changing the
appearance of the street.
Advantages:
Improve pedestrian visibility.
Shorter pedestrian crossing width.
May reduce vehicle speeds.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
Impacts large vehicle turns.
Special Considerations:
Intersection bulb-outs at transit stops enhance service.
May require landscape maintenance to preserve sight distances.
Fire Department Evaluation:
Intersection Bulb-Outs shall be restricted to only one of the two intersecting streets.
Cost:
$14,000 to $28,000 (four-leg intersection).
Sept. 5, 2023 Item #3 Page 62 of 256
TB-28
Phase III
Realigned Intersection
Description:
"T" intersections are realigned/modified
by constructing horizontal deflection
which forces previous straight-through
movements to make slower turning
movements.
Application:
Realigned intersections help reduce
vehicle speeds.
Advantages:
Reduces vehicle speeds.
No significant impact on emergency
and transit service.
May discourage through traffic.
Opportunity for landscaping.
Disadvantages:
Removal of parking required.
Increased maintenance.
May divert traffic to other streets.
Special Considerations:
Reduces vehicle speeds near intersection.
May change STOP sign configuration and affect emergency response times.
Careful attention needs to be made to drainage issues.
Cost:
$14,000 to $28,000 each intersection.
Sept. 5, 2023 Item #3 Page 63 of 256
TB-29
Phase III
Forced Turn Channelization
Description:
Forced turn channelization are raised
median islands that restrict specific
movements at an intersection.
Application:
Forced turn channelization reduces traffic
volumes/cut-through traffic.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Shorter pedestrian crossing distances.
Disadvantages:
May divert traffic to other streets.
Can increase trip lengths.
Special Considerations:
Has little or no effect on speeds for through vehicles.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Cost:
$7,000 to $14,000 per approach.
Sept. 5, 2023 Item #3 Page 64 of 256
TB-30
Phase III
Median Barrier
Description:
Median barriers are raised islands constructed
through intersections that prevent left turns
and side street through movements.
Application:
Median barriers reduce cut-through traffic.
Advantages:
Redirects traffic to other streets.
Reduces cut-through traffic.
Provides pedestrian refuge area.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
Increases trip lengths.
May impact emergency response.
Creates physical obstruction.
Special Considerations:
Should not be used on critical emergency response routes.
Landscaping needs to be carefully designed to not restrict visibility for motorists, bicyclists and
pedestrians.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$14,000 to $28,000 each.
Sept. 5, 2023 Item #3 Page 65 of 256
TB-31
Phase III
Semi-Diverter
Description:
Semi-diverters are curb extensions that
restrict movements into a street. They are
constructed to approximately the center of
the street, obstructing one direction of traffic.
A one-way segment is created at the
intersection, while two-way traffic is
maintained for the rest of the block.
Application:
Semi-diverters reduce traffic volume.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Reduces pedestrian crossing widths.
Opportunity for landscaping.
Disadvantages:
May divert traffic to other streets.
May increase trip lengths.
May require the removal of parking.
Increased maintenance.
Special Considerations:
Restricts access into street while allowing residents access within block.
Potential use must consider how residents will gain access.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $28,000 each.
Sept. 5, 2023 Item #3 Page 66 of 256
TB-32
Phase III
Partial Diverter
Description:
Partial diverters are raised areas placed
diagonally across a four-legged
intersection (3/4 closure). They prohibit
through movements by creating two "L"
shaped intersections, with one leg having
a right turn.
Application:
Partial diverters help reduce cut-through
traffic. They also minimally decrease
speeds near the intersection.
Advantages:
Reduces cut-through traffic.
Minimal impact to emergency access.
Reduces collision potential.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
May increase trip lengths.
Special Considerations:
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Can be attractively landscaped.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its
use requires extensive evaluation of the specific location and impacts to emergency response
times.
Cost:
$20,000 to $48,000 each.
Sept. 5, 2023 Item #3 Page 67 of 256
TB-33
Phase III
Diagonal Diverter
Description:
Diagonal diverters are raised areas placed
diagonally across a four-legged intersection.
They prohibit through movements by creating
two "L" shaped intersections.
Application:
Diagonal diverters reduce traffic volumes.
They also minimally decrease speeds near the
intersection.
Advantages:
Reduces cut-through traffic.
Self-enforcing.
Reduces vehicle conflicts.
Opportunity for landscaping.
Disadvantages:
Increases out of direction travel.
Increases trip lengths.
Impedes emergency vehicles.
Special Considerations:
Can be designed to allow emergency vehicle access.
Can be designed to allow pedestrian and bicycle access.
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$25,000 to $52,000 each.
Sept. 5, 2023 Item #3 Page 68 of 256
Exhibit 2
Meeting Date: Dec. 6, 2021
To: Traffic and Mobility Commission
Staff Contact: Miriam Jim, Senior Engineer
Miriam.Jim@carlsbadca.gov, 760-268-4796
John Kim, City Traffic Engineer
John.Kim@carlsbadca.gov, 760-602-2757
Subject: Carlsbad Residential Traffic Management Program Updates
Recommended Action
Receive an informational presentation on the Carlsbad Residential Traffic Management
Program and provide feedback on proposed changes to the program.
Background
The Carlsbad Residential Traffic Management Program, or CRTMP, was adopted by the City
Council in 2001 and revised in 2011. This program was developed to define a traffic
management process and established procedures to improve the quality of life in
neighborhoods by implementing features that reduce speeding and discourage cut-through
traffic on residential streets.
Discussion
The CRTMP was developed as a three-phase program, consisting of the following:
Phase I: Enforcement and Education
Phase II: Traffic Management
Phase III: Traffic Calming
The purpose of these three phases is to provide a best value, cost-effective approach by
incrementally increasing the magnitude of applied solutions as needed to achieve the
program’s goals.
Phase I of the CRTMP focuses on the human element of driver behavior and leverages
strategies such as education of the public through signage and striping measures, police
presence and police enforcement to help reduce and resolve non-compliance traffic concerns.
The engineering tools available in Phase I include installation of speed limit signs, warning signs,
pavement legends and temporary speed feedback signs. The temporary speed feedback signs
serve a dual purpose: collection of speed data and as an educational tool to educate drivers of
Dec. 6, 2021 Item #3 1
TRAFFIC AND MOBILITY COMMISSION
Staff Report
Sept. 5, 2023 Item #3 Page 69 of 256
their travel speed. This phase is initiated when a resident gets in contact with the city to
express a concern regarding speeding or cut-through traffic on their residential street. Phase I
solutions are usually implemented at the staff level and may include work orders for installation
of signs and pavement legends.
If the Phase I solutions do not adequately address the reported issues, Phase II of the CRTMP
can be considered. The threshold for Phase II eligibility is a minimum critical speed of 32 miles
per hour (MPH), as determined by using the data collected during Phase I. The critical speed,
otherwise known as the 85th percentile speed, is the speed at which 85% of the drivers drive at
or below.
Phase II utilizes cost-effective physical traffic management devices such as speed cushions and
tables, narrowing travel lanes with striping, and neighborhood signs. Although they are
included in the 2011 edition of the CRTMP, stop signs are no longer considered by staff as a
viable recommendation for traffic calming based on the California Manual on Uniform Traffic
Control Devices, or CA MUTCD, guidance that stop signs should not be used for speed control.
In situations where a traffic calming feature is desired at an intersection, staff will consider a
traffic circle or speed cushion instead of a stop sign.
Per the CRTMP, consensus support of the community is required before Phase II measures can
be implemented. The first step toward establishing consensus is a neighborhood meeting.
Residents and property owners within the project study area are invited to attend a
neighborhood meeting organized by staff. At the meeting, staff presents traffic calming
strategies and options tailored to their individual street. Input provided by the meeting
attendees is used to develop a preferred concept plan for traffic calming.
A mail survey is used to quantify neighborhood support for the traffic calming plan developed
by the residents at the neighborhood meeting. The surveys are sent to all residents and
property owners in the project study area. The CRTMP requires that at least 50% of the mailed
surveys be returned to constitute a valid survey and that a support rate of 67% or more is
required to indicate positive community support for the proposed plan. If these support
requirements are satisfied, the proposed traffic calming plan is brought before the Traffic &
Mobility Commission for their recommendation and then to City Council for project approval. If
City Council approves the traffic calming plan, the project enters the design phase, which will
result in a set of construction plans for implementation. Traffic speeds are measured after
Phase II implementation to verify the effectiveness of the implemented solutions.
If the Phase II solutions do not adequately address the reported issues, residents can request
moving to Phase III of the CRTMP. Eligibility for Phase III is determined using a Phase III
Qualification Criteria to be conducted by staff. The criteria consider factors such as travel
speeds, traffic volumes, collision history, absence of sidewalks, proximity to schools and
presence of marked crosswalks, and utilizes a points assignment system. A minimum score of
51 points is required for candidate streets to be considered for Phase III.
Dec. 6, 2021 Item #3 2Sept. 5, 2023 Item #3 Page 70 of 256
Phase III utilizes more traditional traffic calming features to change the character of an
intersection or roadway. Traditional traffic calming features include center island narrowing,
curb radius reductions, raised intersections, mid-block chokers, lateral shift in lanes, chicanes,
intersection bulb-outs, realigned intersections, forced turn channelization, median barriers and
traffic diverters.
Since the CRTMP was adopted, Phase II traffic calming measures have been implemented on
eighteen streets; Donna Drive, Corintia Street, Daisy Avenue, Sierra Morena Avenue, Esfera
Street, Levante Street, Magnolia Avenue, Pontiac Drive, Chestnut Avenue, Victoria Avenue,
Cadencia Street, Harbor Drive, Avenida Diestro, Estrella De Mar Road, Hillside Drive, Amargosa
Drive, Oriole Court and Mimosa Drive. Segovia Way and Harwich Drive have also gone through
the Phase II process and construction is anticipated to begin in the first quarter of 2022.
Because of the success of Phase II measures, Phase III of the CRTMP has not yet been
implemented on any street in the City of Carlsbad.
Proposed Key Changes to the CRTMP
Traffic calming measures, techniques and methodologies continue to evolve. What was once in
favor and popular to implement may be subsequently found to be ineffective or undesirable to
the neighborhood. For this reason, the CRTMP is intended to be a dynamic program where staff
will re-evaluate the procedure and traffic calming toolbox in the program from time to time to
determine if adjustments are needed. As part of this effort, staff has conducted research on
traffic calming practices, methods, and features utilized in 17 other cities in San Diego County
and reported these findings to the Traffic and Mobility Commission in December of 2019. 10
out of the 17 cities have formalized a traffic calming program similar to the City of Carlsbad.
Three of these cities actually utilize the Carlsbad’s program as the basis for their own programs.
Based on staff’s analysis of traffic calming in the region, the CRTMP can be considered a
complete and efficient program that features a full range of traffic calming measures that
compare favorably with what other agencies are using.
The CRTMP was last revised in 2011. Since then, Phase I and Phase II of the program have been
implemented on various streets in the City. Based on past experiences, regional practices, and
the latest recommendations from the CA MUTCD, staff is recommending the following key
changes to the CRTMP:
1. Remove STOP Signs from Phase II Toolbox. Per the CA MUTCD, STOP signs should not be
used for speed control as they are intended to assign right-of-way at an intersection.
Installation of STOP signs are evaluated based on traffic volume, crash records and sight
distance as described in the CA MUTCD. When unwarranted STOP signs are installed, it
often leads to unintended consequences such as non-compliances, increase in speed
between stop signs, noise and air pollutions.
2. Remove High Visibility Crosswalks from Phase II Toolbox. Staff is currently implementing
high visibility crosswalks to increase awareness for pedestrian crossings and to indicate a
preferred pedestrian crossing location. Marked crosswalks alone have not been found to be
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effective in slowing traffic. Additionally, high visibility crosswalks are being implemented as
part of the Annual Overlay and Slurry project, Capital Improvement Program, CIP No. 3667.
3. Include traffic circles as a Phase II tool. Traffic circles are found to be effective at reducing
vehicle speeds at the intersection as drivers are forced to slow down to maneuver around
the raised center island. Although traffic circles are currently included in Phase III Toolbox,
staff has implemented traffic circles as part of the Phase II measures on Amargosa Drive and
Hillside Drive. They are found to be desirable by residents and a cost-effective traffic
calming feature.
4. Limit deployment of temporary speed feedback signs for speed data collection on a
residential street to once every two years. The CRTMP as currently written does not indicate
how often a residential street should be evaluated for traffic calming. This often leads to
repeated evaluations on the same street within a short period of time due to subsequent
requests made by residents on that street. Based on staff experience and speed data
collected in the past, vehicle speeds on a roadway remain fairly constant without any
changes to roadway characteristics or surrounding roadway network and land uses.
Therefore, if a residential street does not qualify for Phase II of the CRTMP based on speed
data collected from Phase I of the program, repeated speed measurements within a short
period of time would likely yield the same result. In order to allow staff to prioritize
resources for streets that have not been evaluated as part of the CRTMP, staff recommends
limiting deployment of the temporary speed feedback signs for speed data collection to
occur a maximum of once every two years on the same street unless nearby land uses or
roadway networks have changed and resulted in traffic pattern changes in the area.
Traffic Calming on Non-Residential Streets
Traffic calming features may be considered on non-residential streets but would require Traffic
and Mobility Commission review and approval as it is written in the CRTMP. Since most
non-residential streets lack single-family homes with direct frontage upon them, it would be
difficult to obtain consensus using the survey methodology outlined in the CRTMP. In addition,
most of the traffic calming features included in the CRTMP have been designed for relatively
low speeds and may not be appropriate for higher speed/higher volume roadways. In the past,
staff has implemented traffic calming on non-residential streets only on a case-by-case basis
using guidance found in the Mobility Element. Examples of these include installation of speed
feedback signs on Jefferson Street, State Street, Tamarack Avenue, Alicante Road, El Fuerte
Street and College Boulevard and the road diets on La Costa Avenue and Avenida Encinas. No
changes are proposed as part of this update to the CRTMP for considering traffic calming on
non-residential streets; such requests would be reviewed on a case-by-case basis and would be
presented to Traffic and Mobility Commission for review and approval.
Recommendations
Receive an informational presentation on the Carlsbad Residential Traffic Management
Program and provide feedback on proposed changes to the program.
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Next Steps
Upon receiving Traffic and Mobility Commission’s input on the Carlsbad Residential Traffic
Management Program, staff will work on updating the CRTMP and will present the draft CRTMP
Update to the Traffic and Mobility Commission at a future meeting.
Exhibits
1. Carlsbad Residential Traffic Management Program, 2011
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May Ϯ011
ProgramTraffic Management Program
Carlsbad ResidenƟal Traffic Management
Exhibit 1
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I
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Carlsbad Residential
Traffic Management
Program
May 2011 Revision
Traffic Division
Transportation Department
Exhibit 1
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CITY OF
CARLSBAD
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Acknowledgments
May 2011 Program Update
CITY OF CARLSBAD CITY COUNCIL CITY OF CARLSBAD ENGINEERING DEPARTMENT
Matt Hall – Mayor Skip Hammann – Transportation Director
Ann J. Kulchin – Mayor Pro Tem John Kim – Traffic Division Manager
Mark Packard Doug Bilse – Traffic Signal Systems Engineer
Keith Blackburn Jim Murray – Associate Engineer
Farrah Douglas
TRAFFIC SAFETY COMMISSION CITY OF CARLSBAD FIRE DEPARTMENT
Gordon P. Cress Mike Davis – Fire Marshal
Jack Cumming Chris Heiser – Fire Division Chief
Steve Gallagher
Guy J. Roney, III CITY OF CARLSBAD POLICE DEPARTMENT
Jairo Valderrama Lt. Marc Reno – Traffic Supervisor
May 2001 Program Development
CITY OF CARLSBAD CITY COUNCIL
Claude A. Lewis – Mayor
Ann J. Kulchin – Mayor Pro Tem
Ramona Finnila
Matt Hall
Julianne Nygaard
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM COMMITTEE
Courtney Heineman – Chairperson
Kip McBane – Vice-Chairperson
Tom Blake
Howard Heffner
John Murphey
Michael Ott
Jim Stachoviak
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Lloyd B. Hubbs - Public Works Director
Robert T. Johnson, Jr. – Deputy City Engineer, Transportation
Michele Masterson – Management Assistant
Jim Murray – Associate Engineer
Jannae DeSiena – Senior Office Specialist
CITY OF CARLSBAD POLICE DEPARTMENT
Sgt. Kelly Cain – Traffic Supervisor
MEETING MINUTES
Dianna Scott – Minutes Clerk
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TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................................... i
INTRODUCTION ............................................................................................................................................. 1
GOALS ........................................................................................................................................................... 3
PROGRAM STRATEGIES ................................................................................................................................. 3
PROCEDURES ................................................................................................................................................. 4
PROGRAM ELIGIBILITY .................................................................................................................................. 5
PHASE I : EDUCATION AND ENFORCEMENT ................................................................................................. 6
PHASE II : TRAFFIC MANAGEMENT ............................................................................................................... 8
PHASE III : TRAFFIC CALMING ..................................................................................................................... 11
PHASE III QUALIFICATION CRITERIA SCORING WORKSHEET ....................................................................... 13
TRAFFIC CALMING MEASURES REMOVAL PROCESS ................................................................................... 17
PETITION—REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .......................................................... 18
PROGRAM UPDATE PROCEDURES .............................................................................................................. 19
MEASURES NOT RECOMMENDED FOR USE ................................................................................................ 21
ACRONYMNS AND GLOSSARY ..................................................................................................................... 22
CITY COUNCIL RESOLUTION ........................................................................................................................ 23
TRAFFIC CALMING TOOL BOX (PHASE I) .................................................................................................. TB-1
TRAFFIC CALMING TOOL BOX (PHASE II) ............................................................................................... TB-10
TRAFFIC CALMING TOOL BOX (PHASE III) .............................................................................................. TB-16
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EXECUTIVE SUMMARY
In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on neighborhood streets.
Speeding and/or excessive volumes may cause residents to become alarmed about safety and quality of
life. When the tranquility and ambiance of the neighborhood is disrupted by drivers speeding or trying
to find short-cuts, concerned citizens contact City officials.
This scenario, repeated each day in some areas of the City, alerted the City Council to the need for a
comprehensive citywide program to minimize excessive speeds and high volumes in neighborhoods.
Similar problems in California and throughout the country have inspired engineering solutions called
traffic calming, which is a method of slowing cars and discouraging cut-through traffic. With traffic
calming in mind, the City Council elected to use a citizen-based approach to develop such a program,
appointing a committee of seven citizens to work with staff in developing solutions for any Carlsbad
neighborhoods seriously affected by traffic problems.
The citizen's committee developed a three-phase approach to addressing traffic problems in Carlsbad
neighborhoods. After reviewing and evaluating programs from many cities, the committee
recommended a program it suitable for Carlsbad and which would achieve the three goals that must be
met if traffic calming is to be successful. The first requirement is support of the residents in any
neighborhood where such calming is needed. Second, the traffic calming measures must meet with
the approval of emergency agencies concerned about response times, as well as the needs of other
utilities whose large vehicles could be adversely affected or damaged by the traffic calming
measures. Finally, the residents must be willing to live with the actual traffic calming measures designed
to slow traffic and cut-through traffic volumes in their neighborhood.
This document represents the first revision to the initial program developed by the Carlsbad Residential
Traffic Management Program Committee. The primary reasons for revising the program were to add
lower cost traffic management tools such as residential stop signs and speed cushions and to establish
benchmark criteria for the funding of future traffic calming projects. The revised program is divided into
the following three phases:
Phase I: application of enforcement and education to resolve non-compliance issues.
Phase II: utilizing engineering-based measures to increase compliance with posted
speed limits and discourage cut through traffic.
Phase III: development and implementation of a comprehensive plan comprised of
traditional traffic calming measures to address traffic issues while enhancing
the residential character of the street.
Ultimately leading to improvement in the quality of life of affected neighborhoods, the Carlsbad
Residential Traffic Management Program is still another way in which the City provides for the health,
safety and welfare of its citizens.
i
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
1
CARLSBAD
RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
INTRODUCTION
Virtually every day, on many residential streets, Carlsbad residents are faced with the potentially
dangerous intrusion of speeding vehicles and/or cut-through traffic. Carlsbad streets have experienced
escalating traffic impacts due to population and employment growth. As a result, an increasing number
of citizens have expressed concerns to City officials, the Police Department and Engineering staff about
these traffic problems.
Carlsbad residents are not unique in voicing such concerns. Cities throughout the United States have
struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result,
citizens have asked that their neighborhood quality of life be improved through a reduction of vehicle
speeds and volume. Many desire the simple pleasure of being able to walk or ride bicycles through their
neighborhoods without fear of vehicular traffic, a key factor in neighborhood livability.
"Livable" cannot be precisely defined as it relates to community or neighborhood. However, the
residents' expectation that fewer vehicles should be speeding down neighborhood streets is an
indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable
neighborhood include:
a sense of community
a safe place to walk or bicycle
interaction among neighbors
a general feeling of security and safety
the opportunity for residents to enjoy their homes and property
streets that do not penalize drivers traveling at the posted speed limit
"Traffic calming" is a term that has, in recent years, become synonymous with providing the means to
slow vehicles, reduce cut-through traffic volumes and help achieve a livable community. Through the
use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects
of the motor vehicle in residential neighborhoods.
In response to the concerns of Carlsbad residents, the City Council has established the Carlsbad
Residential Traffic Management Program, referred to as the CRTMP, to address neighborhood concerns
about unwanted traffic. The Institute of Transportation Engineers (ITE), an international organization of
transportation professionals, has defined traffic calming as:
"The combination of mainly physical measures that reduces the negative effects of
motor vehicle use, alters driver behavior and improves conditions for non-motorized
street users."
Carlsbad's Residential Traffic Management Program is designed to have significant neighborhood
involvement. Staff plans to work closely with residents to identify problems and their solutions and to
gather the support necessary to ensure the success of any traffic calming plan that may merit adoption.
Communication with the residents at each step is critical and the urgency of plan development will not
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be allowed to override the need for thorough understanding, commitment and approval by the
neighborhood.
Since neighborhood involvement is the key, the program is designed to solicit and encourage residents'
active participation in identifying concerns, developing reasonable solutions and supporting the final
outcome. In the traffic engineering field, the manner in which this occurs is a process that contains the
elements of the “4E's":
Education
Engineering
Enforcement
Enhancement
By utilizing the "4E" process, which incorporates a comprehensive, integrated involvement of concerned
residents, the challenge of identifying and resolving problems can successfully take place.
The basic elements of the 4E process include:
Education: Providing resource materials and information to residents to inform them about all
aspects of traffic calming.
Engineering: Physical measures and other techniques utilized in the traffic calming program that
are based upon input and concurrence by residents, engineering principles, financial and
environmental considerations.
Enforcement: Police presence and selective enforcement of vehicle code violations.
Enhancement: Using special treatments in the physical measures through design and/or
landscaping features to improve livability, aesthetics, community pride.
This program has been established with and conforms to authority and responsibility given to local
authorities by the California Vehicle Code to protect the health and welfare of its citizens. Additionally, it
meets one of the goals in the Circulation Element of the General Plan that states Carlsbad is a "City with
an integrated transportation network, serving local and regional needs, which accommodates a balance
of different travel modes based upon safety, convenience, attractiveness, costs, environmental and
social impacts".
It is the policy of the State of California that all persons have an equal right to use public streets and that
no agency may restrict the use of streets to only certain individuals. With certain exceptions provided
for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in
specific instances related to:
implementation of the Circulation Element of the General Plan
criminal activity
regulating or prohibiting processions or assemblages
streets dividing school grounds to protect students attending such schools or school grounds
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Requests to implement the CRTMP will ultimately be considered through the process outlined in this
program. Careful consideration will be given to each request to ensure that it meets State law and the
criteria contained in the program.
GOALS
The City Council established the CRTMP as a countermeasure to intrusion by excessive traffic and/or
higher than normal vehicle speeds in the neighborhood and thus, to help improve the quality of life.
With a defined traffic management process and established procedures contained in this document,
Carlsbad residents will have the measures and techniques ("tools") at their disposal to avert many
negative impacts associated with vehicular traffic on residential streets.
The goals of a traffic management program include:
improving the quality of life in the neighborhood
creating safe streets by reducing the collision frequency and severity
reducing negative effects of motorized vehicles
design of features that encourage self-enforcement
PROGRAM STRATEGIES
The City of Carlsbad strives to achieve neighborhood livability through implementation of current
standards and policies. Managing traffic is a key component in this endeavor and one that is vital for
promoting characteristics of livable neighborhoods. Therefore, strategies are needed to identify and
address issues revolving around speeding, excessive volumes and safety concerns on residential streets
when it occurs. These strategies include:
developing recommendations that adhere to State law
satisfactorily addressing legal and liability issues
preserving reasonable emergency vehicle access and response time consistent with response
standards
maintaining reasonable vehicular access
promoting neighborhood safety for pedestrians, bicyclists, motorists and residents
encouraging and incorporating citizen participation in identifying traffic calming measures and
techniques
utilizing City resources and funds efficiently and effectively
utilizing a combination of education, engineering, enforcement and enhancement (4E's)
maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative modes
of travel
balancing on-street needs (such as parking) with the reasonable and safe function of the street
considering achievable options for funding
According to the ITE resource, “Transportation and Land Development, 2nd Edition”, residential streets
should ideally be designed and constructed to a “residential neighborhood scale” to achieve vehicle
speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is
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typically accomplished by restricting roadway length so that a driver slows, stops, or makes a significant
turning movement every 300-700 feet. Drivers tend to comply with speed limits in residential
neighborhoods when the effective, uninterrupted street length is less than 700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been
designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of
speeding issues by installing a series of traffic management measures to reduce the effective street
length so that a driver slows, stops, or makes a significant turning movement every 300 to 700 feet.
Traffic management measures are recommended to be spaced, on average, at approximately 500 foot
intervals. The traffic management strategies included in the CRTMP toolbox are designed to work in
concert with one another to limit the effective, uninterrupted length of an existing street to
approximately 500 feet, which should result in a reduction in vehicle speeds and render the route less
attractive to cut-through traffic.
PROCEDURES
The procedures to implement traffic management measures and techniques are described on the
following pages and are referred to as phases. In general, the established procedures are consistent with
the methodology currently used in Carlsbad to address any traffic-related concerns. The procedures
require, and are designed to encourage, substantial neighborhood participation, following the process
used by staff to formulate solutions to problem locations and the methods for proposing those solutions
to the Traffic Safety Commission and City Council for final resolution.
Carlsbad's Residential Traffic Management Program has been developed as a three-phase program,
consisting of the following structure approach:
Phase I : Enforcement and Education
Phase II : Traffic Management
Phase III : Traffic Calming
The program is designed in such a way that residents of each street with identified problems, and with
neighborhood support and commitment, can play a part in the program. The cost, complexity,
effectiveness and impact to residents increase with each phase. Phase I features are generally
considered simple improvements that can be initiated internally and provided by city staff. Phase II
consists of cost-effective traffic management features that may reduce vehicle speeds but may also
penalize those who drive at the legal speed limit. Phase III features are the most effective at traffic
calming but are expensive and may negatively impact parking.
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PROGRAM ELIGIBILITY
Participation in the Carlsbad Residential Traffic Management Program requires the following:
1. The subject street must meet the legal definition of residence district (as defined by the
California Vehicle Code) or designated school zone (as defined by the California Manual on
Uniform Traffic Control Devices).
2. The subject street must have a curb-to-curb width of 40 feet or less.
3. A letter sent by a resident or residents requesting that staff consider a subject street for
inclusion into the CRTMP process.
Any street that does not meet the program eligibility criteria but is nevertheless considered by city staff
to be a candidate for traffic calming will be scheduled for review and possible approval by the Traffic
Safety Commission. If the Commission's review leads to the conclusion that the street merits an
exception, it will be processed through the CRTMP as if program eligibility criteria were met. Any street
recommended by the Traffic Safety Commission as not qualifying for an exception may be requested by
a citizen to be reviewed by the City Council for a final determination. The exception process may be
used for consideration for inclusion into each phase of the program.
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PHASE I: EDUCATION AND ENFORCEMENT
When a resident, or group of residents, from a neighborhood has a traffic-related concern that they
believe should be addressed by the Carlsbad Residential Traffic Management Program and have sent a
letter to the Traffic Division of the Transportation Department, the process will be initiated in the
following manner.
Step 1 Initiate Traffic Request (TR) Procedure
Upon receipt of the correspondence and verification that the subject street satisfies program eligibility
requirements, staff will initiate a Traffic Request (TR) that includes the information contained in the
letter. The TR is an internal logging and tracking system in the Transportation Division used to initiate
action and file correspondence. An engineer will be assigned to investigate and conduct an engineering
study of the street(s).
Step 2 Investigation/Studies
Staff will gather preliminary data about the expressed concern. Field reviews and appropriate traffic
studies will be conducted. They may include:
geometric conditions of the road volume counts
parking availability/restrictions pedestrian counts
location of existing traffic control devices collision analysis
speed surveys other studies as determined appropriate
Phase I strategy will be formulated after the data is collected.
Step 3 Coordination with the Police and Fire Departments
Staff will discuss with the Police Department solutions that can be addressed through enforcement. An
enforcement strategy will be prepared and implemented by the officer in charge of the Traffic Division
of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response
route issues and other fire safety issues.
Step 4 Issue Work Order
Implementation of Phase I can be accomplished by city forces. Staff can usually issue work orders for the
installation of signs or striping or implementation of speed feedback signs.
Step 5 Communication with Residents
Information on appropriate traffic calming strategies and techniques proposed to address the identified
concern is shared with the person or group that initiated the request, including information about the
issuance of work orders. Staff also outlines the engineering and enforcement approach that will be
utilized to mitigate neighborhood concerns.
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Step 6 Monitor
Effectiveness of the implemented measures and/or strategies is monitored by Engineering Department
staff and, as appropriate, by the Police Department. The resident or group originating the request is
then informed of the monitoring results.
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PHASE II: TRAFFIC MANAGEMENT
If all applicable Phase I options have been completed and do not appear to adequately address the
problem after being in place for an appropriate amount of time as determined by the city staff, Phase II
of the CRTMP may be considered.
Step 1 Written Request
Phase II will be initiated when an affected resident that resides on the street where the concern exists
sends a letter to the Traffic Division of the Transportation Department requesting Phase II consideration.
The letter will be generated by a resident, following discussions with city staff to review what might be
accomplished through Phase II of the program.
Step 2 Phase II Eligibility Determination
Not all residential streets and/or residential areas will qualify to participate in Phase II of the Carlsbad
Residential Traffic Management Program based upon the established process. Eligibility criteria for
Phase II are as follows:
1. Completion of Phase I of the CRTMP; and
2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined
by a speed survey(s).
Both of the eligibility criteria must be met for a street to be considered for further processing through
the CRTMP. However, on a case-by-case basis, city staff may determine exceptions. A street considered
as an exception must be approved by the Traffic Safety Commission.
Step 3 Determine Project Area of Influence (PAOI)
The street or streets significantly impacted by neighborhood concerns or potential solutions, including
all dwelling units or other land uses bordering the subject street or streets, comprise the Project Area of
Influence (PAOI). The PAOI will be established by city staff, with input from the neighborhood
representatives. The establishment of the PAOI by staff shall consider the implementation of measures
on a roadway system as opposed to singular, isolated installations.
Step 4 Phase II Concept Plan
All residents from the PAOI will be invited to a neighborhood meeting hosted by the city. At the
meeting, staff will explain the Phase II process that may lead to installation of the traffic management
measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I
potential Phase II solutions
advantages/disadvantages of specific Phase II features
Phase II approval process
A Fire Department representative will be invited to attend the meeting to explain response needs of the
emergency service providers and any concerns with potential traffic management on the candidate
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street. Also, a Police Department representative will be invited to attend the meeting to respond to
questions about enforcement issues.
Staff, using the data collected in Phase I, and working with affected residents, will draft a plan of
proposed Phase II measures within the boundaries of the PAOI. Since Phase II measures are limited in
application, they may not be appropriate for a given situation. For example, if a subject street does not
feature intersections, residential STOP signs would not be appropriate. Staff will work with residents to
prepare the Phase II concept plan which will be presented to the neighborhood via mail survey for
support.
The concept plan will be presented to the Traffic Safety Coordinating Committee to allow city staff such
as Fire Department and Police Department representatives to review and comment.
Step 5 Mail Support Survey for Phase II Concept Plan
A mail support survey will be conducted by City staff upon completion of the Phase II concept plan
developed by staff. The purpose of the survey will be to determine if the neighborhood (as defined by
the PAOI) is in favor of the proposed plan.
Residents and non-resident owners within the PAOI are eligible to participate in the mail support survey.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of the residents contacted fill out and return the completed
survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community
responding supports the Phase II plan.
If the Phase II concept plan includes measures with vertical deflection such as speed cushions or speed
tables, support for these measures from residents directly affected will be highly desirable. Staff will
work with these residents and will strive to balance the concerns of individual residents with the overall
success of the concept plan as a system of interdependent features. Since the success of Phase II will be
dependent on the spacing of proposed features, the removal of any measure from the concept plan due
to lack of support may have a detrimental effect on the concept as a whole.
If 50% of the surveys are not returned, an outreach program may be initiated by the resident(s). Re-
survey will occur after all steps established in the outreach program are completed. A re-survey will be
valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of
the returned surveys, the resident(s) may request that staff develop an alternative plan or abandon their
efforts. A revised Phase II plan will be tested by the support survey process in this step. If the revised
plan fails to garner support of the residents in the PAOI after the second survey, no further surveys will
be conducted by City staff for a minimum of one year.
Step 6 Final Approval by the City Council
The approved Phase II concept plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for Phase II
implementation. If Council decides that Phase II is acceptable as presented, it will so indicate by
adopting an ordinance authorizing installation of residential STOP signs and/or other proposed
measures and authorizing the appropriation of any necessary funds. The Council may consider other
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options such as returning to the neighborhood for refinement of the Phase II concept plan or proceeding
to Phase III of the CRTMP.
Step 7 Phase II Implementation
Implementation of Phase II, in most cases, will be performed by city forces via work orders issued by
staff.
Step 8 Phase II Monitoring
Phase II measures that have been installed will be monitored for effectiveness during the first year
following completion of the installation. Staff will analyze traffic data results, accident history, observed
deficiencies and/or impacts of the Phase II measures, comments, and suggestions or complaints
received.
If some residents of the neighborhood believe that the impacts and results of Phase II do not meet their
expectations, they may request removal of the permanent measures. The request for removal must
follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of
Phase II installation.
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PHASE III: TRAFFIC CALMING
If applicable Phase II options have been evaluated and do not appear to adequately address the problem
as described previously, Phase III of the CRTMP may be considered. Phase III of the CRTMP is designed
to allow traditional traffic calming measures to be used in areas where Phase II options have not
adequately resolved the traffic issues. Due to the potential fiscal impacts of Phase III and probable
impacts to parking capacity and limit access to properties, residents will be required to first utilize Phase
II measures before requesting to proceed to Phase III. Phase III measures will be limited to locations
where re-routed traffic will only impact higher classified roadways. Residents have the option to bypass
Phase II only if funding is privately secured and all Phase III criteria are satisfied.
Step 1 Written Request
Phase III will be initiated when the affected residents send a letter to the Traffic Division of the
Transportation Department requesting Phase III consideration. The letter will be generated by the
residents following discussions with city staff, study of Police Department results of Phase II, and
anticipation of what might be accomplished through further utilization of the CRTMP process. The Phase
III process will require an evaluation of a qualification criteria as well a neighborhood-initiated support
petition.
Step 2 Project Scoring and Qualification Criteria
Candidate streets will be evaluated on the following factors and associated points for the purpose of
establishing a project score for funding considerations. Streets with a score exceeding 50 points will be
eligible for Phase III.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points):
6 points for each mile per hour the 85th percentile speed is over 32 miles per hour.
2. Traffic Volumes (maximum 30 points):
Typical weekday ADT divided by 100 and rounded to the nearest whole number or the weekday
peak hour volume divided by 10 and rounded to the nearest whole number.
3. Collision History (maximum 15 points):
Five points will be assigned for each correctable collision on a street, including intersections, within
the past five years. A correctable collision is one that might have been prevented by the
installation of a traffic control device or traffic calming measure.
4. Sidewalks (maximum 5 points):
5 points if no sidewalk or pedestrian pathway exists on either side of the street.
5 points if no sidewalk or pedestrian pathway exists along at least one side of the street.
5. School Proximity (5 points maximum):
5 points if school grounds abut the candidate street.
3 points if the PAOI is within 500 feet of school grounds.
1 point if the PAOI is located within 1,000 feet of school grounds.
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6. Pedestrian Crossings (5 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI.
5 points if a major or midblock crosswalk is located on a street in the PAOI. A major crosswalk is
defined as having 10 or more pedestrians crossing per hour during any eight hours of a typical
weekday.
A maximum total of 100 points may be given for the street under consideration, using the Traffic
Management Program Priority Scoring Worksheet. A minimum score of 51 points is required for the
subject street to qualify for Phase III.
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Carlsbad Residential Traffic Management Program
Phase III Qualification Criteria
Scoring Worksheet
This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a street for Phase III
qualification and prioritization of a potential specific neighborhood traffic calming project.
Name of neighborhood (street location):
Points
1. Travel Speed (40 pts. max.)
For each mile per hour the 85th percentile speed is over 32 miles per hour, 6 points will be
assigned.
Critical Speed:
2. Traffic Volumes (30 pts. max.)
Total weekday ADT divided by 100, rounded to nearest whole number
or weekday peak hour volume divided by 10, rounded to nearest whole number (use higher
number)
Volume: Date Counted:
3. Collision History (15 pts. max.)
Five points for each correctable collision during the past 5 years
Number of collisions:
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathways exists on either side of the street = 5 points
No sidewalk or pedestrian pathway exists along at least one side of the street = 5 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points
PAOI is located within 500 feet of school grounds = 3 points
PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (5 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the
PAOI = 5 points
Major or midblock crosswalk is located on a street in the PAOI = 5 points
Total Score:
___________________________________________
Evaluator Date
A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE III.
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Step 3 Neighborhood Support Petition
If the subject street meets the Phase III Qualification Criteria, concerned residents will need to establish
resident support for continuation of the Phase III process. The support petition is initiated by the
neighborhood representative and serves as the mechanism to establish that residents’ support the City's
consideration of a Phase III traffic calming project. Documentation of support for consideration of a
future project is indicated by a simple majority (50% plus one signature) of those eligible individuals
located within the PAOI that sign the petition. The petition form will be developed by staff but it will be
the responsibility of residents to circulate the petition and submit the results.
Step 4 Project Funding
Upon satisfaction of Steps 2 and 3 of the Phase III process, the subject street may be considered for
funding as a future project through the Capital Improvement Program (CIP) process. If more than one
CRTMP project is submitted in a given fiscal cycle, priority will be established by the Phase III
Qualification Criteria scoring. Many different fiscal factors must be considered to establish if and to
what level funds will be allocated for projects on the priority list. Staff will recommend a funding level
and the City Council will consider and adopt the annual budget before the fiscal year ending on June 30.
As an alternative to the City funding the design and construction of Phase III improvements, residents
may choose to collect funds themselves in any manner they choose, including the formation of an
assessment district. This private funding must be for 100% of the project cost including design,
construction, inspection, administration and contingency costs associated with the project. Private
funds must be deposited with the city prior to proceeding to Step 4.
Phase III will not proceed until funding source is identified and funds are secured.
Step 5 Kick-off Meeting with the Neighborhood
All individuals from the PAOI will be invited to a neighborhood kick-off meeting hosted by the City. At
the meeting, staff will explain to those in attendance the Phase III process that may lead to installation
of the traffic calming measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I and II
potential solutions
traffic calming plan development process
before and after traffic study process
A Fire Department representative will attend the meeting to explain response needs of the emergency
service providers and any concerns the Fire Department has with potential traffic calming on the
candidate street. Also, a Police Department representative will attend the meeting to respond to
questions about enforcement issues.
Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan
By meeting and working closely with the residents, staff will be able to assist in:
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assessing neighborhood needs
identifying alternatives
developing initial plans or solutions
finalizing the comprehensive plan based upon
o sound engineering principles
o neighborhood input
o state-of-the-art traffic calming practices
Throughout design development of the conceptual plan, all residents within the PAOI will be provided
updates and will be encouraged to offer input. The residents will be actively involved in all aspects of
developing the comprehensive neighborhood traffic calming plan and will be expected to commit the
time and effort needed to develop a successful plan. Directly affected residents and property owners
will be notified and involved with the development of the conceptual plan.
The length of time needed to develop the conceptual plan is dependent upon the complexity of the
issues, the level of neighborhood involvement and support, project cost and the willingness of the
residents to aggressively pursue plan development. The series of meetings leading to completion of a
final conceptual plan for presentation to the neighborhood could take six months or longer.
Step 7 Mail Support Survey for Final Conceptual Plan
A mail support survey will be conducted by city staff upon completion of the conceptual plan developed
by residents and staff and evidence of a generally favorable consensus on the plan by interested
residents. The purpose of the survey will be to determine if the neighborhood (PAOI) is in favor of the
proposed plan by a super majority (67% or more).
Residents and non-resident owners within the PAOI will be included in the survey, essentially following
the eligibility procedures addressed in Phase II. If necessary, and as determined by city staff based upon
the proposed conceptual traffic calming plan, additional properties may be included or excluded by
expanding or reducing the boundaries of the PAOI. The revised PAOI will become the new PAOI for
purposes of the survey and other communications with residents affected by the proposed traffic
calming project.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of those contacted fill out and return the survey. Staff will then
analyze the returns to determine if 67% or more of the PAOI community responding supports
proceeding to the final plans, specifications and estimates (PS&E) stage and for the installation of
temporary features. Staff will notify by mail all individuals within the PAOI of the survey results and the
next steps in the process.
If 50% of the surveys are not returned, an outreach program must be developed by the residents with
the assistance of staff. Re-survey will occur after all steps established in the outreach program are
completed.
A re-survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved
by 67% or more of the returned surveys, the residents may choose to develop an alternative plan or
abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will be tested
by the support survey process in this step. If a conceptual plan fails to garner support of the residents in
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the PAOI after the second survey, no further surveys will be conducted by city staff for a minimum of
one year.
If neighborhood support for the Phase III traffic calming concept plan is established, staff can proceed to
Step 8.
Step 8 Environmental Review
Upon confirming the neighborhood support for the Phase III concept plan and funds have been
identified, allocated and approved, staff will initiate environmental review of the proposed project
through the City of Carlsbad Planning Department. Generally, traffic calming improvements proposed
within the existing street right-of-way are found to be exempt from detailed environmental review.
Step 9 Complete Final Design
Final design of the traffic calming plan can be started by staff concurrent with processing the
environmental document. However, the final plan cannot be completed beyond the 30% stage until
environmental certification is received and funding for the project is secured. Depending upon the
complexity of the final plan, a consultant may be hired by the city. After completion of the final design,
staff will initiate installation of temporary measures to simulate the effect of the proposed permanent
traffic calming measures. The Police and Fire Departments will have considerable input during the final
design.
Step 10 Final Approval by the City Council
The approved Phase III design plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for the final traffic
calming project and to hear public testimony on the matter. If Council decides the project is acceptable,
it will so indicate by adopting a resolution authorizing advertising for construction bids, thus taking the
first step toward installation of the project. If, on the other hand, the Council does not support the
proposal, staff may be directed to abandon the plan, or to return to the neighborhood for refinement of
the plan, or to take no further action.
Step 11 Project Construction
Construction of the approved project, in most cases, will be performed by a licensed contractor selected
through the city's formal construction bidding process. After a contractor is selected by the city,
individuals within the PAOI will be notified of the construction schedule.
Step 12 Project Monitoring
Traffic calming projects that have been constructed will be monitored for effectiveness during the first
year following completion of the installation and also during the second year after the installation.
If residents of the neighborhood believe that the traffic calming measures, impacts and results do not
meet their expectations, they may request removal of the permanent measures. The request for
removal must follow the Traffic Calming Measures Removal Process and be submitted at least one year
from date of Phase III installation.
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Traffic Calming Measures Removal Process (Phase II and III)
Individuals within a neighborhood may determine that one or more traffic calming measures should be
removed. If so, a petition favoring removal and signed by 80% of the eligible individuals within the PAOI
or expanded PAOI, if applicable, must be sent to staff. Eligibility criteria for signing the petition will be
the same as for previously indicated voting procedures (one signature per household or property). A
sample petition is provided on the next page for use by the neighborhood contact person to collect
signatures.
Staff will review the petition, determine if the 80% threshold is met and notify all residents and non-
resident owners within the PAOI of the results. No removal petition will be accepted by staff during the
test period when temporary measures are being reviewed.
If the petition has 80% or more valid signatures, it will be submitted to the Traffic Safety Commission for
consideration. All individuals within the PAOI will be notified in writing of the meeting and will have the
opportunity to address the Commission with their concerns. The Traffic Safety Commission
recommendation, whether to deny or sustain the removal petition, will be forwarded to the City
Council.
All residents and non-resident owners within the neighborhood PAOI will be notified by mail of the date
when the City Council will consider their request for removal of the traffic calming measure(s). Each
interested resident will have the opportunity to address the City Council. A final decision will be made by
the City Council based upon staff input, Traffic Safety Commission recommendations and citizen
comments. As appropriate, staff will initiate action on the City Council's decision. All residents and non-
resident owners within the PAOI will be notified of the City Council decision by mail.
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PETITION
REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S)
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
CONTACT PERSON: DATE:
CONTACT PERSON ADDRESS:
CONTACT PERSON TELEPHONE:
The undersigned state they that they are requesting that the City of Carlsbad consider removing the
traffic calming measure(s) installed on ________________________________(street name).
The measure or measures to be removed are: ______________________________________
____________________________________________________________________________
___________________________________________________________________________.
The undersigned further state they have read the Travel Calming Removal Process section contained in
the Carlsbad Residential Traffic Management Program.
Name (please print) Address (please print) Telephone Signature
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
(attach additional sheets as necessary)
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PROGRAM UPDATE PROCEDURES
It is intended that the Carlsbad Residential Traffic Management Program be dynamic and subject to
change. Traffic calming measures, techniques and/or methodologies continue to evolve. What was once
in favor and popular to implement may have been subsequently found by agencies to be undesirable,
unworkable or unacceptable to the neighborhood.
Revisions to the Carlsbad Residential Traffic Management Program (CRTMP) are expected. When
revisions are suggested, a formal review and approval process of the revision(s) will be followed.
Steps in the revision/update process are as follows:
Step 1 Initiation of Revision
A change or revision may be initiated by the City Council, staff or a citizen. It is suggested that the
requested revision be made in writing, with the reasons for or intent of the revision clearly stated. A
compelling reason to initiate the update process or to change the process must be offered to be
favorably received.
Step 2 Review by Staff
Suggested revisions will be thoroughly researched and reviewed by staff to determine if they are
appropriate for inclusion in the Carlsbad Residential Traffic Management Program. Other City
departments will also be consulted and, as necessary, comments from stakeholders will be solicited.
Changes to traffic calming measures, procedures or methodologies will only be considered by the Traffic
Safety Commission once a year, unless such measures, procedures or methodologies are determined to
be illegal.
Step 3 Response to Initiator
Staff will respond in writing to the individual proposing the revisions, commenting on their suitability or
requesting additional information as needed. Revisions deemed unacceptable by staff will not be
processed further. Revisions recommended by staff for further consideration will be scheduled for
discussion at a Traffic Safety Commission meeting. Only those suggested revisions that significantly
enhance the overall Carlsbad Residential Traffic Management Program will be considered for acceptance
and submitted to the Traffic Safety Commission.
Step 4 Review by the Traffic Safety Commission
All revisions proposed during any 12-month period will be reviewed by the Traffic Safety Commission at
the end of such period. The recommendations of the TSC on all such proposed revisions will be
forwarded to the City Council. The TSC review meetings will be duly noticed and open to the public for
their input on revisions or changes.
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Step 5 Review and Approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety
Commission. Staff may be directed by the Council either to implement the revisions to the program and
the supporting documents or to take no action on the requested revision. Noticing procedures for the
Council meeting will be the same as for the Traffic Safety Commission meeting and all interested
residents will be encouraged to attend the Council meeting to make their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic calming
program in progress. A neighborhood that has started development of its traffic calming program will
continue the process without change.
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Measures Not Recommended for Use
Several traffic management measures were evaluated and determined to be unsuitable for use in
Carlsbad. Listed following are measures not recommended for installation on public streets and,
therefore, not proposed for consideration as part of a neighborhood traffic calming project.
Rumble Strip
A rumble strip is an alteration to the paved street surface by various techniques to draw the driver's
attention to a roadway condition. This measure is not acceptable in a residential neighborhood due to
the noise and vibration created when a vehicle is driven over the rumble strip.
One-Way Street
A one-way street may encourage increased speeds and may result in additional traffic volumes on a
nearby street due to diverted traffic. On a residential street, confusion and wrong-way travel may result
as a one-way street is an atypical encounter for drivers when leaving a single-family residence.
Miscellaneous Non-Standard Devices
Signs and/or striping not recognized by the State of California Department of Transportation (Caltrans)
as an official traffic control device shall not be used in the public right-of-way. These signs typically
include CHILDREN AT PLAY, SLOW and others. Non-official signs are of the novelty type, many have
messages that are misinterpreted by drivers, have no legal meaning and their use can expose the City to
tort liability. These types of signs do not command the attention or respect of drivers that are repeat
users of the street. Using signs that are not officially approved may give a false sense of security to
residents. Additionally, the signs raise expectations that some degree of protection is provided through
their use when, in reality, this is not the case.
Cul-de-Sacs and Road Closures
Streets have been designed and constructed to facilitate multiple points of egress for the residents and
multiple ways for an emergency vehicle to respond to an incident. Basic circulation patterns are
intended to remain. Streets will not be truncated through the construction of a barrier to cause a road
closure or by converting the end of the street into a cul-de-sac through construction of a turnaround.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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ACRONYMS AND GLOSSARY
California Vehicle Code A document published by the Department of Motor Vehicles
containing laws relating to the use of streets and the operation
of vehicles thereon.
Circulation Element Comprehensive plan in Carlsbad for the safe and efficient
movement of people and goods.
Critical Speed (85th percentile) The speed at which 85% of the vehicles are traveling at or below.
General Plan A document required by law that contains the overall goals,
objectives and policies for development of the City.
ITE Institute of Transportation Engineers
Midblock Any point located between two successive intersections.
NTCC Neighborhood Traffic Calming Committee
PAOI Project Area of Influence
PS&E Plans, specifications and estimates used to construct projects.
Traffic Calming The combination of mainly physical measures that reduces the
negative effects of motor vehicle use, alters driver behavior and
improves conditions for non-motorized street users—ITE
definition.
CRTMP Carlsbad Residential Traffic Management Program
Toolbox Traffic calming measures ("tools") used to reduce vehicle speeds
and/or minimize volumes on residential streets.
TR Traffic Request. Used by transportation staff to log, file and
track project requests.
TSC Traffic Safety Commission
Warrants Established, objective criteria used to evaluate traffic conditions.
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Dec. 6, 2021 Item #3 33
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RESOLUTION NO. 201 1-115
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CARLSBAD, CALIFORNIA, APPROVING THE REVISED
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT
PROGRAM THAT ESTABLISHES THE POLICY FOR TRAFFIC
CALMING ON RESIDENTIAL STREETS.
WHEREAS, the City of Carlsbad is committed to recognizing the residential character of
its residential public streets; and
WHEREAS, the City has responded to concerns regarding traffic issues in
neighborhoods; and
WHEREAS, the City has determined that speeding and excessive traffic volumes on
residential streets are to be discouraged; and
WHEREAS, through the traffic management process, the City desires to have a logical,
consistent, and viable methodology for managing traffic issues in residential neighborhoods; and
WHEREAS, the policies, procedures and methodology for traffic management on
residential public streets are specified in the Carlsbad Residential Traffic Management Program,
as revised May 2011.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad,
California, as follows:
1.
2.
That the above recitations are true and correct.
That City Council hereby establishes that the policy, standards and methodology
to be considered for managing traffic on residential public streets is set forth in the Carlsbad
Residential Traffic Management Program, as revised May 2011, and any subsequent revisions
thereof.
Ill
Ill
Ill
Ill
23
Sept. 5, 2023 Item #3 Page 101 of 256
Dec. 6, 2021 Item #3 34
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PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council
of the City of Carlsbad on the 24th day of May , 2011 , by the following vote to wit:
AYES: Council Members Hall, Kulchin, Blackburn, Douglas, Packard.
NOES: None.
ABSENT: None.
ATTEST: ~
. , City Clerk
(SEAL)
24
Sept. 5, 2023 Item #3 Page 102 of 256
TB-1
TRAFFIC CALMING TOOLBOX
Traffic control devices are those official signs and striping placed in the public right-of-way and
recognized by the public such as STOP signs, curve warning signs, centerline striping, etc. These
devices have been officially approved by the State of California Department of Transportation
(Caltrans) pursuant to legislative authority provide for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that may not be officially
approved through legislative action by the State of California. Commonly referred to as “tools”,
the traffic calming measures or features available for use in Carlsbad are available in this
program’s “toolbox”.
Each tool listed is unique and has a specific purpose for addressing residential street traffic
concerns that require some form of traffic calming. Each tool has its own set of advantages and
disadvantages and a range of costs. More than just a structural feature on a street, traffic
calming tools also encompass education, enforcement, engineering and enhancement.
The following pages identify tools that have been endorsed and available for use in Carlsbad.
They were chosen for:
Appropriateness to address traffic concerns in Carlsbad.
Acceptability to stakeholders including the Fire and Police Departments.
Suitability for use in residential neighborhoods.
Each traffic calming measure is briefly described, application for usage listed, and possible
advantages and disadvantages outlined. Estimated costs have been provided when the cost of
the measure was able to be determined.
Dec. 6, 2021 Item #3 35
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TB-2
Dec. 6, 2021 Item #3 36Sept. 5, 2023 Item #3 Page 104 of 256
TB-3
Phase I
Education
Description:
Conversations, meetings, e-mails,
letters and handouts to residents
regarding neighborhood traffic and
pedestrian safety issues.
Application:
Traffic education is intended to make
residents aware of local residential
speed limits and other neighborhood
traffic and safety concerns.
Advantages:
Allows residents to express views
and obtain answers.
Identifies issues of concern and
solutions.
Disadvantages:
Effectiveness may be limited.
Potentially time consuming.
Limited audience.
Special Considerations:
Meetings need to stay focused on specific traffic issues.
Cost:
Varies (staff time and published materials).
Dec. 6, 2021 Item #3 37Sept. 5, 2023 Item #3 Page 105 of 256
TB-4
Phase I
Police Presence
Description:
Police vehicles drive through or stop for a few
minutes on residential streets to observe
driver behavior.
Application:
Police presence is used to make a visual
showing in residential neighborhoods to help
discourage speeding.
Advantages:
Shows an enforcement presence.
May help slow vehicle speeds.
Disadvantages:
Presence without enforcement has
limited effectiveness.
Limited police resources.
Special Considerations:
Typically only effective when officer is present.
Used on residential streets with complaints of speeding.
Cost:
N/A
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TB-5
Phase I
Police Enforcement
Description:
The Police Department deploys motorcycle or
automobile officers to perform targeted
enforcement on residential streets.
Application:
Targeted police enforcement used to make
drivers aware of local speed limits and to
reduce speeds by issuing citations.
Advantages:
Effective, visible enforcement.
Driver awareness increased.
Can be used on short notice.
Can reduce speeds temporarily.
Disadvantages:
Temporary measure.
Requires long-term use to be effective.
Limited police resources.
Special Considerations:
Typically only used on residential streets with documented speeding problems.
Typically only effective while officer is actually monitoring speeds.
Benefits are short-term without regular periodic enforcement.
Expensive.
Cost:
N/A
Dec. 6, 2021 Item #3 39Sept. 5, 2023 Item #3 Page 107 of 256
TB-6
Phase I
Speed Feedback Signs
Description:
A portable device equipped with a
radar unit that detects, displays and
records the speed of passing vehicles.
The sign can be set to display the speed
on its screen or show a blank screen for
data collection only.
Application:
May help discourage speeding on
neighborhood streets through
education (when set on display mode)
by showing drivers their current speed.
Advantages:
Effective educational tool.
Good public relations tool.
Encourages speed compliance.
Can reduce speeds temporarily.
Disadvantages:
Not an enforcement tool.
Ineffective on multi-lane roadways.
Less effective on high volume streets.
Limited Police Department resources to install
Special Considerations:
Can be installed on a street light standard where a resident indicates there is a speeding problem.
Typically only effective in reducing speeds when the sign is present and set on display mode.
Some motorists may speed up to try to register a high speed (when on display mode).
Recommend for temporary use only.
Cost:
$5,000 each unit
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TB-7
Phase I
Speed Limit Signs
Description:
25 mile per hour speed limit signs are installed
on neighborhood residential streets that meet
the legal definition of a RESIDENCE DISTRICT.
Application: Speed limit signing encourages
slower vehicle speeds along residential
streets. Signs are only installed along streets
where speeding is a problem.
Advantages:
Clearly indicates prima facie speed limit.
Usually popular with residents.
Low cost of installation.
Disadvantages:
Not effective by themselves.
May add to sign clutter.
Increased cost of sign maintenance.
Special Considerations:
Typically only installed on streets where speeding is a documented problem.
Requires police enforcement to be effective.
Cost:
$200 per sign.
Dec. 6, 2021 Item #3 41Sept. 5, 2023 Item #3 Page 109 of 256
TB-8
Phase I
Speed Limit Pavement Legends
Description:
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application:
Speed limit pavement legends increase driver
awareness of the speed limit to help reduce
speeding.
Advantages:
Supplement to speed limit signs.
May help reduce speeds.
Usually popular with residents.
Disadvantages:
Not effective or legal by themselves.
Increase in maintenance cost.
Special Considerations:
Should only be installed on streets where speeding is a documented problem.
Cost:
$350 per legend.
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TB-9
Phase I
Warning Signs
Description:
Standard warning signs give drivers advanced
notice of roadway conditions.
Application:
Warning signs advise motorists to reduce their
speed.
Advantages:
Informs motorists of roadway conditions.
Low cost of installation.
Disadvantages:
May add to sign clutter.
Increased cost of sign maintenance.
Not a regulatory sign.
Special Considerations:
Advisory only, cannot be enforced.
Cost:
$200 per sign.
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TB-10
Phase I
Neighborhood Speed Monitoring Program
Description:
Resident writes down the license plate
number of vehicle(s) observed to be speeding
noting date, time & location. Information is
called in to the Traffic Division of the Police
Department. The Police Department sends a
letter to the registered vehicle owner
informing them their vehicle was observed to
be speeding on the stated street on the
specified date, time & location. The vehicle
owner is informed that residents are very
concerned about speeding & are requested to
observe the 25 mph residential speed limit.
Application:
The Neighborhood Speed Monitoring Program
helps to discourage speeding through
neighborhood & Police Department
involvement, awareness & neighborhood peer
pressure.
Advantages:
Encourages speed compliance.
Creates neighborhood involvement
and awareness.
Disadvantages:
Not an enforcement tool.
Requires Police Department resources
to send letters.
Cost:
police Department staff time to send out letters.
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Phase II
Residential STOP Signs
Description:
Residential stop signs may be considered
for installation under special
circumstances for speed reduction at
intersections on residence district streets.
Application:
The installation of residential stop signs at
intersections reduces the uncontrolled
length of a street, which may help to
reduce vehicle speeds on the street.
Advantages:
May help reduce vehicle speeds
within 150-200 feet of intersection.
Favored by many residents.
Low cost of installation.
Disadvantages:
Non-enforcement may lead to a general non-
compliance of stop signs.
May divert traffic to other streets.
Emergency response times slightly impacted.
Increased maintenance costs
May lead to increased noise/air pollution
Not as effective as horizontal deflective
measures such as traffic circles.
Special Considerations:
To control vehicle speeds, the recommended spacing of this traffic calming measure on a residential
street is typically between 300 to 700 feet.
Requires stop limit line and stop legend to be painted on the street which may lead to sign clutter.
Requires stop limit line and stop legend to be painted on the street.
Cost:
$2,000 (two approaches) - $4,000 (four approaches).
Dec. 6, 2021 Item #3 45Sept. 5, 2023 Item #3 Page 113 of 256
TB-12
Phase II
Speed Table
Description:
Speed tables are constructed 3 to
4 inches above the elevation of
the street. They feature ramps on
the approaches and a flat top,
typically about the length of a
passenger car.
Application:
Speed tables help reduce vehicle
speeds at mid-block locations.
Advantages:
Reduces vehicle speeds.
Access not affected.
Generally results in a gentler
ride as compared to speed
lumps.
Disadvantages:
May increase noise.
Emergency response times affected.
Increased maintenance costs.
Perception of reducing property values.
May not be as aesthetically pleasing as chicanes.
Special Considerations:
Requires special signing and markings which may lead to sign clutter.
Careful attention required for drainage issues and other design issues.
Works well in combination with curb extensions and curb radius reductions.
At existing crosswalk locations, a crosswalk may be painted on the proposed speed table.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed table locations and spacing.
Cost:
$8,000 - $14,000 each (prefabricated).
Dec. 6, 2021 Item #3 46Sept. 5, 2023 Item #3 Page 114 of 256
TB-13
Phase II
Speed Cushions
Description:
Prefabricated rubber or field
formed asphalt approximately 3
inches in height and 7-12 feet in
length installed in a series across
a roadway. Transverse cuts
across the cushion allow some
emergency vehicles to pass
without vertical deflection.
Application:
Reduce vehicle speeds without
significantly impacting some
emergency vehicle response
time.
Advantages:
Reduces vehicle speeds.
May reduce vehicle volumes.
Disadvantages:
May increase noise.
Aesthetics.
May divert traffic to other streets.
Perception of reducing property values.
Increased maintenance costs.
Some emergency vehicles impacted by slowing response
times.
Special Considerations:
Requires special signing and markings.
To control vehicle speeds, the spacing must be carefully evaluated.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed lump locations and spacing.
Cost:
$4,000 - $6,000 each (prefabricated).
Dec. 6, 2021 Item #3 47Sept. 5, 2023 Item #3 Page 115 of 256
TB-14
Phase II
High Visibility Crosswalks
Description:
High visibility crosswalks established by
painting stripes between the crosswalk's
outer boundary stripes.
Application:
High visibility crosswalks increase crosswalk
visibility to drivers.
Advantages:
More visible to the driver than
traditional crosswalks.
Disadvantages:
May give false sense of security to
pedestrians.
Higher maintenance costs.
Special Considerations:
Should only considered at controlled intersections where painted crosswalks already exist.
Pedestrians may place too high a reliance on its ability to control driver behavior.
Can be used at high pedestrian volume crossing locations.
Cost:
$1500 to $7,000 each.
Dec. 6, 2021 Item #3 48Sept. 5, 2023 Item #3 Page 116 of 256
TB-15
Phase II
Narrowing Lanes (Striping)
Description:
Striping used to narrow traffic
lanes. The "extra" pavement width
can be used to create or add to
bicycle and/or parking lanes. Lane
striping can also be used to visually
simulate the hardscape features
that define the horizontal traffic
calming measures found in Phase
III.
Application:
Narrowing lanes with striping used
to help slow vehicle speeds.
Horizontal measures can be
simulated with striping but are not
as effective as Phase III traffic
calming measures that use
hardscape to deflect traffic.
Advantages:
Can be quickly implemented in
some circumstances.
May reduce travel speeds.
May improve safety.
Disadvantages:
Not effective as stand-alone measure.
May lead to loss of parking.
Increases regular maintenance.
Some residents may oppose striping on neighborhood
streets.
Increases resurfacing costs.
Special Considerations:
Narrowed travel lanes create "friction" to help slow vehicle speeds.
Can be installed quickly.
Designated bicycle lanes and/or parking lanes can be created.
Adds centerline and edgeline striping to neighborhood streets.
Cost:
$0.75 per linear foot.
Dec. 6, 2021 Item #3 49Sept. 5, 2023 Item #3 Page 117 of 256
TB-16
Phase II
Neighborhood Signs
Description:
Neighborhood signs involve the use of special
signs such as "ENTERING A TRAFFIC CALMED
NEIGHBORHOOD" to increase motorist
awareness.
Application:
Neighborhood signs help reduce speeding on
residential streets.
Advantages:
May increase driver awareness.
May cause drivers to slow down.
Low cost of installation.
Disadvantages:
May have no lasting effect.
Can create false sense of security.
Adds to sign clutter.
Increased cost of sign maintenance.
Not a standard MUTCD sign.
Special Considerations:
Installed at entry points to a neighborhood.
Cost:
$$200 per sign.
Dec. 6, 2021 Item #3 50Sept. 5, 2023 Item #3 Page 118 of 256
TB-17
Phase III
Turn Restrictions via Signs
Description:
Standard "No Left Turn", "No Right Turn",
or "Do Not Enter" signs used to prevent
undesired turning movements onto
residential streets.
Application:
Turn restriction signing used to reduce
cut-through traffic on residential streets.
Advantages:
Redirects traffic to main streets.
Reduces cut-through traffic.
Low cost.
Disadvantages:
May divert traffic to other streets.
Inconvenient to residents.
Enforcement required.
Adds to sign clutter.
Violation rates can be high without
enforcement.
Special Considerations:
Installed at entry points of a neighborhood to prevent traffic from entering.
Has little or no effect on speeds for through vehicles.
With active enforcement, violation rates can be reduced.
Cost:
$200 per sign.
Dec. 6, 2021 Item #3 51Sept. 5, 2023 Item #3 Page 119 of 256
TB-18
Phase III
Textured Pavement
Description:
Textured pavement is installed in the roadway
typically to provide an entry statement to the
neighborhood.
Application:
Used as a visual cue for drivers to slow down.
Advantages:
Aesthetic/visual enhancement.
Provides entry statement to traffic calmed
area.
Disadvantages:
Increase in maintenance.
Increase in noise.
Expensive.
Special Considerations:
Textured pavement has minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally influenced.
Cost:
$10 per square foot.
Dec. 6, 2021 Item #3 52Sept. 5, 2023 Item #3 Page 120 of 256
TB-19
Phase III
Entry Treatment
Description:
Entry treatments consist of raised landscaped
median islands and textured pavement features
and are located at entries to neighborhoods.
Application:
Entry treatments help reduce speed. They provide
visual cues to drivers they are entering a
residential area or that surrounding land uses are
changing.
Advantages:
May reduce vehicle speeds.
Creates an identify for the
neighborhood.
May reduce cut-through traffic.
Opportunity for landscaping.
Disadvantages:
Increase in noise.
May require removal of parking.
Can impede truck movements.
Creates physical obstruction.
Increase in maintenance.
Special Considerations:
Entry treatments have minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally affected.
Entry treatments make drivers more aware of the neighborhood environment.
Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
Cost:
$21,000 to $35,000 per approach.
Dec. 6, 2021 Item #3 53Sept. 5, 2023 Item #3 Page 121 of 256
TB-20
Phase III
Center Island Narrowing
Description:
Center island narrowing is the construction
of a raised island in the center of a wide
street.
Application:
Center islands are installed on wide streets
to help lower speeds and/or to prohibit left-
turning movements. They also provide a
mid-point refuge area for pedestrians.
Advantages:
Reduces vehicle speeds.
Can reduce vehicle conflicts.
Reduces pedestrian crossing width.
Landscaping opportunity.
Disadvantages:
May require parking removal.
May reduce driveway access.
May impact emergency vehicles.
May divert traffic to other streets.
Special Considerations:
When used to block side street access, may divert traffic.
May visually enhance the street with landscaping.
Bicyclists prefer not to have travel way narrowed.
Cost:
$14,000 to $28,000 each.
Dec. 6, 2021 Item #3 54Sept. 5, 2023 Item #3 Page 122 of 256
TB-21
Phase III
Curb Radius Reduction
Description:
Removal of existing larger radius curb returns
at an intersection and construction of smaller
radius curb returns.
Application:
Curb radius reductions slow vehicle turning
speeds and shorten pedestrian crossing
distance.
Advantages:
Shorter pedestrian crossing width.
Slower vehicle turning speeds.
Opportunity for landscaping.
Disadvantages:
Impacts large vehicle turns.
Special Considerations:
Careful attention needs to be given to drainage issues and turning radii.
Cost:
$12,000 to $18,000 (four-leg intersection)
Dec. 6, 2021 Item #3 55Sept. 5, 2023 Item #3 Page 123 of 256
TB-22
Phase III
Traffic Circle
Description:
Traffic circles are raised circular islands
installed in an existing intersection. Traffic
circles require drivers to slow down to
maneuver around the circle.
Application:
Traffic circles provide speed control.
Advantages:
Effectively reduces vehicle speeds.
Reduces collision potential.
Better side-street access.
Opportunity for landscaping.
Disadvantages:
May increase bicycle/automobile conflicts.
Can increase emergency vehicle response time.
Can restrict large vehicle access.
Expensive.
Some left-turning vehicles must negotiate
circle clockwise.
Special Considerations:
Traffic circles are best used in a series or with other devices.
About 30 feet of curbside parking must be prohibited in advance of circle.
Requires the installation of signs and pavement markings.
Traffic circles are less effective at T-intersections.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of traffic circle locations.
Cost:
$20,000 to $35,000 per intersection.
Dec. 6, 2021 Item #3 56Sept. 5, 2023 Item #3 Page 124 of 256
TB-23
Phase III
Raised Intersection
Description:
A raised intersection is a flat, raised area
covering an entire intersection. There are
ramps on all approaches. The plateau is
generally about 4" high. Typically, the
raised intersection is finished with
textured pavement.
Application:
Raised intersections reduce vehicle speeds
and provide for safer pedestrian crossings.
Advantages:
Effectively reduces vehicle speeds.
Enhances pedestrian safety.
Can be aesthetically pleasing.
Disadvantages:
Expensive to construct and maintain.
Requires drainage modifications.
Affects emergency vehicle response time.
May require bollards around corners.
Special Considerations:
Makes intersections more pedestrian-friendly.
Special signing is required.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and the Police Department
and its use requires extensive evaluation of the specific location and impacts to emergency
response times.
Cost:
$48,000 to $110,000 per intersection.
Dec. 6, 2021 Item #3 57Sept. 5, 2023 Item #3 Page 125 of 256
TB-24
Phase III
Mid-Block Choker
Description:
Mid-block chokers are curb extensions
that narrow a street by extending
the curbs towards the center of the
roadway. The remaining street cross-
section consists of two narrow lanes.
Application:
Reduces speeds by narrowing the roadway
so two vehicles can pass slowly in opposite
directions.
Advantages:
Effectively reduces vehicle speeds.
Shorter pedestrian crossing width.
Improves sight distance.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
May impede truck movements.
May impact driveway access.
Special Considerations:
Preferred by many emergency response agencies to other measures.
Provide excellent opportunities for landscaping.
Cost:
$14,000 per location
Dec. 6, 2021 Item #3 58Sept. 5, 2023 Item #3 Page 126 of 256
TB-25
Phase III
Lateral Shift
Description:
A lateral shift is the construction of curb
extensions into the roadway that creates a
horizontal deflection drivers must
negotiate.
Application:
A lateral shift helps reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Cost:
$14,000 to $28,000 per location.
Dec. 6, 2021 Item #3 59Sept. 5, 2023 Item #3 Page 127 of 256
TB-26
Phase III
Chicane
Description:
A chicane is a series of two or more
staggered curb extensions on alternating
sides of a roadway. The horizontal
deflection causes motorists to reduce
speed.
Application:
Chicanes help reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
May require removal of substantial amounts of on-street parking.
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Provide landscaping opportunities.
Most residents would have their driveways affected.
Cost:
$40,000 to $80,000 per location.
Dec. 6, 2021 Item #3 60Sept. 5, 2023 Item #3 Page 128 of 256
TB-27
Phase III
Intersection Bulb-Out
Description:
Intersection bulb-outs narrow the street
by extending the curbs toward the center
of the roadway.
Application:
Used to narrow the roadway and to create
shorter pedestrian crossings. They also
influence driver behavior by changing the
appearance of the street.
Advantages:
Improve pedestrian visibility.
Shorter pedestrian crossing width.
May reduce vehicle speeds.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
Impacts large vehicle turns.
Special Considerations:
Intersection bulb-outs at transit stops enhance service.
May require landscape maintenance to preserve sight distances.
Fire Department Evaluation:
Intersection Bulb-Outs shall be restricted to only one of the two intersecting streets.
Cost:
$14,000 to $28,000 (four-leg intersection).
Dec. 6, 2021 Item #3 61Sept. 5, 2023 Item #3 Page 129 of 256
TB-28
Phase III
Realigned Intersection
Description:
"T" intersections are realigned/modified
by constructing horizontal deflection
which forces previous straight-through
movements to make slower turning
movements.
Application:
Realigned intersections help reduce
vehicle speeds.
Advantages:
Reduces vehicle speeds.
No significant impact on emergency
and transit service.
May discourage through traffic.
Opportunity for landscaping.
Disadvantages:
Removal of parking required.
Increased maintenance.
May divert traffic to other streets.
Special Considerations:
Reduces vehicle speeds near intersection.
May change STOP sign configuration and affect emergency response times.
Careful attention needs to be made to drainage issues.
Cost:
$14,000 to $28,000 each intersection.
Dec. 6, 2021 Item #3 62Sept. 5, 2023 Item #3 Page 130 of 256
TB-29
Phase III
Forced Turn Channelization
Description:
Forced turn channelization are raised
median islands that restrict specific
movements at an intersection.
Application:
Forced turn channelization reduces traffic
volumes/cut-through traffic.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Shorter pedestrian crossing distances.
Disadvantages:
May divert traffic to other streets.
Can increase trip lengths.
Special Considerations:
Has little or no effect on speeds for through vehicles.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Cost:
$7,000 to $14,000 per approach.
Dec. 6, 2021 Item #3 63Sept. 5, 2023 Item #3 Page 131 of 256
TB-30
Phase III
Median Barrier
Description:
Median barriers are raised islands constructed
through intersections that prevent left turns
and side street through movements.
Application:
Median barriers reduce cut-through traffic.
Advantages:
Redirects traffic to other streets.
Reduces cut-through traffic.
Provides pedestrian refuge area.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
Increases trip lengths.
May impact emergency response.
Creates physical obstruction.
Special Considerations:
Should not be used on critical emergency response routes.
Landscaping needs to be carefully designed to not restrict visibility for motorists, bicyclists and
pedestrians.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$14,000 to $28,000 each.
Dec. 6, 2021 Item #3 64Sept. 5, 2023 Item #3 Page 132 of 256
TB-31
Phase III
Semi-Diverter
Description:
Semi-diverters are curb extensions that
restrict movements into a street. They are
constructed to approximately the center of
the street, obstructing one direction of traffic.
A one-way segment is created at the
intersection, while two-way traffic is
maintained for the rest of the block.
Application:
Semi-diverters reduce traffic volume.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Reduces pedestrian crossing widths.
Opportunity for landscaping.
Disadvantages:
May divert traffic to other streets.
May increase trip lengths.
May require the removal of parking.
Increased maintenance.
Special Considerations:
Restricts access into street while allowing residents access within block.
Potential use must consider how residents will gain access.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $28,000 each.
Dec. 6, 2021 Item #3 65Sept. 5, 2023 Item #3 Page 133 of 256
TB-32
Phase III
Partial Diverter
Description:
Partial diverters are raised areas placed
diagonally across a four-legged
intersection (3/4 closure). They prohibit
through movements by creating two "L"
shaped intersections, with one leg having
a right turn.
Application:
Partial diverters help reduce cut-through
traffic. They also minimally decrease
speeds near the intersection.
Advantages:
Reduces cut-through traffic.
Minimal impact to emergency access.
Reduces collision potential.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
May increase trip lengths.
Special Considerations:
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Can be attractively landscaped.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its
use requires extensive evaluation of the specific location and impacts to emergency response
times.
Cost:
$20,000 to $48,000 each.
Dec. 6, 2021 Item #3 66Sept. 5, 2023 Item #3 Page 134 of 256
TB-33
Phase III
Diagonal Diverter
Description:
Diagonal diverters are raised areas placed
diagonally across a four-legged intersection.
They prohibit through movements by creating
two "L" shaped intersections.
Application:
Diagonal diverters reduce traffic volumes.
They also minimally decrease speeds near the
intersection.
Advantages:
Reduces cut-through traffic.
Self-enforcing.
Reduces vehicle conflicts.
Opportunity for landscaping.
Disadvantages:
Increases out of direction travel.
Increases trip lengths.
Impedes emergency vehicles.
Special Considerations:
Can be designed to allow emergency vehicle access.
Can be designed to allow pedestrian and bicycle access.
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$25,000 to $52,000 each.
Dec. 6, 2021 Item #3 67Sept. 5, 2023 Item #3 Page 135 of 256
Meeting Date: Sept. 6, 2022
To: Traffic and Mobility Commission
Staff Contact: Miriam Jim, Senior Engineer
Miriam.Jim@carlsbadca.gov, 442-339-4796
John Kim, City Traffic Engineer
John.Kim@carlsbadca.gov, 442-339-2757
Subject: Carlsbad Residential Traffic Management Program Update
Recommended Action
Provide input on proposed changes to the Carlsbad Residential Traffic Management Program
2022 Revision.
Background
The Carlsbad Residential Traffic Management Program, or CRTMP, was adopted by the City
Council in 2001 and revised in 2011. The CRTMP is provided in Exhibit 1. This program was
developed to outline a traffic management process and established procedure to improve the
quality of life in neighborhoods by implementing features that reduce speeding and discourage
cut-through traffic on residential streets.
Traffic calming measures, techniques and methodologies continue to evolve. What was once
favored and popular to implement may later be seen as ineffective or undesirable to a
neighborhood. For this reason, the CRTMP is intended to be a dynamic program where staff will
re-evaluate the procedure and traffic calming toolbox in the program periodically to determine
if adjustments are needed.
On Dec. 6, 2021, staff presented to the Traffic & Mobility Commission major changes proposed
to the CRTMP 2022 revision. Staff received comments from the Commission.
Discussion
The CRTMP was originally developed as a three-phase program, consisting of the following:
Phase I: Enforcement and Education
Phase II: Traffic Management
Phase III: Traffic Calming
Sept. 6, 2022 Item #9 1
Exhibit 3
Sept. 5, 2023 Item #3 Page 136 of 256
The purpose of these three phases is to provide a best value, cost-effective approach by
incrementally increasing the magnitude of applied solutions as needed to achieve the
program’s goals. A description of the three phases is provided below.
Phase I of the CRTMP focuses on the human element of driver behavior and leverages
strategies such as education of the public through signage and striping measures, police
presence and police enforcement to help reduce and resolve non-compliance traffic concerns.
The engineering tools available in Phase I include installation of speed limit signs, warning signs,
pavement legends and temporary speed feedback signs. The temporary speed feedback signs
serve a dual purpose: collection of speed data and as an educational tool to educate drivers of
their travel speed. This phase is initiated when a resident contacts the city to express a concern
regarding speeding or cut-through traffic on their residential street.
If the Phase I solutions do not adequately address the reported issues, Phase II of the CRTMP
can be considered. The threshold for Phase II eligibility is a minimum critical speed of 32 miles
per hour (MPH), as determined by using the data collected during Phase I. The critical speed,
otherwise known as the 85th percentile speed, is the speed at which 85% of the drivers drive at
or below. The approved program allows exception of non-qualifying streets into Phase II if
approved by the Traffic & Mobility Commission.
Phase II utilizes cost-effective physical traffic management devices, such as speed cushions, to
manage vehicle speeds on residential streets. In situations where a traffic calming feature is
desired at an intersection, staff will consider a traffic circle or speed cushion instead of a stop
sign.
Per the CRTMP, consensus support of the community is required before Phase II measures can
be implemented. The first step toward establishing consensus is a neighborhood meeting.
Residents and property owners within the project study area are invited to attend a
neighborhood meeting organized by staff. At the meeting, staff present traffic calming
strategies and options tailored to their individual street. Input provided by the meeting
attendees is used to develop a preferred concept plan for traffic calming.
A mail survey is used to quantify neighborhood support for the preferred traffic calming plan
developed by the residents at the neighborhood meeting. The surveys are sent to all residents
and property owners in the project area of influence, or PAOI. CRTMP requires that at least 50%
of the mailed surveys be returned to constitute a valid survey and that a support rate of 67% or
more is required to indicate positive community support for the proposed plan. If these support
requirements are satisfied, the proposed traffic calming plan is brought before the Traffic &
Mobility Commission for their recommendation and then to City Council for project approval. If
City Council approves the traffic calming plan, the project enters the design phase, which will
result in a set of construction plans for implementation. Traffic speeds are measured after
Phase II implementation to verify the effectiveness of the implemented solutions.
Phase III utilizes more traditional traffic calming features to change the character of an
intersection or roadway. Traditional traffic calming features include center island narrowing,
Sept. 6, 2022 Item #9 2Sept. 5, 2023 Item #3 Page 137 of 256
curb radius reductions, raised intersections, mid-block chokers, chicanes, intersection bulb-
outs, realigned intersections, forced turn channelization, median barriers and traffic diverters.
This phase is initiated if Phase II solutions do not adequately address the reported issues or
concerns. A set of Phase III Qualification Criteria will need to be met before a street will be
considered for Phase III.
Because of the effectiveness of Phase II measures, Phase III of the CRTMP has not yet been
implemented on any street in the City of Carlsbad.
Key changes to the CRTMP 2022 Revision previously presented to Traffic and Mobility
Commission
The four major changes presented to and supported by the Traffic & Mobility Commission in
December 2021 include the following:
1.Remove STOP Signs from Phase II Toolbox. Per the CA MUTCD, STOP signs should not be
used for speed control as they are intended to assign right-of-way at an intersection.
Installation of STOP signs should be evaluated based on traffic volume, crash records and
sight distance. When unwarranted STOP signs are installed, it often leads to unintended
consequences such as non-compliances, increase in speed between stop signs and noise
and air pollutions.
2.Remove High Visibility Crosswalks from Phase II Toolbox. Marked crosswalks alone have not
been found to be effective in slowing traffic. High visibility crosswalks can be included in a
proposed traffic calming plan in combination with other features, if appropriate.
3.Include traffic circles as a Phase II tool. Staff have implemented simple traffic circles as part
of the Phase II measures on Amargosa Drive and Hillside Drive and they are found to be
desirable by residents and a cost-effective traffic calming feature.
4.Limit deployment of temporary speed feedback signs for speed data collection on a
residential street to once every two years. Based on staff experience and speed data
collected in the past, vehicle speeds on a roadway remain fairly constant without significant
changes to roadway characteristics or surrounding roadway network and land uses. If a
residential street does not qualify for Phase II of the CRTMP, repeated speed measurements
within a short period of time would likely yield the same result and becomes an
unnecessary drain on staff resources. The proposed change would allow staff to prioritize
resources on streets that have not yet been evaluated for traffic calming in the past.
Additional changes proposed to the CRTMP 2022 Revision
1.Removal of CRTMP Phase III
At its December 2021 meeting, the Traffic & Mobility Commission commented that the
current Phase III qualification criteria may be too stringent and a street given Phase II
treatment may not meet those criteria. The Commission requested staff to re-evaluate the
Phase III qualification criteria. Upon receiving comments from the Commission, staff
reviewed past program efforts and re-considered the current Phase III qualification criteria.
Sept. 6, 2022 Item #9 3Sept. 5, 2023 Item #3 Page 138 of 256
Staff recommends the removal of Phase III from the program and the incorporation of
Phase III tools into Phase II. Removal of CRTMP Phase III would yield a two-phase program
that is straight forward, proven to be effective and one that closely reflects past effort
involved in implementing traffic calming measures on residential streets in the city.
Staff recommended that the current Phase II criteria and procedures remain unchanged. In
order to provide an avenue for residents to request modifications to the already
implemented Phase II traffic calming treatments, staff recommend the current “Traffic
Calming Measures Removal Process” be revised to “Traffic Calming Measures
Modification/Removal Process”. Since the CRTMP focuses on community involvement and
consensus, request for modifications would follow the request for removal process as
currently described in the program, requiring a petition from the community with
signatures from 80% of the eligible individuals within the PAOI. Such request would be
considered by staff after the one-year monitoring period following completion of traffic
calming treatment installation.
2.Revisions to CRTMP Toolbox
Staff recommend that most of the Phase III measures would remain in the toolbox but
would be included as part of Phase II measures. This would provide a variety of traffic
calming tools to be available for staff and residents to consider during Phase II conceptual
plan development.
Removal of some Phase III measures, however, are recommended. These include textured
Pavement, realigned intersection, forced turn channelization, semi-diverter, partial diverter
and diagonal diverter. Most of these treatments are designed for grid networks that
Carlsbad does not have and would alter traffic patterns in the neighborhood and as a result
could impact traffic and residents on other streets in the nearby area. To minimize effects of
traffic calming treatment in area other than the subject street, staff recommend removing
these six measures from the CRTMP toolbox.
Update on past and on-going CRTMP projects
Past Projects
Since the program was adopted, seventeen residential streets have gone through the CRTMP
Phase II process and twelve of them have received traffic calming treatments with community
consensus. The streets that have gone through the Phase II process are listed in Table 1 below
with before and after speed measurements presented for streets with traffic calming
treatments. Based on past project results, speed cushions are the most common and
cost-effective traffic calming treatment being implemented in the city.
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Table 1: Streets that have completed CRTMP Phase II Process
Street Limits Before
(mph)
After
(mph) Traffic Calming Treatment(s)
Estrella De Mar Alga Rd to Arenal Rd 32
N/A Did not reach community
consensus
Trieste Dr Chestnut Ave to Milano
Dr 35
Basswood Ave Valley St to Monroe St 33
La Golondrina St Chiriqui Ln to Westerly
Terminus 34
Avenida Pantera Paseo Esmerado to Calle
Acervo 33
Cadencia St 650' west of Perdiz St to
Calle Conifera 34 30 3 speed cushions
Corintia St Alga Rd to El Fuerte St 35 29 4 speed cushions
Daisy Ave Rose Dr to Batiquitos Dr 34 29 2 speed cushions
Harbor Dr Chinquapin Ave to End of
St 23* 22 2 speed cushions
Amargosa Dr Los Pinos to Olivenhain
Rd 33 24 4 speed cushions, a marked
crosswalk and one traffic circle
Hillside Dr Kelly Dr to Neblina Dr 32 25 5 speed cushions and one
traffic circle
Estrella De Mar Rd Poinsettia Ln to 600' s/o
Olive Ct 30* 25 5 speed cushions
Avenida Diestro Circulo Sequoia to Sitio
Baya 33 25 4 speed cushions
Segovia Way Levante St to Quebrada
Circle 32 29 7 speed cushions
Cadencia St La Costa Ave to Del Rey
Ave 37 27 2 speed cushions
Harwich Dr Tamarack Ave to 400' n/o
Edgeware Way 33 25 4 speed cushions
Oriole Ct/
Mimosa/Moorhen Pl Poinsettia Ln to Dove Ln 25* 25 7 speed cushions and curb
extensions at two intersections
Note:
*Traffic and Safety Commission or Traffic and Mobility Commission granted exception to the CRTMP
Current Projects
In-person neighborhood meetings have been on hold since the start of the COVID-19 pandemic
in March 2020. However, Staff have begun planning in-person neighborhood meetings for nine
streets that qualify for CRTMP Phase II. These streets are listed in Table 2. Residents from the
PAOI of each of these streets will be invited to a neighborhood meeting, during which traffic
calming conceptual plans will be presented and residents will have the opportunity to ask
questions and provide input on the conceptual plans. Neighborhood meetings for the nine
streets were originally scheduled to start in October 2022 but this is subject to change with the
recent emergency declaration.
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Table 2: Streets that qualify for CRTMP Phase II
Street From To Critical Speed (mph)
Victoria Avenue Pontiac Dr Haverhill St 32
Monroe St Basswood Ave Carlsbad Village Dr 33
Highland Ave Carlsbad Village Dr Buena Vista Way 32
Nueva Castilla La Costa Ave Levane St 38
Circulo Sequoia La Costa Ave Avenida Diestro 33
Celinda Dr Carlsbad Village Dr Chestnut Ave 33
Park Dr Tamarack Ave Monroe St 33
Hummingbird Rd Sanderling Ct Rock Dove St 34
Black Rail Rd Poinsettia Ln Northern Terminus 33
Recommendations
Provide input on the proposed changes to the CRTMP 2022 Revision.
Next Steps
Upon receiving input from the Traffic & Mobility Commission, staff will finalize the draft
document of the CRTMP 2022 Revision. Staff will present the CRTMP 2022 Revision to the
Traffic & Mobility Commission for review at a future meeting. Thereafter, staff will present the
final CRTMP 2022 Revision for City Council adoption.
Exhibits
1.Current Carlsbad Residential Traffic Management Program
Sept. 6, 2022 Item #9 6Sept. 5, 2023 Item #3 Page 141 of 256
May Ϯ011
ProgramTraffic Management Program
Carlsbad ResidenƟal Traffic Management
Exhibit 1
Sept. 6, 2022 Item #9 7Sept. 5, 2023 Item #3 Page 142 of 256
Carlsbad Residential
Traffic Management
Program
May 2011 Revision
Traffic Division
Transportation Department
Exhibit 1
Sept. 6, 2022 Item #9 8Sept. 5, 2023 Item #3 Page 143 of 256
Acknowledgments
May 2011 Program Update
CITY OF CARLSBAD CITY COUNCIL CITY OF CARLSBAD ENGINEERING DEPARTMENT
Matt Hall – Mayor Skip Hammann – Transportation Director
Ann J. Kulchin – Mayor Pro Tem John Kim – Traffic Division Manager
Mark Packard Doug Bilse – Traffic Signal Systems Engineer
Keith Blackburn Jim Murray – Associate Engineer
Farrah Douglas
TRAFFIC SAFETY COMMISSION CITY OF CARLSBAD FIRE DEPARTMENT
Gordon P. Cress Mike Davis – Fire Marshal
Jack Cumming Chris Heiser – Fire Division Chief
Steve Gallagher
Guy J. Roney, III CITY OF CARLSBAD POLICE DEPARTMENT
Jairo Valderrama Lt. Marc Reno – Traffic Supervisor
May 2001 Program Development
CITY OF CARLSBAD CITY COUNCIL
Claude A. Lewis – Mayor
Ann J. Kulchin – Mayor Pro Tem
Ramona Finnila
Matt Hall
Julianne Nygaard
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM COMMITTEE
Courtney Heineman – Chairperson
Kip McBane – Vice-Chairperson
Tom Blake
Howard Heffner
John Murphey
Michael Ott
Jim Stachoviak
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Lloyd B. Hubbs - Public Works Director
Robert T. Johnson, Jr. – Deputy City Engineer, Transportation
Michele Masterson – Management Assistant
Jim Murray – Associate Engineer
Jannae DeSiena – Senior Office Specialist
CITY OF CARLSBAD POLICE DEPARTMENT
Sgt. Kelly Cain – Traffic Supervisor
MEETING MINUTES
Dianna Scott – Minutes Clerk
Sept. 6, 2022 Item #9 9Sept. 5, 2023 Item #3 Page 144 of 256
TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................................... i
INTRODUCTION ............................................................................................................................................. 1
GOALS ........................................................................................................................................................... 3
PROGRAM STRATEGIES ................................................................................................................................. 3
PROCEDURES ................................................................................................................................................. 4
PROGRAM ELIGIBILITY .................................................................................................................................. 5
PHASE I : EDUCATION AND ENFORCEMENT ................................................................................................. 6
PHASE II : TRAFFIC MANAGEMENT ............................................................................................................... 8
PHASE III : TRAFFIC CALMING ..................................................................................................................... 11
PHASE III QUALIFICATION CRITERIA SCORING WORKSHEET ....................................................................... 13
TRAFFIC CALMING MEASURES REMOVAL PROCESS ................................................................................... 17
PETITION—REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .......................................................... 18
PROGRAM UPDATE PROCEDURES .............................................................................................................. 19
MEASURES NOT RECOMMENDED FOR USE ................................................................................................ 21
ACRONYMNS AND GLOSSARY ..................................................................................................................... 22
CITY COUNCIL RESOLUTION ........................................................................................................................ 23
TRAFFIC CALMING TOOL BOX (PHASE I) .................................................................................................. TB-1
TRAFFIC CALMING TOOL BOX (PHASE II) ............................................................................................... TB-10
TRAFFIC CALMING TOOL BOX (PHASE III) .............................................................................................. TB-16
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EXECUTIVE SUMMARY
In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on neighborhood streets.
Speeding and/or excessive volumes may cause residents to become alarmed about safety and quality of
life. When the tranquility and ambiance of the neighborhood is disrupted by drivers speeding or trying
to find short-cuts, concerned citizens contact City officials.
This scenario, repeated each day in some areas of the City, alerted the City Council to the need for a
comprehensive citywide program to minimize excessive speeds and high volumes in neighborhoods.
Similar problems in California and throughout the country have inspired engineering solutions called
traffic calming, which is a method of slowing cars and discouraging cut-through traffic. With traffic
calming in mind, the City Council elected to use a citizen-based approach to develop such a program,
appointing a committee of seven citizens to work with staff in developing solutions for any Carlsbad
neighborhoods seriously affected by traffic problems.
The citizen's committee developed a three-phase approach to addressing traffic problems in Carlsbad
neighborhoods. After reviewing and evaluating programs from many cities, the committee
recommended a program it suitable for Carlsbad and which would achieve the three goals that must be
met if traffic calming is to be successful. The first requirement is support of the residents in any
neighborhood where such calming is needed. Second, the traffic calming measures must meet with
the approval of emergency agencies concerned about response times, as well as the needs of other
utilities whose large vehicles could be adversely affected or damaged by the traffic calming
measures. Finally, the residents must be willing to live with the actual traffic calming measures designed
to slow traffic and cut-through traffic volumes in their neighborhood.
This document represents the first revision to the initial program developed by the Carlsbad Residential
Traffic Management Program Committee. The primary reasons for revising the program were to add
lower cost traffic management tools such as residential stop signs and speed cushions and to establish
benchmark criteria for the funding of future traffic calming projects. The revised program is divided into
the following three phases:
Phase I: application of enforcement and education to resolve non-compliance issues.
Phase II: utilizing engineering-based measures to increase compliance with posted
speed limits and discourage cut through traffic.
Phase III: development and implementation of a comprehensive plan comprised of
traditional traffic calming measures to address traffic issues while enhancing
the residential character of the street.
Ultimately leading to improvement in the quality of life of affected neighborhoods, the Carlsbad
Residential Traffic Management Program is still another way in which the City provides for the health,
safety and welfare of its citizens.
i
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
1
CARLSBAD
RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
INTRODUCTION
Virtually every day, on many residential streets, Carlsbad residents are faced with the potentially
dangerous intrusion of speeding vehicles and/or cut-through traffic. Carlsbad streets have experienced
escalating traffic impacts due to population and employment growth. As a result, an increasing number
of citizens have expressed concerns to City officials, the Police Department and Engineering staff about
these traffic problems.
Carlsbad residents are not unique in voicing such concerns. Cities throughout the United States have
struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result,
citizens have asked that their neighborhood quality of life be improved through a reduction of vehicle
speeds and volume. Many desire the simple pleasure of being able to walk or ride bicycles through their
neighborhoods without fear of vehicular traffic, a key factor in neighborhood livability.
"Livable" cannot be precisely defined as it relates to community or neighborhood. However, the
residents' expectation that fewer vehicles should be speeding down neighborhood streets is an
indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable
neighborhood include:
a sense of community
a safe place to walk or bicycle
interaction among neighbors
a general feeling of security and safety
the opportunity for residents to enjoy their homes and property
streets that do not penalize drivers traveling at the posted speed limit
"Traffic calming" is a term that has, in recent years, become synonymous with providing the means to
slow vehicles, reduce cut-through traffic volumes and help achieve a livable community. Through the
use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects
of the motor vehicle in residential neighborhoods.
In response to the concerns of Carlsbad residents, the City Council has established the Carlsbad
Residential Traffic Management Program, referred to as the CRTMP, to address neighborhood concerns
about unwanted traffic. The Institute of Transportation Engineers (ITE), an international organization of
transportation professionals, has defined traffic calming as:
"The combination of mainly physical measures that reduces the negative effects of
motor vehicle use, alters driver behavior and improves conditions for non-motorized
street users."
Carlsbad's Residential Traffic Management Program is designed to have significant neighborhood
involvement. Staff plans to work closely with residents to identify problems and their solutions and to
gather the support necessary to ensure the success of any traffic calming plan that may merit adoption.
Communication with the residents at each step is critical and the urgency of plan development will not
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
2
be allowed to override the need for thorough understanding, commitment and approval by the
neighborhood.
Since neighborhood involvement is the key, the program is designed to solicit and encourage residents'
active participation in identifying concerns, developing reasonable solutions and supporting the final
outcome. In the traffic engineering field, the manner in which this occurs is a process that contains the
elements of the “4E's":
Education
Engineering
Enforcement
Enhancement
By utilizing the "4E" process, which incorporates a comprehensive, integrated involvement of concerned
residents, the challenge of identifying and resolving problems can successfully take place.
The basic elements of the 4E process include:
Education: Providing resource materials and information to residents to inform them about all
aspects of traffic calming.
Engineering: Physical measures and other techniques utilized in the traffic calming program that
are based upon input and concurrence by residents, engineering principles, financial and
environmental considerations.
Enforcement: Police presence and selective enforcement of vehicle code violations.
Enhancement: Using special treatments in the physical measures through design and/or
landscaping features to improve livability, aesthetics, community pride.
This program has been established with and conforms to authority and responsibility given to local
authorities by the California Vehicle Code to protect the health and welfare of its citizens. Additionally, it
meets one of the goals in the Circulation Element of the General Plan that states Carlsbad is a "City with
an integrated transportation network, serving local and regional needs, which accommodates a balance
of different travel modes based upon safety, convenience, attractiveness, costs, environmental and
social impacts".
It is the policy of the State of California that all persons have an equal right to use public streets and that
no agency may restrict the use of streets to only certain individuals. With certain exceptions provided
for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in
specific instances related to:
implementation of the Circulation Element of the General Plan
criminal activity
regulating or prohibiting processions or assemblages
streets dividing school grounds to protect students attending such schools or school grounds
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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Requests to implement the CRTMP will ultimately be considered through the process outlined in this
program. Careful consideration will be given to each request to ensure that it meets State law and the
criteria contained in the program.
GOALS
The City Council established the CRTMP as a countermeasure to intrusion by excessive traffic and/or
higher than normal vehicle speeds in the neighborhood and thus, to help improve the quality of life.
With a defined traffic management process and established procedures contained in this document,
Carlsbad residents will have the measures and techniques ("tools") at their disposal to avert many
negative impacts associated with vehicular traffic on residential streets.
The goals of a traffic management program include:
improving the quality of life in the neighborhood
creating safe streets by reducing the collision frequency and severity
reducing negative effects of motorized vehicles
design of features that encourage self-enforcement
PROGRAM STRATEGIES
The City of Carlsbad strives to achieve neighborhood livability through implementation of current
standards and policies. Managing traffic is a key component in this endeavor and one that is vital for
promoting characteristics of livable neighborhoods. Therefore, strategies are needed to identify and
address issues revolving around speeding, excessive volumes and safety concerns on residential streets
when it occurs. These strategies include:
developing recommendations that adhere to State law
satisfactorily addressing legal and liability issues
preserving reasonable emergency vehicle access and response time consistent with response
standards
maintaining reasonable vehicular access
promoting neighborhood safety for pedestrians, bicyclists, motorists and residents
encouraging and incorporating citizen participation in identifying traffic calming measures and
techniques
utilizing City resources and funds efficiently and effectively
utilizing a combination of education, engineering, enforcement and enhancement (4E's)
maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative modes
of travel
balancing on-street needs (such as parking) with the reasonable and safe function of the street
considering achievable options for funding
According to the ITE resource, “Transportation and Land Development, 2nd Edition”, residential streets
should ideally be designed and constructed to a “residential neighborhood scale” to achieve vehicle
speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
4
typically accomplished by restricting roadway length so that a driver slows, stops, or makes a significant
turning movement every 300-700 feet. Drivers tend to comply with speed limits in residential
neighborhoods when the effective, uninterrupted street length is less than 700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been
designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of
speeding issues by installing a series of traffic management measures to reduce the effective street
length so that a driver slows, stops, or makes a significant turning movement every 300 to 700 feet.
Traffic management measures are recommended to be spaced, on average, at approximately 500 foot
intervals. The traffic management strategies included in the CRTMP toolbox are designed to work in
concert with one another to limit the effective, uninterrupted length of an existing street to
approximately 500 feet, which should result in a reduction in vehicle speeds and render the route less
attractive to cut-through traffic.
PROCEDURES
The procedures to implement traffic management measures and techniques are described on the
following pages and are referred to as phases. In general, the established procedures are consistent with
the methodology currently used in Carlsbad to address any traffic-related concerns. The procedures
require, and are designed to encourage, substantial neighborhood participation, following the process
used by staff to formulate solutions to problem locations and the methods for proposing those solutions
to the Traffic Safety Commission and City Council for final resolution.
Carlsbad's Residential Traffic Management Program has been developed as a three-phase program,
consisting of the following structure approach:
Phase I : Enforcement and Education
Phase II : Traffic Management
Phase III : Traffic Calming
The program is designed in such a way that residents of each street with identified problems, and with
neighborhood support and commitment, can play a part in the program. The cost, complexity,
effectiveness and impact to residents increase with each phase. Phase I features are generally
considered simple improvements that can be initiated internally and provided by city staff. Phase II
consists of cost-effective traffic management features that may reduce vehicle speeds but may also
penalize those who drive at the legal speed limit. Phase III features are the most effective at traffic
calming but are expensive and may negatively impact parking.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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PROGRAM ELIGIBILITY
Participation in the Carlsbad Residential Traffic Management Program requires the following:
1. The subject street must meet the legal definition of residence district (as defined by the
California Vehicle Code) or designated school zone (as defined by the California Manual on
Uniform Traffic Control Devices).
2. The subject street must have a curb-to-curb width of 40 feet or less.
3. A letter sent by a resident or residents requesting that staff consider a subject street for
inclusion into the CRTMP process.
Any street that does not meet the program eligibility criteria but is nevertheless considered by city staff
to be a candidate for traffic calming will be scheduled for review and possible approval by the Traffic
Safety Commission. If the Commission's review leads to the conclusion that the street merits an
exception, it will be processed through the CRTMP as if program eligibility criteria were met. Any street
recommended by the Traffic Safety Commission as not qualifying for an exception may be requested by
a citizen to be reviewed by the City Council for a final determination. The exception process may be
used for consideration for inclusion into each phase of the program.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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PHASE I: EDUCATION AND ENFORCEMENT
When a resident, or group of residents, from a neighborhood has a traffic-related concern that they
believe should be addressed by the Carlsbad Residential Traffic Management Program and have sent a
letter to the Traffic Division of the Transportation Department, the process will be initiated in the
following manner.
Step 1 Initiate Traffic Request (TR) Procedure
Upon receipt of the correspondence and verification that the subject street satisfies program eligibility
requirements, staff will initiate a Traffic Request (TR) that includes the information contained in the
letter. The TR is an internal logging and tracking system in the Transportation Division used to initiate
action and file correspondence. An engineer will be assigned to investigate and conduct an engineering
study of the street(s).
Step 2 Investigation/Studies
Staff will gather preliminary data about the expressed concern. Field reviews and appropriate traffic
studies will be conducted. They may include:
geometric conditions of the road volume counts
parking availability/restrictions pedestrian counts
location of existing traffic control devices collision analysis
speed surveys other studies as determined appropriate
Phase I strategy will be formulated after the data is collected.
Step 3 Coordination with the Police and Fire Departments
Staff will discuss with the Police Department solutions that can be addressed through enforcement. An
enforcement strategy will be prepared and implemented by the officer in charge of the Traffic Division
of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response
route issues and other fire safety issues.
Step 4 Issue Work Order
Implementation of Phase I can be accomplished by city forces. Staff can usually issue work orders for the
installation of signs or striping or implementation of speed feedback signs.
Step 5 Communication with Residents
Information on appropriate traffic calming strategies and techniques proposed to address the identified
concern is shared with the person or group that initiated the request, including information about the
issuance of work orders. Staff also outlines the engineering and enforcement approach that will be
utilized to mitigate neighborhood concerns.
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Step 6 Monitor
Effectiveness of the implemented measures and/or strategies is monitored by Engineering Department
staff and, as appropriate, by the Police Department. The resident or group originating the request is
then informed of the monitoring results.
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PHASE II: TRAFFIC MANAGEMENT
If all applicable Phase I options have been completed and do not appear to adequately address the
problem after being in place for an appropriate amount of time as determined by the city staff, Phase II
of the CRTMP may be considered.
Step 1 Written Request
Phase II will be initiated when an affected resident that resides on the street where the concern exists
sends a letter to the Traffic Division of the Transportation Department requesting Phase II consideration.
The letter will be generated by a resident, following discussions with city staff to review what might be
accomplished through Phase II of the program.
Step 2 Phase II Eligibility Determination
Not all residential streets and/or residential areas will qualify to participate in Phase II of the Carlsbad
Residential Traffic Management Program based upon the established process. Eligibility criteria for
Phase II are as follows:
1. Completion of Phase I of the CRTMP; and
2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined
by a speed survey(s).
Both of the eligibility criteria must be met for a street to be considered for further processing through
the CRTMP. However, on a case-by-case basis, city staff may determine exceptions. A street considered
as an exception must be approved by the Traffic Safety Commission.
Step 3 Determine Project Area of Influence (PAOI)
The street or streets significantly impacted by neighborhood concerns or potential solutions, including
all dwelling units or other land uses bordering the subject street or streets, comprise the Project Area of
Influence (PAOI). The PAOI will be established by city staff, with input from the neighborhood
representatives. The establishment of the PAOI by staff shall consider the implementation of measures
on a roadway system as opposed to singular, isolated installations.
Step 4 Phase II Concept Plan
All residents from the PAOI will be invited to a neighborhood meeting hosted by the city. At the
meeting, staff will explain the Phase II process that may lead to installation of the traffic management
measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I
potential Phase II solutions
advantages/disadvantages of specific Phase II features
Phase II approval process
A Fire Department representative will be invited to attend the meeting to explain response needs of the
emergency service providers and any concerns with potential traffic management on the candidate
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
9
street. Also, a Police Department representative will be invited to attend the meeting to respond to
questions about enforcement issues.
Staff, using the data collected in Phase I, and working with affected residents, will draft a plan of
proposed Phase II measures within the boundaries of the PAOI. Since Phase II measures are limited in
application, they may not be appropriate for a given situation. For example, if a subject street does not
feature intersections, residential STOP signs would not be appropriate. Staff will work with residents to
prepare the Phase II concept plan which will be presented to the neighborhood via mail survey for
support.
The concept plan will be presented to the Traffic Safety Coordinating Committee to allow city staff such
as Fire Department and Police Department representatives to review and comment.
Step 5 Mail Support Survey for Phase II Concept Plan
A mail support survey will be conducted by City staff upon completion of the Phase II concept plan
developed by staff. The purpose of the survey will be to determine if the neighborhood (as defined by
the PAOI) is in favor of the proposed plan.
Residents and non-resident owners within the PAOI are eligible to participate in the mail support survey.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of the residents contacted fill out and return the completed
survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community
responding supports the Phase II plan.
If the Phase II concept plan includes measures with vertical deflection such as speed cushions or speed
tables, support for these measures from residents directly affected will be highly desirable. Staff will
work with these residents and will strive to balance the concerns of individual residents with the overall
success of the concept plan as a system of interdependent features. Since the success of Phase II will be
dependent on the spacing of proposed features, the removal of any measure from the concept plan due
to lack of support may have a detrimental effect on the concept as a whole.
If 50% of the surveys are not returned, an outreach program may be initiated by the resident(s). Re-
survey will occur after all steps established in the outreach program are completed. A re-survey will be
valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of
the returned surveys, the resident(s) may request that staff develop an alternative plan or abandon their
efforts. A revised Phase II plan will be tested by the support survey process in this step. If the revised
plan fails to garner support of the residents in the PAOI after the second survey, no further surveys will
be conducted by City staff for a minimum of one year.
Step 6 Final Approval by the City Council
The approved Phase II concept plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for Phase II
implementation. If Council decides that Phase II is acceptable as presented, it will so indicate by
adopting an ordinance authorizing installation of residential STOP signs and/or other proposed
measures and authorizing the appropriation of any necessary funds. The Council may consider other
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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options such as returning to the neighborhood for refinement of the Phase II concept plan or proceeding
to Phase III of the CRTMP.
Step 7 Phase II Implementation
Implementation of Phase II, in most cases, will be performed by city forces via work orders issued by
staff.
Step 8 Phase II Monitoring
Phase II measures that have been installed will be monitored for effectiveness during the first year
following completion of the installation. Staff will analyze traffic data results, accident history, observed
deficiencies and/or impacts of the Phase II measures, comments, and suggestions or complaints
received.
If some residents of the neighborhood believe that the impacts and results of Phase II do not meet their
expectations, they may request removal of the permanent measures. The request for removal must
follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of
Phase II installation.
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PHASE III: TRAFFIC CALMING
If applicable Phase II options have been evaluated and do not appear to adequately address the problem
as described previously, Phase III of the CRTMP may be considered. Phase III of the CRTMP is designed
to allow traditional traffic calming measures to be used in areas where Phase II options have not
adequately resolved the traffic issues. Due to the potential fiscal impacts of Phase III and probable
impacts to parking capacity and limit access to properties, residents will be required to first utilize Phase
II measures before requesting to proceed to Phase III. Phase III measures will be limited to locations
where re-routed traffic will only impact higher classified roadways. Residents have the option to bypass
Phase II only if funding is privately secured and all Phase III criteria are satisfied.
Step 1 Written Request
Phase III will be initiated when the affected residents send a letter to the Traffic Division of the
Transportation Department requesting Phase III consideration. The letter will be generated by the
residents following discussions with city staff, study of Police Department results of Phase II, and
anticipation of what might be accomplished through further utilization of the CRTMP process. The Phase
III process will require an evaluation of a qualification criteria as well a neighborhood-initiated support
petition.
Step 2 Project Scoring and Qualification Criteria
Candidate streets will be evaluated on the following factors and associated points for the purpose of
establishing a project score for funding considerations. Streets with a score exceeding 50 points will be
eligible for Phase III.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points):
6 points for each mile per hour the 85th percentile speed is over 32 miles per hour.
2. Traffic Volumes (maximum 30 points):
Typical weekday ADT divided by 100 and rounded to the nearest whole number or the weekday
peak hour volume divided by 10 and rounded to the nearest whole number.
3. Collision History (maximum 15 points):
Five points will be assigned for each correctable collision on a street, including intersections, within
the past five years. A correctable collision is one that might have been prevented by the
installation of a traffic control device or traffic calming measure.
4. Sidewalks (maximum 5 points):
5 points if no sidewalk or pedestrian pathway exists on either side of the street.
5 points if no sidewalk or pedestrian pathway exists along at least one side of the street.
5. School Proximity (5 points maximum):
5 points if school grounds abut the candidate street.
3 points if the PAOI is within 500 feet of school grounds.
1 point if the PAOI is located within 1,000 feet of school grounds.
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6. Pedestrian Crossings (5 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI.
5 points if a major or midblock crosswalk is located on a street in the PAOI. A major crosswalk is
defined as having 10 or more pedestrians crossing per hour during any eight hours of a typical
weekday.
A maximum total of 100 points may be given for the street under consideration, using the Traffic
Management Program Priority Scoring Worksheet. A minimum score of 51 points is required for the
subject street to qualify for Phase III.
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13
Carlsbad Residential Traffic Management Program
Phase III Qualification Criteria
Scoring Worksheet
This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a street for Phase III
qualification and prioritization of a potential specific neighborhood traffic calming project.
Name of neighborhood (street location):
Points
1. Travel Speed (40 pts. max.)
For each mile per hour the 85th percentile speed is over 32 miles per hour, 6 points will be
assigned.
Critical Speed:
2. Traffic Volumes (30 pts. max.)
Total weekday ADT divided by 100, rounded to nearest whole number
or weekday peak hour volume divided by 10, rounded to nearest whole number (use higher
number)
Volume: Date Counted:
3. Collision History (15 pts. max.)
Five points for each correctable collision during the past 5 years
Number of collisions:
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathways exists on either side of the street = 5 points
No sidewalk or pedestrian pathway exists along at least one side of the street = 5 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points
PAOI is located within 500 feet of school grounds = 3 points
PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (5 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the
PAOI = 5 points
Major or midblock crosswalk is located on a street in the PAOI = 5 points
Total Score:
___________________________________________
Evaluator Date
A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE III.
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Step 3 Neighborhood Support Petition
If the subject street meets the Phase III Qualification Criteria, concerned residents will need to establish
resident support for continuation of the Phase III process. The support petition is initiated by the
neighborhood representative and serves as the mechanism to establish that residents’ support the City's
consideration of a Phase III traffic calming project. Documentation of support for consideration of a
future project is indicated by a simple majority (50% plus one signature) of those eligible individuals
located within the PAOI that sign the petition. The petition form will be developed by staff but it will be
the responsibility of residents to circulate the petition and submit the results.
Step 4 Project Funding
Upon satisfaction of Steps 2 and 3 of the Phase III process, the subject street may be considered for
funding as a future project through the Capital Improvement Program (CIP) process. If more than one
CRTMP project is submitted in a given fiscal cycle, priority will be established by the Phase III
Qualification Criteria scoring. Many different fiscal factors must be considered to establish if and to
what level funds will be allocated for projects on the priority list. Staff will recommend a funding level
and the City Council will consider and adopt the annual budget before the fiscal year ending on June 30.
As an alternative to the City funding the design and construction of Phase III improvements, residents
may choose to collect funds themselves in any manner they choose, including the formation of an
assessment district. This private funding must be for 100% of the project cost including design,
construction, inspection, administration and contingency costs associated with the project. Private
funds must be deposited with the city prior to proceeding to Step 4.
Phase III will not proceed until funding source is identified and funds are secured.
Step 5 Kick-off Meeting with the Neighborhood
All individuals from the PAOI will be invited to a neighborhood kick-off meeting hosted by the City. At
the meeting, staff will explain to those in attendance the Phase III process that may lead to installation
of the traffic calming measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I and II
potential solutions
traffic calming plan development process
before and after traffic study process
A Fire Department representative will attend the meeting to explain response needs of the emergency
service providers and any concerns the Fire Department has with potential traffic calming on the
candidate street. Also, a Police Department representative will attend the meeting to respond to
questions about enforcement issues.
Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan
By meeting and working closely with the residents, staff will be able to assist in:
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assessing neighborhood needs
identifying alternatives
developing initial plans or solutions
finalizing the comprehensive plan based upon
o sound engineering principles
o neighborhood input
o state-of-the-art traffic calming practices
Throughout design development of the conceptual plan, all residents within the PAOI will be provided
updates and will be encouraged to offer input. The residents will be actively involved in all aspects of
developing the comprehensive neighborhood traffic calming plan and will be expected to commit the
time and effort needed to develop a successful plan. Directly affected residents and property owners
will be notified and involved with the development of the conceptual plan.
The length of time needed to develop the conceptual plan is dependent upon the complexity of the
issues, the level of neighborhood involvement and support, project cost and the willingness of the
residents to aggressively pursue plan development. The series of meetings leading to completion of a
final conceptual plan for presentation to the neighborhood could take six months or longer.
Step 7 Mail Support Survey for Final Conceptual Plan
A mail support survey will be conducted by city staff upon completion of the conceptual plan developed
by residents and staff and evidence of a generally favorable consensus on the plan by interested
residents. The purpose of the survey will be to determine if the neighborhood (PAOI) is in favor of the
proposed plan by a super majority (67% or more).
Residents and non-resident owners within the PAOI will be included in the survey, essentially following
the eligibility procedures addressed in Phase II. If necessary, and as determined by city staff based upon
the proposed conceptual traffic calming plan, additional properties may be included or excluded by
expanding or reducing the boundaries of the PAOI. The revised PAOI will become the new PAOI for
purposes of the survey and other communications with residents affected by the proposed traffic
calming project.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of those contacted fill out and return the survey. Staff will then
analyze the returns to determine if 67% or more of the PAOI community responding supports
proceeding to the final plans, specifications and estimates (PS&E) stage and for the installation of
temporary features. Staff will notify by mail all individuals within the PAOI of the survey results and the
next steps in the process.
If 50% of the surveys are not returned, an outreach program must be developed by the residents with
the assistance of staff. Re-survey will occur after all steps established in the outreach program are
completed.
A re-survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved
by 67% or more of the returned surveys, the residents may choose to develop an alternative plan or
abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will be tested
by the support survey process in this step. If a conceptual plan fails to garner support of the residents in
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the PAOI after the second survey, no further surveys will be conducted by city staff for a minimum of
one year.
If neighborhood support for the Phase III traffic calming concept plan is established, staff can proceed to
Step 8.
Step 8 Environmental Review
Upon confirming the neighborhood support for the Phase III concept plan and funds have been
identified, allocated and approved, staff will initiate environmental review of the proposed project
through the City of Carlsbad Planning Department. Generally, traffic calming improvements proposed
within the existing street right-of-way are found to be exempt from detailed environmental review.
Step 9 Complete Final Design
Final design of the traffic calming plan can be started by staff concurrent with processing the
environmental document. However, the final plan cannot be completed beyond the 30% stage until
environmental certification is received and funding for the project is secured. Depending upon the
complexity of the final plan, a consultant may be hired by the city. After completion of the final design,
staff will initiate installation of temporary measures to simulate the effect of the proposed permanent
traffic calming measures. The Police and Fire Departments will have considerable input during the final
design.
Step 10 Final Approval by the City Council
The approved Phase III design plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for the final traffic
calming project and to hear public testimony on the matter. If Council decides the project is acceptable,
it will so indicate by adopting a resolution authorizing advertising for construction bids, thus taking the
first step toward installation of the project. If, on the other hand, the Council does not support the
proposal, staff may be directed to abandon the plan, or to return to the neighborhood for refinement of
the plan, or to take no further action.
Step 11 Project Construction
Construction of the approved project, in most cases, will be performed by a licensed contractor selected
through the city's formal construction bidding process. After a contractor is selected by the city,
individuals within the PAOI will be notified of the construction schedule.
Step 12 Project Monitoring
Traffic calming projects that have been constructed will be monitored for effectiveness during the first
year following completion of the installation and also during the second year after the installation.
If residents of the neighborhood believe that the traffic calming measures, impacts and results do not
meet their expectations, they may request removal of the permanent measures. The request for
removal must follow the Traffic Calming Measures Removal Process and be submitted at least one year
from date of Phase III installation.
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17
Traffic Calming Measures Removal Process (Phase II and III)
Individuals within a neighborhood may determine that one or more traffic calming measures should be
removed. If so, a petition favoring removal and signed by 80% of the eligible individuals within the PAOI
or expanded PAOI, if applicable, must be sent to staff. Eligibility criteria for signing the petition will be
the same as for previously indicated voting procedures (one signature per household or property). A
sample petition is provided on the next page for use by the neighborhood contact person to collect
signatures.
Staff will review the petition, determine if the 80% threshold is met and notify all residents and non-
resident owners within the PAOI of the results. No removal petition will be accepted by staff during the
test period when temporary measures are being reviewed.
If the petition has 80% or more valid signatures, it will be submitted to the Traffic Safety Commission for
consideration. All individuals within the PAOI will be notified in writing of the meeting and will have the
opportunity to address the Commission with their concerns. The Traffic Safety Commission
recommendation, whether to deny or sustain the removal petition, will be forwarded to the City
Council.
All residents and non-resident owners within the neighborhood PAOI will be notified by mail of the date
when the City Council will consider their request for removal of the traffic calming measure(s). Each
interested resident will have the opportunity to address the City Council. A final decision will be made by
the City Council based upon staff input, Traffic Safety Commission recommendations and citizen
comments. As appropriate, staff will initiate action on the City Council's decision. All residents and non-
resident owners within the PAOI will be notified of the City Council decision by mail.
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18
PETITION
REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S)
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
CONTACT PERSON: DATE:
CONTACT PERSON ADDRESS:
CONTACT PERSON TELEPHONE:
The undersigned state they that they are requesting that the City of Carlsbad consider removing the
traffic calming measure(s) installed on ________________________________(street name).
The measure or measures to be removed are: ______________________________________
____________________________________________________________________________
___________________________________________________________________________.
The undersigned further state they have read the Travel Calming Removal Process section contained in
the Carlsbad Residential Traffic Management Program.
Name (please print) Address (please print) Telephone Signature
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
(attach additional sheets as necessary)
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
19
PROGRAM UPDATE PROCEDURES
It is intended that the Carlsbad Residential Traffic Management Program be dynamic and subject to
change. Traffic calming measures, techniques and/or methodologies continue to evolve. What was once
in favor and popular to implement may have been subsequently found by agencies to be undesirable,
unworkable or unacceptable to the neighborhood.
Revisions to the Carlsbad Residential Traffic Management Program (CRTMP) are expected. When
revisions are suggested, a formal review and approval process of the revision(s) will be followed.
Steps in the revision/update process are as follows:
Step 1 Initiation of Revision
A change or revision may be initiated by the City Council, staff or a citizen. It is suggested that the
requested revision be made in writing, with the reasons for or intent of the revision clearly stated. A
compelling reason to initiate the update process or to change the process must be offered to be
favorably received.
Step 2 Review by Staff
Suggested revisions will be thoroughly researched and reviewed by staff to determine if they are
appropriate for inclusion in the Carlsbad Residential Traffic Management Program. Other City
departments will also be consulted and, as necessary, comments from stakeholders will be solicited.
Changes to traffic calming measures, procedures or methodologies will only be considered by the Traffic
Safety Commission once a year, unless such measures, procedures or methodologies are determined to
be illegal.
Step 3 Response to Initiator
Staff will respond in writing to the individual proposing the revisions, commenting on their suitability or
requesting additional information as needed. Revisions deemed unacceptable by staff will not be
processed further. Revisions recommended by staff for further consideration will be scheduled for
discussion at a Traffic Safety Commission meeting. Only those suggested revisions that significantly
enhance the overall Carlsbad Residential Traffic Management Program will be considered for acceptance
and submitted to the Traffic Safety Commission.
Step 4 Review by the Traffic Safety Commission
All revisions proposed during any 12-month period will be reviewed by the Traffic Safety Commission at
the end of such period. The recommendations of the TSC on all such proposed revisions will be
forwarded to the City Council. The TSC review meetings will be duly noticed and open to the public for
their input on revisions or changes.
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Step 5 Review and Approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety
Commission. Staff may be directed by the Council either to implement the revisions to the program and
the supporting documents or to take no action on the requested revision. Noticing procedures for the
Council meeting will be the same as for the Traffic Safety Commission meeting and all interested
residents will be encouraged to attend the Council meeting to make their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic calming
program in progress. A neighborhood that has started development of its traffic calming program will
continue the process without change.
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Measures Not Recommended for Use
Several traffic management measures were evaluated and determined to be unsuitable for use in
Carlsbad. Listed following are measures not recommended for installation on public streets and,
therefore, not proposed for consideration as part of a neighborhood traffic calming project.
Rumble Strip
A rumble strip is an alteration to the paved street surface by various techniques to draw the driver's
attention to a roadway condition. This measure is not acceptable in a residential neighborhood due to
the noise and vibration created when a vehicle is driven over the rumble strip.
One-Way Street
A one-way street may encourage increased speeds and may result in additional traffic volumes on a
nearby street due to diverted traffic. On a residential street, confusion and wrong-way travel may result
as a one-way street is an atypical encounter for drivers when leaving a single-family residence.
Miscellaneous Non-Standard Devices
Signs and/or striping not recognized by the State of California Department of Transportation (Caltrans)
as an official traffic control device shall not be used in the public right-of-way. These signs typically
include CHILDREN AT PLAY, SLOW and others. Non-official signs are of the novelty type, many have
messages that are misinterpreted by drivers, have no legal meaning and their use can expose the City to
tort liability. These types of signs do not command the attention or respect of drivers that are repeat
users of the street. Using signs that are not officially approved may give a false sense of security to
residents. Additionally, the signs raise expectations that some degree of protection is provided through
their use when, in reality, this is not the case.
Cul-de-Sacs and Road Closures
Streets have been designed and constructed to facilitate multiple points of egress for the residents and
multiple ways for an emergency vehicle to respond to an incident. Basic circulation patterns are
intended to remain. Streets will not be truncated through the construction of a barrier to cause a road
closure or by converting the end of the street into a cul-de-sac through construction of a turnaround.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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ACRONYMS AND GLOSSARY
California Vehicle Code A document published by the Department of Motor Vehicles
containing laws relating to the use of streets and the operation
of vehicles thereon.
Circulation Element Comprehensive plan in Carlsbad for the safe and efficient
movement of people and goods.
Critical Speed (85th percentile) The speed at which 85% of the vehicles are traveling at or below.
General Plan A document required by law that contains the overall goals,
objectives and policies for development of the City.
ITE Institute of Transportation Engineers
Midblock Any point located between two successive intersections.
NTCC Neighborhood Traffic Calming Committee
PAOI Project Area of Influence
PS&E Plans, specifications and estimates used to construct projects.
Traffic Calming The combination of mainly physical measures that reduces the
negative effects of motor vehicle use, alters driver behavior and
improves conditions for non-motorized street users—ITE
definition.
CRTMP Carlsbad Residential Traffic Management Program
Toolbox Traffic calming measures ("tools") used to reduce vehicle speeds
and/or minimize volumes on residential streets.
TR Traffic Request. Used by transportation staff to log, file and
track project requests.
TSC Traffic Safety Commission
Warrants Established, objective criteria used to evaluate traffic conditions.
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Sept. 6, 2022 Item #9 35Sept. 5, 2023 Item #3 Page 170 of 256
TB-1
TRAFFIC CALMING TOOLBOX
Traffic control devices are those official signs and striping placed in the public right-of-way and
recognized by the public such as STOP signs, curve warning signs, centerline striping, etc. These
devices have been officially approved by the State of California Department of Transportation
(Caltrans) pursuant to legislative authority provide for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that may not be officially
approved through legislative action by the State of California. Commonly referred to as “tools”,
the traffic calming measures or features available for use in Carlsbad are available in this
program’s “toolbox”.
Each tool listed is unique and has a specific purpose for addressing residential street traffic
concerns that require some form of traffic calming. Each tool has its own set of advantages and
disadvantages and a range of costs. More than just a structural feature on a street, traffic
calming tools also encompass education, enforcement, engineering and enhancement.
The following pages identify tools that have been endorsed and available for use in Carlsbad.
They were chosen for:
Appropriateness to address traffic concerns in Carlsbad.
Acceptability to stakeholders including the Fire and Police Departments.
Suitability for use in residential neighborhoods.
Each traffic calming measure is briefly described, application for usage listed, and possible
advantages and disadvantages outlined. Estimated costs have been provided when the cost of
the measure was able to be determined.
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TB-2
Sept. 6, 2022 Item #9 37Sept. 5, 2023 Item #3 Page 172 of 256
TB-3
Phase I
Education
Description:
Conversations, meetings, e-mails,
letters and handouts to residents
regarding neighborhood traffic and
pedestrian safety issues.
Application:
Traffic education is intended to make
residents aware of local residential
speed limits and other neighborhood
traffic and safety concerns.
Advantages:
Allows residents to express views
and obtain answers.
Identifies issues of concern and
solutions.
Disadvantages:
Effectiveness may be limited.
Potentially time consuming.
Limited audience.
Special Considerations:
Meetings need to stay focused on specific traffic issues.
Cost:
Varies (staff time and published materials).
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TB-4
Phase I
Police Presence
Description:
Police vehicles drive through or stop for a few
minutes on residential streets to observe
driver behavior.
Application:
Police presence is used to make a visual
showing in residential neighborhoods to help
discourage speeding.
Advantages:
Shows an enforcement presence.
May help slow vehicle speeds.
Disadvantages:
Presence without enforcement has
limited effectiveness.
Limited police resources.
Special Considerations:
Typically only effective when officer is present.
Used on residential streets with complaints of speeding.
Cost:
N/A
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TB-5
Phase I
Police Enforcement
Description:
The Police Department deploys motorcycle or
automobile officers to perform targeted
enforcement on residential streets.
Application:
Targeted police enforcement used to make
drivers aware of local speed limits and to
reduce speeds by issuing citations.
Advantages:
Effective, visible enforcement.
Driver awareness increased.
Can be used on short notice.
Can reduce speeds temporarily.
Disadvantages:
Temporary measure.
Requires long-term use to be effective.
Limited police resources.
Special Considerations:
Typically only used on residential streets with documented speeding problems.
Typically only effective while officer is actually monitoring speeds.
Benefits are short-term without regular periodic enforcement.
Expensive.
Cost:
N/A
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TB-6
Phase I
Speed Feedback Signs
Description:
A portable device equipped with a
radar unit that detects, displays and
records the speed of passing vehicles.
The sign can be set to display the speed
on its screen or show a blank screen for
data collection only.
Application:
May help discourage speeding on
neighborhood streets through
education (when set on display mode)
by showing drivers their current speed.
Advantages:
Effective educational tool.
Good public relations tool.
Encourages speed compliance.
Can reduce speeds temporarily.
Disadvantages:
Not an enforcement tool.
Ineffective on multi-lane roadways.
Less effective on high volume streets.
Limited Police Department resources to install
Special Considerations:
Can be installed on a street light standard where a resident indicates there is a speeding problem.
Typically only effective in reducing speeds when the sign is present and set on display mode.
Some motorists may speed up to try to register a high speed (when on display mode).
Recommend for temporary use only.
Cost:
$5,000 each unit
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TB-7
Phase I
Speed Limit Signs
Description:
25 mile per hour speed limit signs are installed
on neighborhood residential streets that meet
the legal definition of a RESIDENCE DISTRICT.
Application: Speed limit signing encourages
slower vehicle speeds along residential
streets. Signs are only installed along streets
where speeding is a problem.
Advantages:
Clearly indicates prima facie speed limit.
Usually popular with residents.
Low cost of installation.
Disadvantages:
Not effective by themselves.
May add to sign clutter.
Increased cost of sign maintenance.
Special Considerations:
Typically only installed on streets where speeding is a documented problem.
Requires police enforcement to be effective.
Cost:
$200 per sign.
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TB-8
Phase I
Speed Limit Pavement Legends
Description:
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application:
Speed limit pavement legends increase driver
awareness of the speed limit to help reduce
speeding.
Advantages:
Supplement to speed limit signs.
May help reduce speeds.
Usually popular with residents.
Disadvantages:
Not effective or legal by themselves.
Increase in maintenance cost.
Special Considerations:
Should only be installed on streets where speeding is a documented problem.
Cost:
$350 per legend.
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TB-9
Phase I
Warning Signs
Description:
Standard warning signs give drivers advanced
notice of roadway conditions.
Application:
Warning signs advise motorists to reduce their
speed.
Advantages:
Informs motorists of roadway conditions.
Low cost of installation.
Disadvantages:
May add to sign clutter.
Increased cost of sign maintenance.
Not a regulatory sign.
Special Considerations:
Advisory only, cannot be enforced.
Cost:
$200 per sign.
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TB-10
Phase I
Neighborhood Speed Monitoring Program
Description:
Resident writes down the license plate
number of vehicle(s) observed to be speeding
noting date, time & location. Information is
called in to the Traffic Division of the Police
Department. The Police Department sends a
letter to the registered vehicle owner
informing them their vehicle was observed to
be speeding on the stated street on the
specified date, time & location. The vehicle
owner is informed that residents are very
concerned about speeding & are requested to
observe the 25 mph residential speed limit.
Application:
The Neighborhood Speed Monitoring Program
helps to discourage speeding through
neighborhood & Police Department
involvement, awareness & neighborhood peer
pressure.
Advantages:
Encourages speed compliance.
Creates neighborhood involvement
and awareness.
Disadvantages:
Not an enforcement tool.
Requires Police Department resources
to send letters.
Cost:
police Department staff time to send out letters.
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TB-11
Phase II
Residential STOP Signs
Description:
Residential stop signs may be considered
for installation under special
circumstances for speed reduction at
intersections on residence district streets.
Application:
The installation of residential stop signs at
intersections reduces the uncontrolled
length of a street, which may help to
reduce vehicle speeds on the street.
Advantages:
May help reduce vehicle speeds
within 150-200 feet of intersection.
Favored by many residents.
Low cost of installation.
Disadvantages:
Non-enforcement may lead to a general non-
compliance of stop signs.
May divert traffic to other streets.
Emergency response times slightly impacted.
Increased maintenance costs
May lead to increased noise/air pollution
Not as effective as horizontal deflective
measures such as traffic circles.
Special Considerations:
To control vehicle speeds, the recommended spacing of this traffic calming measure on a residential
street is typically between 300 to 700 feet.
Requires stop limit line and stop legend to be painted on the street which may lead to sign clutter.
Requires stop limit line and stop legend to be painted on the street.
Cost:
$2,000 (two approaches) - $4,000 (four approaches).
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TB-12
Phase II
Speed Table
Description:
Speed tables are constructed 3 to
4 inches above the elevation of
the street. They feature ramps on
the approaches and a flat top,
typically about the length of a
passenger car.
Application:
Speed tables help reduce vehicle
speeds at mid-block locations.
Advantages:
Reduces vehicle speeds.
Access not affected.
Generally results in a gentler
ride as compared to speed
lumps.
Disadvantages:
May increase noise.
Emergency response times affected.
Increased maintenance costs.
Perception of reducing property values.
May not be as aesthetically pleasing as chicanes.
Special Considerations:
Requires special signing and markings which may lead to sign clutter.
Careful attention required for drainage issues and other design issues.
Works well in combination with curb extensions and curb radius reductions.
At existing crosswalk locations, a crosswalk may be painted on the proposed speed table.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed table locations and spacing.
Cost:
$8,000 - $14,000 each (prefabricated).
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TB-13
Phase II
Speed Cushions
Description:
Prefabricated rubber or field
formed asphalt approximately 3
inches in height and 7-12 feet in
length installed in a series across
a roadway. Transverse cuts
across the cushion allow some
emergency vehicles to pass
without vertical deflection.
Application:
Reduce vehicle speeds without
significantly impacting some
emergency vehicle response
time.
Advantages:
Reduces vehicle speeds.
May reduce vehicle volumes.
Disadvantages:
May increase noise.
Aesthetics.
May divert traffic to other streets.
Perception of reducing property values.
Increased maintenance costs.
Some emergency vehicles impacted by slowing response
times.
Special Considerations:
Requires special signing and markings.
To control vehicle speeds, the spacing must be carefully evaluated.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed lump locations and spacing.
Cost:
$4,000 - $6,000 each (prefabricated).
Sept. 6, 2022 Item #9 48Sept. 5, 2023 Item #3 Page 183 of 256
TB-14
Phase II
High Visibility Crosswalks
Description:
High visibility crosswalks established by
painting stripes between the crosswalk's
outer boundary stripes.
Application:
High visibility crosswalks increase crosswalk
visibility to drivers.
Advantages:
More visible to the driver than
traditional crosswalks.
Disadvantages:
May give false sense of security to
pedestrians.
Higher maintenance costs.
Special Considerations:
Should only considered at controlled intersections where painted crosswalks already exist.
Pedestrians may place too high a reliance on its ability to control driver behavior.
Can be used at high pedestrian volume crossing locations.
Cost:
$1500 to $7,000 each.
Sept. 6, 2022 Item #9 49Sept. 5, 2023 Item #3 Page 184 of 256
TB-15
Phase II
Narrowing Lanes (Striping)
Description:
Striping used to narrow traffic
lanes. The "extra" pavement width
can be used to create or add to
bicycle and/or parking lanes. Lane
striping can also be used to visually
simulate the hardscape features
that define the horizontal traffic
calming measures found in Phase
III.
Application:
Narrowing lanes with striping used
to help slow vehicle speeds.
Horizontal measures can be
simulated with striping but are not
as effective as Phase III traffic
calming measures that use
hardscape to deflect traffic.
Advantages:
Can be quickly implemented in
some circumstances.
May reduce travel speeds.
May improve safety.
Disadvantages:
Not effective as stand-alone measure.
May lead to loss of parking.
Increases regular maintenance.
Some residents may oppose striping on neighborhood
streets.
Increases resurfacing costs.
Special Considerations:
Narrowed travel lanes create "friction" to help slow vehicle speeds.
Can be installed quickly.
Designated bicycle lanes and/or parking lanes can be created.
Adds centerline and edgeline striping to neighborhood streets.
Cost:
$0.75 per linear foot.
Sept. 6, 2022 Item #9 50Sept. 5, 2023 Item #3 Page 185 of 256
TB-16
Phase II
Neighborhood Signs
Description:
Neighborhood signs involve the use of special
signs such as "ENTERING A TRAFFIC CALMED
NEIGHBORHOOD" to increase motorist
awareness.
Application:
Neighborhood signs help reduce speeding on
residential streets.
Advantages:
May increase driver awareness.
May cause drivers to slow down.
Low cost of installation.
Disadvantages:
May have no lasting effect.
Can create false sense of security.
Adds to sign clutter.
Increased cost of sign maintenance.
Not a standard MUTCD sign.
Special Considerations:
Installed at entry points to a neighborhood.
Cost:
$$200 per sign.
Sept. 6, 2022 Item #9 51Sept. 5, 2023 Item #3 Page 186 of 256
TB-17
Phase III
Turn Restrictions via Signs
Description:
Standard "No Left Turn", "No Right Turn",
or "Do Not Enter" signs used to prevent
undesired turning movements onto
residential streets.
Application:
Turn restriction signing used to reduce
cut-through traffic on residential streets.
Advantages:
Redirects traffic to main streets.
Reduces cut-through traffic.
Low cost.
Disadvantages:
May divert traffic to other streets.
Inconvenient to residents.
Enforcement required.
Adds to sign clutter.
Violation rates can be high without
enforcement.
Special Considerations:
Installed at entry points of a neighborhood to prevent traffic from entering.
Has little or no effect on speeds for through vehicles.
With active enforcement, violation rates can be reduced.
Cost:
$200 per sign.
Sept. 6, 2022 Item #9 52Sept. 5, 2023 Item #3 Page 187 of 256
TB-18
Phase III
Textured Pavement
Description:
Textured pavement is installed in the roadway
typically to provide an entry statement to the
neighborhood.
Application:
Used as a visual cue for drivers to slow down.
Advantages:
Aesthetic/visual enhancement.
Provides entry statement to traffic calmed
area.
Disadvantages:
Increase in maintenance.
Increase in noise.
Expensive.
Special Considerations:
Textured pavement has minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally influenced.
Cost:
$10 per square foot.
Sept. 6, 2022 Item #9 53Sept. 5, 2023 Item #3 Page 188 of 256
TB-19
Phase III
Entry Treatment
Description:
Entry treatments consist of raised landscaped
median islands and textured pavement features
and are located at entries to neighborhoods.
Application:
Entry treatments help reduce speed. They provide
visual cues to drivers they are entering a
residential area or that surrounding land uses are
changing.
Advantages:
May reduce vehicle speeds.
Creates an identify for the
neighborhood.
May reduce cut-through traffic.
Opportunity for landscaping.
Disadvantages:
Increase in noise.
May require removal of parking.
Can impede truck movements.
Creates physical obstruction.
Increase in maintenance.
Special Considerations:
Entry treatments have minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally affected.
Entry treatments make drivers more aware of the neighborhood environment.
Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
Cost:
$21,000 to $35,000 per approach.
Sept. 6, 2022 Item #9 54Sept. 5, 2023 Item #3 Page 189 of 256
TB-20
Phase III
Center Island Narrowing
Description:
Center island narrowing is the construction
of a raised island in the center of a wide
street.
Application:
Center islands are installed on wide streets
to help lower speeds and/or to prohibit left-
turning movements. They also provide a
mid-point refuge area for pedestrians.
Advantages:
Reduces vehicle speeds.
Can reduce vehicle conflicts.
Reduces pedestrian crossing width.
Landscaping opportunity.
Disadvantages:
May require parking removal.
May reduce driveway access.
May impact emergency vehicles.
May divert traffic to other streets.
Special Considerations:
When used to block side street access, may divert traffic.
May visually enhance the street with landscaping.
Bicyclists prefer not to have travel way narrowed.
Cost:
$14,000 to $28,000 each.
Sept. 6, 2022 Item #9 55Sept. 5, 2023 Item #3 Page 190 of 256
TB-21
Phase III
Curb Radius Reduction
Description:
Removal of existing larger radius curb returns
at an intersection and construction of smaller
radius curb returns.
Application:
Curb radius reductions slow vehicle turning
speeds and shorten pedestrian crossing
distance.
Advantages:
Shorter pedestrian crossing width.
Slower vehicle turning speeds.
Opportunity for landscaping.
Disadvantages:
Impacts large vehicle turns.
Special Considerations:
Careful attention needs to be given to drainage issues and turning radii.
Cost:
$12,000 to $18,000 (four-leg intersection)
Sept. 6, 2022 Item #9 56Sept. 5, 2023 Item #3 Page 191 of 256
TB-22
Phase III
Traffic Circle
Description:
Traffic circles are raised circular islands
installed in an existing intersection. Traffic
circles require drivers to slow down to
maneuver around the circle.
Application:
Traffic circles provide speed control.
Advantages:
Effectively reduces vehicle speeds.
Reduces collision potential.
Better side-street access.
Opportunity for landscaping.
Disadvantages:
May increase bicycle/automobile conflicts.
Can increase emergency vehicle response time.
Can restrict large vehicle access.
Expensive.
Some left-turning vehicles must negotiate
circle clockwise.
Special Considerations:
Traffic circles are best used in a series or with other devices.
About 30 feet of curbside parking must be prohibited in advance of circle.
Requires the installation of signs and pavement markings.
Traffic circles are less effective at T-intersections.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of traffic circle locations.
Cost:
$20,000 to $35,000 per intersection.
Sept. 6, 2022 Item #9 57Sept. 5, 2023 Item #3 Page 192 of 256
TB-23
Phase III
Raised Intersection
Description:
A raised intersection is a flat, raised area
covering an entire intersection. There are
ramps on all approaches. The plateau is
generally about 4" high. Typically, the
raised intersection is finished with
textured pavement.
Application:
Raised intersections reduce vehicle speeds
and provide for safer pedestrian crossings.
Advantages:
Effectively reduces vehicle speeds.
Enhances pedestrian safety.
Can be aesthetically pleasing.
Disadvantages:
Expensive to construct and maintain.
Requires drainage modifications.
Affects emergency vehicle response time.
May require bollards around corners.
Special Considerations:
Makes intersections more pedestrian-friendly.
Special signing is required.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and the Police Department
and its use requires extensive evaluation of the specific location and impacts to emergency
response times.
Cost:
$48,000 to $110,000 per intersection.
Sept. 6, 2022 Item #9 58Sept. 5, 2023 Item #3 Page 193 of 256
TB-24
Phase III
Mid-Block Choker
Description:
Mid-block chokers are curb extensions
that narrow a street by extending
the curbs towards the center of the
roadway. The remaining street cross-
section consists of two narrow lanes.
Application:
Reduces speeds by narrowing the roadway
so two vehicles can pass slowly in opposite
directions.
Advantages:
Effectively reduces vehicle speeds.
Shorter pedestrian crossing width.
Improves sight distance.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
May impede truck movements.
May impact driveway access.
Special Considerations:
Preferred by many emergency response agencies to other measures.
Provide excellent opportunities for landscaping.
Cost:
$14,000 per location
Sept. 6, 2022 Item #9 59Sept. 5, 2023 Item #3 Page 194 of 256
TB-25
Phase III
Lateral Shift
Description:
A lateral shift is the construction of curb
extensions into the roadway that creates a
horizontal deflection drivers must
negotiate.
Application:
A lateral shift helps reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Cost:
$14,000 to $28,000 per location.
Sept. 6, 2022 Item #9 60Sept. 5, 2023 Item #3 Page 195 of 256
TB-26
Phase III
Chicane
Description:
A chicane is a series of two or more
staggered curb extensions on alternating
sides of a roadway. The horizontal
deflection causes motorists to reduce
speed.
Application:
Chicanes help reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
May require removal of substantial amounts of on-street parking.
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Provide landscaping opportunities.
Most residents would have their driveways affected.
Cost:
$40,000 to $80,000 per location.
Sept. 6, 2022 Item #9 61Sept. 5, 2023 Item #3 Page 196 of 256
TB-27
Phase III
Intersection Bulb-Out
Description:
Intersection bulb-outs narrow the street
by extending the curbs toward the center
of the roadway.
Application:
Used to narrow the roadway and to create
shorter pedestrian crossings. They also
influence driver behavior by changing the
appearance of the street.
Advantages:
Improve pedestrian visibility.
Shorter pedestrian crossing width.
May reduce vehicle speeds.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
Impacts large vehicle turns.
Special Considerations:
Intersection bulb-outs at transit stops enhance service.
May require landscape maintenance to preserve sight distances.
Fire Department Evaluation:
Intersection Bulb-Outs shall be restricted to only one of the two intersecting streets.
Cost:
$14,000 to $28,000 (four-leg intersection).
Sept. 6, 2022 Item #9 62Sept. 5, 2023 Item #3 Page 197 of 256
TB-28
Phase III
Realigned Intersection
Description:
"T" intersections are realigned/modified
by constructing horizontal deflection
which forces previous straight-through
movements to make slower turning
movements.
Application:
Realigned intersections help reduce
vehicle speeds.
Advantages:
Reduces vehicle speeds.
No significant impact on emergency
and transit service.
May discourage through traffic.
Opportunity for landscaping.
Disadvantages:
Removal of parking required.
Increased maintenance.
May divert traffic to other streets.
Special Considerations:
Reduces vehicle speeds near intersection.
May change STOP sign configuration and affect emergency response times.
Careful attention needs to be made to drainage issues.
Cost:
$14,000 to $28,000 each intersection.
Sept. 6, 2022 Item #9 63Sept. 5, 2023 Item #3 Page 198 of 256
TB-29
Phase III
Forced Turn Channelization
Description:
Forced turn channelization are raised
median islands that restrict specific
movements at an intersection.
Application:
Forced turn channelization reduces traffic
volumes/cut-through traffic.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Shorter pedestrian crossing distances.
Disadvantages:
May divert traffic to other streets.
Can increase trip lengths.
Special Considerations:
Has little or no effect on speeds for through vehicles.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Cost:
$7,000 to $14,000 per approach.
Sept. 6, 2022 Item #9 64Sept. 5, 2023 Item #3 Page 199 of 256
TB-30
Phase III
Median Barrier
Description:
Median barriers are raised islands constructed
through intersections that prevent left turns
and side street through movements.
Application:
Median barriers reduce cut-through traffic.
Advantages:
Redirects traffic to other streets.
Reduces cut-through traffic.
Provides pedestrian refuge area.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
Increases trip lengths.
May impact emergency response.
Creates physical obstruction.
Special Considerations:
Should not be used on critical emergency response routes.
Landscaping needs to be carefully designed to not restrict visibility for motorists, bicyclists and
pedestrians.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$14,000 to $28,000 each.
Sept. 6, 2022 Item #9 65Sept. 5, 2023 Item #3 Page 200 of 256
TB-31
Phase III
Semi-Diverter
Description:
Semi-diverters are curb extensions that
restrict movements into a street. They are
constructed to approximately the center of
the street, obstructing one direction of traffic.
A one-way segment is created at the
intersection, while two-way traffic is
maintained for the rest of the block.
Application:
Semi-diverters reduce traffic volume.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Reduces pedestrian crossing widths.
Opportunity for landscaping.
Disadvantages:
May divert traffic to other streets.
May increase trip lengths.
May require the removal of parking.
Increased maintenance.
Special Considerations:
Restricts access into street while allowing residents access within block.
Potential use must consider how residents will gain access.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $28,000 each.
Sept. 6, 2022 Item #9 66Sept. 5, 2023 Item #3 Page 201 of 256
TB-32
Phase III
Partial Diverter
Description:
Partial diverters are raised areas placed
diagonally across a four-legged
intersection (3/4 closure). They prohibit
through movements by creating two "L"
shaped intersections, with one leg having
a right turn.
Application:
Partial diverters help reduce cut-through
traffic. They also minimally decrease
speeds near the intersection.
Advantages:
Reduces cut-through traffic.
Minimal impact to emergency access.
Reduces collision potential.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
May increase trip lengths.
Special Considerations:
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Can be attractively landscaped.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its
use requires extensive evaluation of the specific location and impacts to emergency response
times.
Cost:
$20,000 to $48,000 each.
Sept. 6, 2022 Item #9 67Sept. 5, 2023 Item #3 Page 202 of 256
TB-33
Phase III
Diagonal Diverter
Description:
Diagonal diverters are raised areas placed
diagonally across a four-legged intersection.
They prohibit through movements by creating
two "L" shaped intersections.
Application:
Diagonal diverters reduce traffic volumes.
They also minimally decrease speeds near the
intersection.
Advantages:
Reduces cut-through traffic.
Self-enforcing.
Reduces vehicle conflicts.
Opportunity for landscaping.
Disadvantages:
Increases out of direction travel.
Increases trip lengths.
Impedes emergency vehicles.
Special Considerations:
Can be designed to allow emergency vehicle access.
Can be designed to allow pedestrian and bicycle access.
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$25,000 to $52,000 each.
Sept. 6, 2022 Item #9 68Sept. 5, 2023 Item #3 Page 203 of 256
From:Amie Boring
To:Traffic
Subject:Traffic & Mobility Meeting Sep 6 Agenda Item 9
Date:Monday, September 5, 2022 11:37:53 AM
To Whom it May Concern,
As part of the bike safety improvements, I suggest an education campaign for drivers. First,
on bridges especially, or any road that shows the bike symbol and the bike may take the full road, autos routinely cross the double yellow line to pass a cyclist. When an oncoming auto
approaches, the auto tries to come back into the lane with the cyclist. The car will win every time.
Second, the new green striping on coast highway is a terrific visual indicator, but auto drivers
do not know exactly what the rules of the road are, especially as it regards turning when a cyclist is in the bike lane.
I think the eclectic signs posted about speeding could be used to help educate drivers.
Thank you.
--
Amie Boring
CAUTION: Do not open attachments or click on links unless you recognize the sender and
know the content is safe.
Sept. 5, 2023 Item #3 Page 204 of 256
Carlsbad Residential Traffic
Management Program Update
Miriam Jim, Senior Engineer
John Kim, City Traffic Engineer
September 6, 2022
Sept. 5, 2023 Item #3 Page 205 of 256
RECOMMENDED ACTION
•Provide feedback on the proposed changes
to the CRTMP
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 206 of 256
•Carlsbad Residential Traffic Management
Program (CRTMP) was developed in 2001
and revised in 2011
•Program outlines the process and
procedure for implementing traffic
calming measures on residential streets
•Program is currently designed for
residential streets with low volume and
low speed
BACKGROUND
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 207 of 256
CURRENT CRTMP
•Phase I –Education and Enforcement
•Phase II –Cost Effective Traffic Calming Measures
•Phase III –Traditional Traffic Calming Measures
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 208 of 256
PHASE I
EDUCATION AND ENFORCEMENT
•Initiated when a resident contacts the City to express
concerns regarding speeding and cut-through traffic
•Phase I focus on education and enforcement through signage
& striping measures and police presence and police
enforcement
•Deployment of temporary speed feedback signs
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 209 of 256
PHASE I
EDUCATION AND ENFORCEMENT
Regulatory Sign Temporary Speed
Feedback Sign Enforcement
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 210 of 256
PHASE II
TRAFFIC CALMING MEASURES
•Critical speed of 32 mph or higher to be eligible
•Cost-effective traffic calming measures such as speed
cushions and traffic circles
•Neighborhood meeting and support survey
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 211 of 256
NEIGHBORHOOD MEETING
•Community consensus and support is key to success
•City hosts neighborhood meetings
•Staff develops concept plans for Phase II Traffic Calming
•Neighborhood meeting attendees select a preferred concept
plan to proceed with support survey
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 212 of 256
MAIL SURVEY
•Residents and non-resident owners within the project area
of influence are eligible to participate in the mail survey
•A minimum of 50% of the surveys must be returned to be
considered as a valid survey
•A minimum of 67% of the returned surveys supporting the
concept plan is required to proceed with design and
implementation
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 213 of 256
EXAMPLES OF PHASE II MEASURES
Curb Extensions Speed Cushions Traffic Circles
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 214 of 256
PHASE III
TRADITIONAL TRAFFIC CALMING
•If Phase II solutions do not adequately address the reported issues,
residents can request Phase III
•A list of eligibility criteria need to be met, including consideration of
travel speeds, traffic volumes, collision history, absence of sidewalks,
proximity to schools and presence of marked crosswalks
•Phase III has not yet been implemented on any residential streets in
the city
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 215 of 256
PREVIOUSLY PROPOSED CHANGES
•On December 6, 2021, Traffic and Mobility Commission supported the
following proposed changes to the CRTMP
1.Remove STOP signs from Phase II Toolbox
2.Remove High Visibility Crosswalks from Phase II Toolbox
3.Include Traffic Circles as Phase II Tool
4.Limit deployment of temporary speed feedback signs on the same
street to once every 2 years
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 216 of 256
ADDITIONAL CHANGES PROPOSED
•Staff Recommends:
•Simplify program by removing Phase III and
moving Phase III measures to Phase II
•Two-Phase Program
•Revise CRTMP Toolbox
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 217 of 256
REMOVE PHASE III OF CRTMP
•Phase II measures have been successful in the past
•Phase III has never been implemented on any street in the city
•A Two-Phase Program would be straight forward, proven to be
successful and reflect past effort on implementing traffic calming on
residential streets in the city
•“Request for Removal” will be modified to “Request for
Modifications/Removal” to provide a way for residents to request
changes to the already implemented Phase II measures
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 218 of 256
REVISE CRMTP TOOLBOX
•Incorporating Phase III tools to Phase II
•Simplify toolbox by removing the following measures:
–Textured Pavement
–Realigned Intersection
–Forced Turn Channelization
–Semi-Diverter
–Partial Diverter
–Diagonal Diverter
•These features could still be considered on an as-needed basis
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 219 of 256
PAST CRTMP PROJECTS
Street Limits Before
(mph)
After
(mph)Traffic Calming Treatment(s)
Estrella De Mar Alga Rd to Arenal Rd 32
N/A Did not reach community consensus
Trieste Dr Chestnut Ave to Milano Dr 35
Basswood Ave Valley St to Monroe St 33
La Golondrina St Chiriqui Ln to Westerly
Terminus 34
Avenida Pantera Paseo Esmerado to Calle
Acervo 33
Cadencia St 650' west of Perdiz St to Calle
Conifera 34 30 3 speed cushions
Corintia St Alga Rd to El Fuerte St 35 29 4 speed cushions
Daisy Ave Rose Dr to Batiquitos Dr 34 29 2 speed cushions
Harbor Dr Chinquapin Ave to End of St 23*22 2 speed cushions
Amargosa Dr Los Pinos to Olivenhain Rd 33 24 4 speed cushions, a marked crosswalk
and one traffic circle
Hillside Dr Kelly Dr to Neblina Dr 32 25 5 speed cushions and one traffic
circle
Estrella De Mar Rd Poinsettia Ln to 600' s/o Olive
Ct 30*25 5 speed cushions
Avenida Diestro Circulo Sequoia to Sitio Baya 33 25 4 speed cushions
Segovia Way Levante St to Quebrada Circle 32 29 7 speed cushions
Cadencia St La Costa Ave to Del Rey Ave 37 27 2 speed cushions
Harwich Dr Tamarack Ave to 400' n/o
Edgeware Way 33 25 4 speed cushions
Oriole Ct/
Mimosa/Moorhen Pl Poinsettia Ln to Dove Ln 25*25 7 speed cushions and curb extensions
at two intersections
Note:
*Traffic and Safety Commission or Traffic and Mobility Commission granted exception to the CRTMP
•Seventeen residential streets
have gone through CRTMP
Phase II
•Twelve have received traffic
calming treatments with
community consensus
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 220 of 256
CURRENT CRTMP PROJECTS
•Staff begun planning in-person neighborhood meetings for
nine streets that qualify for CRTMP Phase II
Street From To Critical Speed (mph)
Victoria Avenue Pontiac Dr Haverhill St 32
Monroe St Basswood Ave Carlsbad Village Dr 33
Highland Ave Carlsbad Village Dr Buena Vista Way 32
Nueva Castilla La Costa Ave Levane St 38
Circulo Sequoia La Costa Ave Avenida Diestro 33
Celinda Dr Carlsbad Village Dr Chestnut Ave 33
Park Dr Tamarack Ave Monroe St 33
Hummingbird Rd Sanderling Ct Rock Dove St 34
Black Rail Rd Poinsettia Ln Northern Terminus 33
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 221 of 256
RECOMMENDED ACTION
•Provide feedback on the proposed changes
to the CRTMP
ITEM 9: CRTMP Update
Sept. 5, 2023 Item #3 Page 222 of 256
3-1
General Plan
3Mobility
The Mobility Element seeks to enhance vehicle,
walking, bicycling, and public transportation
systems options within Carlsbad, and improve
mobility through increased connectivity and
intelligent transportation management.
Increasing transportation options and improving
connectivity within the city are core values
of the Carlsbad Community Vision and
also support other core values of the vision,
including sustainability, access to recreation
and active, healthy lifestyles, and neighborhood
revitalization.
Exhibit 4
Sept. 5, 2023 Item #3 Page 223 of 256
3-2
City of Carlsbad
Mo
b
i
l
i
t
y
3 This element provides a short context for
Carlsbad’s existing mobility system, identifies
how that system was developed, and
communicates the current vision for the future
of mobility within the city. Topics addressed
include:
• Livable Streets
ºMulti-Modal Levels of Service
ºWalking
ºBicycling
ºTransit
• Connectivity to Support Mobility
• Parking
• Transportation Demand Management
• Traffic Signal Management
• Freight and Goods Movement and
• Innovation in Transportation Mobility
Sept. 5, 2023 Item #3 Page 224 of 256
3-3
Mo
b
i
l
i
t
y
3
General Plan
3.1 Introduction
Background and Purpose
Much of Carlsbad’s transportation system has developed within the last
30 years, concurrent with the city’s physical expansion. The transportation
emphasis during this period has been on improving travel by the automobile,
within the framework provided by Proposition E (commonly referred to as the
Growth Management Plan) passed by Carlsbad voters in 1986. The 1994 General
Plan and the Growth Management Plan helped assure that infrastructure was
provided in a systematic fashion as the city grew and developed.
The transportation system envisioned in the 1994 General Plan has largely
been realized, with the majority of the street infrastructure constructed to its
ultimate configuration. As the city looks increasingly to infill development
rather than outward expansion, the primary transportation issues relate to pro-
tecting and enhancing the community’s quality of life, as reflected in the core
values of the Carlsbad Community Vision. The community’s vision includes
better pedestrian and bicycle connections between neighborhoods, destina-
tions, and different parts of the community, and a balanced transportation
system rather than a singular focus on automobile movement.
In recent years, the city has been taking steps to support complete and livable
streets. In January 2012, the City Council identified complete and livable streets
as a top strategic focus area for the city. In February 2013, the city completed
a Livable Streets Assessment report that reframes potential challenges into
opportunities, based on best practices in other jurisdictions wrestling with
similar challenges. In 2011-2013 the city implemented a traffic signal program
to better serve and manage motorists and connect traffic signals throughout the
city. This element focuses on providing livable streets that improve mobility and
connectivity for all users of the transportation system.
Relationship to State Law
California state law (Government Code Section 65032(b)) requires that a general
plan include a circulation element that consists of “the general location and
extent of existing and proposed major thoroughfares, transportation routes,
terminals… and other local public utilities and facilities, all correlated with the
land use element of the [general] plan.” This Mobility Element includes all infor-
mation required of circulation elements, except that the location and extent
of “other local public utilities and facilities” is addressed in the Public Safety
Element.
Additionally, in 2008, the State of California passed Assembly Bill 1358, the Cal-
ifornia Complete Streets Act. This bill requires that all circulation elements
developed after January 1, 2011 include a complete streets approach that balances
the needs of all users of the street, including motorists, pedestrians, bicycles,
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3 children, persons with disabilities, seniors, movers of commercial goods, and
users of public transportation. This Mobility Element uses the term “livable
streets” in place of “complete streets”; providing livable streets throughout the
community is the core focus of this element.
Relationship to Community Vision
While the Mobility Element responds to many of the core values of the Carlsbad
Community Vision, it most closely furthers:
Core Value 5: Walking, Biking, Public Transportation and Connectivity.
Increase travel options through enhanced walking, bicycling and public trans-
portation systems. Enhance mobility through increased connectivity and
intelligent transportation management.
Relationship to Other General Plan Elements
The Mobility Element generally focuses on mobility and connectivity of the
city’s transportation system and is complementary to other elements within the
General Plan. This element was developed to support and enhance the Land Use
and Community Design Element, which has the strongest relationship to this
element.
In addition, the Mobility Element will inform future updates to the city’s Bicycle
Master Plan, Pedestrian Master Plan, and Americans with Disabilities Act
(ADA) Transition Plan, and Trails Master Plan efforts; all of which provide a
greater level of detail related to those planning efforts compared to this element.
Furthermore, future noise contours in the Noise Element and air quality policies
in the Open Space, Conservation and Recreation Element reflect considerations
of future traffic generation, as outlined in this element.
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3.2 Context: Existing
Transportation System
Currently, Carlsbad’s transportation system includes streets (travel lanes,
bicycle lanes, sidewalks, etc.), trails, transit (bus and train), truck routes, and the
McClellan-Palomar airport. The existing transportation system is described
below.
Streets
The city accommodates motorists via its system of freeways, regional streets
and local streets. North/south facilities include Interstate-5, El Camino Real,
Carlsbad Boulevard, College Boulevard, Paseo del Norte, Avenida Encinas,
Rancho Santa Fe Road and Melrose Drive. East/west facilities include Carlsbad
Village Drive, Chestnut Avenue, Tamarack Avenue, Cannon Road, Faraday
Avenue, Palomar Airport Road, Poinsettia Lane, Aviara Parkway, and La Costa
Avenue. Many of these streets not only serve Carlsbad, but also provide regional
connectivity to the north county area. Although there are numerous east/west
streets through the city, major barriers interrupt connectivity – the north/
south railroad that parallels Interstate-5 and Carlsbad Boulevard, the Inter-
state-5 freeway, three lagoons, and the general rolling hill topography of the city.
While State Route 78 does not run within the city limits of Carlsbad, it provides
a regional east-west freeway just north of Carlsbad that connects with Interstate
15 in Escondido.
Many city-maintained streets provide for pedestrian and bicycle travel on such
facilities as parallel bike lanes, trails, and/or sidewalks. Walking and bicycling
environments are critical to Carlsbad’s high quality of life, especially in areas
that have a high demand for those services (such as the Village area, along the
coast and near the lagoons).
Trails
Trails typically serve pedestrians and, where allowed, bicycles. Automobiles are
prohibited on trails. While the city’s rolling topography can be challenging, its
open space areas, three lagoons, coastline and Mediterranean climate make it
an ideal location to provide an extensive trail system.
In April 2013, the city initiated a Trails Master Plan update. This update will
include identification of existing and proposed trails within the city that will
integrate with other transportation system elements. Additionally, the Trails
Master Plan will ensure consistency with the city’s recently completed and
accepted ADA Transition Plan. The Trails Master Plan will be completed in
coordination with the Carlsbad Active Transportation Strategy, also initiated
by the city in April 2013. The Comprehensive Active Transportation Strategy
will result in a set of strategies to identify and construct livable streets solutions
for the city’s street system.
Pedestrian-attracting land uses
include lagoons (top) and the coastline
(bottom).
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3 Transit
Transit in Carlsbad includes bus service, ADA paratransit service, the
COASTER commuter rail, and Amtrak rail service; indirectly, transit service
is also provided by the Sprinter light rail system and Metrolink commuter rail.
These services are described below:
• Bus Service – Bus service is provided by the North County Transit
District (NCTD) and is referred to the BREEZE. BREEZE currently oper-
ates approximately ten bus routes within the city.
• Paratransit Service – NCTD also offers LIFT, a curb-to-curb service for
eligible disabled persons who are unable to utilize the BREEZE.
• COASTER Commuter Rail – This is a north-south commuter rail transit
service connecting north San Diego County to the City of San Diego.
Carlsbad is served by two COASTER stations, one located north of
Poinsettia Lane (just west of Interstate-5) and the other is located in the
Carlsbad Village area.
• Sprinter – This is an east-west light rail transit service connecting
Oceanside to Escondido and many educational destinations such as Mira
Costa College and California State University San Marcos. Although the
Sprinter does not run within the city limits, it is just north of Carlsbad and
connections to Carlsbad are provided via the COASTER and BREEZE
services in addition to bicycle accessibility.
• Amtrak – Amtrak is a national passenger rail service connecting San
Diego to San Luis Obispo. There are currently six Amtrak trains per day
at associated Amtrak stations in Carlsbad.
• Metrolink – Metrolink is a commuter rail service serving Los Angeles,
Orange, Riverside, and San Bernardino counties. The Orange County line
connects to the COASTER line in Oceanside.
This Mobility Element also recognizes the unique opportunity the city has
with its two COASTER stations and Amtrak stations. The city has the ability
to service regional commuting in the area via transit without requiring the use
of an automobile on north-south corridors in the city. In addition to the special
treatment of streets and connectivity in and around the transit stations, this
Mobility Element also seeks to connect people with businesses and other des-
tinations by improving the quality of bus service through coordination with
NCTD, evaluating transit quality along routes that connect to employment
areas, important destinations and transit stations, encouraging the provision of
shuttle services, and in other new innovative ways.
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Although the basic regional transit backbone infrastructure has been imple-
mented within the city (discussed above), one of the biggest deterrents to transit
use is the “first mile/last mile” portion of the transit trip, which refers to the
method and ability for transit users to actually connect to their ultimate desti-
nation once they get off of the primary transit mode. This concept is also referred
to as “door-to-door” transit service, which addresses transit in a more compre-
hensive manner than “stop-to-stop.” This Mobility Element further promotes
the improvement of the “first mile/last mile”/“door-to-door” transit service
through development incentives that incorporate and encourage shuttles and
other connectivity to and from the transit infrastructure system.
Goods Movement
The movement of goods in Carlsbad typically occurs on the rail line, freeway
and via designated truck routes within the city. This connectivity assures
that goods can be moved safely and efficiently in the city. Many of Carlsbad’s
businesses and residents rely on goods movement whether for deliveries or
importing/exporting product.
Carlsbad Municipal Code Section 10.32.091 enumerates the designated and
established truck routes in Carlsbad. The designated truck routes provide access
from Interstate-5 and State Route 78 to commercial areas, the Village, business
park areas, McClellan-Palomar Airport, and points beyond the city limits.
Carlsbad streets that are designated truck routes are designed to accommodate
large vehicles.
McClellan-Palomar Airport
McClellan-Palomar Airport is a class 1 commercial service airport (pursuant
to its operating certificate issued by the Federal Aviation Administration). The
airport serves all types of scheduled operations of large air carrier aircraft (31
or more passenger seats), as well as small air carrier aircraft (more than nine
but less than 31 passenger seats). The airport currently serves smaller general
aviation aircraft up to larger corporate jet aircraft, and is the only airport with
an instrument landing system between Lindbergh Field (San Diego) and John
Wayne (Santa Ana) airports that can accommodate the majority of instrument
rated aircraft.
Medevac and transient helicopters also operate at the heliport/helipad located
east of the runway. The Carlsbad Municipal Code prohibits the City Council
from approving any legislative act (such as a zone change or general plan
amendment) authorizing the expansion of McClellan-Palomar Airport without
voter approval.
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3 3.3 Livable Streets Vision and
Strategies
Livable Streets
A livable streets vision is more than implementation of a state-mandated
approach during a general plan update process. It is a fundamental shift in how
the city will plan and design the street system – recognizing the street as a public
space and ensuring that the public space serves all users of the system (elderly,
children, bicycles, pedestrians, etc.) within the urban context of that system (e.g.
accounting for the adjacent land uses).
The Mobility Element is consistent with and further enhances the state and
federal requirements for complete streets by implementing a “livable streets”
strategy. Livable streets recognize that each street within the city is unique given
its geographic setting, adjacent land uses, and the desired use of that facility.
As such, this element identifies a street typology appropriate for the uniqueness
of the street and surrounding land uses and identifies which modes of travel
(pedestrian, bicycle, vehicles, etc.) should be accommodated on that street.
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The following are notable examples of how Carlsbad streets have been, or are
planned to be, developed or retrofitted to better accommodate all users of the
street system and interface appropriately with adjacent land uses:
• Streets within Bressi Ranch, the Village area, Robertson Ranch, and the
Pine Park area;
• The “road diet” along La Costa Avenue to improve safety. A road diet is a
process whereby streets are modified from (traditionally) a four-lane facility
with no turn lanes or bicycle lanes to a two-lane facility with a two-way left-
turn lane and bicycle facilities;
• Installation of the Kelly Drive crosswalk and pedestrian median island at
Kelly Elementary School;
• Pedestrian crosswalks and median improvements and rectangular rapid
flashing beacons along Carlsbad Boulevard;
• Enhancing, buffering and widening bike lanes during routine street
maintenance;
• Repurposing of Carlsbad Boulevard across Buena Vista Lagoon – reduce
the number of vehicle lanes with enhanced pedestrian and bicycle facilities
(trail, bike lanes, sidewalk);
• Installation of a roundabout at the Carlsbad Boulevard and State Street
intersection; and
• Installation of sharrows on State Street connecting to the Coastal Rail Trail
Reach 2 through the Village. Sharrows are special pavement stencils denot-
ing that bicycles may use the lane with motorists.
• Planned traffic calming improvements, such as traffic circles, roundabouts,
and median islands, in the Barrio and Village areas.
The City of Carlsbad Livable Streets Assessment (February 2013) is a document
that benchmarks the city’s position on implementing livable streets. It
documents best practices of other jurisdictions and recommends actions the
city can take to continue to implement livable streets concepts. The Carlsbad
Active Transportation Strategies study will serve as the livable streets imple-
mentation plan for the city.
While many transportation projects have historically been vehicle capacity
enhancing and traffic control focused, this Mobility Element supports a new
paradigm to evaluate each project and explore all potential solutions to enhance
the mobility for all users of the street, including vehicles, pedestrians, bikes, and
transit. Many of these projects will involve repurposing existing right-of-way
rather than acquiring and constructing new right-of-way.
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The city’s approach to provide livable streets recognizes that optimum service
levels cannot be provided for all travel modes on all streets within the city. This
is due to competing interests that arise when different travel modes mix. For
example, pedestrian friendly streets typically have slow vehicle travel speeds,
short-distance pedestrian crossings, and include some type of buffer between
the vehicle travel way and the pedestrian walkway. However, automobile
friendly streets typically have wide travel lanes, multiple turn lanes (increas-
ing the pedestrian crossing distance), and high automobile speeds. Therefore,
this Mobility Element utilizes a livable streets approach to provide a balanced
mobility system that identifies, based on the location and type of street (street
typology), the travel modes for which service levels should be enhanced and
maintained per the multi-modal level of service (MMLOS) standard specified
in the city’s Citywide Facilities and Improvements Plan.
Table 3-1 describes the city’s livable street typologies and Figure 3-1 depicts the
city’s livable street system. Table 3-1 identifies which modes of travel are accom-
modated on each street typology and specifies, depending on the type of street,
which modes are subject to the MMLOS standard and which modes are not.
While Table 3-1 does not require a minimum level of service for some travel
modes on some types of streets, the intent is not to degrade levels of service for
any travel mode. Rather, Table 3-1 provides the city with the flexibility to provide
a balanced mobility system that meets the mobility needs of all modes and
persons of all ages and abilities; and recognizes that to do so it may not always be
possible to provide an optimum level of service for all travel modes on all streets.
The Environmental Impact Report (EIR) evaluated the transportation impacts
of the General Plan, including this Mobility Element. At the time the EIR was
prepared, the draft Mobility Element used the terms “prioritized” and “non-pri-
oritized” travel modes to indicate whether or not a travel mode is subject to the
MMLOS standard (“prioritized”) or not subject to the standard (“non-priori-
tized”). In order to clarify the meaning and intent of those terms, this Mobility
Element was revised to indicate which modes of travel are subject to the MMLOS
standard and which modes are not, without the use of the terms “prioritized” and
“non-prioritized.” Where Table 3-1 identifies that a travel mode is subject to the
MMLOS standard, the EIR evaluated such modes as “prioritized” travel modes;
and where Table 3-1 identifies that a travel mode is not subject to the MMLOS
standard, the EIR evaluated such modes as “non-prioritized” travel modes.
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TABLE 3–1: CARLSBAD LIVABLE STREETS GUIDE
STREET TYPOLOGY AND ACCOMMODATED MODES
ACCOMMODATED
MODES
SUBJECT
TO MMLOS
STANDARD (Y/N)
STREET TYPOLOGY DESCRIPTION AND PREFERRED ATTRIBUTES
Freeways
Y • High-speed facilities designed to accommodate vehicles and buses moving through the
city and region
• Bicycles and pedestrians are prohibitedY
Arterial Streets
Y • These are the primary vehicle routes through the city for both local and regional vehicle
trips.
• Designed to safely move all modes of travel while efficiently moving vehicles and buses
throughout the city.
• Traffic signals shall be coordinated to optimize vehicle movements
• Bicycle lanes shall be provided and can be further enhanced or complemented by other
facilities or off-street pathways
• Pedestrian facilities to be provided consistent with ADA requirements
• Mid-block crossings should not be provided
• On-street parking should be prohibited along these corridors
• Vertical traffic calming techniques (such as speed tables, humps, etc.) should not be
considered
• Special considerations can be considered on arterials within proximity to schools to
enhance Safe Routes to Schools for pedestrians and bicyclists.
N
N
Y
Identity Streets
N • These streets provide the primary access to and from the heart of the city - the Village
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement
• No pedestrian shall cross more than five vehicular travel and/or turn lanes
• In addition to ADA compliant ramps and sidewalks, sidewalks should support the adja-
cent land uses as follows:
–Adjacent to retail uses, modified/new sidewalks should generally be a minimum of
10 feet (12 feet preferred) in width where feasible and taking into consideration the
traffic volumes of the adjacent roadway, and allow for the land use to utilize the
sidewalk with outdoor seating and other activities
–Adjacent to residential uses, modified/new sidewalks should be a minimum of six
feet in width
Elsewhere, modified/new sidewalks should be a minimum of eight feet in width
• Where feasible, bicycle lanes should be provided
• Vehicle speeds should complement the adjacent land uses
• Bicycle parking should be provided in retail areas
• Bike racks should be readily provided within the public right-of-way and encouraged on
private property
• Traffic calming devices, such as curb extensions (bulbouts) or enhanced pedestrian
crossings should be considered and evaluated for implementation
• Street furniture shall be oriented toward the businesses
• Mid-block pedestrian crossings could be provided at appropriate locations (e.g. where
sight distance is adequate and speeds are appropriate)
• On-street vehicle parking should be provided. In areas with high parking demand, in-
novative parking management techniques should be implemented / considered
• Pedestrians should typically be “buffered” from vehicle traffic using landscaping or
parked vehicles
Y
Y
N
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TABLE 3–1: CARLSBAD LIVABLE STREETS GUIDE
STREET TYPOLOGY AND ACCOMMODATED MODES
ACCOMMODATED
MODES
SUBJECT
TO MMLOS
STANDARD (Y/N)
STREET TYPOLOGY DESCRIPTION AND PREFERRED ATTRIBUTES
Village Streets
N • Primary purpose is to move people throughout the Village; providing access to busi-
nesses, residences, transit and recreation within the Village area.
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists.
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement
• Promote pedestrian and bicycle connectivity through short block lengths
• Bicycle lanes should be provided
• Bicycle boulevards can be considered
• Pedestrians should be accommodated on sidewalks adjacent to the travel way (mini-
mum 5’ wide sidewalk)
• Mid-block pedestrian crossings and traffic calming devices should be considered, but
only at locations with high pedestrian activity levels or major destinations/attractions
• On-street parking may be provided
Y
Y
N
Arterial Connector Streets
Y • Primary purpose is to connect people to different areas and land uses of the city by con-
necting to/from arterial streets
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists and efficiently moving vehicles between arterial streets.
• Bicycle lanes should be provided
• Pedestrians should be accommodated on sidewalks adjacent to the travel way (mini-
mum 5’ wide sidewalk)
• Mid-block pedestrian crossings and traffic calming devices should be considered, but
only at locations with high pedestrian activity levels or major destinations/attractions
• On-street parking may be provided
Y
Y
N
Neighborhood Connector Street
N • Primary purpose is to connect people to different neighborhoods and land uses of the
city
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists.
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement
• Bicycle lanes should be provided
• Bicycle boulevards can be considered
• Pedestrians should be accommodated on sidewalks adjacent to the travel way (mini-
mum 5’ wide sidewalk)
• Mid-block pedestrian crossings and traffic calming devices should be considered, but
only at locations with high pedestrian activity levels or major destinations/attractions
• On-street parking may be provided
Y
Y
N
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TABLE 3–1: CARLSBAD LIVABLE STREETS GUIDE
STREET TYPOLOGY AND ACCOMMODATED MODES
ACCOMMODATED
MODES
SUBJECT
TO MMLOS
STANDARD (Y/N)
STREET TYPOLOGY DESCRIPTION AND PREFERRED ATTRIBUTES
Employment/Transit Connector Streets
N • Primary purpose is to connect people to and from the employment areas of the city, as
well as important destinations and major transit facilities.
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists and efficiently moving buses to employment, transit stations and major
destinations.
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement
• Direct connections to bus stops should be provided
• Enhanced bus stops should be considered that include shelters, benches, and lighting
• Bicycle lanes and sidewalks should be provided
• Pedestrian crossing distances should be minimized
• On-street parking may be provided
Y
Y
Y
Coastal Streets
N • Primary purpose is to move people along the city’s ocean waterfront and connect
people to the beach, recreation, businesses and residences in close proximity to the
waterfront. The street serves as a destination for people who seek to drive, walk and
bicycle along the ocean waterfront.
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists.
• Vehicle speeds shall be managed to support uses along the coast
• Enhanced bicycle and pedestrian crossings should be provided, including:
–High visibility crosswalks
–Enhanced pedestrian notifications (e.g. responsive push-button devices)
–Enhanced bicycle detection
–Bicycle lanes shall be provided and can be further enhanced or complemented by
other facilities (such as bicycle lane buffers or off-street pathways)
• Pedestrian facilities should be a minimum of five feet and shall strive for six to eight
feet in width and shall conform to ADA requirements
• Pedestrian crossing distances should be minimized
• Trail facilities should be encouraged
• Opportunities for mid-block pedestrian crossings should be investigated
• On-street parking should be provided
• Transit facility and operation improvements should be encouraged
Y
Y
N
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TABLE 3–1: CARLSBAD LIVABLE STREETS GUIDE
STREET TYPOLOGY AND ACCOMMODATED MODES
ACCOMMODATED
MODES
SUBJECT
TO MMLOS
STANDARD (Y/N)
STREET TYPOLOGY DESCRIPTION AND PREFERRED ATTRIBUTES
School Streets
N • Primary purpose is to connect people to schools from nearby residential neighbor-
hoods.
• Designed to safely move all modes of travel with an emphasis on providing safe pedes-
trian and bicycle access for students traveling to and from nearby schools.
• Vehicle speeds shall be managed to support school uses (typically 25 MPH)
• Enhanced bicycle and pedestrian crossings should be provided, including:
–High visibility crosswalks
–Enhanced pedestrian notifications (e.g. responsive push-button devices)
–Enhanced bicycle detection
–Bicycle lanes shall be provided and can be further enhanced or complemented by
other facilities or off-street pathways
• Pedestrian facilities should be a minimum of six feet and shall strive for eight feet in
width and shall conform to ADA requirements
• Pedestrian crossing distances should be minimized
• Opportunities for mid-block pedestrian crossings should be investigated
• Traffic calming devices that improve service levels and safety for pedestrians and bicy-
clists should be considered
Y
Y
N
Industrial Streets
Y • Primary purpose is to connect people to businesses within the city’s industrial parks.
• Designed to safely move all modes of travel while efficiently moving vehicles and buses
from arterial streets and employment/transit connector streets to businesses.
• Traffic calming devices are generally discouraged given the propensity for larger trucks
and heavy vehicles in this area
• On-street parking may be provided as long as it does not interfere with the turning
radii of heavy vehicles.
N
N
Y
Local/Neighborhood Street
N • Primary purpose is to connect people to and through residential neighborhoods and
local areas of the city.
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists.
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement
• Pedestrians should be accommodated on a sidewalk or soft surface trail (such as de-
composed granite) unless those facilities are inconsistent with the existing desirable
neighborhood character
• Bicycles can be accommodated with a bicycle lane or route if vehicle volumes and/or
speeds necessitate; otherwise bicycles can share the street
• Bicycle boulevards can be considered
• Traffic calming measures should be considered when supported by the neighborhood
or when warranted for safety reasons
• On-street parking should be considered
Y
Y
N
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Multi-Modal Levels of Service
Traditionally, transportation systems have been designed to achieve a level
of service from the perspective of the driver, not pedestrians or bicyclists.
However, cities throughout the country are now designing their transportation
systems to achieve levels of service for all travel modes. Some cities, such as Fort
Collins, CO, San Francisco, CA, Gainesville, FL, Charlotte, NC, and others,
have been doing this for more than a decade; and in 2010, national guidelines
were developed by the Transportation Research Board to encourage other cities
to establish levels of service for all travel modes.
The California Complete Streets Act (2008) requires cities in California to plan
for a balanced, multi-modal transportation system that meets the needs of all
travel modes. This Mobility Element establishes a multi-modal level of service
(MMLOS) methodology for Carlsbad that determines the vehicle level of service
by the Highway Capacity Manual and evaluates the service levels for pedestri-
ans, bicyclists and transit users.
The city’s MMLOS methodology will provide a qualitative “grade” assigned to
specified travel modes (see Table 3-1), ranging from a level of service (LOS) A to
LOS F. LOS A reflects a high service standard for a travel mode (e.g. outstanding
characteristics and experience for that mode) and LOS F would reflect a poor
service standard for a travel mode (e.g. congestion for vehicles, no bicycle, pedes-
trian, or transit facilities, etc.). Thresholds are identified to balance supply and
demand to create a sustainable system of public right-of-way, keeping in mind
TABLE 3–1: CARLSBAD LIVABLE STREETS GUIDE
STREET TYPOLOGY AND ACCOMMODATED MODES
ACCOMMODATED
MODES
SUBJECT
TO MMLOS
STANDARD (Y/N)
STREET TYPOLOGY DESCRIPTION AND PREFERRED ATTRIBUTES
Bicycle/Pedestrian Pathway
Y • Primary purpose is to provide safe bicycle and pedestrian access throughout the com-
munity by connecting people to residences, businesses and recreation uses.
• For bicycles and pedestrians only – no vehicular access is permitted
• Serves commuters and recreational usersY
Streets within ½ Mile of a Transit Center
N • Primary purpose is to connect people to/from the city’s transit centers.
• Designed to safely move all modes of travel while enhancing mobility for pedestrians
and bicyclists and efficiently moving vehicles and buses to/from transit centers.
• Vehicle speeds should be managed to promote safe pedestrian and bicycle movement
• Provides access to the Breeze/COASTER system via enhanced bicycle/pedestrian connec-
tivity or via shuttle service from the stations to the ultimate destination
• Could include enhanced transit systems, such as signal priority for transit, dedicated
ROW for transit, or queue bypass lanes.
• Mid-block pedestrian crossings and traffic calming devices should be considered in
these areas
• Parking should be provided and managed using innovative parking techniques
Y
Y
Y
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3 on-going maintenance of the infrastructure and implementation of livable
streets. The level of service of the various travel modes are evaluated according
to the following factors:
• Vehicular Level of Service. Level of service will be determined by the
most recent version of the Highway Capacity Manual. This methodology
evaluates vehicles based on their freedom to maneuver and overall delay
experienced at intersections.
• Pedestrian Level of Service. Level of service to be evaluated using the
Carlsbad MMLOS method. This method evaluates the quality of the
pedestrian system (e.g. number of vehicle lanes that need to be crossed
and the speed of adjacent traffic) and the friendliness of the infrastructure
at intersections (e.g. pedestrian countdown heads, dedicated pedestrian
phases (e.g. a scramble phase), curb extensions, refuge median).
• Bicycle Levels of Service. Level of service to be evaluated using the
Carlsbad MMLOS method. This method evaluates the quality of the
bicycle system (e.g. bicycle route, bicycle lanes, or bicycle pathway; pres-
ence of bicycle buffers from the vehicle travel way), the amenities of the
system (e.g. presence of bicycle parking), and the friendliness of the infra-
structure (e.g. bicycle detection at intersections, pavement conditions,
presence of vehicle parking).
• Transit Levels of Service. Level of service to be evaluated using the
Carlsbad MMLOS method. This method evaluates the transit vehicle
right-of-way (e.g. dedicated or shared, signal priority), hours and fre-
quency of service (e.g. weekday/weekend hours, peak period headway);
performance (e.g. on-time or late); amenities and safety (e.g. lighting,
covered stop, bench, on-board bike/surfboard storage); and connectivity
(e.g. to other transit routes, employment areas, schools, visitor attrac-
tions, and other major destinations).
Future Operations and Street Improvements
Most of the envisioned Carlsbad street system is built out. The remaining planned
street improvements are summarized in Table 3-2; these facilities serve the needs
of land uses identified in the Land Use and Community Design Element. The
planned streets are identified on the Street Network map, Figure 3-1.
In addition to the new street connectivity and capacity expansion described in
Table 3-2, the city is also implementing a citywide traffic signal system upgrade
effort. This effort includes retiming of traffic signals, upgrading the control-
ler and detection technology, and integration of the traffic control system
to a single point traffic management center. This enables the city to monitor,
manage, and adjust traffic signal timing along major corridors to improve
mobility and manage vehicle flow within the city. Improved traffic signal timing
also enhances the safety for drivers, improves air quality by reducing emissions
and brake dust, and improves commute times.
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Source: City of Carlsbad, 2013; SANDAG, 2013; Fehr & Peers, 2013;
Dyett & Bhatia, 2013.
Freeway
Arterial Streets
Identity Streets
Village Streets
Arterial Connector Streets
Neighborhood Connector Streets
Coastal Streets
School Streets
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Industrial Streets
Local/Neighborhood Street
Figure 3-1
Street System Map
GENERAL PLAN
500 ACRES
100ACRES
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Planned Arterial Connector Streets
Planned Local/Neighborhood Streets
Figure 3-1: Street System
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Future Traffic Operations
With build-out of the Land Use and Community Design Element, the completed
street network presented in Table 3-1 and on Figure 3-1 will have capacity con-
straints on arterial streets and on freeways within and adjacent to the city. The
analysis of the Land Use and Community Design Element indicated that the
following freeways and arterial street facilities will operate at LOS E or LOS F in
the city at build-out:
• Interstate-5
• State Route-78
• La Costa Avenue between Interstate-5 and El Camino Real
• El Camino Real between Palomar Airport Road and La Costa Avenue
• Palomar Airport Road between Interstate-5 and College Boulevard
• Palomar Airport Road between El Camino Real and Melrose Drive
These facilities would generally be congested during peak periods; however,
during most hours of the day, these facilities would have sufficient capacity
to serve the vehicle demand. The city does not have regulatory authority over
Interstate-5 or State Route-78 and has no control over managing traffic on those
TABLE 3–2: PLANNED CITY OF CARLSBAD STREET CAPACITY
IMPROVEMENTS
IMPROVEMENT NAME IMPROVEMENT DESCRIPTION
College Boulevard Complete improvements between Cannon Road
and El Camino Real to arterial street typology
standards
Poinsettia Lane Complete improvements between Cassia Road
and El Camino Real to connector street typology
standards
Camino Junipero
Extension
Extend to the eastern city limit as a local street
Interstate-5 North Coast
Project
Includes the widening of Interstate-5 to include
high-occupancy vehicle (HOV) (carpool) managed
lanes and auxiliary lanes connecting adjacent
interchange off-ramps and on-ramps as needed
Interstate-5/State
Route-78 Interchange
Improvement
While in preliminary design, identifying
transportation options will relieve congestion
on the freeway as it is a bottleneck that impacts
adjacent interchanges, regional streets, and the
movement of goods and people. This interchange
is not located within the City of Carlsbad but is
part of the Caltrans Public Works Plan for the
Interstate-5 North Coast Corridor Project.
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3 facilities. When these freeways are beyond capacity, some motorists will use City
of Carlsbad arterials rather than the freeways to bypass congestion. Adjacent
communities outside of Carlsbad also utilize Carlsbad’s regional infrastructure
to bypass congestion on freeways.
The four Carlsbad arterial street segments listed above would need to be
widened beyond their six-lane cross-section to operate at the city’s standard for
vehicle level of service on those facilities (LOS D or better); however, creating
streets wider than six lanes is inconsistent with the goals of this Mobility
Element. In addition, widening these streets beyond six lanes creates new chal-
lenges for intersection operations, maintenance, and storm water management.
Therefore, rather than widening these arterial streets beyond six lanes, the city
shall implement transportation demand management (e.g. promote travel by
modes other than the single-occupant vehicle), transportation system manage-
ment (e.g. signal timing coordination and improved transit service) and livable
streets techniques to better manage the transportation system as a whole.
Concurrent with City Council adoption of this Mobility Element, the city’s
Growth Management standard for circulation identified in the Citywide
Facilities and Improvement Plan will be amended to reflect the livable streets
approach to mobility described in this element.
Bicycling, Walking, and Transit
A balanced transportation system in Carlsbad will provide adequate facilities
for people to bicycle, walk, or take transit to their destinations. To achieve this
balanced transportation system, service levels for bicycle, pedestrian and transit
modes will be maintained/enhanced on a variety of streets, as shown in Table
3-1 and Figure 3-1.
In addition to maintaining and enhancing bicycling, walking and transit
service levels on streets, the city has a series of off-street trails and pathways
that also serve the mobility needs of bicyclists and pedestrians (these facilities
are described in more detail in the Open Space, Conservation and Recreation
Element). Additionally, transit is provided on dedicated right-of-way within
the city, consisting of the COASTER commuter rail line. This Mobility Element
integrates and enhances the service levels of travel modes that complement uti-
lization of transit facilities near the COASTER stations.
Bicycle Facility Classification System
Caltrans has defined three bikeway facility types in Chapter 1000 of the
Highway Design Manual. These facility types are described below as well as in
the City of Carlsbad Bicycle Master Plan.
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Class I Bikeway (bike path) – provides a separated corridor that is not served
by streets and highways and is away from the influence of parallel streets. Class
I bikeways are for non-vehicle use only with opportunities for direct access and
recreational benefits, right-of-way for the exclusive use of bicycles and pedestri-
ans, and cross flow conflicts are minimized.
Class II Bikeway (bike lane) – provides a delineated right-of-way assigned to
bicyclists to enable more predictable movements, accommodating bicyclists
through corridors where insufficient room exists for side-by-side sharing of
existing streets by motorists and bicyclists.
Class III Bikeway (bike route) – shared facility that serves either continuity
to other bicycle facilities or designates preferred routes through high demand
corridors.
In addition to the three facility types described above, a number of local streets
help complete the bicycle network. These streets typically do not have a bikeway
designation; however, the entire street system may be fully adequate for safe
and efficient bicycle travel, where signing and pavement marking for bicycle use
may be unnecessary. These are most commonly found along local streets where
vehicle speeds are relatively low, which enables bicycle travel to be accommo-
dated with vehicle travel.
Proposed Bikeway System
As of 2010, there was an estimated 98 miles of bicycle facilities in Carlsbad.
Of these facilities, approximately 92 miles were Class II bicycle lanes located
throughout the city on streets such as Carlsbad Boulevard, Carlsbad Village
Drive, Tamarack Avenue, Chestnut Avenue, El Camino Real, Palomar Airport
Road, Rancho Santa Fe Road, Melrose Drive, College Boulevard, Cannon Road,
and La Costa Avenue. These on-street bikeways provide direct routes for expe-
rienced cyclists comfortable with riding on relatively high vehicle volume and
speed streets. New cyclists may be encouraged to use these on-street bikeways
by designing the bikeways to increase the comfort and safety of less experienced
riders, narrowing travel lanes to manage vehicle travel speeds, implementing
traffic calming measures, and by promoting land use patterns that decrease
distances between destinations. In addition to incorporating additional routes
into the bikeway network, clear directional/way-finding signage and secure
bicycle parking at schools, shopping centers, beaches, employment centers and
transit stops will encourage more people to ride bicycles and enhance the level
of comfort for all.
While the majority of the Mobility Element streets within the city currently
include a bicycle facility of some type within the right-of-way, there are several
gaps at critical locations. In particular, bicycle lanes are discontinuous along
Palomar Airport Road, just east of Carlsbad Boulevard, and within many
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3 of the Interstate-5 interchanges and crossings. These gaps and other barriers,
such as the railroad and freeway, greatly diminish connectivity to the coastline
for cyclists. Caltrans’ Interstate-5 North Coast Corridor Public Works Plan –
a proposed 40-year program to create a multi-modal system of rail, highway,
transit, bicycle and pedestrian improvements that span from La Jolla to
Oceanside – proposes additional trail connections across lagoons and along the
freeway, and to enhance all interchanges and crossings to better integrate and
accommodate bicyclists and pedestrians.
The Carlsbad Bicycle Master Plan identifies the location of bikeways and
recommends the enhancement of the existing bicycle network with the imple-
mentation of approximately 6.5 miles of new Class I bike paths, 2.8 miles of
new Class II bike lanes, and 4.2 miles of new Class III bike routes. The planned
bikeways include the Coastal Rail Trail, a Class I bike path on Carlsbad
Boulevard at Ponto, two Class II bike lanes – one on Hillside Drive and another
on Avenida Encinas, and five Class III bike route projects in the northwest
quadrant of the city.
In addition to the planned bikeways and bicycle facilities, the Carlsbad Bicycle
Master Plan outlines new educational and promotional programs aimed at bicy-
clists and motorists. These programs include bicycle parking improvements,
multi-modal (transit) support facilities, bicycle safety and education programs
for cyclists and motorists, safe routes to schools programs, community and
employer outreach programs, continued development of bikeway network
maps, and bike-to-work and school day events, among others.
The Carlsbad Bicycle Master Plan is a comprehensive document that provides
detailed information on the city’s bicycle network and a bicycle network map
depicting existing and planned bikeways and facilities.
Pedestrian Facilities
Pedestrian facilities (i.e., sidewalks, crosswalks, trails) are a key component of
a multi-modal transportation system, which should enable people of all age
groups and abilities to safely walk to their destinations. Pedestrian facilities
connect various land uses, like neighborhoods, schools, shopping, employment,
transit stations, community services, and recreation. Areas that are particularly
attractive to pedestrians include the coastline, lagoon areas and the Carlsbad
Village, which offers a pedestrian friendly environment and concentration of
shopping, dining and entertainment uses. In general, pedestrian-attracting
land uses are fairly evenly distributed across the city.
Proposed Pedestrian System
Carlsbad has adopted several programs and plans related to improving the
walking environment. The city’s Pedestrian Master Plan identifies the location
of pedestrian facilities and guides the future development and enhancement of
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pedestrian facilities to ensure that walking becomes an integral mode of trans-
portation in Carlsbad. The Carlsbad Residential Traffic Management Program
provides a mechanism for community members to report issues relating to
speeding and traffic volumes on residential streets, which assists the city in
“calming” traffic in these areas to make them more comfortable for vehicles,
pedestrians and bicyclists.
Physical barriers to pedestrian access include gaps in sidewalks, topography,
lagoons, high-volume high-speed streets, incomplete or missing road segments,
and regional infrastructure such as freeways and railways. There are four sig-
nificant concentrations of high pedestrian needs across the city, including the
following locations:
• The entire northwest quadrant, especially the Carlsbad Village area,
Barrio area and along the coast
• The entire coastal area along Carlsbad Boulevard
• Several locations along El Camino Real, near Camino Vida Roble, Aviara
Parkway/Alga Road and La Costa Avenue
• The southeastern portion of the city, stemming from the intersection of
La Costa Avenue and Rancho Santa Fe Road
A range of potential improvement projects exist to enhance pedestrian mobility,
local connectivity, usage, safety and accessibility. These improvements include
missing sidewalk connectivity, upgrading substandard sidewalks, new connec-
tions to pedestrian attracting designations (such as access across the railroad
track to the beach at Chestnut Avenue, for example), safe routes to school,
enhanced crosswalks, pedestrian countdown signals, improved signage and
markings and provision of ADA improvements.
Proposed Transit System
Future transit service in the city will primarily be coordinated by NCTD.
However, there are several transit improvements, which are part of San Diego
Association of Governments (SANDAG) regional planning efforts, which are
reflected in this Mobility Element:
• Coastal rail improvements are proposed for the tracks serving the
COASTER and Surfliner trains in San Diego County along the Los
Angeles to San Diego rail corridor. These proposed improvements
include double tracking, bridge replacements, grade separated pedes-
trian crossings, safety improvements for at-grade crossings, and station
improvements. Improvements to the COASTER service (2020 and 2030)
are also proposed and would increase service and reduce headways.
• Route 653 (2035) is a proposed bus rapid transit (BRT) route which would
operate in the peak period between Kearny Mesa and Palomar Airport
Road.
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3 The future transit improvements described above will continue to advance
transit service in the city. Other potential improvements to the rail corridor
that the city is currently pursuing through discussions with NCTD include
the creation of quiet zones and construction of a grade separated corridor
that could include grade separated crossings at Carlsbad Village Drive, Grand
Avenue, Tamarack Avenue and Cannon Road, as well as new pedestrian and
bicycle crossings at Chestnut Avenue, Chinquapin Avenue and the Village and
Poinsettia COASTER stations, and other locations.
One key component to improving transit use is improving the “first mile/last
mile” experience for transit users. This typically includes end of trip facilities
(bike lockers and racks, showers, changing rooms, etc.) and better connectivity
from the transit stop to the ultimate destination via bicycle facilities, pedestrian
facilities, local transit circulators, shuttles, etc.
Carlsbad’s future transit effectiveness will be dependent on major employers
assisting with providing some of these “first mile/last mile” facilities through
transportation demand management (TDM) measures. TDM is envisioned to
include shuttle circulators from transit stations to major employers and des-
tinations, showers and changing rooms at those locations, and a host of other
typical TDM techniques that would support transit usage and the connection
to the ultimate destination. This Mobility Element also supports TDM through
potential incentives (such as reduced parking standards for TDM implementa-
tion) to further support transit access to these destinations.
The final component to improving transit use in the city is working with
NCTD to improve the transit experience; particularly along the bus routes. This
includes improving bus stops in the city to ensure that they are well lit, have
seating, and are covered to protect users from weather.
Connectivity to Support Mobility
Connectivity in the city is critical to achieving the Carlsbad Community Vision.
As previously described, there are a number of street improvements that are
planned that will complete connections within the city. This Mobility Element
also recommends additional connectivity for bicycles and pedestrians, as noted
below:
• Cannon Road connection. Provide a bicycle/pedestrian facility that
would begin at the current eastern terminus of Cannon Road and con-
tinue eastward to the city’s eastern boundary.
• Marron Road connection. Provide a bicycle/pedestrian facility that
would begin at the current eastern terminus of Marron Road and extend
eastward to the city’s eastern boundary.
• Additional crossings of Interstate-5 and the railroad. Continue to look
for opportunities to add crossings of these two barriers and improve
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east-west connectivity to and from the coast. Key connections will
include: improvements (bicycle, pedestrian, and vehicular) to the cross-
ings at Chestnut Avenue (under the freeway) and at Chinquapin Avenue
(over the freeway); and new connections (bicycle and pedestrian) across
the railroad at Chestnut Avenue and Chinquapin Avenue. Additionally,
Caltrans is designing a number of new pedestrian and bicyclist connec-
tions along and across Interstate-5 and near the lagoons as part of the
Interstate-5 North Coast Corridor Public Works Plan. The city will con-
tinue to coordinate with Caltrans on these improvements.
• Improved accessibility to the lagoons and to the coast are envisioned to
improve connectivity to those areas.
Parking
Parking is critical to ensuring the success of any area. Inadequate parking means
that businesses and residents suffer. Too much parking underutilizes valuable
land; promotes lower density development; discourages using other forms of
transportation (such as public transit); spreads out land uses; and creates gaps in
store fronts, thereby requiring the use of the automobile. Additionally, too much
parking also requires more driveways for accessibility, introducing conflicts
between pedestrians and vehicles. Restrictive parking requirements impact the
ability to rejuvenate/repurpose older buildings and revitalize activity centers
that can be better served and connected by enhancing facilities and amenities
for bicyclists and pedestrians. Therefore, it is important to manage parking such
that there is enough to support the needs generated by the use, but not so much
that it wastes land and impairs other ways of getting around.
The city’s Zoning Ordinance and adopted master and specific plans provide
standards for parking facilities based on development types within the city. To
promote efficient parking supply, the city will develop flexible parking require-
ments that may include the following techniques:
• Shared parking. Continue to allow uses that have different parking
demands at different times of the day to share the same parking facili-
ties. This is an effective way to minimize pavement, allow denser land use,
provide for more landscaping, and provide improved walkability within
a mixed use area. The best example of shared parking is an office build-
ing and an apartment building as office’s peak parking demand occurs
at 10:00 a.m. and apartment’s peak parking demand occurs at 11:00 p.m.
• Collective parking. Allow uses in mixed use projects/areas to reduce the
standard parking rate to account for shared mixed use on-site parking.
• Unbundled parking. Rather than provide free guaranteed parking,
“unbundle” the parking from the development and require residents and/
or employees to pay for use of a parking space.
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3 • Park once. A strategy in destination districts to enable visitors to “park
once” and visit a series of destinations. Park once strategies work well in
areas like the Village and areas that are well connected by pedestrian and
bicycle facilities. The creation of centralized parking areas supports this
strategy.
• In-lieu parking fees. Continue strategies in appropriate areas that allow
developers to contribute fees toward the development of a common
parking facility in lieu of providing on-site parking. This works best in
concentrated commercial areas, and assists in paying for unified struc-
tured parking and provides developers an opportunity to increase density
on their parcels.
• Parking management strategies. A business district or businesses
manage high demand parking locations and destinations through a
number of different strategies including demand pricing, time restric-
tions, valet parking, and other techniques.
• Public-private partnerships. The city, business owners, and developers
collaborate to provide both private and public parking opportunities.
Instances where this works well include parcels owned by the city, where
a private entity develops, manages, and enforces parking in these public
lots.
• Parking locater signs. Electronic monitoring devices that identify the
available parking in a given facility and utilize changeable message signs
to assist travelers in identifying available parking locations. This may
require modifications to the city’s Zoning Ordinance to be implemented
in some areas of the city.
• Parking way-finding signs. Signs identifying where public parking is
available, which supports the “park once” concept.
• Reduced parking standards. Reduce parking standards in areas that
are well served by transit, provide shuttle accessibility to the COASTER
station, provide parking cash out programs (employers pay employees to
not drive a single occupancy vehicle to work), or provide other programs
that will reduce parking demand.
• Biking equals business program. Businesses provide bicycle parking or
corrals and provide incentives to encourage their patrons and employees
to ride rather than drive.
• Transit equals business program. Businesses provide their customers
and employees incentives to encourage them to use transit rather than
drive.
• Bicycle corrals in-lieu of vehicle parking. For certain businesses, reduce
required onsite parking for vehicles if they provide a bicycle corral that
accommodates more people.
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Although there are additional parking strategies that are available and may
become available in the future, most of the strategies work best in smart growth/
mixed use development areas and will be necessary to accomplish the goals and
visions identified in the General Plan and this Mobility Element.
Transportation Demand Management and Traffic Signal Management
This Mobility Element also supports and promotes TDM and traffic signal
management (TSM) techniques.
TDM consists of programs and policies to reduce the demand for the single
occupant automobile. Common techniques include carpool programs,
car-sharing and bike-sharing programs, flexible work hours, telecommute pro-
visions, shuttle services to nearby transit stations, employee transit subsidies
(e.g. employers will subsidize bus or rail tickets), installation of bicycle facili-
ties (lockers, racks, lanes, showers at employment areas, etc.), or other measures
that would reduce the demand to drive, particularly during the peak commute
hours. TDM is critical for the city to build-out without expanding the trans-
portation infrastructure beyond what is envisioned in this Mobility Element.
Additionally, as previously described, TDM is a major component in improving
the effectiveness of transit as it can assist in serving the “first mile/last mile”
component of a transit trip.
The city has also implemented a state-of-the-practice TSM system. This system
integrates traffic signals in the city to a single access point, allowing city staff
to monitor and update signal timings to improve safety and mobility for all
users in the city. This Mobility Element supports further implementation of this
program and use of other technologies that become available, which have the
ability to improve mobility for all users of the city’s transportation system.
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3 3.4 Goals and Policies
Goals
3-G.1 Keep Carlsbad moving with livable streets that provide a safe,
balanced, cost-effective, multi-modal transportation system
(vehicles, pedestrians, bikes, transit), accommodating the mobility
needs of all community members, including children, the elderly and
the disabled.
3-G.2 Improve connectivity for residents, visitors and businesses.
3-G.3 Provide inviting streetscapes that encourage walking and promote
livable streets.
3-G.4 Manage parking to support all modes of transportation and ensure
efficient use of land.
3-G.5 Implement transportation demand and traffic signal management
techniques to improve mobility.
3-G.6 Protect and enhance the visual, environmental and historical charac-
teristics of Carlsbad through sensitive planning and design of scenic
transportation corridors.
3-G.7 Provide for the safe and efficient movement of goods throughout
the city.
Implementing Policies
Street Typology and Multimodal Levels of Service
3-P.1 Implement a comprehensive livable streets network. This network,
as outlined in Table 3-1 and shown on Figure 3-1, identifies the trans-
portation modes that shall be accommodated, based on street
typology, to ensure accessibility of the city’s street system to persons
of all ages and abilities.
3-P.2 Integrate livable streets in all capital improvement projects, where
applicable, as well as new development projects.
3-P.3 Apply and update the city’s multi-modal level of service (MMLOS)
methodology and guidelines that reflect the core values of the
Carlsbad Community Vision related to transportation and con-
nectivity. Utilize the MMLOS methodology to evaluate impacts of
individual development projects and amendments to the General
Plan on the city’s transportation system.
3-P.4 Implement the city’s MMLOS methodology and maintain LOS D or
better for each mode of travel for which the MMLOS standard is
applicable, as identified in Table 3-1 and Figure 3-1.
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3-P.5 Require developers to construct or pay their fair share toward
improvements for all travel modes consistent with this Mobility
Element, the Growth Management Plan, and specific impacts associ-
ated with their development.
3-P.6 Require future development projects, which are determined during
site-specific environmental review to have a significant impact on
freeway facilities (I-5 and SR-78), to implement a freeway traffic
mitigation program approved by the city that will avoid, reduce or
offset the increase in freeway traffic directly attributable to the
proposed project. The mitigation program may include, but is not
limited to, payment of a fair share fee to Caltrans for necessary
improvements to affected freeway facilities or to NCTD or such
other transit agency for improvement of public transit on affected
freeways, or such other activities as will avoid, reduce or offset the
project’s significant impacts on freeway facilities.
3-P.7 Encourage Caltrans to identify and construct necessary improve-
ments to improve service levels on Interstate-5 and State Route 78.
3-P.8 Utilize transportation demand management strategies, non-auto-
motive enhancements (bicycle, pedestrian, transit, train, trails,
and connectivity), and traffic signal management techniques as
long-term transportation solutions and traffic mitigation measures
to carry out the Carlsbad Community Vision.
3-P.9 Develop and maintain a list of street facilities where specified modes
of travel are exempt from the LOS standard (LOS exempt street
facilities), as approved by the City Council. For LOS exempt street
facilities, the city will not implement improvements to maintain
the LOS standard outlined in Policy 3-P.4 if such improvements are
beyond what is identified as appropriate at build out of the General
Plan. In the case of street facilities where the vehicle mode of travel
is exempt from the LOS standard, other non-vehicle capacity-build-
ing improvements will be required to improve mobility through
implementation of transportation demand and transportation
system management measures as outlined in Policy 3-P.11, to the
extent feasible, and/or to implement the livable streets goals and
policies of this Mobility Element. Evaluate the list of exempt street
facilities, as part of the Growth Management monitoring program,
to determine if such exemptions are still warranted.
To exempt the vehicle mode of travel from the LOS standard at a
particular street intersection or segment, the intersection or street
segment must be identified as built-out by the City Council because:
a. acquiring the rights of way is not feasible; or
b. the proposed improvements would significantly impact the envi-
ronment in an unacceptable way and mitigation would not
contribute to the nine core values of the Carlsbad Community
Vision; or
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3 c. the proposed improvements would result in unacceptable
impacts to other community values or General Plan policies; or
d. the proposed improvements would require more than three
through travel lanes in each direction.
3-P.10 Allow the following street facilities to be exempt from the vehicle
LOS standard identified in Policy 3-P.4, subject to the requirements
described in Policy 3-P.9.
• La Costa Avenue between Interstate-5 and El Camino Real
• El Camino Real between Palomar Airport Road and La Costa Avenue
• Palomar Airport Road between Interstate-5 and College Boulevard
• Palomar Airport Road between El Camino Real and Melrose Drive
3-P.11 Require new development that adds vehicle traffic to street facili-
ties that are exempt from the vehicle LOS standard (consistent with
3-P.9) to implement:
a. Transportation demand management strategies that reduce the
reliance on single-occupant automobile and assist in achieving
the city’s livable streets vision.
b. Transportation system management strategies that improve
traffic signal coordination and improve transit service.
3-P.12 Update the Citywide Facilities and Improvements Plan to ensure
consistency with the General Plan. This includes updating the cir-
culation LOS standards methodologies to reflect a more balanced/
multi-modal approach.
3-P.13 Use public outreach to educate and encourage alternative modes of
travel and inform the community about the benefits of participation
in new programs, approaches and strategies that support Mobility
Element goals and policies.
3-P.14 Require performance measures tied to transportation facilities and
services to comply with the Climate Action Plan and other state reg-
ulations and policies.
Street Design and Connectivity
3-P.15 Evaluate methods and transportation facility improvements to
promote biking, walking, safer street crossings, and attractive
streetscapes. The City Council shall have the sole discretion to
approve any such road diet or vehicle traffic calming improvements
that would reduce vehicle capacity to or below a LOS D; this also
applies to streets where the vehicle is not subject to the MMLOS
standard as specified in Table 3-1.
3-P.16 Design new streets, and explore funding opportunities for existing
streets, to minimize traffic volumes and/or speed, as appropriate,
within residential neighborhoods without compromising connec-
tivity for emergency first responders, bicycles, and pedestrians
consistent with the city’s Carlsbad Active Transportation Strat-
egies. This should be accomplished through management and
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implementation of livable streets strategies and such programs like
the Carlsbad Residential Traffic Management Plan.
3-P.17 Consider innovative design and program solutions to improve the
mobility, efficiency, connectivity, and safety of the transportation
system. Innovative design solutions include, but are not limited to,
traffic calming devices, roundabouts, traffic circles, curb extensions,
separated bicycle infrastructure, pedestrian scramble intersections,
high visibility pedestrian treatments and infrastructure, and traffic
signal coordination. Innovative program solutions include, but are
not limited to, webpages with travel demand and traffic signal
management information, car and bike share programs, active
transportation campaigns, and intergenerational programs around
schools to enhance safe routes to schools. Other innovative solutions
include bicycle friendly business districts, electric and solar power
energy transportation systems, intelligent transportation systems,
semi- or full autonomous vehicles, trams, and shuttles.
3-P.18 Encourage and seek partnerships to foster innovations in emerging
technology for transportation mobility to support the city’s
workforce, residents, and tourists. Integration between communi-
cation technology, energy, and transportation mobility should be
encouraged.
3-P.19 Encourage Caltrans, SANDAG, NCTD, and adjacent cities to improve
regional connectivity and service consistent with regional planning
efforts. This includes expansion of Interstate-5 with two HOV lanes
in each direction, auxiliary lanes, and associated enhancements, a
Bus Rapid Transit (BRT) route along Palomar Airport Road, shuttle
bus services from COASTER stations, and other enhancements to
improve services in the area.
3-P.20 Engage Caltrans, the Public Utilities Commission, transit agencies,
the Coastal Commission, and railroad agency(s) regarding opportu-
nities for improved connections within the city, including:
• Improved connections across the railroad tracks at Chestnut Avenue
and other locations
• A grade separated rail corridor that includes grade separated street
crossings at Grand Avenue, Carlsbad Village Drive, Tamarack Avenue
and Cannon Road, as well as new pedestrian and bicycle crossings
• Completion and enhancements to the Coastal Rail Trail and/or
equivalent trail along the coastline
• Improved connectivity along Carlsbad Boulevard for pedestrians
and bicyclists, such as a trail
• Improved access to the beach and coastal recreational opportunities
• Improved crossings for pedestrians across and along Carlsbad
Boulevard
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3 3-P.21 Implement connections and improvements identified in this
Mobility Element, including those identified in policy 3-P.19, as well
as:
• Extension of College Boulevard from Cannon Road to El Camino
Real
• Completion of the Poinsettia Lane connection near El Camino Real
(Reach E)
• Extension of Camino Junipero to the eastern city boundary
• A bicycle/pedestrian trail/pathway connecting the eastern terminus
of Marron Road to the east
• A bicycle/pedestrian trail/pathway connecting the eastern terminus
of Cannon Road to the east, and coordination with adjacent
agencies to appropriately link to their facilities
3-P.22 Support pedestrian and bicycle facilities at all Interstate-5 and State
Route 78 interchanges.
3-P.23 Maintain the city’s scenic transportation corridors as identified in
the Carlsbad Scenic Corridor Guidelines.
Pedestrian and Bicycle Movement
3-P.24 Update the pedestrian, trails and bicycle master plans, as necessary,
to reflect changes in needs, opportunities and priorities.
3-P.25 Implement the projects recommended in the pedestrian, trails
and bicycle master plans through the city’s capital improvement
program, private development conditions and other appropriate
mechanisms.
3-P.26 Identify and implement necessary pedestrian improvements on
streets where pedestrians are to be accommodated per Table 3-1,
with special emphasis on providing safer access to schools, parks,
community and recreation centers, shopping districts, and other
appropriate facilities.
3-P.27 Implement the Safe Routes to School and Safe Routes to Transit
programs that focus on pedestrian and bicycle safety improvements
near local schools and transit stations. Prioritize schools with access
from arterial streets for receiving Safe Routes to School projects.
3-P.28 Improve and enhance parking, connectivity, access, and utilization
for pedestrians and bicycles to COASTER stations, utility corridors,
and open spaces consistent with city planning documents.
3-P.29 Evaluate incorporating pedestrian and bicycle infrastructure within
the city as part of any planning or engineering study, private devel-
opment, or capital project.
3-P.30 Complete the Carlsbad Active Transportation Strategies to assist in
identifying livable street implementation parameters within the
city.
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3-P.31 Engage the community in the policy setting and planning of street,
bicycle, pedestrian, transit, and connectivity studies, plans and
programs.
3-P.32 Require developers to improve pedestrian and bicycle connectiv-
ity consistent with the city’s bicycle and pedestrian master plans and
trails master planning efforts. In addition, new residential develop-
ments should demonstrate that a safe route to school and transit
is provided to nearby schools and transit stations within a half mile
walking distance.
3-P.33 Work with existing neighborhoods and businesses to improve
pedestrian and bicycle connectivity and safety consistent with the
city’s pedestrian and bicycle master plans and trails master planning
efforts.
3-P.34 Actively pursue grant programs such as SANDAG’s Active Trans-
portation Grant Program and Smart Growth Incentive Program
to improve non-automotive connectivity throughout the city.
The emphasis of grant-funded projects shall be on implementa-
tion, which includes planning documents that guide and prioritize
implementation, programs that encourage the use of active trans-
portation modes, education for the use of active transportation
modes, or physical improvements themselves.
Transit
3-P.35 Partner with other agencies and/or developers to improve transit
connectivity within Carlsbad. As part of a comprehensive transpor-
tation demand management (TDM) strategy and/or with transit
oriented development (TOD), a shuttle system could be established
that connects destinations and employment centers like LEGOLAND,
hotels, the Village, McClellan-Palomar Airport, business parks, the
COASTER and Breeze transit stations, public activity centers (such
as senior centers, city hall, libraries, etc.) and key destinations along
the coast. The system could incorporate shuttle service in adjacent
cities to maximize connectivity.
3-P.36 Encourage NCTD, SANDAG and other transit providers to provide
accessibility for all modes of travel to the McClellan-Palomar Airport
area.
3-P.37 Coordinate with NCTD to improve the quality of bus stop facilities in
the city.
Parking and Demand Management
3-P.38 Develop flexible on-site vehicle parking requirements. Such
requirements will include implementation of innovative parking
techniques, implementing effective TDM programs to reduce
parking demand, and consideration of other means to efficiently
manage parking supply and demand.
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3 3-P.39 Require new employment development to provide secure bicycle
parking on-site. Major employers should provide shower and
changing rooms for employees as appropriate.
3-P.40 Assist Village businesses to manage parking in the Village area
to maximize parking efficiency. Any potential parking-related
revenues generated in this area should be reinvested into the Village
area for implementing livable streets and other parking, pedestrian,
and bicycle enhancements, including way-finding signage and main-
tenance of associated infrastructure.
3-P.41 Consider supporting new development and existing businesses with
various incentives (such as parking standards modifications) for
implementing TDM programs that minimize the reliance on single-
occupant automotive travel during peak commute hours.
Rail and Truck Movement
3-P.42 Identify and update truck routes within the city that provide suf-
ficient turning radii and other design attributes to support large
vehicles on those facilities.
3-P.43 Coordinate with other agencies and private entities to investi-
gate methods of improving service, implementing a quiet zone,
and enhancing connectivity and safety along the rail corridor; such
as through development of a grade separated rail corridor that
includes grade separated street crossings at Grand Avenue, Carlsbad
Village Drive, Tamarack Avenue and Cannon Road, as well as new
pedestrian and bicycle crossings at Chestnut Avenue, Chinquapin
Avenue and the Village and Poinsettia COASTER stations, and other
locations.
Air Movement
3-P.44 Work with the County of San Diego and other agencies to ensure
continued safe and efficient operation of the McClellan-Palomar
Airport, consistent with the Carlsbad Community Vision and existing
city policy.
Sept. 5, 2023 Item #3 Page 256 of 256
Carlsbad Residential Traffic
Management Program Revision
Lindy Pham, Associate Engineer
Miriam Jim, Senior Engineer
Sept. 5, 2023
RECOMMENDED ACTION
•Provide feedback on the additional
proposed changes to the Carlsbad
Residential Traffic Management Program
(CRTMP)
ITEM 3: CRTMP Revision
•Program adopted in 2001 and revised in
2011
•Outlines the process and procedure for
implementing traffic calming measures on
residential streets
•Designed for residential streets (low
traffic volume and low speed)
BACKGROUND
ITEM 3: CRTMP Revision
CURRENT CRTMP STRUCTURE
•Phase I –Education and Enforcement
•Phase II –Cost Effective Traffic Calming Measures
•Phase III –Traditional Traffic Calming Measures
ITEM 3: CRTMP Revision
PHASE I -EDUCATION AND ENFORCEMENT
Regulatory Sign Temporary Speed
Feedback Sign Enforcement
ITEM 3: CRTMP Revision
PHASE II -TRAFFIC CALMING MEASURES
•Requires critical speed of 32 mph or higher
•Neighborhood meeting
•Work with residents on a preferred concept plan
•Survey to gauge community support
•T&MC and City Council approval
ITEM 3: CRTMP Revision
EXAMPLES OF PHASE II MEASURES
Speed cushion Traffic circle Curb extension
ITEM 3: CRTMP Revision
PHASE III –TRADITIONAL TRAFFIC CALMING
•Center island narrowing
•Realign intersections
•Forced turn channelization
•Due to the success of CRTMP Phase II measures, Phase III of the
CRTMP has not been implemented
ITEM 3: CRTMP Revision
PREVIOUSLY PROPOSED CHANGES
1.Remove STOP signs from Phase II Toolbox
2.Remove High Visibility Crosswalks from Phase II Toolbox
3.Limit deployment of temporary speed feedback signs on the same
street to once every 2 years
4.Change CRTMP to a Two-Phase Program
5.Update CRTMP Toolbox
ITEM 3: CRTMP Revision
ADDITIONAL CHANGES PROPOSED -#1
•Implementation of traffic calming measures on non-residential streets
shall be in accordance with City’s General Plan Mobility Element
•Mobility Element provides guidelines on city’s livable street system
•Identifies preferred attributes for each street typology
•Provides guidance on traffic calming measures that should be
considered according to street typology
ITEM 3: CRTMP Revision
ITEM 3: CRTMP Revision
DEFINITIONS
•Project Area of Influence (PAOI)
•Established by city staff with input from residents
•Includes:
1.all single-family home residences on the subject street segment
2.All cul-de-sac streets connecting to that segment
•Mail Survey
•Calculated based on surveys sent to residents and non-resident
owners within PAOI
•Considered valid if 50% surveys are returned and 67% or more of the
returned survey support the traffic calming plan
ITEM 3: CRTMP Revision
ADDITIONAL CHANGES PROPOSED -#2
•Residents have expressed concerns:
•residents on cul-de-sac streets may not support traffic calming
•could skew survey results toward non-support
•Proposed Change:
•For projects with connecting cul-de-sac streets, survey results will be
calculated in two different ways:
1.Mail survey returned within the entire PAOI
2.Mail surveys returned on the subject street only
ITEM 3: CRTMP Revision
ADDITIONAL CHANGES PROPOSED -#3
•Requiring resident-led petition to initiate process
to consider non-eligible street as an exception
into Phase II of the program
•The need for and effectiveness of traffic calming
measures is reduced when measured speeds are
< 32 mph
•If perceived need for traffic calming is reduced,
community support may also be reduced
ITEM 3: CRTMP Revision
PROPOSED PETITION REQUIREMENTS
•One signature per residence
•Signatures from a minimum 50% of the residences within
the PAOI supporting
•If met, staff will then present the request for exception to
T&MC for review and approval
ITEM 3: CRTMP Revision
NEXT STEPS
•Incorporate all proposed changes and complete the draft
CRTMP Revision
•Present the draft document to Traffic and Mobility
Commission for review at a future meeting
ITEM 3: CRTMP Revision
RECOMMENDED ACTION
•Provide feedback on the additional
proposed changes to the CRTMP
ITEM 3: CRTMP Revision