HomeMy WebLinkAbout2023-10-02; Traffic and Mobility Commission; ; North County Comprehensive Multimodal Corridor PlanMeeting Date: Oct. 2, 2023
To: Traffic and Mobility Commission
Staff Contact: Nathan Schmidt, Transportation Planning and Mobility Manager
Nathan.Schmidt@carlsbadca.gov 442-339-2734
Subject: North County Comprehensive Multimodal Corridor Plan
Recommended Action
Receive a presentation from Kareem Scarlett, a representative of California Department of
Transportation, or Caltrans, and Brian Lane a representative of San Diego Association of
Governments, or SANDAG, regarding the North County Comprehensive Multimodal Corridor
Plan.
Background
The North County Comprehensive Multimodal Corridor Plan, or NC-CMCP, is a long-range
strategic transportation plan for North San Diego County subregion. The plan was led by
Caltrans and SANDAG and incudes a study area focused along the State Route 78, or SR-78,
Corridor including the cities of Oceanside, Carlsbad, Vista, San Marcos, and Escondido. The plan
was finalized in June 2023 and developed in collaboration between SANDAG, Caltrans, North
County Transit District, or NCTD, the County of San Diego and the cities within the project area.
The NC-CMCP is a strategic blueprint aimed at identifying and implementing various
transportation projects and services in the communities along the SR-78 corridor. This plan
encompasses all modes of travel including driving, biking, walking, transit, micro-mobility, and
other services. The NC-CMCP is intended to address significant challenges to the subregion such
as aligning transportation policies with land use planning, enhancing accessibility for historically
underserved communities, mitigating climate change effects, and adapting to evolving
technology. The plan anticipates North County's population to grow by 13% and job
opportunities by 26% by 2050, emphasizing the need for a comprehensive transportation
strategy to accommodate this future growth.
The NC-CMCP developed a recommended network consisting of nine “Strategy Layers” which
are largely based on SANDAG’s 5 Big Moves identified in the 2021 Regional Plan. These strategy
layers include elements such as Regional “Smart” Highway Capacity Management, Smart
Arterials and Intersections, Mobility as a Service, Active Transportation, High-Frequency Transit,
Sprinter Improvements, Reconnecting Communities and Complementary Programs.
Recommendations specific to the City of Carlsbad are as follow:
Oct. 2, 2023 Item #1 Page 1 of 251
Regional Spines (See NC-CMCP Attachment 3):
• Interstate 5: Managed lanes, interchange reconfiguration improvement at I-5/SR-78,
active transportation improvements at interchanges and crossings, signal coordination
and communications upgrades at interchanges
Mobility Boulevards (See NC-CMCP Attachment 2):
• Development of a Mobility Hub in the heart of the Palomar Airport Road business park
• Palomar Airport Road: Transit Priority or “Flex Lanes” during peak periods, smart
intersection improvements, Class-IV bikeways, pedestrian crossing enhancements,
Rapid “Next Gen” Transit service with a frequency of 10 minutes, commuter express
transit service to Kearny Mesa and Riverside, and local microtransit service
• El Camino Real: Transit Priority or “Flex Lanes” during peak periods, smart intersection
improvements, Class-IV bikeways, pedestrians crossing enhancements, Rapid “Next
Gen” Transit service with a frequency of 10 minutes
• Melrose Boulevard: Consider Transit Priority or “Flex Lanes” during peak periods, smart
intersection improvements, Class-IV bikeways, pedestrian crossing enhancements,
transit service with a frequency of 10 minutes, and local microtransit service
The plan also outlines implementation phases, including early action bundles for near-term
implementation and a focus on balancing policies, funding, and priorities to ensure successful
execution. By addressing these challenges and leveraging opportunities, the NC-CMCP seeks to
create a holistic transportation and mobility system that improves safety, accessibility,
connectivity, and overall quality of life for North County residents and businesses.
Caltrans and SANDAG staff will provide the Traffic & Mobility Commission with an overview of
the recommendations in the NC-CMCP, including those projects which would be particularly
relevant to the City of Carlsbad. The final plan is provided in Exhibit 1 and the plan appendices
can be reviewed on the following project website: https://www.sandag.org/regional-
plan/comprehensive-multimodal-corridor-plans/north-county-cmcp
City comments provided during public outreach period from February 2, 2023 to March 12,
2023 are provided in the City Council memorandum dated July 27, 2023, shown as exhibit 2.
Next Steps
Staff will continue collaboration with SANDAG and Caltrans staff to refine and implement the
recommendations identified in the NC-CMCP and supported by the City of Carlsbad.
Exhibits
1. North County Comprehensive Multimodal Corridor Plan
2. City Council Memo dated July 27, 2023 Re: North County Comprehensive Multimodal
Corridor Plan Update (Districts – All)
Oct. 2, 2023 Item #1 Page 2 of 251
NORTH COUNTY COMPREHENSIVE
MULTIMODAL CORRIDOR PLAN
Final, June 2023
COMPREHENSIVE MULTIMODAL CORRIDOR PLAN
NORTH COUNTY
FINAL | June 2023
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iiiNorth County CMCP | FINAL | June 2023
TABLE OF CONTENTS
CMCP Framework ...........................................................................................1
What is Expected from a CMCP? .............................................................................................2
What is the North County CMCP? .............................................................................................3
Why North County Needs a CMCP? .........................................................................................4
The Opportunity Ahead:
Laying the Foundation and Building Upon It .......................................................................6
Fitting into the Larger Context ..................................................................................................7
Collaborative Project Engagement ........................................................................................14
CMCP Process: Creating the North County CMCP .............................................................15
What is Included in the North County CMCP? ....................................................................16
Corridor Context ...........................................................................................18
Defining North County’s Study Area ......................................................................................19
Topography and Transportation .............................................................................................20
North County’s Overall Population and Job Trends .........................................................22
Where People Live and Work in North County ..................................................................25
North County’s People and Communities ............................................................................32
Social Equity Focus Communties Of North County ..........................................................32
North County’s Mobility Hubs ................................................................................................40
Understanding North County Travel Patterns ...................................................................44
Key Takeaways ..............................................................................................................................48
Mobility Assessment ...................................................................................50
User Experiences in North County ...........................................................................................51
Corridor Performance Assessment and Related Outcomes .........................................54
Structural Challenges and Observations ..............................................................................65
Key Takeaways ...............................................................................................................................83
Values, Goals, and Objectives ..................................................................85
North County Transportation Vision ......................................................................................86
Objectives ........................................................................................................................................87
Performance Metrics ..................................................................................................................88
North County's Existing Performance ....................................................................................91
Performance Dashboard ............................................................................................................93
Supporting North County's Shift to Holistic System ........................................................96
1
2
3
4
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ivNorth County CMCP | FINAL | June 2023
Mobility Solution ..........................................................................................98
The Strategy Layers ......................................................................................................................99
Adapting to Uncertainty and Variability ..............................................................................112
The Strategic Anchors ................................................................................................................113
The Plan ...........................................................................................................................................123
Mobility Solution Takeaways...................................................................................................126
Performance Assessment and
Plan Phasing ...............................................................................................128
CMCP Forecasted Performance .............................................................................................128
Addressing Key North County Mobility Needs .................................................................140
Call to Action .................................................................................................................................141
CMCP Implementation Blueprint ...........................................................142
Action Area A - Prioritize Early Success .............................................................................143
Action Area B - Integrate and Collaborate .........................................................................145
Action Area C - Create an Innovation Testbed..................................................................146
5
6
7
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vNorth County CMCP | FINAL | June 2023
ATTACHMENTS
Attachment 1: Mobility Hub Sheets
Attachment 2: Mobility Boulevard Sheets
Attachment 3: Regional Spine Sheets
Attachment 4: Project and Program Inventory
Attachment 5: Early Action Bundle Sheets
APPENDICES
Appendix A: Executive Summary of the California Transportation Plan 2050
Appendix B: 2021 Regional Plan North County Programs and Projects List
Appendix C: TWG and SWG
Appendix D: Community Context Analysis
Appendix E: Existing Transportation Network
Appendix F: Land Use Patterns
Appendix G: Employment Centers
Appendix H: Travel Shed
Appendix I: Public Communications Outreach Summary
Appendix J: Social Equity Memorandum
Appendix K: Isochrone Methodology and Analysis-Existing Condition (2019)
Appendix L: Baseline Performance Assessment
Appendix M: Safety Analysis
Appendix N: Major Arterials Volume Analysis
Appendix O: Mode Share Analysis
Appendix P: Congestion Hotspot Analysis
Appendix Q: VMT Analysis
Appendix R: Travel Patterns
Appendix S: Transit Competitiveness
Appendix T: Travel Time Experience
Appendix U: Sensitivity Analysis
Appendix V: Assessment of Performance Metrics (Performance Dashboard)
Appendix W: Isochrone Methodology and Analysis-Proposed Condition (2050)
Appendix X: Project Scoring Rubric Analysis
Appendix Y: Funding Sources
Appendix Z: Cost Estimate Methodology
Appendix AA: Public Comments for Draft CMCP
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LIST OF FIGURES
Figure 1-1: North County and Surrounding Mega Region ..............................................................................................................................4
Figure 1-2: Population and Job Trends in North County CMCP Study Area .....................................................................................5
Figure 1-3: Transportation Planning and Implementation Process ........................................................................................................6
Figure 1-4: North County CMCP Relationship with Other Planning Efforts and Policies ......................................................7
Figure 1-5: 2021 Regional Plan's 5 Big Moves ............................................................................................................................................................11
Figure 1-6: North County CMCP Process ....................................................................................................................................................................15
Figure 2-1: Chapter 2 Key Takeaways .............................................................................................................................................................................18
Figure 2-2: North County CMCP Study Area ............................................................................................................................................................19
Figure 2-3: Topographical Map of North County .................................................................................................................................................21
Figure 2-4: Age Distribution of North County CMCP Study Area ..........................................................................................................22
Figure 2-5: Population and Job Trends in North County CMCP Study Area .................................................................................24
Figure 2-6: Existing Land Uses ...........................................................................................................................................................................................26
Figure 2-7: Existing Housing Units and Jobs (2016) ..........................................................................................................................................27
Figure 2-8: North County Employment Centers .................................................................................................................................................28
Figure 2-9: Planned Housing Units and Jobs by 2050 ....................................................................................................................................30
Figure 2-10: San Diego County Population Projections (CA Department of Finance) ...........................................................31
Figure 2-11: Social Equity Focus Community (SEFC) Areas of North County .................................................................................34
Figure 2-12: Healthy Places Index Score for North County CMCP ..........................................................................................................35
Figure 2-13: CalEnviroScreen 4.0 Score for North County CMCP ............................................................................................................36
Figure 2-14: Federal Low-Income Population (2019) ........................................................................................................................................37
Figure 2-15: Housing-Defined Low-Income Population (2019) ................................................................................................................38
Figure 2-16: People of Color Population(2019) .......................................................................................................................................................39
Figure 2-17: North County CMCP Mobility Hubs .................................................................................................................................................40
Figure 2-18: SANDAG Employment Tiers in Study Area by Mobility Hubs .......................................................................................41
Figure 2-19: Regional Attractions and Destinations .........................................................................................................................................43
Figure 2-20: Weekday Daily Trip Pattern for Trips that Start in North County ...........................................................................45
Figure 2-21: Travel Shed Weekday Trip Length ....................................................................................................................................................46
Figure 2-22: Top Routes To and From Carlsbad Palomar Mobility Hub ............................................................................................47
Figure 3-1: Interactive Map on North County CMCP Social Pinpoint Virtual Engagement Hub....................................51
Figure 3-2: Study Area Collision Summary for Serious and Fatal Collisions ...................................................................................54
Figure 3-3: Fatalities Related to State Highway System (SHS) and Local Roads in Study Area ......................................55
Figure 3-4: Pedestrian Fatalities Related to State Highway System (SHS) and Local Roads in Study Area .........55
Figure 3-5: Study Area Local Roads Fatal and Serious Injury Collision (Pedestrians and Bicycle) ...............................56
Figure 3-6: Annual Estimated Trip Length and Trip Duration ..................................................................................................................57
Figure 3-7: North County’s Congestion Hot Spots (March 2019) .............................................................................................................58
Figure 3-8: Mode Distribution – Means of Transportation to Work (2019) .......................................................................................59
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viiNorth County CMCP | FINAL | June 2023
Figure 3-9: Mode Distribution – Means of Transportation for All Trips (2016) ..............................................................................60
Figure 3-10: Daily VMT and Population Over Time (2010 – 2019) ............................................................................................................62
Figure 3-11: SB 743 Maps by Employee ........................................................................................................................................................................63
Figure 3-12: SB 743 Maps per Capita .............................................................................................................................................................................63
Figure 3-13: Existing Housing and Jobs Dot Density ........................................................................................................................................67
Figure 3-14: Average Housing and Transportation Cost Burdens .........................................................................................................68
Figure 3-15: Connections Needed between Trip Generators and the Regional Transportation Network .............70
Figure 3-16: Confluence of Barriers in San Marcos .............................................................................................................................................72
Figure 3-17: Existing Class I and Class IV Bicycle Facilities within the North County Study Area..................................73
Figure 3-18: Gap in Inland Rail Trail ................................................................................................................................................................................74
Figure 3-19: Barham Dr and Campus Way, 30-Minute Travel Sheds at PM Peak ......................................................................79
Figure 3-20: Existing Housing Units within High-Frequency Transit Stops .................................................................................80
Figure 3-21: Highlighting the Importance of Arterials to North County (Examples: Oceanside and Carlsbad
Mobility Hubs) ...................................................................................................................................................................................................81
Figure 3-22: SR 78 Eastbound Traffic Exit Distribution From I-5 ............................................................................................................82
Figure 3-23: SR 78 Westbound Traffic Exit Distribution From I-15 .........................................................................................................82
Figure 4-1: Social Equity Focus Community Areas ...........................................................................................................................................88
Figure 5-1: The Multi-Faceted System Approach to Develop The Plan ..............................................................................................98
Figure 5-2: Strategy Layer Development Process ...........................................................................................................................................100
Figure 5-3: Strategy Layering Example #1................................................................................................................................................................110
Figure 5-4: Strategy Layering Example #2 ...............................................................................................................................................................111
Figure 5-5: Strategy Layering Example #3 ...............................................................................................................................................................111
Figure 5-6: Mobility Hubs/Zones in the North County Subregion ........................................................................................................115
Figure 5-7: Factors for Mobility Hub Success ........................................................................................................................................................116
Figure 5-8: Mobility Boulevards for the North County CMCP ..................................................................................................................118
Figure 5-9: North County CMCP Regional Spines ............................................................................................................................................122
Figure 6-1: Poinsettia Avenue and Business Park Drive, 30-Minute Travel Sheds at PM Peak ......................................131
Figure 6-2: Consumption Spreads Faster Today – Percent of Household .....................................................................................132
Figure 6-3: The Six Levels of Driving Automation .............................................................................................................................................133
Figure 6-4: North County CMCP Critiera .................................................................................................................................................................134
Figure 6-5: Early Action Bundle Locations .............................................................................................................................................................137
Figure 6-6: Proposed Open to Traffic Phasing ...................................................................................................................................................139
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viiiNorth County CMCP | FINAL | June 2023
LIST OF TABLES
Table 2-1: Transit Oriented Development Opportunities ..............................................................................................................................25
Table 2-2: 6th Cycle (2021-2029) RHNA Allocation for Jurisdictions in Study Area ....................................................................29
Table 2-3: Population Characteristics of Mobility Hubs ..................................................................................................................................42
Table 2-4: Travel Patterns of Carlsbad Palomar Mobility Hub ...................................................................................................................47
Table 3-1: Densities Summary for Existing Transit Services ........................................................................................................................77
Table 3-2: Percentage (%) of Population Groups within ½ Mile of High Frequency Transit Stop (2016) .................77
Table 3-3: Existing Access Summary for Transit and Auto ...........................................................................................................................78
Table 5-1: Types of Mobility Hubs/Zones ....................................................................................................................................................................115
Table 5-2: Quality Investments for Mobility Boulevards ................................................................................................................................119
Table 6-1: Estimated 2050 Performance Measures .........................................................................................................................................129
Table 6-2: Comparison of 30-minute Travel in North CountyExisting (2016) and Proposed (2050) Transit
Networks ...............................................................................................................................................................................................................130
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ixNorth County CMCP | FINAL | June 2023
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Oct. 2, 2023 Item #1 Page 11 of 251
North County CMCP | FINAL | June 2023
w
COMPREHENSIVE
MULTIMODAL
CORRIDOR PLAN
(CMCP) FRAMEWORK1
North County is home to 1 in 5 (20%) of the region’s residents and
jobs and by 2050 is expected to grow by 13% in population and 26%
in jobs. By 2050, 43% of North County Corridor residents and 67%
of jobs are anticipated to reside within mobility hubs. Of North
County trips, 70% stay within North County and 50% are less
than 5 miles. Large employment centers are miles away from
regional transportation facilities, exacerbating network
congestion. Regional north-south facilities are separated by
over 17 miles and limited to I-5, I-15, and COASTER/Amtrak.
Consequently, major arterials provide the predominant
mobility option for North County users. These factors
make it necessary for SANDAG, Caltrans, local
communities, and the people who regularly
travel through the area to progress the vision
of a technologically advanced, balanced, and
integrated multimodal transportation system.
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1North County CMCP | FINAL | June 2023
CMCP FRAMEWORK
The North County Comprehensive Multimodal Corridor Plan (North County CMCP) is a strategic
blueprint for identifying and implementing multimodal projects and services within North County
communities predominantly located along State Route 78 (SR 78).
North County is the gateway between regional destinations in San Diego County and the
communities to the north—especially communities in southern Riverside County. North County
mobility, transportation, and quality of life will be affected by a series of unique observations: strained
system, continued population growth, and need to adapt and be resilient. These factors make it
necessary for SANDAG, Caltrans, local communities, and the people who regularly travel through the
area to make progress towards the vision of a technologically- advanced, balanced, and integrated
multimodal transportation system.
SANDAG and Caltrans developed this Comprehensive Multimodal Corridor Plan (CMCP) to address
the current and future multimodal needs of the North County corridor. A CMCP strives to create
equitable and sustainable solutions for people living in the community and focuses on things such
as transit, managed lane priorities, goods movement, climate impacts, environmental considerations,
technology, and local road connections including bicycle and pedestrian connections. Based on the
characteristics and needs of the corridor, SANDAG and Caltrans have recommended a package of
projects, programs, and policies in which the region can invest to create a safe, equitable, reliable,
intelligent transportation system of the future. This CMCP highlights the transportation solutions
to be implemented with the general timeline and estimated costs for that implementation.
The appendices to this document provide extensive details on the technical aspects of the plan,
including how strategies were evaluated through research, analysis, community input, and strategic
implementation.
SANDAG and Caltrans would like to thank representatives from the following organizations who
served on the Project Development Team:
y City of Carlsbad
y City of Escondido
y City of San Marcos
y City of Oceanside
y City of Vista
y County of San Diego
y North County Transit District (NCTD)
A special acknowledgment is extended to all the community-based organizations, partner agencies,
and community members that participated in the development of this plan.
1
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2North County CMCP | FINAL | June 2023
A CMCP utilizes a multimodal planning process to create a balanced, equitable transportation system
that integrates mobility options such as driving, biking, walking, transit, micro-mobility, and other
mobility services to move people and goods within the designated corridor and beyond. A corridor
study area may include multiple facilities such as local arterial roadways, state highways, rail lines,
transit systems, and active transportation facilities.
A CMCP document plans for all modes of transportation by evaluating existing and future conditions, community priorities, and the potential benefit of proposed mobility strategies that align with state, regional, and project-specific goals. As the implementation blueprint for multimodal mobility within a corridor, a CMCP helps align community priorities and initiatives with state and regional goals to develop projects and services.
What is Expected from a CMCP?
CMCPs are the evolution of transportation planning as they
break down silos between agencies and communities along
a corridor. They facilitate a holistic approach to develop a balanced transportation system that meet the mobility
needs of all users, especially users from social equity focus
communities1. A CMCP supports continuous improvement of the transportation system through a meaningful planning and collaborative process thatemphasizes the importance of
providing useful options to allow people to choose how to get
around. A CMCP simply cannot and should not be a “check the box” for project funding (or financing).
CMCPs are expected to:
y Reimagine the mobility approach by focusing on quality of life, accessibility, sustainability, access to jobs, housing, education, and health for all y Engage communities, especially social equity focus communities, to identify projects and programs
that provide meaningful benefits for all users of the transportation system y Address today’s mobility challenges while building a foundation for the future y Create a seamless (“door to door”) system of transportation improvements to enhance user
experience and promote alternative modes of travel y Promote cross-jurisdiction partnerships to implement corridor-wide transportation improvements y Develop a balanced implementation plan for timely, phased (if necessary), integrated (with other
parallel efforts), and effective results y Provide an integrated set of multimodal transportation improvements that align with state, regional and local objectives and inform future plans y Enable regions to compete for state funding under Senate Bill 1 (SB 1), the Road Repair and
Accountability Act (2017), and the Congested Corridors Program
CMCPs are expected to be leveraged for applicable state and federal funds for projects. When funding is
obtained, the CMCP transportation projects and programs will be added to the Regional Transportation Improvement Program (RTIP). The RTIP is a multi-billion-dollar, five-year program of major
transportation projects funded by the federal, state, and local governments. Figure 1-3 shows how the
CMCP process works in conjunction with state and regional planning efforts to make the recommended
transportation projects a reality.
1 Social equity focus communities are areas where there is a high concentration of people with low-income, seniors, People of Color, and federally recognized
Native American tribes. These communities are historically underserved and often disadvantaged in terms of infrastructure and economic opportunities.
A CMCP is a blueprint that successfully
transitions agencies, stakeholders,
and community members into
implementing transportation
infrastructure and services
that support local mobility
needs while advancing
regional and state goals.
What is a CMCP?
A Comprehensive Multimodal Corridor Plan (CMCP) is a strategic blueprint for identifying and implementing multimodal projects and services within communities predominantly along a specific corridor. The document is based on an integrated planning process that brings together residents, local jurisdictions, tribal governments, and other partner agencies.
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3North County CMCP | FINAL | June 2023
What is the North County CMCP?
North County CMP aligns local general plans and initiatives with state and regional goals and prioritizes integrated transportation planning and implementation – allowing for transportation and mobility improvements to function well across jurisdictions, communities, users, and markets. It does this by analyzing transportation holistically and prioritizing collaboration among agencies to develop a multimodal system that meet user needs across jurisdictions. The North County CMCP connects the plans, policies, and programs of multiple cities and local transit agencies to identify and advance multimodal solutions and strategies that work together. All cities and regional/state agencies benefit from individual mobility plans and strategies—the North County CMCP integrates and builds upon them at a subregional level for the benefit of local communities.
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Why North County Needs a CMCP?
The North County CMCP Study Area (shown in Figure 1-1) is located in the center of a mega region comprised of the transportation corridors connecting the counties of San Diego, Orange, and Riverside. In many ways, North County is the gateway between regional destinations in San Diego County and the communities to the north—especially communities in southern Riverside County.
Figure 1-1: North County and Surrounding Mega Region
InlandSan DiegoInlandSan DiegoCoastal San DiegoCoastal San Diego
East County/ Imperial CountyEast County/ Imperial County
Orange County/Los Angeles County
Orange County/Los Angeles County
Southern San DiegoSouthern San Diego
San Bernardino County/ RiversideCounty
San Bernardino County/ RiversideCounty
North CountyNorth County
Surrounding Subregions
North County Study Area
Legend
N¶
805
5
78
163
5
5
15
15
15
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5North County CMCP | FINAL | June 2023
Strained system
The transportation system in North County influences individuals’ and families’ decisions on where to
live, work, shop, go to school, recreate, and how to move around safely within the community. North
County’s rapid growth in population and employment over the last 20 years has strained the existing
transportation system. The increased demand and mobility needs are either misaligned with existing
transportation services or have outpaced the available capacity—making North County travelers
experience congestion, delay, inconsistent travel times, and safety risks.
Continued growth
North County experienced rapid growth in the last 20 years and is expected to experience growth but
at a slower rate. Between 1990 and 2019, the population in the subregion grew by 49 percent. Between
1995 and 2019, the number of jobs in the subregion grew by 54 percent. By 2050, 83,000 more people
and 115,000 new jobs are projected – an increase of 13% and 45%, respectively. Growth in the number
of people living and work presents opportunities and challenges for the transportation network.
Figure 1-2: Population and Job Trends in North County CMCP Study Area
Sources: (1) American Community Survey (ACS) 2019 5-Year Estimate, (2) SANDAG DS39 Forecast Estimates (2021), (3) IPUMS NHGIS (1990), (4) LEHD LODES Workplace Area Characteristics (2019), and (5) SANDAG Estimates (2020)
The Need to Adapt and Be Resilient
North County’s transportation system will need to provideprovide near-term solutions to provide relief
from existing constraints and be adaptable and resilient to the future changes that are unpredictable.
A few examples include:
Population
20191
660,700 North County Population
19.9% of Regional Population
20502
744,000 North County Population
20.1% of Regional Population
49%
19903 - 20191
Population
Growth
20191 - 20502
Population Growth
13%
Jobs
20194
259,700 North County Jobs
17.9% of Regional Jobs
20502
375,300 North County Jobs
17.9% of Regional Jobs
54%
19955 - 20194
Job Growth
20194 - 20502
Job Growth
46%
Serve the continued growth defined above through mobility options while
acknowledging limited opportunities to add “traditional” forms of capacity (i.e.,
continuous widening of roads)
Adapt to user behavior changes while addressing the impacts due to the lack of
housing that is affordable
Alleviate existing impacts to quality of life (air quality, loss of time in congestion)
while tackling transportation-related climate impacts
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The Opportunity Ahead:
Laying the Foundation and Building Upon It
The North County subregion can improve a strained transportation network steadily implementing
integrated mobility options. This is an opportunity to transform the transportation system into a
competitive advantage for North County. This CMCP will utilize the information readily available today
and transportation owner/user experience to establish a path forward-starting by laying a foundation
for improving multimodal mobility and accessibility across North County communities.
Based on up-to-date information and conditions, the North County CMCP will provide transportation
strategies, programs, and projects that will allow North County to recognize the need for immediate
improvements in multimodal mobility while providing an adaptable approach for future
implementation of infrastructure. As part of Chapters 5 and 6, this CMCP will provide a North County
tailored, implementation phasing to meet the changes in North County population and employment,
new tools and technologies, and available funding sources (public and private).
Figure 1-3: Transportation Planning and Implementation Process
California Transportation Plan 2050
February2021
How Does the Process Work?
This CMCP builds on previous and current regional and local efforts to create a comprehensive transportation network that sets the foundation for enhancing multimodal connectivity throughout the North County subregion. Planning documents the CMCP builds off of include the SANDAG 2021 Regional Plan, known as “San Diego Forward”, the California Transportation Plan 2050, Caltrans CMCP Guidelines and other plans from municipalities within the CMCP boundaries. After a CMCP is approved, individual projects, programs, and policies outlined in the document can apply for various federal, state, and local funding opportunities such as SB 1 funding. Ordinarily, a package of projects does not receive funding all at the same time; rather funding for individual solutions are received over the course of multiple legislative sessions. Once funding is secured, the project(s) will be added to the Regional Transportation Improvement Program (RTIP), a multi-billion-dollar, five-year program of major transportation projects with secured funding from federal, state, and local governments.
Transportation Planning
Sets a blueprint, complies with laws, high-level
Regional Plan and Vision:
CaliforniaTransportation 2050
More in-depth solutions
CMCP Document:
Secure Funding
SB1 and Infrastructure Investment and Jobs Act programs and other federal, state and local sources
Environmental Documents
Design
Construction
Consistent with SANDAG’s federal congestion management process (CMP), the CMP network is monitored through regular State of the Commute reports. Projects that add single occupancy vehicle (SOV) capacity are evaluated for non-SOV inducting alternatives prior to programming. Known bottlenecks and areas of safety concern are exempt from this review requirement.
Please see Appendix A for an additional details regarding this plan.
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Fitting into the Larger Context
The North County CMCP aligns and integrates state, regional policies with local planning efforts—allowing for North County sub-regional needs to be reflected within a single document. The planning efforts and initiatives on the state, regional, and local level have guided transportation choices and catalyzed changes on how to plan and think about transportation.
Figure 1-4: North County CMCP Relationship with Other Planning Efforts and Policies
In the past, transportation planning was “siloed” where individual cities, regional, and state agencies developed individual planning efforts that were “coordinated” across agencies. The CMCP framework supports the transition from “siloed” modes and jurisdictions to an “integrated” system approach.
This CMCP process develops a balanced, multimodal system aligning local, regional, state, and federal initiatives through a collaborative process that respects each entity’s goals, needs, and planning efforts. The North County CMCP aligns these planning efforts and bridges the gap between local planning and state/regional planning efforts—focusing on the sub-regional needs between North County cities and communities and the neighboring subregions.
The CMCP framework helps the vision and goals in state, regional and local efforts meet to address the traveling needs of North County.
The following regional, state, and local initiatives guide the CMCP process:
y SANDAG 2021 Regional Plan y California Transportation Plan 2050 y Climate Action Plan for Transportation Infrastructure
y Caltrans Corridor Planning Process Guide y Caltrans Smart Mobility Framework y Other local plans
This North County CMCP
develops a balanced,
multimodal system
aligning local,
regional, state, and
federal initiatives
through a collaborative process that
respects each initiative’s goals, needs,
and planning efforts.
The North County CMCP is where local and North County needs meets the policy frameworks defined by the State’s CTP and the Regional Plan.
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State and Regional Initiatives
State and regional transportation planning initiatives provide the strategic policy and funding
priorities within the State of California and San Diego Region—providing a focus on the
implementation of transportation at a macroscopic level. For successful implementation of projects
across multiple jurisdictions, North County agencies, operators, and stakeholders need to be in
alignment with state and regional initiatives. In other words, CMCPs provide the framework for
sub-regionally driven solutions at the local and subregional levels to promote state and
regional initiatives. CMCP alignment therefore demonstrates agency partnership across
stakeholders and jurisdictions, proactive preparation for funding and implementation opportunities,
and a transportation system plan that balances the policies and priorities across all parties.
The state and regional initiatives guiding the state and regional perspectives in the CMCP process
include the California Transportation Plan 2050, Climate Action Plan, the Regional Plan, Regional
Transportation Improvement Plan, and regional strategies such as the Regional Military Multimodal
Access Strategy.
California Transportation Plan 2050
The California Transportation Plan (CTP) 20501 is a long-range transportation roadmap for achieving the state’s vision of a safe, resilient, and universally accessible transportation system that supports vibrant communities, advances racial and economic justice, and improves public and environmental health. The CTP 2050 provides a framework to make effective, transparent, and transformative transportation decisions in California. No projects are included in the CTP 2050, but it does provide people-focused policies, strategies, and investments that close the gap between the goals in regional transportation plans (RTP) and the following state goals:
1 https://dot.ca.gov/programs/transportation-planning/state-planning/california-transportation-plan
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Climate Action Plan for Transportation Infrastructure (CAPTI)
In July 2021, the California State Transportation Agency (CalSTA) adopted its Climate Action Plan for Transportation Infrastructure (CAPTI)1 to prioritize transportation infrastructure investments that “…realize a truly low-carbon, sustainable, resilient, and economically competitive future for the state…” As part of the CAPTI investment framework and CTP 2050, the State of California is taking a “fix-it-first” approach using existing funding sources and prioritizing projects that align with CAPTI’s Guiding Principles. In addition to the Guiding Principles for funding, the following strategies and key actions are most applicable to the North County CMCP:
In addition to these Guiding Principles for funding, CAPTI has four strategies pertinent to North County CMCP:
1 https://calsta.ca.gov/-/media/calsta-media/documents/capti-july-2021-a11y.pdf
Building toward an integrated, statewide
rail and transit network
Investing in networks of safe and
accessible bicycle and
pedestrian infrastructure
Including investments in light, medium,
and heavy-duty zero-emission vehicle
(ZEV)infrastructure
Strengthening our commitment to
social and racial equity by reducing
public health and economic harms
and maximizing community benefits
Making safety improvements to reduce
fatalities and severe injuries of all
users towards zero
Assessing physical climate risk
Promoting projects that do not
significantly increase
passenger vehicle travel
Promoting compact infill development
while protecting residents and businesses
from displacement
Developing a zero-emission freight transportation system
Protecting natural and working lands
1 Cultivate and Accelerate Sustainable Transportation Innovation by
Leading with State Investments by promoting innovative sustainable
transportation solutions in Solutions for Congested Corridor Programs (SCCP)
Projects by requiring multimodal corridor plans.2 Support a Robust Economic Recovery by Revitalizing Transit, Supporting
ZEV Deployment, and Expanding Active Transportation Investments
including increasing funding for Active Transportation Projects.3 Support Local and Regional Innovation to Advance Sustainable Mobility
through new mechanisms to mitigate increases in VMT from transportation
projects. and convene discussions regarding sustainable rural
transportation solutions.4 Strengthen Transportation and Land Use Connections by leveraging
transportation investments to incentivize infill housing and explore “highways
to boulevards” conversion pilot program.
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Caltrans Smart Mobility Framework
Smart Mobility Framework (SMF) is guidance that emphasizes the integration of transportation and land use concepts to bring about smart growth transportation strategies across California. Principles outlined in the SMF are woven throughout the development of North County CMCP – helping to guide the selection of solutions by emphasizing:
y Location efficiency – integrating land use and transportation to improve accessibility, maximizing non-motorized modes and transit, and reducing the number and length of trips.
y Reliable mobility – expanding multimodal options and operational strategies to better manage
transportation network predictability.
y Health and safety – designing, operating, and managing a system to improve user safety, encourage active lifestyles, and lessen exposure to pollution.
y Environmental stewardship – reducing transportation greenhouse gas emissions while enhancing
and protecting the State’s built and natural environments.
y Social equity – designing a transportation system that provides mobility for all users.
y Robust economy – supporting the economic health of the State and local governments,
competitiveness of businesses, and the welfare of residents.
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Regional Plan
The 2021 Regional Plan is the region’s vision for how the San Diego region will grow through 2050 and implement a fast, fair, and clean transportation system and a resilient region. The 2021 Regional Plan was adopted by the SANDAG Board of Directors in December 2021 and combines three required planning documents: Regional Transportation Plan (RTP), Sustainable Communities Strategy (SCS), and Regional Comprehensive Plan (RCP).
The plan defines projects, policies, and programs to address regional land use and transportation challenges while meeting the following regional goals and areas of emphasis:
y Efficiently move people and goods by providing competitive alternatives to driving
y Access to affordable, reliable, and safe mobility options for everyone
y Healthier air and reduced GHG emissions regionwide by supporting shorter trip-making through focused integration of transportation and land use
The 2021 Regional Plan incorporates five transformational strategies – “the 5 Big Moves” – into one integrated regional transportation system. Provided below, in Figure 1-5, are the moves and their associated descriptions. The Regional Plan utilizes the above 5 Big Moves to develop programs, projects, and implementation actions within North County phased between 2021 and 2050.
Figure 1-5: 2021 Regional Plan's 5 Big Moves
SANDAG | The 2021 Regional Plan Chapter 1: A Bold New Vision for the 2021 Regional Plan6 7
The success of the 2021 Regional
Plan will rest on the successful
implementation of the 5 Big Moves.
They are:
TRANSIT LEAP
COMPLETE CORRIDORS
MOBILITY HUBS
NEXT OS
FLEXIBLE FLEETS
The underlying technology that allows
people to connect to transportation
services and a digital platform that allows
for dynamic management
of roadways and
transit services.
Transportation services
of many forms, varying in
size from bikes to scooters
to shuttles, that offer first-
and last-mile connections
to transit and alternatives
to driving alone.
Roadways that offer dedicated, safe space for
everyone, including people who walk, bike, drive,
ride transit, and use Flexible Fleets, as well as those
who drive freight vehicles. Complete Corridors
use technology to dynamically manage the
flow of traffic.
A complete network of
fast, convenient, and
reliable transit services
that connect people
from where they live to
where they want to go.
Vibrant centers of activity where transit and
on-demand travel options, supported by safe
streets, connect people with their destinations
and businesses with their customers. Mobility
Hubs are also planned to accommodate
future growth and development.
of commuters drive alone
to and from work, worsening congestion
during peak commute hours
currently live within a half mile of acommuter rail, light rail, or Rapid transit stop
79%
12%only
of low-income residents
THE CHALLENGES
Our region faces three primary challenges that
are impacting our quality of life today and that will
threaten our ability to play a leading role in our nation’s
next era of economic innovation. These challenges,
as we have mentioned, are safety and congestion,
social inequities, and federal and state mandates for
reducing greenhouse gas (GHG) emissions and air
pollution.
Scientists estimate that climate change will cause
sea levels to rise 2.5 ft.
above 2000 levels by 2050.
Wildfires, heat waves, and droughts will grow in frequency and intensity.
while walking in the U.S.
between 2016 and 2019,
making these four years
the deadliest since 1990
almost
people were killed25,000
of GHG emissions
come from passenger cars and trucks
41%
A few key statistics point to the urgent need to reimagine our regional transportation system so that we can tackle these pressing challenges:
State & Federal Mandates
S
o
c
i
a
l
E
q
u
i
t
y
Con
g
e
s
t
i
o
n
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Regional Transportation Improvement Plan
The 2021 Regional Transportation Improvement Plan (RTIP) represents the next five fiscal years (2021 through 2025) transportation improvements for the San Diego region—it is the “next step” of implementation from the revenue constrained RTP. Projects seeking funding must be included in the Regional Plan to be able to program funds in the RTIP. The 2021 RTIP can be seen here: https://www.sandag.org/uploads/publicationid/publicationid_4747_28774.pdf.
+Additional Regional Initiatives
The North County CMCP also considered the following
regional documents and planning efforts:
 Regional Transportation System Management and Operations
 Regional ITS Architecture
 Regional Multimodal Military Access Strategy
 Intraregional Tribal Transportation Strategy
 Regional Bike Plan
The North County CMCP includes the programs and projects in North County from the 2021 Regional Plan, Regional Transportation Improvement Plan, and the additional regional initiatives list above to ensure consistency between the CMCP and regional efforts. Appendix B provides additional information about the projects and programs in North County from the 2021 Regional Plan.
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Local Initiatives
The North County CMCP leverages the work that partners in North County have completed and
undertaken—relying upon the local planning efforts previously completed by North County cities and
communities as a springboard to documenting local access needs into the sub-regional context of
North County. The CMCP will integrate the needs and projects identified where they align with
sub-regional and regional transportation needs to reinforce the integrated system approach to
meeting the diverse demands of North County’s communities.
The North County CMCP process builds upon the opportunity to collaborate with current local agency
initiatives critical to North County, including general plan updates, arterial/corridor plans, and local
development projects/programs expanding existing activity centers or creating new destinations. The
following were guiding documents for local improvements prioritized within North County:
y City of Oceanside General Plan –
Circulation Element
y City of Oceanside General Plan Update
y City of Oceanside Safe Routes to School Plan
y City of Oceanside Smart and
Sustainable Corridors Plan
y City of Oceanside Bicycle Master Plan
y City of Carlsbad General Plan –
Mobility Element
y City of Carlsbad Sustainable Mobility Plan
y City of Carlsbad Citywide Transportation
Demand Management Plan
y City of Carlsbad Trails Master Plan
y City of Vista General Plan
y City of Vista Bicycle Master Plan
y Vista Safe Routes to School Master Plan
y City of Vista Traffic Congestion
Management Plan
y City of Vista Emerald Drive Corridor Study
y City of Vista Roadway Safety Plan
y City of San Marcos General Plan
y City of San Marcos General Plan Update
y City of San Marcos Active Transportation Plan
y City of San Marcos Bicycle and
Pedestrian Master Plan
y City of Escondido General Plan
y City of Escondido Bicycle Master Plan
y Caltrans SR-78 Managed Lanes Project Study
Report-Project Development Support
y Caltrans I-5/SR-78 Project Study Report-Project
Development Support
y Caltrans SR-78 DRAFT
Transportation Concept Report
y Caltrans I-5/SR-78 Interchange Preliminary
Engineering Studies
y SANDAG State Route 78 Corridor Study
y SANDAG Military Multimodal Access Strategy:
Briefing Book (Camp Pendleton)
y North County Transit District Land Use and
Transit Integration Study
y North County Transit District Strategic
Multimodal Transit Implementation Plan
y North County Transit District SPRINTER
Station Access Study
y County of San Diego Mobility Element
y County of San Diego Active Transportation Plan
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Collaborative Project Engagement
Successful CMCP development and implementation requires alignment across transportation owners/operators and North County’s diverse stakeholders. To achieve this alignment, the CMCP process listened to stakeholder history/experiences, leveraged the knowledge of Cities/communities, and collaborated on the development of implementable strategies, programs, and projects.
The project engagement was performed with four levels of collaboration to provide an interactive and iterative process between agencies and stakeholders. The four levels allowed for participants to provide their lessons learned, insights on the transportation system, and gradually work towards alignment on the CMCP. Below are the four levels involved with the development of the North County CMCP:
y City Management Staff
y Technical Working Group
y Stakeholder Working Group
y Community Members and General Public
A summary of the engagement performed with the Technical Working Group and Stakeholder
Working Group can be found in Appendix C. A summary of the outreach performed for the CMCP
can be found in Appendix I.
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CMCP Process: Creating the North County CMCP
The purpose of the North County CMCP is to develop a balanced and integrated transportation network in North County that gives travelers efficient and easy to use travel choices. The CMCP is informed by travel behavior data, existing infrastructure, and future community growth to identify, evaluate, and propose improvements—to improve mobility, community, and equity within North County. The CMCP process aims to understand Corridor characteristics and identify needs through extensive public involvement to create equitable transportation solutions. The overall CMCP process is shown in Figure 1-6 and the key steps are described in this section.
Figure 1-6: North County CMCP Process
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What is Included in the North County CMCP?
The North County CMCP includes the following subsequent chapters:
>Chapter 2: Corridor Context
Defines the study area for the North County subregion and provides a description of the study
area’s demographics, land use patterns, and travel patterns
>Chapter 3: Mobility Assessment
Describes the causes and effects of the subregion’s transportation network deficiencies and
the framework to develop and assess mobility solutions and strategies for the CMCP
>Chapter 4: Values, Goals, and Objectives
Outlines the goals and objectives to guide the identification, prioritization, and funding of mobility improvements
>Chapter 5: Mobility Solution
Identifies a balanced, integrated 30-year network comprised of projects, programs, and services
>Chapter 6: Performance Assessment and Plan Phasing
Outlines answers to fundamental questions regarding the proposed Mobility Solution
>Chapter 7: CMCP Implementation Blueprint
Provides recommendations on next steps for the agency partners in the corridor focusing
near term implementation
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w
CORRIDOR CONTEXT2
Chapter 2 will bring into focus the historical
context of transportation, the current
state of land use, and the key conditions
of the North County region influencing the
development of the CMCP.
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CORRIDOR CONTEXT
Chapter 2 provides context regarding North County’s demographics, land use, and the transportation
system using North County data to understand underlying conditions. The corridor’s demographics
and travel patterns inform the existing mobility needs and will help identify future opportunities
to develop an adaptive and resilient transportation system for North County. This chapter is
organized as follows:
y Defining North County’s Study Area provides an overview of the study area’s geographic scope
and regional context.
y North County’s Topography and Transportation discusses North County’s unique natural
topography and how it has shaped the existing transportation network.
y North County’s Overall Population and Job Trends presents information on North County’s
existing and projected population and employment.
y Where People Live and Work in North County explores the relationship between employment
and housing as it relates to the transportation system.
y North County’s People and Communities provides an overview of the North County community
and highlights underrepresented populations and populations with unique mobility challenges.
y Understanding North County Travel Patterns discusses travel patterns into, out of, and within
the study area.
y Conclusion and Takeaways highlights key points identified in the corridor
characteristics assessment.
Figure 2-1: Chapter 2 Key Takeaways
70%+
North County is an integral,
well-composed subregion of
San Diego County. With a balance of mixed land uses,
North County is not solely a
commuter corridor between Orange County and Riverside, but a highly active subregion
with more than 70% of trips
starting and ending within the Study Area.
North County will continue to
grow, just slower than the last
30 years, with an estimated population growth of 13% by
2050. This is approximately
0.4% annual growth, resulting in less than half the annual rate of growth when com-
pared to 1.7% between 1990
and 2019.
Corridors of North County’s
regional transportation system
(e.g., SR 78, SPRINTER) do not align well with today’s
population and employment
centers. There are opportunities to utilize North County’s arterial roadways to
support current and future
growth.
2
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Defining North County’s Study Area
North County is unique in having five different contexts: coastal communities generally associated with the coastline and Interstate 5 (I-5); inland communities associated with State Route 78 (SR 78) or State Route 76 (SR 76); rural communities to the east and north typically associated with Valley Parkway and SR 78; Marine Corps Base Camp Pendleton and its reliance on regional access; and as a gateway region between the San Diego region to the south/east and Orange and Riverside Counties to the north via LOSSAN, I-5, and I-15. While Marine Corps Base Camp Pendleton is important to consider due to its driver as a major employer in the region, access to the base needs to be addressed at the federal level.
To focus the efforts of the CMCP, the North County study area was generally defined as the cities of Oceanside, Carlsbad, Vista, San Marcos, and Escondido as well as adjacent communities in unincorporated San Diego County as defined in Figure 2-2. Information regarding the development of the study area shape can be found in Appendix H.
Figure 2-2: North County CMCP Study Area
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Preliminary origin destination data shows that more than 70% of the trips that start within the study
area end within the study area. For trips that start within the study area, 80% also end within the study
area. The high number of internal trips reinforces the defined boundaries of the North County CMCP
for more detailed analysis. Utilizing the defined study area, the North County CMCP focuses on the
travel behaviors and patterns for residents and employees, communities in unincorporated San Diego
County, and access to Camp Pendleton’s gates. The Travel Patterns section of this chapter will discuss
the North County travel patterns observed
in greater detail. As we explore the
population, employment, and activity
characteristics of North County, we’ll
observe how North County is
demographically representative of the
greater San Diego region within its
smaller subregion.
Topography and Transportation
The hills, ridges, and valleys of North County have influenced its development. These North County
topographic features have presented great recreational opportunities for hiking, mountain biking,
equestrianism, rock climbing, and many other outdoor activities that draw people to North County—
however, the topography has also presented challenging terrain for construction and operations of
the transportation system.
North County’s topographic features weaved the Escondido rail subdivision and the old “Cannon
Ball Express” in 1888 along North County’s creeks and in between the ridges to the north and south
connecting a series of small, narrow valleys between Oceanside and Escondido. These low-lying
areas along the rail were the industrial and commercial spine of North County’s commerce including
agriculture and manufacturing. Now, the Escondido rail subdivision serves as one of North County’s
regional corridors with the SPRINTER rail service.
Similarly, the portions of SR 78 located within the study area started as a regional road between
Oceanside and Escondido—effectively connecting the transportation system of the day: the US
101 (now I-5) and US 395 (now I-15). Starting in 1931 through 1990, SR 78 changed from a two-lane
highway to a multi-lane expressway, and eventually to a freeway allowing for the development of new
interchanges. The SR 78 was designed to traverse North County as easily as possible across narrow
valleys and adjacent to steep elevations.
The North County study area is a well-defined subregion that: captures 70% of the trips starting or ending within North County, and resembles the greater San Diego region—urban, suburban, and rural communities.
Forecasted
population/
employment
Activity centersCensus block group boundaries (for data
compatibility)
Natural geographical constraints (i.e., Pacific Ocean to the west, mountain ridges to the south, north, and east)
City limits/
boundaries
A combination of the following was utilized to develop the study area:
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Figure 2-3: Topographical Map of North County
Source: Google Maps
Today, the North County hills, avoided during the early development of rail and highway corridors,
provide the elevation and vistas for terraced development with steep roads and have created a
curvilinear grid of arterials to traverse steep slopes between employment centers, community
centers, and neighborhoods. The topography will continue to shape the way North County
develops for housing and employment and how the transportation system can serve future North
County communities.
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North County’s Overall Population and Job Trends
North County’s population and job trends have influenced how investment in transportation has occurred over the decades. These transportation investments, in turn, influence the quality of life for North County’s resident population by shaping access to jobs, education, housing, and recreational opportunities. The following explores historic and projected population and employment trends as they relate to how people move in, out, and through the North County study area.
Population and Employment Trends
Existing Population
From 1990 to 2019, North County communities experienced significant growth in population (approximately 49%)—an estimated annual growth of 1.7% per year4. In 2019, approximately 661,000 people were living within the study area, accounting for 1 in 5 people (or 20% of the population) within the San Diego region5.
New housing opportunities for students, families, and new residents has kept North County’s population relatively young with 2 in 3 people in the study area being between the ages of 15 and 64 (66%).
Existing Employment
Regarding employment, from 1995 to 2018,
the number of North County jobs increased by 54%6. Today, there are approximately 260,000 jobs
within the study area, accounting for approximately 18% of the jobs within the San Diego region.
There are diverse industries throughout the North County study area, all of which have unique
transportation needs.
Almost half of North County’s population
is younger than 35. Education and job
growth opportunities will be important
for the next generation to
affordably live and work
within North County over
the next 30 years.
4 Source: IPUMS NHGIS (1990)/American Community Survey (ACS) 2019 5-year Estimate
5 Source: American Community Survey (ACS) 2019 5-Year Estimate
6 Source: SANDAG Estimates (2020)/ LEHD LODES Workplace Area Characteristics (2019)
Source: American Community Survey (ACS) 2019 5-Year
Estimates
Figure 2-4: Age Distribution of North County CMCP Study Area
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Projected Population and Employment Growth
Over the next 30 years, North County and its neighboring communities (including southwest Riverside County) are expected to grow in both population and employment. North County’s population is expected to reach approximately 744,000 by 20507—about 13% growth between 2019 and 2050 (see Figure 2-5). Most of the growth is estimated to occur in the cities of Oceanside, Escondido, Vista, and San Marcos—with modest growth in Carlsbad and the unincorporated areas of San Diego County.
Figure 2-5 shows that North County is projected to experience more modest population growth from 2019 to 2050 than from 1990 to 2019. The figure also shows that job growth will be slightly slower than previously experienced. Between 1995 and 2019, the study area experienced job growth of 54%, while between 2019 and 2050, job growth of 46% is anticipated. The number of new jobs anticipated for each city in the study area will vary by 2050:
y 10-12% job growth in Carlsbad, Escondido, and Oceanside
y 20% job growth in Vista
y 40% job growth in San Marcos
Details on where these jobs are located and their influence on North County’s transportation system are included in the subsequent section. Additional details about the community context of the North County subregion can be found also in Appendix D.
7Source: SANDAG DS39 Forecast Estimates (2021)
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Figure 2-5: Population and Job Trends in North County CMCP Study Area
Population
20191
660,700 North County Population
19.9% of Regional Population
20502
744,000 North County Population
20.1% of Regional Population
49%
19903 - 20191
Population Growth
20191 - 20502
Population Growth
13%
Jobs
20194
259,700 North County Jobs
17.9% of Regional Jobs
20502
375,300 North County Jobs
17.9% of Regional Jobs
54%
19955 - 20194
Job Growth
20194 - 20502
Job Growth
46%
Sources: (1) American Community Survey (ACS) 2019 5-Year Estimate, (2) SANDAG DS39 Forecast Estimates (2021),
(3) IPUMS NHGIS (1990), (4) LEHD LODES Workplace Area Characteristics (2019), and SANDAG Estimates (2020)
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In addition to projected growth within North County, the neighboring subregion of southwest
Riverside County is expected to continue its aggressive growth in population. The growth surrounding
North County will increase the demand for access to employment and education destinations within
and from North County resulting in the need for a more efficient regional transportation network.
Where People Live and Work in North County
Land use and the transportation network are intrinsically linked and influence each other as they
develop. Transportation investments can affect land use patterns, urban density, and housing
prices while land use can influence how people travel. The subsequent section provides the
following context:
y Where people live, work, and travel based on North County’s land use patterns and key
activity centers
y Planned growth hotspots anticipated by 2050
y How the combination of existing and future growth will define the activity centers and destinations
that need to be served by North County’s transportation system.
Existing Land Use Patterns Within North County
Existing land use patterns reflect substantial growth in residential and commercial development across all five cities and the unincorporated County over the last 30 years (see Appendix F). Figure 2-6 shows the current land uses within the North County study area. The top land use categories (as a percentage of acres within the study area) are residential (33.1%), open space preserve/parks (22.3%), undeveloped (15.6%, not including roadway/utility infrastructure), and agriculture (8.7%).
Table 2-1: Transit Oriented Development Opportunities
AREA UNDEVELOPED/VACANT
LAND (ACRES)
PERCENT OF UNDEVELOPED/
VACANT LAND IN STUDY AREA
Half Mile of SPRINTER Stations 562 2%
Half Mile of Study Area Transit Stops 3,600 14%
Within Activity Centers 8 1,900 7%
Study Area 25,800
Population, Jobs, and Transportation
There are approximately 300,000 jobs reported within the North County study area. In 2019, approximately 61% of the population in North County was employed. In addition to a higher number of employed individuals than jobs available, not all individuals live and work in North County. This highlights the importance of enhancing both local and regional connections between people and jobs.
Approximately 15% of the North County study area is currently vacant or
undeveloped. Vacant or undeveloped land within activity centers and a
half-mile of a SPRINTER station/transit stop provides an opportunity to link
future development to transit services such as BREEZE, Rapid, and FLEX routes.
8 Activity Centers are areas with concentrated activity such as housing, employment, and/or retail.
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26North County CMCP | FINAL | June 2023
North County has developed predominantly around single-family and spaced rural residential to keep up with housing demand over the last 30 years—creating the perception of North County being a series of “suburban” or “bedroom” communities. While housing developments have grown, North County has been successful in: 1) preserving recreation and open space parks that has reinforced its positive reputation for outdoor activities near neighborhoods; and 2) complementing housing growth with high employment development in Industrial, shopping centers, and retail/office commercial. Additional information about the land use in the subregion can be found in Appendix F.
Figure 2-6: Existing Land Uses
Source: SANGIS Land Use Current Shapefile (Accessed February 2021)
LEGEND
Land Use (Existing)
Spaced Rural Residential
Single Family
Mobile Homes
Multiple Family
Mixed Use
Shopping Centers
Commercial and Office
Heavy Industry
Light Industry
Extractive Industry
Transportation, Communications, Utilities
Education
Institutions
Military
Recreation
Open Space Parks
Intensive Agriculture
Extensive Agriculture
Undeveloped
Water
Road/Railroad
Rights of Way
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27North County CMCP | FINAL | June 2023
The CMCP assessed two complementary data points important to transportation: housing and jobs.
Today, the North County study area has approximately 253,000 housing units distributed across North
County and accounts for 19.4% of housing in the San Diego region. With employment, there are
256,000 jobs predominantly in concentrated areas in North County accounting for about 18% of the
jobs within the region.
The industrial/manufacturing centers of the last century were located in
the narrow valleys of North County. The resulting spatial misalignment
between the transportation network, housing, and jobs observed today is
a result of historic industrial/manufacturing center locations. The existing
housing and job centers are clustered along or near North County’s major
arterials such as Valley Parkway, Centre City Parkway, Palomar Airport
Road, San Marcos Boulevard, Vista Way, Oceanside Boulevard, Mission
Avenue, Coast Highway, and Carlsbad Boulevard. Figure 2-7 shows the
existing concentration of housing and jobs employing a dot density map
where each dot represents 50 housing units or 50 jobs.
Figure 2-7: Existing Housing Units and Jobs (2016)
Source: SANDAG DS39 Forecast Estimates (2021)
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28North County CMCP | FINAL | June 2023
The concentrations of employment within the study area is represented by the employment centers
shown in Figure 2-8. The key job centers show that the largest employment centers by number of
employees in the study area are located in Carlsbad, San Marcos, and Escondido. These employment
centers are anticipated to continue growing. Additional information about employment centers can
be found in Appendix G.
Figure 2-8: North County Employment Centers
Source: SANDAG Employment Estimates, 2016
Existing high density job centers developed over the last 30 years are not clustered
around SR 78 and SPRINTER. Instead, older (less dense) developments neighbor the
two corridors providing an opportunity for infill mixed-use development.
49K
20.9K
15.6K
36K 33K
30.6K
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29North County CMCP | FINAL | June 2023
Projected Growth: Where Will People Live and Work By 2050?
Housing Considerations
North County is looking to not only incorporate more housing to accommodate projected population growth but provide housing options that promote affordability and home ownership. The cities in the study area are required to update their General Plans, housing elements, and zoning codes to accommodate the region’s housing unit allocation as indicated in Table 2-2. There are 31,300 housing units allocated to the communities in North County between 2021 and 2029. Approximately 31% (or 9,600) housing units are allocated within Escondido.
Jurisdictions in the study area are encouraged to consider the proximity of transit and jobs when identifying proposed housing sites. Housing sites located near transit and jobs can create an opportunity for residents to take more trips by bus, light rail, or train and/or live closer to where they work. This can create a shift in how people travel to their everyday destinations, opting for alternative transportation modes, and ultimately, reducing vehicle miles traveled (VMT) and GHG emissions.
Table 2-2: 6th Cycle (2021-2029) RHNA Allocation for Jurisdictions in Study Area
JURISDICTION
VERY
LOW-
INCOME9
UNITS
LOW-
INCOME
UNITS
MODERATE
INCOME
UNITS
ABOVE
MODERATE
INCOME
UNITS
TOTAL
UNITS
PERCENT
OF STUDY
AREA
Carlsbad 1,300 780 750 1,000 3,900 12.4%
Escondido 1,900 1,200 1,500 5,000 9,600 30.7%
Oceanside 1,300 720 880 2,600 5,400 17.4%
San Marcos 730 530 540 1,300 3,100 10.0%
Unincorporated
County(1)1,800 990 1,200 2,700 6,700 21.4%
Vista 520 320 370 1,400 2,600 8.2%
(Totals)7,520 4,600 5,200 14,000 31,300 100.0%
Region (Totals)42,300 26,600 29,700 73,000 171,700 --
Percent of
Region 16.0%15.3%15.8%17.3%16.4%--
Notes: (1) Unincorporated County numbers include areas outside of the study area boundaries as the County’s Housing Element has not been finalized as of September 2021.
Source: SANDAG 6th Cycle Regional Housing Needs Assessment Plan10
The North County cities and
unincorporated county are
planning for an additional 25,000
to 30,000 dwelling units within
the study area. Placement of
these dwelling units will influence
where population
growth is likely
to occur within the
study area.
9 Very Low, Low, Moderate, and Above Moderate Income is based on the County’s Average Median Income for Housing.
10 https://www.sandag.org/index.asp?projectid=189&fuseaction=projects.detail
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30North County CMCP | FINAL | June 2023
Figure 2-9 maps where growth is anticipated to occur for both population and employment. Looking
at where growth is anticipated, “hotspots” have can be identified. These hotspots are expected to
occur within three types of corridors:
y In proximity to SR 78 (e.g., San Marcos)
y Adjacent to SPRINTER stations (e.g., Oceanside, San Marcos, Escondido)
y Along North County’s major arterials (across all five cities)
In San Marcos and Escondido, many of the older commercial/industrial/shopping sites (many
developed pre-1990s) are beginning to see redevelopment to support mixed-uses and integration
with the transportation system—including sites adjacent to employment centers and educational
institutions like California State University San Marcos (CSUSM).
Figure 2-9 shows the locations of planned housing units and jobs anticipated by 2050. This shows
that there are concentrations of land use and activity in focused areas in Oceanside, Vista, San Marcos,
and Escondido as well as the employment centers in Carlsbad. These concentrations (or activity
centers) align with existing and planned mixed-use, shopping centers, commercial and office, and
housing land uses. The more concentrated the housing/jobs are the greater need for mobility options
and connections to sustain growth.
Figure 2-9: Planned Housing Units and Jobs by 2050
San Diego
County
San Diego
CountyCarlsbadCarlsbad
OceansideOceanside
VistaVista
EscondidoEscondido
San
Marcos
San
Marcos
San Diego
County
San Diego
County
San Diego
County
San Diego
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N¶0 1 2
MILES
0 1.5 3KILOMETERS
LEGEND
North County CMCP Study Area
City Boundary
Forecasted Housing Units & Jobs (2050)
1 Dot = 50 Housing Units
Growth Hotspots
1 Dot = 50 Jobs
SPRINTER (Light Rail)
SPRINTER Station
COASTER (Commuter Rail)
COASTER Station
Oct. 2, 2023 Item #1 Page 42 of 251
31North County CMCP | FINAL | June 2023
The combination of existing and future housing and employment concentrations will likely be
along major arterials such as Valley Parkway, Centre City Parkway, Palomar Airport Road, San Marcos
Boulevard, Vista Way, Oceanside Boulevard, Mission Avenue, Coast Highway, and Carlsbad Boulevard.
Planning for Adaptability and Change
As discussed throughout this chapter, population is one of the primary drivers of travel demand
within North County. Over the last 30 years, the changes in population and development patterns
have driven many transportation investments by local, regional, and state agencies. These
investments include the implementation of interchanges, managed lanes, Inland Rail Trail, and
SPRINTER. Future implementation of transportation investments will continue to accompany
housing and job development within North County.
As North County’s population continues to grow, the relationship between land use and
transportation planning will become increasingly vital. Investments in a transportation network will
need to support projected population growth but must plan for adaptability should population
growth occur in areas that are not identified as growth hotspots or should growth occur at a faster or
slower pace than projected. Building adaptability into the system so that the transportation network
can support surrounding land uses will allow for communities to grow while supporting active
transportation safety, increasing mobility, enhancing transportation services, and
improving connectivity.
Figure 2-10: San Diego County Population Projections (CA Department of Finance)
Key events can also drastically change projected population growth. The Department of Finance’s 2050 population estimates for the region have been reduced 14% from 4.3 million (2007 estimate) to 3.7 million (2020 estimate). Plans such as this CMCP will need to be continuously evaluated and adapted, to address the changing inputs like population, housing, and economic projections. Figure 2-14 highlights the changes in population projections from the CA DOF.
5,000,000
4,500,000
4,000,000
3,500,000
3,000,000
2,500,000
2,000,000
1,500,000
1,000,000
5,000,000
0
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2007 ~4.5 mil
2017 ~4.0 mil2014 ~4.0 mil2020 ~3.7 mil
Oct. 2, 2023 Item #1 Page 43 of 251
32North County CMCP | FINAL | June 2023
North County’s People and Communities
North County’s transportation system influences the quality of life for residents and employees (both inside and outside of the study area) by shaping access to jobs, education, housing, and recreational opportunities.
San Marcos Farmer’s Market (San Marcos Farmer’s Market)
Understanding corridor travel types and behaviors based on the available system is fundamental to understanding the mobility challenges within North County (mobility challenges are discussed further in Chapter 3). Pairing travel behavior with land use trends will define the mobility patterns and improvement strategies that can be successful in meeting current and future needs. This section will provide key contexts of the study area’s demographics and trends that will affect how people will live and move in North County.
Social Equity Focus Communties Of North County
Vulnerable and underserved communities (social equity focus communities), defined as low-
income, People of Color, or 75 years and older11 are stakeholders and traveling users that need
focused infrastructure and services within North County. Understanding how many people
are identified within social equity focus communities provides necessary context for equitable
transportation investments.
11 The North County CMCP also looked at the population 65 years and older to better understand the population that will be a social equity focus
community in the future.
Oct. 2, 2023 Item #1 Page 44 of 251
33North County CMCP | FINAL | June 2023
There are about 661,000 people living within the study area.
Social equity focus communities make up a significant
portion of the current population and will continue to
grow throughout the region. Over half of the population is
defined as People of Color population and this percentage
is expected to grow to 67% by 2050. The senior population
will also increase to 46% by 2050. Low-income households
currently make up 28% of the total population and are
expected to decrease by 7% by 2050.
By 2050, 31% of the total population in the corridor will live
within a half-mile of high frequency transit. Social equity
focus communities will also increasingly live near transit
by 2050. By 2050, 44% of seniors, 40% of low-income
households, and 46% of People of Color population will live within a half mile of high frequency
transit. Housing units within a half mile of high frequency transit are expected to jump to 77% by
2050. As of 2016, there are 16,391 housing units (23%) within a ½ mile of high frequency transit. This
number is expected to increase significantly to 79,000 housing units (77%) located in close proximity
to transit by 2050.
Underserved/Historically Excluded Communities
There are several metrics that can be used to measure underserved and historically excluded
communities. For the purposes of this CMCP, the study area has been analyzed through the following
lenses to identify communities that may be underrepresented in various factors that can be impacted
by transportation investments:
y Healthy Places Index provides an index score based on economic, education, transportation,
social, neighborhood, housing, clean environment, and healthcare indicators that quantifies factors
that shape health.
y SB 535 Disadvantaged Communities shows the 25% highest scoring census tracts in the
CalEnviroScreen as well as other areas with high amounts of pollution and low population.
CalEnviroScreen uses environmental, health, and socioeconomic data to identify California
communities that are most affected by pollution and experience adverse public health effects.
y Low-Income Communities and Cities is measured by members of the population who report
an income less than 200 percent of the Federal Poverty Level and is consistent with the SANDAG
policy definition of “low-income.”
y Affordability of Housing is defined by a threshold designated as low-income by the California
Department of Housing and Community Development’s (HCD's) State Income Limits. The HCD
State Income Limits vary by household size for each county and provide income thresholds for
extremely low, very low, low, median, moderate, and above moderate-income categories. AB 1550
defines low-income as 80% of the County of San Diego’s Area Median Income (AMI).
A more detailed summary of these metrics is found in Appendix J.
% of North County Communities of Concern in the San Diego Region
94,00020.8%62,00019.5%346,00019.2%
Senior Population Low-IncomeHouseholds People ofColor
American Community Survey, 2019
Oct. 2, 2023 Item #1 Page 45 of 251
34North County CMCP | FINAL | June 2023
The social equity focus community (SEFC) areas of the subregion are shown in Figure 2-11. The SEFC
areas represent the top 25 percent most dense areas where social equity focus populations including
low-income population, People of Color population, and senior population reside.
Figure 2-11: Social Equity Focus Community (SEFC) Areas of North County
0 1 2
MILES
0 1.5 3KILOMETERS
LEGEND
North County CMCP Study Area
Social Equity Focus Community Areas
Social Equity Focus Populations
1 Dot = 100
Low-Income Population
People of Color Population
Senior Population
Oct. 2, 2023 Item #1 Page 46 of 251
35North County CMCP | FINAL | June 2023
Healthy Places Index
The index score is a compilation 25 community characteristics to inform health equity within a community. The index is used to support equitable investments, programs, and policies. Figure 2-12 below shows that the North County study area generally scores high on the Healthy Places Index indicating that North County is a relatively healthy community with factors that support a higher predicted life expectancy.
However, there are areas of of Escondido, Vista, San Marcos and Oceanside with significantly lower scores—generally located in more urban, low-income communities. As the transportation network continues to develop, it will be important to understand the built environment, socioeconomic factors, and community factors that contributed to the score in these areas to ensure that the implementation of programs identified in the CMCP do not adversely impact the North County communities, but rather improves the health and wellbeing in these lower-scoring areas.
Figure 2-12: Healthy Places Index Score for North County CMCP
N¶
LEGEND
C i t y B o u n d a r y
N o r t h C o u n t y C M C P S t u d y A r e a
H e a l t h y P l a c e s I n d e x S c o r e
3 - 2 4
2 5 - 4 9
5 0 - 7 0
7 1 - 9 6
0 1 2
MILES
0 1.5 3KILOMETERS
Oct. 2, 2023 Item #1 Page 47 of 251
36North County CMCP | FINAL | June 2023
SB 535 and CalEnviro Screen
For the purpose of SB 535, disadvantaged communities are areas that represent the 25% highest scoring census tracts in CalEnviroScreen 4.0, census tracts previously identified in the top 25% in CalEnviroScreen 3.0, census tracts with high amounts of pollution and low populations, and federally recognized tribal areas as identified by the Census in the 2021 American Indian Areas Related National Geodatabase.
Using SB 535, there are no communities identified as disadvantaged within the Study area. Also, there are no census tracts that score in the top 25% of CalEnviroScreen 4.0—criteria for a tract to be identified as disadvantaged.
However, Figure 2-13 shows that downtown Escondido and Oceanside score higher than the surrounding communities indicating higher cumulative impacts as a result of pollution exposure.
Figure 2-13: CalEnviroScreen 4.0 Score for North County CMCP
N¶
LEGEND
C i t y B o u n d a r y
N o r t h C o u n t y C M C P S t u d y A r e a
CalEnviroScreens 4.0
Score
> 7 0
6 0 - 7 0
5 0 - 6 0
4 0 - 5 0
3 0 - 4 0
2 0 - 3 0
1 0 - 2 0
0 - 1 0 ( L o w e s t S c o r e )
0 1 2
MILES
0 1.5 3KILOMETERS
Oct. 2, 2023 Item #1 Page 48 of 251
37North County CMCP | FINAL | June 2023
Low-Income Communities
Low-Income Defined by Poverty
Through the lens of low-income, for a family of four in North County, the threshold for “low-income”
cannot exceed 200% of $26,500 (i.e., $53,000). The low-income population is based on reported
incomes of 200% of the Federal Poverty Level. A substantial portion of the study area is considered
low-income (28%). There are concentrations of low-income households in the cities of Oceanside,
Vista, San Marcos, and Escondido (see Figure 2-14).
Figure 2-14: Federal Low-Income Population (2019)
LEGEND
North County CMCP Study Area
City Boundary
Block Group
Federal Low-Income Dot Density
1 Dot = 50 People
Low-Income (<200% Fed Poverty)
1 2
MILES
0 1.5 3KILOMETERSN¶
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38North County CMCP | FINAL | June 2023
Low-Income Defined by Affordability of Housing
The second definition of low-income is on the threshold designated by HCD’s State Income Limits. The HCD State Income Limits vary by household size for each county and provide income thresholds for “Extremely Low,” “Very Low,” “Low,” “Median,” and “Moderate” income categories. AB 1550 refers to the “Low” income thresholds (80% of County of San Diego AMI) within this dataset.
Figure 2-15 demonstrates the larger proportion of North County’s population meeting HCD’s definition of a “low-income” household. This shows that a larger portion of North County’s population is categorized as low-income with regards to housing affordability due to higher housing costs in the region.
Figure 2-15: Housing-Defined Low-Income Population (2019)
LEGEND
North County CMCP Study Area
City Boundary
Block Group
AMI Low-Income Dot Density
1 Dot = 50 People
Low-Income (<80% AMI)
1 2
MILES
0 1.5 3KILOMETERSN¶
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39North County CMCP | FINAL | June 2023
People of Color
People of Color are persons who identify as non-white or Hispanic. This group has been historically underrepresented in planning processes. Understanding where these populations are concentrated can help to ensure that transportation projects and programs do not impose adverse impacts on People of Color communities, but rather support and better connect them. More than half of the population within the study area identifies as People of Color. There are higher concentrations of People of Color in the cities of Oceanside, Vista, San Marcos, and Escondido (see Figure 2-16).
Figure 2-16: People of Color Population(2019)
LEGEND
North County CMCP Study Area
City Boundary
Block Group
People of Color Population Dot Density
1 Dot = 50 People
People of Color
1 2
MILES
0 1.5 3KILOMETERSN¶
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40North County CMCP | FINAL | June 2023
North County’s Mobility Hubs
Situated within North County are multiple regional and interregional destinations including job centers, education institutions, recreational destinations, and medical centers. As mentioned above, land development patterns have created pockets and concentrations of industrial/commercial centers throughout the study area. These areas of concentrated activity—housing, employment, key destinations/attractors—represent North County’s mobility hubs and potential zones for focused transportation and mobility service improvements.
A large portion of the travel demand within North County is associated with North County’s mobility hubs. The following mobility hubs have been identified for North County: Oceanside, Carlsbad Village, Carlsbad Palomar, Vista, San Marcos, and Escondido (Figure 2-17).
Figure 2-17: North County CMCP Mobility Hubs
Mobility hubs include places with a high concentration of activity that can serve as points of connection where different travel options come together to provide an integrated suite of mobility services, amenities, and supporting technologies that help users travel between their start and end destinations.
OceansideMobility HubOceansideMobility Hub
Carlsbad VillageMobility HubCarlsbad VillageMobility Hub San MarcosMobility HubSan MarcosMobility Hub
VistaMobility HubVistaMobility Hub
EscondidoMobility HubEscondidoMobility Hub
Carlsbad PalomarMobility HubCarlsbad PalomarMobility Hub
N¶0 1 2
MILES
0 1.5 3KILOMETERS
LEGEND
North County CMCP Study Area
City Boundary
Mobility Hub Type
Coastal
Gateway
Major Employment Center
Suburban
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41North County CMCP | FINAL | June 2023
North County’s mobility hubs have a high concentration of people and destinations. As part of SANDAG’s 2021 Regional Plan, identified employment centers helped identify North County’s mobility hubs as shown in Figure 2-18.
Figure 2-18: SANDAG Employment Tiers in Study Area by Mobility Hubs
Source: SANDAG 2021 Regional Vision – 5 Big Moves
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42North County CMCP | FINAL | June 2023
The relatively small land area
(20% of North County’s land acreage)
highlights the efficiency of these activity
centers in providing housing and job centers.
The six mobility hubs identified above
account for 40% of the population and about
66% of jobs in North County. Furthermore, the
mobility hubs include a higher proportion of
People of Color, low-income, and senior
populations. Table 2-3 below breaks down the
different community population numbers of
how the mobility hubs influence the North
County Study Area.
Table 2-3: Population Characteristics of Mobility Hubs
Population Jobs People of Color Population
Low-Income Population
Senior Population
2016
Mobility
Hubs
Influence
262,920 181,215 160,064 111,215 13,984
Study Area 656,984 274,831 340,750 217,897 40,083
Mobility
Hubs
Capture
40%66%47%51%35%
2050
Mobility
Hubs
Capture
43%67%45%54%40%
Source: SANDAG DS39 Forecast Estimates (2021)
The mobility hubs also contain several types of key destinations such as entertainment facilities,
community centers, business centers, schools, shopping centers, hospitals/medical facilities, civic
facilities, and religious structures (see Figure 2-19).
North County’s mobility hubs encompass:
»40% of total population
»66% of employment
»47% of People of Color population
»51% of low-income population
»35% of 75+-year old senior population
These mobility hubs will be important in
leveraging activity for future transportation
strategies, planning, and implementation.
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43North County CMCP | FINAL | June 2023
Figure 2-19: Regional Attractions and Destinations
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LEGEND
North County CMCP Study Area
City Boundary
Key Destinations
!(Airport
!(Business Center
!(Community Center
!(Entertainment Facility
!(Historical Site
!(Hospital/Medical Facility
!(Library
!(Park/Recreational Facility
!(Religious Structure
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Mobility Hubs
Oct. 2, 2023 Item #1 Page 55 of 251
44North County CMCP | FINAL | June 2023
Understanding North County Travel Patterns
This section will explore how the general North County population travels, and for commuters, depend on the transportation and mobility systems for accessing housing and jobs. This section will include an analysis of where people:
y Live and work/study in North County;
y Live in North County and work outside of North County; and
y Live outside of North County and work in North County.
As noted above, understanding the travel patterns within, into, and out of the study area will identify important origins and destinations, important nodes, and key links.
NORTH COUNTY TRAVEL PATTERNS
As previously shown in Chapter 1, North County is at the center of a mega region that connects the
study area to other parts of the region and adjacent counties. When considering this mega region
and trips associated with North County, the following is a breakdown of trips:
y Within Study Area Only 69.2%
y Coastal San Diego (I-5) 11.7%
y Inland San Diego (I-15) 6.1%
y Orange/Los Angeles County (I-5) 4.8%
y Riverside/San Bernardino County (I-15) 3.3%
y East County/Imperial County 2.5%
y Southern San Diego 2.3%
Analyzing travel patterns associated with North County shows that a majority of trips
that occur are internal to the study area. This highlights the importance of enhancing
the transportation network within North County.
Average commute trip length is 10.0 miles.
Oct. 2, 2023 Item #1 Page 56 of 251
45North County CMCP | FINAL | June 2023
Approximately 70% of all weekday trips associated with North County (either origin or destination),
start and end in North County while 15% of trips begin in or end within North County. Of the total
weekday trips, approximately 20% of the trips are
commute trips. Of the 20% commute trips, 60% of trips
occur within the study area while 20% of trips flow into
and/or out of the study area. Of the 80% non-commute
trips, 70% of trips occur within the study area while 15%
of trips flow into and/or out of the study area. For both
commute and non-commute trips, a significant majority of
th trips begin and end within the study area.
Figure 2-20 shows the total trips within the
North County Study Area, and total trips
that end in the various regions surrounding
North County. When trips start in North
County, 82% end within North County. This
is followed by Coastal San Diego at 6.9%,
the I-15 Corridor (San Diego) at 3.7%, and
Orange County at 2.8%.
The majority of trips are less than 10 miles, reinforcing that a majority of trips are contained within the
study area. About 75% of trips are less than 10 miles, and about 51% of trips are less than 5 miles (see Figure 2-21). The high number of short trips highlights the need for improving local arterials and the
active transportation network to provide an opportunity for a modal shift and increasing the efficiency
of the transportation network.
Weekday Statistics
Average of 2.3M trips per day
Average Trip Lengths
Trip Starts or Ends in North County: 11.6 miles
Internal Study Area Trips: 5.3 miles
External Study Area Trips: 25.6
Figure 2-20: Weekday Daily Trip Pattern for Trips that
Start in North County
Source: 2019 Streetlight Analytics
Weekday Daily Trip Pattern
Trips Starting in North County
North County Study Area
Trips within North County Study Area
Trips between Outlined Zone and North County Study Area
Outlined Zone
#%
#%
81.8%
2.8%
3.6%
6.9%
1.3%
1.5%
2.0%
Inland San Diego
Coastal San Diego
East County/ Imperial County
Orange County/LA County
Southern San Diego
San Bernardino County/Riverside County
1 in 5All DayCommute Only TripPeak AM1 in 3
of total weekday trips during 6am-10amof total weekday tripsduring 24 hours
Oct. 2, 2023 Item #1 Page 57 of 251
46North County CMCP | FINAL | June 2023
The majority of trips within North County are to neighboring community demand instead of end-to-
end. There are strong connections between the following city pairs:
y Carlsbad and Oceanside
y San Marcos and Escondido
y Vista and Oceanside
y San Marcos and unincorporated San Diego County
y Vista and unincorporated San Diego County
Additional information about the travel patterns in North County can be found in Appendix R.
TRAVEL FROM OUTSIDE
OF NORTH COUNTY
Due to its location at the center of a
mega region, it is important to also
understand travel from other regions
into North County.
As the region surrounding North County
continues to grow, North County’s position
as a throughway from between the San
Diego, Riverside, and Orange counties
could become more prominent, thereby
increasing the need for more efficient regional
transportation through the study area.
For work-based trips:
»49% of study area jobs are filled | by people who live outside the study area
2019 Location Based Service (LBS) transportation data focused on
work based travel
»52% percent of North County residents work outside of the study area
2019 Location Based Service (LBS) transportation data focused on
work based travel
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51%75%89%Legend
All Day
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Figure 2-21: Travel Shed Weekday Trip Length
Source: 2018 Streetlight Analytics
Oct. 2, 2023 Item #1 Page 58 of 251
47North County CMCP | FINAL | June 2023
North County's Mobility Hub Travel Patterns
The following mobility hubs have been identified as important areas in the community with regards
to both activity and connectivity. The following is a review of mobility hub “Carlsbad Palomar Mobility
Hub” in the North County community and describes the travel demand and top paths to and from
the mobility hubs. The travel demand represents the total daily trips to, from, and within the mobility
hub. The top corridor paths to and from the mobility hub have also been highlighted to show
the roads most heavily
used and can provide
insight on where access
could be improved.
Carlsbad Palomar
Mobility Hub
Carlsbad Palomar is designated as a Tier 2 Employment Center due to its industrial area and the McClellan-Palomar Airport. Additional activity generators in this area include the Legoland Resort and Theme Park. Transit connects in this area via the Coaster Station located along the oceanfront.
CARLSBAD PALOMAR MOBILITY HUB TRAVEL DEMAND
TOP CORRIDOR PATHS TO AND FROM THE CARLSBAD PALOMAR MOBILITY HUB:
Within Mobility Hub 16.8% y I-5
y SR 78
y El Camino Real
y College Boulevard
y Palomar Airport Road
y Melrose Drive
y San Marcos Boulevard
y Sycamore Avenue
Within Study Area 62.5%
Inland San Diego 5.7%
Coastal San Diego 19.6%
Southern San Diego 3.7%
Riverside County/San Bernardino County 3.0%
Imperial County/East County 0.6%
Orange County/LA County 4.9%
Figure 2-22: Top Routes To and From Carlsbad Palomar Mobility Hub
Source: 2018 Streetlight Analytics
Table 2-4: Travel Patterns of Carlsbad Palomar Mobility Hub
Carlsbad Palomar Mobility Hub –Market Reach
25
I-5
I-15
SR-78
SR-76
I-5 I-805
I-5 SR-78
SR-76
I-5
3%
2%
0.4%
3.5%
2%
12.5%
77%
22%
Legend
Mobility Hub Zone
Trips Originating from Outlined Region#%
I-15
Trips Originating from Study Area#%
Trips Originating from Zone#%
Potential Mobility Boulevards
•College Boulevard
•El Camino Real
•Melrose Drive
•Palomar Airport Road
•San Marcos Boulevard
•Sycamore Avenue
Source: 2018 Streetlight Analytics
Oct. 2, 2023 Item #1 Page 59 of 251
48North County CMCP | FINAL | June 2023
Key Takeaways
The assessment of corridor characteristics can be summarized in the following key takeaways:
North County will have challenges in the future as the population continues to grow not solely related to commuter travel. In fact, the data shows that the majority of trips within and through North County are not related to commute travel. The North County transportation network needs to serve a variety of trip types that include, but are not limited to, commute trips, recreation/social trips, and other family/personal errands. North County’s transportation system will need multiple solutions to serve the diverse needs within the community. The high percentage of total trips that occur within the study area and the alignment of North County’s arterial network present an opportunity for mobility investments along these corridors to improve efficiency in moving high volumes of people within North County and to the regional rail and highway corridors.
◢Housing, Jobs, and Transportation Network Alignment: The current housing and job distribution do not align with the key regional transportation network (SR 78 and SPRINTER); instead, they are aligned with North County’s arterial network.
◢Anticipated Growth: The number of people and jobs within the study area will continue to grow.
While the transportation network must be improved to support projected growth, it must also
be planned for adaptability should growth occur at a faster pace or in areas not identified as
growth hotspots.
◢Building a Relationship between Land Use and Transportation: The five cities of North County have already started to mix land uses and activities in concentrated areas (i.e., North County’s mobility hubs), where growth hotspots in housing and jobs are anticipated over the next 30 years. By 2050, the concentration of activity and planned future activity in North County’s mobility hubs will house 43% of North County’s population, continue to site two-thirds (67%) of jobs, and will experience an increase in low-income (54%) and senior (40%) populations.
◢Predominant Travel within Study Area: The analysis of travel patterns in the study area shows
that a majority of trips that start in North County also end in North County highlighting the need
to improve the transportation network within the study area.
Oct. 2, 2023 Item #1 Page 60 of 251
North County CMCP | FINAL | June 2023
w
MOBILITY ASSESSMENT3
Chapter 3 assesses the transportation system
deficiencies and their influence on mobility
within the subregion. Combining regional/
state goals, corridor context, and assessment
of the network helps define North County’s key opportunities and constraints related
to improving quality of life and meeting
the mobility needs of the communities
in the subregion.
North County CMCP | FINAL | June 2023Oct. 2, 2023 Item #1 Page 61 of 251
50North County CMCP | FINAL | June 2023
MOBILITY ASSESSMENT
North County’s Mobility Assessment begins
with understanding two underlying challenges
of the transportation network in the subregion: connectivity and land use patterns. These two
challenges impact users, communities, and local
jurisdictions throughout the subregion by creating
longer travel times, gaps in modal networks, the
need for single-occupancy travel, congested facilities,
unreliable transit, and limited travel choices to access
North County’s key destinations.
This chapter will detail the impacts of connectivity
and land use patterns on the transportation network
to inform strategies that will address the needs of the
subregion. Additional information about the existing
transportation network can be found in Appendix E.
The Mobility Assessment is organized as follows:
SR 78 Freeway
Source: City of San Marcos' Mobility Element
User Experience
Feedback and results from the engagement and collaboration process
defined in Chapter 1 including:
y Anecdotal experiences identifying a symptom or series of symptoms
resulting from key underlying challenges of the transportation network
y Technical and stakeholder feedback on transportation and mobility needs
3
Transportation System Assessment
There are two underpinning areas of function and policy that contribute directly
to how the transportation system ultimately performs: connectivity and land use
patterns. These two areas are where the challenges of the transportation system
exist and create resulting outcomes on the transportation network.
This portion of the chapter focuses on the technical review of existing evidence
on the performance of the system—based on inputs from both the engagement
and assessment practices.
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51North County CMCP | FINAL | June 2023
User Experiences in North County
User experience starts with the users themselves. Anecdotes and experiences were shared by North County users throughout the development of the CMCP—stakeholder meetings, public meetings, Social Pinpoint website, and online surveys created to gather input on transportation concerns, priorities, and ideas for North County.
This section explores the input and feedback provided by North County users across the study area’s communities and the variety of transportation experiences.
Figure 3-1: Interactive Map on North County CMCP Social Pinpoint Virtual Engagement Hub
Participants and respondents noted their experience with transportation in North County through the virtual engagement hub. Below are the key themes identified from the responses.
y Major interchanges are congested and noisy
y Residential and employment centers are
dispersed across North County
y Short distance trips are difficult to make around the major roads and freeways
y Access to transit stations and stops is difficult
y Lack of east-west transit routes and unreliable (low-frequency) service
y Connections across freeway and railroads are
difficult for people who walk or bike
y Congested street and highway networks
y Limited choices for different users (e.g.,
seniors, students)
An Engaged North County
North County’s CMCP received over 1,000 survey responses were received or from people/community members throughout the subregion.
Oct. 2, 2023 Item #1 Page 63 of 251
52North County CMCP | FINAL | June 2023
Public Responses and Experiences
Below are some key insights from the public regarding the range of transportation challenges,
concerns, and needs—including infrastructure, process, and resources issues.
“Congestion in both directions for SR 78 between the SR 78/I-15 interchange and Rancho Santa
Fe Road exists consistently… this is one of the worst stretches of freeway in the country.””
“COASTER and BREEZE service needs to run more often…catching the train or bus becomes a
major project rather than providing freedom of movement.”
“76 is the main route for Southern Riverside County workers to get to San Diego jobs.”
“I live 0.6 miles from a shopping center and there is no safe, reasonable way to walk there.”
“Take into account retirees' use, which is different from commuter use. Older adults will
continue to drive if there are no other options…”
“One huge priority to me has been able to have some type of bench and shade at our bus stops.
And also have some type of night light stop locations at for safety of the community.”
“Streets are designed for minimal walkability and are auto-centric.”“Destinations are
too far apart.”
“I would love to see faster/more frequent SPRINTER service. I live within walking distance of
a Sprinter station but never use it because it only runs every 30 minutes and does not serve
Downtown Carlsbad.”
“I work in this industrial park and I take the bus to the Coaster station. It is really dangerous that
there are no sidewalks on any of the streets around North County.”
It does rain in San Diego County. There are few transit stops with overhead protection.
“Congestion is the #1 reason I do not shop or engage in local community/most of the county. It
simply takes way too long to get anywhere and it's not pleasant. Not worth leaving home.”
“Too many delays.”
“The westbound SR 78 to I-5 southbound is difficult to get through and needs to have a
completed interchange.”
Oct. 2, 2023 Item #1 Page 64 of 251
53North County CMCP | FINAL | June 2023
STAKEHOLDER AND TECHNICAL WORKING GROUPS:
EXPERIENCES AND CONCERNS
The working groups communicated their insights regarding the range of transportation challenges, concerns, and needs—including infrastructure, process, and resources issues:
Existing land use adjacent to transit limits effective access and ridership
Leveraging agency resources/efforts to support future city developments
Preparing for evolving vehicle (Bus and SOV) fleet technology
Balance of long/mid-term planning and short-term operations given limited resources
Preparing for future growth and development
Barrier type impacts of I-5, SR 78, I-15 LOSSAN and Sprinter corridors
Improvements for shorter internal trips
Limited or unavailable first- and last-mile connectivity solutions to transitGaps and barriers as
modes come together – in a disjointed, chaotic mannerWeak timely east-west alternatives –
competitive to vehicles
Complete Inland Rail Trail
Limited connectivity options to Valley Center
Safe and comfortable Active Transportation
Impacts of Riverside to Western side of North County traffic flow on communities
Congestion on SR 78 and SR 76
Competitive access to employment/education and health destinations for social equity
focus communities
Technology upgrades and cross agency integration of technology
Regional traffic impacting local communities (at modal interfaces)
Improving connectivity to key local and regional destinations (such as Camp Pendleton, coastal
destinations in Oceanside/Carlsbad, Cal State San Marcos)
Support for mobility zone improvements and/or evolving corridors such as Coast Highway,
Oceanside Boulevard and Centre City Parkway
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54North County CMCP | FINAL | June 2023
Corridor Performance Assessment and Related Outcomes
The North County corridor performance assessment intends to determine the magnitude of the transportation and mobility challenges for North County’s users through a technical review of transportation data. Where subsequent sections explore the nuances as to how and why the conditions of North County led to deficiencies in the system, this section focuses on the principal metrics that directly relate to transportation system performance:
y Safety
y Travel Time
y Mode Share
y Vehicle Miles Traveled
y Reliability
PERFORMANCE ASSESSMENT: SAFETY
Over the last 10 years, there have been more than 50,000
documented collisions in the subregion, resulting in 390
fatalities and over 1,000 serious injuries. Analyzing the
collisions that resulted in fatalities and serious injuries in
more depth demonstrate that:
y Despite recent advances in vehicle technology, fatal
and serious-injury accidents have not decreased due
to several factors, including increase in distracted
drivers or more frequent interaction between vehicles
and cyclists/pedestrians;
y Unprotected users—pedestrians, bicyclists, and scooters—account for approximately 38% of the fatal collisions in the study area; and
y Despite the freeway system (State Highway System [SHS]) carrying large volumes of users at high
speeds, almost 70% of the serious collisions occurred on city streets and 30% of those occurred in
intersections.
Additional information regarding the safety analysis reults can be found Appendix M.
Figure 3-2: Study Area Collision Summary for Serious and Fatal Collisions
Source: (1) Transportation Injury Mapping System (TIMS) 2009-2018 (2) FARS 2009-2018
Collisions affect all road users, those
involved in the collision and the other
road users delayed. Improved safety
will mean an improved transportation
experience for all users
of the transportation
system.
North County Subregion
SHS
Non-SHS
Total Collisions
1,952 371
611 116
1,341 255
Pedestrian Collisions
365 126
64 31
301 95
Bicyclist Collisions
148 14
13 1
135 13
Fatal & Serious-Injury Collisions(1)Fatal Collisions(2)
Source: (1) TIMS 2009-2018 (2) FARS 2009-2018
North County CMCP Collision Analysis Findings
Oct. 2, 2023 Item #1 Page 66 of 251
North County CMCP | FINAL | June 2023 55
Figure 3-3: Fatalities Related to State Highway System (SHS) and Local Roads in Study Area
0
10
20
30
40
50
60
70
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total Fatalities Related to SHS Total Fatlities Related to Local Roads
Source: Fatality Analysis Reporting System (FARS) 2009-2018
Figure 3-4: Pedestrian Fatalities Related to State Highway System (SHS) and Local Roads in Study Area
0
2
4
6
8
10
12
14
16
18
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2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Pedestrian Fatalities Related to SHS Pedestrian Fatalities Related to Local Roads
Source: FARS (2009-2018)
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Figure 3-5: Study Area Local Roads Fatal and Serious Injury Collision (Pedestrians and Bicycle)
Source: TIMS (2009-2018)
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PERFORMANCE ASSESSMENT: TRAVEL TIME
Total travel time is a key performance metric that captures the total “door-to-door” time spent
traveling to work, school, shopping, and recreation. Travel time is a metric that can compare the
competitiveness of various modes and the impact transportation has on a community’s quality of life.
Additional information about travel time in the subregion can be found in Appendix T.
Travel time is influenced by a range of factors including:
y Length of trip
y Frequency of travel
y Congestion
y Transit frequency
y System reliability
y First and last mile accessibility
For trips starting and ending in the North County subregion, travelers spend 1.3M hours travelling
a day—this equates to two (2) hours per capita. Prior to COVID, trips to and from work were
approximately 15 miles long and 30 minutes in duration. While trip length and duration has
decreased since the onset of the pandemic due to new trends, such as working remotely, it is
still to be seen whether trip lengths and durations will return or even outgrow trips taken prior to
COVID-19. For example, there are several studies showing that there is more trips being taken at peak
times because people working from home are taking more trips and doing so at rush hour times,
thereby leading to more congestion. The growth in North County has increased the demand on the
transportation system and resulted in congestion. Between 2015 and 2019, North County trips had an
average increase of two minutes in travel time. Congestion hot spots are highlighted in Figure 3-6
and detailed in Appendix P.
Figure 3-6: Annual Estimated Trip Length and Trip Duration
0
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Avg. Trip Length of All Trips Avg. Trip Duration of All Trips
Source: Streetlight Analytics
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Figure 3-7: North County’s Congestion Hot Spots (March 2019)
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North County CMCP Study Area
Sprinter
Regional Network
Local Network
Source: HERE, Esri; Caltrans District 11 Mobility Performance Report (Quarterly Reports, 2019-2022
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PERFORMANCE ASSESSMENT: MODE SHARE
The predominant mobility option in the study area used to commute to work12 is driving alone
(Figure 3-8). Approximately 79% of residents reported driving alone as their commute method for
work, followed by carpooling (8 percent), and working from home (7%). Active transportation and
transit comprise about 4% of people’s commute choice, demonstrating that these options are not
competitive with driving alone. For all day trips, Figure 3-9 shows the mode split where driving is the
preferred mode but distributed: 47% driving alone, 44% carpooling, with active transportation and
transit comprising of 8%. A summary of mode share data be found in Appendix O.
Figure 3-8: Mode Distribution – Means of Transportation to Work (2019)
Source: American Community Survey (ACS) 2019 5-Year Estimates
12 Forecasted mode share will include commute and all-day mode splits.
79%
7%
8%
DRIVE ALONE
CARPOOL
WORK FROM HOME
2%OTHER2%TRANSIT
ACTIVETRANSPORTATION
2%
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Figure 3-9: Mode Distribution – Means of Transportation for All Trips (2016)
Source: SANDAG Regional Model, DS 39 Model Estimates
In terms of daily trip volume, below are a few examples of key corridors/services within North
County from 2019:
Highways
y SR 78 – 140,000 trips
y SR 76 – 47,000 trips
y I-5 – 220,000 trips
Arterials
y Palomar Airport Road – 60,000 trips
y El Camino Real – 56,000 trips
Transit
y COASTER – 5,100 Boardings
y SPRINTER – 7,800 Boardings
y Breeze Route 301 – 2,300 Boardings
y Breeze Route 303 – 3,100 Boardings
y Rapid 235 – 5,800 Boardings
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Performance Assessment: Vehicle Miles Traveled (VMT) Growth
For the existing transportation system, prior to the COVID pandemic, North County saw daily
vehicle miles traveled (VMT) of 26.6 million. North County’s VMT dipped to 21.1 million in 2020 before
rebounding to 24 million in 2021. Analyzing in more depth North County’s 2019 trips VMT data13
revealed the following:
y Trips entirely within North County account for a
smaller share (30%) of the VMT when compared to
the share (70%) of trips starting or ending within
the study area.
y Trips from the neighboring regions of Coastal San
Diego, Inland San Diego, Orange/Los Angeles, and
Riverside/San Bernardino contributed more than
66% of the VMT.
y Emerging from the pandemic, the share of VMT
from longer distance trips from outside San Diego
County dropped by almost 45% (i.e., trip accounted
for ±26% of VMT in 2018 to ±14.5% in 2021)—most
likely due to jobs changes, retirements, and work
from home options.
y By 2050, VMT will increase. This shows economic
growth happening within the area and subregions
to North County.
Additional information about the VMT analysis performed for the subregion can be
found in Appendix Q.
13 Total VMT includes all miles for the vehicle-based trips—both outside and within study area boundaries—and does not include transit or active
transportation trips.
VMT can be calculated and monitored using two methods—each providing insights on how
infrastructure and operational improvement influence North County.
»Trip Origin/Destination Based – Sums total lengths for trips starting or ending within a study area. This method includes distance traveled outside of study area but does not account for trips going “through” the study area.
Will be used as the primary method throughout the CMCP with the exception of greenhouse gas emissions.
»Trip Segment Based – Sums the lengths of trip segments within study area boundaries. This
method does not include distance traveled outside of study area but does account for trips
going “through” the study area.
Was used in this CMCP to assess greenhouse gas emissions.
VMT is affected by mode split, length
of trips, and frequency of travel. VMT
can be reduced by improving the competitiveness of alternative modes and by better aligning housing, employment, and other key destinations.
More opportunities to live and work within North County reduce trip length and consequently reduce VMT.
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VMT by Internal vs. External Trip Types
With North County performing better than expected, the next step is understanding how different types of trips contribute to VMT performance and identify the markets/trips that can help reduce VMT per capita today and as the subregion grows into the future.
With external trips on average being five times longer the internal trips, the following can be inferred on trip length alone:
y External trips have the “higher” opportunity to reduce per capita VMT today when switching to other modes
y The percentage of internal trips needs to increase higher than 70% needs to grow higher than 70%
to reduce average trip lengths and have more multimodal options to travel
VMT, Population, and Employment
VMT can be paired with total person trips, population or employment growth to ensure
that VMT is placed into the larger subregional context. Having lower VMT alone isn’t a positive
indicator—for example, lower VMT could be a result of fewer trips due to a pandemic, economic
recession, or other macro-level influences. However, if VMT is lower and total person trips are higher,
this can be indication of a more efficient travel (e.g., shorter trips, improved mode share) or other
factors leading to fewer vehicular trips. below is an example of how daily VMT can be tracked with
population over time—along with a graph on how total trips along SR 78 compares to population.
Figure 3-10: Daily VMT and Population Over Time (2010 – 2019)
Source: Streetlight Analytics
Internal Trips 70% of Trips | 30% of VMT → Shorter trips and lower VMT
External Trips 30% of Trips | 70% of VMT → Five times longer than internal trips
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Figure 3-11 and Figure 3-12 represent the
average employee and
resident (respectively),
non-commercial, vehicle
travel made on an
average weekday. Both
figures show in shades
of green locations (i.e.,
census tracks) where
the VMT is 50-85% of the
Regional Mean—a large
portion North of SR 78
and in Escondido. For
North County residents,
the areas shaded in
green coincide with
North County’s activity
centers and the region’s
potential mobility hubs/
zones. These figures
illustrate how North
County performs better
than the region for
VMT per employee and
similarly to the region for
VMT per capita.
North County having
lower VMT per capita
and per employee,
is is consistent with
subregional context
characteristics: a well-
contained area with all
types of development—
urban, suburban, and
rural—providing shorter
distance travel than
the greater San Diego
Region. The improved
balance between housing
and employment
over the last 20 years
results in improved
VMT performance
of North County.
Figure 3-12: SB 743 Maps per Capita
Figure 3-11: SB 743 Maps by Employee
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SB743 VMT Maps (Employee)
Percent of Mean
More than 125% of Regional Mean
100% to 125% of Regional Mean
85% to 100% of Regional Mean
50% to 85% of Regional Mean
Less than 50% of Regional Mean
Not Enough Data
0 1 2
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Study Area
SB743 VMT Maps (Resident)
Percent of Mean
More than 125% of Regional Mean
100% to 125% of Regional Mean
85% to 100% of Regional Mean
50% to 85% of Regional Mean
Less than 50% of Regional Mean
Not Enough Data
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PERFORMANCE ASSESSMENT:
SYSTEM RELIABILITY
Travelers build buffer time into their total trip time (“planned trip time”) to account for disruptions like roadway conditions, weather, construction, crashes, special events, and unexpected traffic. Consistent travel time can be planned for travelers by adjusting their departure times for trips that may take longer than usual—creating greater assurance of on-time arrivals.
If traffic conditions are volatile (or transit times are perceived to have poor on-time performance and travel time), travelers will budget even more time to their trip—taking away from other priorities—or not take the trip at all. The inability to rely on the transportation system for consistent travel creates an unreliable and untenable transportation network.
Long travel times, indirect bus routes, and delays, coupled with the limited and indirect transit routes, create a perception of unreliability of the existing transit system. These inconsistent roadway conditions affect NCTD’s Breeze bus service where on-time performance was 88% in 2019—further limiting the effectiveness of transit as a reliable option.
On the other hand, SPRINTER has a great on-time performance of 98% in 2019; however, the service is limited by single-track rail for over half of the corridor. The lack of two tracks across SPRINTER results in lower frequency and thereby longer door-to-door travel times.
Transit service is generally reliable, but with lower service frequency; therefore, users may spend more time waiting if transit schedules do not match their departure/arrival times. This is in contrast to users’ experience with freeways—where travelers can access the freeways whenever they like but high traffic volumes and collisions can lead to unpredictable, unreliable travel times requiring more “planned travel time.”
On SR 78 and major
arterials, travel times
can vary by almost
twice the “free
flow” conditions.
Reliability Example: Travel from downtown San Marcos to downtown Escondido
»Via SR 78 can take 12-24 minutes in the afternoon rush hour—requiring a
planning time of at least 25 minutes
»SPRINTER can take 15 minutes reliably (with 98% on-time arrival) but has only 30-minute frequency—therefore planning time for the trip would be at least 30 minutes
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Structural Challenges and Observations
The performance assessments above highlight the range of current performance in the corridor. The transportation system challenges are not limited to a single facility, a single mode, traveler types, or specific communities; root causes are not isolated to any one issue. It is a combination of interrelated factors that lead to the the mobility experience of North County’s communities and users.
From the above performance assessments, this CMCP has the following observations:
y Users Spend Too Much Time Traveling – Longer trips, congestion hot spots, and traffic spillover contribute to longer travel times.
y Improved Facilities and Operations Management are Needed to Reduce Collisions – North
County needs transportation facilities that are safe for all users to travel on to reduce collisions (and
their severity) on highways and arterials.
y Current Transportation System is Unreliable – Users see the transportation system being unreliable because of inconsistent service, congestion, and unpredictable travel times.
The underlying infrastructure challenges that directly influence the transportation and mobility outcomes in the North County corridor can be summarized:
y Challenge #1 - Land Use Patterns – Due to significant growth over the past 30 years and previous General Plan land use practices, much of the development (commercial and residential) was unmixed/separated creating the need for longer trips on North County’s roadways.
y Challenge #2 - Regional Facilities are Not Aligned with Major Employment Centers –
Many large employment centers are miles away from regional transportation facilities further
exacerbating network congestion.
y Challenge #3 - Connectivity Gaps/Barriers in the Transportation Network Means Less Choices for Traveling – Gaps in the transportation network (infrastructure or service) leads to diverted trips to other facilities.
y Challenge #4 - Transit is Difficult to Access and Use in North County – Hard-to-access or
declining transit services limit the potential for transit to play a larger role in improving mobility
for North County.
y Challenge #5 - Major Arterials Serve More Trips Because of Limited North-South Regional Options – Arterials provide critical connections both east-west and north-south. With only the I-5, I-15, and Coaster/Amtrak providing north-south regional travel options, major arterials provide the conduit of services to connect travelers to their end destination within and outside of North County.
Land Use and Connectivity are
the underlying infrastructure
challenges that contribute to the
transportation experience in North
County. The interplay between
the two influence how the entire
transportation system
performs and
successfully meets
the future needs
of the subregion.
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CHALLENGE #1: LAND USE PATTERNS
There is a unique relationship between transportation and the built environment. Where connectivity is the relative location of a person or user to a destination, land use patterns facilitate:
y Proximity of trip origin and destination
y Ease of accessing transportation options
Density, clustering, mix, and size of land use types determine where people travel and the number
of trips (short and long) they are likely to make. In turn, the design and function of the transportation
system affects the ease of mobility for neighborhoods and communities throughout the subregion.
The relationship between land use and transportation impacts preferred travel options to get to work,
school, the coast, recreational opportunities, and other key destinations as well as future development
and growth. For example, low-density of land use activity (i.e., residents and jobs) make it difficult to
efficiently operate high-frequency transit to serve the low-density land use.
Two key factors regarding land use’s influence on transportation are:
y Need for more housing types, affordability, and availability
y Increasingly specialized workforce requiring matching opportunities
North County’s transportation system symptoms and deficiencies are intensified by the subregion’s significant growth (49% increase in population) over the past 30 years. Development of employment centers and communities were unmixed—and accelerated to keep pace with the growing demand. The resulting land use patterns produced an increasing demand on transportation facilities and longer trips.
Figure 3-13 shows existing housing units and jobs in the subregion. There are large
concentrations of jobs in certain areas while housing units are distributed across the subregion.
This highlights that housing is physically separated from jobs, making it more difficult to
promote walking and biking to and from work.
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Figure 3-13: Existing Housing and Jobs Dot Density
Source: SANDAG DS39 Forecast Estimates (2021)
Over the last 30 years, the transportation
network was localized (adjacent to development)
to support the growing land use activity
and implemented “immediately” while
larger infrastructure required more time to
be implemented and utilized by travelers.
As mentioned above, the results are the
transportation symptoms experienced
by users today.
The following factors seen in land use influence the transportation performance experienced today:
y Lower-density development
y Separation of land use types (e.g., residential homes being separated from employment centers)
y Lack of widely available alternative work
schedules, telework, and remote work options
y Lack of affordable housing
y Fragmented planning and project coordination across agencies and modes
y Specialized, centralized employment
areas in the region
The subregion developed in a suburban manner between 1990 and 2010 resulting in single-family residential units, commercial strips, and business parks. Over the last 10 years, North County has seen more transit oriented, mixed-used developments.
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Affordability in Housing Land Use
Travel demands and patterns are influenced by where people choose to live; however, that choice is greatly influenced by housing affordability14, followed by the proximity of jobs and destinations and transportation costs. As the areas near transit and employment areas become higher in demand and less affordable, many people are compelled to move further away from employment centers and transit-rich areas. When this occurs, people encounter higher transportation costs and longer commutes, resulting in increased VMT. Figure 3-14 shows both a 30% and 50% threshold to demonstrate the average housing and transportation cost burden of cities in the subregion compared to the counties of San Diego, Riverside, and San Bernardino. Only Escondido has a housing cost burden below 30% of income in the subregion. Combined with transportation cost burdens, none of the areas are below the 50% threshold. Housing costs and supply particularly affect underserved communities and population groups such as low-income households and seniors.
Figure 3-14: Average Housing and Transportation Cost Burdens
Source: Center for Neighborhood Technology (CNT), Housing and Transportation Affordability Index
As stated by San Diego Urban Land Institute in their 2022 Real Estate Trends Report15 :
“Traffic congestion eased in the San Diego region due to employees working at home
during COVID-19 but have returned to pre-pandemic levels, and acceptable commutes
will again dictate where housing is needed. Many San Diegans opt to relocate to
Riverside County and Mexico for more affordable for-sale housing options.”
14 Housing affordability is widely accepted as paying no more than 30 percent of income towards housing costs. However, there is no official
affordability definition for housing and transportation costs combined.
15 https://sandiego-tijuana.uli.org/resources/regional-trends-report/
The market is seeing
many residents moving
to more inland areas
of San Diego County
and even relocating to
Riverside County and Mexico for more affordable housing sales.
The lack of affordable housing choices can lead to over-commuting due to households moving further from job centers and transit-rich areas in search of lower housing costs.
0% 10%20%30% 40% 50% 60%70%
Transportation Cost BurdenHousing Cost Burden
San Bernardino County
Riverside County
San Diego County
Vista
San Marcos
Oceanside
Escondido
Carlsbad 24%
22%
23%
24%
23%
22%
28%
27%
42%
29%
33%
36%
30%
35%
35%
32%
30%50%
Percentage of Total Income
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CHALLENGE #2: REGIONAL FACILITIES ARE NOT ALIGNED WITH MAJOR EMPLOYMENT CENTERS
Several regional transportation facilities crisscross the subregion and
provide connectivity to areas outside of North County. While North
County regional facilities provide connectivity to all cardinal
directions through the subregion, they bypass many of the major
activity generators that attract both local and regional trips. Because
of this misalignment, local arterials are required to provide the
connectivity between regional transportation and regional activity
centers. Users then experience challenges—congestion, limited
transit, uncomfortable walking environments—along North County’s
arterials which arise from the lack of person throughput (from
services or infrastructure) to effectively connect regional transportation facilities to
employment and housing.
NCTD’s SPRINTER alignment encourages rail trips between adjacent communities (e.g., Vista to
Oceanside, Escondido to San Marcos) and growing employment centers (e.g., CSU San Marcos,
western Escondido). The existing SPRINTER alignment does not facilitate trips to current major
employment centers (e.g., Camp Pendleton, Carlsbad/Vista Business Parks), and thus, needs to be
supported by first and last mile connections such as BREEZE routes and flex routes/microtransit to
make SPRINTER a regional commuter alternative.
y Regional connectivity is provided by the North/South I-5 and I-15 corridors at western and eastern
gateways of North County along with transit running parallel between or along the interstates.
Travel east-west through North County is usually limited to SR 78 and to a lesser extent, SR 76. Major
activity centers that are immediately adjacent to these freeways are reasonably well-served due to
the cross-regional trips they generate. In North County, however, there are several major generators
including the Palomar Airport Business Park and Camp Pendleton Gates that are miles away from
the regional transportation system (Figure 3-15).
y Users must traverse the limited east-west connections to complete their trips—often requiring out of direction travel and utilization of local arterials. North County’s local arterials, while capable of serving high volumes of local traffic, are constrained to meet the needs of all trip types (i.e., local, subregional, and regional). Because the local arterials are often pressed into service as workhorse connections, they have become congested and are limited in providing an efficient flow of people across North County.
For regional trips from I-5
and I-15, 50% exit within three miles of entering SR 78 to access key destinations
via North County
arterials.
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Figure 3-15: Connections Needed between Trip Generators and the Regional Transportation Network
VistaVista
San Diego
County
San Diego
County
San Diego
County
San Diego
County
San
Marcos
San
Marcos
San Diego
County
San Diego
CountyEscondidoEscondido
CarlsbadCarlsbad
OceansideOceanside
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City Boundary
SPRINTER Station
COASTER (Commuter Rail)
COASTER Station
SPRINTER (Light Rail)
Key Connections
Trip Generators
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CHALLENGE #3: CONNECTIVITY IN THE NETWORK
Connectivity is the relative means and ease of a person trip between an origin and a destination. Connectivity is influenced by the physical roadway, transit, and active transportation networks, the integration of those transportation options with land use, along with the following:
y Natural geographic barriers (e.g., topography and slopes)
y Limited connection points to the I-5 and I-15 corridors
y SHS and rail corridors (SPRINTER and LOSSAN) are barriers for other methods of travel
y Limited north-south travel options
y Limited transit service options and frequency between key origin-destination pairs
y Limited or unavailable first- and last-mile solutions to transit, particularly the lack of basic active
transportation facilities
y Less opportunities to access key destinations and activity centers from the SHS and major corridors due to distance, directness of travel, or the availability, quality, and affordability of travel options
y Physical gaps in the transportation network (e.g., incomplete arterials and active
transportation network)
The subregion’s transportation network evolved to consist of large, curvilinear arterials (e.g., El Camino
Real, College Boulevard). These arterials were built further apart to conform to the rolling terrain while
accommodating the growing trip demand. These larger distances between arterials have led to:
y Gaps in the network (due to terrain)
y Fewer alternative routes
y Uninviting pedestrian paths with limited street crossing opportunities
y Limited options to crossing the highways and railroads
y Concentrated traffic (and thereby congestion) at freeway interchanges and major intersections
Challenging the connectivity between key origins and destinations within North County’s
transportation network are the lower frequencies, shorter spans of service, and difficulty accessing
bus stops and rail stations. These attributes limit transit services as a competitive travel option.
Stations need a strong sense of place within the surrounding community.
Surrounding land use and access to transit (i.e., the first-/last-mile of trips)
have a significant impact on the success of transit as a North County service.
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Gaps and Barriers in the Transportation Network
Gaps and barriers in the transporation system reduce path choices and force travelers onto out-of-direction, inefficient, and—in some cases—less safe routes. Within North County, there are several types of gap/barriers influencing travel in North County:
y Lack of low-stress active transportation facilities and services across freeways, railroads, and high-speed arterials
y Gaps in low-stress active transportation
facilities along arterials and near
transit stations/stops
y Incomplete, not well-connected grid, including arterial gaps (e.g., College Blvd)
A common theme shared by agencies, stakeholders, and the public was the imposing nature of regional transportation facilities on surrounding communities and the lack of low-stress crossings. Figure 3-16 highlights how SR 78 sits in-between growing communities within the City of San Marcos.
Figure 3-16: Confluence of Barriers in San Marcos
Mixed Use
Land Use (Planned)
Residential/Housing Commercial
Parks/Open Space
Commercial
Mixed Use
Residential
Land Use (Existing)
Note: The City of San Marcos adopted an amendment to the University District Specific Plan (UDSP) in 2022, which results
in a different street alignment for the UDSP area west of Twin Oaks Valley Road. The UDSP amendment closed vehicular
access on segments of Mid City Lane on the east side of Twin Oaks Valley Road. In addition, the footprint of UDSP
incorporated additional property on the east side of Twin Oaks Valley Road. Additional information about the UDSP
can be found here.
Transportation Gaps and Barriers
There are 80+ points of existing and proposed crossings that can be improved to provide better connections across:
»Interstate 5
»Interstate 15
»SR 78
»SR 76
»LOSSAN Railroad
»SPRINTER Railroad
»Major Arterials
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Incomplete, but Growing, Active Transportation Network
North County cities and SANDAG have been implementing more active transportation projects to create protected active transportation facilities. Currently, there is a lack of a complete network of high-quality, low-stress facilities that provide robust connectivity and accessibility. The existing multi-use paths and on-street protected bike facilities in the subregion are not continuous between mobility hubs or consistently found throughout a mobility hub. For example, where the Inland Rail Trail (IRT) is available, few facilities connect to the IRT from key destinations such as CSU San Marcos. Figure 3-17 displays the existing Class I and IV facilities in North County and the incomplete nature of a protected network.
Figure 3-17: Existing Class I and Class IV Bicycle Facilities within the North County Study Area
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Existing Class I/Class IV Facilities
Class I
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Class I/Class IV
Existing Housing Units & Jobs (2016)
1 Dot = 50 Housing Units
1 Dot = 50 Jobs
North County CMCP Study Area
Mobility Hub/Zone
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Challenging Access to Education
With the lack of school busing and safe routes to school in the subregion, the cost/challenges of transportation to/from schools is effectively passed on to family households. In particular, the lack of school busing affects families of low-income households who can least afford getting their children to school across freeways and railroads.
The lack of school busing gave rise to a private network of drivers—friends and acquaintances of student families—to help provide rides to and from school for children, but at a cost. For example, according to parents in the City of Oceanside, many of whom are employed in industries with low pay and minimum wages, they struggle to budget the cost of transporting their children to school despite living in a more urban environment. Being close to one’s destination does not necessarily alleviate the transportation issue since the North County’s geography is challenging and publicly available transportation options are not effective or convenient for students and families.
Transportation is seen
as an obstacle to
the classroom,
especially for
students of color
who are more
likely to have an
unexcused absence
on their record.
Gap in Inland Rail Trail
Existing Inland Rail Trail
LEGEND
Inland Rail Trail Gap
Inland Rail Trail Existing
Figure 3-18: Gap in Inland Rail Trail
Inland Rail Trail – A prominent transportation network gap currently exists, between Melrose
Avenue and the coast (i.e., Coastal Rail Trail), in providing a key access corridor to coastal
resources and activity centers. This premium North County bike facility has the capability to
improve regional and subregional active transportation connections between communities
and destinations.
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CHALLENGE #4: LIMITED FREQUENCY AND LACK OF STATION ACCESS INFRASTRUCTURE
Access to transit (i.e., the first-/last-mile of trips) has a
significant impact on the success of transit as a North
County service. For a user, a transit trip includes more
than traveling from station to station or stop to stop; to
complete a "door-to-door" trip, a user's trip typically
includes walking, biking, or driving to the stations. If
access to transit and the surrounding environment is
disorienting, challenging, or unpleasant, people will
choose to drive or utilize another mode of
transportation16.
NCTD had a daily ridership of 38,000 in October
2019—26,000 on BREEZE/FLEX services, 9,100 on
SPRINTER, and 4,600 on COASTER. Currently, there
are several practical obstacles impeding travel via transit for North County users: infrequent and
slow transit service; difficult-to-access stops/stations;
gaps or missing links in active transportation facilities;
and lack of neighborhood/district shuttle services to
commercial centers.
These obstacles impose a limit on choices available to travelers as well as the potential success of
those choices. While it is possible to use alternative mobility options such as transit, biking, or walking,
doing so is inconvenient due to infrequent service, the need for multiple connections, unprotected
intersections and streets, and/or undesirable paths. The following inhibits transit as a successful
element of a balanced transportation system:
y Only one route in NCTD’s service is provided at high frequency meaning the user may have to wait
up to 30-60 minutes for the next bus or train.
y Users do not see the available alternative mobility options as viable commute options due to inconvenience, reliability, and lack of competitiveness.
y Access to transit in North County is unfamiliar, inconvenient, or uncomfortable for users.
16 https://lfportal.nctd.org/weblink/0/edoc/135800/010%20Complete%20Streets%20and%20Walking%20Paths%20-%20OCT.pdf
Accessibility, availability, comfort,
convenience, cost, and safety influence
how people choose to travel to, from,
and within the subregion.
“I can only take transit and I don’t have a safe and comfortable path to the station.”
“I spend 15-30 minutes waiting for
the bus or train.”
“Bus is too slow.”
“I can’t access the
SPRINTER station by
walking and biking.”
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Transit Frequency
The lack of frequency creates a service-based barrier to using transit. Users must account for the longer wait times between buses and trains in traveling to their destination (e.g., having to arrive 10 minutes early to avoid a 30-minute wait for missing the bus). The lack of high-frequency services limits the opportunity for larger, mixed-use activity centers and development from taking immediate advantage of the rail service destinations.
y Only Breeze 350 between Escondido and Westfield North County Mall is a high-frequency service of at least 15-minute frequency. No other NCTD service operates more frequently than 30 minutes—due to many factors including lack of infrastructure or supportive land use. This means the only stations or stops with high-frequency service are Escondido Transit Center and Del Lago Transit Center, both serviced by NCTD’s BREEZE 350 and San Diego Metropolitan Transit Service (MTS) Rapid 235.
y NCTD’s service levels are half the standard for what travelers and transit providers consider
“high frequency17.”
y For the population of more than one million people living in the NCTD service area (approximately 700,000 within the study area), NCTD operates 203 transit vehicles (buses and trains) at maximum service18. Normalized by population, MTS operates twice that many vehicles at maximum service19.
Current track infrastructure limits the SPRINTER service improvements; additional double-tracking investment is required for the SPRINTER service to improve from 30-minute frequency to at least 15-minute frequencies. The inability to increase service frequency on the SPRINTER reduces the attractiveness of the rail service as a viable transportation option for many trips.
Transit Access
As an east-west spine, SPRINTER can have a large
influence on how North County travels. However,
stakeholders reported that SPRINTER was hard
to access by walking and biking—as well as not
competitive enough to driving.
Even at a lower frequency and difficulties with wayfinding/access, SPRINTER more than doubled its ridership between 2012 (3,600) and 201820 (8,500). Continued growth of transit ridership on the
SPRINTER is constrained by:
y Low frequency in service
y Station parking
y Lack of pedestrian and bicycle facilities
y Difficult wayfinding
y Unrealized transit-oriented development
surrounding the stations'
17High-frequency is commonly defined as 15-minute (or better) service—a bus or train arriving every 15 minutes
18 https://www7.fta.dot.gov/sites/fta.dot.gov/files/transit_agency_profile_doc/2019/90030.pdf
19https://www7.fta.dot.gov/sites/fta.dot.gov/files/transit_agency_profile_doc/2019/90026.pdf
20 SPRINTER celebrated its 10-year anniversary serving North County in 2018
Conditions Needed for Transit to Thrive
»Amount and density of activity (residential, employment, commercial, institutional) within proximity
»Activities and land uses that generate
all-day trip making demand—not just
during the peak hour
»Local connectivity by walking (quarter- to half-mile) and biking (two to three miles)
»Connectivity to high-demand
activity centers
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Several factors discourage potential customers from using SPRINTER. With improved SPRINTER
frequencies, stations will need the supporting development and comfortable access to infrastructure
for SPRINTER’s (and the subregion’s) long-term success. The following are density benchmarks
reviewed by Puget Sound Regional Council in the Pacific Northwest in evaluating transit-
supportive densities21:
Table 3-1: Densities Summary for Existing Transit Services
LIGHT RAIL (EX: SPRINTER)
COMMUTER RAIL (COASTER) / EXPRESS BUS (MTS ROUTE 280)
BUS RAPID
TRANSIT/ ALL-DAY
FREQUENT BUS
(MTS ROUTE 235)
Walk Distance ½ mile ½ mile ¼ mile
Residential Density 16-67+ residents per
gross acre n/a 7-8+ housing units
per gross acre
Employment 100,000-150,000+ jobs
in employment center
Central Business
District(s)n/a
Activity Units 56-116+ residents and
jobs per gross acre n/a 17 ± residents and jobs
per gross acre
Providing Equitable Access to Transit
Many underserved communities depend on transit for traveling
to work, school, groceries, and other day-to-day needs. About 13%
of the North County population lives within a half-mile of a
high-frequency transit stop. Currently, there is a small
percentage of population from social equity focus communities
that live near high-frequency transit; however, these numbers
are projected to grow by 2050. In 2016, the total study area
population within a half-mile of high-frequency transit was 12.8%;
of the senior population 11%; 16% of low-income; and 16% of
People of Color population. The percentages are expected to
increase in 2050 to 41%, 53%, and 46%, respectively. Table 3-2
summarizes information for transit proximity for communities of
concern within the subregion.
Table 3-2: Percentage (%) of Population Groups within ½ Mile of High Frequency Transit Stop (2016)
POPULATION GROUP PERCENT OF POPULATION GROUP
North County Study Area 12.8%
Senior Population (75 years of age and older)11.2%
Low-Income (200% of Federal Poverty Level)15.6%
People of Color Population (Non-White, Hispanic)15.6%
Source: SANDAG DS39 Estimates (2021)
21 https://www.psrc.org/sites/default/files/tsdluguidancepaper.pdf
Over 20% of people who travel to work by transit have no automobile access
79% of people traveling to work by transit travel 30 minutes or longer, with the median transit trip approaching an hour (51 minutes)
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Destination Accessibility via Transit
Destination accessibility was assessed via an isochrone analysis—an analysis that provides a quantitative and visual representation on how far existing users can travel within a given time frame. These analyses show how many destinations, housing units, and jobs are within a certain travel time (e.g., 30 minutes). Isochrones can help identify how accessible (or inaccessible) destinations are in the network. Appendix K details the methodology and analysis of 13 isochrone origins in the North County study area.
A series of 30-minute and 60-minute isochrone sheds were developed and analyzed for the North County Study Area during the PM peak; Figure 3-19, shown on the next page, is an example isochrone travel shed. The isochrone analysis helps illustrate what is accessible to existing users when traveling by transit. Accessibility (as analyzed by these isochrones) is influenced by three factors:
y Land Use Proximity to Station—better proximity, shorter access time
y Concentration of Services and Frequency – more services or frequency, means short waiting
times and more directions to travel
y In-Route Travel Time – the faster the service, the more destinations can be reached
Table 3-3: Existing Access Summary for Transit and Auto
Based on today’s NCTD network of services the following have the most access within 30 minutes
LOCATION TRANSIT ACCESS AUTO COMPARISON
Vista Village
140 Points of Interest
17,100 Housing Units
15,100 Jobs
1,100 Point of Interest
287,800 Housing Units
357,800 Jobs
Downtown Escondido
(Maple and Grand)
140 Points of Interest
21,000 Housing Units
27,000 Jobs
2,100 Point of Interest
460,500 Housing Units
795,100 Jobs
Faraday Avenue and
El Camino Real
40 Points of Interest
1,400 Housing Units
22,900 Jobs
1,500 Point of Interest
310,400 Housing Units
494,400 Jobs
Downtown Oceanside
(Wisconsin and
Coast Highway)
120 Points of Interest
14,000 Housing Units
20,000 Jobs
1,200 Point of Interest
257,400 Housing Units
418,200 Jobs
The following 13 locations were identified as representative points within North County for performing the isochrone analyses (see Appendix K):
y Barham Drive and Campus Way y Camp Pendleton Gate (Vandergrift) y Carlsbad Boulevard and Carlsbad Village Drive y College Boulevard and SR 76 y Faraday Avenue and El Camino Real y Felicita Avenue and Centre City Parkway y Maple Street and W Grand Avenue y Oceanside Boulevard and Avenida del Oro
y Poinsettia Avenue and Business Park Drive y Via Vera Cruz and San Marcos Boulevard y Vista Village Drive and Santa Fe Avenue y West Lake Drive and San Marcos Boulevard y Wisconsin Avenue and Coast Highway
Intersections within low-income communities are italicized.
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Figure 3-19: Barham Dr and Campus Way, 30-Minute Travel Sheds at PM Peak
On average, the 13 representative points have a high likelihood of accessing within 30 minutes: 63
destinations, 7,400 housing units, and 15,100 jobs. The following were key insights from the isochrones:
y Vista Village Drive and Santa Fe Avenue (Vista Village) was the most accessible with access to
139 destinations, while Camp Pendleton Gate (Vandergrift) was the least accessible point with
three destinations.
y Maple Street and W Grand Avenue (Downtown Escondido) provided the most access to housing units (21,000), while Faraday Avenue and El Camino Real was the least accessible (via transit) with fewer than 1,400 housing units.
y Maple Street and W Grand Avenue and Faraday Avenue and El Camino Real provided the most
access to jobs (more than 20,000), while Camp Pendleton (Vandergrift) provided the least access
outside of military-based jobs with approximately 1,000 jobs.
Camp Pendleton (Vandergrift) is the gateway to one of the largest employment centers in North
County and on-base housing. Nevertheless, it is one of (if not the) least accessible location in North
County via transit.
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Figure 3-20: Existing Housing Units within High-Frequency Transit Stops
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CHALLENGE #5: MAJOR ARTERIALS ARE NORTH COUNTY’S WORKHORSES
North County’s major arterials (13 corridors) provide the critical connectivity that exists today for those traveling within North County. Major arterials provide the connection to both regional transportation facilities and local/subregional connections between housing, employment, and day-to-day needs. Figure 3-21 spotlights how these major arterials are fundamental to providing access to North County’s large mobility hubswith two examples on the western end of the study area (see Chapter 2 for a list of mobility hubs).
Figure 3-21: Highlighting the Importance of Arterials to North County (Examples: Oceanside and Carlsbad Mobility Hubs)
Source: Streetlight Analytics
In providing the “connective” elements for all types of travel, major arterials account for 20% of
VMT in the study area which is effectively the same amount of VMT observed for SR 78 within the
study area. Today’s performance of major arterials highlights the importance of providing a
system or network approach to leverage major arterials to improve mobility and meet North
County’s needs.
Major arterials are integral to providing and will continue to provide:
y Increased, efficient person throughput
y Complete street experience to provide
mobility to all users
y Connections between key activity centers
y Future multimodal travel
y Travel time and reliability
y Safe travel environments
y Support to economic development lack of
“high frequency services.”
North County’s 13
Major Arterials
»1,300+ roadway miles
»20% of the study area’s VMT, approximately the same as SR 78 (21%)
»Provide connections between
activity centers/communities and
regional transportation
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Connecting to North-South Regional Facilities
North County’s major arterials provide the critical connections between the primary north-south regional facilities (i.e., I-5 and I-15) to the destinations within North County. Figure 3-22 displays the eastbound traffic exit distribution within three miles of the I-5 interchange while Figure 3-23 displays the westbound traffic exit distribution within three miles of the I-15 interchange.
Figure 3-22: SR 78 Eastbound Traffic Exit Distribution From I-5
Figure 3-23: SR 78 Westbound Traffic Exit Distribution From I-15
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Key Takeaways
The Mobility Assessment reveals there are many relationships between the challenges of the transportation network and the resulting outcomes experienced by users.
The underlying challenges and resulting system deficiencies affect how agencies and jurisdictions plan, build, and operate the transportation systems. Utilizing the transportation system deficiencies defined above, combined with the elements learned in Chapter 1 (Purpose of the CMPC) and Chapter 2 (Corridor Context), the following predominant subregional mobility opportunities and constraints were identified:
KEY OPPORTUNITIES
North County provides the following opportunities:
y A cohesive, self-contained subregion provides an opportunity for focused mobility improvements for future economic growth
y Local cities and agency partners strongly
support change and innovation in the
transportation network
y Alignment between regional mobility hubs and general plans creates land use synergy with improvement opportunities in the transportation network
KEY CONSTRAINTS
A sustainable transportation network for North County is impeded by:
y Lack of connectivity to the regional
transportation network (transit or highway)
from large employment centers and the
regional transportation network
y Topography and current land use intensity and providing transportation service/infrastructure improvements (e.g., rail on steep terrain)
y Lack of larger north-south transportation
alternatives requiring North County’s
major arterials to carry more of the
person-throughput and provide
regional connectivity
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VALUES, GOALS, AND OBJECTIVES
A CMCP requires clear goals and objectives
to guide the identification, prioritization
and funding of improvements. Goals and
Objectives work in tandem to define for the
public, stakeholders, and policy makers what success of a program will look like; providing
focus and help measure how actions lead
toward the desired success.
4
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VALUES, GOALS, AND OBJECTIVES
The development of the Values, Goals, and Objectives presented in this chapter represent a coming
together of Regional and State transportation goals with the mobility needs and constraints specific
to the North County subregion. Developing a common Vision, Values, Goals, and Objectives addresses
the challenge of coordinating across a subregion with diverse communities, jurisdictions, and agency
planning efforts—to create a cohesive, overarching transportation strategy. These Values, Goals, and
Objectives are used to guide the development of the integrated multimodal investment strategy
presented in Chapter 5.
4
VISION
VALUES
GOALS
OBJECTIVES
PERFORMANCE METRICS
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North County Transportation Vision
The CMCP vision was developed in collaboration with the local jurisdictions. The process began by developing an understanding of user experiences, challenges, and opportunities described in Chapter 3 to develop a vision that would address North County’s needs and meet state and regional goals and objectives.
The above vision incorporates the fundamental beliefs that shape all aspects of the North County CMCP plan. It will serve as the guiding principle representing the characteristics and aspirations of the transportation system in North County. This vision reflects the input from stakeholders, residents, and employees of North County.
Improves quality of life for residents and supports economic prosperity in this vibrant subregion
Provides sustainable solutions leading to the reduction of vehicle miles traveled
Connects North County communities
Fosters equitable access to opportunities for all users
Provides a foundation for future opportunities—promoting
mobility innovation and resiliency
Improves safety for all users of the transportation system
VISION
The North County CMCP will create a comprehensive transportation and mobility system for San Diego County’s northernmost communities that:
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Objectives
While goals are the outcomes the plan intends to achieve, objectives are the specific steps needed to achieve these goals. The plan objectives are organized in two categories:
1. Align mobility services with(existing
and potential) activity centers and
underserved communities
2. Improve multimodal choices in the corridor to
support a significant increase in carpool, bike,
transit, and walking trip percentages
3. Provide improved trip options for trips less than three miles
4. Better manage transportation connections
across cities, public agencies, and
private partners
5. Support population and job growth
within focused areas
6. Improve connectivity between communities
7. Improve connectivity to the regional system
1. Spend less time traveling
2. Reduce distance traveled
3. Improve system reliability
4. Reduce fatal and severe collisions
5. Reduce impacts of regional
transportation on communities
6. Increase the accessibility to regional and North County employment centers
Customer objectives represent outcomes designed to meet the mobility needs of the users
Policy objectives are the principles and framework necessary to meet both the customer objectives and the state and regional program goals.
Customer Objectives
Policy Outcome Objectives
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Performance Metrics
Performance measures are a key component of an effective transportation planning and implementation process. Performance targets provide numerical benchmarks to assess how well the plan is achieving the vision, goals, and objectives.
Historically, performance measures were siloed by mode and agency (freeway travel time, traffic counts, level of service). Unfortunately, this approach does not measure services from the user’s perspective of overall quality of mobility and access. As transportation planning has evolved to be a more “systems-based, multimodal, multiagency” approach, metrics need to also change to focus on evaluating the customer’s experience. To avoid an overwhelming number of performance measures and to focus the assessment on key observations and conclusions, a performance framework was developed to drill down from agency-level goals to program level objectives to project-level performance metrics. This multiagency framework allows a programmatic perspective for the Regional Plan while providing a more focused perspective for a subregion in the CMCP – while maintaining connection to an overarching set of goals and objectives.
Figure 4-1: Social Equity Focus Community Areas
Social equity focus metrics have been identified for the CMCP to ensure progress for all users,
especially for social equity focus communities (SEFC)1. This allows the CMCP’s proposed
transportation solutions to be reviewed an equity perspective.
0 1 2
MILES
0 1.5 3KILOMETERS
LEGEND
North County CMCP Study Area
Social Equity Focus Community Areas
Social Equity Focus Populations
1 Dot = 100
Low-Income Population
People of Color Population
Senior Population
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Regional Plan-Based Performance Measures
Regional performance measures within the Regional Plan provided the countywide context for
monitoring performance. These measures align developing performance metrics/indicators for North
County. From the regional performance measures, CMCP-specific metrics were developed to assess and
monitor how North County’s transportation network is meeting the CMCP Values, Goals, and Objectives.
Below are the regionally oriented performance metrics for consistency with San Diego’s Regional Plan:
Multimodal focus Mode Share (commute trips, all trips)
Percent change in mode share (commute trips, all trips)
Mode share for short trips (3 miles or less for all trip types)
Person Trips (commute trips, all trips)
Person Trips for short trips (3 miles or less for all trip types)
Economic development
and goods movement
Percent of residents that can access tier 1 and 2 employment centers or
higher education within 30 and 45 minutes (social equity analysis)
Freight - average amount of time in congestion
System operations and
congestion relief
Daily vehicle hour delay by vehicle class
Daily vehicle hour delay by vehicle class
Low-income and
social equity focus
community focus
Percentage of population within 0.5 miles of high frequency transit stop
Accessible investments in social equity focus communities
Reduce greenhouse
gas emissions and
vehicle miles traveled
Daily VMT
Greenhouse gas (GHG) emissions
Improve air quality and
public health
On-road smog-forming pollutants (pounds/day) per capita (ROG, NOx)
(summer)
Average PM 2.5 exposure
Near-roadway population exposure (social equity analysis)
Active transportation
and micromobility
Bicycle and pedestrian miles traveled
Percent of the population engaged in 20 minutes or more of
transportation related physical activity
Improve jobs-housing
balance
Population in multifamily residences within 0.25 miles of a transit stop
Average peak commute time to work (min)
Increase supply of
affordable housing
Multifamily housing within 0.5 miles of high frequency transit
System operations and
congestion relief
Corridor total person throughput
System completeness for top OD pairs connected by multiple modal
options
Performance metrics are first applied (where possible) to the existing transportation network—to provide context on how the system is supporting the goals and objectives and to set a “baseline” for future monitoring and comparison. A baseline performance assessment can be found in Appendix L.
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CMCP PERFORMANCE MEASURES
CMCP performance measures were developed to:
The following outlines and organizes North County’s key performance metrics as the primary measures to be monitored throughout the implementation of the CMCP.
Evaluate the future effect of proposed projects, programs, and strategies
relative to the plan’s goals and objectives. This is done through the use of forecasted information and transportation models.
OBSERVED(TRACKED)MODELED(FORECASTED)
REGIONAL CONTEXT
Percentage of regional population
Percentage of regional employment
North County percentage of regional VMT
North County internal and external trip split
Number of jobs in North County
Number of residents in North County
IMPROVE EXPERIENCE FOR ALL
Spend Less Time Traveling
Daily person hours traveled per capita and per employee
Reduce Fatal and Severe Collisions
Annual number of fatal and severe incidents
Improved Travel Realiability
Planning time index (95th percent peak period travel
time compared to average peak period travel time)
BUILD A FOUNDATION FOR FUTURE POSSIBILITIES
Number of jobs (and jobs per gross acre) within
Mobility Zones
Number of residents (and residents per gross acre) within Mobility Zones
OBSERVED(TRACKED)MODELED(FORECASTED)
SHIFT TOWARDS CLEANER, TRANSFORMATIVE TRANSPORTATION
Travel Cleaner
Non SOV modal share **
Non SOV modal share for trips less than 3 and 5 miles
SPRINTER ridership
Bus ridership
Travel Less
Average daily vehicle miles traveled in North County
Average daily vehicle miles traveled in North County per
capita and per employee
Percentage of short trips (less than 3 miles)**
PROVIDING CHOICES TAILORED TO NEEDS AND
IMPROVING COMMUNITY CONNECTIONS
Increase Access to Jobs and Destinations
Percent of residents within 0.5 miles of high frequency transit stops
Percent of Tier 1 and Tier 2 jobs within 0.5 miles of high
frequency transit stops
Improve Mobility for Social Equity Focus Populations
Percent of social equity focus community population within 0.5 miles of high frequency transit stops
*Measure is approximated from model results
Monitor trends in transportation system performance over time
through the use of observed existing data.
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North County's Existing Performance
To understand future performance, a “baseline” is required—for the North County CMCP, 2016 was used as the “baseline” year. Utilizing both SANDAG’s Regional Activity Based Model and data from various sources (e.g., Streetlight, American Communities Survey), values were developed for each of the performance metrics to gauge North County’s performance based on the values, goals, and objectives above.
Below are the CMCP-oriented performance metrics for the Existing Conditions (2016):
Performance Metrics
Regional Context
Percentage of Regional Population(1)20%
Percentage of Regional Employment(1)18%
North County Percentage (Trip-based) of regional VMT(1)10%
North County Percentage (Segment-based) of regional VMT(2)18%
Number of Jobs in North County(1)259,700
Number of Residents in North County(1)660,700
Goals Metrics
Improved Experience for All
Daily Person Hours Traveled Per Resident(1)2.00
Daily Person Hours Traveled Per Employee(1)2.56
Annual Number of Fatal and Severe Incidents(1)209
Planning Time Index (1.0 = No Delay)(3)2.17
Building a Foundation for Future Possibilities
Number of Jobs within Mobility Hubs(1)161,500 (62%)
Number of Residents within Mobility Hub(1)263,100 (40%)
Shift Towards Cleaner, Transformative Transportation
Non-SOV Modal Share for all Trips(2)
Shared Ride 2 22%
Shared Ride 3+22%
Transit 1%
Bike 1%
Walk 6%
1 Observed/Collected Value
2 Modelled Value
3Showing planning time index for El Camino Real
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Performance Metrics
Shift Towards Cleaner, Transformative Transportation (cont.)
Non-SOV Modal Share for Trips Less Than 3 Miles(2)
Shared Ride 2 22%
Shared Ride 3+23%
Transit 1%
Bike 2%
Walk 14%
SPRINTER Average Weekday Ridership(1)9,100
BREEZE Average Weekday Ridership(1)26,000
Average Daily Vehicle Miles Traveled in North County(2)15,061,000
Average Daily Vehicle Miles Traveled in North County per Capita(2)18.58
Average Daily Vehicle Miles Traveled in North County per Employee(2)25.08
Percentage of Short Trips (3 miles or less)(2)40%
Providing Choices Tailored to Needs and Improving Community Connections
Percent of North County Residents Within 0.5 Miles of High Frequency Transit Stops(2)12%
Percent of Jobs within 0.5 Miles of High Frequency Transit Stops(2)3%
Percent of North County Social Equity Focus Community Population within
0.5 Miles of High Frequency Transit Stops(2)7%
1 Observed/Collected Value
2 Modelled Value
3Showing planning time index for El Camino Real
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Performance Dashboard
Using several of the performance metrics identified to quantify the potential success of the transportation network, a performance dashboard has been prepared to provide a preliminary understanding of how the existing transportation system currently performs. This provides an understanding of what performance measures could be targeted for improvement when developing the proposed transportation strategies. It also helps identify specific areas and locations in the subregion to focus on when developing potential transportation solutions. Additional information about the performance dashboard can be found in Appendix V.
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9,439 (1%) Transit Trips
19,875 (2%) Bike Trips
172,921 (14%) Walk Trips
43,873 (1%) Transit Trips
26, 931 (1%) bike trips
172,921 (6%) Walk Trips
30% Trips into and out of
70% internal trips
17% Home to work
47% Home to Other
36% Other to Other
Average Travel Time Planning Travel Time(95th Percentile)
00:00
05:00
10:00
15:00
20:00
25:00
30:00
8:00 AM 9:00 AM 10:00 AM 4:00 PM 5:00 PM 6:00 PM
Tr
a
v
e
l
T
i
m
e
Time of Day
+2 Min
+3 Min
+1 Min
+2 Min +2 Min
+2 Min
+6 Min
+12 Min +7 Min
+15 Min
+3 Min
+7 Min
Free Flow Travel Time Minutes above Free Flow Time+XX Min
Source: Open Street Map, NCTD GTFS, 2019 ACS 5-Year Estimates, SANDAG DS 39 Forecast Estimates (2021)
Source: ACS 2019 5-Year Estimates, LEHD LODES Workplace Area Characteristics (2019),
Streetlight 2019
Source: SANDAG DS39 Forecast Estimates (2021), NCTD Operations
Report (Q2, 2019)
43,900 (1%)
Transit Trips
26,900 (1%)
Bike Trips
172,900 (6%)
Walk Trips
Jobs
259,700 North County Jobs
17.9% of Regional Jobs
Population
660,700 North County Population
19.9% of Regional Population
Vehicle Miles Traveled (VMT)
8,480,000 North County VMT
10% of Regional VMT
Home to Work Home to Other Other to Other
17%47%36%
VMT Distribution by
Trip Purpose
Trips Into & Out of
30%InternalTrips
70%
North County
Travel Patterns
Percent of Residents within 0.5 Miles of High Frequency Transit
35,700 North County Residents
5.4% of North County Residents
Percent of Jobs within 0.5 Miles of High Frequency Transit
8,900 North County Jobs
3.4% of North County Jobs
Percent of Social Equity Population within 0.5 Miles of High
Frequency Transit
17,700 North County Social Equity Focus Population
4.0% of North County Social Equity Focus Population
9,400 (1%)
Transit Trips
19,900 (2%)
Bike Trips
172,900 (14%)
Walk Trips
All Trips
Local Travel - Short Trips ≤ 3 Miles
Fatal Collisions
15 13
8 8
5
11
15 14
24
15
34
17
26 26
14
31 30
34 34
21
14 14
8
11
5
11
19 17 19
9
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
State Highway System Non-State Highway System (Local)Pedestrians (Combined)
Daily Trip Hours Traveled
Source: SWITRS (2010-2018), 2019 ACS 5-Year Estimates, LEHD LODES
Workplace Area Characteristics (2019), Streetlight 2019
1.00 per resident 2.56 per employee
12.84 per resident 32.68 per employee
20,900 BREEZE 7,700 SPRINTER
Region Origin Points
High Likelihood Points of Interest Reached
High Likelihood Jobs Reached
Time Competitiveness: Driving and Transit
South
Escondido
Maple St and W
Grand Ave 140 26,900 10% of trips are
transit competitive
San Marcos West Lake Dr and
San Marcos Blvd 40 16,700 5% of trips are
transit competitive
Source:
Traction, Google
REGIONAL CONTEXT
IMPROVE THE TRANSPORTATION
EXPERIENCE FOR ALL
PROVIDING CHOICES TAILORED TO NEED,
IMPROVING COMMUNITY CONNECTIONS
SHIFT TOWARD CLEANER,
TRANSFORMATIVE TRANSPORTATION
MODE DISTRIBUTION
AVERAGE WEEKDAY RIDERSHIP
VMT
TRAVEL TIME EXPERIENCE
El Camino Real NB: Poinsettia - SR 78
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0 1 2
MILES
0 1.5 3KILOMETERS
LEGEND
North County CMCP Study Area
Social Equity Focus Community Areas
Social Equity Focus Populations
1 Dot = 100
Low-Income Population
People of Color Population
Senior Population
Low-Income
33% of study area
People of Color
52% of study area
Senior
6% of study area
Source: SANDAG DS39 Forecast Estimates (2021), SANGIS, TIMS (2015 - 2020)
The Social Equity Focus Community (SEFC) Areas shown below were identified
as the top 25 percent most dense areas of social equity focus populations.
Source: SANDAG DS39 Forecast Estimates (2021)
Source: SANDAG DS39 Forecast Estimates (2021)
Percent of Population within
0.5 miles of high frequency
transit stops
16%
Low-Income
16%
People of Color
11%
Senior
13%
Study Area
Source: SANDAG DS39 Forecast Estimates (2021)*High-frequency transit stops are defined by the combined headway frequency of transit stops on a node, route, direction.
Percent of Residents
Within 30 Minutes
Via Transit
Percent of Residents
Within 30 Minutes
Percent of Residents
Within 45 Minutes
19%
Low-Income
20%
People of Color
20%
Senior
19%
Study Area
54%
Low-Income
52%
People of Color
52%
Senior
51%
Study Area 36%
Low-Income
38%
People of Color
34%
Senior
34%
Study Area
54%
Low-Income
57%
People of Color
54%
Senior
54%
Study Area
183 Bike Collisions
35 at Intersections
11.7% of Collsions in Study Area
336 Pedestrian Collisions
61 at Intersections
21.5% of Collsions in Study Area
Percent of Residents
Within 30 Minutes
Via Automobile
Source: SANDAG DS39 Forecast Estimates (2021)
Population in SEFC Area % of SEFC Area Population % of Study Area Population
Total 257,200 -39%
Low-Income 115,600 45%18%
Minority 167,800 65%26%
Senior 13,600 5%2%
58.1 Miles of Bike Lanes and Off-Street Paths in SEFC areas.
476 Miles of Roads in
SEFC Areas
SOCIAL EQUITY FOCUS COMMUNITY AREAS
Social Equity Focus Community Areas
Access to Bike Facilities within SEFC Areas
Collisions within SEFC Areas
SOCIAL EQUITY FOCUS POPULATION
ACCESS TO HIGHER EDUCATION
ACCESS TO HIGH FREQUENCY TRANSIT
Approximately 25% of the Study Area population will be able to access high frequency transit stops by 2050.
ACCESS TO EMPLOYMENT
TIER 1 AND 2 EMPLOYMENT CENTERS
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Supporting North County's Shift to Holistic System
This CMCP will help support the subregion’s need to shift towards a holistic, system approach to improving the transportation network. It’s an approach guided by stakeholders and community input and arriving at the CMCP Values, Goals, and Objectives. It is the foundation to building the projects and programs for North County and establishing a path towards implementation.
The following chapters will set a path for North County’s communities to rely on customer experiences, utilize observed data, and maintain focus on the CMCP objectives to guide the steps to come. The more the above Vision, Goals, and Objectives are embraced, the more likely North County communities will achieve the desired results and achieve those results more quickly.
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w
The aim of the CMCP is to create and present
a balanced and integrated transportation
system that meets community priorities
now and into the future. The North County
CMCP’s 30-year mobility solution comprised composed of projects, programs, and services
focuses on addressing the subregion’s
current and anticipated future mobility needs
identified in Chapter 3, guided by the Values,
Ggoals, and Oobjectives in Chapter 4.
MOBILITY SOLUTION5
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MOBILITY SOLUTION
The CMCP mobility solution (or “Plan”) leverages a multi-
faceted system approach that utilizes nine transportation
strategies and establishes a framework to emphasize
service and infrastructure improvements at locations
where travelers can be served, providing a better travel
experience holistically. The Plan intends to avoid
fragmentation by amplifying the transportation network
benefits across modes, user types, and communities.
The Plan is organized as follows:
1. Strategy Layers – The transportation “strategy toolbox”
of infrastructure, services, and technologies is based on the “Five Big Moves” outlined in the 2021
San Diego Forward Regional Transportation Plan, but tailored to North County’s unique needs and
guided by community input, insights, and experiences.
2. Strategic Anchors – The strategy framework used to organize and apply the strategy layers
within North County.
3. The Plan (Project and Programs) – The series of projects, programs, and services proposed for implementation over the next 30 years utilizing the application of the strategy layers and strategic anchors. Chapters 6 and 7 will evaluate and present near-term opportunities in the Plan.
Figure 5-1: The Multi-Faceted System Approach to Develop The Plan
There is no single strategy that will
address North County’s mobility
needs; instead, it is the layering of the
strategies and the application within
strategic anchors that
provides a nimble and
adaptable transportation
solution for North County.
Strategy Layers Strategic Anchors The Plan
MOBILITY SOLUTION
The CMCP mobility solution (or “Plan”) leverages a multi-
faceted system approach that utilizes nine transportation
strategies and establishes a framework to emphasize
service and infrastructure improvements at locations
where travelers can be served, providing a better travel
experience holistically. The Plan intends to avoid
fragmentation by amplifying the transportation network
benefits across modes, user types, and communities.
The Plan is organized as follows:
1. Strategy Layers – The transportation “strategy toolbox”
of infrastructure, services, and technologies is based on the “Five Big Moves” outlined in the 2021
San Diego Forward Regional Transportation Plan, but tailored to North County’s unique needs and
guided by community input, insights, and experiences.
2. Strategic Anchors – The strategy framework used to organize and apply the strategy layers
within North County.
3. The Plan (Project and Programs) – The series of projects, programs, and services proposed for implementation over the next 30 years utilizing the application of the strategy layers and strategic anchors. Chapters 6 and 7 will evaluate and present near-term opportunities in the Plan.
Figure 5-1: The Multi-Faceted System Approach to Develop The Plan
There is no single strategy that will
address North County’s mobility
needs; instead, it is the layering of the
strategies and the application within
strategic anchors that
provides a nimble and
adaptable transportation
solution for North County.
Strategy Layers Strategic Anchors The Plan
5
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The Strategy Layers
The CMCP Mobility Solution starts with transportation and mobility strategies organized into nine “layers.” The layers were derived from the regional vision statement included in the 2021 San Diego Forward Regional Plan and understanding North County’s needs and challenges, mobility best practices, and emerging transportation tools shown in Figure 5-2.
Each strategy represents a list of projects and services; not simply to be piled on top of another but layered and integrated to be mutually beneficial to create adaptable, resilient transportation systems.
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
HIGH-FREQUENCY CORE, RAPID, AND COMMUTER SERVICES
SPRINTERIMPROVEMENTS
TSMO/ICM
COMPLEMENTARYPROGRAMS
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Each strategy represents a list of projects and services; not simply to be piled on top of another but layered and integrated to be mutually
beneficial to create adaptable, resilient transportation systems.
Figure 5-2: Strategy Layer Development Process
AWARENESS OFMOBILITY BEST PRACTICES Recognizing the direction the state and region are moving toward with regards to mobility
REVIEW OF EXISTINGSTUDIES, PLANS, AND POLICIES Review materials set forth by agenciesin the subregion that can impact the potential transportation solutions and projects for the study
UNDERSTANDING THE CONTEXT OF NORTH COUNTY Identifying trends and patterns with demographics, communities of concern, land use, and mobility
CREATING A FOUNDATION Using the North County CMCP vision, goals, and objectives to help guide the process for developing and assess the performance of the proposed transportation solution
VALIDATING THE PROCESSAND FINDINGS Conducting a series of listening sessions to solicit stakeholder and user feedback
STRATEGY
LAYERS
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STRATEGY
STRATEGY APPLICATION Amount
Urban Corridor Managed Lanes 17 miles
Rural Corridor 13 miles
Interregional Corridor Managed Lanes 14 miles
Direct Access Ramp 1
Freeway Connector 1
Managed Lanes/Express
Lanes Connector
2
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
CORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
COMPLEMENTARYPROGRAMS
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MISSION
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Planned Connectors and Ramps
LEGEND
North County CMCP Study Area
Planned Complete Corridors (Highways)
Interregional Corridor Managed Lanes
Rural Corridor
Urban Corridor Managed Lanes
Freeway Connector
Managed Lanes Connector
Proposed Connectors and Ramps
Direct Access Ramp
Example Projects
•Fiber/Wi-Fi Communications to Traffic Management Center
•Connected Ramp Meters
•Closing Connector Gaps Across
Interchanges
•Cellular Vehicle-to-Everything (C-V2X)
Deployments
•Direct Access Ramps
•Dynamic Lanes (e.g., HOV, Connected
Vehicles/Autonomous Vehicles)
•Managed/Express Lanes
•Speed Harmonization and Management
Integrate infrastructure and services along the State Highway System (SHS) for real-time traffic management and operations.Regional SMART Highway Capacity Management
REGIONAL “SMART” HIGHWAY
CAPACITY MANAGEMENT
SR 78 Proposed SMART Highway Management (Source: SANDAG)
•Improved safety, mobility, and efficiency for all users
•Ability to actively manage traffic operations and adjust control mechanisms (e.g., trafficlights, freeway on-ramp meters, highway messages boards, and speed limits)
•Ability to dynamically direct traffic flow and direction in response to accidents, queuing, andcongestion
•Improved connectivity and traffic flow between local roads and SHS
•Increased person-throughput and reduce vehicle miles traveled (VMT)
•Increased mode share of carpool, rideshare, and transit
What It Means for North County
•Improved travel times between home and key destinations such as work
•More consistent travel times
•Safer travel along local streets and SHS corridors
•Decreased noise from highway traffic
•Cleaner air from reduced greenhouse gas (GHG) emissions
•More options for carpool, rideshare, and transit travelers
What It Means for Users
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Video Detection (Source: Traffic Technology Today)
Video Detection (Source: Traffic Technology Today)
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
HIGHFREQUENCYCORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
TSMOICM
COMPLEMENTARYPROGRAMS
EL
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SA
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PALOMAR AIRPORT RD
CANNO
N
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VALLEY
P
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ALGA RD
SAN PASQU
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SAN MARCO
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MISSIO
N
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P
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LEGEND
North County CMCP Study Area
Mobility Hubs/Zones
Smart Intersection(452 Intersections)
Smart Arterial/Mobility Boulevard(128.6 Miles)
Regional Spines
•Fiber/Wi-Fi Communications to TrafficManagement Centers
•Intersection CCTV cameras
•Adaptive Signal Control
•Intersection Coordination with Connected
Ramp Meters
•Signal Coordination with At-Grade Transit
Guideway Crossings
•Transit Queue Jumps and Signal Priority
•Flex/Dynamic Lane Assignment
•Passive Pedestrian/Bicyclist Detection
•Advance Pedestrian Phase
•Bicycle and Right Turn Lane ConflictImprovements
•Traffic Calming (e.g., Roundabouts, TrafficCircles, and Other Intersection Designs)
Example Projects
Optimize arterial performance and safety by utilizing a SMART-Signal system to collect traffic data and generate real-time conditions.
SMART ARTERIALS AND INTERSECTIONS
Smart Arterials and Intersections
STRATEGY APPLICATION Number of Intersections
Study Area 452
Mobility Boulevard 392
Regional Spine 85
Mobility Hub 69
Mobility Boulevard and Regional Spine 240
Mobility Boulevard and Mobility Hub 207
3 Strategic Anchors 49
STRATEGY
What It Means for North County
•Improved day-to-day traffic operations to move more people and goods to theirdestination efficiently and safely, while maximizing the limited space on roads through
technology applications
•Real-time system operational awareness of the locations of transit vehicles, personal
vehicles, pedestrians, and bicyclists
•Manage congestion along key streets in high demand by monitoring queue lengths and
travel times
•Improved corridor signal progression
•Reduced delay and greenhouse gas (GHG) emissions, especially in areas with highconcentrations of social equity focus communities
•Dynamic signal operations to adjust signal timing and traffic flow to reflect real-time trafficconditions
What It Means for Users
•Safer crossings for bikers and pedestrians
•Lower travel times and variability
•Cleaner air from reduced GHG emissions
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SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
HIGHFREQUENCYCORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
TSMOICM
COMPLEMENTARYPROGRAMS
EL
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CANNO
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P
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SAN PASQ
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Existing Class I/Class IV Facilities
Class I
Class IV
Class I/Class IV
Planned/Proposed Class I/Class IV Facilities
Class I
Class IV
Class I/Class IV
Two-Way Cycle Bikeway (Source: NACTO)Bike Box in City of National City
Example Projects
•Completed Gaps in Network
•Protected Bicycle Facilities along MobilityBoulevards
•Improved Pedestrian and Bike Crossingat Signalized Intersections along MobilityBoulevards (e.g., Intersection Clearance
Detection)
•Advance Bicycle Detection
•Bicycle and Right-Turn Lane ConflictImprovements
•Two-Stage Left Turn Facilities
•Conversion of Class II Facilities to ProtectedClass IV Lanes at Intersection Approachesalong Mobility Boulevards
•Provide Connections between MobilityBoulevards to the Inland Rail Trail and
Other Major Trails
•Engineering feasibility studies to identify
alternatives and constraints for proposedbikeway corridors
Expand the active transportation network to safely connect people walking
and biking to their desired destinations through enhanced and protected
facilities.
Active Transportation
ACTIVE TRANSPORTATION NETWORK
STRATEGY APPLICATION Amount
Existing Class I/IV 92.2 miles
Planned Class I/IV 161 miles
CMCP Proposed Class I/IV 50 miles
Total New Class I/IV 201 miles
Intersection Improvements 392
STRATEGY
What It Means for North County
•Safer facilities and intersections for the transportation system’s most vulnerable users(e.g., people who walk or bike)
•Reduction in conflicts and collisions between vehicles and people walking or biking
•Enhanced transportation network that provides a safe, convenient option for people who
cannot drive or do not own a vehicle to get around
•Reduced air pollution and greenhouse gas (GHG) emissions
•Completed gaps for active transportation infrastructure along key local roads
What It Means for Users
•Shorter distances to walk and bike to destinations
•Safer travel crossings at intersections
•Opportunity to live a more active lifestyle
•Better access to transit stations and bus stops
•More low-cost options
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STRATEGY
SMART ARTERIALS AND INTERSECTIONSREGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
HIGHFREQUENCYCORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
TSMOICM
COMPLEMENTARYPROGRAMS
Reconnecting Communities
Santa Fe Drive Underpass (Source: Google Maps)
Example Projects
•Closing Active Transportation Gaps across
Interchanges and Crossings
•Improve Safety Devices/Design at Railroad
Crossings
•Coordination across Freeway Interchanges
(see TSMO Strategy)
•Intersection-to-Intersection
Communication (between multipleagencies) (see TSMO Strategy)
•Arterial Coordination with Connected RampMeters (see TSMO Strategy )
•Signal Coordination with At-Grade TransitGuideway Crossings (see TSMO Strategy)
Provide a seamless transportation experience across agency boundaries and infrastructure (e.g., railroads, highways, overpasses/underpasses, and major
arterials) for users.
RECONNECTING COMMUNITIES
STRATEGY APPLICATION Number of Intersections
Interchange Improvements 23
Overpass Improvements 19
Underpass Improvements 23
Rail Crossings 38
Rail Crossings with
Planned/Proposed Grade Separations
10
STRATEGY
What It Means for North County
•Enhanced travel between communities at existing infrastructure that presents barriersand constraints (e.g., railroads, highways, and wide arterials) to all modes
•Interconnected system across agencies to create a seamless travel experience acrossagency boundaries
•Safer streets and intersections between State Highway System (SHS) and local roads
What It Means for Users
• Enhanced travel experience at railroad crossings, interchanges, and overpasses/underpasses
Improved safety for all users at on/off-ramps, especially for people walking and biking
Improved safety at rail crossings
Minimized delay and congestion at on/off-ramps accessing the SHS
Improved neighborhood connectivity, especially in areas with high concentrations of social equity focus communities
Cleaner air from reduced greenhouse (GHG) emissions
•
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LEGEND
Rail Crossing(Planned/Proposed Grade Separation)
Rail Crossing(Local Road)
Overpass Improvements
Underpass Improvements
Planned Active Transportation Facility
Planned Transit Facility
Interchange
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SPRINTER Double Tracking (Source: NCTD)
Example Projects
• Phased Double Tracking of SPRINTER
Alignment
• Increased frequency between San Marcos
and Escondido
• Increased frequency between Oceanside
and Vista
• SPRINTER extension between Escondido
and southern Escondido (Felicita Ave)
• Grade Separation with Intersection
Improvements for Other Mobility Modes (see Reconnecting Communities Strategy)
Increase use of SPRINTER by reducing or eliminating barriers to service and
build out double-track in phases. Double track the SPRINTER corridor to the maximum extent possible to provide resiliency, operational flexibility and maximize reductions in headway times.
SPRINTER
SPRINTER
STRATEGY APPLICATION Amount
Grade Separation (Planned)6
Grade Separation (Proposed)4
East Segment San Marcos to Escondido (Phase A)6.5 miles
West Segment Oceanside to Vista (Phase B)8 miles
Middle Segment Vista to San Marcos (Phase C)7 miles
Extension Escondido to southern Escondido (Phase D)3 miles
STRATEGY
What It Means for North County
• Meet user demand and improve service frequency
• Phased improvements to align with anticipated development
• More seamless transition between modes
• Reduced conflict between modes at intersections
What It Means for Users
• More useful and convenient service
• Wider range of accessible destinations
• More reliable and reduced travel times
• A competitive travel option
• Improved safety at key intersections
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West Segment Proposed Service Frequency • Short-Term: 20 min • Mid/Long-Term: 10 min Middle Segment Proposed Service Frequency • Short/Mid/Long-Term: 10 min
East Segment Proposed Service Frequency • Short/Mid-Term: 20 min • Long-Term: 10 min Extension Segment Proposed Service Frequency • Long-Term: 10 min
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SPRINTER Double Track: East Segment
San Marcos to Escondido (Phase A)
LEGEND
North County CMCP Study Area
Planned SPRINTER Improvements
SPRINTER Light Rail Alignment
SPRINTER Station
Proposed SPRINTER Improvements
SPRINTER Double Track: West Segment
Oceanside to Vista (Phase B)
SPRINTER Double Track: Middle Segment
Vista to San Marcos (Phase C)
Grade Separation
Grade Separation
Planned Double Track
Extension with Double Track
SPRINTER Double Track: Extension
Escondido to southern Escondido (Phase D)
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SMART ARTERIALS AND INTERSECTIONSREGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
COMMUTERSERVICES
SPRINTERIMPROVEMENTS
PROGRAMS
BREEZE Bus (Source: NCTD)
Example Projects
•Corridor Service Consolidation
•Rapid Style Stations
•Transit Queue Jumps and Signal Priority
•Direct Access Ramp(s) to Managed Lanes
(from Mobility Boulevards)
•Night-bus network
•Transit Bypass Lanes
•Bus/Bike Lanes
Build upon NCTD’s BREEZE core network to provide high-frequency, limited
stop transit services to connect the community to key destinations within North County while creating a “grid” around SPRINTER and COASTER rail lines.
High Frequency Core, Rapid, and Commute Services
HIGH FREQUENCY CORE, RAPID, AND COMMUTER SERVICES
STRATEGY APPLICATION Amount
BRT Services 4 routes
Commuter Services 2 routes
Frequent Transit Services 1 route
Flex Services 4 routes
STRATEGY
What It Means for North County
•Inter-connected transit service that serves all major corridors throughout North CountyCMCP study area (from inland communities to communities along the coast)
•Increased efficiency of bus travel through intersections with traffic signals that canadapt to changing conditions in real-time and prioritize transit services
•Reduced conflict between other modes with designated space for specific modes
•Increased person-throughput and reduce vehicle miles traveled (VMT) by making transit
more convenient and attractive with more frequent service and reliable travel times
•Reduced delay of transit services
What It Means for Users
•Enhanced travel experience
•More reliable and on-time bus arrivals
•Faster bus trips
•Access to more jobs and opportunities
•Safer streets
•Increased options for high-speed transit services
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CMCP Transit Recommendations
A Provide high-frequency, limited stop BRT service along Mission Ave in Oceanside
F Provide a high-frequency, limited stop BRT service parallel to SPRINTER, connecting Oceanside to Escondido along Oceanside Blvd, Santa Fe Ave and Mission Rd
D Provide high-frequency, limited stop BRT service along Melrose Drive between Oceanside & Carlsbad
C Provide high-frequency, limited stop BRT service along El Camino Real between Oceanside, Carlsbad, and coastal San Diego with flex service zone between Palomar Airport Rd and Santa Fe Dr
E Provide high-frequency transit service along Vista Wy
H Provide flex/micro transit service along Twin Oaks Valley Rd with flex service zone between Buena Creek Rdand Wild Canyon Dr
B Consider commuter express route between Riverside and northern San Diego
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To help inform this strategy, a transit demand and market analysis was completed. Details about the approach of the analysis can be found in Appendix S.
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Integrated Corridor Management: I-15
Corridor (Source: SANDAG)
SMART ARTERIALS AND INTERSECTIONSREGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT ACTIVETRANSPORTATIONNETWORKRECONNECTINGCOMMUNITIESMOBILITY AS A SERVICE
SPRINTERIMPROVEMENTS
COMPLEMENTARYPROGRAMS
Integrated Corridor Management: I-15 Corridor (Source: SANDAG)
Example Projects
•Fiber/Wi-Fi Communications (withredundant paths) to Traffic Management
Centers (TMCs)
•Integrated Corridor Management
•Traffic Incident Management
•Traffic Signal/Ramp Metering
Improvements and Coordination
•Integrated Traveler Information at Mobility
Hubs (i.e., shops, destinations), along Mobility Boulevards, and Regional Spines
•Operations and TMCs Coordinationbetween and across Agency Boundaries
•See Regional “SMART” Highway CapacityManagement and Smart Arterials and
Intersection Sheets for more examples
Coordinate and manage traffic operations for multiple modes within, across,
and between agency boundaries of North County.TSMO/ICM
TSMO/ICM
STRATEGY APPLICATION Amount
Communication Backbone 193 miles
SPRINTER At-Grade Crossing and Mobility Boulevard Signal Coordination
10 crossings
66 signals
Transit Signal Coordination 100 signals
Signal Coordination along ICM Corridors 51 signals
Connected Ramp/Signal
Integration
30 ramps
102 signals
Transit Signal Priority 87 signals
STRATEGY
What It Means for North County
•Improved connectivity and traffic flow on and between State Highway System (SHS) andmobility boulevards
•Maximize the performance of the transportation system through flexible solutions tomeet changing user needs and expectations in a cost-effective way
•Reduce impact of unexpected events (e.g., crashes, bad weather, work zones, and specialevents)
•More efficient and effective use of the existing capacity
•Increase person-throughput and reduce vehicle miles traveled (VMT)
•Intersection-to-intersection communication (between multiple agencies) to alleviate
bottlenecks and optimize capacity through traffic operations
•Safer system for travelers and responders to traffic incidents
•Data collected to support traffic operations and inform performance managementprograms
What It Means for Users
•Reduced delay in trips, helping reach destinations on time regardless of the mode of travel
•More reliable service and travel time for people in carpools, rideshare, and transit
•Faster and less congested travel between home and work
•Safer streets and intersections
0 1 2
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LEGEND
SPRINTER Signal Coordination (Mobility Boulevard)
SPRINTER At-Grade Crossing
Mobility Boulevard Signal Coordination
Transit Management
Transit Management
Transit Signal Coordination
Integrated Corridor Management (ICM)
ICM Corridor
Signal Communication Coordination
SR 78 Ramp Management
Connected Ramp Signals
Signal Integration with Ramps
Transit Management: BRT Corridors
BRT
Transit Signal Priority
Communication Backbone (Mobility Boulevard)
Communication Backbone (Regional Spine)
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Transit Tap Card KioskTrip Planning (Source: RideAmigos)
Car Sharing ApplicationAccess to Docked Bike Charging Stations
Bicycle Sharing Service LocatorAccess to Scooters
Mobility as a Service
Example Projects and Programs
• Peer-to-peer rental services (e.g., GoGet, FlexiCar)
• Micromobility services (e.g., Bird Scooters,
Jump Bike)
• Rideshare apps (e.g., Uber, Lyft)
Integration of various on-demand transportation services that facilitate
a wide range of mobility options such as transit, carshare, rideshare, and
micromobility.
MOBILITY AS A SERVICE (MAAS)
Trip Planning (Source: RideAmigos)Transit Tap Card Kiosk
Access to Scooters Bicycle Sharing Service Locator
Access to Docked Bike Charging Stations Car Sharing Application
STRATEGY
What It Means for North County
• Flexibility to efficiently adjust to changing commuter needs
• Reduced need for personal vehicles and thus, reducing the number of vehicles across communities
• Repurposed parking spaces for development such as businesses and housing
• Service for hard-to-access geographies
• Public-private partnerships
• Cost effective operations
What It Means for Users
• Personalized mobility solutions
• Integrated transportation services, real-time information, payment, and ticketing
• Increased options for short trips that are affordable and accessible
• Reduced congestion in peak travel times
• Park once or no park trips
• More modal choices
• A more responsive, efficient, and resilient transportation system
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Broadband InfrastructureElectric Vehicle Charging
Specialized Vehicles to Serve All Needs
Increased Telecommuting
Secure Bike ParkingDigital Wayfinding Kiosk
Electric Vehicle Charging Broadband Infrastructure
Example Projects and Programs
• Telecommuting
• Transportation Demand Management (TDM)
• Electric Vehicle Charging Stations
• Secure Bike Parking
• Broadband Infrastructure
• Digital Wayfinding Kiosks
• Fleet Electrification
• Delivery Lockers
• Reduced Fair Vouchers
• Creek Restoration and Sustainability
Program
Combine flexible mobility programs and complementary infrastructure improvements that amplify the benefits of the various modes.Complementary Programs
COMPLEMENTARY PROGRAMS
Digital Wayfinding Kiosk Secure Bike Parking
Increased Telecommuting Specialized Vehicles to Serve All Needs
STRATEGY
What It Means for North County
• Increased access to activity centers, SPRINTER stations, educational institutions, and
other key destinations while reducing the number of vehicle miles traveled
• Decreased congestion by encouraging use of shared mobility services
• Support for zero emissions infrastructure and telecommuting
• Intersection-to-intersection communication across communities, facility types, and agencies
• Community partnerships to increase sustainable and equitable transportation options
• More funding for increased zero emissions infrastructure
• Reduced chance of flooding at creeks and increased climate resiliency
What It Means for Users
• Increased access to recreation opportunities
• Increased flexibility
• More EV Charging options
• Better local air quality
• Increased access to jobs
• More efficient trips
• Diverse options
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STRATEGY LAYER APPROACH
The CMCP’s layering approach is a powerful, resilient tool for addressing diverse mobility needs and has the ability to adapt and shift to respond to new or evolving transportation challenges.
Utilizing a layering approach allows development of transportation solutions that effectively advance the vision of mobility for North County travelers by recognizing the interdependence of solutions and taking advantage of the synergy effect of implementing improvements together. Figure 5-3 to Figure 5-5 are examples of how the strategies can be layered with one another and complement each other. Each example is organized in the following way: purpose of the strategy layer, how it responds to the subregion’s opportunities and constraints, other strategy layers that support, and the result of applying the combined strategy layers.
Figure 5-3: Strategy Layering Example #1
The Active Transportation strategy expands the active transportation network to reinforce connections and provide protected facilities for pedestrians and cyclists. A key opportunity for partnership between and with cities, this strategy was developed in response to observed collisions, growing e-bike and micromobility technology, and the high percentage of short trips (less than 3 miles) within North County. Active transportation improvements in combination with other strategies, such as Transportation Interfaces and Smart Arterials and Intersections, can facilitate safety improvements such as safer access to destinations/safe routes to school, and encourage the comfortable use of micromobility modes for shorter trips within North County communities.
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Figure 5-4: Strategy Layering Example #2
The SPRINTER strategy is a targeted approach to implementing higher-frequency, faster, and more
reliable SPRINTER service across North County. The SPRINTER serves several key destinations within
North County with a high on-time performance; however, while on-time performance is high, the
service is not reliably convenient due to lower frequency of service and difficult station accessability.
SPRINTER can become a more attractive option for users through targeted SPRINTER high frequency
improvements (10- or 15-minute frequency) and station mobility and access improvements through
the Reconnecting Communities, Complementary Programs, Mobility as a Service, and Active Transportation strategies.
Figure 5-5: Strategy Layering Example #3
The Reconnecting Communities strategy is focused on providing a seamless customer experience
across transportation facilities (e.g., Interstate 5 or State Route 78). This strategy responds to transit
station accessibility, the “barrier effect” regional facilities such as SR 78 and SPRINTER can have
on communities, and the lack of coordinated door-to-door transportation services. Layering of
Transportation Interface improvements with Smart Arterials and Intersections, Mobility as a Service and TSMO/ICM strategies can provide opportunities to improve user experience, provide
consistent travel times, and allow for faster transit service along North County’s major arterials.
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Adapting to Uncertainty and Variability
Planning for unknown variables is an imperative component of the North County CMCP. Unpredictable events will shape the future in ways that cannot be anticipated including:
y New technology adoption and advancement – the market penetration and adoption of new technologies such as electric vehicle, connected vehicles, and autonomous vehicles.
y Population, land use, and job growth – the rate and
density of development for housing and job centers
and the location of these developments, impacting the
number of people and jobs the transportation system
will need to support.
y Evolving demands and priorities – the rise of new regional and state policies, regulations, and fees such as the potential of a vehicle miles traveled (VMT) user fee.
y Macroeconomic changes – the potential disruption or changes of external economic factors that
cannot be controlled.
y Sustainability and resiliency – the impacts climate change and sea-level rise are having on transportation infrastructure and the ability for the subregion’s transportation system to move people around in the face of one or more obstacles to normal conditions.
y Changing demographics and trip patterns
These uncertainties will present challenges as well as new opportunities. Understanding and
accepting this uncertainty requires a transportation system that is nimble and adaptive in the face of
challenges. The CMCP provides flexibility for agencies to pivot when more clear information and
trends about unknown variables are discovered—allowing transportation solutions to change over
time and ensure mobility in the corridor meets the goals and objectives of the CMCP.
There are projects and programs
identified by stakeholders that
depend on certain conditions
and “what if” scenarios. These are
identified to monitor conditions and
help elevate projects when the “what
if” conditions arise—
facilitating a nimble
and flexible CMCP for
when conditions change.
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The Strategic Anchors
As described in Chapters 2 and 3, North County has significant mobility needs ranging from local community mobility to regional transportation. The CMCP Mobility Solution requires a framework that represents the best opportunity to meet plan goals and objectives to address North County’s mobility needs—and, therefore, priorities for state and regional funding. For North County, this framework is based on “strategic anchors” focused on facilities and travel at the local, subregional, and regional levels.
The strategic anchors framework consists of three categories where each anchor complements the other to provide a balanced and integrated mobility network. The strategic anchors are:
Mobility Hubs/Zones
Local areas wtih key
destinations and
concentrated activity
Mobility Boulevards
Major subregional arterials
that can connect mobility
hubs and regional spines
Regional Spines
Regional network
connecting North County
to the surrounding region
These strategic anchors work in tandem, reinforce the alignment between transportation owners/
stakeholders, and are a means to identify projects and solutions that provide mobility improvements
at the local, subregional, and regional levels as well as provide an enhanced travel experience.
Additional information about travel time experience can be found in Appendix T. They’ll also provide
the required organization and guidance to:
y Develop transportation solutions to address and balance local, regional, and state needs across
communities and different users’ travel needs, and
y Strategically advance projects and programs emphasizing those that provide the most
system benefit.
The strategic anchors are
used to guide strategy,
program, and project
identification,
development, and
implementation to accomplish
the goals and objectives set out
for a successful North County
transportation system.
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MOBILITY HUBS
Mobility Hubs are areas or zones with a high level
of activity with potential to benefit from a greater
concentration of mobility options—walking, biking, transit,
neighborhood electric vehicles, and shared mobility.
Successful mobility hubs are key in addressing affordable
housing, better aligning employment with housing
and reducing trip lengths. Mobility hubs are a strategic
anchor for providing:
y “locally focused mobility solutions” through an
integrated suite of mobility services, amenities, and
supporting technologies to better connect high-
frequency transit to an individual's origin or destination;
y integration between communities and activity centers
through on-demand travel choices for short trips
(less than 3 miles); and
y the transportation infrastructure and mobility services between 1) activity centers and 2) mobility
boulevards/regional spines.
Mobility hubs are comprised of mobility programs and services focused on local mobility. Mobility hub
program sheets (see Attachment 1)have been developed for several types of programs that are
anticipated to be deployed within mobility hubs.
Within the study area, by 2050 North County mobility hubs/zones will include 320,000 residents and 250,000 employees—encompassing:
»67% of employment
»43% of population
»54% of low-income population
»45% of People of Color communities
»40% of 75 and older population
Source: City of San Marcos - North City
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Identified Mobility Hubs/Zones
SANDAG’s Regional Vision and 2021 Regional Plan identified types of mobility hubs that reflect different geographic, land use, and transportation contexts. The following are the four types of mobility hubs identified in North County:
Table 5-1: Types of Mobility Hubs/Zones
TYPE DESCRIPTION LOCATIONS WITHIN NORTH COUNTY
Gateway
Act as an entry point into the regional
network. These mobility hubs are
geographically near to “gateways” into the
region including starting points of high
frequency transit services.
Oceanside and Escondido
Major Employment
Center
Regionally significant employment centers
not in the Gateway hubs. Carlsbad and San Marcos
Coastal
Located along the coastal areas of the region
that are popular seaside and recreational
destinations for residents and visitors alike.
Carlsbad Village
Suburban Primarily residential and serve as large
population centers. Vista
Figure 5-6: Mobility Hubs/Zones in the North County Subregion
OceansideMobility HubOceansideMobility Hub
Carlsbad VillageMobility HubCarlsbad VillageMobility Hub San MarcosMobility HubSan MarcosMobility Hub
VistaMobility HubVistaMobility Hub
EscondidoMobility HubEscondidoMobility Hub
Carlsbad PalomarMobility HubCarlsbad PalomarMobility Hub
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City Boundary
Mobility Hub Type
Coastal
Gateway
Major Employment Center
Suburban
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Factors for Success
Mobility Hubs/Zones are most successful when the following conditions are present:
Figure 5-7: Factors for Mobility Hub Success
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Mobility Boulevards - An Element of Complete Corridors
Mobility Boulevards are North County’s major arterials that are critical to moving people and
goods—especially between regional facilities (i.e., I-5, I-15, SR 78, SPRINTER) and North County’s
Mobility Hubs (i.e., major activity centers). Mobility Boulevards provide the web of major roadways
needed to provide subregional connectivity and provide the following for the CMCP:
y Focus on “person throughput” rather than vehicle throughput
y Support safety and comfort for all modes of travel while promoting efficient movement
y Expand the function of the street to be more inclusive of various transportation users by allocating
safe, comfortable space for walking, biking, and accessing transit
y Transportation options that complement one another, helping move more people and goods
seamlessly while providing communities with mobility options
Identifying Mobility Boulevards
Mobility Boulevards have subregional
significance—meaning they are not just local
arterials that get people to the state highway
system or serve as downtown main streets. They
are corridors that carry a large amount of people
and vehicles as they connect cities, communities,
and major activity centers—approximately 40% of
fatal and serious injuries over the last five years
occurred along Mobility Boulevards. Mobility
Boulevards will continue to serve North County’s
multimodal transportation needs into the future.
The following information was utilized when
selecting the candidates for Mobility Boulevards:
y Connection to activity centers/communities
y Adjacent land uses (residential, mixed-use, commercial)
y Alternative paths to state highway system
y Top routes of travel for users
y Potential for higher quality investments for
pedestrians, bicyclists, and transit
y Estimated vehicle miles traveled (existing and future)
y Estimated existing peak hour volume
y Historic safety data
Additional information about the existing estimated peak hour volume of Mobility Boulevards can be found in Appendix N.
Mobility Boulevard sheets identify mobility
solutions along each Mobility Boulevard to
advance the vision, values, and goals set
for North County.
Click on one of the Mobility Boulevards below to jump to that specific Concept Sheet in Attachment 2:
»Palomar Airport Road/San
Marcos Boulevard
»El Camino Real
»Melrose Drive
»Santa Fe Ave/Mission Road
»Mission Avenue
»College Boulevard
»Oceanside Boulevard
»Vista Way
»Sycamore Avenue
»Rancho Santa Fe Road
»Twin Oaks Valley Road/San Elijo Road
»Valley Parkway
»Centre City Parkway
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The identified Mobility Boulevards for the subregion are shown in Figure 5-8.
Figure 5-8: Mobility Boulevards for the North County CMCP
A CB
D E
F
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MJ
K
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LEGEND
North County
CMCP Study Area
Mobility Hub/Zone
Mobility Boulevard
Mission AveA
El Camino RealB
Oceanside BlvdC
College BlvdD
Melrose DrE
Vista WyF
Sycamore AveG
Palomar Airport Rd/
San Marcos Blvd
I
Rancho Santa Fe RdH
Mission Rd/
Santa Fe Rd
J
Twin Oaks ValleyK
Valley PkwyM
Centre City PkwyL
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Mobility Boulevardsin North County Subreigon
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Factors for Success
Mobility Boulevards provide multiple benefits for the subregion including:
Mobility Boulevards provide an emphasis on multimodal, higher person-throughput and providing a safer environment for walking and biking along and across the boulevards. They are most successful when:
y Smart corridor concepts and technologies are incorporated to support higher person throughput
y Walking is supported with wider sidewalks and enhancements to the public realm
within mobility hubs
y Biking is supported through separated facilities (Class IV facilities) that allow safe movement for e-bikes, regular bikes, and other micromobility options
y Transit is more frequent and has faster travel times by integrating flexible lanes (HOV 3+ or transit-
only) and upgraded transit stops
y Table 5-2 below provides examples of how North County travelers can benefit from Mobility Boulevards.
Table 5-2: Quality Investments for Mobility Boulevards
INVESTMENT EXAMPLE MODE SERVED BENEFITS
Wider Sidewalk Walking
>Minimize conflicts between pedestrians and vehicles
>Improve shopping experience with streets with
retail land uses
Public Realm
Enhancements Walking >Buffer and protect pedestrians from roadway traffic
>Provide comfortable places to sit and rest
Class IV Separated
Bikeways Biking
>Provide the safety, comfort, and separation most people
want and need to consider bicycling
>Improve safety for bicyclists, drivers, and pedestrians
Transit-Only Lanes Transit >Improve on-time performance and transit efficiency,
bypassing congestion at intersections
Upgraded Transit Stops Transit >Provide a comfortable, shaded waiting space
>Accessible and fast boarding
Smart Intersections All
>Improve person throughput through coordinated
signals (both arterial and at freeway ramps) and more
efficient signal operations
>Minimize conflicts between cyclists and vehicles
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Below are illustrative examples of Mobility Boulevards.
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Regional Spines
Regional Spines are the regional transportation facilities that connect North County to the
neighboring regions in southwest Riverside County, Orange County, and the rest of San Diego County.
Regional Spines:
y Focus on “person throughput” rather than vehicle throughput including priority access for transit,
carpooling, or vanpooling;
y Are historically high investment corridors that connect the subregion to the rest of the San Diego
region and surrounding regions such as the counties of Riverside, San Bernardino, Los Angeles,
and Orange. In addition to subregional importance these facilities play a significant role in meeting
interregional and interstate mobility needs;
y Contain high capacity infrastructure for medium- to long-distance movement of people and goods;
y Will enable technology to accommodate efficient movement and modify the corridor based on
changing traffic conditions; and
y Will utilize high-speed communication networks to allow connected vehicles, smartphones, and
smart arterials to share data.
As part of Attachment 3, there is a sheet for each Regional Spine identified for the subregion. These
sheets identify transportation solutions that can be implemented to improve the way users travel, and
enhance the mobility options for these regional corridors, ultimately achieving the vision, values, and
goals set for the subregion.
Identified Regional Spines
The following are corridors considered to be critical to subregional connection internally and to the surrounding regions:
y SPRINTER – connecting the North County study area to the COASTER, Metrolink, and Amtrak where users can transfer to commuter and intra-city rail services and travel to coastal cities in San Diego County, downtown San Diego, cities in Los Angeles County and Orange County, and even destinations in Riverside County and San Bernardino County
y Inland Rail Trail – part of the regional bike network, connecting
the North County study area to other active transportation facilities
in the regional bike network such as the Coastal Rail Trail and to
SPRINTER stations
y SR 78 – connecting users to communities throughout the North County study area and to other corridors that are part of the state highway system such as I-5 and I-15 to allow users to connect to surrounding regions
y SR 76 – connecting users to communities in Riverside County and
the northern portion of the North County study area and to Camp
Pendleton (a major activity center immediately adjacent to the study area)
y I-5 – connecting the North County study area to coastal cities in San Diego County as well as destinations in Los Angeles County and Orange County
y COASTER (LOSSAN22 ) Corridor – connecting the North County study area to coastal cities in San
Diego County via commuter rail.
y I-15 – connecting the North County study area to inland cities in San Diego County, Riverside County, and San Bernardino County
Regional Spines
sheets identify mobility
and infrastructure
solutions along each
regional spine.
Click on one of the Regional Spine below to jump to that specific Concept Sheets in Attachment 3:
»SPRINTER
»Inland Rail Trail
»SR 78
»SR 76
»I-5
22 Los Angeles-San Diego-San Luis Obispo Rail Corridor
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122North County CMCP | FINAL | June 2023
Figure 5-9: North County CMCP Regional Spines
Factors for Success
Regional Spines are successful when:
y Technology (e.g., V2I or dynamic lane management) is embedded into the system to allowtransportation operations managers to maximize the movement of people (i.e., person-throughput)by actively monitoring/managing corridor services and lanes based on changing travel conditionsand user needs;
y Seamless transitions are available for users as they travel from activity centers (mobility hubs/zones)
along main local roads (Mobility Boulevards) to the state highway system, SPRINTER, or Inland
Rail Trail; and
y Facility designs address impacts of interregional and interstate transportation onadjacent communities.
0 1 2
MILES
0 1.5 3KILOMETERSN¶
LEGEND
North County
CMCP Study Area
SPRINTER
SPRINTER Station
Regional Corridor
Regional Spine
Inland Rail Trail
COASTER
COASTER Station
Regional Spines
in North County Subregion
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The Plan
Through the strategy layers and framework, the Plan identifies the 48 mobility programs, projects, and services that can cohesively work together as an integrated transportation system and support the existing and future mobility needs of North County residents, employees, businesses, and visitors.
The CMCP is intended to connect the dots between where you are and where you want to go, by providing new or improved travel options in North County. With the CMCP, local communities will be empowered to advance local improvements while advancing North County CMCP values, goals, and objectives. In other words, the CMCP will support the collaboration of North County transportation agencies in developing improvements and implementing projects that reinforce community connectivity, economic vitality, and provide an overall better customer experience.
The following is a summary of the proposed CMCP Plan.
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NORTH COUNTY CMCP SUMMARY
124North County CMCP | FINAL | June 2023
TSMO/ICM $70 M $50 M*
Communication Backbone 193 miles
SPRINTER At-Grade Crossings and Mobility Boulevard Signal Coordination
10 crossings
66 signals
Transit Signal Coordination 100 signals
Signal Coordination along ICM Corridors 51 signals
Connected Ramp/ Signal Integration 30 ramps
102 signals
Transit Signal Priority 87 signals
High Frequency Core, Rapid, and Commuter Services $270 M $1,300 M*
BRT Services 4 routes
Commuter Services 2 routes
Frequent Transit Services 1 route
Flex Services 4 routes
Regional SMART Highway Capacity Management $2,500 M
Urban Corridor Managed Lanes 17 miles
Rural Corridor (SR 78 to Ramona)13 miles
Interregional Corridor Managed Lanes 14 miles
Direct Access Ramp 1
Freeway Connector 1
Managed Lanes Connector 2
Smart Arterials and Intersections $100 M
Study Area Intersections 452
Mobility Boulevard Intersections 392
Regional Spine Intersections 85
Mobility Hub Intersections 69
3 Strategic Anchors Intersections 49
Reconnecting Communities $300 M
Interchange Improvements 23
Overpass Improvements 19
Underpass Improvements 23
Rail Crossings 38
Rail Crossings with Grade Separations 9
SPRINTER $1,400 M $1,300 M*
Grade Separations 9
East Segment: San Marcos to Escondido 6.5 miles
West Segment : Oceanside to Vista 8 miles
Middle Segment Vista to San Marcos:7 miles
Extension: Escondido to southern Escondido 2 miles
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
CORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
TSMO
COMPLEMENTARYPROGRAMSSMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
HIGHFREQUENCYCORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
TSMOICM
COMPLEMENTARYPROGRAMS
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
CORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
COMPLEMENTARYPROGRAMS
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
CORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
COMPLEMENTARYPROGRAMS
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
HIGHFREQUENCYCORE, RAPID, ANDCOMMUTERSERVICES
SPRINTERIMPROVEMENTS
TSMOICM
COMPLEMENTARYPROGRAMS
Complementary Programs $250 M $50 M*
EV Infrastructure 55 EV sites
Passenger Loading Zones 257 PUDOs
Micromobility Charging and Parking 25 charging 189 parking
Interactive Travel Kiosks 110 kiosks
Parcel Delivery Lockers 50 lockers
Carshare Parking 453 stalls
Evacuation Response 1 center 8 units
Supporting Policies and Programs 16 policies/programs
Active Transportation $580 M
Planned Class I/IV Facilities 161 miles
Proposed Class I/IV Facilities 50 miles
Total New Facilities 201 miles
Intersection Improvements 392
SMART ARTERIALS AND INTERSECTIONS
REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT
ACTIVETRANSPORTATIONNETWORK
RECONNECTINGCOMMUNITIES
MOBILITY AS A SERVICE
SPRINTERIMPROVEMENTS
COMPLEMENTARYPROGRAMS
Mobility as a Service $50 M $370 m*
Microtransit Services 1 per hub
Neighborhood Electric Vehicles 1 per hub
Micromobility Fleet 1 per hub*Estimated operating costs
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The overall cost of the 48 mobility programs, projects, and services is approximately $8.5 billion with
approximately $5.5 billion for transportation infrastructure and $3 billion in operating costs. The
breakdown of the overall cost by layer is approximately:
STRATEGY LAYER CAPITAL COST MILLIONS) OPERATING COST (MILLIIONS)
Regional Smart Highway Capacity $2,500 (1)
Smart Arterials andIntersections $100 (1)
Transportation Interfaces $300 (1)
Active Transportation $580 (1)
Mobility as a Service $50 $370
High Frequency Core, Rapid, and
Commuter Services $270 $1,300
SPRINTER $1,400 $1,300
TSMO/ICM $70 $60
Complementary Programs $200 $50
Notes: (1) Incorporated under TSMO/ICM operating costs.
For the compiled list of projects and programs, see Attachment 4.
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Mobility Solution Takeaways
There is no single transportation investment that will solve the mobility issues of today and tomorrow. There are several unknowns about the future that need to be monitored to effectively implement the transportation solution strategy. However, through the layering and bundling approach of the Transportation Strategies and Anchors, the CMCP identifies opportunities for mobility investments that align with the North County CMCP vision, goals, and objectives. By using this approach, the transportation solution strategy will perform well to address mobility needs at the local, subregional, and regional levels and make progress towards state and regional goals and policies.
The mobility solution strategy can be summarized with the following:
Chapter 6 will further explore the performance and program consistency associated with implementing the North County CMCP transportation solution strategy. Through the evaluation of the performance measures and performance indicators, we can understand in the short-, mid-, and long-term:
y How far can we move the needle?
y What would it take to achieve the North County CMCP goals?
y What consequences might arise?
◢Think differently about mobility challenges and the potential solutions. Working towards
improving best practices and innovative mobility solutions for different travel patterns guided
by the North County CMCP vision, goals, and objectives to ensure community and stakeholder
mobility priorities and needs were being addressed.
◢Nimble framework through layers and anchors. Utilized the nine strategy layers within the
strategic anchors to: address mobility issues in the subregion, support the subregion’s vision
for mobility, and align with the subregion’s goals. The CMCP framework allows for adaptability
and resiliency to changing conditions—allowing North County to pivot, as necessary, within and
between local (mobility hubs/zones), subregion (mobility boulevards), and regional (regional
spines) levels.
◢Build on today to setup for the future. Through multiple strategies working together, the CMCP
aims to address current deficiencies and concerns in a way that allows for future changes in a
variety of possible scenarios.
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w
In this Chapter, the CMCP answers
fundamental questions regarding the
proposed Mobility Solution (i.e., The Plan):
y How successful can the Mobility Solution be in achieving North County’s and Region’s goals and objectives?
y How can the Mobility Solution be implemented (i.e.,
phased) to achieve potential success?
PERFORMANCE ASSESSMENT AND PLAN PHASING6
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PERFORMANCE ASSESSMENT AND
PLAN PHASING
CMCP Forecasted Performance
The development of a well-rounded program of
performance measures accomplishes two goals:
y Forecasts the effectiveness of the proposed
(CMCP) improvements relative to the existing
conditions and the Corridor’s Goals and Objectives
outlined in Chapter 4
y Provides a framework for monitoring the effectiveness of completed improvements based on actual field conditions. This monitoring will compare actual field conditions to forecasted performance and identifies trends in other external influences that may affect that anticipated performance.
Development of the performance evaluation included adding the new improvements to the SANDAG’s ABM model. Note that other than the CMCP modifications, all other inputs to the ABM model remained consistent with the region’s 2021 RTP. Based on the updated modeling, the CMCP improvements will provide:
ᤰ Improving multimodal use for all trips and short trips
ᤰ Supports job growth within mobility hubs and improves access to jobs and key destinations
ᤰ Reduces VMT per resident by over two miles
ᤰ Spend less time traveling by reducing vehicle hours traveled per resident and employee
ᤰ Leverage transit services and infrastructure to carry over 130,000 people per day
ᤰ Improve access to transit for future residents through connecting transportation and
destinations within mobility hubs
The CMCP’s performance
modelling results answers
the first fundamental
question in the affirmative:
Yes, the CMCP is projected to be
successful in meeting its objectives
by improving travel times, providing
more mobility choices for short trips,
and providing mobility access to
those who need it the most.
6
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Estimated 2050 Performance Measures
Table 6-1 below provides a breakdown of the performance metrics provided by the modeling.
Table 6-1: Estimated 2050 Performance Measures
MEASURE 2016 CONDITIONS 2050 ESTIMATE
Percentage of Regional Population 20%20%
Percentage of Regional Employment 18%16%
North County percentage of regional VMT1 10%18%
Number of jobs in North County 259,700 336,200
Number of residents in North County 660,700 743,000
Daily Person Hours Traveled Per Capita(1)2.00 0.78
Daily Person Hours Traveled Per Employee 2.56 1.72
Number of Jobs within Mobility Zones 161,500 260,200
Number of Residents within Mobility Zones 263,100 437,300
Non-SOV Modal Share for all trips (±1%)52%56%
Shared Ride 2 and 3+44%41%
Transit 1%5%
Active Transportation (Walk and Bike)7%10%
Non-SOV Modal Share for trips less than 3 miles (±1%)62%64%
Shared Ride 2 and 3+45%40%
Transit 1%3%
Active Transportation (Walk and Bike)16%21%
SPRINTER Average Weekday Ridership 9,100 42,600
BREEZE Average Weekday Ridership 26,000 102,100
Average Daily Vehicle Miles Traveled in North County 15,061,000 16,185,830
per capita 18.58 16.03
per employee 25.08 20.51
Percentage of short trips (3 miles or less)40%43%
Within 0.5 miles of High-Frequency Transit Stops
% of North County residents 12%49.8%
% of North County jobs 3%87.9%
% of North County SEFC 7%85.7%
Notes: (1) Developed using “segment-based” analysis, not “trip-based” calculations.
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Improving Destination Accesibility By Transit
As part of Chapter 3, “Destination Accessibility via Transit,” accessibly was assessed via a 30-minute
travel analysis (or 30-minute isochrone)—providing a quantitative and visual representation of how
far users can travel within a given time frame. A similar analysis was performed for the proposed
North County transit network to show how many destinations, housing units, and jobs are within a
certain travel time (in this case, 30 minutes). The proposed isochrones help identify how accessibility
is improved using the transit network. Appendix W details the methodology and analysis of the 13
isochrone origins in the proposed transit network.
A series of 30-minute travel sheds (or isochrones) were developed and analyzed for the North County
Study Area during the PM peak; Figure 6-1 shows an example of a proposed transit network isochrone
shed compared to an existing transit network isochrone shed. Table 6-2 highlights how the proposed
transit network would perform in existing and future land uses.
Table 6-2: Comparison of 30-minute Travel in North County
Existing (2016) and Proposed (2050) Transit Networks
LOCATION EXISTING TRANSIT
ACCESS
PROPOSED TRANSIT
COMPARISON
(EXISTING LU)
PROPOSED TRANSIT
COMPARISON (FUTURE
LU)
Vista Village
140 Points of Interest
17,100 Housing Units
15,100 Jobs
200 Point of Interest
21,600 Housing Units
32,600 Jobs
31,400 Housing Units
40,600 Jobs
Downtown Escondido
(Maple and Grand)
140 Points of Interest
21,000 Housing Units
26,900 Jobs
150 Point of Interest
20,700 Housing Units
34,200 Jobs
33,100 Housing Units
40,400 Jobs
Faraday Avenue and
El Camino Real
40 Points of Interest
1,400 Housing Units
22,900 Jobs
90 Point of Interest
3,600 Housing Units
41,700 Jobs
14,300 Housing Units
53,200 Jobs
Downtown Oceanside
(Wisconsin and Coast
Highway)
120 Points of Interest
14,000 Housing Units
20,000 Jobs
160 Point of Interest
20,300 Housing Units
28,400 Jobs
32,300 Housing Units
33,400 Jobs
Viva Vera Cruz and
San Marcos Blvd.
70 Points of Interest
3,500 Housing Units
16,000 Jobs
370 Point of Interest
33,200 Housing Units
92,300 Jobs
57,200 Housing Units
121,900 Jobs
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Figure 6-1: Poinsettia Avenue and Business Park Drive, 30-Minute Travel Sheds at PM Peak
Most Improved Areas Experiencing Increase in Accessibility
.Faraday Avenue and El Camino Real (Job Center)
Improved Access to Housing and Access for Social Equity
Focus Communities (SEFC)
.Poinsettia Avenue and Business Park Drive (Job Center) Improved Access to Destinations and Access for SEFC
.Via Vera Cruz and San Marcos Boulevard (Futured Mixed Use Community)
Improved Access Across All Categories
.West Lake Drive and San Marcos Boulevard Access for Senior SEFC
The improved accessibility (as analyzed by these isochrones) is influenced by three factors:
>Improved Land Use Proximity to Station— locating housing and employment near high-
frequency transit leads to shorter station access; therefore, more opportunity to travel further
via the transit vehicle or access more destinations at the other end of travel
>Improved Concentration of Services and Frequency – more services or frequency proposed translates to shorter waiting times and more choices for travel
>Faster In-Route Travel – improved signal coordination and flex lanes allow for faster service,
and thereby more destinations can be reached
Pointsettia Avenue and Business Park Drive
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CMCP Phasing
While all the proposed improvements in the CMCP are important, phasing of the proposed CMCP
improvements needs to consider:
1. Evolving Need Aaffected by Iincreasing Growth and Changing
Land Use, Demographics, and Travel Behavior
In Chapter 2, the CMCP highlighted how factors like population, land use, and travel behavior affect travel demand within North County. Although forecasts typically assume these changes occur at a consistent and predictable rate, actual change can occur in a very uneven and disruptive manner due to changes in the economy, legislation, fuel prices, and social trends. While transportation improvements strive to be proactive and supportive where possible, phasing needs to balance this uncertainty with near-term needs and cost-effectiveness.
2. Maturing Technology
The CMCP projects and programs are developed to leverage new technologies anticipated to be
in place by 2050. Examples include smart streets, connected vehicles, automated vehicles, flexible
fleets, and dynamic lane management systems. Unfortunately, the timing of those technologies
maturing to a point where they can be effective is difficult to predict—yet this uncertainty is not new
regarding technology adoption. Figure 6-2 displays various integration curves for key technological
improvements over the last century. It is anticipated that new transportation technologies will follow
rapid integration curves.
Figure 6-2: Consumption Spreads Faster Today – Percent of Household
(Source: Nicholas Felton, NYTimes, HBR.ORG)
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The following factors can affect how new technology is integrated into a household:
y The pace of the actual innovation
y Public acceptance
y Cost to the household
y Market penetration
y Needed public policy and regulatory changes
y Required network/system infrastructure changes
The evolution of automated vehicles will progress in an incremental manner, as described in Figure 6-3, with six levels of automation. Over time freeway capacity could be expected to change from today’s 2,100 vehicles per hour per lane (VPHPL) to ultimately 3,200 VPHPL once Level 5 CV/AV vehicles are fully adopted. While full automation is likely many years away, the transportation network/infrastructure needs to be prepared for and will benefit from these incremental advancements. Additional information can be found in Appendix U.
Figure 6-3: The Six Levels of Driving Automation
(Source: SAE J 3016-2021)
The Automated System Monitors the Driving EnvironmentThe Human Monitors the Driving Environment
Full Automation
The vehicle performs all driving tasks under all conditions. Zero human attention or interation is required.
High Automation
The vehicle performs all driving tasks under specific circumstances. Geofencing is required. Human override is still an option.
Conditional Automation
Environmental detection capabili-ties. The vehicle can perform most driving tasks, but human override is still required.
PartialAutomation
ADAS. The vehicle can perform steering and acceleration. The human still moni-tors all tasks and can take control at any timeDriver Assistance
The vehicle features a single automated system (e.g. it monitors speed through cruise control.
No Automation
Manual Control. The human performs all driving tasks (steering, acceleration, braking, etc.)
5
4
32
1
0
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3. Creating Alignment for Limited Funding
There are many factors that determine how a project or program becomes worthy of funding—especially when there are many needs to be met nationally, statewide, regionally, and locally. CMCP projects/programs can become competitive for limited revenues and funding opportunities by:
1. Aligning improvements and services with federal, state, and regional policies and priorities
2. Following and, when possible, early completion of regulatory requirements (e.g., state, federal)
3. Fostering public and partner agency support for improvements
Funding partners (e.g., US DOT or California Transportation Commission) define their priorities
through a scoring rubric (or criteria) so that funding applicants can demonstrate how they are aligned
with the funding partner. Additional information about funding opportunities can be found in
Appendix Y. An example of a scoring rubric for the Solutions for Congested Corridors Program (part
of the Road Repair and Accountability Act of 2017)23 is shown below:
Figure 6-4: North County CMCP Critiera
23 Solutions for Congested Corridors Program (SCCP): https://catc.ca.gov/programs/sb1/solutions-for-congested-corridors-program#accordion-
2022-Program49006294
1. Primary Criteria
 Demonstrates how the project is in the highly traveled and highly congested corridor and
the extent of the problem over 20 years without the project.
 Explain how the proposed solution will relieve congestion, incorporate multiple modes,
and provide performance improvements that balance transportation improvements and
community impacts and provide environmental benefits
CO2
2. Additional Criteria
SAFETY
Must address safety issues and concerns in the corridor, including actual reported property, injury, and fatality collisions for the last five full years. Demonstrate how the proposed project increases safety for motorized and non-motorized users.
ACCESSIBILITY
Must address current accessibility issues and concerns in the corridor and how the proposed project
will improve accessibility and connectivity to residents and non-residents that travel the corridor or
need to travel through the corridor.
COMMUNITY ENGAGEMENT
Ability to create mobility opportunities for all Californians, especially those from disadvantaged or
historically impacted and marginalized communities. Equitable projects demonstrate meaningful
and effective public participation in decision-making processes, particularly by disadvantaged or
historically impacted and marginalized communities.
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ECONOMIC DEVELOPMENT AND JOB CREATION/RETENTION
Must address how the proposed project will support economic development and
access to employment.
AIR QUALITY AND GREENHOUSE GASES
Must address how the proposed project will reduce greenhouse gas emissions and criteria
pollutants and advance the State’s air quality and climate goals.
EFFICIENT LAND USE AND HOUSING
Must address how the proposed project will support and advance transportation efficient land-use or Pro housing principles.
MATCHING FUNDS
Based on the number of matching funds and the source of funds. Priority will be given to projects
that have committed discretionary federal funds at the time of project nomination.
DELIVERABILITY
Priority will be given to projects that have completed the design and rights of way components of
the project unless the project is being delivered using the Design-Build method.
COLLABORATION
Jointly nominated and jointly funded projects are encouraged. For projects that cross jurisdictions, regions may pool their resources to jointly nominate and fund a project. Similarly, regional agencies may pool their resources to jointly nominate and fund projects with Caltrans.
COST EFFECTIVENESS
Consideration will be given to those projects that provide positive benefits in relation to
the project costs.
4. Project Dependency
Frequently, CMCP projects require other system improvements to be fully effective. As an example, expansion of the Rapid transit system may require Mobility Blvd. improvements to provide desired technology and infrastructure to support service reliability and increased ridership; or improvements to SPRINTER service frequency will likely require concurrent double track and station improvements to achieve both the operational and service access improvements.
CO2
2. Additional Criteria
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Phasing Approach
To maximize the effectiveness of investments and the competitiveness of projects for funding, the
CMCP utilized the following guidelines in developing a phasing plan:
y Utilize adaptive designs that can evolve as technology and travel needs change
y Prioritize safety and intersection control improvements that reduce fatalities and serious
injuries to address the 70% of those collisions that occur along the North County’s major arterials
y Prepare transportation facilities at all levels for anticipated technology. Enabling early
deployments such as adaptive signals, smart intersections, “plug and play” communication
backbone, and V2X applications.
y Prioritize improvements that link communities and important destinations, improve mobility
options, improve safety and meet VMT goals.
y Leveraging ongoing efforts in the corridor. The graphic below displays current projects by local
jurisdictions and by transportation agencies aligning with the North County CMCP priorities
Oceanside
»Coast Highway Mobility Hub
»Inland Rail Trail Gap Closure
»Oceanside Boulevard Corridor Improvements
Carlsbad
»Sustainable Mobility Plan »Carlsbad Blvd Improvements »Cross Freeway Improvements
»Adaptive Signal Deployments
Vista »Construction Inland Rail Trail Segment 3 (Mar Vista to Civic Center) »Inland Rail Trail Gap Closure (Civic Center to Melrose) »Vista Village Transit Station
Vista Mobility Hub »Townsite Complete Street
»Emerald Drive Complete Street
San Marcos »San Marcos Mobility Hub »Woodland/Barham/SR 78 Access Improvements »San Marcos Multi-way Blvd
Escondido »Grand Avenue
»Escondido Transit Station Joint Development with NCTD »City-wide signal upgrade (E-8, E-9, and E-10)
County of
San Diego
(within the study area)
»Bicycle and pedestrian improvements along
SR 78 between Bear Valley and San Pasqual Valley
»Transportation safety improvements near Buena Creek SPRINTER Station
NCTD
»SPRINTER Double Track Operational Prioritization and Project Study Report »Fleet conversion to zero-emission vehicles by 2033
»Identify and improve services and ridership for the top 10 routes in the
regional bus network
»TOD Station Sites (starting with OTC and Carlsbad stations)
SANDAG/ Caltrans
»North Coast Corridor Public Works Plan »Construction of SR 76 adaptive signals between Rancho del Oro
to Melrose Drive
»Smart Ramp Meters along SR 78 »I-15/SR 78 Connectors and Express Lane Extension »I-5/SR 78 Connectors and Express Lane Extension »Corridor-wide ADA and Signal AT upgrades (SR 78 Asset Management)
»Flexible Fleets Pilots
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Bundle current and proposed projects into a system-based strategy to support emerging mobility hubs and address current mobility needs—i.e., Early Action Bundles. These Early Action
Bundles acknowledge areas of mobility challenges experienced by users and current projects/
efforts underway by local jurisdictions and emphasize multi-jurisdictional solutions. Four areas were
identified as meeting these criteria. These “early action bundles" are summarized below. A concept
sheet is available for each bundle in Attachment 5.
y Coastal Mobility Gateway
⤷Addresses challenges with I- 5 and LOSSAN as barriers and focuses on better connecting to and within coastal areas of Oceanside and Carlsbad.
y Inland Mobility Gateway
⤷Focuses on better connecting east/west and north/south travel.
y Major North/South Arterials
⤷Emphasizes and invests in north/south arterial operations and services.
y Mobility Boulevard: San Marcos Boulevard to Palomar Airport Road
⤷Recognizes the importance of San Marcos Blvd and Palomar Airport Road in providing
additional east-west connections for major employment centers through the southern edge
of North County
Figure 6-5: Early Action Bundle Locations
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LEGEND
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North County CMCP Study Area
Mobility Hubs
SPRINTER Line
SPRINTER Station
Mobility Gateway
Major North/South Arterials
Mobility Boulevard: San Marcos
Boulvevard to Palomar Airport Road
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SR 78 Managed Lanes
As shared in Chapter 3, 54% of travelers along eastbound SR 78 (coming from I-5) exit within three miles of the interstate facility. A more detailed assessment of the SR 78 managed lanes was performed to assess the optimal implementation phasing. The analysis concluded extending the managed lanes system from I-5 and I-15 into SR 78 up to four miles on either end captured over 50% of market demand coming from the interstate system. Furthermore, managed lanes in the middle segment should be deferred until later in the program to leverage emerging technology advancements and reduce anticipated costs and impacts to the community associated with the widening of the freeway.
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Resulting CMCP Phasing
Utilizing the above phasing approach allows improvements to build upon each other to help meet
the performance measure goals and leverage support for greater investment from state and federal
programs, development partners, and private investors. The following approximates how the CMCP
can be phased based on the phasing considerations and approach:
Figure 6-6: Proposed Open to Traffic Phasing
2031 - 20402025 - 2030 2041 - 2050
Mobility Hub Improvements
Smart Intersections
Highway Operational Improvements
Early Rapid Service Deployments (Arterial and Commuter Express)
3-5 Protected Bicycle Corridors (i.e., Inland Rail Trail, Coastal Rail Trail, Escondido Creek Trail)
Building the Foundation Robust Multimodal Growth Leveraging Advancements
15/78 and 5/78 Interchange and Managed Lanes Improvements
SPRINTER Double Tracking and 15 minute Service Frequency
Rapid Service Improvements
5-8 Protected Bicycle Corridors
Arterial Management and Operations
Complete the SR 78 Managed Lanes
SPRINTER 10 Minute Service Frequency
SPRINTER Extension and Grade Separations
2-3 Protected Bicycle Corridors
Project Development for Projects in 2031-2040
Project Development for Projects in 2041-2050
I-5 Managed Lanes (SR 78 to SR 76)
Building Next OS
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140North County CMCP | FINAL | June 2023
1. Challenge: Approximately 7 in 10 fatal collisions occur on arterials—one-third (1/3) of all fatalities
were pedestrians.
How does the Plan address this challenge? The CMCP will improve multimodal interactions (e.g., bikes and right-turning vehicles), crossings (e.g., railroad, interchanges/freeways, major intersections), and provide intersection traffic control that reduces speed while maintaining person-throughput (e.g., roundabouts).
2. Challenge: The location of North County’s key destinations, combined with limited travel
alternatives, leads to operational bottlenecks at the ends of the SR 78 freeway—where it connects
with the two interstates (I-5 and I-15).
How does the Plan address this challenge? Extends the managed lanes system from I-5 and I-15 into SR 78 up to four miles and provides additional east-west travel options along SPRINTER and major arterials.
3. Challenge: SPRINTER has limited demand for end-to-end trips on the corridor, and North County
is seeing a renaissance of smart growth development within mobility hubs (e.g., Vista Village, San
Marcos, Escondido).
How does the Plan address this challenge? Focus SPRINTER strategy on improving access and experience for short trips between neighboring mobility hubs stations—including multimodal access, safety and security, and station focused customer service.
4. Challenge: 70% of North County study area trips are less than 5 miles. However, 70% of VMT is
generated by the remaining 30% of trips. Because of the dispersed nature of regional trips, these
longer trips can be challenging in providing competitive multimodal options.
How does the Plan address this challenge? Impact on VMT is greatest through land use improvements where policies reduce the distance between housing, employment, and activity centers. The CMCP provides integrated improvements targeted at reducing VMT per capita for both short- and long-distance trips, including: 1) early deployments of mobility hub services such as flexible fleet services (e.g., NEV shuttles, bikeshare); and 2) implementation of commuter services along the I-15 corridor from inland San Diego communities and Riverside County.
5. Challenge: The shed has no north-south regional transportation corridor (i.e., highway) between I-5
and I-15. This requires local arterials to accommodate critical network connections to home, work,
and recreational destinations.
How does the Plan address this challenge? The CMCP identified key arterials (i.e., Mobility Blvds.) as providing the robust network of multimodal services—including fiber communications, smart intersections, protected bicycle facilities, high-capacity transit, and on-demand flexible services.
6. Opportunity: A key priority of users is improving the connectivity to Regional Spines and other
key destinations.
How does the Plan address this challenge? The CMCP includes improvements along Mobility Blvds., Mobility Hubs, SPRINTER Stations (e.g., first-mile, last-mile improvements), and flexible fleets services to better connect (or reconnect) communities to regional services.
Addressing Key North County Mobility Needs
Performance results and suggested phasing indicate that the CMCP addresses key mobility challenges identified in earlier chapters. Specifically, Early action projects would meet the following needs:
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141North County CMCP | FINAL | June 2023
Call to Action
North County is ready for robust transportation and mobility investment to address the corridor's current and future needs. The call to action is needed to address the structural challenges within North County’s transportation and mobility system—Chapter 7 answers that call to action. Through this chapter, the CMCP demonstrates that the project and programs included in “The Plan” meet the needs of North County users while working towards achieving Local, Regional, State, and Federal goals.
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North County CMCP | FINAL | June 2023
CMCP IMPLEMENTATION BLUEPRINT
w
This chapter provides recommendations on
next steps for the first 10 years of the CMCP
focused on three action areas:
y Prioritize early success through investments aligned with funding opportunities
y Partner to integrate processes and collaborate
across jurisdictions
y Promote innovation of new tools, techniques, and knowledge for transportation
CMCP IMPLEMENTATION BLUEPRINT7
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143North County CMCP | FINAL | June 2023
Action Area A - Prioritize Early Success
The North County CMCP includes 48 projects and programs and recommends focusing early investment in four areas–referred to as Early Action Bundles. Efficient delivery of the CMCP will require parallel efforts to implement projects in the near term while advancing the next phase of projects for approval and funding.
Effective alignment of candidate projects with current federal, state, and regional funding priorities will lead to more projects being successfully completed. As described in Chapter 6, funding partners established scoring rubrics1 to help select projects meeting funding criteria and are in a position to successfully deliver. Overlaying those criteria on the current mobility needs of the corridor results in the following recommendations:
y A1: Expedite safety improvements
Fast-tracking safety improvements will help North County users—especially vulnerable users
such as pedestrians and cyclists—to move within North County safely. Safety improvement
programs allowing for all modes will create a better traveling experience.
y A2: Support emerging mobility hubs and advance VMT reduction improvements
Investing in flexible fleets (e.g., NEVs) and other strategies that support the growing activity
(i.e., residential, retail, and employment), will provide more choices for travel, advance
reductions in VMT, reduce greenhouse gas emissions, and facilitate future transportation
improvements within North County.
y A3: Continue implementation of the Inland and Coastal Early Action Bundles
The Inland and Coastal Early Action Bundles aim to achieve three overarching goals: help
connect the inland and coastal communities, provide connections to critical interstate
(i.e., I-15/SR 78, I-5/SR 78 Interchanges) and rail services, and support the growing mix of
employment and residential centers. This recommendation builds on previously approved
projects (e.g., I-5 Managed Lanes) and recognizes the importance of both North County and
regional connections.
1Examples of scoring rubrics prioritizing transportation investments, including RAISE (US DOT) and SB1 (California Transportation Commission),
are included in Appendix X.
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y A4: Focus on improving Community Connectivity through: SPRINTER station access improvements, first and last-mile connections, enhancements to local transit services such as BREEZE, and the infrastructure improvements needed to improve frequency in high-demand segments of the corridor
SPRINTER is an underutilized resource that will benefit from improved station access and focus on serving shorter “community-to-community” trips versus “end-to-end” travel. Increased transit services with BREEZE, flex routes, and microtransit to SPRINTER stations can help address station accessibility issues and can help address the first and last-mile gap.
y A5: Invest in key local roads (i.e., Mobility Boulevards) to improve multimodal operations through the Major North/South Arterials and Mobility Boulevard: San Marcos Boulvevard to Palomar Airport Road bundles.—including, early implementation of Smart Intersections, Active Transportation, and Rapid “light” services
Major roads serve critical connections and are the primary paths between communities
and destinations. Improving multimodal operations will help better utilize the existing
infrastructure while providing more options to travel for both short- and long-distance trips.
y A6: Advance Reconnecting Communities projects
Local communities are exploring better connections between neighborhoods—especially for those separated by transportation infrastructure (i.e., railroads and freeways). Creating new mobility options to cross railroads and freeways will foster better links between neighborhoods and communities.
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Action Area B - Integrate and Collaborate
A successful North County transportation system requires an integrated systems approach that crosses jurisdictional boundaries. Traditional mode-based planning (typically siloed at the agency level) can lead to inefficient operations, missed opportunities, and poor door-to-door service.
y B1: Leverage ongoing local efforts and create collaboration opportunities to advance capital and service programs
North County already has several planning and transportation efforts underway to improve mobility for North County travelers. Cities and the County have limited resources to address mid- and long-term planning actions—e.g., flexible fleets, safety analyses, and integrated corridor management. Local agency partners are interested in exploring new ways to leverage state and regional resources (e.g., local assistance resources, subject matter experts, knowledge database) into North County efforts.
The ongoing efforts are also an excellent launching point for continued collaboration to leverage resources and support for needed transportation infrastructure and services.
y B2: Integrate the CMCP and local planning and development review processes
Communities within North County continue to grow and develop: Oceanside and San Marcos, are comprehensively updating their General Plans; and all jurisdictions are working with landowners and the development community to review potential development improvements.
Historically, local and developer funding focused on Level of Service (LOS) based improvements and mitigations. The improvements identified through this approach may no longer align with the improvements and objectives outlined in the CMCP. Several local agencies in the corridor are developing alternative fee structures to better align with the goals of reducing VMT, define the nexus between development and cumulative impacts, and encouraging multimodal solutions outlined in the CMCP.
y B3: Collaborate to attract new funding sources
Fostering collaboration and leveraging resources can lead to quicker project and program implementation. Existing and new grant programs are looking for collaborative partnerships amongst local and state agencies—discouraging local competitive behaviors. Many scoring rubrics encourage and reward projects and program applications that emphasize multi-jurisdictional efforts and benefits.
The North County CMCP was developed to align with regional, state, and federal policies and priorities. These policies and priorities guide the funding for state and federal discretionary grant programs anticipated over the next 5-10 years. The alignment of the CMCP to state and federal goals positions North County programs for pursuing funding projects
y B4: Measure progress of CMCP objectives
This action focuses on how the CMCP is improving the transportation infrastructure and services—and is intended to provide insights into the experience of users within North County. The development of a Transportation Performance Dashboard for North County based on the measures identified in Chapter 4 will monitor progress toward the corridor objectives and inform needed adjustments for projects and programs .
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Action Area C - Create an Innovation Testbed
North County can become a premier testbed for developing tools, techniques, management strategies, and technology for delivering the projects and improving the user experience. The subregion has been the home to innovation across many different industries: defense, communication technology, life sciences, education, health, and many more. North County recently innovated in early deployments of adaptive traffic signal control, real-time transit information, and vehicle-to-infrastructure communications. The following actions will continue supporting North County as an innovative provider of transportation services.
y C1: Utilize smart technology to improve safety and efficiency
Technology deployments at traffic signals, along corridors, within mobility hubs, and with the traveling public (i.e., cell phones, technology wearables) can proactively reduce fatalities and serious injuries for all users while improving the movement of people and goods. Updated systems that work across jurisdictional boundaries can allow for safety applications (e.g., leading pedestrian/bicycle signals, collision prediction, and avoidance), interagency traffic signal operation that minimizes “stop-and-go” and thereby greenhouse gas emissions, transit signal priority for improved transit travel time, and better information for travelers. Infrastructure that communicates and interacts with travelers, vehicles, and agency operators will be able to immediately manipulate traffic control devices or send alerts when needed.
y C2: Explore Public-Private partnerships to develop sustainable and innovative transportation solutions
Innovation includes “what” and “how” CMCP improvements can be implemented in close partnership between public and private entities. This implementation action can help develop research and innovation policies that enable private investment and allow future improvements to be responsive to changes in the many factors that influence transportation (e.g., economics, societal changes). There are many methods for engaging public-private partnerships (e.g., technology development, delivery methods) that need to be explored and evaluated for how they can improve the delivery of projects and programs. Areas to evaluate include the optimization of resources and expertise, overcoming institutional barriers, the scalability of improvements from site to network, and improving shared knowledge across implementing agencies.
y C3: Prioritize Projects that Reduce VMT to Enable Overall CMCP Delivery
Early implementation of projects that strategically reduce VMT—advancing regional and state VMT and multi-modal policies. Multimodal project that reduce VMT- provide consistent, well-balanced system improvements beneficial to North County users.
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ATTACHMENTS
Attachment 1: Mobility Hub Sheets
Attachment 2: Mobility Boulevard Sheets
Attachment 3: Regional Spine Sheets
Attachment 4: Project and Program Inventory
Attachment 5: Early Action Bundle Sheets
APPENDICES
Appendix A: Executive Summary of the California Transportation Plan 2050
Appendix B: 2021 Regional Plan North County Programs and Projects List
Appendix C: TWG and SWG
Appendix D: Community Context Analysis
Appendix E: Existing Transportation Network
Appendix F: Land Use Patterns
Appendix G: Employment Centers
Appendix H: Travel Shed
Appendix I: Public Communications Outreach Summary
Appendix J: Social Equity Memorandum
Appendix K: Isochrone Methodology and Analysis-Existing Condition (2019)
Appendix L: Baseline Performance Assessment
Appendix M: Safety Analysis
Appendix N: Major Arterials Volume Analysis
Appendix O: Mode Share Analysis
Appendix P: Congestion Hotspot Analysis
Appendix Q: VMT Analysis
Appendix R: Travel Patterns
Appendix S: Transit Competitiveness
Appendix T: Travel Time Experience
Appendix U: Sensitivity Analysis
Appendix V: Assessment of Performance Metrics (Performance Dashboard)
Appendix W: Isochrone Methodology and Analysis-Proposed Condition (2050)
Appendix X: Project Scoring Rubric Analysis
Appendix Y: Funding Sources
Appendix Z: Cost Estimate Methodology
Appendix AA: Public Comments for Draft CMCP
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NORTH COUNTY CMCP | FINAL
JUNE 2023
Attachment 1: Mobility Boulevard Sheets
A Mobility Boulevard Sheet was developed for each of the 13 mobility boulevards identified in the North County study area. Each sheet provides a high-level overview of relevant projects from the project inventory and describes how the
mobility boulevards interface with the nine strategy layers and other strategic anchors (i.e., mobility hub and regional spine). Below is an overview of the elements that can be found across the Mobility Boulevard Sheet.
Mobility Boulevard Sheet User Guide
1. Mobility Boulevard Name – Name of the identified mobility boulevard
2. Mobility Boulevard Key Map – Identifies the location of the mobility boulevard within the North County
subregion and its unique segments
3. Mobility Boulevard Segment and Quick Info – Outlines the number of signals and segment length in miles
for each mobility boulevard segment identified in the key map
4. Mobility Boulevard Photos – Existing imagery related to the mobility boulevard to show typical conditions
5. Related North County CMCP Strategies – Highlights in green and a yellow outline which of the following
strategies the mobility boulevard supports:
Strategy Layer Icon Strategy Layer
Smart Arterials and Intersections
Regional “SMART” Highway Capacity Management
Active Transportation Network
Reconnecting Communities
Mobility as a Service
High-Frequency Core, Rapid, and Commuter Services
SPRINTER Improvements
TSMO/ICM
Complementary Programs
6. Proposed Strategies – Provides detail as to how the strategy layer is being applied to the mobility boulevard
(i.e., strategy improvement and which mobility boulevard segment would receive the improvements)
7. Strategic Anchors – Locates where the mobility boulevard segment intersects with other strategic anchors 8. Highlighted Program and Projects – Lists the projects and programs along the mobility boulevard with the
following information for each:
• type,
• description,
• primary strategy layer applicable,
• intersection with mobility hub and regional spine (checkmark means yes), and
• mobility boulevard segment is related (checkmark means yes).
Oct. 2, 2023 Item #1 Page 160 of 251
North County CMCP
June 2023 | Palomar Airport Road/San Marcos Boulevard (Final) | 1
SR 78 Ramps on San Marcos Boulevard
Palomar Airport Rd West of Melrose Drive
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Mobility Boulevard Key Map
Proposed Strategies
Palomar Airport Road/San Marcos Boulevard
Related North County CMCP Strategies
Strategy Program/
Project Segment 1 Segment 2 Segment 3 Segment 4
SMART Arterials and Intersections
Flex Lanes Both Directions (Peak Periods)
SMART
Intersections 10 4 6 15
Active Transportation Network
Separated Facility Class I (Planned)
Improved
Pedestrian
Crossings
8 3 3 9
High-Frequency Core, Rapid, and Commuter Services
Rapid Next Gen 440 and Next Gen 450 (Frequency: 10 min)
(Planned)
Commuter Expresss
Commuter between Riverside and North County subregion (Peak Period Frequency: 15 min)
Commuter between Kearny Mesa and North County subregion
(Peak Period Frequency: 15 min)
Local Service/
Flex Service Flex Services (up to 5 routes)
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Mobility Hub/Zone
Regional Spine
Palomar Airport Rd/San Marcos Blvd Segments
Carlsbad Blvd to El Camino Real
El Camino Real to Melrose Dr
Melrose Dr to Rancho Santa Fe Rd
Rancho Santa Fe Rd to Twin Oaks Valley Rd
Mobility BoulevardLEGEND
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Palomar Airport Rd/San Marcos Blvd Segments
Carlsbad Blvd to El Camino Real
El Camino Real to Melrose Dr
Melrose Dr to Rancho Santa Fe Rd
Rancho Santa Fe Rd to Twin Oaks Valley Rd
Mobility Boulevard
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El Camino Real
Signals
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Segment 2: El Camino Real
to Melrose Dr
Segment 3: Melrose Dr to Rancho Santa Fe Rd
Segment 4: Rancho Santa
Fe Rd to Twin Oaks Valley Rd 2.915
2.26
1.34
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Total 10.535
Symbol Key:Yes Partial No
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Mobility Boulevard Segment
STRATEGIC
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Class IV/Bicycle Boulevard* Potential multi-way along Segment 4
Oct. 2, 2023 Item #1 Page 161 of 251
North County CMCP
June 2023 | Palomar Airport Road/San Marcos Boulevard (Final) | 2
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Palomar Airport Road/San Marcos Boulevard
Highlighted Projects and Programs
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3 Segment 4
SMART Corridor Smart Corridor: Palomar Airport Rd including smart intersections and flexible lanes
SMART Corridor Smart Corridor: San Marcos Blvd including smart intersections and flexible lanes
Smart Intersections 34 smart intersections, five (5) shared with other Mobility Boulevards
Active Transportation 39 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Planned protected bike facility from Carlsbad Blvd to Twin Oaks Valley Rd
Regional Trail Improvements Inland Rail Trail trailhead upgrades at San Marcos Blvd and E Mission Rd
SPRINTER Improvements Increase SPRINTER frequency to 10 minutes with proposed double tracking; Proposed station improvements at the San Marcos Civic Center Station
Transit Rapid 450 (Oceanside to Escondido via Palomar Airport Rd and SR 78 (Light version of
Rapid))
Transit Rapid 440 (Carlsbad to Escondido Transit Center via Palomar Airport Rd)
Transit Rapid 450 (Oceanside to Escondido via Palomar Airport Rd and SR 78 (Full version of Rapid)
Transit Commuter express during peak periods to and from Riverside with peak period frequency of 15-minute
Transit Commuter express during peak periods to and from Kearny Mesa with peak period frequency of 15-minute
Overpass Improvements Overpass improvements to improve community connection and safety at I-5 and Palomar Airport Rd
Flexible Fleet Service Implement flex fleet service such as an intra-city shuttle to connect to key destinations including CSUSM, Creek District, and City Hall
NCTD Flex Service Five planned FLEX Zones that cross the Mobility Blvd for flex fleet services such as an intra-city shuttle to utilize
TSMO Establish as a communication backbone with TSMO strategies (transit signal coordination and management to enhance transit operations and signal timing with on-/off-ramps of SR 78)
Oct. 2, 2023 Item #1 Page 162 of 251
North County CMCP
June 2023 | El Camino Real (Final) | 3
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
El Camino Real and Mission Avenue
SR 78 Ramps on El Camino Real
El Camino Real
Mobility Boulevard Key Map Related North County CMCP Strategies
12.935Total
Signals
(#)
Length
(Miles)
Segment 1: Peyri Dr to
Oceanside Blvd
Segment 2: Oceanside Blvd
to Carlsbad Village Dr
Segment 3: Carlsbad Village Dr to Cannon Rd
Segment 4: Cannon Rd to
La Costa Ave
6
10
5
14
2.4
2.2
2.4
5.9
Strategy Program/
Project Segment 1 Segment 2 Segment 3 Segment
4
SMART Arterials
and Intersections
Flex Lanes Consider Both Directions
(Peak Periods)Consider
SMART
Intersections 6 10 5 14
Active Transportation Network
Separated
Facility
Class IV
(Planned)
Improved Pedestrian Crossings 7 11 2 5
High-Frequency Core, Rapid, and Commuter Services
Rapid
None Next Gen 477 (Frequency:
10 min) (Planned)None
Rapid (Peak Period Frequency: 10 min)
Commuter
Expresss None
Local Service/
Flex Service Flex Service (up to 12 routes)
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NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
S
T
H
W
Y
SYC
A
M
O
R
E
A
V
E
C
O
L
L
E
G
E
B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
T
MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
T
Y
P
K
Y
CO
U
N
T
R
Y
C
L
U
B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
El Camino Real Segments
Cannon Rd to La Costa Ave
Carlsbad Village Dr to Cannon Rd
Oceanside Blvd to Carlsbad Village Dr
Peyri Dr to Oceanside Blvd
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
4
1
3
4
2
1
Symbol Key:Yes Partial No
Segment 4
Segment 3
Segment 2
Segment 1
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
REGIONAL SPINE
Es
c
o
n
d
i
d
o
I-
5
Sa
n
Ma
r
c
o
s
Vi
s
t
a
Ca
r
l
s
b
a
d
Pa
l
o
m
a
r
Ca
r
l
s
b
a
d
Vi
l
l
a
g
e
Oc
e
a
n
s
i
d
e
MOBILITY HUB
Mobility Boulevard Segment
STRATEGIC
ANCHOR
3
2
1
4
Class I
(Planned)
Oct. 2, 2023 Item #1 Page 163 of 251
North County CMCP
June 2023 | El Camino Real (Final) | 4
STRATEGIC ANCHOR: MOBILITY BOULEVARD
El Camino Real
Highlighted Projects and Programs
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3 Segment 4
Smart Intersections 35 smart intersections, five shared with other Mobility Boulevards
Interchange Improvements Install traffic calming measures at eight intersections in the Carlsbad Barrio to reduce vehicle speeds
Active Transportation Protected or enhanced bicycle facilities (Class I/Class IV preferred)
Active Transportation 36 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation
Sidewalk improvements along east and west sides of El Camino Real from Tamarack Ave to Chestnut Av; Sidewalk improvements along west side of El Camino Real from Lisa St to Crestview
SPRINTER Improvements Corridor doubletracking
SPRINTER Improvements Station Improvements at the El Camino Real Station
SPRINTER Improvements Planned grade separation at El Camino Real
Transit Limited stop Rapid along El Camino Real
Transit Rapid transit route 477: Connection from Camp Pendleton to Carlsbad Village via College Blvd, Plaza Camino Real
Overpass Improvements Overpass improvements to improve community connection and safety along El Camino Real and SR 78
NCTD Flex Service 12 planned FLEX Zones by NCTD that serve or cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Oct. 2, 2023 Item #1 Page 164 of 251
North County CMCP
june 2023 | Melrose Drive (Final) | 5
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Melrose Drive and Highland Drive Intersection facing South
Melrose Drive facing South towards Matagual Drive
Melrose Drive
Mobility Boulevard Key Map
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Consider Yes Consider
SMART
Intersections 10 9 14
Active Transportation Network
Separated Facility Class I/IV (Proposed)
Improved
Pedestrian
Crossings
1 4 3
High-Frequency Core, Rapid, and Commuter Services
Rapid Rapid (Peak Period Frequency: 10 min)
Commuter Expresss None
Local Service/
Flex Service Flex Service (up to 2 routes)
Related North County CMCP Strategies
Symbol Key:Yes Partial No
Segment 1
Segment 2
Segment 3
MOBILITY HUB
Oc
e
a
n
s
i
d
e
Ca
r
l
s
b
a
d
Vi
l
l
a
g
e
Ca
r
l
s
b
a
d
Pa
l
o
m
a
r
Vi
s
t
a
Sa
n
Ma
r
c
o
s
Es
c
o
n
d
i
d
o
REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
Mobility Boulevard Segment
STRATEGIC
ANCHOR
2
1
3
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSETT
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANN
O
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
AS
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
S
T
H
W
Y
SYC
A
M
O
R
E
A
V
E
C
O
L
L
E
G
E
B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
T
MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
T
Y
P
K
Y
CO
U
N
T
R
Y
C
L
U
B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
Melrose Drive Segments
Cannon Rd to San Elijo Rd
Olive Ave to Cannon Rd
Santa Fe Ave to Olive Ave
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
3
2
1
Length
(Miles)
Signals
(#)
Segment 2: Olive Ave to
Cannon Rd
Segment 3: Cannon Rd to San Elijo Rd
10
9
14
4.1
2.4
6.3
Total 12.833
Segment 1: Santa Fe Ave to
Olive Ave
Oct. 2, 2023 Item #1 Page 165 of 251
North County CMCP
June 2023 | Melrose Drive (Final) | 6
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Melrose Drive
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
Smart Corridor Improvements Smart Corridor Candidate: Melrose Dr
Smart Intersections 33 smart intersections, two shared with other Mobility Boulevards
Active Transportation 38 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Protected bicycle facility with bikeway connection surrounding destinations such as San Elijo Town Center
Active Transportation Provide protected bike facility along Melrose Drive from Santa Fe Ave to San Elijo Rd
Active Transportation Provide grade separated crossing between Inland Rail Trail and the Sprinter
SPRINTER Improvements Planned grade separations at Melrose Dr and North Drive, double tracking and fleet improvements to improve SPRINTER frequency
Transit Provide high-frequency, limited stop BRT service along Melrose Drive between Oceanside and Carlsbad
Underpass Improvements Underpass improvements to improve community connection and safety along SR 78 and Melrose Dr
NCTD Flex Service Two planned FLEX Zones by NCTD that cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 166 of 251
North County CMCP
June 2023 | Santa Fe Avenue/Mission Road (Final) | 7
Proposed Strategies
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Santa Fe Avenue, facing East towards Melrose Drive
Santa Fe Avenue, facing North towards SR 76
Santa Fe Avenue/Mission Road
Mobility Boulevard Key Map
Signals
(#)
Length
(Miles)
Segment 1: SR 76 to Vista
Village Dr
Segment 2: Vista Village Dr
to Rancho Santa Fe Rd
Segment 3: Rancho Santa Fe Rd to Nordahl Rd
Segment 4: Nordahl Rd to
Citrus Ave
16
11
16
12
4.3
4.6
4.8
4.7
Total 18.455
Related North County CMCP Strategies
Strategy Program/
Project Segment 1 Segment 2 Segment 3 Segment 4
SMART Arterials and Intersections
Flex Lanes Consider
SMART
Intersections 16 11 16 12
Active Transportation Network
Separated Facility Planned; Class IV Class I Planned; Class IV
Improved
Pedestrian
Crossing
6 11 3 18
High-Frequency
Core, Rapid,
and Commuter
Services
Rapid Next Gen 474 (Frequency: 10 min) (Planned)
Rapid (Peak Period Frequency: 10 min)
Commuter Express None
Local Service/
Flex Service Flex Service (up to 11 routes)
Symbol Key:Yes Partial No
MOBILITY HUB
Oc
e
a
n
s
i
d
e
Ca
r
l
s
b
a
d
Vi
l
l
a
g
e
Ca
r
l
s
b
a
d
Pa
l
o
m
a
r
Vi
s
t
a
Sa
n
Ma
r
c
o
s
Es
c
o
n
d
i
d
o
REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
Segment 1
Segment 2
Segment 3
Segment 4
Mobility Boulevard Segment
STRATEGIC
ANCHOR
2
1
3
4
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
S
T
H
W
Y
SYC
A
M
O
R
E
A
V
E
C
O
L
L
E
G
E
B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
T
MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
T
Y
P
K
Y
CO
U
N
T
R
Y
C
L
U
B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
Santa Fe Avenue/Mission Road Segments
Nordahl Rd to Citrus Ave
Rancho Santa Fe Rd to Nordahl Rd
SR 76 to Vista Village Dr
Vista Village Dr to Rancho Santa Fe Rd
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
4
1
3
4
2
1
Oct. 2, 2023 Item #1 Page 167 of 251
North County CMCP
June 2023 | Santa Fe Avenue/Mission Road (Final) | 8
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Santa Fe Avenue/Mission Road
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3 Segment 4
SMART Intersections 55 smart intersections, seven shared with other Mobility Boulevards
Active Transportation Improvements
56 bike and/or pedestrian crossing improvements to increase active transportation safety (ex. Upgrades and development to Inland Rail Trail and Trailheads adjacent to Mobility Blvds.)
Active Transportation Improvements Add sidewalks to create a complete sidewalk network
Active Transportation Improvements
Upgrades and development to Inland Rail Trail and Trailheads, adjacent to the Mobility Boulevards
Active Transportation Improvements
East/West pedestrian improvements intersecting Mobility Boulevard, along Centre City Pkwy and Mission Ave
SPRINTER Improvements
Double track SPRINTER extension to southern Escondido, proposed grade separation at York Dr, Buena Creek Rd and Pacific St, and planned grade separation at Auto Parkway and Mission Avenue
Transit Improvements Provide a high-frequency, limited stop BRT service parallel to SPRINTER along Oceanside Blvd, Santa Fe Ave and Mission Rd, to Escondido
Transit Improvements Next Gen Rapid Route 474 from Oceanside to Vista via Mission Ave/Santa Fe Rd
Underpass Improvements Underpass improvements to improve community connection and safety along I-15, SR 78, and Mission Ave
NCTD Flex Service 11 planned FLEX Zones by NCTD that cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 168 of 251
North County CMCP
June 2023 | Mission Avenue (Final) | 9
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Mission Avenue facing West towards Center City Parkway
Mission Avenue facing East towards El Camino Real
Mission Avenue
Mobility Boulevard Key Map
Segment 1: Pacific St to
Canyon Dr
Signals
(#)
Length
(Miles)
Segment 2: Canyon Dr to El
Camino Real
Segment 3: El Camino Real to Frazee Rd
8
10
10
1.1
2.6
2.6
Total 6.328
Related North County CMCP Strategies
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Consider
SMART
Intersections 8 10 10
Active Transportation Network
Separated Facility Class I/IV (Proposed)
Improved
Pedestrian
Crossing
13 8 3
High-Frequency Core, Rapid, and Commuter Services
Rapid Next Gen 474 (Frequency: 10 min)
(Planned)N/A
Commuter Expresss None
Local Service/
Flex Service Flex Service (up to 5 routes)
Symbol Key:Yes Partial No
MOBILITY HUB
Oc
e
a
n
s
i
d
e
Ca
r
l
s
b
a
d
Vi
l
l
a
g
e
Ca
r
l
s
b
a
d
Pa
l
o
m
a
r
Vi
s
t
a
Sa
n
Ma
r
c
o
s
Es
c
o
n
d
i
d
o
REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
STRATEGIC
ANCHOR
3
2
1
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
S
T
H
W
Y
SYC
A
M
O
R
E
A
V
E
C
O
L
L
E
G
E
B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
T
MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
T
Y
P
K
Y
CO
U
N
T
R
Y
C
L
U
B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
Mission Ave Segments
Pacific St to Canyon Dr
Canyon Dr to El Camino Real
El Camino Real to Frazee Rd
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
3
2
1
Oct. 2, 2023 Item #1 Page 169 of 251
North County CMCP
June 2023 | Mission Avenue (Final) | 10
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Mission Avenue
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
Smart Intersections 28 smart intersections, two shared with other Mobility Boulevards.
Active Transportation 28 bike and/or pedestrian crossing improvements to increase active transportation safety.
Active Transportation Proposed protected bike facility along Mission Ave between Pacific Street to Frazee Rd
Transit Provide high-frequency, limited stop BRT service along Mission Ave in Oceanside from N Coast Hwy to Vista Way
Transit Next Gen Rapid Route 474 from Oceanside to Vista via Mission Ave/Santa Fe Rd
Transit Two planned NCTD Core services along Mobility Boulevard from Oceanside to Vista
Overpass Improvements Overpass improvements to improve community connection and safety from I-5 and Mission Ave
NCTD Flex Service Five planned FLEX Zones by NCTD that cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 170 of 251
North County CMCP
June 2023 | College Boulevard (Final) | 11
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
College Boulevard facing South towards SPRINTER tracks
College Boulevard facing South towards Oceanside Boulevard
College Boulevard
Mobility Boulevard Key Map Related North County CMCP Strategies
Segment 1: North River Rd
to Mesa Dr
Signals
(#)
Length
(Miles)
Segment 2: Mesa Dr to
Oceanside Blvd
Segment 3: Oceanside Blvd to Carlsbad Village Dr
Segment 4: Carlsbad Village
Dr to El Camino Real
Segment 5: El Camino Real
to Palomar Airport Rd
9
4
12
4
4
2.2
1.4
3.1
2.0
1.8
Total 10.533
Strategy Program/
Project
Segment
1
Segment
2
Segment
3
Segment
4
Segment
5
SMART Arterials and Intersections
Flex Lanes Consider
SMART
Intersections 9 4 12 4 4
Active Transportation Network
Separated Facility Class I /Class IV (Planned)
Improved
Pedestrian
Crossing
9 5 8 1 1
High-Frequency Core, Rapid, and Commuter Services
Rapid Next Gen 477 (Frequency: 10 min)
(Planned)None
Commuter Expresss None
Flex Service/
Local Service Flex Service (up to 14 routes)
Symbol Key:Yes Partial No
MOBILITY HUB
Oc
e
a
n
s
i
d
e
Ca
r
l
s
b
a
d
Vi
l
l
a
g
e
Ca
r
l
s
b
a
d
Pa
l
o
m
a
r
Vi
s
t
a
Sa
n
Ma
r
c
o
s
Es
c
o
n
d
i
d
o
REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
Segment 4
5
3
2
4
Segment 5
STRATEGIC
ANCHOR
1
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
S
T
H
W
Y
SYC
A
M
O
R
E
A
V
E
C
O
L
L
E
G
E
B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
T
MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
T
Y
P
K
Y
CO
U
N
T
R
Y
C
L
U
B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
College Boulevard Segments
Carlsbad Village Dr to El Camino Real
El Camino Real to Palomar Airport Rd
Mesa Dr to Oceanside Blvd
Oceanside Blvd to Carlsbad Village Dr
North River Rd to Mesa Dr
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
4
1
5
2
3
4
1
5
Class I /
(Planned)
Oct. 2, 2023 Item #1 Page 171 of 251
North County CMCP
June 2023 | College Boulevard (Final) | 12
STRATEGIC ANCHOR: MOBILITY BOULEVARD
College Boulevard
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3 Segment 4 Segment 5
SMART Intersections 33 smart intersections, five shared with other Mobility Boulevard
Active Transportation 33 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Proposed protected bike facility along College Boulevard from North River Rd Palomar
Airport Rd
Active Transportation City plans to extend College Boulevard between Bobcat Lane and El Camino Real to provide Class II bike lanes and a separae Class I multi-use path
Transit Core NCTD service planned along College Blvd from North River Rd to Oceanside Blvd
Microtransit Service Proposed microtransit service that crosses the Mobility Boulevard, from Cannon Rd to Melrose Dr
NCTD Flex Service 14 planned FLEX Zones by NCTD that serve the Mobility Boulevard
SPRINTER Improvements Proposed grade separation at College Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 172 of 251
North County CMCP
June 2023 | Oceanside Boulevard (Final) | 13
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Oceanside Boulevard facing West towards Foussat Rd
Oceanside Boulevard facing East towards El Camino Real
Oceanside Boulevard
Mobility Boulevard Key Map
Signals
(#)
Length
(Miles)
12
4
16
2.7
2.8
3.9
Segment 1: Pacific St to El
Camino Real
Segment 2: El Camino Real
to College Blvd
Segment 3: College Blvd to Vista Way
Total 9.532
Related North County CMCP Strategies
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Consider
SMART
Intersections 12 4 16
Active Transportation Network
Separated Facility Class IV (Planned)
Improved
Pedestrian
Crossing
12 2 5
High-Frequency Core, Rapid, and Commuter Services
Rapid None
Commuter Expresss None
Flex Service/
Local Service Flex Service (up to 13 routes)
Symbol Key:Yes Partial No
MOBILITY HUB
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REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
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R
In
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a
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Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
STRATEGIC
ANCHOR
3
2
1
EL
C
A
M
I
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O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
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N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
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VISTA WAY
SA
N
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A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
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Y
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BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
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DO
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A
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C
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SYC
A
M
O
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A
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C
O
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E
G
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B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
T
MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
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Y
P
K
Y
CO
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C
L
U
B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
Oceanside Boulevard Segments
Pacific St to El Camino Real
El Camino Real to College Blvd
College Blvd to Vista Wy
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
2
3
1
Oct. 2, 2023 Item #1 Page 173 of 251
North County CMCP
June 2023 | Oceanside Boulevard (Final) | 14
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Oceanside Boulevard
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
SMART Intersections 32 smart intersections, five shared with other Mobility Boulevards
Active Transportation 32 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Improvements to Inland Rail Trail and Trailheads from S Pacific St to Melrose Dr
SPRINTER Improvements Planned grade separations, double tracking, station enhancements and fleet improvements to improve frequency
Transit Planned improvement and expansion of NCTD bus-service along Oceanside Blvd
Transit Provide a high-frequency, limited stop BRT service parallel to SPRINTER along Oceanside Blvd, Santa Fe Ave and Mission Rd, to Escondido
Underpass Improvements Underpass improvements to improve community connection and safety along Oceanside
Blvd across I-5
NCTD Flex Service 13 planned FLEX Zones by NCTD that serve the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 174 of 251
North County CMCP
June 2023 | Vista Way (Final) | 15
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Vista Way facing West towards Buena Hills Drive
Vista Way facing South towards Townsite Drive
Vista Way
Mobility Boulevard Key Map
Segment 1: Avocado Rd to
College Blvd
Signals
(#)
Length
(Miles)
Segment 2: College Blvd to
Santa Fe Ave
Segment 3: Santa Fe Ave to Mission Rd
12
13
16
2.8
3.5
4.6
Total 10.841
Related North County CMCP Strategies
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Consider Yes
SMART
Intersections 12 13 16
Active Transportation Network
Separated Facility Class I/IV (Proposed)Class I (Planned)Class I/IV (Proposed)
Improved
Pedestrian
Crossing
11 14 11
High-Frequency
Core, Rapid,
and Commuter
Services
Rapid None Next Gen 477 (Frequency: 10 min) - Partial (Planned)
Next Gen 474 (Frequency: 10 min) (Planned)
Commuter Expresss None
Flex Service/
Local Service Flex Service (up to 10 routes)
Symbol Key:Yes Partial No
MOBILITY HUB REGIONAL SPINE
In
l
a
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d
R
a
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Tr
a
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SP
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I
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I-
1
5
SR
7
8
SR
7
6
I-
5
Es
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Sa
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Ma
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a
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e
Oc
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a
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e
Mobility Boulevard Segment
STRATEGIC
ANCHOR
Segment 3
Segment 2
Segment 1
2
1
3
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
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N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
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T
H
W
Y
SYC
A
M
O
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A
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C
O
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G
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B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
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MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
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Y
P
K
Y
CO
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C
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B
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RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
Vista Way Segments
Avocado Rd to College Blvd
College Blvd to Santa Fe Ave
Santa Fe Ave to Mission Rd
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
2
3
1
North County CMCP
June 2023 | Vista Way (Final) | 16
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Vista Way
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
Smart Intersections 41 smart intersections, five shared with other Mobility Boulevards
Active Transportation 41 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Proposed protected bike facility along Vista Way between Mission Rd and Avocado Rd
SPRINTER Improvement Planned grade separation at Vista Village Dr and Main St
Transit Improve bus stop access/infrastructure along Vista Way
Transit Proposed high-frequency transit service along Vista Way, from Mission Rd to Sante Fe Ave
Transit Planned NextGen Rapid 474 intersecting Mobility Boulevard at Santa Fe Ave, from Oceanside to Vista vis Mission Ave/Sante Fe Rd Corridor
Transit Planned NextGen Rapid 477 intersecting Mobility Boulevard from Rancho Del Oro to El
Camino Real, from Carlsbad Village Dr to SR 76 via College Blvd
Operational Improvements Improve traffic operations at the intersection of Vista Way and El Camino Real through the
implementation of a smart signal
Interchange Improvements Role/Opportunity of parallel arterials such as West Vista Way and Mission/South Santa Fe
NCTD Flex Service Ten planned FLEX Zones by NCTD that cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 176 of 251
North County CMCP
June 2023 | Sycamore Avenue (Final) | 17
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Sycamore Avenue facing South towards La Mirada Drive
Sycamore Avenue facing North towards Lobelia Dr
Sycamore Avenue
Mobility Boulevard Key Map Related North County CMCP Strategies
Signals
(#)
Length
(Miles)
Segment 1: Santa Fe Ave to
Melrose Dr 13 2.9
Total 2.913
Strategy Program/
Project Segment 1
SMART Arterials and Intersections
Flex Lanes Yes
SMART
Intersections 13
Active Transportation Network
Separated Facility Class II (Planned)
Improved
Pedestrian
Crossing
6
High-Frequency Core, Rapid, and Commuter Services
Rapid None
Commuter Expresss None
Flex Service/
Local Service None
Symbol Key:Yes Partial No
MOBILITY HUB
Oc
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c
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d
i
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o
REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
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Tr
a
i
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Mobility Boulevard Segment
Segment 1
STRATEGIC
ANCHOR
1
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
R
C
O
A
S
T
H
W
Y
SYC
A
M
O
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E
A
V
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C
O
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L
E
G
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B
L
V
D
EL CAMINO
D
E
L
N
O
R
T
E
J
U
N
I
P
E
R
S
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MISSIO
N
A
V
E
C
E
N
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R
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C
I
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Y
P
K
Y
CO
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C
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RAN
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H
O
S
A
N
T
A
F
E
R
D
LEGEND
Sycamore Avenue Segments
Santa Fe Ave to Melrose Dr
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
1
1
Oct. 2, 2023 Item #1 Page 177 of 251
North County CMCP
June 2023 | Sycamore Avenue (Final) | 18
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Sycamore Avenue
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1
Smart Intersections 13 smart intersections, two shared with other Mobility Boulevards
Active Transportation 13 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Proposed Class II facility from Thibode Rd to Hibiscus Dr
SPRINTER Improvements Proposed grade separation at Buena Creek Rd
Transit Planned NCTD Local Service along Vista Mobility Boulevard
Underpass Improvements Underpass improvements
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 178 of 251
North County CMCP
June 2023 | Rancho Santa Fe Road (Final) | 19
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Rancho Santa Fe and San Marcos Boulevard
Rancho Santa Fe Rd and Melrose Dr
Rancho Santa Fe Road
Mobility Boulevard Key Map Related North County CMCP Strategies
Signals
(#)
Length
(Miles)
Segment 1: Santa Fe Ave to
San Marcos Blvd
Segment 2: San Marcos
Blvd to Melrose Dr
Segment 3: Melrose Dr to Via Mercato
11
8
5
1.7
2.1
1.9
Total 5.724 Symbol Key:Yes Partial No
MOBILITY HUB
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Ma
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c
o
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i
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o
REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
STRATEGIC
ANCHOR
3
2
1
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
V
D
DO
U
G
L
A
S
D
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C
O
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S
T
H
W
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SYC
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A
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C
O
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G
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B
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EL CAMINO
D
E
L
N
O
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T
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J
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S
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MISSIO
N
A
V
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C
E
N
T
R
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C
I
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Y
P
K
Y
CO
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C
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B
D
R
RAN
C
H
O
S
A
N
T
A
F
E
R
D
LEGEND
Santa Fe Ave to San Marcos Blvd
Rancho Santa Fe Road Segments
Melrose Dr to Via Mercato
San Marcos Blvd to Melrose Dr
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
2
3
1
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Yes
SMART
Intersections 11 8 5
Active Transportation Network
Separated Facility Class I/IV
Improved
Pedestrian
Crossing
5 1 None
High-Frequency Core, Rapid, and Commuter Services
Rapid None
Commuter Expresss None
Flex Service/
Local Service Flex Service (up to 2 routes)
Oct. 2, 2023 Item #1 Page 179 of 251
North County CMCP
June 2023 | Rancho Santa Fe Road (Final) | 20
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Rancho Santa Fe Road
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
Smart Arterials Widening of Rancho Santa Fe Rd interchange overpass and ramps, along Mission Rd to Melrose Dr
Smart Intersections 24 smart intersections, three shared with other Mobility Boulevards
Active Transportation 24 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Proposed Class I/Class IV Facility along Rancho Santa Fe Rd from Mission Rd to San Elijo Rd
Transit Planned NCTD Core Service from Encinitas to Palomar College
Overpass Improvements Overpass improvements to improve community connection and safety along SR 78 and Rancho Sante Fe
NCTD Flex Service Two planned FLEX Zones by NCTD that cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 180 of 251
North County CMCP
June 2023 | Twin Oaks Valley Road/San Elijo Road (Final) | 21
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Twin Oaks Valley Rd and Borden Rd
Twin Oaks Valley Rd and San Marcos Blvd
Twin Oaks Valley Road/San Elijo Road
Mobility Boulevard Key Map Related North County CMCP Strategies
Signals
(#)
Length
(Miles)
Segment 1: Buena Creek Rd
to Mission Rd
Segment 2: Mission Rd to
Duncan Ct
Segment 3: Duncan Ct to Rancho Santa Fe Rd
8
10
12
3.0
2.9
3.9
Total 9.830 Symbol Key:Yes Partial No
MOBILITY HUB
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Ma
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c
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c
o
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i
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REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
I-
1
5
SP
R
I
N
T
E
R
In
l
a
n
d
R
a
i
l
Tr
a
i
l
Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
STRATEGIC
ANCHOR
3
2
1
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
R
VISTA WAY
SA
N
T
A
F
E
A
V
E
PALOMAR AIRPORT RD
CANNO
N
R
D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
L
V
A
L
L
E
Y
R
D
BR
O
A
D
W
A
Y
A
S
H
S
T
LA COSTA AVE
C
A
R
L
S
B
A
D
B
L
V
D
NORTH RIVER RD
BARH
A
M
D
R
SAN MARCO
S
B
L
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D
DO
U
G
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A
S
D
R
C
O
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H
W
Y
SYC
A
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A
V
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C
O
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L
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G
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B
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V
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EL CAMINO
D
E
L
N
O
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T
E
J
U
N
I
P
E
R
S
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MISSIO
N
A
V
E
C
E
N
T
R
E
C
I
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Y
P
K
Y
CO
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C
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B
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R
RAN
C
H
O
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A
N
T
A
F
E
R
D
LEGEND
Twin Oaks Valley Road/San Elijo Road Segments
Buena Creek Rd to Mission Rd
Duncan Ct to Rancho Santa Fe Rd
Mission Rd to Duncan Ct
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
2
3
1
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Consider
SMART
Intersections 8 10 12
Active Transportation Network
Separated Facility Class IV (Planned)Class I (Planned)Class IV (Planned)
Improved
Pedestrian
Crossing
None 3 None
High-Frequency Core, Rapid, and Commuter Services
Rapid None
Commuter Expresss None
Flex Service/
Local Service Flex Service (up to 3 routes)
Oct. 2, 2023 Item #1 Page 181 of 251
North County CMCP
June 2023 | Twin Oaks Valley Road/San Elijo Road (Final) | 22
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Twin Oaks Valley Road/San Elijo Road
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
Smart Intersections 30 smart intersections, four shared with other Mobility Boulevards
Active Transportation 30 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Development of Twin Oaks Valley Trailhead
Active Transportation Planned Class I bike facility in Double Peak Regional Park to better connect Twin Oaks Valley
Rd to planned trail network
Active Transportation Planned Class I bike facility along Twin Oaks Valley Rd between San Marcos Boulevard and Double Peak Drive
Active Transportation Planned Class IV bike facility between Double Peak Drive and Rancho Santa Fe Rd
Interchange Improvements Twin Oaks Valley Rd and SR 78 interchange capacity and metering improvements
Overpass Improvements Overpass improvements at Twin Oaks Valley Rd and Mission Rd Interchange to improve community connection and safety
Overpass Improvements Overpass improvements at Twin Oaks Valley Rd and SR 78 Interchange to improve community connection and safety
Flex/Microtransit Service Provide flex/microtransit service along Twin Oaks Valley Rd from Deer Springs Rd to Questhaven Rd
NCTD Flex Service Three planned FLEX Zones by NCTD that cross the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 182 of 251
North County CMCP
June 2023 | Valley Parkway (Final) | 23
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Valley Pkwy and Bear Valley Pkwy Intersection
Valley Pkwy and 9th Avenue
Valley Parkway
Mobility Boulevard Key Map Related North County CMCP Strategies
Signals
(#)
Length
(Miles)
Segment 1: Lake Wohlford
Rd to N Citrus Ave
Segment 2: N Citrus Ave to
Auto Park Way
Segment 3: Auto Park Way to Via Rancho Parkway
7
19
6
1.7
3.9
1.9
Total 32 7.4 Symbol Key:Yes Partial No
MOBILITY HUB
Oc
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I-
5
SR
7
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7
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Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
STRATEGIC
ANCHOR
3
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O
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E
A
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OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
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W
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ME
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D
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VISTA WAY
SA
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PALOMAR AIRPORT RD
CANNO
N
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VALLEY
P
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ALGA RD
SAN PASQ
U
A
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A
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BR
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W
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A
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C
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B
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BARH
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SAN MARCO
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RAN
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H
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A
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A
F
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D
LEGEND
Valley Parkway Segments
Auto Park Wy to Via Rancho Pkwy
Lake Wohlford Rd to N Citrus Ave
N Citrus Ave to Auto Park Wy
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
2
3
1
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes Consider
SMART
Intersections 7 19 6
Active Transportation Network
Separated Facility Existing Class I Parallel Class IV (Planned)
Improved
Pedestrian
Crossing
3 25 None
High-Frequency Core, Rapid, and Commuter Services
Rapid Next Gen 471 (Frequency: 10 min)
(Planned)None
Commuter Expresss None
Flex/Service
Local Service Flex Service (up to 3 routes)
Oct. 2, 2023 Item #1 Page 183 of 251
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June 2023 | Valley Parkway (Final) | 24
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Valley Parkway
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
SMART Intersections 32 smart intersections, one shared with other Mobility Boulevard
Active Transportation 39 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Proposed Mid-County Bikeway improvements from Rancho Santa Fe to Auto Park Way
Transit Proposed Intra-city shuttle service between Escondido Transit Center and Downtown Escondido
Transit Rapid 471 (Downtown Escondido to East Escondido)
Transit Planned NCTD local service to serve Downtown Escondido
Underpass Improvements Underpass improvements to improve community connection and safety along Valley Parkway and I-15
NCTD Flex Service Three planned FLEX Zones by NCTD that serve the Mobility Boulevard
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 184 of 251
North County CMCP
June 2023 | Centre City Parkway (Final) | 25
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Proposed Strategies
Centre City Pkwy North of I-15
Centre City Pkwy South of SR 78
Centre City Parkway
Mobility Boulevard Key Map Related North County CMCP Strategies
Signals
(#)
Length
(Miles)
Segment 1: Cheyne Rd to W
El Norte Pkwy
Segment 2: W El Norte
Pkwy to W Felicita Ave
Segment 3: W Felicita Ave to I-15
3
11
1
4.0
4.5
4.4
Total 15 12.8 Symbol Key:Yes Partial No
MOBILITY HUB
Oc
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Ca
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Ca
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REGIONAL SPINE
I-
5
SR
7
6
SR
7
8
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1
5
SP
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In
l
a
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d
R
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Tr
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Mobility Boulevard Segment
Segment 1
Segment 2
Segment 3
STRATEGIC
ANCHOR
3
2
1
EL
C
A
M
I
N
O
R
E
A
L
OCEANSIDE BLVD
DEL DIOS HWY
POINSET
T
I
A
L
N
VIS
T
A
W
A
Y
ME
L
R
O
S
E
D
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VISTA WAY
SA
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A
F
E
A
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E
PALOMAR AIRPORT RD
CANNO
N
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D
VALLEY
P
K
Y
ALGA RD
SAN PASQ
U
A
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V
A
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L
E
Y
R
D
BR
O
A
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W
A
Y
A
S
H
S
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LA COSTA AVE
C
A
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B
A
D
B
L
V
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NORTH RIVER RD
BARH
A
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SAN MARCO
S
B
L
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DO
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O
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W
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EL CAMINO
D
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N
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MISSIO
N
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LEGEND
Centre City Parkway Segments
Cheyne Rd to W El Norte Pkwy
W El Norte Pkwy to W Felicita Ave
W Felicita Ave to I-15
North County CMCP Study Area
Mobility Hub/Zone
Regional Spine
Mobility Boulevard
2
3
1
2
3
1
Strategy Program/
Project Segment 1 Segment 2 Segment 3
SMART Arterials and Intersections
Flex Lanes N/A
SMART
Intersections 3 11 1
Active Transportation Network
Separated Facility Class I (Planned)
Improved
Pedestrian
Crossing
1 9 2
High-Frequency Core, Rapid, and Commuter Services
SPRINTER Extension South
Commuter Expresss None
Flex Service/
Local Service Flex Service (up to 3 routes)
Oct. 2, 2023 Item #1 Page 185 of 251
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June 2023 | Centre City Parkway (Final) | 26
STRATEGIC ANCHOR: MOBILITY BOULEVARD
Centre City Parkway
Program/ Projects Description Primary Strategy Mobility Hub Regional Spine Segment 1 Segment 2 Segment 3
SMART Intersections 15 smart intersections, two shared with other Mobility Boulevards
Active Transportation 15 bike and/or pedestrian crossing improvements to increase active transportation safety
Active Transportation Provide enhanced bike facility along Mobility Boulevard
SPRINTER Improvements Proposed SPRINTER extension at 10-min frequency on SPRINTER by 2050, along W Valley Pkwy to Felicita Rd or Del Lago Station
Transit Proposed Express BRT along Centre City Pkwy from SR 78 to I-15
Overpass Improvements Overpass improvements to improve community connection and safety from Centre City Pkwy to I-15
Underpass Improvements Underpass improvements to improve community connection and safety from Centre City Pkwy to I-15
NCTD Flex Service Three planned FLEX Zones by NCTD that cross the Mobility Boulevard
Crossing Improvements
Evaluate the need for pedestrian safety enhancements at intersections at W Felicita Ave, W 13th Ave, W 9th Ave, W 5th Ave, W 2nd Ave, W Grand Ave, W Valley Pkwy, W Washington Ave, W Mission Ave, Decatur Way, W El Norte
TSMO Establish corridor as a communication backbone with TSMO strategies
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 186 of 251
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Attachment 2: Mobility Hub Program Sheets
A Mobility Hub Program Sheet was developed for each program of improvements proposed for all the mobility hubs within the North County subregion. Each sheet provides information about the program and describes how it is related to
the nine strategy layers and other strategic anchors (i.e., mobility boulevard and regional spine). Below is an overview of the elements that can be found across the Mobility Hub Program Sheet.
Mobility Hub Program Sheet User Guide
1. Program Name – Name of the program to implement within mobility hub zones
2. Related North County CMCP Strategies – Highlights in green and a yellow outline which of the following
strategies the mobility hub program supports:
Strategy Layer Icon Strategy Layer
Smart Arterials and Intersections
Regional “SMART” Highway Capacity Management
Active Transportation Network
Reconnecting Communities
Mobility as a Service
High-Frequency Core, Rapid, and Commuter Services
SPRINTER Improvements
TSMO/ICM
Complementary Programs
3. Program Statement – Describes what the program is and its purpose
4. Actions by Term – Details the actions to implement the program by phase (i.e., short, mid, and long)
5. CMCP Improvements – What the CMCP can do to improve conditions for specific users by implementing this
program
6. Preliminary Projects and Programs – Lists out the projects and program strategies relevant to the program
7. Program Photos – Precedent imagery related to the program
Oct. 2, 2023 Item #1 Page 187 of 251
Flexible Fleet Transit Services
STRATEGIC ANCHOR: MOBILITY HUBS
North County CMCP
June 2023 | Mobility Hub Program Sheets (FINAL) | 1
STRATEGIC ANCHOR: MOBILITY HUBS
Related North County CMCP Strategies Preliminary Projects and Programs
Electric Bike and Scooter Share offers bikes and scooters that can be rented and returned from docking
stations located throughout the area, or by using a mobile app to locate available, undocked vehicles.
Electric bike and scooter share programs provide first-mile/last-mile solutions while allowing users to utilize
existing and planned active transportation infrastructure, such as bike lanes and streets.
Flexible Fleet: Electric Bike and Scooter Share
Electric Bike and Scooter Share provides flexible, point-to-point service for users at a low cost and without the need to rely on schedules. These flexible fleets would improve North County by:
• Creating better connections with existing and planned transit infrastructure. Electric Bike and Scooter Share helps users make more timely connections and reduces topographic or distance barriers.
• Raising usage of active transportation infrastructure. This program will provide more options for different modes of transportation that will minimize the physical effort needed to travel by foot or traditonal bike.
• Positively impacting community health. By providing an alternative to private cars and carshares, this program will reduce air pollution while minimizing time spent in traffic. Overall health will also be improved through the increased levels of physical and outdoor activity.
• Study locations suitable for bike and scooter share
• Develop priority locations
• Negotiate agreements with bike and scooter share companies
• Engage with community and stakeholders
• Improve supporting infrastructure (bike lanes, signage), as needed
SHORT TERM
• Develop locations for share stations and staging
• Determine slow/no-ride zones
• Finalize contracts with providers
• Improve supporting infrastructure (EV charging), as needed
MID TERM
• Make necessary system adjustments
• Improve supporting infrastructure (inductive EV charging), as needed
LONG TERM
ACTIONS
DESCRIPTION PRIMARY STRATEGY
SUPPLEMENT/SUPPORT MOBILITY BOULEVARD
SUPPLEMENT/SUPPORT REGIONAL SPINE
Designate electric bike and scooter share pick-
up/drop-off locations along mobility boulevards
with bike facilities and job centers to provide
access to SPRINTER stations and other key
destinations.
Administer a voucher or reduced-fee program
for indviduals from low-income households.
Install bike charging stations at SPRINTER stations and key destinations in mobility hubs (e.g., commercial centers, employer sites, and industrial parks).
Partner with local bike CBOs to launch a bike
lease and fix-it education program.
Implement secure bike parking.
Bikeshare (Source: JUMP)Flexible Fleets (Source: Getty Images)
Station Rendering: Genesee Micromobility Parking
CMCP Improvements
Oct. 2, 2023 Item #1 Page 188 of 251
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STRATEGIC ANCHOR: MOBILITY HUBS
North County CMCP
June 2023 | Mobility Hub Program Sheets (FINAL) | 3
Related North County CMCP Strategies
STRATEGIC ANCHOR: MOBILITY HUBS
This program creates microtransit service in the North County region. Microtransit — which typically uses buses and vans much smaller than traditional municipal buses — is designed to be demand responsive or to run with fixed schedules, lines, and stops. This allows the service to be more efficient by pooling riders with other passengers traveling in the same or similar direction to nearby destinations. Hailing a ride could be done through a mobile app, call center, website, or an agent at popular destinations.
Flexible Feet: Microtransit
CMCP Improvements
• Study travel patterns
• Determine feasibility of service and ideal scale
• Negotiate agreements with software developers and microtransit operators
• Engage with community and stakeholders
SHORT TERM
• Develop web interface
• Determine service boundaries
• Finalize contracts with providers
• Facilitate connections with existing and planned bus and rail infrastructure
• Plan for drop-off/pick-up areas at popular destinations
• Educate public on usage
MID TERM
• Make necessary adjustments to system
• Determine if bus lines can be replaced with microtransit service, or vice-versa
LONG TERM
ACTIONS
Preliminary Projects and Programs
DESCRIPTION PRIMARY STRATEGY
SUPPLEMENT/SUPPORT MOBILITY BOULEVARD
SUPPLEMENT/SUPPORT REGIONAL SPINE
Perform a micromobility study to determine viable first- and last-mile strategies to SPRINTER stations.
Provide flex/microtransit service with a flex service zone along Cannon Rd.
Provide flex/microtransit service along Twin Oaks Valley Rd with a flex service zone between Buena Creek Rd and Wild Canyon Drive.
Provide on-demand microtransit shuttle service from the Pointsettia Station to the business park along Palomar Airport Rd.
Provide an intra-city shuttle service to connect CSUSM and other job centers in the San Marcos area.
Provide a seasonal shuttle service to connect inland residents to beaches.
Implement an affordable Mobility on Demand (MOD) service to serve communities of concern with access to key destinations around North County.
Easy Mile (Source: Debbie Leung)Shuttle (Source: iStock)
Ride Sharing Applications (Source: Via)Microtransit (Source: iStock)Microtransit provides flexible, single-seat rides for users at a low cost, without the need to rely on schedules,
and attracts riders who find traditional transit unreliable or too infrequent. Microtransit would improve
North County by:
• Implementing a similar passenger experience as UberPOOL. This program provides more convenient
and accessible opportunities for non-automobile mobility throughout North County.
• Facilitating connections with existing and planned transit infrastructure. First- and last-mile gaps
in the existing transit network are closed, wait times are lowered, and destinations that do not have the
demand to support traditonal transit can be reached.
Oct. 2, 2023 Item #1 Page 189 of 251
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STRATEGIC ANCHOR: MOBILITY HUBS
North County CMCP
June 2023 | Mobility Hub Program Sheets (FINAL) | 5
Related North County CMCP Strategies
STRATEGIC ANCHOR: MOBILITY HUBS
This program facilitates implementation for Neighborhood Electric Vehicles (NEVs). NEVs are small, sometimes resembling a golf cart, generally with a maximum speed of 25 MPH. NEVs can be utilized for a variety of purposes, such as municipal service vehicles, carshare, or flexible shuttle service. Advantages to NEVs include their small size which allow them to navigate through tight spaces and occupy smaller parking spaces, their low speed which allows for safer integration with bike and pedestrian traffic, and their classification as zero-emission vehicles. As such, they qualify for a purchase rebate of $1,500 from the State of California, which would lower costs for municipalities and agencies to acquire these vehicles.
Flexible Fleet: NEVs
NEVs provide cleaner and more flexible vehicle options for municipalities and agencies. These flexible fleets
would improve North County by:
• Providing more accessibility than traditional transit use. Their small size allows them to be utilized
on local streets and non-classified roadways, such as alleys, pedestrian malls, plazas, and pathways.
• Implementing a car share program for North County residents. Residents can rent NEVs as needed,
which will raise overall quality of life by lowering or eliminating costs associated with vehicle ownership.
• Positively impacting roadway safety. The relatively low speed of NEVs will help prevent collisions and
minimize severe injuries and/or fatalities.
• Determine feasibility of service and ideal scale
• Determine best uses for NEVs
• Assess NEV policies
• Negotiate with vehicle manufacturers
• Engage with community and stakeholders
SHORT TERM
• Finalize contracts with providers
• Upgrade local infrastructure (charging, storing, and maintenance)
• Launch NEV public awareness campaign
• Develop services if applicable
MID TERM
• Make necessary adjustments to system
• Refine integration with transit and microtransit, bike, and pedestrian, network
LONG TERM
ACTIONS
Preliminary Projects and Programs
DESCRIPTION PRIMARY STRATEGY
SUPPLEMENT/SUPPORT MOBILITY BOULEVARD
SUPPLEMENT/SUPPORT REGIONAL SPINE
Perform a micromobility study to determine
viable first- and last-mile strategies.
Review speed along mobility boulevards and
within mobility hubs to adjust speeds on
roadway facilities to operate NEV services.
Develop a NEV plan for each community in the subregion.
Develop NEV policies to be inclusive of new transportation technologies along walking and biking facilities.
Consider implementing NEV dedicated
facility connecting the Coastal Rail Trail to
communities along the coast.
Upgrade rail trail facilities to allow shared use
with NEVs.
Free subsidized shuttle service (Source: FRED)
Electric Carshare (Source: Car2Go)On-Street EV Charging (Source:iStock)
Car Sharing (Source: Zipcar)
CMCP Improvements
Oct. 2, 2023 Item #1 Page 190 of 251
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STRATEGIC ANCHOR: MOBILITY HUBS
North County CMCP
June 2023 | Mobility Hub Program Sheets (FINAL) | 7
Related North County CMCP Strategies
STRATEGIC ANCHOR: MOBILITY HUBS
This program is broad in scope and will create a safer and more enjoyable pedestrian experience for residents. Projects could include, but are not limited to, pedestrian overpasses, improvements to the regional trail system, wider and more abundant sidewalks, road diets, safety buffers, better ADA compliance, flashing crossing beacons, and pedestrian scale lighting. Improvements will be focused along mobility boulevards within mobility hubs. These improvements complement one another, and provide a more attractive pedestrian experience.
Pedestrian Safety Enhancements
Pedestrian Safety Enhancements would improve North County by:
• Increasing the number of trips completed by walking. More walking trips reduces single-occupant vehicle trips and vehicle congestion.
• Benefiting community and regional health. Increased walking raises physical activity levels and air quality.
• Removing barriers of inconvenience and creating new safety features. Increased comfort and accessibility of pedestrian trips provides greater mobility options for non-vehicle trips.
• Study locations in need of improvements
• Prioritize locations most in need
• Engage with community and stakeholders
• Study cost, effects, and best practices of each intervention
• Coordinate with municipalities that feature existing/planned active transportation plans
SHORT TERM
• Select alternatives for each location
• Coordinate and develop contracts with consultants and construction crews
• Educate public on improvements
MID TERM
• Continue to improve out sidewalk network
• Monitor long-term reduction in injuries and fatalities
LONG TERM
ACTIONS
Preliminary Projects and Programs
DESCRIPTION PRIMARY STRATEGY
SUPPLEMENT/SUPPORT MOBILITY BOULEVARD
SUPPLEMENT/SUPPORT REGIONAL SPINE
Improve pedestrian access across mobility
boulevards by designing short-cut paths,
introducing mid-block crossings, refuge
islands, and other crossing improvements with
complementary programs.
Improve pedestrian amenities along mobility
boulevards and at overpasses/underpasses to
improve safety and connectivity (e.g., street
furniture, shading, and lighting improvement).
Bulbout (Source: NACTO)Sidewalk Widening (Source: NACTO)
Safety Beacon at Crossing (Source: NACTO)Mid-Block Crossing Enhancements (Source: SANDAG)
CMCP Improvements
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STRATEGIC ANCHOR: MOBILITY HUBS
North County CMCP
June 2023 | Mobility Hub Program Sheets (FINAL) | 9
Related North County CMCP Strategies
STRATEGIC ANCHOR: MOBILITY HUBS
This program focuses on improving multi-modal access to regional bikeways and trails in North County. This program will ensure that trailheads are located in areas that are accessible by the active transportation network and that areas near the trailheads generate trips on the regional bike and trails nework. In addition, this program aims to improve access to popular destinations or important transportation nodes adjacent to trails. Providing these improvements would facilitate more opportunities for active transportation along mobility boulevards and within mobility hubs.
Bikeways
CMCP Improvements
• Study locations in need of improvements
• Prioritize locations most in need
• Engage with community and stakeholders
• Study cost, effects, and best practices of each intervention
• Coordinate with municipalities that feature existing/planned active transportation plans
SHORT TERM
• Select alternatives for each location
• Coordinate and develop contracts with consultants and construction crews
• Educate public on improvements
MID TERM
• Monitor overall increase in bike and pedestrian mile traveled and trips
• Coordinate with extensions/expansions to the regional bikeways and trails
LONG TERM
ACTIONS
Preliminary Projects and Programs
DESCRIPTION PRIMARY STRATEGY
SUPPLEMENT/SUPPORT MOBILITY BOULEVARD
SUPPLEMENT/SUPPORT REGIONAL SPINE
Improve multi-modal connections to trailheads
and regional bike facilities by implementing
Class I/Class IV bike facilities along mobility
boulevards.
Connect Escondido Creek Trail to mobility hubs.
Provide fix-it stations at key locations near rail trails and within mobility hubs.
Evaluate feasibility of upgrading rail trail facilities to allow for future shared-use with NEV
Improve pedestrian amenities along and at
Inland Rail Trail Trailheads.
Santa Fe River Trail Bridge Inland Rail Trail (Source: SANDAG)
Off-Street Bike Facility On Street Protected Bike Facility
Bikeway and trailhead improvements would improve North County by:
• Encouraging more activity at the trailheads. More attractive, functional, and visible trailheads will
draw users to trailheads and their adjoining trails.
• Designing infrastructure for the region’s climate. Due to the region’s climate that supports year-
round walking and biking, improving access to and attractiveness of trailheads will raise the viability of
pedestrian trips, providing greater mobility options for non-vehicle based trips.
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North County CMCP
June 2023 | Mobility Hub Program Sheets (FINAL) | 11
STRATEGIC ANCHOR: MOBILITY HUBS
Related North County CMCP Strategies
This program will implement policies and projects to analyze the feasibility of roundabouts as part of
intersection improvements. Roundabouts are a type of traffic control strategy used to reduce high
speeds, improve traffic flows, reduce conflict points between vehicles and other modes, and create a more
comfortable pedestrian and bicyclist experience. Roundabout features — such as raised splitter islands
that allow pedestrians to cross one direction of vehicle traffic at a time or separated pathways for bicyclists
— can be included to enhance the user experience for multiple modes of travel. Truck aprons can also be
included as a design feature to allow heavy vehicles to navigate the roundabout without damaging any
infrastructure.
Roundabouts
• Determine and prioritize locations for implementation
• Engage with community and stakeholders
• Study cost, effects, and best practices of each intervention
• Adopt a roundabout policy to explore the feasibility of a roundabout prior to constructing an intersection
• Perform an Intersection Control Evaluation
SHORT TERM
• Select alternatives for each location
• Coordinate and develop contracts with consultants and construction crews
• Educate public on improvements
• Implement roundabouts at locations already identified as feasible by municipalities
MID TERM
• Monitor change in collisions with a focus on pedestrian and bicycle collisions
• Implement roundabouts in the North County subregion
LONG TERM
ACTIONS
Preliminary Projects and Programs
DESCRIPTION PRIMARY STRATEGY
SUPPLEMENT/SUPPORT MOBILITY BOULEVARD
SUPPLEMENT/SUPPORT REGIONAL SPINE
Roundabout Policy Update
Construction of a roundabout and enhanced pedestrian crossing facilities at feasible intersections in the North County subregion that have a history of high bicycle and pedestrian collision rates.
Analysis and design of intersection control
features such as a roundabout, traffic signal or
other intersection control improvement.
Residential Roundabout (Street View)
Aerial View of Roundabout Pedestrian Crossing at Roundabout
Roundabouts would benefit North County by:
• Improving Safety. Roundabouts improve safety by reducing conflict points between vehicles and
pedestrians and creating an environment that calms traffic. Lower speeds provide a more comfortable street environment for bicyclists and are associated with a decreased risk of collision resulting in injury or fatality.
• Providing Features for All Users. Roundabouts can be designed to provide features for all users such
as ramps to and from a separated or shared use path and enhanced crossing treatments for pedestrian visibility.
• Maintaining Flow of Traffic. Roundabouts maintain the flow of traffic and reduce idling while
enhacing pedestrian facilities to allow for greater pedestrian feasibility.
CMCP Improvements
Oct. 2, 2023 Item #1 Page 193 of 251
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JUNE 2023
Attachment 3: Regional Spine Sheets
A Regional Spine Sheet was developed for each of the six regional spines identified in the North County study area. Each sheet provides a high-level overview of relevant projects from the project inventory related to the Regional Spine and
describes how the regional spines interfaces with the nine strategy layers and other strategic anchors (i.e., mobility boulevard and mobility hub). Below is an overview of the elements that can be found across the Regional Spine Sheets.
Regional Spine Sheet User Guide
1. Regional Spine Name – Name of the identified regional spine
2. Regional Spine Context Map – Identifies the location of the regional spine, unique segments, and the
spine’s relation to the surrounding regions
3. Relevant North County CMCP Strategies – Highlights in green and a yellow outline which of the following
strategies the regional spine supports:
Strategy Layer Icon Strategy Layer
Smart Arterials and Intersections
Regional “SMART” Highway Capacity Management
Active Transportation Network
Reconnecting Communities
Mobility as a Service
High-Frequency Core, Rapid, and Commuter Services
SPRINTER Improvements
TSMO/ICM
Complementary Programs
4. Corridor Description – Describes the corridor in relation to the subregion
5. Regional Spine Photos – Existing image of the regional spine or a photo of a proposed strategy solution
6. Regional Spine Segment and Quick Info – Outlines key information such as grade separations/interchanges
and length for each regional spine segment
7. Proposed Strategies – Identifies proposed strategies for the regional spine by segment
8. Highlighted Program and Projects – Lists the projects and programs along the mobility boulevard with the
following information for each:
• type,
• description,
• location
• primary strategy layer applicable,
• intersection with mobility hub and regional spine (checkmark means yes), and
• regional spine segment that is related (checkmark means yes).
Oct. 2, 2023 Item #1 Page 194 of 251
North County CMCP
June 2023 | SR 78 (FINAL) | 1
STRATEGIC ANCHOR: REGIONAL SPINE
Regional Spine Context Map
SR 78 serves as the primary east-west travel corridor in the study area between East County and the
Coast. The corridor intersects all North County cities and unincorporated areas of San Diego County.
Improvements to the corridor will enhance regional travel to and from North County by better connecting the I-5 and I-15 North/South corridors.
State Route 78
Proposed Strategies
Corridor Description
Underpass at SR 78 and San Marcos Blvd
Inland San Diego
Coastal San Diego
Orange County/LA County San Bernardino County/Riverside County
East County/
Strategy Segment 1 Segment 2 Segment 3 Segment 4
Managed Lanes (ML)Planned (I-5 to I-15)
Connectors/Ramps 1 Planned Freeway
Connector N/A
1 Proposed Direct
Access Ramp (DAR)
1 Planned ML
Connector
N/A
Smart Intersections 12 12 6 11
Active
Transportation:
Crossings
10 12 11 32
High-Frequency Transit N/A N/A Proposed Commuter Express (between Riverside and southern activity centers)
TSMO: ICM Integrated Corridor Management (ICM) with Communication Backbone
TSMO: Connected
Ramps
12 on-/off-ramps
36 signals
12 on-/off-ramps
38 signals
6 on-/off-ramps
27 signals N/A
Reconnecting Communities 3 Overpasses
2 Underpasses
4 Overpasses
3 Underpasses
4 Overpasses
3 Underpasses N/A
Imperial County
Inland San Diego
Coastal San Diego
Orange County/LA County San Bernardino County/Riverside County
East County/ Imperial County
56
76
78
5
15
LEGEND
North County CMCP Study Area
Regional Spine
Mobility Boulevard
SR 78 Segments
Coast: I-5 to Melrose Dr
The "S": Melrose Dr to San Marcos Blvd
Isthmus: San Marcos Blvd to Broadway
East Gateway: Broadway to San Pasqual Rd
Neighboring Subregions
Strategic Anchors
Mobility Hubs/Zones
3
1
2
4
1
2
3
4
Interchange
(#)
Length (Miles)
Coast: I-5 to Melrose Dr
The “S”: Melrose Dr to Las Posas
Isthmus: Las Posas to Broadway
East Gateway: Broadway to San Pasqual Rd 12.411*
5.57
6.27
6.09
Total 30.134
Regional Spine Segments
Note: *Interchange number for East Gateway segment represents number of signalized intersections.
1
2
3
4
Relevant North County CMCP Strategies
North County CMCP
June 2023 | SR 78 (FINAL) | 2
Highlighted Projects and Programs
State Route 78
STRATEGIC ANCHOR: REGIONAL SPINE
Type Description Location Primary Strategy Increase Access to Mobility Hub Supplement/Support Mobility Boulevard Segment 1 Segment 2 Segment 3 Segment 4
Freeway SR 78 Smart Intersection Systems - improve ramp meters, signal controllers, and connect the system as a whole SR 78
TSMO SR 78 (ATDM)SR 78
Managed Lanes SR 78 Managed Lanes between College Blvd and Twin Oaks Valley Rd SR 78
Interchange Improvements Interchange capacity and metering improvements Woodland Interchange
Interchange Improvements Woodland interchange alignment and safety improvements, and construction funding Woodland Interchange
Connectors Build managed lane direct connectors between SR
78 and I-5; managed lanes to College Boulevard SR 78 and I-5
Interchange
Improvement
Analyze interchanges to improve and enhance
traffic operations
SR 78 and Mar Vista Dr/Emerald
Dr
Active
Transportation
Improve bike and pedestrian facilities at 65 crossings to enhance access to the coast and inland communities SR 78
Managed Lane
Connectors
Build managed lane direct connectors between SR
78 and I-5; managed lanes to Twin Oaks Valley Road SR 78 and I-5
Commuter Express
Commuter express route between Riverside
(Temecula) and North County at 15-minute frequencies
I-15/SR 78/San Marcos Blvd
(Riverside to El Camino Real and San Marcos Blvd)
Commuter Express
Commuter express service along I-15/SR 78/San
Marcos Blvd to connect subregion to Kearny Mesa
employment center
I-15/SR 78/San Marcos Blvd
(Kearny Mesa to El Camino Real
and San Marcos Blvd)
Managed Lane
Connectors
Build managed lanes direct connectors between SR 78 and I-15 to improve connectivity and traffic flow on and between the two corridors SR 78 and I-15
TSMO Integrated Corridor Management (ICM)SR 78
Interchange Improvement Woodland interchange alignment and safety improvements, and construction funding SR 78 and Woodland Parkway
Complementary Program
Pilot corridor for green/sustainable infrastructure to support mobility innovation such as emerging-
vehicle technologies
SR 78
Interchange
Improvement
Construction of a new interchange at the Smilax
undercrossing SR 78 and Smilax Road
Interchange Improvement Nordahl interchange adaptive traffic management solutions SR 78 and Nordahl
Oct. 2, 2023 Item #1 Page 196 of 251
North County CMCP
June 2023 | I-5 (FINAL) | 3
STRATEGIC ANCHOR: REGIONAL SPINE
I-5
Regional Spine Context Map
Corridor Description
I-5 serves as the north-south corridor for the San Diego region, connecting the region to the counties of Orange and Los Angeles as well as communities along the United States–Mexico border. For the
CMCP, the regional spine is only the segments identified in the study area. The corridor provides
regional circulation to neighborhoods in the cities of Oceanside and Carlsbad. The North Coast Corridor
(NCC) Public Works Plan/Transportation and Resource Enhancement Program (PWP/TREP), has been
completed for I-5 and was reviewed to identify previously planned rail, highway, transit, bicycle, and pedestrian improvements that will support North County mobility trips.
Proposed Strategies
Inland San Diego
Coastal San Diego
East County/ Imperial County
Orange County/LA County
San Bernardino County/Riverside County
Inland San Diego
Coastal San Diego
East County/ Imperial County
Orange County/LA County
San Bernardino County/Riverside County
56
76
78
5
15
LEGEND
North County CMCP Study Area
I-5 Segments
Oceanside Northern Boundary toSR 78
SR 78 to Palomar Airport Rd
Palomar Airport Rd to NorthCounty CMCP Southern Boundary
Regional Spine
Mobility Boulevard
Neighboring Subregions
Strategic Anchors
Mobility Hubs/Zones
3
1
2
1
2
3
Relevant North County CMCP Strategies
Underpass at I-5 and Santa Fe Drive (Source: Google)
Interchanges
(#)
Length
(Miles)
Oceanside Northern Boundary to SR 78
SR 78 to Palomar Airport Rd
Palomar Airport Rd to CMCP Southern Boundary 2.51
4.25
3.16
Total 9.812
Regional Spine Segments
1
2
3
Strategy Segment 1 Segment 2 Segment 3
Managed Lanes Planned Interregional Corridor Managed Lanes
Connectors/Ramps 1 Planned Freeway
Connector N/A N/A
Smart Intersections 5 8 2
Active Transportation: Crossings 11 9 2
TSMO: Communication Communication Backbone
TSMO: Signal Coordination
2 ICM Signal Communication 4 Transit Signal Priority N/A N/A
Reconnecting Communities 7 Overpasses 2 Underpasses 5 Overpasses 3 Underpasses 1 Overpass
Oct. 2, 2023 Item #1 Page 197 of 251
North County CMCP
June 2023 | I-5 (FINAL) | 4
I-5
STRATEGIC ANCHOR: REGIONAL SPINE
Highlighted Projects and Programs
Type Description Location Primary
Strategy
Increase Access to
Mobility Hub
Supplement/Support
Mobility Boulevard Segment 1 Segment 2 Segment 3
Active Transportation Improve pedestrian and bicycle facilities I-5 and Mission Ave Bridge
Active Transportation Improve bicycle and pedestrian facilities at 29
locations across I-5 to enhance access to the coast I-5
Freeway/Managed
Lane Connectors
Build freeway connectors between SR 78 and I-5
to improve connectivity and traffic flow on and
between the two corridors
SR 78 and I-5
Overpass/Underpass Improve conditions at 13 overpasses and 5 underpasses (E.g., protected bike facilities, sidewalk widening, and lighting improvements)I-5
Oct. 2, 2023 Item #1 Page 198 of 251
North County CMCP
June 2023 | I-5 (FINAL) | 5
STRATEGIC ANCHOR: REGIONAL SPINE
I-5
Type Description Location
Active Transportation Coastal Rail Trail: Construct approximately 0.9 mile of dedicated bicycle facility from Poinsettia Station to Palomar Airport Road Carlsbad
Active Transportation Coastal Rail Trail: Construct approximately 0.5 mile of dedicated bicycle facility from Palomar Airport Road to Cannon Road Carlsbad
Active Transportation Coastal Rail Trail: Construct approximately 1.2 miles of dedicated bicycle facility from Cannon Road to Tamarack Avenue Carlsbad
Active Transportation I-5 North Coast Bike Trail: New facility that would run the entire length of the NCC, roughly parallel to the highway Carlsbad/ Oceanside
Active Transportation Upgrade pedestrian and bicycle facilities along local roads that cross I-5 in the City of Carlsbad and City of Oceanside as indicated in Section 4.4 of the
PWP Carlsbad/ Oceanside
Community Enhancement Construct a trail along the west side of I-5 from La Costa Avenue to Avenida Encinas, crossing Batiquitos Lagoon as a suspended facility under the I-5
bridge structure Carlsbad
Community Enhancement Improve the existing park-and-ride facility to include new parking spaces and landscaping Carlsbad
Community Enhancement Construct a trail connection between the proposed Batiquitos Lagoon crossing and the existing trail on the east side of I-5 Carlsbad
Community Enhancement Construct a trail along the east side of I-5 crossing Agua Hedionda Lagoon as a suspended facility under the I-5 bridge structure Carlsbad
Community Enhancement Construct new Class II bicycle lanes and widen sidewalks in both directions Carlsbad
Community Enhancement Construct a new grade-separated crossing of the LOSSAN rail corridor for bicycles and pedestrians at Chestnut Avenue in Carlsbad Carlsbad
Community Enhancement Construct new Class II bicycle lanes and 17-foot sidewalks at the replaced California Street overcrossing, to include landscaping elements and a pocket park
at Moreno Way Oceanside
Community Enhancement Construct widened sidewalks and landscaping at the Oceanside Boulevard undercrossing, as well as enhanced safety fencing at the adjacent SPRINTER
rail right-of-way Oceanside
Community Enhancement Construct new 17-foot sidewalks on each side of the rebuilt overcrossing, as well as widened sidewalks on Brooks Street east of the highway Oceanside
Community Enhancement Construct new widened sidewalks and Class II bicycle lanes at the replaced overcrossing, including realignment of the highway onand off-ramps to allow
for signalized pedestrian crossings Oceanside
Community Enhancement
Construct facilities to connect the existing community gardens at Civic Center Drive and North Weitzel Street (west of I-5) with new community garden
plots to the east of I-5; Construct a paved trail and linear park from the east side of the overcrossing to Buena Street, and construct wider sidewalks on
Buena and Santa Barbara Streets
Oceanside
Community Enhancement Construct a 0.285-acre community open space park and/or community gardens adjacent to the Family Recovery Center on Horne Street Oceanside
Community Enhancement Construct a new parking area and trailhead east of the highway at the SR 76 interchange, including the removal of an obsolete highway ramp Oceanside
Community Enhancement Improve the existing sidewalk under I-5 north of the San Luis Rey River to include new ramps, lighting, and landscaping Oceanside
Community Enhancement Construct new Class II bicycle lanes and widen the existing eastbound sidewalk to 8 feet Oceanside
Community Enhancement Improve the existing undercrossing of the LOSSAN rail corridor located north of the San Luis Rey River at the west end of the Harbor Drive parking lot Oceanside
Relevant Projects From I-5 North Coast Corridor Public Works Plan
The following projects from the I-5 North Coast Corridor Public Work Plan align with the projects proposed as part of the CMCP.
Oct. 2, 2023 Item #1 Page 199 of 251
North County CMCP
June 2023 | I-5 (FINAL) | 6
STRATEGIC ANCHOR: REGIONAL SPINE
I-5
Type Description Location
Highway Improvements Two HOV/Express Lanes in each direction would be added from just north of Lomas Santa Fe Drive to Harbor Drive/Vandegrift Boulevard Oceanside to Solana Beach
Highway Improvements New or modified auxiliary lanes proposed for Poinsettia Lane to Palomar Airport Road (NB and SB weaving lanes)Carlsbad
Highway Improvements New or modified auxiliary lanes proposed for Palomar Airport Road to Cannon Road (extension SB between Cannon Road SB on-ramp to Palomar Airport Road SB off-ramp)Carlsbad
Highway Improvements New or modified auxiliary lanes proposed for Cannon Road to Tamarack Avenue (extension NB between Cannon Road NB on-ramp and Tamarack Avenue
NB off-ramp; SB weaving lane)Carlsbad
Highway Improvements New or modified auxiliary lanes proposed for Carlsbad Village Drive to SR 78 (extension SB only)Carlsbad
Highway Improvements New or modified auxiliary lanes proposed for Las Flores Drive to SR 78 (NB deceleration lane only)Carlsbad
Highway Improvements New or modified auxiliary lanes proposed for SR 78 to Cassidy Street (SB weaving lane; an existing SB auxiliary-weaving-lane would extend to the new SB
auxiliary-weaving-lane that would begin at Oceanside Boulevard SB on-ramp)Oceanside
Highway Improvements New or modified auxiliary lanes proposed for Cassidy Street to Oceanside Boulevard (extension of NB; SB weaving lane)Oceanside
Highway Improvements New or modified auxiliary lanes proposed for Oceanside Boulevard to Mission Avenue (NB and SB weaving lanes)Oceanside
Highway Improvements New or modified auxiliary lanes proposed for Mission Avenue to SR 76 (NB weaving only)Oceanside
Highway Improvements New or modified auxiliary lanes proposed for SR 76 to Harbor Drive (NB deceleration lane, extension SB)Oceanside
Interchange Improvements La Costa Avenue to NB I-5: From 1 SOV and 1 HOV to 2 SOV and 1 HOV Carlsbad
Interchange Improvements WB Palomar Airport Road to SB I-5: From 1 SOV and 1 HOV to 2 SOV and 1 HOV Carlsbad
Interchange Improvements Tamarack Avenue to NB I-5: From 1 SOV and 0 HOV to 2 SOV and 0 HOV Carlsbad
Interchange Improvements Carlsbad Village Dr to SB I-5: From 1 SOV and 0 HOV to 2 SOV and 0 HOV Carlsbad
Interchange Improvements Carlsbad Village Dr to NB I-5: From 1 SOV and 0 HOV to 2 SOV and 0 HOV Carlsbad
Interchange Improvements Las Flores Drive to SB I-5: From 1 SOV and 0 HOV to 2 SOV and 0 HOV Carlsbad
Interchange Improvements SR 78 to SB I-5: From 1 SOV and 0 HOV to 2 SOV and 0 HOV Carlsbad/ Oceanside
Interchange Improvements Remove EB SR 78 to NB I-5 Connector: From SOV and HOV to SOV and HOV Carlsbad/ Oceanside
Interchange Improvements Oceanside Boulevard to SB I-5: From 1 SOV and 1 HOV to 2 SOV and 1 HOV Oceanside
Interchange Improvements Oceanside Boulevard to NB I-5: From 2 SOV and 0 HOV to 1 SOV and 1 HOV Oceanside
Interchange Improvements Mission Avenue to SB I-5: From 1 SOV and 1 HOV to 2 SOV and 1 HOV Oceanside
Interchange Improvements Remove EB Mission Ave to SB I-5 Ramp: From SOV and HOV to SOV and HOV Oceanside
Interchange Improvements Mission Avenue to NB I-5: From 1 SOV and 0 HOV to 2 SOV and 1 HOV Oceanside
Interchange Improvements SR 76 to SB I-5: From 2 SOV and 0 HOV to 2 SOV and 1 HOV Oceanside
Oct. 2, 2023 Item #1 Page 200 of 251
North County CMCP
June 2023 | I-5 (FINAL) | 7
STRATEGIC ANCHOR: REGIONAL SPINE
I-5
Type Description Location
Interchange Improvements SR 76 to NB I-5: From 2 SOV and 0 HOV to 2 SOV and 1 HOV Oceanside
Interchange Improvements Remove NB I-5 to WB SR 76 Connector (closed to traffic): From SOV and HOV to SOV and HOV Oceanside
Interchange Improvements Harbor Drive to SB I-5: From 2 SOV and 1 HOV to 2 SOV and 1 HOV Oceanside
Interchange Improvements Harbor Drive to NB I-5: From 1 SOV and 0 HOV to 2 SOV and 0 HOV Oceanside
Interchange Improvements I-5/SR 56 Interchange Oceanside
Interchange Improvements I-5/SR 78 Interchange Carlsbad/ Oceanside
Lagoon Bridge Batiquitos Lagoon bridge replacement Carlsbad
Lagoon Bridge Agua Hedionda Lagoon bridge replacement Carlsbad
Lagoon Bridge Buena Vista Lagoon bridge replacement Carlsbad
Over and Undercrossing Replacement and Upgrading Replace the following undercrossings: Cannon Road, Chestnut Avenue, Carlsbad Village Drive, Oceanside Boulevard Overhead, I-5/SR 76 Separation, and Harbor Drive/Camp Pendleton Carlsbad/ Oceanside
Over and Undercrossing
Replacement and Upgrading New bridge structures at: Oceanside Boulevard Overhead (NB Off-Ramp) and Harbor Drive Undercrossing (I-5 Northbound Off-Ramp)Oceanside
Rail Add a second main track and replace the San Luis Rey River Bridge in the 0.6-mile segment from CP East Brook to CP Shell; San Luis Rey River Bridge
replacement Oceanside
Rail Construct a 1.1-mile second main track and straighten a curve from Mile Post (MP) 228.4 to MP 229.5 including through the Carlsbad Village Station; Buena Vista Lagoon Bridge replacement Carlsbad
Rail Construct 2.7 miles of a second main track between CP Ponto and CP Moonlight; expand the La Costa Avenue grade separation; Batiquitos Lagoon Bridge
replacement Carlsbad/ Encinitas
Regional and Local Gateway
Features
Replace the following overcrossings and bridges: La Costa Avenue, Poinsettia Lane, Palomar Airport Road, Chinquapin Avenue, Tamarack Avenue, Las
Flores Drive, Jefferson Street, SR 78/I-5 separation, Cassidy Street, California Street, Brooks Street, Mission Avenue, Fourth St/Bush Street, Neptune Way/8th
Street
Carlsbad/ Oceanside
Regional and Local Gateway Features Replace the following bridges: Buena Vista Creek Bridge and Locam Alta Creek Bridge Carlsbad/ Oceanside
Regional and Local Gateway
Features Construct an art feature at Harbor Drive to serve as an entryway to Oceanside and the San Diego region Oceanside
Regional and Local Gateway
Features
Provide bicycle and pedestrian-friendly improvements and integrate human-scale elements such as lighting and material textures along: Carlsbad Village
Drive interchange and Mission Avenue interchange Carlsbad/ Oceanside
Station Improvements Additional spaces at, adjacent to, or in close proximity to the existing Oceanside Transit Center to accommodate additional riders Oceanside
Transit Enhancements to Coast Highway bus servce to include increased service frequencies and a menu of potential roadway features to facilitate transit
operations, such as fewer stops, dedicated transit lanes, traffic-signal priority and intersection queue jumps Carlsbad/ Oceanside
Oct. 2, 2023 Item #1 Page 201 of 251
North County CMCP
June 2023 | I-15 (FINAL) | 8
STRATEGIC ANCHOR: REGIONAL SPINE
I-15
Regional Spine Context Map
Corridor Description
Proposed Strategies
I-15 serves as an intraregional north-south corridor for the San Diego
region, the only north-south corridor for interregional travel to the counties of Riverside and San Bernardino.
Relevant North County CMCP Strategies
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
56
76
78
5
15
LEGEND
North County CMCP Study Area
I-15 Segments
North County CMCP Northern
Boundary to SR 78
SR 78 to North County CMCP
Southern Boundary
Regional Spine
Mobility Boulevard
Neighboring Subregions
Strategic Anchors
Mobility Hubs/Zones
1
2
1
2
Interchanges (#)Length (Miles)
CMCP Northern Boundary to SR 78
SR 78 to CMCP Southern Boundary 5.24
9.44
Total 14.68
Regional Spine Segments
1
2
I-15 and SR 78 Interchange (Source: Nearmap)
Integrated Corridor Management: I-15 Corridor (Source: SANDAG)
Strategy Segment 1 Segment 2
Managed Lanes Planned Interregional Corridor
Managed Lanes Existing Express Lanes
Connectors/ Ramps 1 Planned Managed Lanes Connector
Smart Intersections 3 7
High-Frequency Transit Proposed Commuter Express (between Riverside County)Proposed Commuter Express (between southern activity centers)
TSMO: Communication Communication Backbone
Reconnecting
Communities
1 Overpass
4 Underpasses
2 Overpasses
7 Underpasses
Active
Transportation:
Crossings
2 4
Oct. 2, 2023 Item #1 Page 202 of 251
North County CMCP
June 2023 | I-15 (FINAL) | 9
I-15
STRATEGIC ANCHOR: REGIONAL SPINE
Highlighted Projects and Programs
Type Description Location Primary
Strategy
Increase Access to
Mobility Hub
Supplement/Support
Mobility Boulevard Segment 1 Segment 2
Commuter
Express
Commuter express route between Riverside (Temecula) and North County
at 15-minute frequencies
I-15/SR 78/San Marcos Blvd
(Riverside to El Camino
Real and San Marcos Blvd)
Commuter
Express
Commuter express route between Kearny Mesa and North County (via
Rancho Bernardo TC) at 15-minute frequencies
I-15/SR 78/San Marcos Blvd
(Kearny Mesa to El Camino
Real and San Marcos Blvd)
Managed Lane
Connectors
Build managed lanes direct connectors between SR 78 and I-15 to improve
connectivity and traffic flow on and between the two corridors I-15 and SR 78
Overpass/Underpass
Improve conditions at 3 overpasses and 11 underpasses (E.g., protected bike facilities, protected crossings, sidewalk widening, and lighting improvements)I-15
Oct. 2, 2023 Item #1 Page 203 of 251
North County CMCP
June 2023 | SPRINTER (FINAL) | 10
STRATEGIC ANCHOR: REGIONAL SPINE
SPRINTER
Corridor Description
Grade Separations (#)Length (Miles)
Phase A: San Marcos to Escondido
Phase B: Oceanside to Vista
Phase C: Vista to San Marcos
Phase D: Escondido to Southern Escondido 1.80
7.26
8.22
6.51
Total 23.79
Regional Spine Segments
Proposed Strategies
Regional Spine Context Map
The SPRINTER is an east-west light rail that connects Oceanside, Vista,
San Marcos, and Escondido. The SPRINTER provides an alternative to
the heavily-trafficked SR 78. The planned and proposed alternatives will
provide high-frequency rail service within North County communities.
Relevant North County CMCP Strategies
SPRINTER Station (Source: NCTD)
SPRINTER Double Track (Source: NCTD)
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
56
76
78
5
15
LEGEND
North County CMCP Study Area
SPRINTER Segments
Oceanside to Vista
Vista to San Marcos
San Marcos to Escondido
Escondido to southern Escondido
Regional Spine
Mobility Boulevard
Neighboring Subregions
Strategic Anchors
Mobility Hubs/Zones
A
B
C
D
A
B
C
D A
B
C
D
Strategy Phase A Phase B Phase C Phase D
Smart Intersections 14 Signals 12 Signals 15 Signals 5 Signals
SPRINTER: Grade Separations 1 Planned*2 Planned*3 Planned* 3 Proposed N/A
SPRINTER: Double Track 6.5 Miles 8.2 Miles 7.2 Miles 1.8 Miles
SPRINTER: Frequency Short-Term: 10 Min Short-Term: 20 Min Mid/Long-Term: 10 Min
Short/Mid-Term: 20 Min Long-Term: 10 Min Long-Term: 10 Min
High-Frequency Transit Proposed BRT Service Parallel to SPRINTER Alignment N/A
TSMO: At-Grade Rail Crossing and Signal Coordination 24 Signals 14 Signals 25 Signals 3 Signals
Reconnecting Communities 2 Overpasses 7 Underpasses 1 Overpass 1 Overpass N/A
Active Transportation: Rail Intersects 18 9 8 N/A
SPRINTER: Improved Station Access 5 7 3 N/A
*Planned in RTP
Oct. 2, 2023 Item #1 Page 204 of 251
North County CMCP
June 2023 | SPRINTER (FINAL) | 11
Phase B: Oceanside to Vista Phase C: Vista to San Marcos Phase A: San Marcos to Escondido
99.5 100.1 100.3 111.4102.6 105.9 108.0 114.5 120.4116.5 117.7 118.4 121.1112.5 119.2
CP Ocean CP Railroad CP Wye CP Avenue CP Loop West CP Shelly CP Loop East CP YardCP Missy CP NewCP True CP School CP Angel CP Missy CP Holdout
Oceanside
99.3
Crouch St
101.5
El Camino
Real
102.9
Rancho
Del Oro
Rd
104.1
College
Blvd
105.5
Melrose
Dr
107.5
Vista Transit
Center
109.1
Escondido
Ave
110.1
Buena
Creek
112.4
Palomar
College
115.1
San Marcos
Civic Center
116.4
Cal State
San Marcos
117.2
Nordahl
119.2
Escondido
Transit Center
121.3
Coast I IWY
100.2
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Station and new station
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Includes cross
west of Crouch St
Maximum authorized speeds match
current day operating rules Include long-term double tracking
of Control Point Loop East
Additional assumptions on infrastructure not depicted
Passenger operations over the freight bypass and on the potential
extension beyond Escondido Transit Center were modeled conceptually
using Federal Railroad Administration Track Class 2 speed limits: 30 mph
Planned Grade Separations
(2021 Regional Plan)
Proposed CMCP Grade Separations
Removed infrastructure
New infrastructure
SPRINTER
STRATEGIC ANCHOR: REGIONAL SPINE
Improvements Track Map
Symbol Key:Yes Partial No
MOBILITY HUB MOBILITY BOULEVARD
SPRINTER Phase:
Phase D
STRATEGIC ANCHOR
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Oct. 2, 2023 Item #1 Page 205 of 251
North County CMCP
June 2023 | Inland Rail Trail (FINAL) | 12
Regional Spine Context Map
STRATEGIC ANCHOR: REGIONAL SPINE
Inland Rail Trail
Corridor Description
Proposed Strategies
The Inland Rail Trail is a planned protected active transportation
facility that passes through the cities of Oceanside, Vista, San
Marcos, and Escondido, and a portion of unincorporated San Diego County. This active transportation corridor is an important
element of the San Diego Regional Bike Plan and 2021 Regional
Plan. Completion of this corridor will help create an interconnected
regional bike network between Escondido and the coast.
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
56
76
78
5
15
LEGEND
North County CMCP Study Area
IRT Segments
Coast Hwy to Melrose Dr
Melrose Dr to Buena Creek Rd
Buena Creek Rd to Twin Oaks ValleyRd
Twin Oaks Valley Rd to Escondido
Regional Spine
Mobility Boulevard
Neighboring Subregions
Strategic Anchors
Mobility Hubs/Zones
3
1 2
1
2
4
3
4
Relevant North County CMCP Strategies
Inland Rail Trail adjacent to SPRINTER
alignment (Source: SANDAG)
Inland Rail Trail with signage near Mar Vista Dr (Source: SANDAG)
Intersections (#)Length (Miles)
Coast Hwy to Melrose Dr (Planned)
Melrose Dr to Buena Creek Rd
Buena Creek Rd to Twin Oaks Valley Rd
Twin Oaks Valley Rd to Escondido 4.99
4.010
5.08
7.327
Total 21.254
Regional Spine Segments
1
2
3
4
Strategy Segment 1 Segment 2 Segment 3 Segment 4
Smart Intersections*33 2 6 6
Active Transportation: Trailhead Access
5 5 10 4
TSMO: SPRINTER Rail Crossing 1 Crossing 5 Crossings 5 Crossings 1 Crossing
Reconnecting Communities 1 Underpass N/A N/A 1 Overpass 2 Underpass
*Includes rail and local street adjacent intersections within 300 feet.Inland Rail Trail at the Buena Creek bridge
(Source: SANDAG)
Oct. 2, 2023 Item #1 Page 206 of 251
North County CMCP
June 2023 | Inland Rail Trail (FINAL) | 13
Inland Rail Trail
STRATEGIC ANCHOR: REGIONAL SPINE
Example Street Running Alternatives Sections
Type Description Location Primary Strategy Increase Access to Mobility Hub Supplement/Support Mobility Boulevard Segment 1 Segment 2 Segment 3 Segment 4
Active
Transportation
Improvements to Inland Rail Trail and
Trailheads from S Pacific St to Melrose Dr Oceanside Boulevard
Active Transportation Inland Rail Trail: Vista (Phase 4)City of Vista
Station Access Connect to the Escondido Transit Center City of Escondido
Trailhead
Improvements
Upgrade and improve access at trailhead
(E.g., wayfinding)Inland Rail Trail corridor
Highlighted Projects and Programs
Symbol Key:Yes Partial No
MOBILITY HUB MOBILITY BOULEVARD
Segment
Segment 4
STRATEGIC ANCHOR
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Segment 3
Segment 2
Segment 1
Melrose StationA
College Blvd Station
Rancho Del Oro StationEl Camino Real Station
Crouch Street Station
Coast Highway Station
B
C
DE
F
G
BCD
108’ width
110’ width
Option1 - Multi- Use Path- Widen up to 2’ (widening may require retaining wall in select areas)- Repurpose sidewalk and bike lane, and narrow travel lanes, to create multi-use path on either north or south side with landscaped buffer with trees (shade). - Keep or improve existing median- Keep bike lane and sidewalk opposite multi use path to provide local connections- Add landscaped buffer with trees (shade) to sidewalk- Consider adding vertical separation to bike lane buffer- Consider adding transit lane
112’ width
Option 2 - Place Making Median- Widen up to 4’ (widening may require retaining wall in select areas)- Widen sidewalk on one side of street- Add landscaped buffer with trees (shade) to sidewalk on one side of street- Center running multi-use path or cycle track with wide landscaped buffers with trees (shade)
Option 3 (not shown) - Protected Bike Lanes on Both Sides of the Street- Narrow or repurpose travel lanes, narrow median, or expand R/W to create additional buffer space to add medi-an or other vertical separation between bike lanes and travel lanes. -Consider repurposing additional space to create a landcape buffer with shade for the sidewalk.
B
Section B
B
B
B
104’ width
Option1 - Multi- Use Path- Keep existing width (104’ total)- Repurpose sidewalk, bike lane, and one travel lane, to create multi-use path on either north or south side with landscaped buffer with trees (shade). - Widen and landscape existing median- Keep bike lane and sidewalk opposite multi use path to provide local connections- Add landscaped buffer to sidewalk- Consider adding transit lane
Option 2 - Place Making Median with Road Diet- Keep existing width (104’ total)- Repupose one travel lane in each direction- Widen sidewalk on both sides of street- Add landscaped buffer with trees (shade) to sidewalk on both sides of street- Center running multi-use path or cycle track with landscaped buffers with trees (shade)
Option 3 (not shown) - Protected Bike Lanes on Both Sides of the Street- Repurpose travel lane to create additional buffer space to add median or other vertical separation between bike lanes and travel lanes. -Consider repurposing additional space to create a landcape buffer with shade for the sidewalk.
104’ width
104’ width
C
C1
C2
C
Section C
C
94’ width
96’ width
106’ width
98’ width
Option1 - Multi- Use Path- Widen 2’ (96’ total)- Repurpose sidewalk, bike lane, and one travel lane, to create multi-use path on either north or south side with landscaped buffer with trees (shade). - Add landscaped median- Keep bike lane and sidewalk opposite multi use path to provide local connections
Option 2 - Place Making Median- Widen 12’ (106’ total)- Widen sidewalk on both sides of street- Add landscaped buffer with trees (shade) to sidewalk on one side of street- Center running multi-use path or cycle track with landscaped buffers with trees (shade)
Option 3 - Protected Bike Lanes and Road Diet- Widen 4’ (98’ total)- Repupose one travel lane- Widen sidewalk on both sides of street- Add landscaped buffer with trees (shade) to sidewalk on one side of street- Widen bike lanes and add median separation- Add landscaped median
D
D1
D2
D3
D
Section D
D
Oct. 2, 2023 Item #1 Page 207 of 251
North County CMCP
June 2023 | SR 76 (FINAL) | 14
Regional Spine Context Map
STRATEGIC ANCHOR: REGIONAL SPINE
Corridor Description
State Route 76
Proposed Strategies
SR 76 serves as an east-west highway connecting I-5 along the coast
to I-15 in the east. For the North County CMCP study area, Old River
Road serves as the eastern terminus for the corridor. This corridor is a four-lane expressway, providing regional access and local
circulation to neighborhoods in the city of Oceanside and County of
San Diego.Underpass at SR 76 and El Camino Real (Source: Google Maps)
Smart Intersection System Concept Level 4 (Source: SANDAG)
Strategy Segment 1 Segment 2 Segment 3
Managed Lanes Dynamic Lane Assigment
Smart Intersections 6 7 6
Active
Transportation:
Crossings
8 7 6
High-Frequency Transit N/A Proposed Rapid Service
TSMO: Communication Communication Backbone
TSMO: Signal Coordination N/A N/A 1 Signal Transit
Management Coordination
Reconnecting
Communities 3 Underpasses 1 Underpass 1 Underpass
Relevant North County CMCP Strategies
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
Inland San Diego
Coastal San Diego
Orange County/LA County
San Bernardino County/Riverside County
East County/ Imperial County
56
76
78
5
15
LEGEND
North County CMCP Study Area
SR 76 Segments
I-5 to El Camino Real
El Camino Real to Melrose Dr
Melrose Dr to Old River Rd
Regional Spine
Mobility Boulevard
Neighboring Subregions
Strategic Anchors
Mobility Hubs/Zones
3
1
2
1
2
3
Intersections (#)Length (Miles)
I-5 to El Camino Real
El Camino Real to Melrose Dr
Melrose Dr to Old River Rd 3.56
3.37
3.57*
Total 10.320
Regional Spine Segments
Note: *Intersection number for I-5 to El Camino Real segment includes 1 interchange.
1
2
3
Oct. 2, 2023 Item #1 Page 208 of 251
North County CMCP
January 2023 | SR 76 (FINAL) | 15
Type Description Location Primary
Strategy
Increase Access to
Mobility Hub
Supplement/Support
Mobility Boulevard Segment 1 Segment 2 Segment 3
Signal
Synchronization
Implement an effective signal synchronization program
along SR 76 to adjust flow of traffic based on traffic
patterns and volumes
SR 76
Dynamic Lanes Implement dynamic lanes to improve traffic operations SR 76
Operational
Improvements 4-lane expressway plus 2 HOV/dynamic lanes SR 76 (Melrose Dr to I-5)
Bicycle Signals/Detection Bicycle signals and detection equipment at signalized intersections SR 76
Grade Separation Analysis SR 76 Grade Separation Feasibility Study SR 76 (College Blvd and Douglas Dr)
High-Frequency
Transit
Provide high-frequency, limited stop BRT service along
Mission Ave in Oceanside Mission Ave/SR 76
State Route 76
STRATEGIC ANCHOR: REGIONAL SPINE
Highlighted Projects and Programs
Oct. 2, 2023 Item #1 Page 209 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Attachment 4: Project and Program Inventory
To: San Diego Association of Governments and Caltrans District 11
From: North County Comprehensive Multimodal Corridor Plan Project Team
Date: June 2023
Subject: North County Comprehensive Multimodal Corridor Plan – Project and Program Inventory
Below are the projects and programs for the North County Comprehensive Multimodal Corridor Plan (North County CMCP). The North County CMCP proposes projects and programs that support the local, regional and state goals and align with
the objectives of the CMCP process. The projects and programs outlined below represent the culmination of a high-level planning effort. Further engineering analysis and studies are needed to provide information for design and implementation.
Table 1. North County CMCP Project and Program Inventory
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC01
Mission Avenue
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Mission Avenue
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Bicycle intersection clearance detection at signalized intersections
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection (up to 28 smart intersections)
• Improved pedestrian and bicycle facilities at overpasses and undercrossings such as wider sidewalks,
protected or enhanced bicycle facilities, and landscaping (I-5 overcrossing)
• At grade pedestrian improvements to enhance existing crossing/connection at Palomar College and
SPRINTER Station
• Establish corridor as a communication backbone with TSMO strategies (transit signal priority for high
frequency transit)
Program $19
NC02
El Camino Real
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
El Camino Real
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection (up to 35 smart intersections)
• Widen existing bridge and roadway at Cannon Rd to improve operations and add pedestrian/bicycle
facilities
• Study all potential solutions to reduce congestion at Vista Way intersection
• Establish corridor as a communication backbone with TSMO strategies (transit signal priority for high-
frequency transit and signal coordination with SPRINTER and on-/off-ramps of SR 78)
• Implement up to 35 smart intersections
Program $136
Oct. 2, 2023 Item #1 Page 210 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC03
Oceanside Boulevard
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Oceanside
Boulevard
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Enhance connectivity along Oceanside Boulevard first/last miles to align with future development
• Potential siting of the Inland Rail Trail to Oceanside Boulevard
• Establish corridor as a communication backbone with TSMO strategies (integrated corridor
management, transit signal priority for high-frequency transit, and signal coordination with SPRINTER)
Program $30
NC04
College Boulevard
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
College Boulevard
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Operational improvements including complete the arterial connection to ECR and widening from Vista
Way to Old Grove
• Fill in missing sidewalk areas
• Establish corridor as a communication backbone with TSMO strategies (signal coordination with
SPRINTER and on-/off-ramps of SR 78)
Program $28
NC05
Melrose Drive
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Melrose Drive
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Operational improvements at SR 78 interchange (widening, improve ramps and overpass)
• Establish corridor as a communication backbone with TSMO strategies (transit signal priority for high-
frequency transit and signal coordination with SPRINTER and on-/off-ramps of SR 78)
Program $32
NC06
Vista Way Corridor-
Wide Mobility
Boulevard
Improvements and
Enhancements
Vista Way
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Establish corridor as a communication backbone with TSMO strategies
Program $68
NC07
Sycamore Avenue
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Sycamore Avenue
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Establish corridor as a communication backbone with TSMO strategies (signal coordination with on-
/off-ramps of SR 78)
Program $9
Oct. 2, 2023 Item #1 Page 211 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC08
Rancho Santa Fe Rd
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Rancho Santa Fe Rd
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor across 78 and
SPRINTER
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Provide flex service zone between Palomar Airport Rd and Santa Fe Dr
• Operational improvements at SR 78 interchange (widening, improve ramps and overpass)
• Establish corridor as a communication backbone with TSMO strategies (signal coordination with on-
/off-ramps of SR 78)
Program $17
NC09
Palomar Airport
Road/San Marcos
Boulevard Corridor-
Wide Mobility
Boulevard
Improvements and
Enhancements
Palomar Airport
Road/San Marcos
Boulevard
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade all signalized intersections to smart intersections with recommended ICE analysis and
proposed intersection improvements (i.e., bike signals that promote leading bicyclist interval, two-stage
left turn facilities, and advance bicycle detection)
• Flex lanes during peak periods
• Provide flex service zone between Palomar Airport Road and Santa Fe Dr
• Establish as a communication backbone with TSMO strategies (transit signal coordination and
management to enhance transit operations and signal timing with on-/off-ramps of SR 78 and I-5)
Program $28
NC10
Santa Fe
Avenue/Mission Road
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Mission Road/Santa
Fe Road
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Intersection improvements to allow active transportation improvements and operations at Smilax
Road
• South Santa Fe Avenue to accommodate active transportation improvements
• Establish corridor as a communication backbone with TSMO strategies (transit signal priority for high-
frequency transit and signal coordination with SPRINTER and on-/off-ramps of SR 78)
Program $134
NC11
Twin Oaks Valley/San
Elijo Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Twin Oaks Valley
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Establish corridor as a communication backbone with TSMO strategies (signal coordination with on-
/off-ramps of SR 78)
• Provide flex/micro transit service along Twin Oaks Valley Road with flex service zone between Buena
Creek Road and downtown San Marcos
Program $57
Oct. 2, 2023 Item #1 Page 212 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC12
Centre City Parkway
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Centre City
Parkway
Complete Corridor:
Active Transportation,
SIS, TSMO, SPRINTER
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Improve east/west pedestrian connection across N. Centre City Pkwy in Escondido
• Center-running Transit along Centre City Pkwy
• Improve E/W ped connection across N Centre City Pkwy in Escondido
• Establish corridor as a communication backbone with TSMO strategies (signal coordination with
SPRINTER)
Program $158
NC13
Valley Parkway
Corridor-Wide
Mobility Boulevard
Improvements and
Enhancements
Valley Parkway
Complete Corridor:
Active Transportation,
SIS, TSMO
Mobility
Boulevard
Provide the following mobility improvements and enhancements:
• Upgrade signalized intersections to smart intersections with bike signals that promote leading bicyclist
interval, two-stage left turn facilities, and advance bicycle detection
• Implement bicycle intersection clearance detection at intersections throughout corridor
• Protected or enhanced bicycle facilities (Class I/Class IV preferred)
• Establish corridor as a communication backbone with TSMO strategies (signal coordination with
SPRINTER)
Program $15
NC14
Mobility Hub:
Oceanside Suite of
Improvements
Oceanside Mobility Hub -
Gateway Mobility Hub
• Coast Hwy Traffic Calming and Active Transportation Improvements
• NEV Areawide Shuttles, Rideshare/Ridehailing and Microtransit (with eventual conversion to
Autonomous Vehicles)
• E-Bike grant program for disadvantaged communities
• Connector program in Downtown Oceanside
• Shuttle service for inland residents to access beaches
• Improve pedestrian safety by filling gaps in sidewalk network
Program $128
NC15
Mobility Hub: Vista
Suite of
Improvements
Vista Mobility Hub -
Suburban Mobility Hub
• NEV Areawide Shuttles, Rideshare/Ridehailing and Microtransit (with eventual conversion to
Autonomous Vehicles)
• E-Bike grant program for disadvantaged communities
• Pilot program along Business Park Dr
• Improve pedestrian safety by filling gaps in sidewalk network
• Protected bicycle connections
Program $87
NC16
Mobility Hub: San
Marcos Suite of
Improvements
San Marcos Mobility Hub - Major
Employment Center Mobility Hub
• NEV Areawide Shuttles, Rideshare/Ridehailing and Microtransit (with eventual conversion to
Autonomous Vehicles)
• E-Bike grant program for disadvantaged communities
• Intra-City shuttle connecting CSUSM, Palomar Community College, San Marcos Creek District, San
Marcos University District, San Marcos Civic Center, and other key community destinations with
SPRINTER
• Evaluate private ventures to encourage ridesharing, carpooling, and other first/last mile options
• ZEV Initiatives - Charging Infrastructure
• Improve pedestrian safety by filling gaps in sidewalk network
• Protected bicycle connections
Program $160
Oct. 2, 2023 Item #1 Page 213 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC17
Mobility Hub:
Escondido Suite of
Improvements
Escondido Mobility Hub -
Gateway Mobility Hub
• NEV Areawide Shuttles, Rideshare/Ridehailing and Microtransit (with eventual conversion to
Autonomous Vehicles)
• E-Bike grant program for disadvantaged communities
• Program to increase residential density in vicinity of Mobility Hub
• Circulator connecting Escondido Transit Center - Downtown Escondido (FRED and Circuit)
• Pilot Program: Connected bike and/or transit corridor along Nordahl Road
• Connect Escondido Creek Trail to mobility hubs/micro-hubs
• Create connection to Harmony Grove residential areas
• Flex service to Valley Center
• Pedestrian and Bicyclist Gap Closures
Program $268
NC18
Mobility Hub:
Carlsbad Village Suite
of Improvements
Carlsbad Village Mobility Hub - Coastal Mobility Hub
• NEV Areawide Shuttles, Rideshare/Ridehailing and Microtransit (with eventual conversion to
Autonomous Vehicles)
• E-Bike grant program for disadvantaged communities
• Mobility Hub Improvements at Poinsettia COASTER, Village COASTER, Carlsbad Mall
• Improve pedestrian safety by filling gaps in sidewalk network
• Protected bicycle connections
Program $32
NC19
Mobility Hub: Palomar
Airport Road/Carlsbad
Business Park Suite of
Improvements
Carlsbad Business
Park
Mobility Hub - Major
Employment Center Mobility Hub
• NEV Areawide Shuttles, Rideshare/Ridehailing and Microtransit (with eventual conversion to
Autonomous Vehicles)
• E-Bike grant program for disadvantaged communities
• On-Demand Shuttle connecting Poinsettia Station to Palomar Airport Road
• Complete gap along Cannon Road to provide flex/micro transit service with flex service zone
Program $113
NC20 I-15/SR 78
Interchange SR 78 Smart Highway
Capacity Regional Spine • Managed Lanes
• Direct connectors between I-15 and SR 78 Project $294
NC21 BRT: College
Boulevard College Boulevard Transit Mobility
Boulevard
• Rapid 477 (Carlsbad Village to SR 76 via College Boulevard, Plaza Camino Real) with 10-minute
frequencies Project $108
NC22 BRT: El Camino Real North County
Coastal Transit Mobility
Boulevard
• High-frequency, limited stop BRT service along El Camino Real between Oceanside, Carlsbad, and
coastal San Diego with flex service zone between Palomar Airport Road and Santa Fe Dr with peak
period frequencies of 10-minute
Project $50
NC23 BRT: Escondido (Rapid
471) Escondido Transit Mobility
Boulevard • Rapid 471 (Downtown Escondido to East Escondido) with 10-minute frequencies Project $85
NC24 BRT: Melrose Oceanside/Carlsbad Transit Mobility
Boulevard
• High-frequency, limited stop BRT service along Melrose Drive between Oceanside and Carlsbad with
peak period frequencies of 10-minute Project $47
Oct. 2, 2023 Item #1 Page 214 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC25
SR 78 Operational
Improvements and
Managed Lanes
SR 78 TSMO/Smart Highway
Capacity Regional Spine
• Carpool/Managed Lanes/Express Lanes (w/ connectors to I-5, I-15)
• Auxiliary Lanes to address short trips
• Direct Access Ramp at Twin Oaks Valley Road
• Interchange operational improvements
• Transportation System Management and Operations (TSMO) infrastructure with Dynamic Messaging,
V2I Data Collection and Smart Ramp Metering
• Expanded use of changeable message boards on the freeway and local arterials to inform driver
decisions
• Integrated Corridor Management (ICM)
• Smart Ramp Metering
• Study the potential for a comprehensive network of shared parking areas along the corridor to serve as
hubs for rideshare, EV and NEV charging, and other first mile/last mile options
• Establish SR 78 as a "Test Bed" for innovative/emerging technologies
• Auxiliary Lanes for short trips and highway operations improvements
Program $756
NC26 Coastal Rail Trail North Coast Active Transportation Regional Spine
Create/complete the coastal bike trail:
• Construction of enhanced Class-II buffered bike lanes along Avenida Encinas between Carlsbad
Boulevard and Cannon Road
• Class-I multi-use path along the LOSSAN Corridor rail alignment between Cannon Road and Tamarack
Avenue
• Extend south to Cassidy St
• Reach 3 Tamarack to Cannon
• Reach 4 Cannon to Palomar Airport Road
• Reach 5 Palomar Airport Road to Poinsettia Station
• Alta Loma Marsh bridge
• Morse Street to Oceanside Boulevard
Project $45
NC27
North County
Roundabouts
Programs
North County Operation
Improvements Corridor-Wide Regionwide effort for mobility hub areas; 20 intersection conversions across the study area Program $100
NC28 BRT: Mission Avenue/
SR 76
Mission Avenue/SR
76 Transit Mobility
Boulevard
• Provide high-frequency, limited stop BRT service along Mission Avenue in Oceanside with peak period
frequencies of 10-minute Project $42
NC29
BRT: Mission
Avenue/Santa Fe
Avenue (Rapid 474)
Mission
Avenue/Santa Fe
Road
Transit Mobility
Boulevard
• Rapid 474 (Oceanside to Vista via Mission Avenue/Santa Fe Avenue Corridor) with 10-minute
frequencies Project $71
NC30 I-5/SR 78 Interchange SR 78 Smart Highway
Capacity Regional Spine • Managed Lanes
• Direct connectors between I-5 and SR 78 Program $731
NC31
Inland Rail Trail
Destination
Connections
Oceanside Active Transportation Regional Spine
• Extend the Inland Rail Trail to the coast
• Trailhead Improvements and Connectivity to Inland Rail Trail
• Inland Rail Trail Connections
•Improve bike and/or pedestrian crossings to increase active transportation safety on the trail and at
trailheads
Project $128
NC32 BRT: Palomar Airport
Road (Rapid 440)
Palomar Airport
Road Transit Mobility
Boulevard • Rapid 440 (Carlsbad to Escondido Transit Center via Palomar Airport Road) with 10-minute frequencies Project $71
Oct. 2, 2023 Item #1 Page 215 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC33 Rapid 450
Oceanside to
Escondido via
Palomar Airport
Road
Transit Mobility
Boulevard Rapid 450 (Oceanside to Escondido via Palomar Airport Road and SR 78 (Full version of Rapid) Project $31
NC34 BRT: Vista Way Oceanside Transit Mobility
Boulevard • Provide high-frequency transit service along Vista Way with peak period frequency of 10-minute Project $40
NC35 Camp Pendleton
Access Camp Pendleton
Active Transportation,
Transit, Mobility as a
Service
Mobility Hub
• Camp Pendleton Trail
• Establish policy linkage between mobility hubs, general plans, and access improvements to Camp
Pendleton
• Transit services into base
• Shuttle services
• Enhance BREEZE services to connect people from places of residence and SPRINTER stations to Camp
Pendleton
Project $116
NC36
Commuter Express:
Palomar Airport to
Kearny Mesa via
Rancho Bernardo
Transit Center
Regional Transit Regional Spine • Commuter express service between Palomar Airport and employment center (Kearny Mesa via Rancho
Bernardo TC) with peak period frequencies of 15-minutes Project $25
NC37 SR 76 SMART Highway
Improvements Oceanside
Smart Highway
Capacity, Active
Transportation
Regional Spine
• Dynamic Lanes Project
• Signal synchronization program
• Install bicycle detection equipment at signalized intersections
Program $85
NC38
Commuter Express:
Riverside (Temecula)
to North County
Regional Transit Regional Spine • Commuter express service along SR 78 (I-15 to San Marcos Boulevard) to connect subregion to
Riverside with peak period frequencies of 15-minutes Project $25
NC39 SPRINTER Double
Tracking SPRINTER Corridor Transit Regional Spine
• Double tracking for 10 min headways by 2050
• Phase double tracking of SPRINTER alignment between Oceanside to Escondido (Segment A – San
Marcos to Escondido, Segment B – Oceanside to Vista, Segment C – Vista to San Marcos)
Program $373
NC40 SPRINTER Service
Extensions SPRINTER Corridor Transit Regional Spine
SPRINTER extension to south with 10-minute frequency for long-term. Extension to:
• South Felicita Avenue
• Westfield North County Mall
Project $376
NC41 Communication
Backbone/Fiber North County TSMO Corridor-Wide
• Implement fiber/wi-fi backhaul communications with redundant paths to transportation management
centers
• Implement communication backbone/fiber along regional spines and mobility boulevards
• Build the foundation for connected vehicle infrastructure
Program $55
Oct. 2, 2023 Item #1 Page 216 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC42
Connecting
Communities Across
Regional Spines
North County Transportation
Interfaces Regional Spine
• Improve connection between communities and at interchanges for people walking, biking, and using
micromobility options
• Improve mobility at overpasses and underpasses across regional spines through protected bike
facilities, sidewalk widening, curb extensions/bulb outs, signal timing treatments, and lighting
improvements
• Improve conditions at at-grade rail crossings with clearly marked pedestrian/bike crossings, installation
of a fixed median with flexible bollards, required safety measures for a quiet zone, and warning devices
at pedestrian crossings
• Improve interchanges along I-5, SR 78, and I-15 to promote people and goods through-put while
improving safety for non-motorized modes.
• New ped/bike facilities at I-5/SR 78 interchange to provide connections to coastal areas
Program $300
NC43
Regional Highway and
Arterial TSMO,
Regional Traffic Signal
Management System
North County TSMO Corridor-Wide
• Regionalize existing City traffic signal coordination and create a Regional Traffic Signal Management
and Surveillance System (TSMSS)
• Regional Adaptive/Smart Signals conversion
• Establish an integrated corridor management system along Oceanside Boulevard, Vista Way, and
Nordahl Road with signal communication coordination
• Video analytics (can provide automated incident alerts and identify operational issues)
• Cameras, for incident management and operations monitoring/adjustments
• Develop network optimization software to group platoons of connected and automated vehicles with
common travel paths for priority routing through signalized routes
• Changeable message signs
• Pre-planned evacuation routes and traffic signal plans
Program $48
NC44 SPRINTER Grade
Separations SPRINTER Corridor Transit Regional Spine
Grade Separations at:
•El Camino Real
•Melrose Drive
•North Drive
•Vista Village Drive/ Main Street
•Civic Center
•Nordahl road/Auto Park Way and Mission Avenue
Proposed Grade Separations at:
•College Boulevard
•York Drive
•Buena Creek Road
•Pacific Street
Program $510
NC45 SPRINTER
Electrification SPRINTER Corridor Transit Regional Spine • SPRINTER Vehicle (rolling stock) conversion to all electric fleet Program $69
NC46 San Luis Rey River
Trail Extension Oceanside Active Transportation Regional Spine Extend the San Luis Rey River Trail East Project $97
NC47 SPRINTER Station
Access Improvements North County Transit Regional Spine
• Access improvements to all 15 SPRINTER stations
• Enhance rider experience through: transit-approaching music, increased security, and EV chargers,
bike parking, and passenger loading zones at transit stations
• Bike (or multi-use) paths from SPRINTER stations within Mobility Hubs to nearby attractions
Program $72
Oct. 2, 2023 Item #1 Page 217 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Plan ID Plan Name Location Project Type Primary Strategic
Anchor Description Category Cost
(Millions)
NC48 BRT: SPRINTER
Parallel
Oceanside
Boulevard, Santa Fe
Avenue, and
Mission Road
Transit Regional Spine
Provide a high-frequency, limited stop BRT service parallel to SPRINTER, connecting Oceanside to
Escondido along Oceanside Boulevard, Santa Fe Avenue and Mission Road with peak period frequencies
of 10-minutes
Project $49
Oct. 2, 2023 Item #1 Page 218 of 251
North County CMCP
June 2023 | FINAL | 1
OCEANSIDE BLVD
LEGEND
Inland to Coast Corridor
North County CMCP Study Area
Freeway Connections
Mobility Hubs
SPRINTER Line
SPRINTER Station
San Diego
CountyCarlsbad
Oceanside
Vista
Escondido
San
Marcos
San Diego
County
Projects from ‘The Plan’
Early Action: Inland to Coast
• Connect inland communities to the coast (and vice versa)
• Provide a connection to the western regional spine
• Support a mix of employment and residential centers with future development intensity Plan ID Plan Name
NC03 Oceanside Boulevard Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC06 Vista Way Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC08 Rancho Santa Fe Road Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC14 Mobility Hub: Oceanside Suite of Improvements
NC25 SR 78 Operational Improvements and Managed Lanes
NC30 I-5/SR 78 Interchage
NC31 Inland Rail Trail Destination Connections
NC39 SPRINTER Double Tracking
NC42 Connecting Communities Across Regional Spines
NC44 SPRINTER Grade Separations
NC45 SPRINTER Electrification
NC47 SPRINTER Station Access Improvemnets
NC48 BRT: SPRINTER Parallel
The projects from ‘The Plan’ are furthered described in detail in Attachment 4.
Oct. 2, 2023 Item #1 Page 219 of 251
North County CMCP
June 2023 | FINAL | 2
LEGEND
North County CMCP Study Area
SPRINTER Line
SPRINTER Station
Freeway Connections
Areas with Mobility Constraints
Mobility Gateway
Mobility Hubs
San Diego
CountyCarlsbad
Oceanside
Vista
Escondido
San
Marcos
San Diego
County
Early Action: Mobility Gateway
• Improve a narrow, geographically constrained transportation connection
• Support maturing mobility hubs at either end f the gateway
• Influence transportation improvements across North County and the surrounding mega region Plan ID Plan Name
NC13 Valley Parkway Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC17 Mobility Hub: Escondido Suite of Improvements
NC20 I-15/SR 78 Interchange
NC23 BRT: Escondido (Rapid 471)
NC25 SR 78 Operational Improvements and Managed Lanes
NC31 Inland Rail Trail Destination Connections
NC33 Rapid 450
NC39 SPRINTER Double Tracking
NC40 SPRINTER Service Extensions
NC42 Connecting Communities Across Regional Spines
NC44 SPRINTER Grade Separations
NC45 SPRINTER Electrification
NC47 SPRINTER Station Access Improvemnets
NC48 BRT: SPRINTER Parallel
Projects from ‘The Plan’
The projects from ‘The Plan’ are furthered described in detail in Attachment 4.
Oct. 2, 2023 Item #1 Page 220 of 251
North County CMCP
June 2023 | FINAL | 3
EL
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San Diego
CountyCarlsbad
Oceanside
Vista
Escondido
San
Marcos
San Diego
County
LEGEND
North County CMCP Study Area
SPRINTER Line
SPRINTER Station
Freeway Connections
Mobility Hubs
Major North/South Arterials
Early Action: Major North/South Arterials
• Improve a 15-mile stretch without high-capacity transportation facilities between I-5 and I-15
• Address the growing demand on a grid complementing San Marcos Blvd. and Palomar Airport
Road, SR 78, Oceanside Blvd, and SR 76
Projects from ‘The Plan’
Plan ID Plan Name
NC02 El Camino Real Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC04 College Boulevard Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC05 Melrose Drive Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC07 Sycamore Avenue Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC08 Rancho Santa Fe Road Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC11 Twin Oaks Valley/San Elijo Corridor-Wide Mobility Boulevard Improvements and Enhancements
NC21 BRT: College Boulevard
NC22 BRT: El Camino Real
NC24 BRT: Melrose
NC41 Communication Backbone/Fiber
NC43 Regional Highway and Arterial TSMO, Regional Traffic Signal Management System
NC47 SPRINTER Station Access Improvemnets
The projects from ‘The Plan’ are furthered described in detail in Attachment 4.
Oct. 2, 2023 Item #1 Page 221 of 251
North County CMCP
June 2023 | FINAL | 4
PALOMAR
A
I
R
P
O
R
T
R
D
SAN MARCO
S
B
L
V
D San Diego
CountyCarlsbad
Oceanside
Vista
Escondido
San
Marcos
San Diego
County
LEGEND
North County CMCP Study Area
Freeway Connections
SPRINTER Line
SPRINTER Station
Mobility Boulevard- San Marcos
Boulvevard to Palomar Airport Road
Mobility Hubs
Early Action: Mobility Boulevard - San Marcos and Palomar Airport Road
Projects from ‘The Plan’• Enhance a key east-west corridor between SR 78 and I-5
• Connect education institutions, employment centers, and North County destinations
• Support expected increase of development along the corridor Plan ID Plan Name
NC09 Palomar Airport Road/San Marcos Boulevard Corridor-Wide Mobility Boulevard Improvements and
Enhancements
NC19 Mobility Hub: Palomar Airport Road/Carlsbad Business Park Suite of Improvements
NC32 BRT: Palomar Airport Rd (Rapid 440)
NC33 Rapid 450
NC41 Communication Backbone/Fiber
NC42 Connecting Communities Across Regional Spines
NC43 Regional Highway and Arterial TSMO, Regional Traffic Signal Management System
NC47 SPRINTER Station Access Improvemnets
The projects from ‘The Plan’ are furthered described in detail in Attachment 4.
Oct. 2, 2023 Item #1 Page 222 of 251
North County CMCP
June 2023 | FINAL | 5
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POINSET
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SAN MARCO
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GRAND A
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Major North/South Freeway Connections
LEGEND
Inland to Coast Corridor
North County CMCP Study Area
Mobility Hubs
SPRINTER Line
SPRINTER Station
Mobility Gateway
Major North/South Arterials
Mobility Boulevard: San Marcos
Boulvevard to Palomar Airport Road
Early Action Bundles
Early Action Bundle Locations Early Action Bundles
• Connect inland and coastal communities
• Provide a connection to the I-5, the COASTER, and Amtrak
• Support a mix of employment and residential centers with
future development intensity
• Improve a narrow, geographically constrained transportation
connection
• Support maturing mobility hubs in Escondido and San Marcos
• Influence transportation access across North County and the
surrounding mega region
• Improve a 15-mile stretch without high-capacity transportation
facilities between I-5 and I-15
• Address the growing demand on a grid complementing San
Marcos and Palomar Airport Road, SR 78, Oceanside Boulevard,
and SR 76
• Enhance a key east-west corridor between SR 78 and I-5
• Connect education institutions, employment centers, and
North County destinations
• Support development along the corridor
Inland to Coast Corridor
Mobility Gateway
Major North/South Arterials
Mobility Boulevard: San Marcos Boulevard to Palomar Airport Road
Oct. 2, 2023 Item #1 Page 223 of 251
North County CMCP
June 2023 | FINAL | 6
Early Action Bundles
Projects from ‘The Plan’
Plan ID Plan Name Inland to Coast Mobility Gateway Major North/South Arterials
Mobility Boulevard: San Marcos and Palomar Airport Road
NC01 Mission Avenue Corridor-Wide Mobility Boulevard Improvements and Enhancements Partial No No No
NC02 El Camino Real Corridor-Wide Mobility Boulevard Improvements and Enhancements Partial No Yes Related
NC03 Oceanside Boulevard Corridor-Wide Mobility Boulevard Improvements and Enhancements Yes No No No
NC04 College Boulevard Corridor-Wide Mobility Boulevard Improvements and Enhancements Partial No Yes Related
NC05 Melrose Drive Corridor-Wide Mobility Boulevard Improvements and Enhancements Partial No Yes Related
NC06 Vista Way Corridor-Wide Mobility Boulevard Improvements and Enhancements Yes No No No
NC07 Sycamore Avenue Corridor-Wide Mobility Boulevard Improvements and Enhancements No No Yes No
NC08 Rancho Santa Fe Road Corridor-Wide Mobility Boulevard Improvements and Enhancements Yes No Yes Related
NC09 Palomar Airport Road/San Marcos Boulevard Corridor-Wide Mobility Boulevard Improvements
and Enhancements No Partial Related Yes
NC10 Santa Fe Avenue/Mission Road Corridor-Wide Mobility Boulevard Improvements and Enhancements Partial Partial Related Related
NC11 Twin Oaks Valley/San Elijo Corridor-Wide Mobility Boulevard Improvements and Enhancements No Partial Yes Related
NC12 Centre City Parkway Corridor-Wide Mobility Boulevard Improvements and Enhancements No Partial No No
NC13 Valley Parkway Corridor-Wide Mobility Boulevard Improvements and Enhancements No Yes No No
NC14 Mobility Hub: Oceanside Suite of Improvements Yes No No No
NC15 Mobility Hub: Vista Suite of Improvements Partial No Partial No
NC16 Mobility Hub: San Marcos Suite of Improvements No Partial Partial Related
Oct. 2, 2023 Item #1 Page 224 of 251
North County CMCP
June 2023 | FINAL | 7
Early Action Bundles
Projects from ‘The Plan’
Plan ID Plan Name Inland to Coast Mobility Gateway Major North/South Arterials
Mobility Boulevard: San Marcos and Palomar Airport Road
NC17 Mobility Hub: Escondido Suite of Improvements No Yes No No
NC18 Mobility Hub: Carlsbad Village Suite of Improvements Related No No No
NC19 Mobility Hub: Palomar Airport Road/Carlsbad Business Park Suite of Improvements No No Partial Yes
NC20 I-15/SR 78 Interchange Partial Yes No Related
NC21 BRT: College Boulevard Partial No Yes Related
NC22 BRT: El Camino Real Partial No Yes Related
NC23 BRT: Escondido (Rapid 471)No Yes No No
NC24 BRT: Melrose Partial No Yes Related
NC25 SR 78 Operational Improvements and Managed Lanes Yes Yes Related Related
NC26 Coastal Rail Trail Partial No No Related
NC27 North County Roundabouts Programs Related Related Related Related
NC28 BRT: Mission Avenue/ SR 76 Partial No No No
NC29 BRT: Mission Avenue/Santa Fe Avenue (Rapid 474)Related No No No
NC30 I-5/SR 78 Interchage Yes No No No
NC31 Inland Rail Trail Destination Connections Yes Yes Related No
NC32 BRT: Palomar Airport Road (Rapid 440)No Partial No Yes
Oct. 2, 2023 Item #1 Page 225 of 251
North County CMCP
June 2023 | FINAL | 8
Early Action Bundles
Plan ID Plan Name Inland to Coast Mobility Gateway Major North/South Arterials
Mobility Boulevard: San Marcos and Palomar Airport Road
NC33 Rapid 450 No Yes No Yes
NC34 BRT: Vista Way Partial No No No
NC35 Camp Pendleton Access Related No Related No
NC36 Commuter Express: Palomar Airport to Kearny Mesa via Rancho Bernardo Transit Center No Partial No No
NC37 SR 76 SMART Highway Improvements No No Related No
NC38 Commuter Express: Riverside (Temecula) to North County No Partial No Related
NC39 SPRINTER Double Tracking Yes Yes Related Related
NC40 SPRINTER Service Extensions No Yes Related Related
NC41 Communication Backbone/Fiber Partial Partial Yes Yes
NC42 Connecting Communities Across Regional Spines Yes Yes Partial Yes
NC43 Regional Highway and Arterial TSMO, Regional Traffic Signal Management System Partial Partial Yes Yes
NC44 SPRINTER Grade Separations Yes Yes Related No
NC45 SPRINTER Electrification Yes Yes Related Related
NC46 San Luis Rey River Trail Extension Partial No No No
NC47 SPRINTER Station Access Improvemnets Yes Yes Yes Yes
NC48 BRT: SPRINTER Parallel Yes Yes No No
Projects from ‘The Plan’
Oct. 2, 2023 Item #1 Page 226 of 251
To the members of the:
CITY COUNCIL Dat�1�-3cA ✓ cc �/CM AC VDCM (3) 1\/ ---
July 27, 2023
To:
From:
Council Memorandum
Via: Geoff Patnoe, Assistant City Manage {city ofCarlsbad Memo ID# 2023080 Re:
Honorable Mayor Hall and Members of the City Council
Paz Gomez, Deputy City Manager, Pu
�
I" arks
North County Comprehensive Multi a I Corridor Plan Update (Districts -All}
This memorandum provides an update to the Council Memorandum dated March 23, 2023
(provided as Attachment A), regarding staff's comments on the North County Comprehensive
Multimodal Corridor Plan (CMCP), which was prepared by the California Department of
Transportation (Caltrans) and the San Diego Association of Governments (SAN DAG).
Background
The North County CMCP is the result of a three-year planning process led by Caltrans and
SAN DAG with involvement from the Cities of Oceanside, Carlsbad, Vista, San Marcos and
Escondido. The CMCP utilizes a multimodal planning process intended to create a balanced,
equitable transportation system that integrates mobility options such as driving, biking, walking,
transit, micro-mobility and other mobility services to move both people and goods within North
County and beyond.
The study area includes multiple facilities, including local arterial roadways, state highways, rail
lines, transit systems and active transportation facilities. Within the City of Carlsbad, the CMCP
focuses primarily on key regional arterials roadways and mobility boulevards including Palomar
Airport Road, El Camino Real, College Boulevard and Melrose Drive. Additional recommendations
are also provided in the areas around the city's Mobility Hub sites, including the Village and
Palomar Airport Road Business Park. An informational website, which includes the final North
County CMCP is available at: https://sandag.mysocialpinpoint.com/finalplan
Discussion
The draft CMCP underwent a public review and comment period from February 2, 2023, to
March 12, 2023. The feedback received from the city and other stakeholders is memorialized in
Attachment B. However, Caltrans and SAN DAG have not yet provided a formal response to these
comments though staff will continue working with the project teams from each agency to
address the city's concerns. Specifically, staff is focused on issues related to the inclusion of the
Coast Highway/ Carlsbad Boulevard as a mobility boulevard, and re-evaluating transit services
throughout Carlsbad and the region.
Public Works Branch
Transportation Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 442-339-2780 t
Exhibit 2
Oct. 2, 2023 Item #1 Page 227 of 251
Council Memo -North County CMCP Update (Districts -All)
July 27, 2023
Page 2
Next Steps
City staff have extended invitations to staff from both Caltrans and SAN DAG to present the North
County CMCP to the Traffic and Mobility Commission at a future meeting. The purpose of the
proposed presentation is to provide the commission and the public with comprehensive
information about the plan's recommendations and how the CMCP will play a pivotal role in
shaping development of the transportation network across North County.
Attachments: A. Council Memorandum dated March 23, 2023
B. Public Comments for the Draft North County CMCP
cc: Scott Chadwick, City Manager
Cindie McMahon, City Attorney
Gary Barberio, Deputy City Manager, Community Services
Laura Rocha, Deputy City Manager, Administ rat ive Services
Mickey Williams, Police Chief
David Graham, Chief Innovation Officer
Tom Frank, Transportation Director/City Engineer
Jeff Murphy, Community Development Director
Kristina Ray, Communication & Engagement Director
Mike Strong, Assistant Community Development Director
Gina Herrera, Deputy City Attorney
Matt Sanford, Economic Development Manager
Nathan Schmidt, Transportation Planning and Mobility Manager
Oct. 2, 2023 Item #1 Page 228 of 251
ATTACHMENT A
To the members of the:
CITYCOUN2
Date~CA CC V
cM dAclvl _ v6crvi (3) .J.L"
Council Memorandum
March 23, 2023
To: Honorable Mayor Blackburn and Members of the City Council
From: Paz Gomez, Deputy City Manager, Public Works .
Via:
{city of
Carlsbad
Memo ID# 2023026
Re:
Geoff Patnoe, Assistant City Manager @ ·
Comments on the North County Comprehensive Mult i modal Corridor Plan (Districts -All)
This memorandum provides information on staff's recent comment letter (Attachment A) on the
draft North County Comprehensive Multimodal Corridor Plan (CMCP), which is being prepared
jointly by the California Department of Transportation (Caltrans) and the San Diego Association
of Governments (SAN DAG).
Background
As part of the California Senate Bill 1, Road Repair and Accountability Act of 2017, CMCPs must
be completed for our region to be eligible to compete for certain state and federal funding and
grant opportunities that can take future transportation improvements from idea to reality. In
coordination with agency partners and Caltrans, SAN DAG is currently developing CMCPs for our
region's 12 major transportation corridors by 2025.
The North County CMCP is a component of the SAN DAG Regional Plan for transportation projects
and services in North County for the cities along the State Route 78 (SR-78) corridor. The North
County CMCP focuses on multimodal transportation needs and projects within North County
communities along SR-78, while the Regional Plan considers transportation needs and projects
for the entire San Diego region. Both plans work together to provide a comprehensive
transportation strategy for the San Diego region that supports sustainable growth, improves
mobility and enhances quality of life for residents.
Discussion
The North County CMCP is the result of a two-year planning process led by Caltrans and SAN DAG
with involvement from the Cities of Oceanside, Carlsbad, Vista, San Marcos and Escondido. The
North County CMCP utilizes a multimodal planning process intended to create a balanced, .
equitable transportation system that integrates mobility options such as driving, biking, walking,
transit, micro-mobility and other mobility services to move both people and goods within North
County and beyond.
The corridor study area includes multiple facilities such as local arterial roadways, state
highways, rail lines, transit systems and active transportation facilities. Within the City of
Carlsbad, the North County CMCP focuses primarily on key regional arterial roadways or mobility
Public Works Branch
Transportation Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 442-339-2780 t Oct. 2, 2023 Item #1 Page 229 of 251
Council Memo :_ Comments on the North County CMCP (Districts -All)
·March 23, 2023
Page 2
boulevards including Palomar Airport Road, El Camino Real, College Boulevard and Melrose
Drive. Additional recommendations are also provided in the areas around our mobility hub sites
including the Village and Palomar Airport Road Business Park. An informational website, which
includes the draft North County CMCP, is available at:
https://sandag.mysocialpinpoint.com/northcounty
The draft CMCP was circulated for public review and comment from February 2, 2023, to
March 12, 2023. The city provided comments/concerns to SANDAG/Caltrans on March 12, 2023
(Attachment A), as highlighted in the following comments/concerns:
1.Clarify whether the plan incorporates the city's existing and planned land uses. This has
been an ongoing issue that staff have raised in prior correspondences
2.Provide more details on project/program specifics or how they will impact the city. The
plan seems to create funding requirements for some future activities, but it provides little
detail on project/program specifics and impacts to the city. Project details could include
specific project alignments, right-of-way needs or coordination with specific agencies
3.Request inclusion of the Coast Highway/Carlsbad Boulevard as a mobility boulevard as
identified by staff during numerous technical working group meetings
4.Recommend considerations to re-evaluate existing fixed route transit services throughout
North County and for transit technologies that would better serve our subregion including
on-demand flexible fleets and rideshare programs
5.Make changes to the recommended bikeway improvements along Palomar Airport Road,
El Camino Real and College Boulevard. Additionally, request specific scope improvements
on the city's portion of Palomar Airport Road including improved intersections through
the Interstate 5 (1-5) interchange area and replacing the bridge over the North County
Transit District's railroad right-of-waywith a multimodal bridge
6.Request improvements to bicycle and pedestrian access through freeway interchanges,
which act as critical barriers for active transportation users in Carlsbad
Next Steps
According to the latest correspondence with Caltrans and SAN DAG, Caltrans will respond to
comments and finalize the North County CMCP. They have not yet provided an estimated
completion date. The document should inform development of the next SAN DAG Regional Plan
which is currently underway. Staff will continue to review all project-related materials and
recommend changes at each milestone to help ensure that regional goals, policies and priorities
are fiscally responsible, safety-conscious, sustainable, equitable and in alignment with the goals
and policies established by our community.
Attachment: A. City of Carlsbad letter dated March 12, 2023
Oct. 2, 2023 Item #1 Page 230 of 251
Council Memo -Comments on the North County CMCP (Districts -All)
March 23, 2023
Page 3
cc: Scott Chadwick, City Manager
Cindie McMahon, City Attorney
Gary Barberio, Deputy City Manager, Community Services
Laura Rocha, Deputy City Manager, Administrative Services
David Graham, Chief Innovation Officer
Tom Frank, Transportation Director/City Engineer
Zach Korach, Finance Director
Jeff Murphy, Community Development Director
Kristina Ray, Communication & Engagement Director
Mike Strong, Assistant Director of Community Development
Eric Lardy, City Planner
Nathan Schmidt, Transportation Planning and Mobility Manager
Matt Sanford, Economic Development Manager
Oct. 2, 2023 Item #1 Page 231 of 251
March 12, 2023
California Department of Transportation, District XI
Attn. Kareem Scarlett, PE
4050 Taylor St.
San Diego CA, 92110
North County Comprehensive Multimodal Corridor Plan
Dear Mr. Scarlett:
The City of Carlsbad appreciates the opportunity to provide comments on the draft North County
Comprehensive Multimodal Corridor Plan (CMCP) and would like to make the following comments:
General Comments:
These corridor studies stem from Senate Bill 1 and will assist SANDAG and the Department of
Transportation (Caltrans) to nominate projects, with preference to be given to projects that
demonstrate collaboration between the regional agencies and Caltrans. The City has provided
comments to SANDAG during the development of the current Regional Plan which were shared with the
North County CMCP Technical Working Group and are still relevant for suggested revisions to the
proposed plans programs and projects of this plan. Please refer to our previous comments to SANDAG
regarding the Regional Plan included in a City Council Memorandum dated Oct 21, 2021 Re: SANDAG
2021 Regional Transportation Plan Draft EIR Comment Letter- referenced at following web address -
https://records.carlsbadca.gov/WebLink/DocView.aspx?id=5493674&dbid=0&repo=CityofCarlsbad.
Below are specific comments regarding the draft plan:
Mobility Hubs:
•Recommend changing the On-demand shuttle connecting transit center to employment centers
to a “On-demand flexible fleet” to facilitate the option of rideshare programs.
Mobility Boulevards:
•Request inclusion of the Coast Highway / Carlsbad Boulevard as a Mobility Boulevard.
Throughout the Technical Working Group meetings, the City of Carlsbad and Oceanside
requested that Coast Highway and Carlsbad Boulevard be included as a “Mobility Boulevard” in
the North County CMCP. This primary north-south corridor is the most highly utilized corridor in
North County from a multimodal users perspective and most consistent with the definition of a
Mobility Boulevard as an alternative path to the state highway system (I-5), has a high potential
for higher quality investments for pedestrians, bicyclists, and transit, and connects the
subregions primary activity centers in Oceanside, Carlsbad and neighboring cities to the south.
•College Boulevard: The recommended active transportation improvements include a Class-IV
protected bikeway to Palomar Airport Road. The City of Carlsbad recommends that this be
revised to a Class-I facility within the city limits. The city is developing a plan for the extension
of College Blvd. between Bobcat Lane and El Camino Real which includes a plan to provide both
Class-II bike lanes and a separate Class-I multi-use path along this new alignment.
•Palomar Airport Road/San Marcos Boulevard: Recommend a Class-I multi-use path be provided
along El Camino Real within the City of Carlsbad instead of the proposed Class-IV protected
ATTACHMENT A (city-of
Carlsbad
Oct. 2, 2023 Item #1 Page 232 of 251
North County CMCP: City of Carlsbad Comments
March 12, 2023
Page 2 of 6
bikeway due to the high vehicle speeds, wide roadways, and potentially limited visibility of
bicyclists at the primary intersections. It is also recommended to provided flexible fleets/on-
demand transit along this corridor as a primary connection from the Poinsettia Coaster Station
to the Business Parks along Palomar Airport Road and eventually Cal State San Marcos.
Recommend upgrading all intersections through interchange to smart intersections with
recommended revisions as explained below. Requesting a proposed multimodal bridge over
NCTD rail road right of way and tracks to facilitate adequate space for vehicle lanes, a Class I
pathway, sidewalks, and class IV or buffered class II for the highspeed bicyclist including electric
bicycles.
• El Camino Real: Recommend a Class-I multi-use path be provided along El Camino Real within
the City of Carlsbad instead of the proposed Class-IV protected bikeway due to the high vehicle
speeds, wide roadways, and potentially limited visibility of bicyclists at the primary
intersections.
Regional Spines:
• In the area serviced by North County Transit District (NCTD), fixed route transit ridership
declined from 2015 to 2021 and has not returned to the pre-pandemic ridership levels as shown
in the below graph included in NCTD’s Annual Comprehensive Financial Report For the Fiscal
Years Ended June 30, 2022 and 2021
Interstate 5 (I5) and State Route 78 (SR78) – Recommend prioritizing the NCC improvements
and managed lanes on both I5 and SR 78. The new managed lanes would facilitate next gen
Rapid (BRT) and Flexible Fleet public transit programs which support Senate Bill 1 Chapter
8.5 Congested Corridors, section 2391. The NCC EIR includes an additional Managed Lane to
provide 8 free lanes and 4 managed lanes. To implement the flexible fleet programs with
Source: NCTD Internal Financial Information
., r:: ,g
i
13.0
12.0
11.0
10.0
9.0
8.0
7.0
6.0
5.0
4.0
North County Transit District
Total Boardings
Transportation & Community Development Departments
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North County CMCP: City of Carlsbad Comments
March 12, 2023
Page 3 of 6
minimum delays on the I5 and SR 78 routes, we recommend revising the projects scopes
included in this plan and subsequently the Regional Plan to include 8 free lanes and 4 managed
lanes on I5, and adding the previously scheduled proposed lanes on SR78 included in the current
Transnet Extension Ordinance. We recommend moving up the projects priorities to be
completed by 2035 which could support the Next Gen Rapid projects and flexible fleet public
rideshare transit programs. Recommended priority projects for this corridor include:
1. Completing the I5 and SR 78 multimodal interchange
2. Completing the Village Trench Project
3. Completing additional managed lanes on I5 and SR78 in the Transnet Extension
Ordinance.
4. To address the community barrier created by I5 and the current auto-centric on and off-
ramp intersections designed in the 1960s, include in the plan all new multimodal
interchanges throughout I5 NCC and North County CMCP with the similar approach used
in the Birmingham Drive interchange in the NCC.
A overview of the current trends in our region and many of the recommendations included in
this letter are explained in our short presentation to SANDAG Independent Taxpayer Oversight
Committee (ITOC) on May 11, 2022 at the following web address -
https://www.youtube.com/watch?v=3Cj_qAtqg2M&t=1332s . Please include the related
recommendations in the presentation as recommendations in this letter.
• Recommend using program language consistent with SANDAG including the following flexible
fleet programs.
• Rideshare: Drivers and passengers headed in a similar direction can share the ride in a
vehicle. This includes carpool, vanpool, and pooled ridehailing services such as
uberPOOL and Lyft Shared.
• Microtransit: Multi-passenger shuttles can carry up to 15 passengers and provide rides
within a defined service area. This technology-enabled transit service allows users to
reserve a ride ahead of time or on-demand. Smaller, all-electric shuttles, also known as
neighborhood electric vehicles (NEV), are a form of microtransit that provides a
sustainable and convenient solution for short trips around communities.
• Ridehailing: On-demand ridehailing services allow someone to request a ride in real
time. Services link the passenger with available drivers based on their trip length,
number of passengers, origin, and destination. This includes services such as Uber, Lyft,
and taxis.
Projects and Programs:
• Delete all reference to flexible lanes on Palomar Airport Road and other arterials in Carlsbad
• Revise Carlsbad Mobility Hubs• NEV Areawide Shuttles to • “Rideshare/Rideshailing and
Microtransit”
• Recommend all Rapid (BRTs) be revised to routes on I5 and SR 78 as explained in the first
comment under Regional Spines
• For all identified - • Upgrade signalized intersections to smart intersections, recommend revise
to:
• Upgrade signalized intersections to smart intersections including Intersection Control
Evaluation (ICE).
Transportation & Community Development Departments
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North County CMCP: City of Carlsbad Comments
March 12, 2023
Page 4 of 6
o ICE guidelines shall conform with the California Manual on Uniform Traffic
Control Devices (CA MUTCD), Section 4C.01b and 01c regarding intersection
control. An engineering study shall include consideration of a roundabout (yield
control). If a roundabout is determined to provide a viable and practical
solution, it shall be studied in lieu of, or in addition to a traffic control signal.
Refer to the California Department of Transportation (Caltrans) website for
more information on the Traffic Operations Policy Directive 13-02, Intersection
Control Evaluation (ICE), and other resources for the evaluation of intersection
traffic control strategies: http://www.dot.ca.gov/hq/traffops/liaisons/ice.html
• Palomar Airport Road/San Marcos Boulevard Corridor Wide Mobility Boulevard Improvements
& Enhancements- Recommend
o Upgrading all intersections through interchange to smart intersections with
recommended ICE analysis and proposed intersection improvements. Recommend
increasing cost estimate $10 million or per an engineer’s estimate of probably cost and
revise cost accordingly.
o Requesting a proposed multimodal bridge over NCTD rail road right of way and tracks to
facilitate adequate space for vehicle lanes, a Class I pathway, sidewalks, and class IV or
buffered class II for the highspeed bicyclist including electric bicycles. Recommend
increasing budget estimate $30 million or complete engineer’s estimate of probably cost
and revise cost accordingly.
Other General Comments:
• Transit Demand Analysis: The expansion of transit throughout the subregion is a key element of
the North County CMCP however the analysis provided in Appendix C does not provide any
information to support the significant expansion of traditional fixed route transit. To
understand how transit can be utilized to improve the ways people travel throughout North
County a full demand analysis and supporting market research data should be provided in the
document. Appendix R, Travel Patterns, should be similarly structured to understand how the
recommended transit services can address the current travel patterns in the subregion.
• Barriers for Active Transportation: Freeways interchanges are among the most significant
barriers for active transportation users in the subregion due to the high-speed design features
and number of conflict points. In the City of Carlsbad, the I-5 freeway divides the city and
disconnects active transportation users between the highly attractive coastal destinations in the
west and the residential and business park areas in the eastern portions of the city. The “Gaps
and Barriers” section of the CMCP fails to highlight these critical gaps at freeway interchanges.
Improvements at the freeway interchanges are under the jurisdiction of Caltrans so the draft
CMCP should provide guidance on how these freeway barriers will be overcome with specific
project recommendations for active transportation improvements at all freeway interchanges in
the city.
• The final North County CMCP should prioritize all remaining and un-finished projects that were
identified during the North Corridor Public Works Plan (NC PWP) and seek ways to streamline
implementation.
Transportation & Community Development Departments
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North County CMCP: City of Carlsbad Comments
March 12, 2023
Page 5 of 6
• The draft North County CMCP inventories and assesses existing and future conditions in each
city. However, despite previously providing information to SANDAG staff, the assumptions used
for "existing" and "planned" land use and transportation in the City of Carlsbad are not
consistent with our adopted land use and transportation plans or policies (e.g., forecasted
housing and roadway capacities). Predicting the effect of transportation plans or projects on
land uses and land use planning is critical to developing context sensitive solutions for
transportation projects. Therefore, utilization of the most recent planning assumptions is not
only necessary but is required as specifically stated therein Government Code Section 65080.
Furthermore, the land use assumptions for “uses, residential densities, and building intensities
within the region” (as required by Government Code Section 65080 (b)(2)(B)(i)) should also be
the same, as that provided to the State Air Resources Board (as required per Government Code
Sections 65080 (b)(2)(H and J) in estimating and analyzing GHG from the RTP and the effect on
growth and whether the effects of that growth would be significant in the context of the
region’s plans, natural setting, and growth patterns.
• The draft North County CMCP identifies new policies, programs, and projects that were not
included in the RTP or the NC PWP. The North County CMCP seems to create a funding
requirement for some future activity that is reasonably foreseeable and/or an irrecoverable
commitment to specific program or construction project. As of this writing, it is unclear what
procedures related to CEQA apply to the adoption of the North County CMCP. If the scope of the
North County CMCP is a “project” as defined by CEQA (and NEPA), then the City of Carlsbad will
need to be consulted as a Responsible Agency per CEQA Guidelines Section 15096. As such, the
Lead Agency (i.e., SANDAG) should consider whether the project is covered by a previous
environmental review. To determine whether a project can tier from a certified program EIR,
the Lead Agency should consider whether the later project (Public Resources Code Section
21068.5) is consistent with the program for which the original EIR was prepared and certified; is
consistent with applicable land use plans and zoning in which the later project would be located;
and would not trigger the need for a subsequent or supplemental EIR. In this instant, there
would need to be an evaluation of impacts to existing Land Use Plans, and the lack of a
reasonable range of alternatives that show what would occur if funding or land use assumptions
for the new projects have not been prepared.
• The draft North County CMCP only lists potential projects; it does not show potential
alignments, right of way needed or coordination with specific agencies. More information needs
to be provided on project implementation phasing (both short-range and long-range
improvements), unfunded projects and various funding mechanisms that can bridge the
unfunded gaps.
• Carlsbad respectfully requests that SANDAG support the city’s service bureau requests as
efficiently as possible. Further delays in completion of the regional travel demand model could
adversely impact our rezone schedule and jeopardize our ability to timely meet our Housing
Element program requirements, thereby potentially placing our HCD housing element
certification at risk. Additionally, the city requests that future decisions to update the 2021
Regional Transportation Plan respect the fact that Carlsbad and other local jurisdictions have
been waiting on the availability of the regional model for local projects for some time and that
further delays could result in additional liability, time, and costs for member agencies.
Transportation & Community Development Departments
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North County CMCP: City of Carlsbad Comments
March 12, 2023
Page 6 of 6
If you have any questions or need additional information, please contact Jeff Murphy, Community
Development Director at Jeff.Murphy@carlsbadca.gov for land use related items or Tom Frank,
Transportation Director/City Engineer, at tom.frank@carlsbadca.gov for mobility related items.
Sincerely,
Tom Frank
Transportation Director/City Engineer
c: Paz Gomez, Deputy City Manager, Public Works
Gary Barberio, Deputy City Manager, Community Services
Ron Kemp, Assistant City Attorney
Jeff Murphy, Community Development Director
Eric Lardy, City Planner
Scott Donnell, Senior Planner
Jason Geldert, Engineering Manager
Nathan Schmidt, Transportation Planning and Mobility Manager
Transportation & Community Development Departments
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Oct. 2, 2023 Item #1 Page 237 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
Appendix AA: Public Comments for Draft
CMCP
To: San Diego Association of Governments and Caltrans District 11
From: North County Comprehensive Multimodal Corridor Plan (CMCP) Project Team
Date: June 2023
Subject: North County Comprehensive Multimodal Corridor Plan (CMCP) – Public Comments
Draft CMCP
Overview
The North County CMCP project team reviewed all comments received during the 45-day public review
period. The comments generally consisted of factual errors and requests of new transportation
concepts, projects or programs.
The final report, attachments and appendices incorporated factual errors identified during the public
review period. The project team reviewed the new transportation concepts, projects or programs to
determine consistency with the following principles:
1.Reduction in VMT through system-based planning or implementation of transportation
infrastructure and services of regional significance.
2.Alignment with local, regional and state goals, policies, and initiatives.
3.Supports well-functioning transportation and mobility functions across jurisdictions,
communities, users, and markets.
The project team also reviewed new transportation concepts, projects or programs to determine
consistency with CMCP. The project team determined new transportation concepts, projects or
programs as inconsistent with the CMCP based on the following guidelines:
1.Did not mitigate VMT from transportation projects or be included as part of a system-based
solution to multi-modal options of regional significance.
2.Did not advance sustainable rural transportation solutions.
3.Did not support state (e.g., SB743, California Transportation Plan 2050) or regional (e.g.,
Regional Plan) priorities and initiatives.
When appropriate, transportation projects and concepts were incorporated into the three Strategic
Anchors (i.e., Attachment 1 - Mobility Boulevards, Attachment 2 - Mobility Hubs, and Attachment 3 -
Regional Spines). The requested projects have not been evaluated for feasibility or costed; they are
noted for future planning efforts (e.g., 2025 Regional Plan). As the CMCP is a strategic blueprint for
North County’s transportation system and a requirement for SB1 funding from the State of California, it
is not an obligation but an effective planning exercise to inform future planning efforts, including
SANDAG’s 2025 Regional Plan. Project-specific planning, alternatives, environmental clearance, and
ATTACHMENT B
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Oct. 2, 2023 Item #1 Page 238 of 251
NORTH COUNTY CMCP | FINAL
JUNE 2023
engineering are to be evaluated, addressed, and documented through subsequent project-specific
efforts.
Summary of Comments
Table 1 shows the themes of the public comments and incorporation into the CMCP document that will
help guide future transportation planning, design, implementation, and operations.
Table 1. Theme of Comments Incorporated into the CMCP
Comment Theme Incorporation into CMCP
Improvements to reduce travel delay and meet travel
demand along the SR 76 corridor.
• Implement TSMO improvements to SR 76 for both
regional travel and local community mobility.
• Assess major infrastructure changes to SR 76 as
part of future consideration and evaluation.
Greater travel demand in North County and State
Highway System is resulting in more travel along
major arterials.
• Continue acknowledgment of North County
corridors (e.g., State Route 78) as important and
critical connections to large employment centers
and activity centers in North County.
• Advance arterial roadways (i.e., Mobility
Boulevards) as core corridors for moving people
and goods within North County.
Consider “Vision Zero” statement for the region to
improve safety for all users, including people walking
and biking.
• Expand “Vision Zero” efforts to improve walking
and bike safety while managing travel demand —
including expansion of roundabout programs,
scramble crosswalks, protected bicycle facilities,
and other safety improvement strategies.
Emphases of completion of Inland Rail Trail in North
County.
• Advance completion of Inland Rail Trail, between
the Cities of Vista and Oceanside. Facility is a high
priority and is a part of a long-standing
commitment to regional active transportation
network in North County communities.
The COVID-19 pandemic has affected how transit
service is utilized in North County CMCP. Transit
should change to meet customer behaviors.
• Advance NCTD’s focus on core network while
implementing flexible service formats (e.g., Flex
Services, Microtransit) to meet current and future
evolving trip patterns.
Land use agencies are currently evaluating growth
opportunities along future high-frequent corridors
(e.g., SPRINTER) near downtown areas and within the
mobility hubs.
• Coordinate and leverage proposed transit-oriented
development (TOD) by NCTD and cities in North
County.
Coast Highway and Carlsbad Boulevard is a primary
north-south corridor west of Interstate 5 and should
be a candidate for multi-modal, mobility investments.
• Advance Mobility Hub improvements (e.g., active
transportation facilities, roundabouts) and services
along Coast Highway (Oceanside Mobility Hub) and
Carlsbad Boulevard (Carlsbad Village Mobility
Hub)—to provide higher quality investments for
local mobility to destinations along the coastline.
Complete implementation of Coastal Rail Trail.
• Support implementation of Coastal Rail Trail as a
regional and state priority for active transportation
improvements through the I-5 North Coast Corridor
Public Works Plan.
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NORTH COUNTY CMCP | FINAL
JUNE 2023
Future Consideration and Evaluation
Table 2 displays projects and programs received during the public review period that should be
considered for future planning efforts (e.g., Regional Plan, local corridor plans).
Table 2. Comments for Future Consideration and Evaluation
Projects and Programs for Future Consideration and Evaluation
Additional budget in “Reconnecting Communities” strategy layer for connection of local access,
between communities and across state highway interchanges—including Vista Way across I-5/SR
78 interchange.
Alignment and routing of BRT/Commuter Express services along Regional Spines and Mobility
Boulevards.
Expansion of Reconnecting Communities strategy to include construction of new or reconstruction
of existing bridges to meet multimodal needs across NCTD rail corridors (i.e., COASTER, SPRINTER).
Expansion of multi-purpose trails and pathways to recreational destinations.
TITLE VI STATEMENT
The California Department of Transportation (Caltrans) and San Diego Association of Governments
(SANDAG) assure that no person shall, on the basis of race, color, or national origin, be excluded from
participation in, be denied the benefits of, or be otherwise subjected to discrimination under any
program or activity receiving federal financial assistance, as required by Title VI of the Civil Rights Act of
1964, as amended, the Civil Rights Restoration Act of 1987, Federal Executive Order 12898 (Federal
Actions to Address Environmental Justice in Minority Populations and Low-Income Populations), and
Federal Executive Order 13166 (Improving Access to Services for Persons with Limited English
Proficiency). Caltrans and SANDAG will make every effort to ensure nondiscrimination in all of their
programs and activities, whether they are federally funded or not, and to ensure that services and
benefits are fairly distributed to all people, regardless of race, color, or national origin. In addition,
Caltrans and SANDAG will facilitate meaningful participation in the transportation planning and decision-
making process in a nondiscriminatory manner, including providing meaningful access for persons with
limited English proficiency (LEP). For more information on Title VI of the Civil Rights Act of 1964 at
Caltrans please visit: https://dot.ca.gov/programs/civil-rights/title-vi.
Public Comments on Draft CMCP
The following pages show the comments received during the public review period.
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Draft North County CMCP Comments
#Agency Comment
160 City of Carlsbad
General Comments: These corridor studies stem from Senate Bill 1 and will assist SANDAG and the Department of
Transportation (Caltrans) to nominate projects, with preference to be given to projects that demonstrate collaboration between the regional agencies and Caltrans. The City has provided comments to SANDAG during the development of the current Regional Plan
which were shared with the North County CMCP Technical Working Group and are still relevant for suggested revisions to the
proposed plans programs and projects of this plan. Please refer to our previous comments to SANDAG regarding the Regional Plan included in a City Council Memorandum dated Oct 21, 2021 Re: SANDAG 2021 Regional Transportation Plan Draft EIR Comment Letter-
referenced at following web address - https://records.carlsbadca.gov/WebLink/DocView.aspx?id=5493674&dbid=0&repo=CityofCarlsbad. Below are specific comments regarding the draft plan:
161 City of Carlsbad
Mobility Hubs: Recommend changing the On-demand shuttle connecting transit center to employment centers
to a “On-demand flexible fleet” to facilitate the option of rideshare programs
162 City of Carlsbad
Mobility Boulevards: a) Request inclusion of the Coast Highway / Carlsbad Boulevard as a Mobility Boulevard. Throughout the Technical Working Group meetings, the City of Carlsbad and Oceanside requested that Coast Highway and Carlsbad Boulevard be included as
a “Mobility Boulevard” in the North County CMCP. This primary north-south corridor is the most highly utilized corridor in
North County from a multimodal users perspective and most consistent with the definition of a Mobility Boulevard as an alternative path to the state highway system (I-5), has a high potential for higher quality investments for pedestrians, bicyclists, and transit, and
connects the subregions primary activity centers in Oceanside, Carlsbad and neighboring cities to the south.
163 City of Carlsbad
Mobility Boulevards: b) College Boulevard: The recommended active transportation improvements include a Class-IV protected bikeway to Palomar Airport Road. The City of Carlsbad recommends that this be revised to a Class-I facility within the city limits. The city is
developing a plan for the extension
of College Blvd. between Bobcat Lane and El Camino Real which includes a plan to provide both Class-II bike lanes and a separate Class-I multi-use path along this new alignment.
164 City of Carlsbad
Mobility Boulevards: c) Palomar Airport Road/San Marcos Boulevard: Recommend a Class-I multi-use path be provided along El Camino Real within the City of Carlsbad instead of the proposed Class-IV protected bikeway due to the high vehicle speeds, wide
roadways, and potentially limited visibility of bicyclists at the primary intersections. It is also recommended to provided flexible fleets/OnDemand transit along this corridor as a primary connection from the Poinsettia Coaster Station to the Business Parks along
Palomar Airport Road and eventually Cal State San Marcos. Recommend upgrading all intersections through interchange to smart intersections with recommended revisions as explained below. Requesting a proposed multimodal bridge over
NCTD rail road right of way and tracks to facilitate adequate space for vehicle lanes, a Class I pathway, sidewalks, and class IV or buffered class II for the highspeed bicyclist including electric bicycles.
165 City of Carlsbad
Mobility Boulevards: d) El Camino Real: Recommend a Class-I multi-use path be provided along El Camino Real within the City of Carlsbad instead of the proposed Class-IV protected bikeway due to the high vehicle
speeds, wide roadways, and potentially limited visibility of bicyclists at the primary intersections.
166 City of Carlsbad
Regional Spines: a) In the area serviced by North County Transit District (NCTD), fixed route transit ridership declined from 2015 to 2021 and has not returned to the pre-pandemic ridership levels as shown in the below graph included in NCTD’s Annual Comprehensive
Financial Report For the Fiscal Years Ended June 30, 2022 and 2021.
167 City of Carlsbad
Regional Spines: b) Interstate 5 (I5) and State Route 78 (SR78) – Recommend prioritizing the NCC improvements and managed lanes on both I5 and SR 78. The new managed lanes would facilitate next gen Rapid (BRT) and Flexible Fleet public transit programs which
support Senate Bill 1 Chapter 8.5 Congested Corridors, section 2391. The NCC EIR includes an additional Managed Lane to provide 8 free lanes and 4 managed lanes.
168 City of Carlsbad
Regional Spines: To implement the flexible fleet programs with minimum delays on the I5 and SR 78 routes, we recommend revising the projects scopes
included in this plan and subsequently the Regional Plan to include 8 free lanes and 4 managed lanes on I5, and adding the previously scheduled proposed lanes on SR78 included in the current Transnet Extension Ordinance.
169 City of Carlsbad
Regional Spines: We recommend moving up the projects priorities to be completed by 2035 which could support the Next Gen Rapid projects and flexible fleet public rideshare transit programs. Recommended priority projects for this corridor include:
1. Completing the I5 and SR 78 multimodal interchange
2. Completing the Village Trench Project
3. Completing additional managed lanes on I5 and SR78 in the Transnet Extension
Ordinance.
4. To address the community barrier created by I5 and the current auto-centric on and offramp
intersections designed in the 1960s, include in the plan all new multimodal
interchanges throughout I5 NCC and North County CMCP with the similar approach used
in the Birmingham Drive interchange in the NCC.
170 City of Carlsbad
4. To address the community barrier created by I5 and the current auto-centric on and offramp
intersections designed in the 1960s, include in the plan all new multimodal
interchanges throughout I5 NCC and North County CMCP with the similar approach used
in the Birmingham Drive interchange in the NCC.
171 City of Carlsbad
Regional Spines Cont.: a) A overview of the current trends in our region and many of the recommendations included in this letter are explained in our short presentation to SANDAG Independent Taxpayer Oversight Committee (ITOC) on May 11, 2022 at the following
web address - https://www.youtube.com/watch?v=3Cj_qAtqg2M&t=1332s . Please include the related recommendations in the presentation as recommendations in this letter.
172 City of Carlsbad
Regional Spines Cont.:. b) Recommend using program language consistent with SANDAG including the following flexible fleet programs.
• Rideshare: Drivers and passengers headed in a similar direction can share the ride in a
vehicle. This includes carpool, vanpool, and pooled ride hailing services such as
uberPOOL and Lyft Shared.
• Microtransit: Multi-passenger shuttles can carry up to 15 passengers and provide rides
within a defined service area. This technology-enabled transit service allows users to
reserve a ride ahead of time or on-demand. Smaller, all-electric shuttles, also known as
neighborhood electric vehicles (NEV), are a form of microtransit that provides a
sustainable and convenient solution for short trips around communities.
• Ridehailing: On-demand ridehailing services allow someone to request a ride in real
time. Services link the passenger with available drivers based on their trip length,
number of passengers, origin, and destination. This includes services such as Uber, Lyft,
and taxis.173 City of Carlsbad Projects and Programs: a) Delete all reference to flexible lanes on Palomar Airport Road and other arterials in Carlsbad
174 City of Carlsbad Projects and Programs: b) Revise Carlsbad Mobility Hubs• NEV Areawide Shuttles to • “Rideshare/Ridesh ailing and Microtransit”
175 City of Carlsbad Projects and Programs: c) Recommend all Rapid (BRTs) be revised to routes on I5 and SR 78 as explained in the first comment under Regional Spines
176 City of Carlsbad
Projects and Programs: d) For all identified - • Upgrade signalized intersections to smart intersections, recommend revise to: Upgrade signalized intersections to smart intersections including Intersection Control Evaluation (ICE). ( ICE guidelines shall conform with the
California Manual on Uniform Traffic
Control Devices (CA MUTCD), Section 4C.01b and 01c regarding intersection control. An engineering study shall include consideration of a roundabout (yield control). If a roundabout is determined to provide a viable and practical solution, it shall be studied in lieu of,
or in addition to a traffic control signal. Refer to the California Department of Transportation (Caltrans) website for more information on the Traffic Operations Policy Directive 13-02, Intersection Control Evaluation (ICE), and other resources for the evaluation of
intersection traffic control strategies: http://www.dot.ca.gov/hq/traffops/liaisons/ice.html) 177 City of Carlsbad Projects and Programs: e) Palomar Airport Road/San Marcos Boulevard Corridor Wide Mobility Boulevard Improvements & Enhancements
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178 City of Carlsbad
Recommend --a)Upgrading all intersections through interchange to smart intersections with recommended ICE analysis and proposed intersection improvements. Recommend increasing cost estimate $10 million or per an engineer’s
estimate of probably cost and revise cost accordingly.
179 City of Carlsbad
Recommend
b)Requesting a proposed multimodal bridge over NCTD rail road right of way and tracks to facilitate adequate space for vehicle lanes, a Class I pathway, sidewalks, and class IV or buffered class II for the highspeed bicyclist including electric bicycles. Recommend
increasing budget estimate $30 million or complete engineer’s estimate of probably cost and revise cost accordingly.
180 City of Carlsbad
Other General Comments: a) Transit Demand Analysis: The expansion of transit throughout the subregion is a key element of
the North County CMCP however the analysis provided in Appendix C does not provide any information to support the significant expansion of traditional fixed route transit. To understand how transit can be utilized to improve the ways people travel throughout
North County a full demand analysis and supporting market research data should be provided in the document. Appendix R, Travel Patterns, should be similarly structured to understand how the recommended transit services can address the current travel patterns in
the subregion. b) Barriers for Active Transportation: Freeways interchanges are among the most significant barriers for active transportation users in the subregion due to the high-speed design features and number of conflict points. In the City of Carlsbad, the I-5
freeway divides the city and disconnects active transportation users between the highly attractive coastal destinations in the
west and the residential and business park areas in the eastern portions of the city. The “Gaps and Barriers” section of the CMCP fails to highlight these critical gaps at freeway interchanges. Improvements at the freeway interchanges are under the jurisdiction of
Caltrans so the draft CMCP should provide guidance on how these freeway barriers will be overcome with specific project recommendations for active transportation improvements at all freeway interchanges in the city. c) The final North County CMCP should
prioritize all remaining and un-finished projects that were identified during the North Corridor Public Works Plan (NC PWP) and seek ways to streamline implementation. d) The draft North County CMCP inventories and assesses existing and future conditions in each
city. However, despite previously providing information to SANDAG staff, the assumptions used for "existing" and "planned" land use and transportation in the City of Carlsbad are not consistent with our adopted land use and transportation plans or policies (e.g.,
forecasted housing and roadway capacities). Predicting the effect of transportation plans or projects on land uses and land use planning is critical to developing context sensitive solutions for transportation projects. Therefore, utilization of the most recent planning
assumptions is not only necessary but is required as specifically stated therein Government Code Section 65080.
Furthermore, the land use assumptions for “uses, residential densities, and building intensities within the region” (as required by Government Code Section 65080 (b)(2)(B)(i)) should also be the same, as that provided to the State Air Resources Board (as required per
Government Code Sections 65080 (b)(2)(H and J) in estimating and analyzing GHG from the RTP and the effect on growth and whether the effects of that growth would be significant in the context of the region’s plans, natural setting, and growth patterns.
181 City of Carlsbad
Other General Comments continued: e) The draft North County CMCP identifies new policies, programs, and projects that were not
included in the RTP or the NC PWP. The North County CMCP seems to create a funding requirement for some future activity that is reasonably foreseeable and/or an irrecoverable commitment to specific program or construction project. As of this writing, it is unclear
what procedures related to CEQA apply to the adoption of the North County CMCP. If the scope of the North County CMCP is a “project” as defined by CEQA (and NEPA), then the City of Carlsbad will need to be consulted as a Responsible Agency per CEQA Guidelines
Section 15096. As such, the Lead Agency (i.e., SANDAG) should consider whether the project is covered by a previous environmental review. To determine whether a project can tier from a certified program EIR, the Lead Agency should consider whether the later
project (Public Resources Code Section 21068.5) is consistent with the program for which the original EIR was prepared and certified; is consistent with applicable land use plans and zoning in which the later project would be located; and would not trigger the need for
a subsequent or supplemental EIR. In this instant, there would need to be an evaluation of impacts to existing Land Use Plans, and the lack of a reasonable range of alternatives that show what would occur if funding or land use assumptions for the new projects have
not been prepared. f) The draft North County CMCP only lists potential projects; it does not show potential alignments, right of way needed or coordination with specific agencies. More information needs to be provided on project implementation phasing (both short-
range and long-range improvements), unfunded projects and various funding mechanisms that can bridge the unfunded gaps. g) Carlsbad respectfully requests that SANDAG support the city’s service bureau requests as efficiently as possible. Further delays in
completion of the regional travel demand model could adversely impact our rezone schedule and jeopardize our ability to timely meet our Housing Element program requirements, thereby potentially placing our HCD housing element certification at risk. Additionally,
the city requests that future decisions to update the 2021 Regional Transportation Plan respect the fact that Carlsbad and other local jurisdictions have been waiting on the availability of the regional model for local projects for some time and that
further delays could result in additional liability, time, and costs for member agencies.
216 City of Escondido
Page 103
1.We agree with the concept of proposed bike faciliƟes along Center City Parkway and along Mission, and we recognize that this document is necessarily a high-level planning document and can't possibly get into the constraints that could occur during the
engineering phases of projects. That said, we offer caution that a full Class 1 or Class IV facility along Mission may be challenging, particularly at the east end of Mission. In this location, for example, given the speed of the roadway and the lower traffic volumes, and
the context of the neighborhood, a Class II facility may be more appropriate. We request that notes be added to the plan to state that the plan is conceptual and further engineering study may support alternative facilities or routes.
2.Please adjust the map so that the east end of Escondido is not cut off.
217 City of Escondido
Page 105
1.Extension (of Sprinter from) Escondido (Transit Center) to southern Escondido (Phase D) should state to North County Mall - distance should be 3 miles
218 City of Escondido
Page 106
1.Map should show the exisƟng Route 350 (the only high-frequency route in City)
219 City of Escondido
Attachment 5 - Early action items for Escondido
1.From our meeƟngs with the team, we understood that the 15/78 Interchange project (NC20), as well as the Valley Parkway Mobility Blvd project (NC13), would be included on the Early AcƟon Items list. Unless we have misread the aƩachment, that does not
appear to be the case. Throughout development of the CMCP, the I-15/SR78 project has been identified as a priority by all committee members along the SR-78 corridor and should be identified in the Early Action List. In addition, we believe that transit demand and
the need for improvements as demonstrated by the planned route 471 and the East Valley Specific Plan, that is sure to result in additional density along this corridor, necessitate early action on the Valley Parkway Mobility Blvd that connects Valley Center and
surrounding tribal lands with transportation options. In addition, Valley Parkway is a key route for first and last mile connections to transit that are necessary to serve social equity communities of this area. Please modify pages 1 and 2 to include these projects in the
Early action bundles, as well as pages 6 and 7. We have attached marked-up pages for your convenience.
102 City of Oceanside: Public Works
Department/Traffic Engineering Division SR-76: a) Appendix N, Figure 1: Please highlight SR-76
103 City of Oceanside: Public Works
Department/Traffic Engineering Division SR-76: b) Attachment 4: In addition to grade separation at SR-76/Douglas and SR-76/College, please provide grade separation at SR-76/Foussat and SR-76/Rancho Del Oro as well
104 City of Oceanside: Public Works
Department/Traffic Engineering Division SR-76:c) Regional Spine: Please check the box for Segment 1 (El Camino Real to Melrose Drive) for High-Frequency Transit
105 City of Oceanside: Public Works
Department/Traffic Engineering Division
SR-78: Please include the construction of SR-78 and Rancho Del Oro interchange. This interchange needs to be added to the Strategic Anchor: Region Spine section of Attachment 3. This interchange is shown on the City's circulation Element and its construction will
help alleviate the congestion on College Boulevard
106 City of Oceanside: Public Works
Department/Traffic Engineering Division I-5: a) please have the I-5 include full access to California Street
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107 City of Oceanside: Public Works
Department/Traffic Engineering Division I-5: b) SR-78 and I-5 Interchange improvements need to be highlighted as a top priority project for North County
108 City of Oceanside: Public Works
Department/Traffic Engineering Division Sprinter: a) Attachment 3, Proposed Strategies: Of the two suggested railroad track grade separations that are being proposed, City of Oceanside prefers grade separations at College Boulevard and Crouch Street
109 City of Oceanside: Public Works
Department/Traffic Engineering Division Mission Avenue: a) Please consider providing NCTD FLEX-On-Demand service to hillside neighborhoods (e.g., Marlado Heights neighborhood north of SR-76 between Benet Road and Foussat Road, and the neighborhoods along Rancho Del Oro).
110 City of Oceanside: Public Works
Department/Traffic Engineering Division Oceanside Boulevard: a) Attachment 4, Plan ID NC03: Under "Descriptions," please include "Provide connectivity to NCTD facilities."
111 City of Oceanside: Public Works
Department/Traffic Engineering Division Oceanside Boulevard:b) Please place more emphasis on completing the Inland Rail Trail through Oceanside,
112 City of Oceanside: Public Works
Department/Traffic Engineering Division
Oceanside Boulevard: c) Please provide a NCTD FLEX On-Demand service to the Fire Mountain neighborhood (bounded by Oceanside Boulevard, 1-5 and El Camino Real) and the Loma Alta neighborhood (bounded by Oceanside Boulevard, Canyon Drive and El Camino
Real)
113 City of Oceanside: Public Works
Department/Traffic Engineering Division
Oceanside Boulevard: d) Please add to the Mobility Boulevard Attachment: i) A micro transit or NEV between the Sprinter Stations and El Corazon Park to Segment 2, El Camino Real to College Boulevard. El Corazon encompasses one of the largest soccer complexes in
San Diego County. It has a large aquatics center, a senior center and two mixed-use residential developments with hundreds of units. In addition, construction of the Frontwave Arena, an 8,000-seat sports and entertainment center, is currently under construction
with completion anticipated in early 2024.
117 City of Oceanside: Public Works
Department/Traffic Engineering Division Coastal Rail Trail: a) Please add the Coastal Rail Trail to the Mobility Boulevard.
118 City of Oceanside: Public Works
Department/Traffic Engineering Division Coastal Rail Trail: b) Please include Loma Alta Bridge to the priority Coastal Rail Trail improvements
119 City of Oceanside: Public Works
Department/Traffic Engineering Division
El Camino Real: a) Please prioritize smart intersection improvements at El Camino Real/Vista Way
and El Camino Real/Mission Avenue
120 City of Oceanside: Public Works
Department/Traffic Engineering Division
El Camino Real: b) Please extend the Next Gen 477 rapid bus service through Segment 1 of El
Camino Real
121 City of Oceanside: Public Works
Department/Traffic Engineering Division
El Camino Real: c) Please provide a NCTD FLEX On-Demand service to the Fire Mountain neighborhood (bounded by El Camino Real, Vista Way and Oceanside Boulevard), the Henie Hills neighborhood (bounded by El Camino Real, Vista Way and Oceanside Boulevard)
and the Oceana neighborhood (bounded by El Camino Real, SR-76 and Mesa Drive.
122 City of Oceanside: Public Works
Department/Traffic Engineering Division El Camino Real:d) Please add to the Mobility Boulevard Attachment: i) An enhanced bicycle facilities and sidewalk to Segment 1 (Peyri Road to Oceanside Boulevard).
123 City of Oceanside: Public Works
Department/Traffic Engineering Division Rancho Del Oro: a) Please include Rancho Del Oro as a Mobility Boulevard and acknowledge the need for the SR-78/RDO interchange.
124 City of Oceanside: Public Works
Department/Traffic Engineering Division College Boulevard: a) Please provide a grade separation at College Boulevard and the Sprinter line
125 City of Oceanside: Public Works
Department/Traffic Engineering Division College Boulevard: b) Please provide a NCTD FLEX On-Demand service to the Mira Costa neighborhood (bounded by College Boulevard, Vista Way and Cameo Drive).
126 City of Oceanside: Public Works
Department/Traffic Engineering Division College Boulevard: c) Please add to the Mobility Boulevard Attachment: i) In Segment 1: North River Road to Mesa Drive ii) A grade separation at College Boulevard and SR76
127 City of Oceanside: Public Works
Department/Traffic Engineering Division Melrose Drive: a) Please provide grade separated crossings for both the Sprinter and the Inland Rail Trail.
128 City of Oceanside: Public Works
Department/Traffic Engineering Division Melrose Drive: b) Please provide a NCTD FLEX On-Demand service to the Peacock neighborhood located southwest of Melrose Drive and Oceanside Boulevard.
129 City of Oceanside: Public Works
Department/Traffic Engineering Division Melrose Drive: c) Strategic Anchor, Mobility Element, Melrose Drive: In Segment 1, there is mention of ten signals, but when counted, there are only nine. Is the Rail Road crossing being counted as a signal too? Please clarify.
130 City of Oceanside: Public Works
Department/Traffic Engineering Division Melrose Drive: d) Please check Mobility Boulevard Attachment: i) Segment 1, on the key map, what is labeled as "River Rd to Olive Ave" actually shows "North Santa Fe Avenue to Olive Avenue."
131 City of Oceanside: Public Works
Department/Traffic Engineering Division
North Santa Fe Avenue: a) Please add North Santa Fe Avenue to the Mobility Boulevard Attachment: i) Please check the Segment 1 box for "Upgrade and development to Inland Rail Trail and Trailheads." North Santa Fe Avenue is a major corridor leading to the Inland
Rail Trail/San Luis Rey River Trail. ii) Please add sidewalk improvements on the east side of North Santa Fe between SR-76 and Champlain Street. This will provide access to Guajome Regional Park.
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132 City of Oceanside: Public Works
Department/Traffic Engineering Division
Vista Way: a) Vista Way west from 1-5 to Broadway Street is not included with the Mobility Boulevard-Vista Way study. We believe it should be included, specifically, in the context of reconstruction of the l-5/SR78Nista Way interchange. The nearest connection, from
west of 1-5 to east of 1-5, that does not go through residential neighborhoods, is Oceanside Boulevard. Currently, making the connection between the two segments of Vista Way, drivers must get on SR-78 and exit at Jefferson Street. Also, there are no pedestrian or
bike accesses at this crossing, which need to be constructed as part of the interchange improvements.
133 City of Oceanside: Public Works
Department/Traffic Engineering Division General Comments: a) Please include Rancho Del Oro Road/SR-78 interchange in the North County CMCP.
134 City of Oceanside: Public Works
Department/Traffic Engineering Division General Comments: b) Appendix N: The volumes are based on 2016 counts and are seven years old. Is there a plan to collect more recent traffic volume counts?
135 City of Oceanside: Public Works
Department/Traffic Engineering Division
General Comments: c) There are many references to "River Road." This specific road is not found anywhere. Should the referenced name be "North River Road?" Please make the road name correction throughout the draft report. Example locations where this is
mentioned are: i) Strategic Anchor, Regional Spine, State Route 76 ii) Strategic Anchor, Mobility Boulevard, Melrose Drive
136 City of Oceanside: Public Works
Department/Traffic Engineering Division General Comments: d) Please consider using another color for check marks in the boxes other than yellow. Yellow is hard to see when printed.
137 City of Oceanside: Public Works
Department/Traffic Engineering Division
General Comments: e) Strategic Anchor, Mobility Hubs, Bikeways: It is noted, "upgrade rail trail facilities to allow shared use with NEVs." Where has this been done and is this expected
to be implemented? Shouldn't bike/walking paths be separated from vehicles?
138 City of Oceanside: Public Works
Department/Traffic Engineering Division General Comments: f) Early Action, Inland to Coast: Example "NC45," what is "SPRINTER Electrification?"
139 City of Oceanside: Public Works
Department/Traffic Engineering Division General Comments: g) Early Action, Inland to Coast: Along with "grade separation," please include signal interconnect communication between the closest traffic signal and the railroad crossing.
140 City of Oceanside: Public Works
Department/Traffic Engineering Division General Comments: h) Traffic calming devices were mentioned as part of the Mobility Boulevard study. What type of traffic calming devices are proposed for collector roads?
182 City of San Marcos General: There are quite a few attachments and appendices. Ensure all references are hyperlinked in the final on line text for ease of use.
183 City of San Marcos
CMCP page 13: Local Initiatives: The City of San Marcos ATP currently underway should be listed together with the current mobility
efforts the jurisdictions are bringing forward.
184 City of San Marcos
CMCP Page 72: Figure 3-16: Confluence of Barriers in San Marcos: A University District Specific Pian Amendment was last adopted in 2022 and resulted in a different street alignment for the UDSP area west of Twin Oaks Valley Road. In addition, the amendment
closed to vehicular access segments of Mid City Lane on the east side of Twin Oaks Valley Road. Further, the footprint of the UDSP grew as additional property on the east side was incorporated. Please update the overlay in the image to match the current street
alignment in the UDSP.
185 City of San Marcos CMCP page 99: Figure 5-2: Strategy Layers: Consider including some form of this explanatory graphic directly into each attachment that uses these symbols.
186 City of San Marcos
CMCP page 101: Regional "smart" Highway Capacity Management: Graphic appears to show a direct access lane at
San Marcos Blvd. Text in the attachments refers to a direct access lane at Twin Oaks Valley Road. Please clarify. See also comment below about direct access ramp locations.
187 City of San Marcos
CMCP page 103: Active Transportation Network: Graphic shows Class IV bike facilities on San Marcos Blvd. Note that Class IV facilities are likely incompatible with existing right-of-way, development, and the proposed local access vehicular lane on portions of San
Marcos Boulevard (multi-way).
188 City of San Marcos CMCP page 104: Reconnecting Communities: Scale of graphic is illegible for purposes of determining which locations are targeted by this strategy. Suggest creating multiple graphics at a scale where the areas targeted by this strategy can be discerned.
189 City of San Marcos
CMCP page 105: Sprinter: Scale of graphic is illegible for purposes of determining which locations are targeted by this strategy. Suggest creating multiple graphics at a scale where the areas targeted by this strategy can be discerned. Suggest also referen cing detailed
sheets in the attachments that may supplement this graphic to make it clear where the improvements might be located.
190 City of San Marcos
Attachment 3: Regional Spine Sheets: Sprinter Improvements Track Map: Adjustcolor-codingof Phase A, B, C, D to match the
segment colors on the preceding page, "Regional Spine Context Map". Phase A is shown as influencing the Oceanside mobility hub- please confirm accuracy.
191 City of San Marcos
Attachment 4 NC16: Mobility Hub: San Marcos Suite of Improvements: Intra-City shuttle connecting CSUSM with SPRINTER and other key locations: Expanded connectivity should be considered to align with the San Marcos General Plan and to optimize the utility of
the shuttle. The shuttle system could connect the city's core activity centers, retail, and recreational destinations including Palomar Community College, the San Marcos Creek District, the University District, California State University San Marcos, and the
Civic Center. Refer to General Plan Figure 3-3.
192 City of San Marcos
Attachment 4 NC19: Mobility hub: Palomar Airport Road/Carlsbad Business Park Suite of Improvements: Carlsbad Business Park: On-Demand Shuttle connecting Poinsettia Station to Palomar Airport Rd: Consider extending on-demand shuttle service to the east along
San Marcos Blvd. to Las Posas in order to serve the new housing projects proposed on both sides of San Marcos Blvd. between Mc Mahr and Via Vera Cruz as well as Breeze routes 347 and 445.
193 City of San Marcos
Attachment 4 NC25: SR 78 Operational Improvements and Managed Lanes: Direct Access ramps: Direct access ramps would introduce additional traffic conflicts on San Marcos Blvd. and Twin Oaks Valley Road, further divide communities, and significantly impact
productive commercial properties. Additional analysis should be done along the corridor to determine appropriate
locations and impacts.
194 City of San Marcos
Attachment 4 NC27: North County Roundabout Programs: In Mobility hub areas; 20 intersection conversions across the study area: Please advise where additional information about the 20 intersections identified for study and potential conversion to roundabouts are
listed
195 City of San Marcos
Attachment 4 NC44: Sprinter Grade Separations: Grade Separations at: El Camino Real, Melrose Drive, Vista Village Drive/Main Street, North Drive, Civic Center, Auto Parkway: Locations listed are those planned in the 2021 Regional Plan. Add the Proposed CMCP
Grade Separations: York Drive, Buena Creek Road, and Pacific Street.
196 City of San Marcos
Attachment 5: Early Action Bundles: Early Action: Mobility Gateway: Consider incorporating pedestrian and bicycle oriented
improvements to the San Marcos Blvd. underpass at SR-78 as a part of the early action bundle. Doing so will connect the mobility hub across the SR-78, reconnecting the community and enhancing travel through San Marcos Blvd.
197 City of San Marcos
Appendix F: Land Use Patterns: The document considers the acreage within a half mile radius of Sprinter and transit stops. Consider
offering a calculation of the acreage within a half mile specifically of a high-quality transit stop today, and how that number will change with the implementation of increased service proposed by the CMCP (thereby making an increased number of transit stops meet
the "high-quality" standard}.
198 City of San Marcos
Appendix M: Safety Analysis: The report details collision data for pedestrians and bicyclists and aims for improvements and programs to reduce conflicts through traffic calming, restricting right turns on red signal, and other measures. Consider a bold "Vision Zero"
statement for the region to significantly improve walking and biking safety. Consider scramble crosswalks at appropriate locations where pedestrian traffic is significant and should be prioritized.
203 County of San Diego
CMCP impacts that could have potentially significant adverse effects to the unincorporated county or County facilities should be
evaluated using the County’s Guidelines for Determining Significance. These guidelines are available online at: http://www.sandiegocounty.gov/pds/procguid.html.
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204 County of San Diego
Local Initiatives (pg 22) a) The plan should take into consideration and reference the County’s 2018 Active Transportation Plan (ATP). The ATP can be found at this link:https://www.sandiegocounty.gov/content/dam/sdc/pds/advance/activetransportationplan
/FinalATPOctober2018.pdf. b) Certain appendices to the County’s ATP may be helpful to reference in prioritizing projects to implement the NCCMCP: Appendix A in the link below contains Level of Traffic Stress (LTS) maps for bicycle facilities, based on the pre-2018
(ATP adoption) Mobility Element Network and based on the Mobility Element Network as updated with the ATP. Maps covering areas within the NCCMCP geographic scope include Bonsall (maps on pages 5 and 6 of the PDF page counter), Fallbrook (maps on pages 15-
18 of the PDF page counter), North County Metro (maps on pages 27-28 of the PDF page counter), and San Dieguito (maps on pages 41-42 of the PDF page counter). AppendixA_wDraftFinalCover.pdf (sandiegocounty.gov). Appendix B: ATP Toolbox, providing
guidance for planning and design of active transportation improvements. The guidance is based on types of improvements in relation to Mobility Element Network classifications and is not set up with individualized guidance by community/subregional plan area.
AppendixB.pdf (sandiegocounty.gov)
205 County of San Diego
Section 5: Mobility Assessment: a) active transportation: The map showing planned Class I and Class IV bicycle facilities is not the most current. The current County General Plan Mobility Element Network can be found at the link below.
https://www.sandiegocounty.gov/content/dam/sdc/pds/docs/GP/MobilityNetworkAppendix_2022.pdf. Maps and tables covering areas within the NCCMCP geographic scope include the Bonsall Mobility Element Network (Figure M-A-2 on page 7 of the PDF page
counter and corresponding table on pages M-A-7 through M-A-9 [pages 8-10 in the PDF page counter]), the Fallbrook Mobility Element Network (Figure M-A-7 on page 23 of the PDF page counter and corresponding table on pages M-A-23 through M-A-26 [pages 24-
27 in the PDF page counter]), the North County Metro Mobility Element Network (Figure M-A-12 on page 43 of the PDF page counter and corresponding table on pages M-A-43 through M-A-47 [pages 44-48 in the PDF page counter]), and the San Dieguito Mobility
Element Network (Figure M-A-19 on page 65 of the PDF page counter and corresponding table on pages M-A-65 through M-A-67 [pages 66-68 in the PDF page counter]). The CMCP should include bike facilities planned in the County’s Mobility Element Network (i.e.
Class IV Bike Facilities).
206 County of San Diego
Section 5: Mobility Assessment: b) Sprinter: The County is currently analyzing potential for Transit Oriented Development near the Buena Creek Sprinter Station in the North County Metro Planning Area. This is the only rail station in the unincorporated area, this is a
signifcant opportunity of funding for rail projects in the County. The County Planning and Development Services Department (PDS) will be beginning a project in Spring 2023 known as the “Community-Based Transportation Program”, which will conduct outreach to
understand the mobility needs of the stakeholders in the area near the Sprinter Station. As this project is partly funded through a SANDAG Smart Growth Incentive Program (SGIP) Cycle 5 grant, the County will need to collaborate with SANDAG to meet the
transportation goals for the Station, the area, and the region.
207 County of San Diego
Section 5: Mobility Assessment: c) High Frequency core, rapid, & commuter services: The County supports the recommendation to provide flex/micro transit service along Twin Oaks Valley Road with flex service zone between Buena Creek Road and Wild Canyon
Drive. Consideration should be given to provide flex/micro transit service within the Buena Creek Road/Deer Springs Road corridor, which would improve east-west transportation options between the County’s General Plan Villages of North County Metro North (in
the vicinity of the Buena Creek Road/South Santa Fe Avenue intersection) and Hidden Meadows (in the vicinity of the Mountain Meadow Road and Meadow Glen Way intersection, just east of the North County CMCP study area). The County’s current Mobility
Element Network, this corridor is planned for widening/adding lanes to handle additional capacity anticipated with General Plan buildout. The Mobility Element Network classifications (planned buildout) for the corridor are a combination of 4.1B Major Road and 6.2
Prime Arterial
208 County of San Diego
Parks and Recreation: Use the County Trails Master Plan as a planning and reference document, Consider a multi-purpose trails and pathways for pedestrians, cyclists, equestrians in some areas, Coordinate with County DPR and DPR community stakeholders to
incorporate safe multi-use crossings associated with County trail and/or park access such as crossings, bridges or overpasses for recreational use for areas nearby existing or potential future trail connections/trailheads, Coordinate with County DPR and DPR
community stakeholders to ensure wildlife connectivity is maintained from adjacent lands to preserved County lands, including wildlife-only crossings, Coordinate with County DPR and DPR community stakeholders to ensure regional trail connectivity and connections
to County DPR facilities, specifically for San Luis Rey River Trail Extension, Coordinate with DPR on any DPR managed facilities and associated land impacts, including stormwater runoff, transportation, road closures or delays, vegetation plans and public access:
Guajome County Park, San Luis Rey River Park, Gopher Canyon County Preserve, Diamonf Trail County Preserve, Escondido Creek County Preserve, Sage Hill County Preserve, Del Dios Highlands County Preserve, Val Serano County Preserve, Santa Fe Valley County
Preserve, Bottle Peak County Preserve
209 County of San Diego
Public Works: Transportation/Traffic: 1) CMCP should recommend that prior to any increase in service frequency and/or double tracking improvements, the Sprinter grade separation improvements should be completed to minimize impacts to daily traffic operations
along local arterials that traverse the sprinter rail line(s) corridor. The Sprinter Station at Buena Creek Road is the only transit station located within the unincorporated area and the current single Sprinter line presents challenges to traffic operations along Buena
Creek Road and South Santa Fe Avenue at the crossing locations
210 County of San Diego
Public Works: Transportation/Traffic: 2) County roads such as Deer Springs Road, Buena Creek Road, and South Santa Fe Avenue should be recognized as Major Arterials and Mobility Boulevards located within the NC CMCP area because of the parallel routes and
connectivity that these roads provide for SR-78 and I-15. Improving traffic flow and increasing safety for all road users along these Major Arterial routes should be a regional and NC CMCP priority. These Major Arterials located within the unincorporated area
experience heavy use from regional traffic diverted from the congested SR-78 and I-15 freeway facilities especially during morning and evening peak traffic periods.
211 County of San Diego Public Works: Transportation/Traffic: 3) The County supports improvements that increase traffic flow efficiency and safety along County maintained roadway facilities for all road users while remaining consistent with the County’s Public Road Standards.
212 County of San Diego
Public Works: Transportation/Traffic: 4) The NC CMCP should recommend improvements to Park-n-Ride lots located at the SR-78 and I-15 interchanges to encourage carpooling and transit use. Sufficient parking spaces and ample security should be prioritized for
planned Park-n-Ride lots enhancements.
199 North County Transit District
the CMCP more comprehensively consider BREEZE bus routes as part of the transportation network. For example, on page 69 the CMCP states: “NCTD’s SPRINTER alignment encourages rail trips between adjacent communities (e.g., Vista to Oceanside, Escondido to
San Marcos) and growing employment centers (e.g., CSU San Marcos, western Escondido). However, the alignment does not facilitate trips to current major employment centers (e.g., Camp Pendleton, Carlsbad/Vista Business Parks) making SPRINTER less of a regional
commuter alternative for these trip destinations.” This negates the service provided by various BREEZE routes such as 315 and 445.
200 North County Transit District page 105, recommend that the following language be included: “Double-Track the SPRINTER corridor to the maximum extent possible to provide resiliency, operational flexibility and maximize reductions in headway times.”
201 North County Transit District page 144, Action Area A4 expand language to provide recommendations that specifically allow for increased BREEZE services to address SPRINTER Station accessibility and close the first mile/last mile gap
202 North County Transit District page 145, BREEZE is noticeably missing from the language in the document. It is strongly recommended that funds be allocated to also improve BREEZE service levels and capabilities.
89 Oceanside Bicycle and Pedestrian
Committee The Committee supports the CMCP’s multi-modal focus and believes this is critical in order to reduce VMT and help address the climate crisis, in addition to addressing mobility challenges and gaps.
90 Oceanside Bicycle and Pedestrian
Committee
Phase 1 of the Phasing Plan calls for investments in “3 – 5 protected bicycle corridors (i.e.
Inland Rail Trail, Coastal Rail Trail, Escondido Creek Trail).” We recommend the Plan
more emphatically call for “Completion of the Oceanside Segments of the Inland and
Coastal Rail Trails.
91 Oceanside Bicycle and Pedestrian
Committee
The City of Oceanside is currently pursuing two key grants with regard to the Coastal and Inland Rail Trails – one to complete final design and construction of the Coastal Rail Trail segment between Oceanside Blvd. and Morse, and the other to conduct an alignment
study and Project Study Report for completion of the Inland Rail Trail segment in Oceanside. We respectfully request that Caltrans and SANDAG grant application reviewers carefully consider the importance the CMCP places on completion of these bicycle facilities in
providing improved regional mobility and interconnections between communities.
92 Oceanside Bicycle and Pedestrian
Committee
The Plan is correct in pointing out that better connections are needed between the Inland Rail Trail and major destinations, as noted on page 103. Completion of the IRT will help address this. Additional Class II and Class IV bike lanes and signage should be
recommended to further improve these connections.
93 Oceanside Bicycle and Pedestrian
Committee
We recommend the Plan incorporate Oceanside’s “Smart and Sustainable Corridors Plan
(SSCP)” and the Coast Highway Corridor Plan into the “Complete Corridors” section of
the CMCP, and include bicycling and pedestrian improvements for Oceanside Blvd,
Mission Avenue, Vista Way, and Coast Highway, as noted in Table 5-2 (Quality
Investments for Mobility Boulevards) of the Plan. It should be noted that, even with
completion of the IRT, Oceanside Blvd. will continue to be an important cycling route for
completion of cyclists’ trips, and needs to be improved for the safety and comfort/ease of
use by cyclists.
94 Oceanside Bicycle and Pedestrian
Committee
Also, the Coast Highway Corridor Plan’s roadway redesign features a “road diet”, reducing the number of lanes from 4 to 3, between the arterials, and from 4 to 1, at the new roudabouts. This provides more room for biking and walking. The Coast Highway Corridor
Plan’s incentive zone will allow for more density, increased height, and less parking. Oceanside has recently secured funding for detailed design, from SR 76 to Wisconson. Funding its construction would be an excellent choice for a SANDAG Smart Growth Incentive
Fund grant
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95 Oceanside Bicycle and Pedestrian
Committee
The Mobility Hub discussion (page 40) should include specifics on the importance of the transit centers that anchor each one, the mobility hub features they should include, and should state that the transit centers should be highly-visible and attractive parts of the
communities they serve.
96 Oceanside Bicycle and Pedestrian
Committee
The Plan devotes very little to station parking, just stating that it is a constraint on SPRINTER ridership. The Plan should call for managed parking systems with properly priced parking that encourage alternative modes rather than just continuing the unfortunate
practice of “free parking”, which only contributes to further greenhouse gases and VMT. For the Oceanside Transit Center Redevelopment Project (currently going through City review), we submitted detailed comments to the NCTD and Toll Brothers on car parking
systems that would maximize fairness to those who would prefer to drive less, thus reducing VMT. The latest CARB Scoping Plan, especially its Appendix E, makes it clear that California can’t achieve its climate mandates without pricing parking.
97 Oceanside Bicycle and Pedestrian
Committee
The Plan makes no mention of Road User Charges, despite the fact that, with declining sales tax revenues from gasoline sales, insufficient funding will be generated to support transportation infrastructure. The Plan should discuss Road User Charges and support them
to replace (not add to) taxes on gasoline. Attached is the Oceanside Bicycle and Pedestrian Committee’s Resolution on Road User Charges. The latest CARB Scoping Plan recommends RUC implementation by 2025, instead of the previous understanding that it would
start in 2030.
98 Oceanside Bicycle and Pedestrian
Committee
The rapid expansion of cycling, and in particular, e-bikes, has demonstrated the need for comprehensive bicycle safety training for all levels of users, including youth as well as adults. The Committee strongly supports use of public roads for cycling, when the roads
meet current safety standards and are properly maintained. But it is also important that educational resources be made available to ensure cyclists ride safely. Classes should be taught by League (League of American Bicyclists) Certified Instructors (LCI). Data should
be collected to determine if these classes are a cost-effective way to reduce VMT. If so, they should be scaled up by paying a living wage to instructors and paying students that graduate.
99 Oceanside Bicycle and Pedestrian
Committee
(1) California's current road-use fees (our gas tax, our toll roads and our bridge-use tolls) do not currently cover the full cost of perating and maintaining roads, and gas tax revenues are projected to further decrease as vehicles become more efficient and/or electric
powered; (2) having the full cost of motor vehicle road use hidden from users decreases incentives to bicycling and walking, thereby increasing driving and thus adding significantly to air pollution, congestion, sprawl, and GHG emissions; (3) an assesment conducted
by the California Transportation Commission (CTC) found that 58 percent of our state's roads are in need of maintenance, 20 percent of our bridges need major or preventitive maintenance, and 6 percent of our bridges require replacement; (4) roads and bridges are
our most important cycling infrastructure; and (5) a RUC has been shown to be feasible by the CTC; and finally,
100 Oceanside Bicycle and Pedestrian
Committee
(1) our gas tax is our most significant road-use fee; (2) state-mandated increases in battery-electric vehicles will reduce gas-tax revenue; (3) a gas tax is inherently regressive because low-income drivers tend to drive older cars, less fuel-efficient cars; and (4) a gas tax
does not account for time, place, driver income, vehicle weight, vehicle pollution level, or instantaneous roadway congestion
101 Oceanside Bicycle and Pedestrian
Committee
The Oceanside Bicycle and Pedestrian Committee supports replacing the state gas tax with a road-use charge (RUC) pricing and payout system that (1) would cover all road-use costs; (2) would protect the economic interests of low- and middle-income drivers by use
of a progressive price structure that also recognizes the need of rural drivers; (3) would protect privacy by requiring a search warrant to obtain location or travel information and has built in safeguards against unauthorized data use; (4) would include an instantaneous
congestion pricing-algorithm; (5) would ensure that the per-mile price incentive to drive energy-efficient cars would still be sufficient to support necessary fleet electrification; (6) would ensure that cyclists and pedestrians are not charged under the system, given that
they contribute no emissions or wear-and-tear on the road system, and they help alleviate congestion
1 Public
How can I comment when you do not give any details also please stop trying to force us onto buses and trains, we are in construction and need our vehicles and we don’t need to pay any more money in fees or taxes our gas taxes are already the highest you people
are trying to tax us to death I have lived in California my whole life 58 years and am seriously thinking of leaving this state good luck when all the tax payers leave and you have no one to collect money from . Please spend the taxes we have paid into what it was
supposed to pay for route 78 !!!
2 Public
Finish the projects that were promised years ago with the tax raise. Freeway 78 improvements. Interstate 5 & 78 interchange. The new stuff has nothing on getting to work by 7am on camp Pendleton. Also no transportation after 10 pm to get home from
anywhere. Need roads.
3 Public
Yes, I would like to provide input on next steps for the Project Team.
1) Why isn't light rail being expanded north south into vista, oceanside and Carlsbad.
Why was the plan for the sprinter extension along Palomar airport road eliminated?
I'm not sold on BRT as it not much more efficient than the regular bus system. For BRT to be successful, it has to be grade separated from regular traffic and run frequently. The issue with the sprinter is that it doesn't go to any major employments centers.
We have been waiting for over 40 years for improvements at the 78/5 interchange which is very dangerous.
I'm not sold on this comprehensive north county plan and if I had to vote on the or on another Transnet tax increase to fund these projects, I would vote no. You all don't listen to the public
4 Public
I'm happy to see some focus on improving the sprinter, it has so much potential! it would be nice to see some study of overhead electrification for the line. Bus Rapid Transit is sorely needed in North County, and it’s good to see that Included in the plan. however,
there are still a lot of funds set aside for highway expansion which does not match well with the regions climate goals. we should be cautious investing in such polluting and expensive infrastructure that ultimately incurs much higher maintenance costs for the region
than mass transit options. thanks!
5 Public
Highway 78 does not have enough space nor lanes for a carpool lane. This will further create a huge traffic jam on this highway; which will spill into frontage roads and even residential. Perhaps the plan to stop developing in overdeveloped areas is a place to start.
We are burdened with inflation, now a toll? It does not make sense.
6 Public We need safe bike pathways in the corridors, such as, along the 5,76 and 78 for commuting by bike.
7 Public The parking facilities at Sprinter stations require some minimum security. I would definitely use the sprinter more often if there was security at the parking lots.
8 Public
Interesting I can't find Appendix Y...Funding
ABSOLUTELY DO NOT RAISE OUR TAXES for this plan!!!!
ABSOLUTELY DO NOT IMPLEMENT A MILEAGE TAX for this plan!!!
We in San Diego County and the State of California are being TAXED TO DEATH!!!! You politicians have no clue how you hurt those you pledged to help.
9 Public
All I see in plans for us around north county has to do with bicycles or buses how about making the 76 and actual highway how about making sure traffic lights work together we are not a small city I’m not taking the bus or a bicycle so if you want to help us stop with
this nonsense
10 Public As long as your public transit stations are inundated/surrounded by drug addicts and mentally ill street people, ALL OF THIS is a pointless waste of money. Lack of safety in public transportation is why I will never allow my family to use it. End of story.
11 Public Somebody needs to stop smoking crack, and fix the roads like you’ve promised multiple times. This is totally pie in the sky, most people don’t want to ride in a mobile homeless shelter.
12 Public
First a comment on the executive summary: on p. 3, "What is in the North County CMCP?" it notes $420M budgeted for Flexible Fleets; but nowhere else in the exec. summary is implementation of flexible fleets provided. It can and should be, on p. 5, Challenges, and
Opportunities; on p. 6, Mobility Framework and Solution (provide a specific "strategy layer"); on p. 7 (add a flexible fleets rectangle); on p. 8, "Implementation"; on p. 9, add as an "early action bundle" item; and as a specific service addition piece on pp. 11 and 12.
Flexible fleets is a vital piece of the transportation access puzzle, clearly needs to be emphasized as providing that crucial first/last 5 mile access within e.g. mobility hubs, and into the regional transit system.
13 Public every effort to create a contiguous, segregated bike lane/path from oceanside beach through Carlsbad would be appreciated! (and enhance community, healthy lifestyle, and value)
14 Public
In the Interactive GIS Map: Please confirm identification of flexible fleets implementation in the Mobility Hubs (MHs): e.g. Oceanside, NEV shuttles, E Bike grants, NEV connector program; and similar with the other MHs - Vista, Carlsbad, Escondido, San Marcos,
Carlsbad Village, and Palomar Airport. Thank you for these flexible fleets items!
15 Public
Re: the Interactive Map: Can this map show a layer of North County employment centers? So that it can be seen how mobility hubs relate to employment centers; and how CMCP improvements create improved employment and customer access to
employment/business centers.
16 Public
No one I know including myself wants more TSA. People in Oceanside, walk or drive to work. I see empty trains going by all the time. Waste of our tax money. Use our money to repair streets with CONCRETE instead of patch every year. Improve traffic lights and
safety areas for bicycles and walkers.
17 Public
The most important part in my opinion of this plan is the improvements of the I-78 and I-5 Junction and the Interstate 15 and 78 Junction. These should be your top priority and it is my opinion they are the greatest traffic snafus in the north county except for the
overdevelopment. We must face facts. We cannot sustain the development in Southern California anymore there's no water. Mass transit has always been second fiddle to the automobile in California and always will be reducing traffic congestion should be a top
priority. Restrictions on development until new water sources are found are imperative. Thank you.
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18 Public
I believe Sandag should be dissolved. They do NOTHING but pilfer money from taxpayers and even their own members have no say in how they steal the taxpayers money.
We need to give a voice back to the voters.
And while I'm here, let's ask the board members "how many of you took the bus into work today? How many of you took the bus to get groceries or to soccer practice?? WAKE UP. Your plan is ill conceived.
19 Public
I highly recommend that SANDAG be DISBAND. They don't care about the people, only their own agenda. That's why they pick and choose who sits on the panel. They don't want opinions different than theirs. Sounds like a Dictatorship. Anything they try to pass or
informed on the people needs to be put on the ballot for us to vote on. DISBAND SANDAG NOW!
20 Public
People who ride transportation need closlnes home food church seniors rely heavy on trolleys buses
Already we feel there is no one for the seniors!!!!
21 Public
Please prioritize finishing the Inland Sprinter rail trail all the way to Oceanside, extend the Sprinter line to North County Fair, speedup and shorten travel time on Sprinter between Escondido and Oceanside, more Express buses between Escondido transit center and
downtown San Diego.
22 Public This plan makes no sense to improve transit in the area. It is a waste of taxpayer dollars and will make traffic worse.
23 Public
Make a correction on draft p. 33: text says "Low-income households
currently make up 28% of the total population," but the adjacent graphic says 19.5%
24 Public
draft p. 44, the listing of destinations under "North County Travel Patterns" is confusing in labeling destinations; e.g. rather than saying "Coastal San Diego," which implies City of San Diego only, say something like "Regional Coastal Communities" and maybe in
parentheses, list the cities; same for the other labels
25 Public
Draft p. 104, description of “Reconnecting Communities” – graphic shows geographic location/alignment of improvements, but all seem to be on SR78, the Sprinter rail line, and I-5; but nothing along the proposed rapid service BRT lines, p. 106, items A, B, D, E, F and
H. Why? Should not the BRT routes also have “reconnecting communities” improvements to speed BRT service?
26 Public
Draft p. 106, “High Frequency Core, Rapid, & Commuter Services” – the example projects appear to be good to speed BRT service, including direct access ramps and transit bypass lanes; but these do not appear to include exclusive BRT travel ways (fully
separated from private auto travel). Why? Would not exclusive travel ways substantially speed service/reduce travel time for BRT, esp. combined with “reconnecting communities” work along these routes and with the TSMO/ICM items which are planned?
27 Public
Draft p. 108, “MOBILITY AS A SERVICE” – Please explicitly include/identify microtransit as an important MAAS element; it appears that “NEV Services, Shuttles (e.g., 'gO'side')” is microtransit, if so, please label so. And to this page, please explicitly note that MAAS is a
crucial component of SANDAG’s “flexible fleets” big move item.
28 Public
Draft p. 136, “Phasing Approach” – I do not see included establishing flexible fleets/microtransit services in the listed mobility hubs; please include. The graphic under “Leveraging ongoing efforts in the corridor” shows existing services; there are existing microtransit
services in North County, please include in this graphic.
29 Public Draft p. 137 – again, explicitly include community-level microtransit and flexible fleets among “early action” items.
30 Public Draft Chapter 7 – THANK YOU for identifying and prioritizing flexible fleets/micromobility as an early action investment item, A2.
31 Public I did not see availability of the appendices, but assume that as needed they will be amended per comments received and changes made in the full CMCP report.
32 Public Draft p. 124 – THANK YOU for including funding for micromobility services!
33 Public When will the appendices and attachments be available to review? I would especially like to see Appendix W, Isochrone Methodology and Analysis-Proposed Condition (2050)
34 Public
Both the frequency and speed of BRT services after implementation will be crucial to success of this plan. Is there available an analysis and/or exhibit showing the speed of end-to-end service of each of the BRT routes? Is there available a listing of the times and
frequency of service of these routes? 35 Public I greatly object to any mileage tax SANDAG might impose on drivers! You promised to spend great funds on our freeways, and have fallen short. No mileage tax.
36 Public
I feel that there is too much emphasis on mass transit and bicycles. Ridership on mass transit already does not support the system. We need to put more emphasis on improvements for motor vehicles because that is what the people want. They want to traffic to flow.
Bike paths are great for recreational riding, but bicycles should not be prioritized over motor vehicles. SANDAG needs a reality check.
37 Public
The transit system that Sandag has decided for San Diego and counties that this is best for the population is ridiculous. It will not work. There are too many obstacles.
Sandag does not care, all it wants more money from the people, because people will continue on driving due to the distance of where they live to go to work, shopping, doctor's visits, dropping off kids at school, school activities. How about our seniors and disabled
people. Like I have stated, Sandag does not care about the people.
38 Public Please continue to include bike paths, lanes and pathways with trails. We need to be able to safely transport without vehicles!
39 Public
It seems like a good draft and I will be interested to read the final draft, as well.
A few points I would like to make. Even though many companies are requiring their employees to return to their offices, I believe that more companies should give the option of working from home. They should come up with ways to measure productivity if that is a
concern. Certainly some employees did take unfair advantage of being at home, not working as diligently, but the majority of employees did well. That would help ease the amount of traffic on San Diego roads. If you are going to increase mass transit, include basic
services at each station. People need dry cleaners and grocery stores often during the week and having it readily available where the train stops would make driving a car to work less critical and riding a train more attractive. And make the fares affordable or there
will be even less incentive to use mass transit. Provide a secure environment both at the stations and on the trains.
Thanks for being willing to listen!
Donna Meyer
Escondido, CA
40 Public
We don't want your 15 minute cities.
https://www.facebook.com/1176700807/posts/pfbid02iPYYuQ742nQLpN6JMaDh2J9rafz5tPkKZmpnBBJN1oNzJNhAmnkR1Gojnq9Vfw1cl/?mibextid=cr9u03 Climate change is a LIE. Does that make me one of the "barriers" you will be addressing?
41 Public
I’m concerned about the significant increase in engineers, blowing their horns at all hours of the night on a regular basis. I do not live right next to a crossing and there’s no reason for them to be laying on their horn in the middle of the night. It is a habit not a
necessity. I would like to see quiet hours, or even better no horn zones like Oceanside has where there are no train horns allowed. How can we do this? I live in Carlsbad and it’s really interfering with my health because of the interrupted sleep because of the very
loud and persistent train horns. Very frustrating.
42 Public I'm in a mobile home Park in North County. It would be such a help to many in our complex to have better access to public transportation. The closest bus stop is perhaps 2 miles away.
43 Public
Don’t change a thing…stop wasteful spending and overtaxing. The constant barrage of controlling policies, high taxes and fees in addition to over inflation and greed are what is driving people out of this state. Please leave North county alone. We like not having toll
roads and would prefer to sit in traffic than fund any more backwards policies. Thank you for listening and I hope you take this to heart.
44 Public
Greetings,
Three is No component for public art in this plan. Why is that?
Steve Dilley
45 Public Chatter on local Poway Facebook page noted that no reference made to include Poway. Is this because the plan addresses the ‘78’ corridor or is the another reason(s)?
46 Public We want to drive cars. Plan for that.
47 Public
NO MILAGE TAX!!!!
Please invest in traffic flow-cars-north county
48 Public
No, it does little to lighten the burden of North County communities. You have faved to add lanes to the 15N corridor instead we get a mess of traffic to create a smoother ride. I’d prefer a bumpy ride that at least goes the speed limit to a smooth stop and go ride on
the freeway.
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49 Public There’s really needs to be a more accessible route between HWY 76 and the 78 freeway -or from north Oceanside to the 78. Commuting from north Oceanside via College and Emerald is unbearable.
50 Public
Eventually the 805 needs some sort of extension (god forbid maybe thru Rancho Santa Fe) because that’s where the traffic comes from - 4 freeways going into 2 for north county.
Traffic in vista (vista way is ONE LANE TO THE 76 and clog sup simply due to the deer springs stoplight to turn right). Vista has dealt with drivers and big rigs on neighborhood roads (foothill Dr is the worst) and should have to deal with that.
The 5 fwy carpool lanes need to be timed. So many flex workers are in congestion at 11-2pm and the carpool lane is empty.
51 Public
This Plan fails to address natural resources areas in the plan area. The leaders failed to consider ANY natural resources issues in this document. More
pretty pictures that mean nothing to the average person. It does not even consider the actual environment or natural resources. Suggestion to double track Sprinter, for example, will devastate the natural resources/wildlife corridor/floodplain of Loma Alta Creek.
The pages are also unreadable for the average person as the attachments are in tiny typeface- certainly unreadable on someone's phone for example.
This plan is a failure for North County. I have not reviewed the rest of the area documents but failure to include environment tells me the goal is to build rather than work with the natural environment, thereby leading to more destruction of our natural resources.
52 Public
Wow, what a piece of unreadable project jargon incomprehensible to anyone to the few patient to wade through it. Rewrite this to make it readable in 10-15 minutes without throwing everything into the kettle trying to win over a jury.
Roughly $10K per North County resident is funded how? Over what duration? Is this the only capital and services improvements expected through 2050? Are there studies as to the disastrous outcomes if nothing is done (i.e., if you improve transportation more
people will come and the converse)? No to the expenditures for the light rail until ridership goes up significantly. Active mobility and showing the Bird stuff, LOL. Paying for charging stations, no. Allow local cities to optionally participate via direct funding for regional
hubs. For Escondido, it's laughable.
I read most of it and there doesn't appear to have any other versions available such as an austere, capital improvement only, smart traffic control, etc. available. There is no estimated out of pocket taxpayer costs, budget/funding/construction schedule, etc.
More than disappointed as many will not read this document presented as if we were management.
53 Public
After a quick review, my principal comment is that those areas deemed "social equity communities" today, may well be otherwise within a very few years, while others may emerge. I would pay more attention to general population, job centers and key sites
(stadiums, etc.) than particular communities. Communities change far faster than roads and infrastructure ever could.
54 Public
No freeway expansion! Any new HOV lanes should be converted from general lanes. Funding for road maintenance to replace the gas tax should be based on VMT x vehicle weight^4 to reflect full road impact. As we phase out gas taxes, I support EVs (of which I am a
driver) to be the first group of vehicles to pay VMT/weight-based fees. I believe there is broad enough market adoption of EVs that we shouldn't worry about this tax choking demand for EVs. I also support congestion pricing on all of our freeways. But we need to
make sure this doesn't turn our neighborhoods into cut-through corridors from drivers looking to avoid the congestion fees. Therefore, we should institute a slow-streets approach to neighboring roads and streets, using traffic calming strategies to discourage the use
of local streets as high-speed cut throughs. I support government-supported car-sharing programs. This can be done by developing guidelines/funding for municipalities to build a car-sharing fleet for their residents, and/or providing a pooled insurance program for
families that want to share a car with other families (since these insurance programs don't appear to be available in the private market). Instituting car-sharing programs can contribute significantly to reducing car ownership, which is crucial to decreasing VMT and
increasing alternative mode share. Make roads safer for bicyclists. Slow streets down through traffic calming measures. Reduce numbers of lanes on arterials as much as possible. Increase transit frequency to every 15 minutes as much as possible, and maintain the
free-fare program for students. Provide incentives (e,g, grants) for employers to provide free transit passes for employees. Institute parking meters in most commercial areas. Parking fees can be used to fund improvements in parking benefit districts in the immediate
vicinity of those meters (e.g., increasing walkability and safety, more street trees, free transit passes to employees of the surrounding businesses). Push back against the California Coastal Commission's determination that parking = access in the coastal zone. Parking
takes up valuable space for people and other modes of transportation, and therefore reduces access for those without a car. Develop guidelines for municipalities to convert single-family zoning to mix-used zoning, where appropriate, to allow errands to be
accomplished within a short distance, and to eliminate parking minimums.
55 Public
1. Very hard to understand exactly what you are proposing
2. From what I read it looks like public transit use is down with only small less that 1percent increases in things like light rail. Read the document. People want to use cars and carpool lanes. Public transit has already reached its maximum appeal. With the use of
electric cars automobiles will not continue to contribute to climate change.
Many people cannot use public transit to do daily activities: drop of kids at school and get to work 2x day; Work in various areas of the county that require driving to get to the location quickest and easiest and cheapest.
3. While I have no problem with a carpool/fast-trak choice like we now have on the 15; I DO NOT WANT "managed lanes" that charge me every time I get on the road based on the time/congestion. These are FREEWAYS that we already paid for in California.
4. Who is paying for this? A mileage tax on each car? The fees for the "managed" "smart" lanes? I vote NO
5. If you really want public comment...write this is a way people can understand. I have an advanced degree and I can't figure out what you are doing.
6. Answer this in plain English:
1- What are you planning to do/change?
2- How/when will you do it?
3-Who will pay for it?
4-How much will it cost me to drive on the "freeway" under the new program?
Otherwise, how can we even begin to comment on this?
Thank you for your consideration of my input
56 Public
There were no details for the 78 to I-15 corridor interchange. I drive it daily at 7:30AM or earlier. It can take 30 minutes to go less than 6 miles. I think the lanes need to be changed up. #1 designated as thru, #2 & #3 as I-15 S. there should be another merge
south lane that keeps people from folks jamming in at the last minute or cutting across three lanes to make the merge. Signage AT the merge is terrible. people cut over at Nordahl and take the freeway entrance to avoid the jam. I suggest you spend a week or two
driving this yourself to see what a terror and death road it is.
57 Public Is this plan already funded or does it require additional taxation or alternative methods of funding the plan? Will parts of the 78 become a toll road? Is there any plans to widen the 56?
58 Public No mileage tax to pay for your project. We don’t live in a downtown environment and expanding train access is a waste of resources. Stop squeezing the poorest of us to pay for some horrible vision that is supposedly “green.” That’s what a mileage tax would do.
59 Public
Please solve the traffic problems in North County before you start working on other transit issues. We live on mountain tops (me) and in isolated valleys and must use cars to get around. Our current transportation by NCTD is way underused and inaccessible to many,
and making it better will not change who will ride it.
60 Public
Any train that does not run at least every 15 minutes by day and 30 by night may as well not be on the schedule, as passengers will worry about connections, about a late or cancelled train, about a long gap between them that would make it faster to cycle or drive.
Locomotives are cheap, engine drivers aren't ridiculously expensive, and carrying the same number of passengers on trains half as long and twice as frequent is a major improvement in a service.
61 Public Don’t forget that the intersection of 67 and 78 is “regionally significant. "We need more bus service in Ramona.
62 Public
It is concerning that neither the approaches or challenges note the importance of considering protection of our natural resources- particularly the areas identified in the regional conservation plans. Projects like double tracking of the Sprinter along the constrained
wetlands corridor of Loma Alto Creek- that bisects the major regional North/South wildlife movement corridor are particularly problematic.
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63 Public
Will any of this be paid for through the newly passed Infrastructure Bill? Quarterly and transparent reporting to the public about how their taxpayer dollars are being spent would help increase confidence of all of us that what we pay in taxes actually goes to the
projects that will improve our lives. Personally I don't mind paying taxes but I want to see results. I want to know that the government isn't paying $600 for a hammer. I want my taxes to pay for things that benefit the people and that contractors are being held to
account, that they are being fair. Profit is absolutely necessary for businesses to succeed but gouging is not acceptable.
64 Public
NO!! to almost all of it. This is the $165 Billion plan to take away our cars and charge a mileage tax.
Yes, to I5 to 78 upgrade.
Yes, to carpool on 78.
Yes to I15 to 78 upgrade.
NO, to taking away the traffic lanes so the few hundred bikes can have their own lanes. Are you going to charge a wheel tax and include bikes? when do they pay their fair share? You are doing this on the backs of autos/ gas that you are trying to take away.
COMPLETE the updates/ upgrades that were promised in the last sales tax increase.
UNTIL to deliver what YOU promised, I do NOT trust you with a single penny of my tax dollars.
65 Public
SANDAG is acting corruptly serving their own agenda rather than needs of the voters. They steal the taxes voted for road improvement and use it for buses with very few riders and rail that can't serve the unincorporated population at all. The large cities vote should
not override the votes of the smaller cities and unincorporated areas of the county.
I am angry, as is many others who are using 2 lane roads to drive down the hill to get EVERYTHING except groceries. This community doesn't even have a K-Mart any more. BUSES, TRAINS and such have no part to play in this community with jobs in every other
community outside Ramona. Roads will always play the most important part of commuting for us. We need at least 2 lanes each way on 78 and 67. DO THAT!
Reply1d
66 Public
Looks like this is all to make it easier for bike riders and to encourage such. Great....but what about elderly people that are unable to either purchase or ride those bikes, have limited, little, no public transportation in the area? We are still forced to drive or hire others
to drive at great expense. Yes, make it safer for bike riders, but start providing safe, timely, convenient public transportation in, and to, areas that are not near bus/rail services. In paying for all of this, let's not make drivers pay for it all, but require bike riders to kick
in. After all this is to make it safer for them AND the driver! I keep hearing about a mileage tax......how about a bike tax???
67 Public You should include La Costa Ave in south Carlsbad as part of this plan as well since most of La Costa Ave from Ranchi Santa Fe Road to I-5 is heavily impacted with excess and grid locked traffic .
68 Public Why are there no plans to widen SR 67 from Ramona to Lakeside?
69 Public Widen the 78 and fill in the pot holes.
70 Public
Looks like a good plan for residential and shopping but doesn't do enough to get people to work and back from the two largest industrial parks. You need a train that runs from the station in Sorrento Valley to Poway up the canyon with stops along the way and feeder
lines to both sides of the industrial park. Same for Palomar Airport Rd.
71 Public
BRT on El Camino Real should extend to future Park and Ride at I-5 and Manchester. This will allow travel from central N County to the Park and Ride to catch future BRT and carpool traveling southerly from this point. Added benefit is access to the Mira Costa
Campus on Manchester. I understand this may be outside of the scope of the project, but surely there is a way to make this connection happen.
72 Public
Go overall plan. One aspect that plan does not address wrt quality of life is the impact of train horns against the ever increasing coastal rail corridor activity. Train horns have gotten louder and more frequent. With double tracking along the train corridor; particularly
through the Carlsbad Barrio and downtown Carlsbad, the train will be more and more frequent with the loud horns. There was a proposal to trench the tracks through downtown and potentially through Carlsbad. However, that is years away if ever to be
implemented. In the meantime, SANDAG/Carlsbad should implement silent train crossings similar to Oceanside.
73 Public
As someone who is low income and works long and late hours I'd like to say how incredibly out of touch and useless this plan is to us. This plan only will help those that work 9 to 5 jobs in corporations that have the time any money to spend waiting long times for
transportation. I need transportation directly to job sites in an extremely timely fashion. This is quite possibly the worst plan I've ever seen and will not in the slightest help me or the thousands of people like me cleaning workplaces doing maintenance and generally
making life for white collar rich people. You should be ashamed.
74 Public
Tax those in the backcountry and do nothing for them. Commit to widen hwy 67 to get voter approval then refuse to widen it. Propose animal crossings while you ignore one of the most unsafe and dangerous state highways in the state. Your organization is a joke. No
on all of it, dissolve SanDag and return to the previous method of managing highways.
75 Public
Most people don’t want to be reliant on public transportation and even more they don’t want an increase in tax during this time of inflation. This creates a major gap in the economic tiers of the it’s public. I vote no on this project. Instead the freeways and roads
should widen to accommodate the influx of traffic.
76 Public
Public transit is a complete FAIL. You serve less than 3% of the population with it. It costs millions per year to run busses THAT ARE EMPTY 98% of the time! Creating a larger union will only make our pension nightmare even larger! Public transit is inconvenient, and
absolute time water and unneeded! It would be more cost effective to go buy 60,000 new ev cars and give them to those that use transit!!! Your woke climate BS will have zero effect for the climate. Why??? Because China and India are opening a combined 1 coal
fired power plant per week for the planned next 2 years! ZERO EFFECT! My money is not your money. And I don’t owe anything so that others can travel on my dime!
77 Public
Be real. People live outside the routes of bus, tram and train service in San Diego. We made a choice to get out of city limits. We want the choice to drive where and when we want to. Sandag is a communist style form of government… wanting to control who has a
vehicle / how much is driven and when. The weighted vote was inspired by an activists ( Lorena Gonzales ) who is self serving. The decision to give this power to 2 cities was not a public choice but made by legislation that does not live here. Time to clean the swamp/
disban Sandag - and get out of our personal lives
78 Public
I think this plan is a great step in the right direction. I think the key thing to keep in mind is that housing and transit are intrinsically connected, so North county should be considering dense housing on as much of their unused space as possible to compliment these
transit improvements.
79 Public
Having a goal to reduce the number of cars on the roads is reasonable but in order to get people to use mass transit, it must provide them with good, safe, clean transportation plus convenient services like grocery stores and dry cleaners (just two examples) so there
is less of a need to drive all around town. The train systems in Europe are fabulous and the people use them happily. Find out what they are doing right and then do that. If the number of cars continues to increase, no one will be going anywhere and they will do it
slower and slower every year. We want Caltrans to do the right thing but we residents need to be willing to do the same.
80 Public
The problem in Southern California, as mentioned in one of the comments, is that mass transit doesn't go where people need to go. I suggested building convenience businesses like dry cleaners and grocery stores but it has to go beyond that. Businesses need to be
encouraged to have their offices close to the transit stations. And again, it must be made safe and clean or people will continue to not use it.
81 Public I grew up in New York city. Took mass transit all my life till I came to California mass transit is tiring, uncomfortable and never takes you where you need to go without wasting hours of your time. And it will be worse here in San Diego county.
82 Public Please do not waste your tax payer money on this! We don’t need it. Fix the roads first. No one wants public transit
83 Public
25 year north county resident.
As an engineer I love trains, but as a resident I almost never use them and never will. Forget them.
I ride my bicycle a lot, but bollards, segregated bike lanes, bike lanes to the right of turning traffic and door-zone bike lanes discourage me from riding more. Most recent bicycle infrastructure has made things WORSE. Want to encourage cycling?.. fix the road
surface and take down anything that may crash us (inc bollards).
My preferred mode of transportation is my EV and flying.
84 Public People nationwide are suffering from inflation, but more so in California because of our base cost of living, taxes and over regulation. NO GAS TAX‼
85 Public
Have you seen the billboard adds comparing gasoline tax in every other state to our’s? This over ambitious project spending tons of money while my street light has been out for 3 YEARS will turn the state Red and completely kill all of this. Stop spending SO MUCH
MONEY and fix my street light!
86 Public this plan does not serve my needs and I am am utterly disgusted that you would even consider rating a road usage tax down my throat to pay for it.
87 Public
Not at all. I travel from Oceanside to Escondido and back Monday through Friday. I have done this drive for 16 plus years. The drive has gotten worse and worse. Each way has doubled. Mass transit doesn’t even touch this issue. I have to be at work at 730am and so I
would have to leave before 5am just to get to work on time and would have to walk through some unsafe neighborhoods. Also I have children that I need to pick up and certain times so I have to drive to make sure they make it to their practices on time. Adding the
driving tax just punished us who are trying to make a living to help pay the high cost of living it costs to live in San Diego.
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88 Public
Why don’t you fix the roads up in north county. Vista way is a grid lock mess. 76 is a grid lock mess. By the time you start to fix a hwy, it takes way too long and too much waste in money spent and you never complete fixing the problems. The people using the mass
transit systems are already using it. Quit wasting money on systems people are going to use in a community/county like San Diego. You can also shove your per mile tax where the sun doesn’t shine. You are putting California's liberal politics over the overall good of
all of our county’s tax paying citizens. We deserve better.
141 Public
The League of Women Voters of North County San Diego submit the following comments on the Draft North County Multimodal Corridor Plan (CMCP).
The League of Women Voters is a nonpartisan political organization dedicated to empowering voters and defending democracy through advocacy and education on public policy issues of importance to our community.
In 2021 our League adopted a San Diego Regional Transportation Action Policy which endorses
• a synergistic transportation and climate action plans,
• a decrease in vehicle miles traveled through land use and transportation alternatives, and
• promotion of cost-effective transportation solutions.
We specifically support a comprehensive, affordable transportation system available to all, including special segments of the population such as the elderly, disabled, and students. We support the far-reaching scope of the CMCP, its multimodal approach,
consideration of the Regional Housing Needs Assessment (RHNA) and the collaboration shown in creating the draft CMCP.
Since the CMCP is dependent on the 2021 Regional Transportation Plan which may be modified by SANDAG due to funding, we urge outreach and updates to the community on any impacts to the CMCP.
As a trusted community partner, the League would welcome opportunities to participate with you in educational outreach to the community about the Multimodal Corridor Plan.
214 Public
University student who lives in District 1 of Vista California. . I recently viewed your plan for the North County Regions and am really looking forwards to seeing this happen. Although common to see comments by older folk to disagree with “15 minute cities” I can
guarantee the younger population really is for this. I would love to be able to get to my university using the public transportation in 15 minutes or less. I would like to see the public transportation to be quicker than 30 minutes. As I have classes at Palomar College, 30
minute periods for the train to come can be very detrimental if I happen to oversleep. And I know comments I could receive by this, “Be more time efficient, Just don’t sleep in…” Those are irrelevant. How could you have public transportation be quicker? I assure you
already know the answer, but if you do not, dedicating a lane to buses is a huge step to having faster public transportation. I do not include trains because I know trains get priority over cars. I know because I use the train daily from school-home. I know there is more
to making trains faster, it would be investing into faster rail system and faster trains. Which means analyzing if investing in faster trains is useful in cities like Vista. But I hope this is talked about. Second small input, . Stop investing into the freeways! Please use this
money for other transportation initiatives like having security on trains. Investing into freeways for constant road fixes will just make cities along those freeways more and more into debt. I know how much money it takes to yearly fix roads and freeways from the
damage CARS make to it. It is an endless money waster. Another input I would like to address is the issues with stoplights. The roads in Vista do not prioritize active modes of transportation and this can be deadly. As I was crossing the E Vista Way street, a very
dangerous street for pedestrians, it took me more than 5 minutes of waiting for the hand sign to indicate I could walk. . If we observe traffic systems of cities in Europe, they have a system that always have the right of passage to pedestrians and if it detects a car for
example approaching the intersection, that is when it turns red for the pedestrians. Various times in the Santa Fe South and E Vista Way intersection I have been many times almost ran over. Please listen to people like me who advocate for streets to be slower and
not so wide. No matter how wide E Vista Way is made, there will still be traffic because the actual issue is not being addressed. Instead, you are making streets like E Vista Way and basically every major street in Vista a minute to cross. If you were to walk across these
streets in rush hour you would see what I am talking about, cars do not care about you.
215 Public
Although I am appreciative to Caltrans trying to alleviate traffic congestion in the North County, I do not believe the plan will have the intended outcome. Mass/ Alternate transit is good good in theory, in Southern California it has not worked as intended. Residential
areas are too spread out to make it a viable alternative to using cars for transportation. Just throwing money to build alternate infrastructure does not mean the population will use it. Taking travel lanes from cars to give to bikes only exasperates traffic congestion
and you will never get enough people to use bikes to alleviate that issues. It will only serve a small portion of the population, while not fulfilling the need of the many. Mass transit may be a viable alternate, but it need to be made safe, and once safe, the populace
needs to be shown it is safe and efficient. Please incorporate some alternative transportation in to your plan, but for the foreseeable future, the majority of money needs to be allocates for vehicles.
142 Public
on Page 7. It shows that CA’s Climate Mandates are part of the context. Since that it true, another important document, that you erroneously leave out, is CARB’s Scoping Plan, which is how CA plans to achieve its climate mandates. Here is what you should take from
that document to apply to the CMMP. The CARB Scoping Plan states that we can’t electrify our fleet fast enough to achieve the CA Climate Mandates. We need to also reduce VMT by 25% by 2030, calling into question the SB 375 target CARB gave to SANDAG: a 19%
reduction, by 2035. It also states that do get that reduction, we must have a Road Use Charge (RUC) by 2025, instead of the earlier understanding that we could wait until 2030. It also makes it clear that we must price parking and this new practice must be widely
adopted
143 Public
Just for example, I will include this, from the Scoping Plan: 2.1 Zero-emission vehicles are not enough to solve the climate crisis.
Contrary to popular belief, zero-emission vehicles (ZEV) alone are not enough to solve the climate crisis. The 2022 Scoping Plan illustrates that despite cleaner vehicles and low-carbon fuels, the path to carbon neutrality by 2045 also depends on reducing per capita
VMT (the total passenger vehicle miles driven by an average person in California on any given day). To meet the carbon neutrality goal, the Scoping Plan proposes reducing VMT from 24.6 miles per day in 2019 to 18.4 miles by 2030 (a 25 percent reduction) and to 17.2
miles per day by 2045 (a 30 percent reduction).
144 Public
The other aspect of “context” that is missing is our need to stabilize the climate at a livable level. In 2011, AG Harris wrote, in a letter responding to SANDAG’s Draft RTP, that climate stabilization is the objective of CEQA. Since it is that important, it should be fully
explained in the report. Chapter 4’s Vision, Values, Goals, Objectives, and Metrics
This chapter must be rewritten to reflect the grim reality that climate destabilization will overwhelm all good intentions, including our values, goals, objectives, and metrics. Failing to achieve CA’s climate mandates would ensure that CA is helping to destabilize our
earth’s climate, which equates to a “devastating collapse of the human population” (Scientic American), caused by such things as mass starvation. It would lead to human extinction. Make no mistake. It probably will happen.
Here is what the Secretary General says about our greenhouse gas (GHG) emission, which mostly comes from cars:
a) We have a Code Red Climate Emergency.
b) We are solidly on a path to an unlivable planet.
c) We are driving towards Climate Hell with our foot on the accelerator.
d) We are dangerously close to the point of no return.
145 Public
The new CARB Scoping Plan makes clear what I have been trying to tell SANDAG for over 15 years: “free parking” is not free and it should be priced in a car parking system that causes both drivers and non-drivers to benefit equally (ideally, down to the penny) when
the very expensive-to-provide parking facility is provided. CARB’s Scoping Plan makes it clear that, in order to meet the CA Climate Mandates, charging for parking must become our practice. The corridor being discussed here is in California.
146 Public
On its Page 18, Appendix E of the Scoping Plan states that “free parking” incentivizes driving alone; and that for the State to meet its climate goals, parking cash-out is needed. Also, that a state action is to end its subsidies to car parking for its 200,000 employees.
Would the SANDAG do the same for its employees? The employees of the North Area Corridor must do this. This letter shows a painless way to make that happen. Painless in the sense that even employees that drive everyday will not lose any money. In Appendix E
of the Scoping Plan, on Page 27, it says that the State should take this action, with reasons then added, as follows:
Reduce or eliminate parking requirements (and/or enact parking maximums, as appropriate) and promote redevelopment of excess parking, especially in infill locations. Building parking for infill development makes construction costs more prohibitive, considering
parking can cost up to $100,000 per stall, which takes away both physical space
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147 Public
Car Parking that is Not Assigned to a Particular Car but is Instead Available to All Drivers with a Car that is Associated with an Account. This parking would include on-street, employee, transit station, shopping center, beach, school, library, and so on. For example,
employee parking should be operated for the financial gain of the emplypees. The car parking earnings that an employee earns is proportional to the time they spend at the work location. That is independent of whether they drive or not. However, the parking must
be value priced. Those that drive every day would lose money, without the addition of an “add-in” payment, sized so that Money Lost = Parking Charge – Parking Earnings – Add-In = zero. The means that we must “bend over backwards” for those that continue to
drive everyday. They must break even. Those that get to work without driving, even just one day, will earn money and so will not need, nor get, the “Add-In”.
148 Public
Regarding Transit Center parking, the official policy of the Sierra Club shows that they want parking at train stations to be minimal, full-priced, and open to all drivers (“public”): Rail systems are most effective in stimulating compact development patterns, increasing
public transit patronage, and reducing motor vehicle use. Station access should be provided by foot, bicycle, and public transit, with minimal, but full-priced, public parking. Accommodation of pedestrians, bicycles and public transit should be given priority over private
automobiles.
149 Public
The conclusion is that the practices of the all corridors must at least match the recommendations of the Scoping Plan, because they only about State Mandates, which are easier than the climate stabilization requirement of 80% below our 1990 level by 2030. (Note:
the 2030 requirement explains why all the COP 25, 26, 27, etc. meetings are trying to get larger commitments from member countries, for the year of 2030. It also explains the UN Secretary’s comments shown above.)
150 Public Assigned Parking: For this type of parking system, the space is being charged to the person associated with the car that is associated with the space, 24/7 (all day, every day), whether the car is present or not.
151 Public
Apartments, Rewards-Based Unbundling: For apartments, assigned parking should be unbundled from the rent with a “Rewards-Based Unbundling” system. Each month, the household in each unit selects the number of assigned parking spaces they want to rent,
including the choice of zero parking spaces. Compared to the “bundled parking” system (often erroneously called “free parking”), rents for the living space will be significantly lower, under any system of unbundling. Management needs to compute the monthly price
for the parking with the same method (cost plus profit or as much as the market will bear, or some other method) that is used to determine the rent for the apartment. Rewards-Based Unbundling adds complexity, compared to the standard method of unbundling the
cost of the assigned parking. However, it is a critically important, driving mitigation measure. It rewards driving less. It is fully automated, meaning that the money flows out of an account depending on the data that is collected regarding the status of the parking
space. Privacy must also be provided. Here is how this works.
152 Public
There are three price rates (each rate is per minute) defined. One is the “Full Price”. It is computed by dividing the monthly price ($300 per month, for example) by the number of minutes in the month. The “Storage Price” is discounted from the Full Price. For
example, it might be 30% less that the Full Price. The 3rd price rate defined is the “Vacant Price”. Since the parking is assigned, it is still unavailable to other drivers, even though the assigned car is not present. Therefore, the assigned space is still being rented when
the space is vacant. The Vacant Price needs to be higher than the Full Price so that the owner gets, as an average, over all of the assigned car parking spaces, the Full Price. The Vacant Price can be computed from the Full Price and the Storage Price, from an assumed
average fraction of time that the space is vacant, to achieve the Full Price. Table 2 shows the variable names, the abbreviated variable names used for the algebraic derivations, the definitions, how to calculate the variable, and the example values.
153 Public
Parking Assigned to a Hotel Room: The best case is that hotel patrons arrive by transit and never use a car. Given a hotel’s proximity to transit, the ocean, and/or downtown, many guests might not ever use a car during their stay. Complementary bicycles should be
provided, as is done in many European hotels. Lists of good bike rides should be provided, including the scenic San Luis Rey River Trail. Many visitors, especially from large American and foreign cities, will arrive to our area on transit. For guest that want to rent an
assigned parking space, a “per day” version of the Awards-Based Unbundling system described for the hotel should be used.
154 Public I appreciate the CMCP’s multi-modal focus. This is critical in order to reduce VMT.
155 Public
Please incorporate Oceanside’s “Smart and Sustainable Corridors Plan (SSCP)” and the Coast Highway Corridor Plan into the “Complete Corridors” section of the CMCP, and include bicycling and pedestrian improvements for Oceanside Blvd, Mission Avenue, Vista
Way, and Coast Highway, as noted in Table 5-2 (Quality Investments for Mobility Boulevards) of the Plan. Oceanside Blvd. is an important cycling route for bike riders. It needs to be improved for the safety and comfort/ease of use by cyclists. Also, the Coast Highway
Corridor Plan’s roadway redesign features a “road diet”, reducing the number of lanes from 4 to 3, between the arterials, and from 4 to 2, at the new roundabouts. This provides more room for biking and walking. The Coast Highway Corridor Plan’s incentive zone will
allow for more density, increased height, and less parking. Oceanside has recently secured funding for detailed design, from SR 76 to Wisconsin. Funding its construction would be an excellent choice for a SANDAG Smart Growth Incentive Fund grant. Please let me
know it you agree. Your agreement would help me urge Oceanside to submit a SGIF proposal.
156 Public
The Mobility Hub discussion (page 40) should include specifics on the importance of the transit centers that anchor each one, the mobility hub features they should include (the car parking systems described above, for example, to be fair to all and to increase
ridership), and should state that the transit centers should be highly-visible and attractive parts of the communities they serve. To understand how a value-priced, automated, shared, parking system could maximize ridership, it could be pointed out that parking
earnings for a transit rider of driving age would be proportional to the time they spend on a round trip. The net cost to ride would then be, for someone who did not park a car at the transit center, the fare, minus the car-parking earnings. If someone parked a car, the
net cost would be the fare, plus the cost to park, minus the car-parking earnings.
157 Public
The Plan does not mention transit-station parking, just stating that it is a constraint on SPRINTER ridership. The Plan should call for managed parking systems with properly priced parking that encourage alternative modes rather than just continuing the unfortunate
practice of “free parking”, which only contributes to further greenhouse gases and VMT. For the Oceanside Transit Center, there were at least 3 letters to the NCTD and Toll Brothers on OTC car parking systems that would maximize fairness to those who would prefer
to drive less, thus reducing VMT. Again, allow me to state that the latest CARB Scoping Plan, especially its Appendix E, makes it clear that California can’t achieve its climate mandates without pricing parking.
158 Public
The Plan makes no mention of the coming CA Road Use Charge (RUC), despite the fact that, with declining sales tax revenues from gasoline sales, insufficient funding will be generated to support transportation infrastructure. The Plan should discuss Road User Charge
and support it to replace (not add to) taxes on gasoline. The Oceanside Bicycle and Pedestrian Committee has adopted an excellent Resolution on a Road User Charge. The latest CARB Scoping Plan recommends a RUC implementation by 2025, instead of the previous
understanding that it would start in 2030.
159 Public
The rapid expansion of cycling, and in particular, e-bikes, has demonstrated the need for comprehensive bicycle safety training for all levels of users, including youth and adults. I strongly support the use of public roads for cycling, when the roads meet current
standards and are properly maintained. But it is also important that educational resources be made available to ensure cyclists ride safely. Classes should be taught by League (League of American Bicyclists) Certified Instructors (LCI). Data should be collected to
determine if these classes are a cost-effective way to reduce VMT. If so, they should be scaled up by paying a living wage to instructors and paying students that graduate.
213 Public
Escondido has no plan headed south, other than to an Escondido mall. Do you have another plan to get them downtown or to the International Airport?, , Rancho Bernardo, 4S and Poway are not considered North County. What part of San Diego are we? On most of
the other maps in San Diego, we are called North County or Northeast County. Where is our transportation plan to review? , Is there a plan for us to get to the San Diego Airport and back, with luggage, keeping in mind we are one of the oldest populations in San
Diego County? Is there a plan to get the North East populations downtown, for shopping, food and entertainment, without a car? Is there a plan for us to get to the coast, for a few hours on the beach or shopping, without a car?, Could you please direct me to the
transportation plan that supports the North East part of San Diego County, or whatever you call us?
114 City of Oceanside: Public Works
Department/Traffic Engineerign Division
Coast Highway: a) Attachment 4, Plan ID NC26: Under Descriptions, please include "Morse Street
to Oceanside Boulevard" for the Coastal Rail Trail (below "Broadway to Eaton")
115 City of Oceanside: Public Works
Department/Traffic Engineerign Division Coast Highway: b) Attachment 3, Regional Spine Sheets: Please include sheets for "Coastal Rail Trail" similar to the Inland Rail Trail.
116 City of Oceanside: Public Works
Department/Traffic Engineerign Division Coast Highway: c) Attachment 2, Mobility Boulevard Sheets: Please include Coast Highway (and Carlsbad Boulevard).
NORTH COUNTY CMCP | FINAL
JUNE 2023
SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 251 of 251
Item 1: North County Comprehensive Multimodal Corridor Plan
Traffic & Mobility Commission
October 2, 2023
T&MC Meeting, 10/02/2023
Agenda
| 2
Why a CMCP for North County?
Corridor Challenges, Opportunities and Objectives
Projects & Programs
What are the projects & services recommended in the plan?
Key Efforts Underway
Next Steps
Why is a CMCP Important?
| 3
•A system implementation blueprint
o North County’s growing and changing
population
o Shifts in travel patterns, land use, and
technology
•Ensures North County remains vibrant
•Increases funding opportunities by
meeting regional and state policy goals
•Improve accessibility
| 4
Today’s Mobility Challenges
| 5
CMCP Developed Collaboratively
| 6
•Cities, County, NCTD in technical working group
•CBOs, business/employers, health care stakeholder group
•Public & stakeholder outreach
•Identify corridor characteristics and travel patterns
•Establishing goals & objectives
•Develop a 30-year portfolio of infrastructure and service improvements
North County Strategy Layers
| 7
North County Areas of Focus
| 8
Hubs
Boulevards
Regional Spines
Draft and Deliberative
Strategic Anchors: Focus of Plan
Coastal Gateway Bundle
| 10Draft and Deliberative
Major North/South Arterials
| 11Draft and Deliberative
Inland Gateway
| 12Draft and Deliberative
Increase transit ridership to over 140,000 by increasing frequency and focusing on neighboring community-to-community markets
Double the access to jobs, housing education within 30 min via transit
Reduce the total time people travel by 15 minutes (22%)
Focusing new jobs/residents within cities’ existing activity center and CMPC planned mobility hubs/zones
CMCP Proposed Results over 30 Years
| 13
48 Project and
Programs
Integrated transportation
infrastructure and service
improvements
•Redefining land use & mobility through General Plan or Mobility Plan updates
•Emerging mobility hubs in all Cities
•Traffic signal technology deployments for operational improvements
•Advancing key infrastructure programs
•Cross-freeway (I-5) mobility improvements at interchanges and bridges
Key Efforts Already Underway
14
•Prioritize Early Success and Short-Term Implementation
•Integrate & Collaborate: Aligning People and Processes
•Create an Innovation Testbed of Transportation Tools & Technology
Next Steps
| 15
Tom Frank, Transportation Director/ City Engineer
October 2, 2023
City of Carlsbad
NORTH COUNTY COMPREHENSIVE MULTIMODAL
CORRIDOR PLAN - State of the Commute
EMPLOYERS/PROPERTIES ITEM 1:NC- CMCP State of the Commute
10 employers exceeded
2025 Sustainable Mode
Share Goal with Baseline
22.2%
Sustainable Mode Share
(weighted of all baseline surveys)BA
S
E
L
I
N
E
S
U
R
V
E
Y
S
21 Employers
Completed their
Baseline Survey Only
FALL 2022 MODE SPLIT ITEM 1:NC- CMCP State of the Commute
63.1%
26.0%
4.4%4.2%0.8%0.8%0.3%0.3%0.1%0.8%
0%
10%
20%
30%
40%
50%
60%
70%
Average Mode Split (n=1176)
Drove Alone ZEV (Zero Emission Vehicles) does not count towards a TDM Plan’s Sustainable Mode Split Goal
but does contribute to overall TDM program’s GHG reduction
Carlsbad High School
Sage Creek High School
Lo
n
g
T
e
r
m
A
c
t
i
o
n
s
Updated Engineering Standards to
include Intersection Control Evaluation
CONSIDERATIONS FOR TRANSNET MOVING FORWARD
Future updates to Regional Plan:
•Considering trends over the last 10 years, review model assumptions predicting ridership
•Consider increasing budget for Complete Corridors, Flexible Fleets and Active Transportation
•Implement policies and programs to accelerate the implementation of roundabouts
ITEM 1:NC- CMCP State of the Commute
14