Loading...
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 Oct. 2, 2023 Item #1 Page 3 of 251 Oct. 2, 2023 Item #1 Page 4 of 251 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 Oct. 2, 2023 Item #1 Page 5 of 251 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 Oct. 2, 2023 Item #1 Page 6 of 251 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 Oct. 2, 2023 Item #1 Page 7 of 251 viNorth County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 8 of 251 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 Oct. 2, 2023 Item #1 Page 9 of 251 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 Oct. 2, 2023 Item #1 Page 10 of 251 ixNorth County CMCP | FINAL | June 2023 Free Language Assistance | Ayuda gratuita con el idioma | Libreng Tulong sa Wika Hỗ trợ ngôn ngữ miễn phí | 免费语言协助 | 免費語言協助 | ﺔﯾﻧﺎﺟﻣ ﺔﯾوﻐﻟ ةدﻋﺎﺳﻣ | 무료 언어 지원 نﺎﮕﯾار نﺎﺑز ﮏﻣﮐ | 無料の言語支援 | Бесплатная языковая помощь | Assistência linguística gratuitaमुफ़्त भाषा सहायता | Assistance linguistique gratuite | ជំនួយ��ឥតគិៃតថ� | ఉచిత భాషా సహాయం ການຊ່ວຍເຫືຼ ອດ້ານພາສາຟຣີ | Kaalmada Luqadda ee Bilaashka ah | Безкоштовна мовна допомога sandag.org/LanguageAssistance | LanguageAssistance@sandag.org | (619) 699-1900 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. North County CMCP | FINAL | June 2023Oct. 2, 2023 Item #1 Page 12 of 251 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 Oct. 2, 2023 Item #1 Page 13 of 251 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. Oct. 2, 2023 Item #1 Page 14 of 251 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. Oct. 2, 2023 Item #1 Page 15 of 251 4North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 16 of 251 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 Oct. 2, 2023 Item #1 Page 17 of 251 6North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 18 of 251 7North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 19 of 251 8North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 20 of 251 9North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 21 of 251 10North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 22 of 251 11North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 23 of 251 12North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 24 of 251 13North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 25 of 251 14North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 26 of 251 15North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 27 of 251 16North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 28 of 251 North County CMCP | FINAL | June 2023 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. North County CMCP | FINAL | June 2023Oct. 2, 2023 Item #1 Page 29 of 251 18North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 30 of 251 19North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 31 of 251 20North County CMCP | FINAL | June 2023 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: Oct. 2, 2023 Item #1 Page 32 of 251 21North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 33 of 251 22North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 34 of 251 23North County CMCP | FINAL | June 2023 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) Oct. 2, 2023 Item #1 Page 35 of 251 24North County CMCP | FINAL | June 2023 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) Oct. 2, 2023 Item #1 Page 36 of 251 25North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 37 of 251 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 Oct. 2, 2023 Item #1 Page 38 of 251 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) Oct. 2, 2023 Item #1 Page 39 of 251 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 Oct. 2, 2023 Item #1 Page 40 of 251 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 Oct. 2, 2023 Item #1 Page 41 of 251 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 CountyEL C A M I N O R E A L OCEANSIDE BLVD POINSETT I A L N VIS T A W A Y ME L R O S E D R SA N T A F E A V E PALOMAR AIRPORT RD CANNO N R D VALLEY P K Y 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 OLIVE AVE SAN MARCO S B L V D DO U G L A S D R C O A S T H W Y COLLEGE B L V D 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 GRAND AV E 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 20 1 0 20 1 2 20 1 4 20 1 8 20 2 0 20 2 2 20 2 4 20 2 6 20 2 8 20 3 0 20 3 2 20 3 4 20 3 6 20 3 8 20 4 0 20 4 2 20 4 4 20 4 6 20 4 8 20 5 0 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¶ Oct. 2, 2023 Item #1 Page 49 of 251 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¶ Oct. 2, 2023 Item #1 Page 50 of 251 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¶ Oct. 2, 2023 Item #1 Page 51 of 251 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 Oct. 2, 2023 Item #1 Page 52 of 251 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 Oct. 2, 2023 Item #1 Page 53 of 251 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. Oct. 2, 2023 Item #1 Page 54 of 251 43North County CMCP | FINAL | June 2023 Figure 2-19: Regional Attractions and Destinations !(!(!(!(!( !( !(!(!(!( !(!( !( !(!(!(!(!(!(!( !(!( !(!( !(!( !(!(!(!(!(!(!(!(!(!(!( !(!( !(!(!(!(!(!(!( !( !(!(!( !(!(!(!(!( !(!(!(!(!(!( !(!(!(!( !(!( !( !( !( !(!(!(!(!( !(!(!( !(!( !(!(!(!(!( !(!( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !(!( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!( !( !(!( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !(!( !( !(!( !( !( !( !( !( !( !(!( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !( !(!(!( !( !( !(!( !( !( !(!( !(!(!( !( !( !( !(!( !( !(!( !( !( !(!( !( !(!( !( !( !( !(!( !( !(!( !(!( !( !( !(!( !( !( !(!( !( !( !(!(!( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!(!(!( !( !( !( !( !( !( !(!( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !(!( !( !( !( !( !( !( !( !( !( !(!(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !(!( !( !( !( !(!(!(!( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!(!(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!( !( !(!(!( !( !(!(!( !( !( !( !( !( !( !(!(!(!(!(!( !(!( !( !( !(!( !(!(!( !( !(!(!(!( !(!(!( !( !(!(!( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!(!(!(!( !(!( !( !(!( !( !( !(!( !( !( !( !( !( !(!(!( !( !( !( !( !( !(!( !( !(!( !( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!(!( !( !( !(!( !( !(!( !(!( !(!( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( San Diego County San Diego CountyCarlsbadCarlsbad OceansideOceanside VistaVista EscondidoEscondido San Marcos San Marcos San Diego County San Diego County San Diego County San Diego CountyEL 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 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 AS H S T LA COSTA AVE C A R L S B A D B L V D NORTH RIVER RD OLIVE AVE 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 SYCA M O R E A V E COLLEGE B L V D EL CAMINO D E L N O R T E JU 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 GRAND AV E N¶0 1 2 MILES 0 1.5 3KILOMETERS 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 !(School Facility !(Shopping Center 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 0-1 m i 1-2 m i 2-3 m i 3-4 m i 4-5 m i 5-6 m i 6-7 m i 7-8 m i 8-9 m i 9-10 m i 10- 1 2 m i 12-1 4 m i 14- 1 6 m i 16- 1 8 m i 18-2 0 m i 20- 2 5 m i 25- 3 0 m i 30- 3 5 m i 35- 4 0 m i 40- 4 5 m i 45- 5 0 m i 50- 5 5 m i 55- 6 0 m i 60+ m i 14% 16% 10% 12% 6% 8% 2% 4% 0% 51%75%89%Legend All Day AM Peak PM Peak 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. Oct. 2, 2023 Item #1 Page 62 of 251 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 Oct. 2, 2023 Item #1 Page 65 of 251 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 20 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) Oct. 2, 2023 Item #1 Page 67 of 251 56North County CMCP | FINAL | June 2023 Figure 3-5: Study Area Local Roads Fatal and Serious Injury Collision (Pedestrians and Bicycle) Source: TIMS (2009-2018) Oct. 2, 2023 Item #1 Page 68 of 251 57North County CMCP | FINAL | June 2023 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 5 10 15 20 25 30 35 0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 2016 2017 2018 2019 2020 2021 Mi n u t e s ( m i n ) Mi l e s ( m i ) Annual Estimated Trip Length and Trip Duration Avg. Trip Length of All Trips Avg. Trip Duration of All Trips Source: Streetlight Analytics Oct. 2, 2023 Item #1 Page 69 of 251 58North County CMCP | FINAL | June 2023 Figure 3-7: North County’s Congestion Hot Spots (March 2019) 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 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 1 1 2 2 3 3 4 5 6 7 4 5 6 7 N¶0 1 2 MILES 0 1.5 3KILOMETERS LEGEND Congestion Hot Spots North County CMCP Study Area Sprinter Regional Network Local Network Source: HERE, Esri; Caltrans District 11 Mobility Performance Report (Quarterly Reports, 2019-2022 Oct. 2, 2023 Item #1 Page 70 of 251 59North County CMCP | FINAL | June 2023 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% Oct. 2, 2023 Item #1 Page 71 of 251 60North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 72 of 251 61North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 73 of 251 62North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 74 of 251 63North County CMCP | FINAL | June 2023 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 0 1 2 MILES 0 1.5 3KILOMETERS LEGEND Study Area 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 MILES 0 1.5 3KILOMETERS LEGEND 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 Oct. 2, 2023 Item #1 Page 75 of 251 64North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 76 of 251 65North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 77 of 251 66North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 78 of 251 67North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 79 of 251 68North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 80 of 251 69North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 81 of 251 70North County CMCP | FINAL | June 2023 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 EL C A M I N O R E A L OCEANSIDE BLVD POINSET T I A L N VIS T A W A Y ME L R O S E D R SA N T A F E A V E PALOMAR AIRPORT RD CANN O N R D VALLEY P K Y 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 OLIVE AVE SAN MARCOS B L V D DO U G L A S D R C O A S T H W Y COLLEGE B L V D 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 GRAND A V E N¶0 1 2 MILES 0 1.5 3KILOMETERS Camp PendletonCamp Pendleton LEGEND North County CMCP Study Area City Boundary SPRINTER Station COASTER (Commuter Rail) COASTER Station SPRINTER (Light Rail) Key Connections Trip Generators Oct. 2, 2023 Item #1 Page 82 of 251 71North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 83 of 251 72North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 84 of 251 73North County CMCP | FINAL | June 2023 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 EL C A M I N O R E A L 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 AS H S T C A R L S B A D B L V D NORTH RIVER RD SYCA M O R E A V E 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 0 1 2 MILES 0 1.5 3KILOMETERS LEGEND Existing Class I/Class IV Facilities Class I Class IV 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 Oct. 2, 2023 Item #1 Page 85 of 251 74North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 86 of 251 75North County CMCP | FINAL | June 2023 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.” Oct. 2, 2023 Item #1 Page 87 of 251 76North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 88 of 251 77North County CMCP | FINAL | June 2023 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) Oct. 2, 2023 Item #1 Page 89 of 251 78North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 90 of 251 79North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 91 of 251 80North County CMCP | FINAL | June 2023 Figure 3-20: Existing Housing Units within High-Frequency Transit Stops Oct. 2, 2023 Item #1 Page 92 of 251 81North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 93 of 251 82North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 94 of 251 83North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 95 of 251 North County CMCP | FINAL | June 2023 w 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 North County CMCP | FINAL | June 2023Oct. 2, 2023 Item #1 Page 96 of 251 85North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 97 of 251 86North County CMCP | FINAL | June 2023 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: Oct. 2, 2023 Item #1 Page 98 of 251 87North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 99 of 251 88North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 100 of 251 89North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 101 of 251 90North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 102 of 251 91North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 103 of 251 92North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 104 of 251 93North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 105 of 251 94North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 106 of 251 95North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 107 of 251 96North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 108 of 251 North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 109 of 251 98North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 110 of 251 99North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 111 of 251 100North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 112 of 251 101North County CMCP | FINAL | June 2023 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 EL C A M I N O R E A L 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 CANNO N R D VALLEY P K Y ALGA RD SAN PASQU A L V A L L E Y R D BR O A D W A Y AS H S T C A R L S B A D B L V D NORTH RIVER RD SYC A M O R E A V E EL CAMINO D E L N O R T E JU N I P E R S T MISSION 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 0 1 2 MILES 0 1.5 3KILOMETERSN¶ 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 Oct. 2, 2023 Item #1 Page 113 of 251 102North County CMCP | FINAL | June 2023 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 C A M I N O R E A L 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 PASQU A L V A L L E Y R D BR O A D W A Y A S H S T C A R L S B A D B L V D NORTH RIVER RD SAN MARCO S B L V D SYC A M O R E A V E EL CAMINO D E L N O R T E JU 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 0 1 2 MILES 0 1.5 3KILOMETERS 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 Oct. 2, 2023 Item #1 Page 114 of 251 103North County CMCP | FINAL | June 2023 SMART ARTERIALS AND INTERSECTIONS REGIONAL “SMART”HIGHWAY CAPACITYMANAGEMENT ACTIVETRANSPORTATIONNETWORK RECONNECTINGCOMMUNITIES MOBILITY AS A SERVICE HIGHFREQUENCYCORE, RAPID, ANDCOMMUTERSERVICES SPRINTERIMPROVEMENTS TSMOICM COMPLEMENTARYPROGRAMS EL C A M I N O R E A L 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 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 AS H S T C A R L S B A D B L V D NORTH RIVER RD SYCA M O R E A V E EL CAMINO D E L N O R T E JU 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 0 1 2 MILES 0 1.5 3KILOMETERS 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 Oct. 2, 2023 Item #1 Page 115 of 251 104North County CMCP | FINAL | June 2023 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 • • • • • 0 1 2 MILES 0 1.5 3KILOMETERS LEGEND Rail Crossing(Planned/Proposed Grade Separation) Rail Crossing(Local Road) Overpass Improvements Underpass Improvements Planned Active Transportation Facility Planned Transit Facility Interchange Oct. 2, 2023 Item #1 Page 116 of 251 105North County CMCP | FINAL | June 2023 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 EL C A M I N O R E A L VIS T A W A Y ME L R O S E D R VISTA WAY PALOMAR AIRPORT RD CANNO N R D VALLEY P K Y SAN PASQ U A L V A L L E Y R D BR O A D W A Y AS H S T C A R L S B A D B L V D NORTH RIVER RD SAN MARCOS B L V D SYCA M O R E A V E EL CAMINO D E L N O R T E JU 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 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 0 1 2 MILES 0 1.5 3KILOMETERSN¶ 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) Oct. 2, 2023 Item #1 Page 117 of 251 106North County CMCP | FINAL | June 2023 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 EL C A M I N O R E A L 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 CANNO N R D VALLEY P K Y ALGA RD SAN PASQU A L V A L L E Y R D BR O A D W A Y A S H S T C A R L S B A D B L V D NORTH RIVER RD SAN MARCO S B L V D SYC A M O R E A V E 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 0 1 2 MILES 0 1.5 3KILOMETERSN¶ 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 B B C C A A D E E D H HF F 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. Oct. 2, 2023 Item #1 Page 118 of 251 107North County CMCP | FINAL | June 2023 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 MILES 0 1.5 3KILOMETERS 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) Oct. 2, 2023 Item #1 Page 119 of 251 108North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 120 of 251 109North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 121 of 251 110North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 122 of 251 111North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 123 of 251 112North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 124 of 251 113North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 125 of 251 114North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 126 of 251 115North County CMCP | FINAL | June 2023 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 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 Oct. 2, 2023 Item #1 Page 127 of 251 116North County CMCP | FINAL | June 2023 Factors for Success Mobility Hubs/Zones are most successful when the following conditions are present: Figure 5-7: Factors for Mobility Hub Success Oct. 2, 2023 Item #1 Page 128 of 251 117North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 129 of 251 118North County CMCP | FINAL | June 2023 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 G H I M L J I A B C D E F H J L MJ K K 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 1 2 MILES 0 1.5 3KILOMETERS 0 N¶ Mobility Boulevardsin North County Subreigon Oct. 2, 2023 Item #1 Page 130 of 251 119North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 131 of 251 120North County CMCP | FINAL | June 2023 Below are illustrative examples of Mobility Boulevards. Oct. 2, 2023 Item #1 Page 132 of 251 121North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 133 of 251 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 Oct. 2, 2023 Item #1 Page 134 of 251 123North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 135 of 251 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 Oct. 2, 2023 Item #1 Page 136 of 251 125North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 137 of 251 126North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 138 of 251 North County CMCP | FINAL | June 2023 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 North County CMCP | FINAL | June 2023Oct. 2, 2023 Item #1 Page 139 of 251 128North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 140 of 251 129North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 141 of 251 130North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 142 of 251 131North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 143 of 251 132North County CMCP | FINAL | June 2023 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) Oct. 2, 2023 Item #1 Page 144 of 251 133North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 145 of 251 134North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 146 of 251 135North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 147 of 251 136North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 148 of 251 137North County CMCP | FINAL | June 2023 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 EL C A M I N O R E A L OCEANSIDE BLVD POINSETT I A L N VIS T A W A Y ME L R O S E D R SA N T A F E A V E PALOMAR AIRPORT RD VALLEY P K Y 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 SAN MARCOS B L V D DO U G L A S D R C O A S T H W Y CO L L E G E B L V D JU 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 GRAND AV E 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 Oct. 2, 2023 Item #1 Page 149 of 251 138North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 150 of 251 139North County CMCP | FINAL | June 2023 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 Oct. 2, 2023 Item #1 Page 151 of 251 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: Oct. 2, 2023 Item #1 Page 152 of 251 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. Oct. 2, 2023 Item #1 Page 153 of 251 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 North County CMCP | FINAL | June 2023Oct. 2, 2023 Item #1 Page 154 of 251 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. Oct. 2, 2023 Item #1 Page 155 of 251 144North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 156 of 251 145North County CMCP | FINAL | June 2023 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 . Oct. 2, 2023 Item #1 Page 157 of 251 146North County CMCP | FINAL | June 2023 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. Oct. 2, 2023 Item #1 Page 158 of 251 147North 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 Oct. 2, 2023 Item #1 Page 159 of 251 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) 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 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 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 3 4 2 3 4 21 1 Segment 1: Carlsbad Blvd to El Camino Real Signals (#) Length (Miles) 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 4.110 Total 10.535 Symbol Key:Yes Partial No In l a n d R a i l Tr a i l SP R I N T E R I- 1 5 SR 7 8 SR 7 6 I- 5 Es c o n d i d o 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 REGIONAL SPINE Segment 3 Segment 2 Segment 1 Segment 4 Mobility Boulevard Segment STRATEGIC ANCHOR 2 1 4 3 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) 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 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 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 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 n d R a i l Tr a i l SP R I N T E R I- 1 5 SR 7 8 SR 7 6 I- 5 Es c o n d i d o 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 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 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 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 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 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 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 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 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 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 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 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 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 North County CMCP 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 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 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 North County CMCP 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 NORTH COUNTY CMCP | FINAL JUNE 2023 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 Flexible Fleet Transit Services 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 Flexible Fleet Transit Services 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 Flexible Fleet Transit Services 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 Oct. 2, 2023 Item #1 Page 191 of 251 Flexible Fleet Transit Services 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. Oct. 2, 2023 Item #1 Page 192 of 251 Flexible Fleet Transit Services STRATEGIC ANCHOR: MOBILITY HUBS 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 NORTH COUNTY CMCP | FINAL 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 El C a m i n o R e a l Me l r o s e D r No r t h D r Vi s t a V i l l a g e D r & M a i n S t No r d a h l R d / Au t o P a r k W y & Mi s s i o n A v e n u e Ci v i c C e n t e r Yo r k D r Bu e n a C r e e k R d Pa c i f i c S t Co l l e g e B l v d Include Coast Highway Station and new station on east side 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 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 M a r c o s Es c o n d i d o Mi s s i o n A v e El C a m i n o Re a l Oc e a n s i d e Bl v d Co l l e g e B l v d Me l r o s e D r Vi s t a W a y Sy c a m o r e Av e Ra n c h o Sa n t a F e R d Pa l o m a r Ai r p o r t R d / Sa n M a r c o s Bl v d Mi s s i o n R d / Sa n t a F e R d Tw i n O a k s Va l l e y Ce n t r e C i t y Pk w y Va l l e y P k w y Phase C Phase B Phase A 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 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 M a r c o s Es c o n d i d o Mi s s i o n A v e El C a m i n o Re a l Oc e a n s i d e Bl v d Co l l e g e B l v d Me l r o s e D r Vi s t a W a y Sy c a m o r e Av e Ra n c h o Sa n t a F e R d Pa l o m a r Ai r p o r t R d / Sa n M a r c o s Bl v d Mi s s i o n R d / Sa n t a F e R d Tw i n O a k s Va l l e y Ce n t r e C i t y Pk w y Va l l e y P k w y 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 C A M I N O R E A L C O L L E G E B L V D ME L R O S E D R SYCA M O R E A V E TWIN OAKS V A L L E Y R D RAN C H O S A N T A F E R D 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 EL C A M I N O R E A L OCEANSIDE BLVD POINSET T I A L N VI S T A W A Y ME L R O S E D R SA N T A F E A V E PALOMAR AIRPORT RD VALLEY P K Y 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 SAN MARCO S B L V D DO U G L A S D R C O A S T H W Y CO L L E G E B L V D 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 GRAND A V E 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 1635 Faraday Avenue I Carlsbad, CA 92008 I 760-602-2710 t Oct. 2, 2023 Item #1 Page 233 of 251 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 1635 Faraday Avenue I Carlsbad, CA 92008 I 760-602-2710 t Oct. 2, 2023 Item #1 Page 234 of 251 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 1635 Faraday Avenue I Carlsbad, CA 92008 I 760-602-2710 t Oct. 2, 2023 Item #1 Page 235 of 251 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 1635 Faraday Avenue I Carlsbad, CA 92008 I 760-602-2710 t Oct. 2, 2023 Item #1 Page 236 of 251 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 1635 Faraday Avenue I Carlsbad, CA 92008 I 760-602-2710 t 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 SA DA G •·lbJt:rans· . ' . . . . ..... · . .-:.··::,:::-:::::::::::,::> .. .-,' ,' ..... O I I.· f ••••••••••• ,,,•; ••••• t' I I I I • I t t I I I I I I t I I fl ···.•···••:,••:::::,a:•• ,1 I I I I I I I 1 1 1 I I I I I 11 I I I I I t 1 111\'f(.,,' 11 1 1 I 1 t I I I I I I I I I I t I I I I f t I I I I '::\tZ:_ I 1 1 1 1 I I I I I I I It I I I I I I I It It I I 1ete\11 1t1 I I I I . . . . : •. '• .. . • • .• \4 .. 'I ' I I 1, e\ . . , '· ., .... ' ....... .. . •.· ....... . . . . . ~ :-;·· • • • '! .• ,·· ••• • ' ':,, I I I •' ,• 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. SA DA G •·lbJt:rans· . ' . . . . ..... · . .-:.··::,:::-:::::::::::,::> .. .-,' ,' ..... O I I.· f ••••••••••• ,,,•; ••••• t' I I I I • I t t I I I I I I t I I fl ···.•···••:,••:::::,a:•• ,1 I I I I I I I 1 1 1 I I I I I 11 I I I I I t 1 111\'f(.,,' 11 1 1 I 1 t I I I I I I I I I I t I I I I f t I I I I '::\tZ:_ I 1 1 1 1 I I I I I I I It I I I I I I I It It I I 1ete\11 1t1 I I I I . . . . : •. '• .. . • • .• \4 .. 'I ' I I 1, e\ . . , '· ., .... ' ....... .. . •.· ....... . . . . . ~ :-;·· • • • '! .• ,·· ••• • ' ':,, I I I •' ,• Oct. 2, 2023 Item #1 Page 239 of 251 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. SA DA G •·lbJt:rans· . ' . . . . ..... · . .-:.··::,:::-:::::::::::,::> .. .-,' ,' ..... O I I.· f ••••••••••• ,,,•; ••••• t' I I I I • I t t I I I I I I t I I fl ···.•···••:,••:::::,a:•• ,1 I I I I I I I 1 1 1 I I I I I 11 I I I I I t 1 111\'f(.,,' 11 1 1 I 1 t I I I I I I I I I I t I I I I f t I I I I '::\tZ:_ I 1 1 1 1 I I I I I I I It I I I I I I I It It I I 1ete\11 1t1 I I I I . . . . : •. '• .. . • • .• \4 .. 'I ' I I 1, e\ . . , '· ., .... ' ....... .. . •.· ....... . . . . . ~ :-;·· • • • '! .• ,·· ••• • ' ':,, I I I •' ,• Oct. 2, 2023 Item #1 Page 240 of 251 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 NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 241 of 251 Draft North County CMCP Comments #Agency Comment 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 NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 242 of 251 Draft North County CMCP Comments #Agency Comment 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. NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 243 of 251 Draft North County CMCP Comments #Agency Comment 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. NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 244 of 251 Draft North County CMCP Comments #Agency Comment 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 NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 245 of 251 Draft North County CMCP Comments #Agency Comment 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 &amp; 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. NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 246 of 251 Draft North County CMCP Comments #Agency Comment 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, &amp; 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. NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 247 of 251 Draft North County CMCP Comments #Agency Comment 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 &amp; #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. NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 248 of 251 Draft North County CMCP Comments #Agency Comment 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. NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 249 of 251 Draft North County CMCP Comments #Agency Comment 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 NORTH COUNTY CMCP | FINAL JUNE 2023 SANDAG ,..lbltrw,, e Oct. 2, 2023 Item #1 Page 250 of 251 Draft North County CMCP Comments #Agency Comment 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