HomeMy WebLinkAbout2024-03-26; City Council; ; Approval of Plans, Specifications and Contract Documents and Authorization to Advertise for Bids for the Traffic Calming Plans for Park Drive, Black Rail Road, Plum TreeMeeting Date: March 26, 2024
To:
From:
Staff Contact:
Mayor and City Council
Scott Chadwick, City Manager
John Kim, City Traffic Engineer
john.kim@carlsbadca.gov, 442-339-2757
Subject: Approval of Plans, Specifications and Contract Documents and
Authorization to Advertise for Bids for the Traffic Calming Plans for
Park Drive, Black Rail Road, Plum Tree Road and Carrillo Way
Districts: 1, 2, 3
Recommended Actions:
Adopt a resolution approving the plans, specifications and contract documents and authorizing
the City Clerk to advertise for bids for implementing the traffic calming plans for Park Drive,
Black Rail Road, Plum Tree Road and Carrillo Way.
Executive Summary
Traffic safety is a top priority for the City of Carlsbad. To address speeding concerns on
residential streets, the city developed the Carlsbad Residential Traffic Management Program.
The program is designed to address speeding concerns on residential streets through a variety
of traffic calming tools.
Staff have collaborated with residents on Park Drive, Black Rail Road, Plum Tree Road and
Carrillo Way to develop traffic calming plans for each street as outlined in the program. These
plans are designed to slow traffic down by regularly spacing speed cushions along the length of
each street. These speed cushions are smaller than speed bumps and designed so that drivers
can travel over them comfortably at 20-25 mph. The traffic calming plans for these streets have
met the criteria for neighborhood support as outlined in the program. A location map of the
four streets is provided as Exhibit 3.
The City Council’s approval is required to implement these plans under the program’s project
approval process. The program states that, “a duly noticed public meeting will be held by the
City Council to receive the recommendations of the Traffic Safety Commission for Phase II
implementation.”1
1 The Traffic Safety Commission was renamed the Traffic & Mobility Commission in 2019, and subsequently the
Traffic Safety & Mobility Commission in 2023.
March 26, 2024 Item #12 Page 1 of 85
CA Review GH
Discussion
Program overview
The Carlsbad Residential Traffic Management Program, which the City Council adopted in 2001
and revised in 2011, is a three-phase program that offers solutions at increasing levels of cost
and complexity, as shown in Exhibit 2.
Phase I: The initial phase of the program focuses on education, enforcement and
engineering strategies:
•Police presence and police enforcement
•Engineering tools such as speed limit signs, warning signs, pavement legends and
temporary speed feedback signs
Phase II: If Phase I tools do not address the concerns and the minimum critical speed of the
street is found to be 32 mph or higher, staff will meet with residents to design a plan that
will address community concerns. The critical speed of the roadway, which is also known as
the “85th percentile speed,” is the speed at which 85% of the drivers are traveling at or
below on a roadway segment. Motorists traveling significantly above the 85th percentile
speed are considered to be exceeding the safe and reasonable speed for road and traffic
conditions.
Traffic calming strategies can include such features as:
•Speed cushions
•Traffic circles
•Narrowing lanes through striping
•Curb extensions
Phase II uses a public input process, including neighborhood meetings, to establish
community consensus on a preferred traffic calming concept plan. A survey is mailed out to
quantify community support for the preferred plan. If community support requirements are
satisfied, the traffic calming plan is presented to the Traffic Safety & Mobility Commission
for its input and recommendation and then to the City Council for project approval. Upon
approval by the City Council, the approved traffic calming plan can be implemented.
Phase III: If the implemented Phase II solutions do not adequately address the reported
issues, residents can request Phase III of the program, which considers further traffic
calming strategies such as:
•Center island narrowing
•Raised intersections
•A lateral shift in lanes
•Realigned intersections
•Forced turn channelization
•Median barriers and traffic diverters
Because of the success of the Phase II measures, Phase III has not yet been requested or
implemented on any street in the city since the traffic calming program was adopted in 2001.
Evaluating community concerns
Residents told city staff they were concerned about speeding on Park Drive, Black Rail Road,
Plum Tree Road and Carrillo Way. In response to these concerns, staff initiated the traffic
March 26, 2024 Item #12 Page 2 of 85
management program’s Phase I process by deploying temporary speed feedback signs on these
streets, as shown in Exhibit 3. The temporary speed feedback signs are typically deployed for a
two-week period and serve a dual-purpose: to collect speed data when the speed display is off
and, when the display is on, to highlight to drivers how fast they are going.
Areas of concern
Exhibit 3 is a more detailed map of the locations.
The measured critical speeds for each of these streets are summarized in the table below. The
critical speeds measured on Park Drive, Black Rail Road and Carrillo Way meet the minimum 32
mph threshold to be eligible for Phase II of the traffic management program.
Street Street limits Critical speed
Park Drive Monroe Street to Tamarack Avenue 32 mph
Black Rail Road Poinsettia Lane to the northern terminus 33 mph
Plum Tree Road Hidden Valley Road to Aviara Parkway 29 mph
Carrillo Way Rancho Brasado to Rancho Caballo 32 mph
The critical speed for Plum Tree Road was measured at 29 mph, which is below the 32-mph
threshold to be eligible for Phase II of the program. However, Plum Tree Road residents
strongly desired traffic calming measures to be considered for their street and asked for an
exception to allow Plum Tree Road to be included into the program’s Phase II.
At its Oct. 3, 2022, meeting, the Traffic & Mobility Commission supported staff’s
recommendation and approved Plum Tree Road as an exception into Phase II of the traffic
management program, as shown in Exhibit 4.
March 26, 2024 Item #12 Page 3 of 85
Neighborhood meetings
Neighborhood meetings were conducted for each of these streets with residents within each
project area to discuss potential traffic calming strategies and to receive feedback from
residents on the traffic calming concept plans that staff had developed for consideration., staff
further refined the concept plans at each of the neighborhood meetings in collaboration with
the meeting attendees. A summary of the neighborhood meetings as well as the preferred
traffic calming improvements for each of the four streets are shown below:
Street Limits Meeting date Preferred traffic
calming improvements
Park Drive Monroe Street to
Tamarack Avenue Feb. 16, 2023 Two speed cushions
Black Rail Road Poinsettia Lane to the
northern terminus March 16, 2023 Three speed cushions
Plum Tree Road Hidden Valley Road to
Aviara Parkway March 23, 2023 Three speed cushions
and curb extensions
Carrillo Way Rancho Brasado to
Rancho Caballo March 30, 2023 Six speed cushions*
* The number of speed cushions on Carrillo Way have been reduced to four at the request of the Fire Department,
as detailed below.
Mail survey
After a preferred traffic calming concept plan was identified for each of the four streets, letters
were sent to the residents and property owners that would have the proposed features directly
in front of their homes. This provided residents and property owners another opportunity to
express specific concerns and for staff to adjust the plan, if necessary. Based on the comments
received, staff then finalized the preferred traffic calming plans for the four streets.
The Residential Traffic Management Program requires that most residents and property owners
within the project area support the preferred plan, as determined by responses to a mailed
survey. The survey is considered valid if 50% or more of the residents and non-resident owners
return the completed survey. Positive support for the plan is indicated by 67% or more of the
returned surveys in support of the preferred plan. The survey results for the four streets met
the requirements outlined in the traffic management program, as shown in the following table:
Street Surveys sent
out
Surveys
returned
Response
rate
Number in
support
Support
rate
Met
support
criteria?
Park Drive 36 24 67% 23 96% Yes
Black Rail Road 35 23 66% 23 100% Yes
Plum Tree Road 197 120 61% 101 84% Yes
Carrillo Way 83 42 51% 31 74% Yes
March 26, 2024 Item #12 Page 4 of 85
Traffic & Mobility Commission recommendation
Staff presented the results of the traffic calming program process for Park Drive, Black Rail
Road, Plum Tree Road and Carrillo Way to the Traffic & Mobility Commission on Aug. 7, 2023.
After hearing staff’s presentation and public comments, the Traffic & Mobility Commission
voted 6/0/1, with Commissioner Garcia absent, in support of the traffic calming plans for all
four streets, as shown in Exhibit 5.
Emergency vehicle considerations
Before proceeding with the project, city staff reviewed the latest designs with the city’s Fire
Department. Speed cushions are designed with gaps, allowing fire engines to straddle the bump
without significant slowing. However, because the Fire Department uses Carrillo Way as the
main roadway to access the Rancho Carrillo community, the department requested reducing
the total number of speed cushions on Carrillo Way from six to four, to minimize any potential
delays in response time.
City staff supported the requested change because it provided the best balance between
reducing speeding in the neighborhood and allowing emergency vehicles to pass through with
minimal delay.
Fiscal Analysis
Sufficient funding is available in the Traffic Improvement Program, Capital Improvement
Program Project No. 6070, to complete the project. The available funds and estimated
construction costs are shown in the following table:
Traffic Improvement Program
Capital Improvement Program Project No. 6070
Total appropriation to date $3,388,000
Total expenditures and encumbrances to date -$2,411,366
Total available balance $976,634
Traffic Calming for Park Drive, Black Rail Road, Plum Tree Road and Carrillo Way
Capital Improvement Program Project No. 6070
Construction contract (engineer’s estimate) -$225,000
Construction contingency (estimated) -$33,750
Construction management, inspection and material testing (estimated) -$33,750
Total estimated construction costs -$292,500
Remaining balance $684,134
Additional appropriation needed $0
Carlsbad Municipal Code Sections 3.28.040(C)(5) and 3.28.090(B) authorize the City Manager or
designee to approve change orders in an amount equal to the contingency set at the time of
project award, which for this project is $33,750.
March 26, 2024 Item #12 Page 5 of 85
Next Steps
Upon the City Council’s approval, the City Clerk will advertise a request for bids for the project.
Staff will review and evaluate the bids received and will identify the lowest responsive and
responsible bidder.
Staff will then return to the City Council with a recommendation to award a construction
contract to the identified lowest responsive and responsible bidder, which is expected to be in
spring 2024. Construction is expected to begin by summer 2024 and be completed by fall 2024.
Environmental Evaluation
The City Planner has determined that the project is exempt from the California Environmental
Quality Act under CEQA Guidelines Section 15301(c), which covers the repair, maintenance, or
minor alteration of existing public structures or facilities involving negligible or no expansion of
use. The improvements to these streets involve negligible expansion of the current use.
Exhibits
1.City Council resolution
2.Carlsbad Residential Traffic Management Program
3.Location map
4.Oct. 3, 2022, Traffic & Mobility Commission Meeting minutes
5.Aug. 7, 2023, Traffic & Mobility Commission Meeting minutes
6.Project plans, specifications and contract documents (on file at the Office of the City Clerk)
March 26, 2024 Item #12 Page 6 of 85
RESOLUTION NO. 2024-066
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARLSBAD,
CALIFORNIA, APPROVING THE PLANS, SPECIFICATIONS AND CONTRACT
DOCUMENTS AND AUTHORIZING THE CITY CLERK TO ADVERTISE FOR BIDS
FOR IMPLEMENTING THE TRAFFIC CALMING PLANS FOR PARK DRIVE, BLACK
RAIL ROAD, PLUM TREE ROAD AND CARRILLO WAY
WHEREAS, the City Council of the City of Carlsbad, California has determined that the plans,
specifications and contract documents for traffic calming on Park Drive, Black Rail Road, Plum Tree
Road and Carrillo Way, Capital Improvement Program, or CIP, Project No. 6070, or Project, have been
completed to the satisfaction of staff; and
WHEREAS, on May 8, 2001, the City Council adopted Resolution No. 2001-139, approving the
Carlsbad Residential Traffic Management Program to provide the policies and guidelines for traffic
management on residential public streets; and
WHEREAS, on May 24, 2011, the City Council adopted Resolution No. 2011-115, amending the
CRTMP; and
WHEREAS, the Carlsbad Residential Traffic Management Program reguires the City Council to
hold a "duly noticed public meeting ... to receive recommendations of the Traffic Safety Commission for
Phase II implementation"; and
WHEREAS, the Traffic Safety Commission was renamed as the Traffic and Mobility Commission
in 2019; and
WHEREAS, on Aug. 7, 2023, the Traffic and Mobility Commission recommended approval of the
Project; and
WHEREAS, the Traffic and Mobility Commission was renamed as the Traffic Safety and Mobility
Commission in 2023; and
WHEREAS, the public input process and mail survey conducted for the Park Drive, Black Rail
Road, Plum Tree Road and Carrillo Way satisfied the requirements of the Carlsbad Residential Traffic
Management Program; and
WHEREAS, the city contracted with STC Traffic, Inc., a traffic engineering firm, to develop the
construction plans, cost estimate and specifications; and
Exhibit 1
March 26, 2024 Page 7 of 85Item #12
May Ϯ011
ProgramTraffic Management Program
Carlsbad ResidenƟal Traffic Management
Exhibit 2
March 26, 2024 Item #12 Page 9 of 85
Carlsbad Residential
Traffic Management
Program
May 2011 Revision
Traffic Division
Transportation Department
March 26, 2024 Item #12 Page 10 of 85
Acknowledgments
May 2011 Program Update
CITY OF CARLSBAD CITY COUNCIL CITY OF CARLSBAD ENGINEERING DEPARTMENT
Matt Hall – Mayor Skip Hammann – Transportation Director
Ann J. Kulchin – Mayor Pro Tem John Kim – Traffic Division Manager
Mark Packard Doug Bilse – Traffic Signal Systems Engineer
Keith Blackburn Jim Murray – Associate Engineer
Farrah Douglas
TRAFFIC SAFETY COMMISSION CITY OF CARLSBAD FIRE DEPARTMENT
Gordon P. Cress Mike Davis – Fire Marshal
Jack Cumming Chris Heiser – Fire Division Chief
Steve Gallagher Guy J. Roney, III CITY OF CARLSBAD POLICE DEPARTMENT
Jairo Valderrama Lt. Marc Reno – Traffic Supervisor
May 2001 Program Development
CITY OF CARLSBAD CITY COUNCIL
Claude A. Lewis – Mayor
Ann J. Kulchin – Mayor Pro Tem
Ramona Finnila
Matt Hall
Julianne Nygaard
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM COMMITTEE
Courtney Heineman – Chairperson
Kip McBane – Vice-Chairperson
Tom Blake
Howard Heffner
John Murphey
Michael Ott
Jim Stachoviak
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Lloyd B. Hubbs - Public Works Director
Robert T. Johnson, Jr. – Deputy City Engineer, Transportation
Michele Masterson – Management Assistant
Jim Murray – Associate Engineer
Jannae DeSiena – Senior Office Specialist
CITY OF CARLSBAD POLICE DEPARTMENT
Sgt. Kelly Cain – Traffic Supervisor
MEETING MINUTES
Dianna Scott – Minutes Clerk
March 26, 2024 Item #12 Page 11 of 85
TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................................... i
INTRODUCTION ............................................................................................................................................. 1
GOALS ........................................................................................................................................................... 3
PROGRAM STRATEGIES ................................................................................................................................. 3
PROCEDURES ................................................................................................................................................. 4
PROGRAM ELIGIBILITY .................................................................................................................................. 5
PHASE I : EDUCATION AND ENFORCEMENT ................................................................................................. 6
PHASE II : TRAFFIC MANAGEMENT ............................................................................................................... 8
PHASE III : TRAFFIC CALMING ..................................................................................................................... 11
PHASE III QUALIFICATION CRITERIA SCORING WORKSHEET ....................................................................... 13
TRAFFIC CALMING MEASURES REMOVAL PROCESS ................................................................................... 17
PETITION—REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .......................................................... 18
PROGRAM UPDATE PROCEDURES .............................................................................................................. 19
MEASURES NOT RECOMMENDED FOR USE ................................................................................................ 21
ACRONYMNS AND GLOSSARY ..................................................................................................................... 22
CITY COUNCIL RESOLUTION ........................................................................................................................ 23
TRAFFIC CALMING TOOL BOX (PHASE I) .................................................................................................. TB-1
TRAFFIC CALMING TOOL BOX (PHASE II) ............................................................................................... TB-10
TRAFFIC CALMING TOOL BOX (PHASE III) .............................................................................................. TB-16
March 26, 2024 Item #12 Page 12 of 85
EXECUTIVE SUMMARY
In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on neighborhood streets.
Speeding and/or excessive volumes may cause residents to become alarmed about safety and quality of
life. When the tranquility and ambiance of the neighborhood is disrupted by drivers speeding or trying
to find short-cuts, concerned citizens contact City officials.
This scenario, repeated each day in some areas of the City, alerted the City Council to the need for a
comprehensive citywide program to minimize excessive speeds and high volumes in neighborhoods.
Similar problems in California and throughout the country have inspired engineering solutions called
traffic calming, which is a method of slowing cars and discouraging cut-through traffic. With traffic
calming in mind, the City Council elected to use a citizen-based approach to develop such a program,
appointing a committee of seven citizens to work with staff in developing solutions for any Carlsbad
neighborhoods seriously affected by traffic problems.
The citizen's committee developed a three-phase approach to addressing traffic problems in Carlsbad
neighborhoods. After reviewing and evaluating programs from many cities, the committee
recommended a program it suitable for Carlsbad and which would achieve the three goals that must be
met if traffic calming is to be successful. The first requirement is support of the residents in any
neighborhood where such calming is needed. Second, the traffic calming measures must meet with
the approval of emergency agencies concerned about response times, as well as the needs of other
utilities whose large vehicles could be adversely affected or damaged by the traffic calming
measures. Finally, the residents must be willing to live with the actual traffic calming measures designed
to slow traffic and cut-through traffic volumes in their neighborhood.
This document represents the first revision to the initial program developed by the Carlsbad Residential
Traffic Management Program Committee. The primary reasons for revising the program were to add
lower cost traffic management tools such as residential stop signs and speed cushions and to establish
benchmark criteria for the funding of future traffic calming projects. The revised program is divided into
the following three phases:
Phase I: application of enforcement and education to resolve non-compliance issues.
Phase II: utilizing engineering-based measures to increase compliance with posted
speed limits and discourage cut through traffic.
Phase III: development and implementation of a comprehensive plan comprised of
traditional traffic calming measures to address traffic issues while enhancing
the residential character of the street.
Ultimately leading to improvement in the quality of life of affected neighborhoods, the Carlsbad
Residential Traffic Management Program is still another way in which the City provides for the health,
safety and welfare of its citizens.
i
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
1
CARLSBAD
RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
INTRODUCTION
Virtually every day, on many residential streets, Carlsbad residents are faced with the potentially dangerous intrusion of speeding vehicles and/or cut-through traffic. Carlsbad streets have experienced
escalating traffic impacts due to population and employment growth. As a result, an increasing number of citizens have expressed concerns to City officials, the Police Department and Engineering staff about these traffic problems.
Carlsbad residents are not unique in voicing such concerns. Cities throughout the United States have
struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result, citizens have asked that their neighborhood quality of life be improved through a reduction of vehicle speeds and volume. Many desire the simple pleasure of being able to walk or ride bicycles through their
neighborhoods without fear of vehicular traffic, a key factor in neighborhood livability.
"Livable" cannot be precisely defined as it relates to community or neighborhood. However, the residents' expectation that fewer vehicles should be speeding down neighborhood streets is an
indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable
neighborhood include:
a sense of community
a safe place to walk or bicycle
interaction among neighbors
a general feeling of security and safety
the opportunity for residents to enjoy their homes and property
streets that do not penalize drivers traveling at the posted speed limit
"Traffic calming" is a term that has, in recent years, become synonymous with providing the means to
slow vehicles, reduce cut-through traffic volumes and help achieve a livable community. Through the use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects of the motor vehicle in residential neighborhoods.
In response to the concerns of Carlsbad residents, the City Council has established the Carlsbad Residential Traffic Management Program, referred to as the CRTMP, to address neighborhood concerns about unwanted traffic. The Institute of Transportation Engineers (ITE), an international organization of
transportation professionals, has defined traffic calming as:
"The combination of mainly physical measures that reduces the negative effects of
motor vehicle use, alters driver behavior and improves conditions for non-motorized
street users."
Carlsbad's Residential Traffic Management Program is designed to have significant neighborhood
involvement. Staff plans to work closely with residents to identify problems and their solutions and to
gather the support necessary to ensure the success of any traffic calming plan that may merit adoption.
Communication with the residents at each step is critical and the urgency of plan development will not
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
2
be allowed to override the need for thorough understanding, commitment and approval by the
neighborhood.
Since neighborhood involvement is the key, the program is designed to solicit and encourage residents'
active participation in identifying concerns, developing reasonable solutions and supporting the final
outcome. In the traffic engineering field, the manner in which this occurs is a process that contains the
elements of the “4E's":
Education
Engineering
Enforcement
Enhancement
By utilizing the "4E" process, which incorporates a comprehensive, integrated involvement of concerned
residents, the challenge of identifying and resolving problems can successfully take place.
The basic elements of the 4E process include:
Education: Providing resource materials and information to residents to inform them about all
aspects of traffic calming.
Engineering: Physical measures and other techniques utilized in the traffic calming program that
are based upon input and concurrence by residents, engineering principles, financial and
environmental considerations.
Enforcement: Police presence and selective enforcement of vehicle code violations.
Enhancement: Using special treatments in the physical measures through design and/or
landscaping features to improve livability, aesthetics, community pride.
This program has been established with and conforms to authority and responsibility given to local
authorities by the California Vehicle Code to protect the health and welfare of its citizens. Additionally, it
meets one of the goals in the Circulation Element of the General Plan that states Carlsbad is a "City with
an integrated transportation network, serving local and regional needs, which accommodates a balance
of different travel modes based upon safety, convenience, attractiveness, costs, environmental and
social impacts".
It is the policy of the State of California that all persons have an equal right to use public streets and that
no agency may restrict the use of streets to only certain individuals. With certain exceptions provided
for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in
specific instances related to:
implementation of the Circulation Element of the General Plan
criminal activity
regulating or prohibiting processions or assemblages
streets dividing school grounds to protect students attending such schools or school grounds
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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Requests to implement the CRTMP will ultimately be considered through the process outlined in this
program. Careful consideration will be given to each request to ensure that it meets State law and the
criteria contained in the program.
GOALS
The City Council established the CRTMP as a countermeasure to intrusion by excessive traffic and/or
higher than normal vehicle speeds in the neighborhood and thus, to help improve the quality of life.
With a defined traffic management process and established procedures contained in this document,
Carlsbad residents will have the measures and techniques ("tools") at their disposal to avert many
negative impacts associated with vehicular traffic on residential streets.
The goals of a traffic management program include:
improving the quality of life in the neighborhood
creating safe streets by reducing the collision frequency and severity
reducing negative effects of motorized vehicles
design of features that encourage self-enforcement
PROGRAM STRATEGIES
The City of Carlsbad strives to achieve neighborhood livability through implementation of current
standards and policies. Managing traffic is a key component in this endeavor and one that is vital for
promoting characteristics of livable neighborhoods. Therefore, strategies are needed to identify and
address issues revolving around speeding, excessive volumes and safety concerns on residential streets
when it occurs. These strategies include:
developing recommendations that adhere to State law
satisfactorily addressing legal and liability issues
preserving reasonable emergency vehicle access and response time consistent with response
standards
maintaining reasonable vehicular access
promoting neighborhood safety for pedestrians, bicyclists, motorists and residents
encouraging and incorporating citizen participation in identifying traffic calming measures and
techniques
utilizing City resources and funds efficiently and effectively
utilizing a combination of education, engineering, enforcement and enhancement (4E's)
maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative modes
of travel
balancing on-street needs (such as parking) with the reasonable and safe function of the street
considering achievable options for funding
According to the ITE resource, “Transportation and Land Development, 2nd Edition”, residential streets
should ideally be designed and constructed to a “residential neighborhood scale” to achieve vehicle
speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
4
typically accomplished by restricting roadway length so that a driver slows, stops, or makes a significant
turning movement every 300-700 feet. Drivers tend to comply with speed limits in residential
neighborhoods when the effective, uninterrupted street length is less than 700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been
designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of
speeding issues by installing a series of traffic management measures to reduce the effective street
length so that a driver slows, stops, or makes a significant turning movement every 300 to 700 feet.
Traffic management measures are recommended to be spaced, on average, at approximately 500 foot
intervals. The traffic management strategies included in the CRTMP toolbox are designed to work in
concert with one another to limit the effective, uninterrupted length of an existing street to
approximately 500 feet, which should result in a reduction in vehicle speeds and render the route less
attractive to cut-through traffic.
PROCEDURES
The procedures to implement traffic management measures and techniques are described on the
following pages and are referred to as phases. In general, the established procedures are consistent with
the methodology currently used in Carlsbad to address any traffic-related concerns. The procedures
require, and are designed to encourage, substantial neighborhood participation, following the process
used by staff to formulate solutions to problem locations and the methods for proposing those solutions
to the Traffic Safety Commission and City Council for final resolution.
Carlsbad's Residential Traffic Management Program has been developed as a three-phase program,
consisting of the following structure approach:
Phase I : Enforcement and Education
Phase II : Traffic Management
Phase III : Traffic Calming
The program is designed in such a way that residents of each street with identified problems, and with
neighborhood support and commitment, can play a part in the program. The cost, complexity,
effectiveness and impact to residents increase with each phase. Phase I features are generally
considered simple improvements that can be initiated internally and provided by city staff. Phase II
consists of cost-effective traffic management features that may reduce vehicle speeds but may also
penalize those who drive at the legal speed limit. Phase III features are the most effective at traffic
calming but are expensive and may negatively impact parking.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
5
PROGRAM ELIGIBILITY
Participation in the Carlsbad Residential Traffic Management Program requires the following:
1. The subject street must meet the legal definition of residence district (as defined by the
California Vehicle Code) or designated school zone (as defined by the California Manual on
Uniform Traffic Control Devices).
2. The subject street must have a curb-to-curb width of 40 feet or less.
3. A letter sent by a resident or residents requesting that staff consider a subject street for
inclusion into the CRTMP process.
Any street that does not meet the program eligibility criteria but is nevertheless considered by city staff
to be a candidate for traffic calming will be scheduled for review and possible approval by the Traffic
Safety Commission. If the Commission's review leads to the conclusion that the street merits an
exception, it will be processed through the CRTMP as if program eligibility criteria were met. Any street
recommended by the Traffic Safety Commission as not qualifying for an exception may be requested by
a citizen to be reviewed by the City Council for a final determination. The exception process may be
used for consideration for inclusion into each phase of the program.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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PHASE I: EDUCATION AND ENFORCEMENT
When a resident, or group of residents, from a neighborhood has a traffic-related concern that they
believe should be addressed by the Carlsbad Residential Traffic Management Program and have sent a
letter to the Traffic Division of the Transportation Department, the process will be initiated in the
following manner.
Step 1 Initiate Traffic Request (TR) Procedure
Upon receipt of the correspondence and verification that the subject street satisfies program eligibility
requirements, staff will initiate a Traffic Request (TR) that includes the information contained in the
letter. The TR is an internal logging and tracking system in the Transportation Division used to initiate
action and file correspondence. An engineer will be assigned to investigate and conduct an engineering
study of the street(s).
Step 2 Investigation/Studies
Staff will gather preliminary data about the expressed concern. Field reviews and appropriate traffic
studies will be conducted. They may include:
geometric conditions of the road volume counts
parking availability/restrictions pedestrian counts
location of existing traffic control devices collision analysis
speed surveys other studies as determined appropriate
Phase I strategy will be formulated after the data is collected.
Step 3 Coordination with the Police and Fire Departments
Staff will discuss with the Police Department solutions that can be addressed through enforcement. An
enforcement strategy will be prepared and implemented by the officer in charge of the Traffic Division
of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response
route issues and other fire safety issues.
Step 4 Issue Work Order
Implementation of Phase I can be accomplished by city forces. Staff can usually issue work orders for the
installation of signs or striping or implementation of speed feedback signs.
Step 5 Communication with Residents
Information on appropriate traffic calming strategies and techniques proposed to address the identified
concern is shared with the person or group that initiated the request, including information about the
issuance of work orders. Staff also outlines the engineering and enforcement approach that will be
utilized to mitigate neighborhood concerns.
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CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
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Step 6 Monitor
Effectiveness of the implemented measures and/or strategies is monitored by Engineering Department
staff and, as appropriate, by the Police Department. The resident or group originating the request is
then informed of the monitoring results.
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PHASE II: TRAFFIC MANAGEMENT
If all applicable Phase I options have been completed and do not appear to adequately address the
problem after being in place for an appropriate amount of time as determined by the city staff, Phase II
of the CRTMP may be considered.
Step 1 Written Request
Phase II will be initiated when an affected resident that resides on the street where the concern exists
sends a letter to the Traffic Division of the Transportation Department requesting Phase II consideration.
The letter will be generated by a resident, following discussions with city staff to review what might be
accomplished through Phase II of the program.
Step 2 Phase II Eligibility Determination
Not all residential streets and/or residential areas will qualify to participate in Phase II of the Carlsbad
Residential Traffic Management Program based upon the established process. Eligibility criteria for
Phase II are as follows:
1. Completion of Phase I of the CRTMP; and
2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined
by a speed survey(s).
Both of the eligibility criteria must be met for a street to be considered for further processing through
the CRTMP. However, on a case-by-case basis, city staff may determine exceptions. A street considered
as an exception must be approved by the Traffic Safety Commission.
Step 3 Determine Project Area of Influence (PAOI)
The street or streets significantly impacted by neighborhood concerns or potential solutions, including
all dwelling units or other land uses bordering the subject street or streets, comprise the Project Area of
Influence (PAOI). The PAOI will be established by city staff, with input from the neighborhood
representatives. The establishment of the PAOI by staff shall consider the implementation of measures
on a roadway system as opposed to singular, isolated installations.
Step 4 Phase II Concept Plan
All residents from the PAOI will be invited to a neighborhood meeting hosted by the city. At the
meeting, staff will explain the Phase II process that may lead to installation of the traffic management
measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I
potential Phase II solutions
advantages/disadvantages of specific Phase II features
Phase II approval process
A Fire Department representative will be invited to attend the meeting to explain response needs of the
emergency service providers and any concerns with potential traffic management on the candidate
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street. Also, a Police Department representative will be invited to attend the meeting to respond to
questions about enforcement issues.
Staff, using the data collected in Phase I, and working with affected residents, will draft a plan of
proposed Phase II measures within the boundaries of the PAOI. Since Phase II measures are limited in
application, they may not be appropriate for a given situation. For example, if a subject street does not
feature intersections, residential STOP signs would not be appropriate. Staff will work with residents to
prepare the Phase II concept plan which will be presented to the neighborhood via mail survey for
support.
The concept plan will be presented to the Traffic Safety Coordinating Committee to allow city staff such
as Fire Department and Police Department representatives to review and comment.
Step 5 Mail Support Survey for Phase II Concept Plan
A mail support survey will be conducted by City staff upon completion of the Phase II concept plan
developed by staff. The purpose of the survey will be to determine if the neighborhood (as defined by
the PAOI) is in favor of the proposed plan.
Residents and non-resident owners within the PAOI are eligible to participate in the mail support survey.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of the residents contacted fill out and return the completed
survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community
responding supports the Phase II plan.
If the Phase II concept plan includes measures with vertical deflection such as speed cushions or speed
tables, support for these measures from residents directly affected will be highly desirable. Staff will
work with these residents and will strive to balance the concerns of individual residents with the overall
success of the concept plan as a system of interdependent features. Since the success of Phase II will be
dependent on the spacing of proposed features, the removal of any measure from the concept plan due
to lack of support may have a detrimental effect on the concept as a whole.
If 50% of the surveys are not returned, an outreach program may be initiated by the resident(s). Re-
survey will occur after all steps established in the outreach program are completed. A re-survey will be
valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of
the returned surveys, the resident(s) may request that staff develop an alternative plan or abandon their
efforts. A revised Phase II plan will be tested by the support survey process in this step. If the revised
plan fails to garner support of the residents in the PAOI after the second survey, no further surveys will
be conducted by City staff for a minimum of one year.
Step 6 Final Approval by the City Council
The approved Phase II concept plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for Phase II
implementation. If Council decides that Phase II is acceptable as presented, it will so indicate by
adopting an ordinance authorizing installation of residential STOP signs and/or other proposed
measures and authorizing the appropriation of any necessary funds. The Council may consider other
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options such as returning to the neighborhood for refinement of the Phase II concept plan or proceeding
to Phase III of the CRTMP.
Step 7 Phase II Implementation
Implementation of Phase II, in most cases, will be performed by city forces via work orders issued by
staff.
Step 8 Phase II Monitoring
Phase II measures that have been installed will be monitored for effectiveness during the first year
following completion of the installation. Staff will analyze traffic data results, accident history, observed
deficiencies and/or impacts of the Phase II measures, comments, and suggestions or complaints
received.
If some residents of the neighborhood believe that the impacts and results of Phase II do not meet their
expectations, they may request removal of the permanent measures. The request for removal must
follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of
Phase II installation.
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PHASE III: TRAFFIC CALMING
If applicable Phase II options have been evaluated and do not appear to adequately address the problem
as described previously, Phase III of the CRTMP may be considered. Phase III of the CRTMP is designed
to allow traditional traffic calming measures to be used in areas where Phase II options have not
adequately resolved the traffic issues. Due to the potential fiscal impacts of Phase III and probable
impacts to parking capacity and limit access to properties, residents will be required to first utilize Phase
II measures before requesting to proceed to Phase III. Phase III measures will be limited to locations
where re-routed traffic will only impact higher classified roadways. Residents have the option to bypass
Phase II only if funding is privately secured and all Phase III criteria are satisfied.
Step 1 Written Request
Phase III will be initiated when the affected residents send a letter to the Traffic Division of the
Transportation Department requesting Phase III consideration. The letter will be generated by the
residents following discussions with city staff, study of Police Department results of Phase II, and
anticipation of what might be accomplished through further utilization of the CRTMP process. The Phase
III process will require an evaluation of a qualification criteria as well a neighborhood-initiated support
petition.
Step 2 Project Scoring and Qualification Criteria
Candidate streets will be evaluated on the following factors and associated points for the purpose of
establishing a project score for funding considerations. Streets with a score exceeding 50 points will be
eligible for Phase III.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points):
6 points for each mile per hour the 85th percentile speed is over 32 miles per hour.
2. Traffic Volumes (maximum 30 points):
Typical weekday ADT divided by 100 and rounded to the nearest whole number or the weekday
peak hour volume divided by 10 and rounded to the nearest whole number.
3. Collision History (maximum 15 points):
Five points will be assigned for each correctable collision on a street, including intersections, within
the past five years. A correctable collision is one that might have been prevented by the
installation of a traffic control device or traffic calming measure.
4. Sidewalks (maximum 5 points):
5 points if no sidewalk or pedestrian pathway exists on either side of the street.
5 points if no sidewalk or pedestrian pathway exists along at least one side of the street.
5. School Proximity (5 points maximum):
5 points if school grounds abut the candidate street.
3 points if the PAOI is within 500 feet of school grounds.
1 point if the PAOI is located within 1,000 feet of school grounds.
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6. Pedestrian Crossings (5 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI.
5 points if a major or midblock crosswalk is located on a street in the PAOI. A major crosswalk is
defined as having 10 or more pedestrians crossing per hour during any eight hours of a typical
weekday.
A maximum total of 100 points may be given for the street under consideration, using the Traffic
Management Program Priority Scoring Worksheet. A minimum score of 51 points is required for the
subject street to qualify for Phase III.
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13
Carlsbad Residential Traffic Management Program
Phase III Qualification Criteria
Scoring Worksheet
This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a street for Phase III
qualification and prioritization of a potential specific neighborhood traffic calming project.
Name of neighborhood (street location):
Points
1. Travel Speed (40 pts. max.)
For each mile per hour the 85th percentile speed is over 32 miles per hour, 6 points will be
assigned.
Critical Speed:
2. Traffic Volumes (30 pts. max.)
Total weekday ADT divided by 100, rounded to nearest whole number
or weekday peak hour volume divided by 10, rounded to nearest whole number (use higher
number)
Volume: Date Counted:
3. Collision History (15 pts. max.)
Five points for each correctable collision during the past 5 years
Number of collisions:
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathways exists on either side of the street = 5 points
No sidewalk or pedestrian pathway exists along at least one side of the street = 5 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points
PAOI is located within 500 feet of school grounds = 3 points
PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (5 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the
PAOI = 5 points
Major or midblock crosswalk is located on a street in the PAOI = 5 points
Total Score:
___________________________________________
Evaluator Date
A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE III.
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Step 3 Neighborhood Support Petition
If the subject street meets the Phase III Qualification Criteria, concerned residents will need to establish
resident support for continuation of the Phase III process. The support petition is initiated by the
neighborhood representative and serves as the mechanism to establish that residents’ support the City's
consideration of a Phase III traffic calming project. Documentation of support for consideration of a
future project is indicated by a simple majority (50% plus one signature) of those eligible individuals
located within the PAOI that sign the petition. The petition form will be developed by staff but it will be
the responsibility of residents to circulate the petition and submit the results.
Step 4 Project Funding
Upon satisfaction of Steps 2 and 3 of the Phase III process, the subject street may be considered for
funding as a future project through the Capital Improvement Program (CIP) process. If more than one
CRTMP project is submitted in a given fiscal cycle, priority will be established by the Phase III
Qualification Criteria scoring. Many different fiscal factors must be considered to establish if and to
what level funds will be allocated for projects on the priority list. Staff will recommend a funding level
and the City Council will consider and adopt the annual budget before the fiscal year ending on June 30.
As an alternative to the City funding the design and construction of Phase III improvements, residents
may choose to collect funds themselves in any manner they choose, including the formation of an
assessment district. This private funding must be for 100% of the project cost including design,
construction, inspection, administration and contingency costs associated with the project. Private
funds must be deposited with the city prior to proceeding to Step 4.
Phase III will not proceed until funding source is identified and funds are secured.
Step 5 Kick-off Meeting with the Neighborhood
All individuals from the PAOI will be invited to a neighborhood kick-off meeting hosted by the City. At
the meeting, staff will explain to those in attendance the Phase III process that may lead to installation
of the traffic calming measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I and II
potential solutions
traffic calming plan development process
before and after traffic study process
A Fire Department representative will attend the meeting to explain response needs of the emergency
service providers and any concerns the Fire Department has with potential traffic calming on the
candidate street. Also, a Police Department representative will attend the meeting to respond to
questions about enforcement issues.
Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan
By meeting and working closely with the residents, staff will be able to assist in:
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assessing neighborhood needs
identifying alternatives
developing initial plans or solutions
finalizing the comprehensive plan based upon
o sound engineering principles
o neighborhood input
o state-of-the-art traffic calming practices
Throughout design development of the conceptual plan, all residents within the PAOI will be provided
updates and will be encouraged to offer input. The residents will be actively involved in all aspects of
developing the comprehensive neighborhood traffic calming plan and will be expected to commit the
time and effort needed to develop a successful plan. Directly affected residents and property owners
will be notified and involved with the development of the conceptual plan.
The length of time needed to develop the conceptual plan is dependent upon the complexity of the
issues, the level of neighborhood involvement and support, project cost and the willingness of the
residents to aggressively pursue plan development. The series of meetings leading to completion of a
final conceptual plan for presentation to the neighborhood could take six months or longer.
Step 7 Mail Support Survey for Final Conceptual Plan
A mail support survey will be conducted by city staff upon completion of the conceptual plan developed
by residents and staff and evidence of a generally favorable consensus on the plan by interested
residents. The purpose of the survey will be to determine if the neighborhood (PAOI) is in favor of the
proposed plan by a super majority (67% or more).
Residents and non-resident owners within the PAOI will be included in the survey, essentially following
the eligibility procedures addressed in Phase II. If necessary, and as determined by city staff based upon
the proposed conceptual traffic calming plan, additional properties may be included or excluded by
expanding or reducing the boundaries of the PAOI. The revised PAOI will become the new PAOI for
purposes of the survey and other communications with residents affected by the proposed traffic
calming project.
Distribution of the support survey will be conducted by the City through the mail. The survey will be
considered valid if a minimum of 50% of those contacted fill out and return the survey. Staff will then
analyze the returns to determine if 67% or more of the PAOI community responding supports
proceeding to the final plans, specifications and estimates (PS&E) stage and for the installation of
temporary features. Staff will notify by mail all individuals within the PAOI of the survey results and the
next steps in the process.
If 50% of the surveys are not returned, an outreach program must be developed by the residents with
the assistance of staff. Re-survey will occur after all steps established in the outreach program are
completed.
A re-survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved
by 67% or more of the returned surveys, the residents may choose to develop an alternative plan or
abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will be tested
by the support survey process in this step. If a conceptual plan fails to garner support of the residents in
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the PAOI after the second survey, no further surveys will be conducted by city staff for a minimum of
one year.
If neighborhood support for the Phase III traffic calming concept plan is established, staff can proceed to
Step 8.
Step 8 Environmental Review
Upon confirming the neighborhood support for the Phase III concept plan and funds have been
identified, allocated and approved, staff will initiate environmental review of the proposed project
through the City of Carlsbad Planning Department. Generally, traffic calming improvements proposed
within the existing street right-of-way are found to be exempt from detailed environmental review.
Step 9 Complete Final Design
Final design of the traffic calming plan can be started by staff concurrent with processing the
environmental document. However, the final plan cannot be completed beyond the 30% stage until
environmental certification is received and funding for the project is secured. Depending upon the
complexity of the final plan, a consultant may be hired by the city. After completion of the final design,
staff will initiate installation of temporary measures to simulate the effect of the proposed permanent
traffic calming measures. The Police and Fire Departments will have considerable input during the final
design.
Step 10 Final Approval by the City Council
The approved Phase III design plan will be brought forward to the Traffic Safety Commission for
recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held
by the City Council to receive the recommendations of the Traffic Safety Commission for the final traffic
calming project and to hear public testimony on the matter. If Council decides the project is acceptable,
it will so indicate by adopting a resolution authorizing advertising for construction bids, thus taking the
first step toward installation of the project. If, on the other hand, the Council does not support the
proposal, staff may be directed to abandon the plan, or to return to the neighborhood for refinement of
the plan, or to take no further action.
Step 11 Project Construction
Construction of the approved project, in most cases, will be performed by a licensed contractor selected
through the city's formal construction bidding process. After a contractor is selected by the city,
individuals within the PAOI will be notified of the construction schedule.
Step 12 Project Monitoring
Traffic calming projects that have been constructed will be monitored for effectiveness during the first
year following completion of the installation and also during the second year after the installation.
If residents of the neighborhood believe that the traffic calming measures, impacts and results do not
meet their expectations, they may request removal of the permanent measures. The request for
removal must follow the Traffic Calming Measures Removal Process and be submitted at least one year
from date of Phase III installation.
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Traffic Calming Measures Removal Process (Phase II and III)
Individuals within a neighborhood may determine that one or more traffic calming measures should be
removed. If so, a petition favoring removal and signed by 80% of the eligible individuals within the PAOI
or expanded PAOI, if applicable, must be sent to staff. Eligibility criteria for signing the petition will be
the same as for previously indicated voting procedures (one signature per household or property). A
sample petition is provided on the next page for use by the neighborhood contact person to collect
signatures.
Staff will review the petition, determine if the 80% threshold is met and notify all residents and non-
resident owners within the PAOI of the results. No removal petition will be accepted by staff during the
test period when temporary measures are being reviewed.
If the petition has 80% or more valid signatures, it will be submitted to the Traffic Safety Commission for
consideration. All individuals within the PAOI will be notified in writing of the meeting and will have the
opportunity to address the Commission with their concerns. The Traffic Safety Commission
recommendation, whether to deny or sustain the removal petition, will be forwarded to the City
Council.
All residents and non-resident owners within the neighborhood PAOI will be notified by mail of the date
when the City Council will consider their request for removal of the traffic calming measure(s). Each
interested resident will have the opportunity to address the City Council. A final decision will be made by
the City Council based upon staff input, Traffic Safety Commission recommendations and citizen
comments. As appropriate, staff will initiate action on the City Council's decision. All residents and non-
resident owners within the PAOI will be notified of the City Council decision by mail.
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18
PETITION
REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S)
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
CONTACT PERSON: DATE:
CONTACT PERSON ADDRESS:
CONTACT PERSON TELEPHONE:
The undersigned state they that they are requesting that the City of Carlsbad consider removing the
traffic calming measure(s) installed on ________________________________(street name).
The measure or measures to be removed are: ______________________________________
____________________________________________________________________________
___________________________________________________________________________.
The undersigned further state they have read the Travel Calming Removal Process section contained in
the Carlsbad Residential Traffic Management Program.
Name (please print) Address (please print) Telephone Signature
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
(attach additional sheets as necessary)
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19
PROGRAM UPDATE PROCEDURES
It is intended that the Carlsbad Residential Traffic Management Program be dynamic and subject to
change. Traffic calming measures, techniques and/or methodologies continue to evolve. What was once
in favor and popular to implement may have been subsequently found by agencies to be undesirable,
unworkable or unacceptable to the neighborhood.
Revisions to the Carlsbad Residential Traffic Management Program (CRTMP) are expected. When
revisions are suggested, a formal review and approval process of the revision(s) will be followed.
Steps in the revision/update process are as follows:
Step 1 Initiation of Revision
A change or revision may be initiated by the City Council, staff or a citizen. It is suggested that the
requested revision be made in writing, with the reasons for or intent of the revision clearly stated. A
compelling reason to initiate the update process or to change the process must be offered to be
favorably received.
Step 2 Review by Staff
Suggested revisions will be thoroughly researched and reviewed by staff to determine if they are
appropriate for inclusion in the Carlsbad Residential Traffic Management Program. Other City
departments will also be consulted and, as necessary, comments from stakeholders will be solicited.
Changes to traffic calming measures, procedures or methodologies will only be considered by the Traffic
Safety Commission once a year, unless such measures, procedures or methodologies are determined to
be illegal.
Step 3 Response to Initiator
Staff will respond in writing to the individual proposing the revisions, commenting on their suitability or
requesting additional information as needed. Revisions deemed unacceptable by staff will not be
processed further. Revisions recommended by staff for further consideration will be scheduled for
discussion at a Traffic Safety Commission meeting. Only those suggested revisions that significantly
enhance the overall Carlsbad Residential Traffic Management Program will be considered for acceptance
and submitted to the Traffic Safety Commission.
Step 4 Review by the Traffic Safety Commission
All revisions proposed during any 12-month period will be reviewed by the Traffic Safety Commission at
the end of such period. The recommendations of the TSC on all such proposed revisions will be
forwarded to the City Council. The TSC review meetings will be duly noticed and open to the public for
their input on revisions or changes.
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Step 5 Review and Approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety
Commission. Staff may be directed by the Council either to implement the revisions to the program and
the supporting documents or to take no action on the requested revision. Noticing procedures for the
Council meeting will be the same as for the Traffic Safety Commission meeting and all interested
residents will be encouraged to attend the Council meeting to make their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic calming
program in progress. A neighborhood that has started development of its traffic calming program will
continue the process without change.
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Measures Not Recommended for Use
Several traffic management measures were evaluated and determined to be unsuitable for use in
Carlsbad. Listed following are measures not recommended for installation on public streets and,
therefore, not proposed for consideration as part of a neighborhood traffic calming project.
Rumble Strip
A rumble strip is an alteration to the paved street surface by various techniques to draw the driver's
attention to a roadway condition. This measure is not acceptable in a residential neighborhood due to
the noise and vibration created when a vehicle is driven over the rumble strip.
One-Way Street
A one-way street may encourage increased speeds and may result in additional traffic volumes on a
nearby street due to diverted traffic. On a residential street, confusion and wrong-way travel may result
as a one-way street is an atypical encounter for drivers when leaving a single-family residence.
Miscellaneous Non-Standard Devices
Signs and/or striping not recognized by the State of California Department of Transportation (Caltrans)
as an official traffic control device shall not be used in the public right-of-way. These signs typically
include CHILDREN AT PLAY, SLOW and others. Non-official signs are of the novelty type, many have
messages that are misinterpreted by drivers, have no legal meaning and their use can expose the City to
tort liability. These types of signs do not command the attention or respect of drivers that are repeat
users of the street. Using signs that are not officially approved may give a false sense of security to
residents. Additionally, the signs raise expectations that some degree of protection is provided through
their use when, in reality, this is not the case.
Cul-de-Sacs and Road Closures
Streets have been designed and constructed to facilitate multiple points of egress for the residents and
multiple ways for an emergency vehicle to respond to an incident. Basic circulation patterns are
intended to remain. Streets will not be truncated through the construction of a barrier to cause a road
closure or by converting the end of the street into a cul-de-sac through construction of a turnaround.
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ACRONYMS AND GLOSSARY
California Vehicle Code A document published by the Department of Motor Vehicles
containing laws relating to the use of streets and the operation
of vehicles thereon.
Circulation Element Comprehensive plan in Carlsbad for the safe and efficient
movement of people and goods.
Critical Speed (85th percentile) The speed at which 85% of the vehicles are traveling at or below.
General Plan A document required by law that contains the overall goals,
objectives and policies for development of the City.
ITE Institute of Transportation Engineers
Midblock Any point located between two successive intersections.
NTCC Neighborhood Traffic Calming Committee
PAOI Project Area of Influence
PS&E Plans, specifications and estimates used to construct projects.
Traffic Calming The combination of mainly physical measures that reduces the
negative effects of motor vehicle use, alters driver behavior and
improves conditions for non-motorized street users—ITE
definition.
CRTMP Carlsbad Residential Traffic Management Program
Toolbox Traffic calming measures ("tools") used to reduce vehicle speeds
and/or minimize volumes on residential streets.
TR Traffic Request. Used by transportation staff to log, file and
track project requests.
TSC Traffic Safety Commission
Warrants Established, objective criteria used to evaluate traffic conditions.
March 26, 2024 Item #12 Page 35 of 85
March 26, 2024 Item #12 Page 36 of 85
March 26, 2024 Item #12 Page 37 of 85
TB-1
TRAFFIC CALMING TOOLBOX
Traffic control devices are those official signs and striping placed in the public right-of-way and
recognized by the public such as STOP signs, curve warning signs, centerline striping, etc. These
devices have been officially approved by the State of California Department of Transportation
(Caltrans) pursuant to legislative authority provide for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that may not be officially
approved through legislative action by the State of California. Commonly referred to as “tools”,
the traffic calming measures or features available for use in Carlsbad are available in this
program’s “toolbox”.
Each tool listed is unique and has a specific purpose for addressing residential street traffic
concerns that require some form of traffic calming. Each tool has its own set of advantages and
disadvantages and a range of costs. More than just a structural feature on a street, traffic
calming tools also encompass education, enforcement, engineering and enhancement.
The following pages identify tools that have been endorsed and available for use in Carlsbad.
They were chosen for:
Appropriateness to address traffic concerns in Carlsbad.
Acceptability to stakeholders including the Fire and Police Departments.
Suitability for use in residential neighborhoods.
Each traffic calming measure is briefly described, application for usage listed, and possible
advantages and disadvantages outlined. Estimated costs have been provided when the cost of
the measure was able to be determined.
March 26, 2024 Item #12 Page 38 of 85
TB-2 March 26, 2024 Item #12 Page 39 of 85
TB-3
Phase I
Education
Description:
Conversations, meetings, e-mails,
letters and handouts to residents
regarding neighborhood traffic and
pedestrian safety issues.
Application:
Traffic education is intended to make
residents aware of local residential
speed limits and other neighborhood
traffic and safety concerns.
Advantages:
Allows residents to express views
and obtain answers.
Identifies issues of concern and
solutions.
Disadvantages:
Effectiveness may be limited.
Potentially time consuming.
Limited audience.
Special Considerations:
Meetings need to stay focused on specific traffic issues.
Cost:
Varies (staff time and published materials).
March 26, 2024 Item #12 Page 40 of 85
TB-4
Phase I
Police Presence
Description:
Police vehicles drive through or stop for a few
minutes on residential streets to observe
driver behavior.
Application:
Police presence is used to make a visual
showing in residential neighborhoods to help
discourage speeding.
Advantages:
Shows an enforcement presence.
May help slow vehicle speeds.
Disadvantages:
Presence without enforcement has
limited effectiveness.
Limited police resources.
Special Considerations:
Typically only effective when officer is present.
Used on residential streets with complaints of speeding.
Cost:
N/A
March 26, 2024 Item #12 Page 41 of 85
TB-5
Phase I
Police Enforcement
Description:
The Police Department deploys motorcycle or
automobile officers to perform targeted
enforcement on residential streets.
Application:
Targeted police enforcement used to make
drivers aware of local speed limits and to
reduce speeds by issuing citations.
Advantages:
Effective, visible enforcement.
Driver awareness increased.
Can be used on short notice.
Can reduce speeds temporarily.
Disadvantages:
Temporary measure.
Requires long-term use to be effective.
Limited police resources.
Special Considerations:
Typically only used on residential streets with documented speeding problems.
Typically only effective while officer is actually monitoring speeds.
Benefits are short-term without regular periodic enforcement.
Expensive.
Cost:
N/A
March 26, 2024 Item #12 Page 42 of 85
TB-6
Phase I
Speed Feedback Signs
Description:
A portable device equipped with a
radar unit that detects, displays and
records the speed of passing vehicles.
The sign can be set to display the speed
on its screen or show a blank screen for
data collection only.
Application:
May help discourage speeding on
neighborhood streets through
education (when set on display mode)
by showing drivers their current speed.
Advantages:
Effective educational tool.
Good public relations tool.
Encourages speed compliance.
Can reduce speeds temporarily.
Disadvantages:
Not an enforcement tool.
Ineffective on multi-lane roadways.
Less effective on high volume streets.
Limited Police Department resources to install
Special Considerations:
Can be installed on a street light standard where a resident indicates there is a speeding problem.
Typically only effective in reducing speeds when the sign is present and set on display mode.
Some motorists may speed up to try to register a high speed (when on display mode).
Recommend for temporary use only.
Cost:
$5,000 each unit
March 26, 2024 Item #12 Page 43 of 85
TB-7
Phase I
Speed Limit Signs
Description:
25 mile per hour speed limit signs are installed
on neighborhood residential streets that meet
the legal definition of a RESIDENCE DISTRICT.
Application: Speed limit signing encourages
slower vehicle speeds along residential
streets. Signs are only installed along streets
where speeding is a problem.
Advantages:
Clearly indicates prima facie speed limit.
Usually popular with residents.
Low cost of installation.
Disadvantages:
Not effective by themselves.
May add to sign clutter.
Increased cost of sign maintenance.
Special Considerations:
Typically only installed on streets where speeding is a documented problem.
Requires police enforcement to be effective.
Cost:
$200 per sign.
March 26, 2024 Item #12 Page 44 of 85
TB-8
Phase I
Speed Limit Pavement Legends
Description:
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application:
Speed limit pavement legends increase driver
awareness of the speed limit to help reduce
speeding.
Advantages:
Supplement to speed limit signs.
May help reduce speeds.
Usually popular with residents.
Disadvantages:
Not effective or legal by themselves.
Increase in maintenance cost.
Special Considerations:
Should only be installed on streets where speeding is a documented problem.
Cost:
$350 per legend.
March 26, 2024 Item #12 Page 45 of 85
TB-9
Phase I
Warning Signs
Description:
Standard warning signs give drivers advanced
notice of roadway conditions.
Application:
Warning signs advise motorists to reduce their
speed.
Advantages:
Informs motorists of roadway conditions.
Low cost of installation.
Disadvantages:
May add to sign clutter.
Increased cost of sign maintenance.
Not a regulatory sign.
Special Considerations:
Advisory only, cannot be enforced.
Cost:
$200 per sign.
March 26, 2024 Item #12 Page 46 of 85
TB-10
Phase I
Neighborhood Speed Monitoring Program
Description:
Resident writes down the license plate
number of vehicle(s) observed to be speeding
noting date, time & location. Information is
called in to the Traffic Division of the Police
Department. The Police Department sends a
letter to the registered vehicle owner
informing them their vehicle was observed to
be speeding on the stated street on the
specified date, time & location. The vehicle
owner is informed that residents are very
concerned about speeding & are requested to
observe the 25 mph residential speed limit.
Application:
The Neighborhood Speed Monitoring Program
helps to discourage speeding through
neighborhood & Police Department
involvement, awareness & neighborhood peer
pressure.
Advantages:
Encourages speed compliance.
Creates neighborhood involvement
and awareness.
Disadvantages:
Not an enforcement tool.
Requires Police Department resources
to send letters.
Cost:
police Department staff time to send out letters.
March 26, 2024 Item #12 Page 47 of 85
TB-11
Phase II
Residential STOP Signs
Description:
Residential stop signs may be considered
for installation under special
circumstances for speed reduction at
intersections on residence district streets.
Application:
The installation of residential stop signs at
intersections reduces the uncontrolled
length of a street, which may help to
reduce vehicle speeds on the street.
Advantages:
May help reduce vehicle speeds
within 150-200 feet of intersection.
Favored by many residents.
Low cost of installation.
Disadvantages:
Non-enforcement may lead to a general non-
compliance of stop signs.
May divert traffic to other streets.
Emergency response times slightly impacted.
Increased maintenance costs
May lead to increased noise/air pollution
Not as effective as horizontal deflective
measures such as traffic circles.
Special Considerations:
To control vehicle speeds, the recommended spacing of this traffic calming measure on a residential
street is typically between 300 to 700 feet.
Requires stop limit line and stop legend to be painted on the street which may lead to sign clutter.
Requires stop limit line and stop legend to be painted on the street.
Cost:
$2,000 (two approaches) - $4,000 (four approaches).
March 26, 2024 Item #12 Page 48 of 85
TB-12
Phase II
Speed Table
Description: Speed tables are constructed 3 to
4 inches above the elevation of
the street. They feature ramps on
the approaches and a flat top, typically about the length of a passenger car.
Application: Speed tables help reduce vehicle speeds at mid-block locations.
Advantages:
Reduces vehicle speeds.
Access not affected.
Generally results in a gentler ride as compared to speed lumps.
Disadvantages:
May increase noise.
Emergency response times affected.
Increased maintenance costs.
Perception of reducing property values.
May not be as aesthetically pleasing as chicanes.
Special Considerations:
Requires special signing and markings which may lead to sign clutter.
Careful attention required for drainage issues and other design issues.
Works well in combination with curb extensions and curb radius reductions.
At existing crosswalk locations, a crosswalk may be painted on the proposed speed table.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed table locations and spacing.
Cost:
$8,000 - $14,000 each (prefabricated).
March 26, 2024 Item #12 Page 49 of 85
TB-13
Phase II
Speed Cushions
Description:
Prefabricated rubber or field
formed asphalt approximately 3
inches in height and 7-12 feet in
length installed in a series across
a roadway. Transverse cuts
across the cushion allow some
emergency vehicles to pass
without vertical deflection.
Application:
Reduce vehicle speeds without
significantly impacting some
emergency vehicle response
time.
Advantages:
Reduces vehicle speeds.
May reduce vehicle volumes.
Disadvantages:
May increase noise.
Aesthetics.
May divert traffic to other streets.
Perception of reducing property values.
Increased maintenance costs.
Some emergency vehicles impacted by slowing response
times.
Special Considerations:
Requires special signing and markings.
To control vehicle speeds, the spacing must be carefully evaluated.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed lump locations and spacing.
Cost:
$4,000 - $6,000 each (prefabricated).
March 26, 2024 Item #12 Page 50 of 85
TB-14
Phase II
High Visibility Crosswalks
Description:
High visibility crosswalks established by
painting stripes between the crosswalk's
outer boundary stripes.
Application:
High visibility crosswalks increase crosswalk
visibility to drivers.
Advantages:
More visible to the driver than
traditional crosswalks.
Disadvantages:
May give false sense of security to
pedestrians.
Higher maintenance costs.
Special Considerations:
Should only considered at controlled intersections where painted crosswalks already exist.
Pedestrians may place too high a reliance on its ability to control driver behavior.
Can be used at high pedestrian volume crossing locations.
Cost:
$1500 to $7,000 each.
March 26, 2024 Item #12 Page 51 of 85
TB-15
Phase II
Narrowing Lanes (Striping)
Description:
Striping used to narrow traffic
lanes. The "extra" pavement width
can be used to create or add to
bicycle and/or parking lanes. Lane
striping can also be used to visually
simulate the hardscape features
that define the horizontal traffic
calming measures found in Phase
III.
Application:
Narrowing lanes with striping used
to help slow vehicle speeds.
Horizontal measures can be
simulated with striping but are not
as effective as Phase III traffic
calming measures that use
hardscape to deflect traffic.
Advantages:
Can be quickly implemented in
some circumstances.
May reduce travel speeds.
May improve safety.
Disadvantages:
Not effective as stand-alone measure.
May lead to loss of parking.
Increases regular maintenance.
Some residents may oppose striping on neighborhood
streets.
Increases resurfacing costs.
Special Considerations:
Narrowed travel lanes create "friction" to help slow vehicle speeds.
Can be installed quickly.
Designated bicycle lanes and/or parking lanes can be created.
Adds centerline and edgeline striping to neighborhood streets.
Cost:
$0.75 per linear foot.
March 26, 2024 Item #12 Page 52 of 85
TB-16
Phase II
Neighborhood Signs
Description:
Neighborhood signs involve the use of special
signs such as "ENTERING A TRAFFIC CALMED
NEIGHBORHOOD" to increase motorist
awareness.
Application:
Neighborhood signs help reduce speeding on
residential streets.
Advantages:
May increase driver awareness.
May cause drivers to slow down.
Low cost of installation.
Disadvantages:
May have no lasting effect.
Can create false sense of security.
Adds to sign clutter.
Increased cost of sign maintenance.
Not a standard MUTCD sign.
Special Considerations:
Installed at entry points to a neighborhood.
Cost:
$$200 per sign.
March 26, 2024 Item #12 Page 53 of 85
TB-17
Phase III
Turn Restrictions via Signs
Description:
Standard "No Left Turn", "No Right Turn",
or "Do Not Enter" signs used to prevent
undesired turning movements onto
residential streets.
Application:
Turn restriction signing used to reduce
cut-through traffic on residential streets.
Advantages:
Redirects traffic to main streets.
Reduces cut-through traffic.
Low cost.
Disadvantages:
May divert traffic to other streets.
Inconvenient to residents.
Enforcement required.
Adds to sign clutter.
Violation rates can be high without
enforcement.
Special Considerations:
Installed at entry points of a neighborhood to prevent traffic from entering.
Has little or no effect on speeds for through vehicles.
With active enforcement, violation rates can be reduced.
Cost:
$200 per sign.
March 26, 2024 Item #12 Page 54 of 85
TB-18
Phase III
Textured Pavement
Description:
Textured pavement is installed in the roadway
typically to provide an entry statement to the
neighborhood.
Application:
Used as a visual cue for drivers to slow down.
Advantages:
Aesthetic/visual enhancement.
Provides entry statement to traffic calmed
area.
Disadvantages:
Increase in maintenance.
Increase in noise.
Expensive.
Special Considerations:
Textured pavement has minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally influenced.
Cost:
$10 per square foot.
March 26, 2024 Item #12 Page 55 of 85
TB-19
Phase III
Entry Treatment
Description: Entry treatments consist of raised landscaped median islands and textured pavement features and are located at entries to neighborhoods.
Application: Entry treatments help reduce speed. They provide visual cues to drivers they are entering a residential area or that surrounding land uses are changing.
Advantages:
May reduce vehicle speeds.
Creates an identify for the neighborhood.
May reduce cut-through traffic.
Opportunity for landscaping.
Disadvantages:
Increase in noise.
May require removal of parking.
Can impede truck movements.
Creates physical obstruction.
Increase in maintenance.
Special Considerations:
Entry treatments have minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally affected.
Entry treatments make drivers more aware of the neighborhood environment.
Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
Cost:
$21,000 to $35,000 per approach.
March 26, 2024 Item #12 Page 56 of 85
TB-20
Phase III
Center Island Narrowing
Description:
Center island narrowing is the construction
of a raised island in the center of a wide street.
Application:
Center islands are installed on wide streets to help lower speeds and/or to prohibit left-
turning movements. They also provide a mid-point refuge area for pedestrians.
Advantages:
Reduces vehicle speeds.
Can reduce vehicle conflicts.
Reduces pedestrian crossing width.
Landscaping opportunity.
Disadvantages:
May require parking removal.
May reduce driveway access.
May impact emergency vehicles.
May divert traffic to other streets.
Special Considerations:
When used to block side street access, may divert traffic.
May visually enhance the street with landscaping.
Bicyclists prefer not to have travel way narrowed.
Cost:
$14,000 to $28,000 each.
March 26, 2024 Item #12 Page 57 of 85
TB-21
Phase III
Curb Radius Reduction
Description: Removal of existing larger radius curb returns at an intersection and construction of smaller
radius curb returns.
Application:
Curb radius reductions slow vehicle turning
speeds and shorten pedestrian crossing
distance.
Advantages:
Shorter pedestrian crossing width.
Slower vehicle turning speeds.
Opportunity for landscaping.
Disadvantages:
Impacts large vehicle turns.
Special Considerations:
Careful attention needs to be given to drainage issues and turning radii.
Cost:
$12,000 to $18,000 (four-leg intersection)
March 26, 2024 Item #12 Page 58 of 85
TB-22
Phase III
Traffic Circle
Description: Traffic circles are raised circular islands
installed in an existing intersection. Traffic
circles require drivers to slow down to maneuver around the circle.
Application:
Traffic circles provide speed control.
Advantages:
Effectively reduces vehicle speeds.
Reduces collision potential.
Better side-street access.
Opportunity for landscaping.
Disadvantages:
May increase bicycle/automobile conflicts.
Can increase emergency vehicle response time.
Can restrict large vehicle access.
Expensive.
Some left-turning vehicles must negotiate circle clockwise.
Special Considerations:
Traffic circles are best used in a series or with other devices.
About 30 feet of curbside parking must be prohibited in advance of circle.
Requires the installation of signs and pavement markings.
Traffic circles are less effective at T-intersections.
Fire Department and Police Department Evaluation: Fire Department and Police Department shall have final approval of traffic circle locations.
Cost:
$20,000 to $35,000 per intersection.
March 26, 2024 Item #12 Page 59 of 85
TB-23
Phase III
Raised Intersection
Description:
A raised intersection is a flat, raised area covering an entire intersection. There are
ramps on all approaches. The plateau is generally about 4" high. Typically, the
raised intersection is finished with textured pavement.
Application: Raised intersections reduce vehicle speeds and provide for safer pedestrian crossings.
Advantages:
Effectively reduces vehicle speeds.
Enhances pedestrian safety.
Can be aesthetically pleasing.
Disadvantages:
Expensive to construct and maintain.
Requires drainage modifications. Affects emergency vehicle response time.
May require bollards around corners.
Special Considerations:
Makes intersections more pedestrian-friendly.
Special signing is required.
Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and the Police Department
and its use requires extensive evaluation of the specific location and impacts to emergency
response times.
Cost:
$48,000 to $110,000 per intersection.
March 26, 2024 Item #12 Page 60 of 85
TB-24
Phase III
Mid-Block Choker
Description: Mid-block chokers are curb extensions that narrow a street by extending the curbs towards the center of the
roadway. The remaining street cross-
section consists of two narrow lanes.
Application:
Reduces speeds by narrowing the roadway
so two vehicles can pass slowly in opposite directions.
Advantages:
Effectively reduces vehicle speeds.
Shorter pedestrian crossing width.
Improves sight distance.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
May impede truck movements.
May impact driveway access.
Special Considerations:
Preferred by many emergency response agencies to other measures.
Provide excellent opportunities for landscaping.
Cost:
$14,000 per location
March 26, 2024 Item #12 Page 61 of 85
TB-25
Phase III
Lateral Shift
Description:
A lateral shift is the construction of curb extensions into the roadway that creates a horizontal deflection drivers must negotiate.
Application:
A lateral shift helps reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Cost:
$14,000 to $28,000 per location.
March 26, 2024 Item #12 Page 62 of 85
TB-26
Phase III
Chicane
Description:
A chicane is a series of two or more
staggered curb extensions on alternating
sides of a roadway. The horizontal
deflection causes motorists to reduce
speed.
Application: Chicanes help reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
May require removal of substantial amounts of on-street parking.
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Provide landscaping opportunities.
Most residents would have their driveways affected.
Cost:
$40,000 to $80,000 per location.
March 26, 2024 Item #12 Page 63 of 85
TB-27
Phase III
Intersection Bulb-Out
Description: Intersection bulb-outs narrow the street by extending the curbs toward the center
of the roadway.
Application:
Used to narrow the roadway and to create
shorter pedestrian crossings. They also
influence driver behavior by changing the
appearance of the street.
Advantages:
Improve pedestrian visibility.
Shorter pedestrian crossing width.
May reduce vehicle speeds.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
Impacts large vehicle turns.
Special Considerations:
Intersection bulb-outs at transit stops enhance service.
May require landscape maintenance to preserve sight distances.
Fire Department Evaluation:
Intersection Bulb-Outs shall be restricted to only one of the two intersecting streets.
Cost:
$14,000 to $28,000 (four-leg intersection).
March 26, 2024 Item #12 Page 64 of 85
TB-28
Phase III
Realigned Intersection
Description: "T" intersections are realigned/modified by constructing horizontal deflection
which forces previous straight-through
movements to make slower turning
movements.
Application:
Realigned intersections help reduce
vehicle speeds.
Advantages:
Reduces vehicle speeds.
No significant impact on emergency and transit service.
May discourage through traffic.
Opportunity for landscaping.
Disadvantages:
Removal of parking required.
Increased maintenance.
May divert traffic to other streets.
Special Considerations:
Reduces vehicle speeds near intersection.
May change STOP sign configuration and affect emergency response times.
Careful attention needs to be made to drainage issues.
Cost:
$14,000 to $28,000 each intersection.
March 26, 2024 Item #12 Page 65 of 85
TB-29
Phase III
Forced Turn Channelization
Description:
Forced turn channelization are raised median islands that restrict specific movements at an intersection.
Application:
Forced turn channelization reduces traffic
volumes/cut-through traffic.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Shorter pedestrian crossing distances.
Disadvantages:
May divert traffic to other streets.
Can increase trip lengths.
Special Considerations:
Has little or no effect on speeds for through vehicles.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Cost:
$7,000 to $14,000 per approach.
March 26, 2024 Item #12 Page 66 of 85
TB-30
Phase III
Median Barrier
Description:
Median barriers are raised islands constructed through intersections that prevent left turns
and side street through movements.
Application:
Median barriers reduce cut-through traffic.
Advantages:
Redirects traffic to other streets.
Reduces cut-through traffic.
Provides pedestrian refuge area.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
Increases trip lengths.
May impact emergency response.
Creates physical obstruction.
Special Considerations:
Should not be used on critical emergency response routes.
Landscaping needs to be carefully designed to not restrict visibility for motorists, bicyclists and
pedestrians.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$14,000 to $28,000 each.
March 26, 2024 Item #12 Page 67 of 85
TB-31
Phase III
Semi-Diverter
Description: Semi-diverters are curb extensions that
restrict movements into a street. They are
constructed to approximately the center of the street, obstructing one direction of traffic. A one-way segment is created at the
intersection, while two-way traffic is
maintained for the rest of the block.
Application:
Semi-diverters reduce traffic volume.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Reduces pedestrian crossing widths.
Opportunity for landscaping.
Disadvantages:
May divert traffic to other streets.
May increase trip lengths.
May require the removal of parking.
Increased maintenance.
Special Considerations:
Restricts access into street while allowing residents access within block.
Potential use must consider how residents will gain access.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use
requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $28,000 each.
March 26, 2024 Item #12 Page 68 of 85
TB-32
Phase III
Partial Diverter
Description:
Partial diverters are raised areas placed
diagonally across a four-legged intersection (3/4 closure). They prohibit through movements by creating two "L"
shaped intersections, with one leg having
a right turn.
Application:
Partial diverters help reduce cut-through
traffic. They also minimally decrease
speeds near the intersection.
Advantages:
Reduces cut-through traffic.
Minimal impact to emergency access.
Reduces collision potential.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
May increase trip lengths.
Special Considerations:
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Can be attractively landscaped.
Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $48,000 each.
March 26, 2024 Item #12 Page 69 of 85
TB-33
Phase III
Diagonal Diverter
Description:
Diagonal diverters are raised areas placed diagonally across a four-legged intersection. They prohibit through movements by creating
two "L" shaped intersections.
Application:
Diagonal diverters reduce traffic volumes. They also minimally decrease speeds near the intersection.
Advantages:
Reduces cut-through traffic.
Self-enforcing.
Reduces vehicle conflicts.
Opportunity for landscaping.
Disadvantages:
Increases out of direction travel.
Increases trip lengths.
Impedes emergency vehicles.
Special Considerations:
Can be designed to allow emergency vehicle access.
Can be designed to allow pedestrian and bicycle access.
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Fire Department and Police Department Evaluation: This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$25,000 to $52,000 each.
March 26, 2024 Item #12 Page 70 of 85
1
3
LOCATION MAP
4
2
3
Exhibit 3
March 26, 2024 Item #12 Page 71 of 85
Council Chambers
1200 Carlsbad Village Drive
Carlsbad, CA 92008
Oct. 3, 2022, 4:00 p.m.
CALL TO ORDER: 4:02 p.m.
ROLL CALL: Perez, Linke, Penseyres, Fowler, Coelho and Proulx
Absent: Newlands
PLEDGE OF ALLEGIANCE: Chair Perez led the Pledge of Allegiance
APPROVAL OF MINUTES:
Minutes of the Special Meeting held Aug. 18, 2022.
Motion by Vice-Chair Linke, seconded by Commissioner Proulx to approve the minutes of Aug. 18, 2022,
meeting as presented. Motion carried, 6/0/0/1 (Absent: Commissioner Newlands)
Minutes of the Regular Meeting held Sept. 6, 2022.
Motion by Vice-Chair Linke, seconded by Commissioner Proulx to approve the minutes of Aug. 18, 2022,
meeting as amended. Motion carried, 6/0/0/1 (Absent: Commissioner Newlands)
PUBLIC COMMENT:
Tim Morgan spoke about the intersection of Tamarack Avenue and Valley Street and its Phase II of the
Traffic Calming Study. There was a lack of engagement and community involvement, and the HAWK signal
is putting our community / neighbors in a dangerous situation.
Rod Hafeti spoke about speeding around Snug Harbor. The average speed limit noted during the study
was over 40-mph in a 25-mph zone. He asked the Commission to consider traffic calming measures.
Brian Connor spoke about being proactive and requiring that the residents park their cars in the garage.
Residents continue to leave many vehicles on the street, and this causes safety issues for pedestrians. Other
cities enforce this issue and charge a permit fee to park vehicles on the street.
CONSENT CALENDAR:
Motion by Commissioner Vice-Chair Linke, seconded by Commissioner Proulx to approve Consent Item
Nos. 1 and 2. Motion carried: 6/0/0/1 (Absent: Newlands)
1.EL CAMINO REAL ROADWAY IMPROVEMENTS FROM SUNNY CREEK ROAD TO JACKSPAR DRIVE,
CAPITAL IMPROVEMENT PROGRAM PROJECT NO. 6094 – The Traffic & Mobility Commission
supported staff’s recommendation to approve the plans and specifications of the intersection
improvements at El Camino Real from Sunny Creek Road to Jackspar Drive, Capital Improvement
Program, or CIP, Project No. 6094.
Exhibit 4
March 26, 2024 Item #12 Page 72 of 85
Vice-Chair Linke inquired about the exception language on Item 1.
Associate Engineer Miles responded that the exception is the second paragraph background for
green paint in the bike lane conflicts. We will be working with traffic to add green paint in the bike
lane conflict areas.
2. EL CAMINO REAL ROADWAY IMPROVEMENTS FROM POINSETTIA LANE TO CAMINO VIDA ROBLE,
CAPITAL IMPROVEMENT PROJECT NO. 6072 – The Traffic & Mobility Commission supported staff’s
recommendation to approve the plans and specifications of the intersection improvements at El
Camino Real from Poinsettia Lane to Camino Vida Roble, Capital Improvement Program, or CIP,
Project No. 6072.
DEPARTMENTAL REPORTS:
3. POLICE REPORT REGARDING TRAFFIC & MOBILITY-RELATED MATTERS DURING THE MONTH OF
SEPTEMBER 2022 – Receive a presentation from a representative of the City of Carlsbad’s Police
Department that provide an overview of traffic and mobility-related police matters during the
month of August 2022. (Staff Contact: Acting Sergeant George Zavala, Police Department)
Staff’s Recommendation: Receive a presentation
Acting Sergeant Zavala presented the report and reviewed a PowerPoint presentation (on file in the Office
of the City Clerk)
Commissioner Coelho asked how the Police Department collect the community concerns and how do they
aggregate them so that they make the list shown in the presentation.
Acting Sergeant Zavala responded that they receive emails and phone calls from the community with the
mentioned concerns.
Vice-Chair Linke inquired about the multiple bicycle fatalities that happened in the month of August and
if the police department could share the information.
Acting Sergeant Zavala replied that one of the bicycle fatalities was caused by reckless driving. The
investigations on both fatalities are still ongoing and have potential criminal processing and filing.
4. APPROVE PLUM TREE ROAD AS AN EXCEPTION INTO PHASE II OF THE CARLSBAD RESIDENTIAL
TRAFFIC MANAGEMENT PROGRAM AND ALL-WAY STOP ANALYSIS AT THREE INTERSECTIONS –
1) Approve Plum Tree Road as an exception to the Phase II of the Carlsbad Residential Traffic
Management program.
2) Support staff’s recommendation to not install all-way stop on Plum Tree Road at Red Knot Street,
Robinea Drive and Windflower Drive. (Staff Contact: Lindy Pham and Miriam Jim, Public Works)
Staff’s Recommendation: Receive a presentation
Associate Engineer Pham and Senior Engineer Jim presented the report and reviewed a PowerPoint
presentation (on file in the Office of the City Clerk)
March 26, 2024 Item #12 Page 73 of 85
Commissioner Coelho asked staff to elaborate on what it means to be in the Carlsbad Residential Traffic
Management Program. What is the path we are on if we know that we are not installing all-way stops?
Associate Engineer Pham responded that the process is the following: during the neighborhood meetings,
staff will present traffic calming strategies and other options that residents can consider such as speed
cushions or a traffic circle. Staff will receive comments and then go back and finalize the conceptual plan
and send out a survey to all the residents in the project area. The results of the survey will determine
whether we move forward with the project or not.
Commissioner Proulx clarified that staff will go back and review other options for the area, and she
inquired what is currently staff recommendation.
Associate Engineer Pham responded that staff is recommending that the commission grants approval of
the exception into phase two of the Carlsbad Traffic Management Program. The critical speed is below
the 32-mph threshold, so they are not currently eligible for any traffic calming measures.
Commissioner Fowler asked if speed cushions are the only option left.
Associate Engineer Pham said that speed cushions would be the most effective option in this area.
Vice-Chair Linke said that he supports the recommendation to approve the exception and added that
speed cushions are self-enforcing, and this approach should be used on all of the residential streets that
have speeding issues.
Chair Perez inquired about what speed cushion is compared to a speed bump.
Associate Engineer Pham responded that speed bumps are often found in commercial parking areas as
they are narrower and more abrupt. Speed cushions are more gradual. They are about 12 feet wide and
span the length of the roadway bed.
Commissioner Coelho commented that this is an opportunity to look beyond Plum Tree Road to get the
change that we want at Poinsettia Park to enhance the conditions. Maybe add alternate entrances to the
park, or striping on Paseo Del Norte.
Commissioner Penseyres commented that when we use the critical speed of 32-mph this still means that
15 percent of the people are driving faster than that. If residents are asking for solutions, then we need
to look way beyond the 32-mph threshold. Speeding is the most common cause of serious injuries and
fatalities on these residential streets.
Commissioner Proulx inquired about the distance between the two stop signs on Plum Tree Road.
Associate Engineer Pham responded that there is an intersection between the two stop signs and we don’t
have the distance noted in the presentation. Residents have complained that vehicles do not always stop
at these stop signs. We will work with the residents to find a solution once they are accepted into the
CRTMP.
March 26, 2024 Item #12 Page 74 of 85
Motion by Commissioner Coelho, seconded by Commissioner Proulx to approve staff recommendations
for items 1 and 2. Motion carried: 6/0/0/1 (Absent: Newlands)
5.PRESENTATION ABOUT COMPLETE STREETS IN CARLSBAD AND ACTIONS TAKEN SINCE THE AUG. 23,
2022, PROCLAMATION OF A LOCAL TRAFFIC SAFETY EMERGENCY - Receive a presentation about
complete streets in Carlsbad and actions taken since the Aug. 23, 2022, proclamation of a local
traffic safety emergency. (Staff Contact: Tom Frank, Public Works)
Staff’s Recommendation: Receive a presentation
Transportation Director Frank presented the report and reviewed a PowerPoint presentation (on file in
the Office of the City Clerk)
Chair Perez asked staff to go over the process of what will happen at the meeting being held on Oct. 27,
2022.
Transportation Director Frank said that the meeting on Oct. 27, will be a commissioners meeting. There
are 44 options on attachment A for consideration. We will be looking for your recommendations for City
Council.
Chair Perez inquired if they ask questions about the 44 options presented.
Transportation Director Frank says that yes, the commission can ask questions on the options.
Commissioner Coelho asked how this will overlay with City Council’s meetings and their timeline?
Transportation Director Frank responded that City Council directed staff to get the public input as well as
the Planning Commission and the Traffic & Mobility Commission. On Nov. 8, 2022, staff will present the
recommendations received from the Planning Commission, the Traffic & Mobility Commission and from
the public to the City Council.
Commissioner Coelho asked if the intent is to review all 44 items and provide a recommendation or
to provide a recommendation on all 44 items?
Transportation Director Frank responded that it is to review the options and provide recommendations
to the City Council.
Commissioner Proulx asked about education, engineering and enforcement, the three E’s. Assuming that
relates to the comments which show changing laws, controlling speed and more enforcement. It looks
like change laws is not part of the three E’s. Did this come out of the community input?
Transportation Director Frank said that was part of the communications input effort which was used to
tailor the approach for the three E’s.
Commissioner Proulx asked how staff will accommodate the change laws suggestion.
Transportation Director Frank said that will be covered under the enforcement efforts.
March 26, 2024 Item #12 Page 75 of 85
Commissioner Penseyres inquired about Assembly Bill 43 if it is already in effect.
Transportation Director Frank said that he does not have this information about Assembly Bill 43 which
provides cities more flexibility to set their speed limits on their residential roadways. Cities would not
have to comply with the 85-percentile rule. We are reviewing what a work plan would look like
to review the speed limits throughout the city.
Commissioner Penseyres inquired if staff are monitoring driver behavior before and after to see how they
are responding to the green paint?
Transportation Director Frank said that he does not believe staff have gone out to do an evaluation
of traffic operations since we have put down the recent green markings. It is something that we will be
looking at in the future.
Commissioner Penseyres said that one of the projects was to consider rumble strips. The rumble strips
would be installed where there are buffered bike lanes. The rumble strips would be on the inner stripe of
the buffer. Is that correct? How did you decide to make it the inner stripe versus the outer stripe?
Transportation Director Frank said this is correct and would be for higher speed roadways. It is something
that could be considered and would be brought in front of the public for discussion. We would reach out
to the bicycle clubs for input as well. The rumble strip would be inside of the outer bike lane stripe. It
is the bike lane stripe on the inside closest to the vehicle. The intent is to notify the driver if they are
weaving over the initial bike lane line. It also provides more room for the bicyclists to ride side by side if
they choose to.
Vice-Chair Linke asked about whether the staff plans to present any aspect of this plan to City Council
again before the meeting on Nov. 8, 2022.
Transportation Director Frank said that staff is required as part of the emergency proclamation to go back
to City Council every 60 days. They will be going back to City Council on Oct. 18, 2022, and he is sure there
will be some mention of the actions taken as part of the Safer Streets Together Program. City Council
has already acted on Option A which is moving forward. City Council will be considering options in
addition to Option A on Nov. 8, 2022.
Vice-Chair Linke asked about one of the aspects of Option A which is vision zero commitment. Can staff
present to us what that commitment actually entails at the next meeting. As an example, on the vision
zero website it says the absolute core strategy focuses in on speeds. The goal is for all non-arterial streets
to have a speed limit of 20-mph. On arterial streets the absolute limit should be 30 to 35-mph. It is a step
too far to say that all arterial streets should have a speed limit of 30 to 35-mph. In the absence of making
that the speed limit on arterial streets it is to have protected bike lanes with physical barriers and
automated speed enforcement. What is the goal for our arterial streets as far as the speed limit, the
installation of protected bike lanes and the installation of the automated speed enforcement?
Deputy City Manager Gomez responded that at the City Council meeting they discussed Vision Zero. The
intent is for staff to return with a draft resolution supporting the Vision Zero concept and then City Council
will task and direct staff to come back with an action plan on how we are going to move forward. It is in
concept at this point and there won’t be any additional information by the Oct. 27, meeting. City Council
March 26, 2024 Item #12 Page 76 of 85
has indicated that they want staff to move forward with Vision Zero and staff will look at that and will be
asking for assistance on developing the plan.
Vice-Chair Linke asked if the Traffic and Mobility Commission will have a chance to review the resolution
on Oct. 27, special meeting before it goes before City Council.
Transportation Director Frank responded that there is no time schedule given for staff to return to address
the Vision Zero resolution. The local agency gets to tailor their own Vision Zero program and therefore
changing speed limits on Palomar Airport Road and El Camino Real down to 35-mph would be a serious
consideration. He does not see the community getting behind that change. Staff will look at what makes
sense for City of Carlsbad.
Deputy City Manager Gomez said that on the special meeting on Oct. 27, the Traffic and Mobility
Commission will have the ability to weigh in on what they would like to see for the City of Carlsbad.
Commissioner Coelho asked if each segment of road will be evaluated individually for Vision Zero and
hopes that we are not just going to blanket the entire city with one speed limit.
Commissioner Proulx said that she also viewed the website and understands that Vision Zero are
strategies that we can implement within the city and not specific ideas that we have to implement. We
can do what works within our community. Are we looking to hire a consultant to write this plan?
Vice-Chair Linke asked if Option C could be considered without the $44 Million school bussing program?
In his opinion, speed cushions and access plans would be more effective than crosswalks.
Deputy City Manager Gomez said the questions should be deferred until the special meeting.
CITY TRAFFIC ENGINEER COMMENTS:
Transportation Planning and Mobility Manager Schmidt said last week he sent out an email outlining the
process for the Commissioners to agendize an item. There are three opportunities for bike training this
month. On Oct. 4, there is a Smart Cycling Class being held virtually from 6:00 pm – 9:00 pm.
You can register through the San Diego County Bike Coalition.
On Oct. 15, there is Smart City Cycling and that is in the city of Encinitas. This is an abbreviated course
from 9:00 a.m. to 12:00 pm.
On Oct. 18, there is a bicycle friendly driver course virtually from 12:00 pm – 1:00 pm.
On Oct. 25, is the Annual Boards and Commissioners Event and he encourages everyone to attend to
celebrate their hard work.
TRAFFIC AND MOBILITY COMMISSION COMMENTS:
Commissioner Penseyres said they had a Smart Cycling class for the City of Carlsbad Police Department
this past week. The intent is for these police officers to go on and take a league certified seminar so they
can become instructors and teach others.
Vice-Chair Linke brought up the public comment on Valley Street and Tamarack Avenue and inquired if
staff has an update. There was a promise that staff would evaluate how it is working. Are there any
March 26, 2024 Item #12 Page 77 of 85
metrics that will be used to evaluate how well it is working?
Transportation Director Frank said that staff has committed to a three-phase approach to addressing
traffic concerns at the intersection of Tamarack Avenue and Valley Street. You heard about Phase A
which we are moving forward with. We have a public meeting scheduled for next week to assess the
speeding between Skyline Drive and Adams Street. The second phase is addressing the traffic signal and
intersection improvements that are nearly complete. What staff committed to was returning to the Traffic
and Mobility Commission within six months of completion of those improvements. We will be analyzing
what will be included in that study which will be both quantitative and qualitative. We will review what
operations have taken place. The third phase is what we consider our transformative project on Tamarack
Avenue and that is following our Sustainable Mobility Plan. That is not going to be worked on until the
next fiscal year due to staff’s workload. There will be plenty of public outreach opportunities. We have
been addressing some construction related issues tied to the improvements and are working with our
existing contractor and staff to alleviate some of these concerns.
Vice-Chair Linke brought up the other public comment about speeding in Snug Harbor. Is there an update
on this issue?
Transportation Director Frank said staff will follow-up on that.
Vice-Chair Linke inquired if there is an update on the Multi-Modal Level of Service since the last meeting
of the Ad-Hoc Committee meeting on Aug. 3, 2022.
Transportation Planning and Mobility Manager Schmidt replied that the consultant is updating the tool
and performing the field work analysis. Once completed they will have another ad-hoc committee
meeting to present the results and consequently bring to the Traffic and Mobility Commission.
Commissioner Penseyres asked to see the results in advance to have time to look at what is being done
and provide feedback. He said something good to come out of the City Council meeting last week is that
they want to give the Traffic and Mobility Commission about a month to review all the documents. Do we
know how soon before the meeting that we will have the information in front of us?
Transportation Planning and Mobility Manager Schmidt said that he can commit to provide the ad-hoc
Committee a sufficient amount of time to review the results.
Vice-Chair Linke wants to remind everyone about the Communication Plan. It says when City Staff plans
to bring forward an item related to the Work Plan for action to the Planning Commission or the City
Council, staff will seek an advisory recommendation from the Commission beforehand. He says the plan
they were presented today falls under the Traffic and Mobility Commissions duties and we should be
reviewing it and in contact with some of the City Council members. Staff then decided to bring it to the
Traffic and Mobility Commission as an information only item but not for feedback. The City Council has
since voted to have us review it. He is frustrated as when he first joined the Traffic and Mobility
Commission three years ago they were being bypassed on the most significant issues. He feels we are
reverting back to that and that there are a lot of issues that we have been bypassed on.
Staff has gone directly to City Council with items that are on our Work Plan. We need to get back to the
point where our Commission is reviewing these items.
March 26, 2024 Item #12 Page 78 of 85
Chair Perez commented on the pedestrian bridge between Cannon Road and El Camino Real that is
operational, and it is beautiful. Lastly, schools are working on sustainability. For Hope Elementary, is
there something we can do about idle parking? Is there something we can do to bring attention to this
issue? Can we provide information on this or on greenhouse gas?
Transportation Director Frank said that staff are working with Hope Elementary to develop their safe
routes to school and access plan. Please let us know of any specific people you are talking with that we
can reach out to about the idle parking.
ADJOURNMENT:
Chair Perez adjourned the Traffic & Mobility Commission Special Meeting on Oct. 3, 2022, at 6:30 p.m.
___________________________
Eliane Paiva, Minutes Clerk
March 26, 2024 Item #12 Page 79 of 85
Aug. 7, 2023 Traffic & Mobility Regular Meeting Page2
DEPARTMENTAL REPORTS:
2. POLICE REPORT REGARDING TRAFFIC & MOBILITY-RELATED MATTERS DURING THE MONTHS
OF MAY AND JUNE 2023, INCLUDING NOTABLE NEWS FOR THE MONTH OF JULY -Receive a
presentation from a representative of the City of Carlsbad's Police Department that will
provide an overview of traffic and mobility-related police matters during the months of May
and June 2023, including notable news for the month of July. {Staff Contact: Alonso De Velasco,
Police Department).
Staffs Reco mmendation: Receive the presentation.
Lieutenant Alonso DeVelasco presented the report and reviewed a PowerPoint presentation
( on file in the Office of the City Clerk).
The Commission received the PowerPoint presentation by Lieutenant DeVelasco.
In response to Commissioner Kohl's inquiry about the possibility of placing motor units on the
intersection of Chestnut Avenue and Adams Street a couple times a week for strict enforcement,
Lieutenant DeVelasco explained that it is possible to request that officers be placed there to
increase enforcement. He further explained that since the school year is approaching,
enforcement around the schools is going to increase.
Chair Coelho requested that the Commission receive periodic updates on traffic speedbumps
such as those placed on Tamarack Avenue.
3. TRAFFIC CALMING PLANS FOR PARK DRIVE, BLACK RAIL ROAD, PLUM TREE ROAD, CARRILLO
WAY AND CARSLBAD RESIDENTIONAL TRAFFIC MANAGEMENT PROGRAM EXCEPTION FOR
HUMMINGBIRD ROAD -1) Receive the presentation based on the findings contained in this
report and the Carlsbad Residential Traffic Management Program; and
2) Support staff's recommendation for the proposed traffic calming plans on Park Drive, Black
Rail Road, Plum Tree Road and Carrillo Way; and
3) Support staff's recommendation to approve Hummingbird Road from Batiquitos Drive to
Rock Dove Street as an exception into Phase II of the Carlsbad Residential Traffic Management
Program. (Staff Contact: Lindy Pham and Miriam Jim, Public Works Department).
Staff's Recommendation: Receive the presentation and support staff's recommendations.
Associate Engineer Lindy Pham and Senior Engineer Miriam Jim presented the report and
reviewed a PowerPoint presentation (on file in the Office of the City Clerk).
The Commission received the the PowerPoint presentation by Associate Engineer Pham and
Sen ior Engineer Jim.
Nichola Riggle spoke in favor of the traffic calming plans.
In resp onse to Vice-Chair Fowler's inquiry about the term "cost effectiv~" traffic calming,
Senior Engineer Jim explained t hat it is used to distinguish between Phase II and Phase Il l when
March 26, 2024 Item #12 Page 81 of 85
Aug. 7,2023 Traffic & Mobility Regular Meeting Page3
they implement traffic calming measures. She further added that Phase II starts with cost
effective solutions, such as speed bumps, features that can be implemented relatively quickly
and Phase Ill involves more complex solutions such as realigning intersections and turn
restrictions.
Motion by Commissioner Kohl, seconded by Commissioner Proulx to support staff's
recommendation for the proposed traffic calming plans on Park Drive, Black Rail Road, Plum
Tree Road and Carrillo Way and to approve Hummingbird Road from Batiquitos Drive to Rock
Dove Street as an exception into Phase II of the Carlsbad Residential Traffic Management
Program. Motion carried, 6/0/1 {Garcia -Absent).
4. REVISE SPEED LIMIT ON SOUTHBOUND CARLSBAD BOULEVARD BETWEEN 1,400 FEET SOUTH
OF MANZANO DRIVE AND ISLAND WAY -Support staffs recommendation to the City Council
to revise speed limit on southbound Carlsbad Boulevard between 1,400 feet south of Manzano .
Drive and Island Way from SO mph to 45 mph. (Staff Contact: Miriam Jim and John Kim, Public
Works Department).
Staff's Recommendation: Support staff's recommendation.
Senior Engineer Miriam Jim and City Traffic Engineer John Kim presented the report and
reviewed a PowerPoint presentation (on file in the Office of the City Clerk).
The Commission received the PowerPoint presentation by Senior Engineer Jim and Traffic
Engineer Kim.
In response to Commissioner Kohl's inquiry about lowering the speed limit further to 40 mph,
City Traffic Engineer Kim explained that Assembly Bill 43 enacted changes in the California
Manual on Uniform Traffic Control Devices that allows local agencies more flexibility in
lowering speed limits. He further added that towards early next year staff should have
recommendations regarding the possibility of lowering speed limits based on AB43.
In response to Commissioner Kohl's inquiry about performing another traffic study, if the 45-
mph speed limit were implemented, to see if the 85th percentile drops below 40 mph, City
Traffic Engineer Kim explained that engineering studies have shown that critical speeds do not
typically vary over time unless the conditions of the road have changed or traffic volumes
change. He further explained that if everything were to stay the same, there would be no
reason to believe that the roadway speed would change.
Motion by Commissioner Proulx, seconded by Commissioner Kohl to support staff's
recommendation to the City Council to revise speed limit on southbound Carlsbad Boulevard
between 1,400 feet south of Manzano Drive and Island Way from SO mph to 45 mph . Motion
carried, 6/0/1 (Garcia -Absent).
5. STATUS UPDATE ON CAPITAL IMPROVEMENT PROGRAM NO. 6028 CO LLEGE BOULEVARD AND
PALOMAR AIRPORT ROAD IMPROVEMENTS AND CAPITAL IMPROVEMENT PROGRAM NO.
6034 MELROSE DRIVE AND PALOMAR AIRPORT ROAD -Receive status update report on
Capital Improvement Program {CIP) No. 6028 Co llege Bou levard and Palomar Airport Road
March 26, 2024 Item #12 Page 82 of 85
Aug. 7, 2023 Traffic & Mobility Regular Meeting Page4
Improvements and CIP No. 6034 Melrose Drive and Palomar Airport Road Improvements.
(Staff Contact: Tom Frank, Public Works Department).
Staffs Recommendation: Receive the report.
Transportation Director Tom Frank presented the report and reviewed a PowerPoint
presentation (on file in the Office of the City Clerk).
The Commission received the PowerPoint presentation by Transportation Director Frank.
In response to Chair Coelho's inquiry about the possibility of restricting U-turns at an
intersection during rush hour, Transportation Director Frank responded that staff would look
into it and provide additional information at a following Commission meeting.
Chair Coelho recommended further contemplation on not allowing U-turns at the intersection.
6. ACTIVE TRANSPORTATION MONITORING PROGRAM-YEAR TWO-Receive a presentation and
provide input to city staff on the Draft Active Transportation Monitoring Program Report. (Staff
Contact: Nathan Schmidt, Public Works Department).
Staffs Recommendation: Receive the presentation and provide input.
Transportation Planning & Mobility Manager Nathan Schmidt presented the report and
reviewed a PowerPoint presentation (on file in the Office of the City Clerk).
The Commission received the PowerPoint presentation by Transportation Planning & Mobility
Schmidt.
Chair Coelho recommended the addition of information on the costs associated with public
transportation, specifically for buses and the Coaster.
CITY TRAFF.IC ENGINEER COMMENTS:
Transportation Planning & Mobility Manager Schmidt commented that SANDAG has opened a
public response window where people can provide comments with specific locations on an
interactive map.
City Traffic Engineer Kim commented that the Tamarack Avenue expedited traffic calming project
is nearly complete with four of the five features completed.
In response to Commissioner Kohl's question about the traffic signal time at Fire Station No. 2, City
Traffic Engineer Kim explained that staff have been working with the fire department to address
observed signal delays. He further added that they had either addressed it or will do so shortly.
COMMISSION COMMENTARY AND REQUESTS FOR CONSIDERATION OF MATTERS:
In response to Commissioner Kohl's inquiry regarding the city's status on the fiberoptic connection
network, City Traffic Engineer Kim responded that he would ask Senior Engineer Mangohig t o
. provide a t horough presentation at a future Commission meeting.
March 26, 2024 Item #12 Page 83 of 85
Exhibit 6
Plans, specifications and contract documents
(on file in the Office of the City Clerk)
March 26, 2024 Item #12 Page 85 of 85
Traffic Calming for Park Drive,
Black Rail Road, Plum Tree Road
and Carrillo Way
John Kim, City Traffic Engineer
March 26, 2024
RECOMMENDED ACTIONS
•Adopt resolution approving the plans, specifications and
contract documents.
•Authorize the City Clerk to advertise for bids for
implementing the traffic calming plans for Park Drive,
Black Rail Road, Plum Tree Road and Carrillo Way
ITEM 12: TRAFFIC CALMING PLANS
2
TRAFFIC MANAGEMENT PROGRAM
•Adopted in 2001, revised in 2011
•Establishes process to implement traffic
calming on residential streets
ITEM 12: TRAFFIC CALMING PLANS
3
PROJECT LOCATIONS
•Park Drive
•Black Rail Road
•Plum Tree Road
•Carrillo Way
Carrillo Way
Black Rail Road
Park Drive
ITEM 12: TRAFFIC CALMING PLANS
Plum Tree Road
4
QUALIFICATION FOR TRAFFIC CALMING
Street Street limits Critical speed
Park Drive Monroe Street to Tamarack Avenue 32 mph
Black Rail Road Poinsettia Lane to the northern terminus 33 mph
Plum Tree Road Hidden Valley Road to Aviara Parkway *29 mph
Carrillo Way Rancho Brasado to Rancho Caballo 32 mph
ITEM 12: TRAFFIC CALMING PLANS
*Exception granted by Traffic & Mobility Commission on Oct. 3, 2022
5
NEIGHBORHOOD MEETINGS
Street Street limits Meeting date
Park Drive Monroe Street to Tamarack Avenue Feb. 16, 2023
Black Rail Road Poinsettia Lane to the northern terminus March 16, 2023
Plum Tree Road Hidden Valley Road to Aviara Parkway March 23, 2023
Carrillo Way Rancho Brasado to Rancho Caballo March 30, 2023
ITEM 12: TRAFFIC CALMING PLANS
6
NEIGHBORHOOD MEETINGS
•Overview of the traffic calming program
•Discuss traffic calming strategies
•Receive feedback from residents on
concept plans
•Select preferred plan
ITEM 12: TRAFFIC CALMING PLANS
7
COMMUNITY SUPPORT
•Mail survey to gauge support
•CRTMP requires a return rate of 50%
•A support rate of 67% among all returned
surveys
ITEM 12: TRAFFIC CALMING PLANS
8
MAIL SURVEY RESULTS ITEM 12: TRAFFIC CALMING PLANS
Street Surveys
mailed out
Surveys
returned
Response
rate
Surveys in
support
Support
rate
Met
support
criteria?
Park Drive 36 24 67%23 96%YES
Black Rail Road 35 23 66%23 100%YES
Plum Tree Road 197 120 61%101 84%YES
Carrillo Way 83 42 51%31 74%YES
9
TRAFFIC SAFETY & MOBILITY
COMMISSION
•Aug. 7, 2023 –Unanimously supported staff’s
recommendation of traffic calming on Park
Drive, Black Rail Road, Plum Tree Road and
Carrillo Way
ITEM 12: TRAFFIC CALMING PLANS
10
EMERGENCY VEHICLE CONSIDERATIONS
Fire Department review
•Request to reduce the total number of speed cushions on Carrillo Way
from six to four to minimize potential response time.
City staff supported the requested change
•Provides the best balance between reducing speeding in the
neighborhood and allowing emergency vehicles to pass through with
minimal delay.
ITEM 12: TRAFFIC CALMING PLANS
11
ITEM 12: TRAFFIC CALMING PLANS
12
PARK DRIVE
Park Dr
LEGEND
Mo
n
r
o
e
S
t
Ta
m
a
r
a
c
k
A
v
e
Scott Dr
Ma
y
C
t
PROPOSED
SPEED CUSHIONEXISTING
ALL-WAY STOP
(320’)(320’)(380’)
ITEM 12: TRAFFIC CALMING PLANS
13
BLACK RAIL ROAD
Black Rail Rd
Ma
r
i
t
i
m
e
D
r
LEGEND
EXISTING
TRAFFIC SIGNAL
PROPOSED
SPEED CUSHION
(400’)(340’)
ITEM 12: TRAFFIC CALMING PLANS
14
PLUM TREE ROAD
Plum Tree Rd
Hi
d
d
e
n
V
a
l
l
e
y
R
d
Belleflower RdScrub Jay Ct
Sc
a
u
p
S
t
Dowitcher Ct
LEGEND
EXISTING
TRAFFIC SIGNAL EXISTING
ALL-WAY STOP
Poinsettia
Park
Kindercare
PROPOSED
SPEED CUSHION
PROPOSED
CURB EXTENSION & MARKED
CROSSWALK
(340’)
(260’)(210’)(300’)
NEXT STEPS
Advertise for bids to construct project
City Council to award contract
Construction
ITEM 12: TRAFFIC CALMING PLANS
16
RECOMMENDED ACTIONS
•Adopt resolution approving the plans, specifications and
contract documents.
•Authorize the City Clerk to advertise for bids for
implementing the traffic calming plans for Park Drive,
Black Rail Road, Plum Tree Road and Carrillo Way
ITEM 12: TRAFFIC CALMING PLANS
17
QUESTIONS?
ITEM 12: TRAFFIC CALMING PLANS
18