HomeMy WebLinkAbout; ; Bike Master Plan; 2007-12-161. INTRODUCTION
The Carlsbad Bikeway Master Plan provides a blueprint for bicycle transportation
and recreation in the city of Carlsbad. After many years of bicycle facility
development guided by the Circulation Element of the Carlsbad General Plan, the
city has implemented an extensive network of bikeways that provide connections
to destinations throughout the city as well as links to adjacent communities and the
regional system. Bike lanes are present on a portion of every arterial roadway
within Carlsbad, and the city recently opened its first segment of the Coastal Rail
Trail. This Bikeway Master Plan seeks to build upon this foundation – to enhance
and expand the existing bikeway network, connect gaps, address constrained
areas and improve intersections, provide for greater local and regional
connectivity, and encourage even more residents to bicycle.
Cyclists along Carlsbad Boulevard
The Bikeway Master Plan provides for an updated system of bike lanes, bike
routes and bike paths, identifies necessary support facilities such as bicycle
parking, and recommends a variety of programs to allow for safe, efficient and
convenient bicycle travel within Carlsbad and connecting to regional destinations.
The Plan covers the “4 E’s” of planning for bicyclists – Engineering, Education,
Encouragement, and Enforcement – recognizing that an approach that draws from
all 4 E’s will be the most successful in improving safety and increasing the number
of Carlsbad residents bicycling for work, shopping, school, and recreation.
“Carlsbad is a great
place to bike.”
-2006 Bikeway Master Plan
Survey Respondent 1.1. WHY BICYCLING?
The bicycle is a low-cost and effective means of transportation that is quiet, non-
polluting, extremely energy-efficient, versatile, healthy, and fun. Bicycles also
offer low-cost mobility to the non-driving public. Bicycling as a means of
transportation has been growing in popularity as many communities work to
create more balanced transportation systems by giving bicyclists a greater share
in use of the roadway networks. In addition, recent national surveys find that
more people are willing to cycle more frequently if better bicycle facilities are
provided.1
The City of Carlsbad is in a unique position to capitalize on its bicycle-friendly
features, such as temperate climate, scenic vistas and reputation as a community
with ample recreational amenities, to increase the number of residents and visitors
who see Carlsbad by bicycle. Carlsbad’s traditional walkable downtown,
accessible beachfront and open space are all conducive to cycling for utility and
recreation.
Existing bicycle parking at the
Carlsbad Village Station
1 National Bicycling and Walking Study: Ten Year Status Report,
(www.bicyclinginfo.org/pp/nbsw2.htm)
Carlsbad Bikeway Master Plan 1-1
1. Introduction
1.2. PURPOSE OF THE BIKEWAY MASTER PLAN
This Bikeway Master Plan provides a broad vision, strategies and actions for the
improvement of bicycling in Carlsbad. It is important to note that the City of
Carlsbad is by no means starting from scratch in terms of accommodating and
encouraging bicycling. This Bikeway Master Plan focuses on completion of the
bicycle network, identifies several new routes to provide additional connectivity,
provides recommendations for spot improvements to the existing network, and
identifies programs to educate motorists and bicyclists on the rules of the road,
and encourage even more residents to bicycle. The Bikeway Master Plan is
important for the following reasons:
Maximize Funding Sources for Implementation. A key reason for the Bikeway
Master Plan is to satisfy requirements of the California Bicycle Transportation
Account (BTA) and other state and federal funding programs for bicycle
transportation projects for which Caltrans plays an oversight and review role. In
order to qualify for available funding, the State of California requires that
applicants have a master plan adopted or updated within the past five years that
includes a number of specific elements related to bicycle commuting, land uses,
multi-modal connections, funding, and public input. The complete list of required
BTA elements and their locations in this document is provided in Chapter 8 of this
document.
Improve Safety and Encourage Cycling. This plan provides tools to reduce the
accident rate for bicyclists in Carlsbad through design standards and guidelines,
education, and enforcement. This plan provides recommendations for spot
improvements intended to make cycling safer for cyclists of all ability levels.
Examples of encouragement programs are also provided to motivate Carlsbad
residents to ride to work, school, for exercise and recreation.
Provide Needed Facilities and Services. Carlsbad has existing bikeways on all
arterial roadways including, but not limited to Carlsbad Boulevard, Carlsbad
Village Drive, El Camino Real, Palomar Airport Road, and La Costa Avenue.
While these facilities provide direct routes for experienced cyclists comfortable
with riding on streets with relatively high volumes of traffic and high vehicular
traffic speeds, much of the success of encouraging new cyclists will depend on
meeting the needs of less experienced riders who are less comfortable on such
roadways. In addition to incorporating more alternative routes into the existing
bikeway network, support facilities such as clear directional signage and secure
bicycle parking at schools, employment centers and transit stops will encourage
more people to ride bicycles and enhance the level of comfort for all.
Enhance the Quality of Life in Carlsbad. The development of bicycle facilities
provides for people-friendly streets, paths, trails, and activity centers available to
everyone, and supports sustainable community development. Bicycling can reduce
traffic congestion, vehicle exhaust emissions, noise, and energy consumption. It is a
healthy and active form of travel. Good bicycling opportunities can mean good
economic sense for businesses in Carlsbad. Safe and efficient cycling
opportunities will help to attract tourists to Carlsbad’s beaches and resorts, and
employees to Carlsbad’s many sports and recreation oriented businesses.
Well designed bikeways, such as
the Coastal Rail Trail at Tamarack
Drive, enhance user experiences.
1-2 Carlsbad Bikeway Master Plan
1. Introduction
1.3. MAJOR RECOMMENDATIONS OF THE PLAN
This Bikeway Plan recommends the enhancement of the existing network with the
implementation of approximately 6.5 miles of new Class I Bike Paths, 2.8 miles of
new Class II Bike Lanes, and 4.2 miles of new Class III Bike Routes. The total cost
of the recommended projects is estimated to be about $12.6 million dollars, most
of which is due to the high cost of constructing Class I Bike Paths. The
Recommended Bikeway Network is shown in Figure 6-1 in Chapter 6, and the
proposed cost breakdown by segment is provided in Table 7-1 in Chapter 7.
In addition to the planned bikeways and bicycle facilities, this plan outlines new
educational and promotional programs aimed at bicyclists and motorists. These
programs include bicycle parking improvements, multi-modal (transit) support
facilities, bicycle safety and education programs for cyclists and motorists, safe
routes to schools programs, community and employer outreach programs,
continued development of bikeway network maps, and bike-to-work and school
day events, among others.
1.4. PLAN CONTENTS
The Carlsbad Bikeway Master Plan is organized as follows:
Chapter 2, Goals, Objectives and Policies, documents the goals and policies of
this Bikeway Plan.
Chapter 3, Existing Conditions, provides a description of the existing bicycle
conditions in Carlsbad. The conditions presented include the existing bicycle
network, support facilities, and programs, as well as existing network needs,
opportunities and constraints.
Chapter 4, Planning and Policy Context, provides an overview of the Bikeway
Master Plan’s consistency with existing local and regional plans and policies, in
accordance with BTA requirements.
Chapter 5, Needs Analysis, documents the need for bicycle transportation in
Carlsbad, including an overview of existing user groups, bicycle commute statistics,
and bicycle accident data. Signs are an integral part of an
effective bikeway network
Chapter 6, Recommended Bikeway Improvements, outlines the recommended
Class I, II, and III bicycle network map, as well as support facilities and programs
such as bicycle parking, Safe Routes to School, and educational efforts that will
improve safety and convenience for bicyclists and complement the recommended
network. Chapter 6 also includes individual Project Sheets that provide additional
detail and highlight design and feasibility issues for each of the major projects
identified in this plan.
Chapter 7, Implementation, provides a complete list of recommended project
components with cost estimates, outlines the highest priority projects and provides
a guide to system implementation and funding sources and strategies for getting
the recommended bikeway network and facilities built.
Carlsbad Bikeway Master Plan 1-3
1. Introduction
Chapter 8, Compliance with BTA Requirements, documents this Master Plan’s
compliance with the Caltrans Bicycle Transportation Account requirements, with a
table showing where each required element of Streets and Highways Code
Section 891.2 (a-k) can be found in the document. This section is intended to
facilitate Caltrans review and approval of this Bikeway Master Plan.
Appendices:
x Appendix A: Bikeway Design Guidelines
x Appendix B: Sample Bicycle Parking Code Language
x Appendix C: Construction Zone Treatments
x Appendix D: Public Outreach: Survey Results
x Appendix E: Bicycle Commute and Air Quality Calculations
x Appendix F: Detailed Cost Estimates
1-4 Carlsbad Bikeway Master Plan
2. GOALS, OBJECTIVES AND POLICIES
This section presents the recommended goals, objectives and policies for the
Carlsbad Bikeway Master Plan. Goals provide the context for the specific
policies and actions discussed in the Master Plan. The goals and objectives
provide the long-term vision and serve as the foundation of the plan, while the
policies provide more specific descriptions of actions to undertake to implement
the plan.
2.1. GOALS, OBJECTIVES AND POLICIES OF BIKEWAY MASTER PLAN
As part of this Bikeway Master Plan, the goals, objectives and implementing
policies of the existing 2004 General Plan Circulation Element have been
expanded upon to provide an updated and comprehensive set of goals,
objectives and policies covering all aspects of bicycle facility development,
education and encouragement, system maintenance, and regional cooperation.
Goals, objectives and policies shown in italics are taken directly from these
existing General Plan Circulation Element policies.
Goal 1. A City which promotes, encourages and accommodates a variety of
transportation modes as alternatives to the automobile. (Alternative Modes
Goal A)
Objective 1.1.To provide infrastructure and facilities necessary to
accommodate pedestrians, bicycles and other non-automobile
modes of transportation. (Alternative Modes Objective B.1)
Policy 1.1.1. Implement a bikeway network which serves all
bicycle use groups, including commuters, recreational cyclists and
those making utilitarian and school trips.
Policy 1.1.2.Coordinate the location of bicycle routes with the
Parks and Recreation Element and the Open Space and
Conservation Element. (Alternative Modes Implementing Policy
C.11)
Policy 1.1.3.Extend bicycle routes to cultural, educational and
recreational facilities whenever possible. (Alternative Modes
Implementing Policy C.12)
Policy 1.1.4.Design bicycle routes in accordance with “Bicycle
Route Standards” Chapter 1000 of the State of California
Highway Design Manual. (Alternative Modes Implementing Policy
C.14)
Policy 1.1.5.Improve bicycle access to beach areas. (Alternative
Modes Implementing Policy C.15)
Policy 1.1.6.Provide linkage to bus, pedestrian and bicycle
routes from any new light rail commuter transit facility. (Alternative
Modes Implementing Policy C.18)
Carlsbad Bikeway Master Plan 2-1
2. Goals, Objectives and Policies
Policy 1.1.7.Encourage passive and active use of the railroad
right of way as trail linkage and bicycle pathway. (Alternative
Modes Implementing Policy C.19)
Policy 1.1.8. Seek funding for bicycle transportation through
regional, state and federal funding programs.
Policy 1.1.9 Provide secure bicycle storage in activity centers
and at major bus and transit stations.
Policy 1.1.10.Encourage bicycling by publicizing local and
commuter routes through installation of wayfinding signage.
Policy 1.1.11. Continue routine street repair and maintenance
activities, including regular sweeping of bikeways and shared use
pathways.
Policy 1.1.12. Install trail systems within existing and new
industrial developments.
Policy 1.1.13.Review, periodically, the Circulation Element
Bicycle Route Map and revise, as necessary, to reflect existing
roadway conditions and changed land uses. (Alternative Modes
Implementing Policy C.16)
Objective 1.2.Provide education, encouragement and enforcement
programs which promote the use of bicycling as a mode of
transportation.
Policy 1.2.1.Encourage school districts to implement safety
programs for pedestrians and bicyclists within the public school
system. (Alternative Modes Implementing Policy C.7)
Policy 1.2.2.Develop and implement employer incentive
programs to encourage the placement of strategic bicycle storage
lockers, and the construction of safe and convenient bicycle
facilities. (Alternative Modes Implementing Policy C.13)
Policy 1.2.3.Continue to ensure that construction and repair
activities along the roadway network minimize disruption to
bikeway facilities, ensure bicyclist safety at all times and provide
alternative routes if necessary.
Policy 1.2.4.Continue Carlsbad Police Department
enforcement of bicycle-related violations by both motorists and
bicyclists, and emphasize positive enforcement for safe bicycling
behavior by children.
Carlsbad Bikeway Master Plan2-2
3. EXISTING CONDITIONS
This chapter provides a description of existing conditions within the City of
Carlsbad relevant to this Bikeway Master Plan. Information is based on field
visits, existing planning documents, maps, and conversations with City and other
agency staff.
3.1. SETTING
3.1.1. Location
The City of Carlsbad is located in the northwestern portion of San Diego County.
Encompassing 42 square miles, the City boundaries are generally defined by
State Route 78 (SR-78), along the northern border with Oceanside, new
development and open space to the east along the border with Vista and San
Marcos, Rancho Santa Fe Road and Batiquitos Lagoon to the south, along the
border with Encinitas and the Pacific Ocean to the west. Topographically, the
City is characterized by the Pacific Ocean and beaches to the west, three lagoons
which extend inland from the coast, and coastal hills, mesas and canyons in the
City’s interior. Carlsbad is bisected along its north-south axis by Interstate 5 (I-5),
separating the coastal flatlands and lagoons of the west from the eastern mesas
and canyons.
The historic Carlsbad
Well is a longstanding
symbol of Carlsbad’s
commitment to healthful
living
3.1.2. Land Uses
Carlsbad, in contrast to many areas of San Diego County, is characterized by
concentrated, clustered development in conjunction with areas of open space. This
development pattern has resulted from a need to accommodate the building
limitations of the City’s eastern hillsides. Commercial land uses are distributed
throughout the City, but are primarily focused in the historic downtown area near
the Pacific coast, Carlsbad Village, along the SR-78 and I-5 corridors, and along
El Camino Real near La Costa Avenue. Industrial uses are located in the vicinity of
McClellan Palomar Airport. Well-established neighborhoods occupy most of the
area north of Agua Hedionda Lagoon. Single-family homes dominate the
neighborhoods, mixed with some condominiums and apartment buildings. Newer
neighborhoods occupy the southern and eastern portions of the City. Open space,
lagoons and parks are located throughout Carlsbad, with a concentration of open
space in the eastern hills surrounding the airport. Much of the Carlsbad coast is
public beach, with Carlsbad State Beach in the north and South Carlsbad State
Beach in the south. Limited private development is located along the remaining
coastline, including the highly visible Encina Power Plant on the southern shore of
Agua Hedionda Lagoon at Carlsbad Boulevard. Schools and churches are
scattered throughout the neighborhoods.The Carlsbad Village Station
provides transit patrons
convenient access to
Carlsbad Village3.1.2.1. Schools
Table 3-1 provides an inventory of Elementary, Middle and High Schools in
Carlsbad.
Carlsbad Bikeway Master Plan 3-1
3. Existing Conditions
Table 3-1
Schools in Carlsbad
School Name Grades Address
Aviara Oaks Elementary K-5 6900 Ambrosia Lane
Buena Vista Elementary K-5 1330 Buena Vista Way
Calavera Hills Elementary K-5 4100 Tamarack Avenue
Carlsbad Seaside
Academy
K-12 Alternative/Home School
Hope Elementary K-5 3010 Tamarack Avenue
Jefferson Elementary K-6 3743 Jefferson Street
Kelly Elementary K-5 4885 Kelly Drive
Magnolia Elementary K-5 1905 Magnolia Avenue
Pacific Rim Elementary K-5 1100 Camino de las Ondas
La Costa Meadows
Elementary
K-5 6889 El Fuerte Street
Carrillo Elementary K-5 2875 Poinsettia Lane
Olivenhain Pioneer K-6 8000 Calle Acervo
El Camino Creek K-6 7885 Paseo Aliso
La Costa Heights K-6 3035 Levante Street
Mission Estancia K-6 3330 Calle Barcelona
Aviara Oaks Middle 6-8 6880 Ambrosia Lane
Calavera Hills Middle 6-8 4104 Tamarack Avenue
Valley Middle 7-8 1645 Magnolia Avenue
Carlsbad High 9-12 3557 Monroe Street
Carlsbad Village Academy 9-12 1640 Magnolia Avenue
La Costa Canyon High 9-12 1 Maverick Way
3.1.2.2. Park and Recreation Facilities
The City of Carlsbad has numerous municipal parks and recreational facilities
available for use of residents, in addition to two State Beaches. Municipal park
and recreation facilities range from developed park sites with playgrounds, picnic
areas, and sport courts, to community rooms and other facilities available for
rental for parties, banquets or other events. The City of Carlsbad also manages
625 acres of open space and numerous beach access points. The State Beaches
are popular recreation sites, with high volumes of pedestrian and bicycle traffic
along Carlsbad Boulevard at Carlsbad State Beach. South Carlsbad State Beach
features camping facilities and is a population destination for visitors.
New park and recreation facilities
provide access to open space in
eastern Carlsbad Parks and recreation facilities are an important source of bicycle support facilities
for Carlsbad cyclists. Parks and other recreation facilities provide bicycle racks,
restrooms and changing facilities.Table 3-2 lists major park and recreation
facilities in Carlsbad.
Carlsbad Bikeway Master Plan 3-2
3. Existing Conditions
Table 3-2
Park and Recreation Facilities in Carlsbad
Park/Facility Name Address
Pine Park/Brierly Field 3500 Harding Street
Cadencia 3310 Cadencia
Calavera Hills Park 2997 Glasgow Drive
Cannon Park Carlsbad Boulevard and Cannon
Carlsbad State Beach Carlsbad Boulevard
Chase Field 3400 Harding Street
Harding Community Center 3960 Harding Street
Heritage Hall 2650 Garfield
Holiday Park Chestnut and Pio Pico
Hosp Grove Park Jefferson and Marron
La Costa Canyon Park Pueblo and Rana Court
La Costa Heights Park 3035 Levante
La Costa Meadows Park El Fuerte Street
Laguna Riviera Park Kelly and Park
Magee House and Park 258 Beech Street
Magnolia Athletic Field Valley Street
Maxton Brown Park 500 Laguna Drive
Poinsettia Park 6600 Hidden Valley Road
Rotary Park 2900 Washington Street
Safety Center/Skatepark 2560 Orion Way
Senior Center 799 Pine Street
South Carlsbad State Beach Carlsbad Boulevard
Stagecoach Park 3420 Camino de los Coches
Swim Complex 3401 Monroe Street
Hidden Canyon Park 2685 Vancouver Street
Aviara Community Park 6435 Ambrosia Lane
Business Park Recreational Facility Faraday and Camino Hills
Leo Carrillo Ranch Historic Park 6200 Flying LC Lane
Alga Norte Park (future) Poinsettia and Alicante
City Golf Course Hidden Valley Road
3.1.2.3. Employment Centers
The City of Carlsbad’s pattern of development provides for dispersed
employment centers, with significant concentrations of employees. Many of these
centers are located along the freeway and arterial roadway corridors, as well as
in the vicinity of McClellan Palomar Airport. The locations of Carlsbad’s ten
largest employers are shown in Table 3-3 on the following page.
Carlsbad Bikeway Master Plan 3-3
3. Existing Conditions
Table 3-3
Ten Largest Employers in Carlsbad
Employer Location
Number of
Employees
Callaway Golf 2180 Rutherford Road 1,785
Carlsbad Unified School District 6225 El Camino Real 950
Four Seasons Resort Aviara
7100 Four Seasons
Point 900
Invitrogen 1600 Faraday Avenue 900
Taylor Made--Adidas Golf Co. 5545 Fermi Ct. 645
La Costa Resort and Spa
2100 Costa Del Mar
Rd 604
City of Carlsbad 1635 Faraday Avenue 603
Gemological Institute of
America 5345 Armada Drive 600
Acushnet Golf 2819 Loker Ave East 535
Isis Pharmaceuticals 2292 Faraday Avenue 506
3.2. EXISTING BICYCLE FACILITIES
3.2.1. Definition of Bikeways
The three types of bikeways identified by Caltrans in Chapter 1000 of the
Highway Design Manual are as follows. Detailed design guidelines for all three
types of bikeways are provided in Appendix A.
Class I Bikeway Typically called a “bike path,” a Class I bikeway provides bicycle
travel on a paved right-of-way completely separated from any street or
highway.
Class II Bikeway. Often referred to as a “bike lane,” a Class II bikeway provides
a striped and stenciled lane for one-way travel on a street or highway.
Class III Bikeway. Generally referred to as a “bike route,” a Class III bikeway
provides for shared use with motor vehicle traffic and is identified only by signing.
It is important to note that bicycles are permitted on all roads in the State of
California and in Carlsbad (with the exception of access-controlled freeways). As
such, Carlsbad’s entire street network is effectively the city’s bicycle network,
regardless of whether or not a bikeway stripe, stencil, or sign is present on a
given street. The designation of certain roads as Class II or III bicycle facilities is
not intended to imply that these are the only roadways intended for bicycle use,
or that bicyclists should not be riding on other streets. Rather, the designation of a
network of Class II and III on-street bikeways recognizes that certain roadways
are optimal bicycle routes, for reasons such as directness or access to significant
destinations, and allows the City of Carlsbad to then focus resources on building
out this primary network.
An existing Bike Route sign on
Monroe Street
Carlsbad Bikeway Master Plan 3-4
3. Existing Conditions
One of the greatest divergences of opinion among bicyclists lies between those
who feel paved Class I bike paths, separated from roadways, should be
constructed wherever physically possible, versus those who feel more comfortable
riding on streets or bike lanes or routes. This preference is usually based on
personal feeling regarding comfort and safety.
In general, Class I bike paths are desirable for slower-speed recreational cycling,
particularly by families and children. Although referred to as “bike paths,” Class I
facilities are multi-use facilities that will likely see use by a wide mix of non-
motorized uses, including pedestrians, joggers, roller bladers and dog walkers.
Given this mix of uses, there is potential for conflicts on heavily-used Class I
facilities, necessitating lower bicycle speeds on these paths. Class I bike paths are
preferred for corridors where there are few intersections or crossings, to reduce
the potential for conflicts with motor vehicles. Class I facilities located
immediately adjacent to roadways, often referred to as “sidepaths,” are less
desirable due to the numerous potential conflicts with motor vehicles turning on or
off of side streets and driveways. Due to their linear off-street nature,
opportunities for developing Class I facilities in an urban setting are typically
much more limited, often occurring along waterways, rail corridors, or utility
corridors. As such, Class I bike paths will normally comprise a much smaller
fraction of the total designated bikeway network than on-street bike lanes and
routes, and Class I bikeways will connect to far fewer destinations.
Most commuter bicyclists would argue that on-street bikeway facilities are the
safest and most functional facilities for bicycle transportation, as they typically
provide the most direct routes and offer the greatest connectivity and access to
employment, schools, and shopping destinations. Bicyclists have stated their
preference for marked on-street bicycle lanes in numerous surveys. The fact is
that many bicyclists – particularly less experienced riders – are far more
comfortable riding on a busy street if it has a striped and signed bike lane. Part
of the goal of this Plan is to encourage new riders, and providing marked
facilities such as bike lanes is one way of helping to persuade residents to give
bicycling a try as a transportation mode. This Bicycle Plan takes the approach
that if properly designed, Class II bike lanes can increase safety and promote
proper riding, and are therefore highly desirable for bicycle transportation routes
along major roadways. Bike lanes help to define the road space for bicyclists
and motorists, reduce the chance that motorists will stray into the cyclists’ path,
discourage bicyclists from riding on the sidewalk, remind motorists that cyclists
have a right to the road, and remind cyclists that by being in the road they have
the same responsibilities as a motor vehicle. One key consideration in designing
bike lanes in an urban setting is to ensure that bike lane and adjacent parking
lane are wide enough so that cyclists have enough room to avoid a suddenly
opened vehicle door.
On streets with low traffic volumes and speeds, striped bike lanes may not be
needed at all. This is based on the potential for serious conflicts being so low that
the cost of installing bike lanes is not warranted. On these types of low-traffic
neighborhood streets, designated and signed Class III bike routes can serve as
important connectors to schools and recreational areas such as parks. Class III
bike routes may also be desirable on certain commute routes where installing bike
lanes is not possible, provided that appropriate signage is installed to alert
Carlsbad Bikeway Master Plan 3-5
3. Existing Conditions
motorists to the presence of bicycles on the roadway. Class III bike route signing
should also include “Share the Road” signs at regular intervals along the route.
Carlsbad’s existing network of designated bikeways is shown in Figure 3-1.
Specific facility segments are discussed in more detail below.
3.2.2. Existing Off-Street Bike Paths
Carlsbad is in the process of developing an off-street bike path as part of the
Coastal Rail Trail project. This path will link San Diego with Oceanside along the
Los Angeles—San Diego (LOSSAN) rail corridor utilizing North San Diego County
Transit District right-of-way. The City of Carlsbad has completed construction of a
portion of the Class I Coastal Rail Trail, approximately 3/4 miles in length,
running from Tamarack Avenue north to Oak Avenue. An existing portion of Class
II Coastal Rail Trail runs from La Costa Avenue to the Poinsettia Coaster Station.
3.2.3. Existing On-Street Bike Lanes and Routes
As shown in Figure 3-1, Carlsbad’s existing bikeway network is comprised of a
Class II on-street facility on nearly every major roadway in the City.Tables 3-4,
3-5 and 3-6 show the limits and lengths of existing Class I, II and III bikeway
segments in the city, respectively.
The City of Carlsbad has focused on implementing a network of Class II bike lanes
that provide regional bikeway connectivity. Key existing Class II Bike Lane
segments are present on El Camino Real, La Costa Avenue, Carlsbad Boulevard,
Carlsbad Village Drive, College Boulevard, Palomar Airport Road, Poinsettia
Lane, Aviara Parkway, Melrose Drive and Rancho Santa Fe Road. Carlsbad has
an extensive primary Class II network in place that serves the city’s major activity
centers and provides links to the regional system.
Table 3-4
Index of Existing City of Carlsbad Class I Bike Paths
Street From To Class
Length
(Miles)
Coastal Rail Trail Oak Avenue Tamarack Avenue I 0.8
Legoland Bike Path Northeast Corner Northwest Corner I 0.5
TOTAL CLASS I MILES 1.3
Source: Alta Planning + Design field inventory, SANDAG GIS data, February 2006.
Carlsbad Bikeway Master Plan 3-6
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Carlsbad Bikeway Master Plan
Alta Planning + Design
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LegendExisting Bikeways
FIGURE 3-1
0 0.25 0.5 0.75 1
Miles
Existing Bikeways
Bike Route - Class III
Bike Lane - Class II
Bike Path - Class I
Other Existing Trails
Police Station
Fire Station
Civic/Comm. Ctr.
Library
Top 10 Employers
Parks
Carlsbad City Limits
Coaster Station
Schools
Bus Stops
December 2007
Unpaved Open Space Trail
Paved Open Space Trail
3. Existing Conditions
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Carlsbad Bikeway Master Plan 3-8
3. Existing Conditions
Table 3-5
Index of Existing City of Carlsbad Class II Bike Lanes
Street From To Class Length (Miles)
Adams St Chinquapin Ave Park Dr II 0.8
Alicante Rd Alga Rd Gateway Rd II 2.0
Alga Rd El Camino Real Melrose Dr II 2.4
Arenal Rd. El Camino Real Lotus Ct II 0.1
Armada Rd. Palomar Airport Rd. Legoland Dr II 0.9
Ave Encinas Carlsbad Blvd Poinsettia Station II 2.6
Aviara Pkwy Palomar Airport Rd El Camino Real II 3.2
Batiquitos Dr Poinsettia Ln Aviara Pkwy II 2.4
Calle Acervo Rancho Santa Fe Rd Camino de los Coches II 0.5
Calle Barcelona El Camino Real Rancho Santa Fe Rd II 3.0
Camino de los Coches Rancho Santa Fe Rd La Costa Ave II 0.9
Camino Junipero Rancho Santa Fe Rd East City Limits II 1.0
Cannon Rd El Arbol Dr College Blvd II 3.3
Carlsbad Blvd Northern City Limit La Costa Ave II 6.6
Carlsbad Village Dr I-5 College Blvd II 2.7
Chestnut Ave Pio Pico Dr Monroe St II 0.8
College Blvd Northern City Limit Palomar Airport Rd II 3.5
El Camino Real Northern City Limit Southern City Limit II 10
El Fuerte St Palomar Airport Rd Corintia Street II 2.4
Faraday Ave Cannon Rd Orion St II 3.0
Gateway Dr El Camino Real Palomar Airport Rd II 1.2
Harding St Grand Ave Magnolia Ave II 0.8
Hidden Valley Rd Palomar Airport Rd Legoland Bike Path II 1.2
Hosp Way Avenida Magnifica Marron Rd. II 0.6
Innovation Way Gateway Rd. Palomar Airport Rd II 0.2
Jefferson Rd Carlsbad Village Dr Marron Rd II 1.5
Kelly Drive El Camino Real Park Dr II 0.4
La Costa Ave Carlsbad Blvd Camino de los Coches II 2.8
La Costa Ave Calle Madero Rancho Santa Fe Rd II 1.0
Laguna Dr Carlsbad Blvd Jefferson Rd II 0.3
Marron Rd Jefferson Street Carlsbad Village Dr II 0.9
Melrose Dr Northern City Limit Corintia Street II 2.8
Monroe St Marron Rd Carlsbad Village Dr II 0.6
Olivenhain Rd El Camino Real Rancho Santa Fe Rd II 0.9
Palomar Airport Rd I-5 ramp Eastern City Limit II 5.8
Park Dr Tamarack Ave Hillside Dr II 0.4
Paseo Aliso Calle Barcelona Paseo Tulipero II 0.2
Paseo Almendro Calle Barcelona Avenida Ciruela II 0.1
Paseo Del Norte Car Country Dr Poinsettia Ln II 2.1
Poinsettia Ln Skimmer Court Melrose Dr II 2.4
Poinsettia Ln Carlsbad Blvd Cassia Road II 2.4
Rancho Santa Fe Rd Melrose Dr Calle Acervo II 2.9
Tamarack Ave Carlsbad Blvd Chatham Row II 3.5
Tamarack Ave Harwich Dr College Blvd II 1.3
Town Garden Rd El Camino Real Alicante Rd II 0.3
TOTAL CLASS II MILES 88.7
Source: Alta Planning + Design field inventory, SANDAG GIS data, March 2007.
Carlsbad Bikeway Master Plan 3-9
3. Existing Conditions
Table 3-6
Index of Existing City of Carlsbad Class III Bike Routes
Street From To Class
Length
(Miles)
Cannon Rd I-5 Ramp Paseo Del Norte III 0.1
Cannon Rd Carlsbad Blvd El Arbol Dr III 0.1
Carlsbad Village Dr Carlsbad Blvd I-5 III 0.6
Chinquapin Ave Jefferson St Highland Dr III 0.5
Grand Ave Carlsbad Blvd Jefferson St III 0.4
Jefferson St Magnolia Ave Chinquapin Ave III 0.4
La Costa Ave
1/3rd mile east of El
Camino Real Calle Madero III 0.9
Park Dr Hillside Dr Kelly Dr III 1.4
TOTAL CLASS III MILES 4.4
Source: Alta Planning + Design field inventory, SANDAG GIS data, February 2006
3.2.4. Bikeway Signage
Implementing a well-designed, attractive, and functional system of network
signage greatly enhances bikeway facilities by promoting their presence to both
potential and existing users. Currently, Carlsbad uses standard California
MUTCD bikeway signage for Class II bike lanes and Class III bike routes.
The Coastal Rail Trail system has its own sign/logo, which is supplemented with
individual city logos. Carlsbad uses signs with the Coastal Rail Trail logo along
the Class I segment of the trail, as well as the designated on-street segment along
Avenida Encinas, and Carlsbad Boulevard.
Wayfinding signage in the downtown area and along Carlsbad Boulevard directs
users to the Coastal Rail Trail. Aside from the Coastal Rail Trail, no other
directional or destination signage was observed along bikeways in Carlsbad.
3.2.5. Bicycle Signal Detection
Bicycle signal detection refers to mechanisms that activate traffic signals when a
bicyclist positions him/herself in bicycle or auto travel lanes at signalized
intersections. An older method of bicycle signal detection involved the use of
inductive loops installed in the pavement to sense bicyclist and trigger the signal
change. In addition to inductive loops, the City of Carlsbad uses an alternative
video signal detection system, using video cameras mounted on the signal mast
arms that have zones for motor vehicle and bicycle detection. Video detection is
generally viewed as superior to inductive pavement loops as video requires less
long-term maintenance and calibration to operate properly.
3.2.6. Bicycle Parking
Bicycle parking is an important component in planning bicycle facilities and
encouraging people to use their bicycles for everyday transportation. Bicycles
are one of the top stolen items in many communities, with components often being
Carlsbad Bikeway Master Plan 3-10
3. Existing Conditions
stolen even when the bicycle frame is securely locked to a rack. Because today’s
bicycles are often high-cost and valuable items, many people will not use a
bicycle unless they are sure that there is secure parking available at their
destinations. In California, bicycle parking facilities are classified as either Class I
or Class II facilities. Many cyclists may use (and even prefer) less formal bicycle
parking methods, such as simply bringing their bicycle inside their building and
storing it in their office. Cyclists with higher-end bicycles (perhaps costing several
thousand dollars) may be reluctant to risk their bicycle with insecure parking, and
for them the ability to bring a bicycle inside a building may be a deciding factor
when they are considering whether or not to bicycle to work or to a store.
Bike Lockers – Long Term (Class I Parking)
Long-term (Class I) bicycle parking facilities accommodate bicycles of employees,
students, residents, and others expected to park more than two hours. This parking
is provided in a secure, weather-protected manner and location, such as a bicycle
locker or a secure area like a ‘bike corral’ that may be accessed only by
bicyclists. The “day locker” (bike lid, eLocker, etc.) is a new bicycle locker concept
that has gained recent popularity because it requires minimal program
administration. These lockers allow for multiple users in the same day, therefore
allowing these lockers to function similar to racks.
Bicycle lockers at the Poinsettia
Transit Station.
Bike Racks – Short-Term (Class II Parking)
Short-term (Class II) bicycle parking facilities are best used to accommodate
bicycles of visitors, customers, messengers, and others expected to depart within
two hours. This parking is provided by bicycle racks, which provide support for the
bicycle but do not have locking mechanisms. Racks are relatively low-cost devices
that typically hold between two and eight bicycles, allow bicyclists to securely
lock their frames and wheels, are secured to the ground, and are located in highly
visible areas. Racks should not be designed to damage the wheels by causing
them to bend. Bike racks should be located at schools, commercial locations, and
activity centers such as parks, libraries, retail locations, post offices, churches, and
civic centers, or anywhere personal or professional business takes place.
3.2.6.1. Carlsbad Bicycle Parking Ordinance
The Carlsbad Zoning Code does not currently provide standards for bicycle
parking implementation or development. A sample bicycle parking ordinance is
included as Appendix B to this document. Bicycle parking ordinances can
encourage bicycling by providing cyclists with secure and convenient storage for
their bicycles at their destination.
3.2.6.2. Carlsbad Existing Bicycle Parking Facilities
A variety of types of existing bicycle parking facilities are located throughout
Carlsbad, at locations such as civic buildings, schools, parks and commercial
centers. Many of these racks, especially at shopping centers, are the undesirable
“wheel bender” style that can potentially damage a bicycle. Recommendations
for bicycle parking can be found in Appendix A: Design Guidelines.
Existing bicycle parking may be
found at Carlsbad’s parks
Both the Carlsbad Village and Poinsettia Transit Stations have bicycle racks and
bike lockers.
Carlsbad Bikeway Master Plan 3-11
3. Existing Conditions
Although the Carlsbad Village area is served by bicycle racks and lockers at the
Carlsbad Village Transit Station, nearby streets, such as Grand Avenue and State
Street, lack convenient sidewalk bicycle parking.
3.2.7. Showers, Lockers and Other Bicycle Support Facilities
For the purposes of this Bikeway Plan, bicycle support facilities refer to end-of-
trip facilities or services designed to accommodate or promote the use of bicycles.
Showers, lockers, and changing rooms are a critical need for commuting bicyclists.
For those bicyclists needing to dress more formally, commute long distances, or
bicycle during wet or hot weather, the ability to shower and change clothing can
be as important as bicycle storage. Such facilities are most often provided by
building owners or tenants for use by those who work in the building. Cyclists are
encouraged to ride to work if employers offer bicycle support facilities which
offer a safe place to store bicycles, changing facilities and showers.
Table 3-7 shows Carlsbad’s ten largest employers and the bicycle support
facilities offered by each.
Table 3-7
Bicycle Racks and Support Facilities
at the Ten Largest Employers in Carlsbad
Employer
Bicycle
Racks
Bicycle
Lockers Showers
Callaway Golf No No Yes
Carlsbad Unified School
District No No No
Four Seasons Resort Aviara Yes No Yes
Invitrogen Yes No Yes
Taylor Made--Adidas Golf
Co.No No No
La Costa Resort and Spa No No Yes
City of Carlsbad Yes Yes Yes
Gemological Institute of
America Yes Yes Yes
Acushnet Golf No No Yes
Isis Pharmaceuticals No Yes Yes
Source: Alta Planning + Design Telephone Survey, March 2006
Health clubs are another potential location for showers and changing facilities,
although they are only available to their members. And while less desirable than
a full shower/locker facility, any publicly-accessible restroom can serve as a
changing area for cyclists. Public parks, beaches, and civic buildings can also
serve as rest stops offering water, a place to sit or rest, and restroom facilities.
Public park and recreational facilities in Carlsbad are discussed in Section 3.1
above and shown on Figure 3-1.
Carlsbad Bikeway Master Plan 3-12
3. Existing Conditions
Transit stations extend the range cyclists can commute. As noted earlier, both the
Carlsbad Village and Poinsettia Transit Stations have bicycle racks and lockers.
Additional discussion of multi-modal bicycle connections is provided later in this
chapter.
Bicycle shops are important for bicyclists making trips within urban areas in the
event they suffer an equipment failure and need repair parts or service.
Currently there are no bicycle shops located within the city of Carlsbad, however
a number of shops are located in the neighboring cities of Encinitas, Vista, San
Marcos, and Oceanside.
3.3. BICYCLE FACILITY MAINTENANCE
Currently, the maintenance of Carlsbad’s bikeway facilities consists of restriping,
restenciling and sweeping, on a regular basis. Other maintenance activities are
conducted on an as-needed basis by the City.
3.4. PAST BICYCLE PROGRAM EXPENDITURES
Table 3-8 lists past bicycle program funds and expenditures in Carlsbad from
2003 to the present. These totals include Class II projects that were implemented
as part of roadway construction funded by development agreements.
Table 3-8
Past Bicycle Program Expenditures
Year Project Type Cost
2003-2004 Faraday Ave s/o Cannon Road Class II $580,000
2003-2004 Cannon Road south side e/o Faraday Class II $165,000
2003-2004 Cannon Road north side e/o Faraday Class II $165,000
2003-2004 Carlsbad Blvd at Poinsettia Lane Class II $112,000
2004-2005 Rancho Santa Fe Rd - La Costa to Melrose Class II $274,000
2004-2005 Melrose Drive s/o Palomar Airport Road Class II $175,000
2005-2006 College Blvd/Cannon Rd Class II $958,000
2005-2006 Poinsettia Lane Reach "C" Class II $79,000
2005-2006 Bikeway Master Plan Plan $60,000
2006-2007 Melrose Drive n/ o Palomar Airport Road Class II $57,000
2006-2007 Coastal Rail Trail - Oak to Tamarack Class I $2,500,000
2006-2007 Coastal Rail Trail - Poinsettia Transit Station
to Encinitas
Class II $20,000
2006-2007 Faraday Ave - Melrose to Orion Class II $710,000
TOTAL $5,855,000
Source: City of Carlsbad, 2007.
3.5. ENFORCEMENT AND EDUCATION PROGRAMS
3.5.1. Enforcement
The City of Carlsbad Police Department enforces bicycle and motorist traffic
violations through its Traffic Division. The Department’s Traffic Division consists of
Carlsbad Bikeway Master Plan 3-13
3. Existing Conditions
motor officers, collision investigators, a traffic lieutenant, traffic sergeant and a
parking enforcement officer. The City of Carlsbad Police Department also has a
bicycle patrol unit which provides patrol services for business districts, beaches
and other areas.
3.5.2. Educational Programs
In past years, the City of Carlsbad Police Department has offered educational
programs such as bicycle rodeos to Carlsbad schoolchildren. Initially, rodeos
were offered at every school site. With the growth of the school system, the
Police Department transitioned from offering rodeos at every school to instead
offering rodeos located in different parts of the City a few times each year.
Other bicycle safety programs included a bicycle safety poster contest popular
with elementary school children. The Police Department no longer offers rodeos
due to a lack of interest from Carlsbad Elementary Schools.
The Carlsbad Police Department’s Crime Prevention Office does offer educational
materials and is willing to provide customized training and education programs
for schools if requested. Customized training and programs, through the Crime
Prevention Office, are available to any group interested in bicycle and trail
safety.
3.6. MULTI-MODAL CONNECTIONS
Multi-modal refers to the use of two or more modes of transportation in a single
trip (i.e., bicycling and riding the bus or train). Improving the bicycle-transit link is
an important part of making bicycling a part of daily life in Carlsbad. Linking
bicycles with mass transit, such as North County Transit District buses and Coaster
commuter rail, overcomes such barriers as lengthy trips, personal security concerns,
and riding at night or in poor weather.
Making the multi-modal connection consists of two key elements: providing bicycle
parking facilities at bus stops and bike racks on trains and buses. Two other
components include improving bikeways and roadways that link with transit
facilities and stops, and encouraging the use of multi-modal programs. Bicycling
to transit, in lieu of driving, provides health benefits to the cyclist and benefits the
community by reducing air pollution, reducing the demand for parking, reducing
energy consumption, and reducing traffic congestion with relatively low investment
costs.
Carlsbad Village Station is
accessible to bicyclists and
features bicycle racks and lockers 3.6.1. North County Transit District
The North County Transit District provides “Breeze” bus service throughout
Carlsbad. The bus routes follow major arterial roadways, serving commercial and
employment centers. Many North County Transit District buses feature bicycle
racks that can carry up to four bicycles. Carlsbad is home to two Breeze bus
transit stations, Carlsbad Village and Poinsettia. Carlsbad Village is served by
three Breeze lines and Poinsettia is served by two.
The North County Transit District also provides commuter rail service to the North
County on the Coaster. The Coaster stops twice in Carlsbad, at Carlsbad Village
Carlsbad Bikeway Master Plan 3-14
3. Existing Conditions
Station and Poinsettia Station. The Coaster accommodates several bicycles on
board each train without restriction.
The North County Transit District Short Range Transit Plan 2003-2007 reports that
68 percent of Breeze riders do not have a car available to them. 63 percent of
riders surveyed use Breeze five days per week. Of the Breeze passengers
surveyed, 47 percent use Breeze to commute to work. Because a large portion of
Breeze riders are transit-dependent and do not have access to a car, providing
bicycle-transit connections will help to facilitate more efficient transportation for
North County Transit District’s riders.
As outlined in the Short Range Transit Plan 2003-2007, the North County Transit
District has initiated the Bicycle Facility Improvement Program aimed at increasing
and upgrading the bicycle facilities on buses and at each transit station.
Carlsbad Bikeway Master Plan 3-15
3. Existing Conditions
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Carlsbad Bikeway Master Plan 3-16
4. PLANNING AND POLICY CONTEXT
As required by Caltrans, this chapter provides an overview of local and regional
planning documents and policies relevant to this Bikeway Master Plan. This
chapter demonstrates consistency between this Master Plan and existing plans and
policies.
4.1. RELEVANT PLANS AND POLICIES
4.1.1. Carlsbad General Plan
4.1.1.1. Land Uses
The Carlsbad General Plan represents a comprehensive plan for the City, and
establishes strategies to achieve community goals pertaining to development,
circulation patterns, aesthetics, public safety, open space, and other civic matters.
The General Plan contains maps showing existing and proposed land uses within
the City planning limits.Figure 4-1 shows the Carlsbad General Plan Land Use
Plan.
4.1.1.2. Circulation Element
Adopted as part of the Carlsbad General Plan, the Circulation Element contains
overall goals, objectives and policies related to roadways, transportation routes,
terminals and other public utilities and facilities. The following are the goals and
objectives outlined by the Circulation Element:
Goals:
A City with an integrated transportation network serving local and
regional needs which accommodates a balance of different travel modes
based on safety, convenience, attractiveness, costs, environmental and
social impacts.Many of Carlsbad’s scenic
destinations are accessible by
bicycleA City with adequate circulation infrastructure to serve the projected
population.
A City with a comprehensive network of roads which provides
appropriate access to all land uses.
A City with properly maintained, smooth functioning and safe traffic
control systems.
Objectives:
à To provide an adequate circulation infrastructure concurrent with or
prior to the actual demand for such activities.
à To design streets for the safe and efficient movement of people,
goods and services within and through the City in the most
environmentally sound and aesthetically pleasing manner possible.
Carlsbad Bikeway Master Plan 4-1
4. Planning and Policy Context
Figure 4-1
City of Carlsbad General Plan Land Use Map
Carlsbad Bikeway Master Plan 4-2
4. Planning and Policy Context
à To enhance the economic value of property and improve the
economic competitiveness of the City through the construction of well-
designed, efficient and cost-effective transportation facilities.
Alternative Modes of Transportation Goal:
A City which promotes, encourages and accommodates a variety of
transportation modes as alternatives to the automobile.
Objectives:
à To provide infrastructure and facilities necessary to accommodate
pedestrians, bicycles and other non-automobile modes of
transportation.
à To reduce the number and severity of vehicular, bicycle and
pedestrian-related accidents.
Implementing Policies and Action Programs:
ƒInstall sidewalks and trail systems within existing and new
industrial developments.
ƒEncourage school districts to implement safety programs
for pedestrians and bicyclists within the public school
system.
ƒEmploy improved traffic control devices and monitor
police accident reports to increase pedestrian and
bicyclist safety.
ƒCoordinate the location of bicycle routes with the Parks
and Recreation Element and the Open Space and
Conservation Element.
ƒExtend bicycle routes to cultural, educational and
recreational facilities whenever possible.
ƒDevelop and implement employer incentive programs to
encourage the placement of strategic bicycle storage
lockers (or other secure bicycle parking) and the
construction of safe and convenient bicycle facilities.
ƒDesign bicycle routes in accordance with “Bicycle Route
Standards” Chapter 1000 of the State of California
Highway Design Manual.
ƒImprove bicycle access to beach areas.
ƒReview, periodically, the Circulation Element Bicycle
Route Map and revise, as necessary, to reflect existing
roadway conditions and changed land uses.
ƒProvide linkages to bus, pedestrian and bicycle routes
from any light rail commuter transit facility.
ƒEncourage passive and active use of the railroad right of
way as trail linkage and bicycle pathway.
Carlsbad Bikeway Master Plan 4-3
4. Planning and Policy Context
Scenic Roadways Goal:
A City which preserves and enhances the visual, environmental and
historical characteristics of the local community through sensitive planning
and design of transportation and utility corridors.
Objectives:
à To enhance the scenic environmental and historical quality of
roadways in conjunction with the Circulation, Open Space and
Conservation, and Park and Recreation Elements of the General Plan.
à To establish a route map identifying existing and future scenic
roadway, railroad and utility corridors within the City.
à To consider a system of routes and special treatments to increase the
enjoyment of an opportunities for recreational and cultural pursuits
and tourism in Carlsbad.
à To provide a process for the establishment of convenient and safe
scenic routes to major recreational areas and points of historic, scenic
or cultural significance.
à To provide multiple recreational uses, such as bikeways, roadside
rests and observation points, when appropriate, on lands within and
adjacent to designated scenic corridors, and provide a means of
coordinating scenic roadways with other transportation and
recreational opportunities within the City.
The General Plan also provides goals for reducing air pollution and traffic
congestion as well as working with the county, other cities and SANDAG on
regional transportation issues.
4.1.2. Carlsbad Open Space and Conservation Element
The Open Space and Conservation Element of the Carlsbad General Plan
establishes policies for interconnection of open space and parks. The Element
considers neighborhood parks to be recreational activity hubs, and therefore
should be connected to the bikeway network. While the Open Space and
Conservation Element currently covers trails and considers them to be a type of
open space, the City of Carlsbad is in the process of developing a specific plan
for trails.
Preservation of open space is an
important component of
Carlsbad’s General Plan
4.1.3. Carlsbad Open Space and Conservation Resource Management
Plan
The Open Space and Conservation Resource Management Plan (Resource
Management Plan) provides for off-street trails, parks and natural resource
areas. The Resource Management Plan focuses on the development of the trail
system and the management of natural resources along trail corridors. As noted
in Section 4.1.2, the City is currently in the process of developing a trails plan.
Carlsbad Bikeway Master Plan 4-4
4. Planning and Policy Context
4.1.4. 2030 Regional Transportation Plan
The San Diego Regional Transportation Plan (RTP), MOBILITY 2030, is a $42
billion plan which serves as a blueprint to address the mobility challenges created
by the region’s growing population and employment. It contains an integrated set
of public policies, strategies, and investments to maintain, manage, and improve
the transportation system in the San Diego region. A main focus of the RTP is to
reduce motor vehicle trips in the region by providing additional mobility choices
through modes such as transit and bicycling. Included in the Plan is a discussion of
Regional Bikeway corridors that could convert intercommunity trips from motor
vehicles to bicycles. Several Regional Bikeways run through Carlsbad, including:
the Coastal Rail Trail, Palomar Airport Road, and La Costa Avenue. The Bikeway
Master Plan also furthers Mobility 2030’s overall goal of converting motor vehicle
trips to bicycle trips, thereby reducing motor vehicle trips in the region. This
Bikeway Master Plan is therefore consistent with the goals of the 2030 Regional
Transportation Plan. Carlsbad is served by the NCTD
Coaster
4.1.5. San Diego Basin Air Quality Consistency
The 2030 RTP was determined to be in conformance with the region’s State
Implementation Plan (SIP), which is the plan for reaching attainment with federal
air quality standards. This conformity determination means that future
transportation projects identified in the RTP will not jeopardize air quality
standards. It also means that federal funding and approval will go to
transportation projects that help to meet air quality goals. A major goal of this
Bikeway Master Plan is to reduce the number of motor vehicle trips within
Carlsbad and the region, by converting these trips to bicycle trips. This plan is
therefore consistent with the air quality goals of the San Diego basin.
4.2. REGIONAL BICYCLE NETWORK
4.2.1. Regional Bikeway Corridors
As part of their long range transportation planning effort, SANDAG designated a
network of Regional Bikeway Corridors in their Regional Transportation Plan,
Mobility 2030. As outlined in Mobility 2030 the designated Regional Bikeway
Corridors in Carlsbad are the Coastal Rail Trail, Palomar Airport Road, San
Marcos Boulevard and La Costa Avenue. These regional bikeways provide both
north-south and east-west links through Carlsbad, connecting to the adjoining cities
of Oceanside, Encinitas, and San Marcos.
4.2.2. San Diego Region Bike Map
Produced by SANDAG and most recently updated in 2007, the San Diego Region
Bike Map is intended to provide information on bicycle facilities to bicyclists. The
map shows existing Class I, II and III facilities across San Diego County, as well as
“Other Suggested Routes” that are not designated facilities, but are
recommended routes for bicycling. In the City of Carlsbad, the bike lanes shown
on the San Diego Region Bike Map are segments along El Camino Real, Tamarack
Avenue, Faraday Avenue, Cannon Road, Palomar Airport Road, College
Boulevard, Camino Vida Roble, Poinsettia Lane, Aviara Parkway, La Costa
Avenue and Carlsbad Boulevard. The bike routes shown in Carlsbad include
segments of Carlsbad Village Drive, Monroe Street and Avenida Encinas.
Carlsbad bikeways are included in
the San Diego Region Bike Map
Carlsbad Bikeway Master Plan 4-5
4. Planning and Policy Context
4.3. SURROUNDING COMMUNITIES
4.3.1. Oceanside
The City of Oceanside’s Recreational Trails Element, a Sub-Element of the General
Plan Circulation Element, includes the Bicycle Circulation Master Plan for the City,
as well as the Equestrian and Pedestrian Circulation Master Plan. Oceanside has
an extensive existing network of bicycle facilities, including Class I trails along the
San Luis Rey River, rail corridors and beaches which are popular with residents.
The San Luis Rey River trail is a regional attraction and is used by Carlsbad
residents for recreational cycling, particularly with children. Oceanside has
recently completed a segment of Coastal Rail Trail and continues to add to its
bikeway network.
4.3.2. Vista
The City of Vista currently has 23.75 miles of existing Class II bikeways. The City
of Vista’s existing Class II bicycle facilities are located on nearly all major
arterials, including connections to Carlsbad such as Melrose Drive. Vista’s
proposed bicycle facilities are outlined in the City of Vista General Plan
Circulation Element and include two proposed Class I facilities and numerous
additional Class II and III bikeways.
4.3.3. San Marcos
The City of San Marcos Bikeway Plan, updated in 2005, identifies more than 60
miles of bikeways planned for the city, many of which will be implemented with
construction of new housing, recreation facilities and roadway improvements. The
Plan identifies 70 projects, including the 22 mile inland rail trail which will run
along the NCTD Sprinter from Oceanside to Escondido. The City of San Marcos
has already implemented an extensive network of Class I trails, with 38 miles
completed and an additional 34 planned for the future. Many of these trails are
easily accessible to residents of eastern Carlsbad via Rancho Santa Fe Road.
4.3.4. Encinitas
The City of Encinitas updated their Bikeway Master Plan in 2005. The plan
focuses on maximizing connections between multimodal transportation and
bicycles. The plan primarily recommends Class II and III facilities and emphasizes
regional as well as local connections. The Bikeway Master Plan proposes
numerous facilities connecting to the City of Carlsbad in the south.
Carlsbad Bikeway Master Plan 4-6
5. NEEDS ANALYSIS
This chapter reviews the relationship between bicycle use, commute patterns,
demographics, and land use in the City of Carlsbad. It identifies major activity
centers and public facilities where bicyclists may be destined, along with the
needs of recreational and commuter bicyclists. A review of the needs of each
bicycle user group will help guide the type and routing of the bikeway system.
One of the primary reasons for producing this Bikeway Master Plan is to
maximize the number of bicycle commuters in order to help achieve transportation
goals such as minimizing traffic congestion and air pollution. In order to set the
framework for these benefits, local and national statistics are used as a basis for
determining the benefits of enhancements to Carlsbad’s bikeway network and
implementation of educational, encouragement and maintenance programs. The
national and local statistics are based on the 2000 U.S. Census.
5.1. LAND USE AND DEMAND
Unlike automobile use, where historical trip generation studies and traffic counts
for different types of land uses permits an estimate of future “demand” for travel,
bicycle trip generation methods are less advanced and standardized. This is
partly due to the limited data available on when, where and why people bicycle.
Land use patterns can help predict demand and are important to bikeway
planning because changes in land use (and particularly employment areas) will
affect average commute distance, which in turn affects the attractiveness of
bicycling as a commute mode. A comprehensive bikeway network should connect
the neighborhoods where people live to the places they work, shop, recreate, or
go to school. An emphasis is placed on regional bikeway and transit connections
centered on the major activity centers, including:
x Major employment centers
x Major retail and commercial centers
x Civic buildings such as libraries
x Schools
x Transit Stations
x Neighborhood parks, beaches, and regional recreational areas
5.2. COMMUTE PATTERNS
A central focus of presenting commute information is to identify the current “mode
split” of people that live and work in Carlsbad. Mode split refers to the choice of
transportation a person selects to move to destinations, be it walking, bicycling,
taking a bus, or driving. One major objective of any bicycle facility enhancement
or encouragement program is to increase the “split” or percentage of people who
Carlsbad Bikeway Master Plan 5-1
5. Needs Analysis
choose to bike rather than drive or be driven. Every saved vehicle trip or vehicle
mile represents quantifiable reductions in air pollution and can help in lessening
traffic congestion. Due to the unstable nature of congestion, even small reductions
in the number of vehicles on the road can dramatically improve congestion.
Journey to work and travel time to work data were obtained from the 2000 US
Census for Carlsbad, San Diego County, California, and the United States.
Journey to work data are shown in Table 5-1.
Table 5-1
Journey to Work Data
Mode United
States California San Diego
County Carlsbad
Bicycle 0.4% 0.8% 0.6% 0.3%
Drove Alone 75.7% 71.8% 73.9% 78.1%
Carpool 12.2% 14.6% 13.0% 8.4%
Public
Transit
4.7% 5.1% 3.4% 2.2%
Walked 2.9% 2.9% 3.4% 1.5%
Other 4.1% 4.8% 1.0% 1.1%
Source: U.S. Census 2000
As shown, about 0.3% of all employed Carlsbad residents commute primarily by
bicycle, which is slightly less than the national average of 0.4%, the state average
of 0.8% and the San Diego County average of 0.6%. This figure indicates that
Carlsbad has a slightly less than average bicycle mode split for commuting
purposes.
Travel time is important because it can give an indication of the number of
potential new bicycle commuters. Travel time to work is shown in Table 5-2.
Table 5-2
Travel Time to Work Data
CarlsbadTimeUnited
States California San Diego
County %#
5 to 9 minutes 14.4% 11.5% 11.0% 10.7% 3,784
10 to 14 minutes 15% 13.8% 13.7% 16.1% 5,702
15 to 29 minutes 36.1% 35.4% 40.7% 32.2% 11,406
30 to 59 minutes 26.5% 29.2% 28.3%% 31.2% 11,045
60 minutes or more 8% 10.1% 6.4% 9.8% 3,485
Source: Census 2000. Percentages reflect percent of workers who do not work from home.
Carlsbad Bikeway Master Plan5-2
5. Needs Analysis
5.3. TRIP REDUCTION AND POTENTIAL AIR QUALITY BENEFITS
It is possible to use the Census data above, in combination with national
commuting statistics from the 2001 National Household Travel Survey (NHTS) and
EPA estimates of standard emissions rates for cars to give a rough projection of
future bicycle ridership in Carlsbad along with the trip reduction and air quality
benefits. While these projections are only ambitious estimates, they are important
to building a case for investing in bicycle facilities and programs over time.
According to the National Household Travel Survey (NHTS), the average work
commute time has remained close to 20 minutes since 1983. In 2001, averaging
all modes, the commute time was 23 minutes.1 Assuming an average speed of 10
miles per hour, a cyclist traveling for 23 minutes covers about 4 miles, which would
be equivalent to a 9-minute motor vehicle trip (traveling at about 30 mph). As
shown in Table 5-2, about 3,784 Carlsbad commuters (about 11%) have a
commute time of 9 minutes or less. Subtracting those residents that already walk
or bike to work, (674) we find that 3,110 Carlsbad residents could potentially
convert their short (9-minute or less) commute trip from a vehicle trip into a bicycle
trip.
With enhancement of the Bikeway Master Plan network, implementation of
education and encouragement programs and employer incentives, and
establishment of a bikeway maintenance program, a reasonable estimate is that
the city could capture at least 25% of those potential bicycle commuters. This
would result in an increase to 1,630 daily bicycle riders making 3,260 daily trips
and saving an approximately 10,947 vehicle miles travels (VMTs)2 per weekday.
With this shift, the total bicycle mode share in Carlsbad would increase to 2.5%.
Bicycle commute mode shares between 2% to 3% are generally considered high.
3
Table 5-3 quantifies the estimated reduction in VMTs and estimated reduction in
air pollutants in Carlsbad following implementation of the bicycle network and
capture 25% of potential bicycle commuters. According to the San Diego County
Air Pollution Control District, motor vehicles are responsible for approximately 50
percent of the smog in San Diego County. Reducing VMTs by providing residents
safe and functional ways to get to work, school, or shopping without using a motor
vehicle will aid in reducing the amount of smog produced by motor vehicle
pollution.
1 Hu, Patricia and T. Reuscher. “Summary of Travel Trends: 2001 National Household Travel
Survey.” Published by U.S. Department of Transportation, Federal Highway Administration.
December 2004. Available at <nhts.ornl.gov/2001/pub/STT.pdf> Table 26. General Commute
Patterns by Mode of Transportation.
2 Vehicle Miles Traveled is a measurement of the extent of motor vehicle operation, a sum of all
miles traveled by motor vehicles over a given period of time.
3 It is possible that some commuters would be willing to bicycle more than 23 minutes to their
workplace. Almost six-thousand Carlsbad residents have a commute time between 10 and 15
minutes. (Table 5-2) A fifteen minute drive translates to a 30-40 minute bicycle ride. If 10% of the
5,702 commuters that have a ten to fifteen minute commute convert to bicycling, the Carlsbad
bicycle commute mode share would increase to 4%. If all Carlsbad residents that lived fifteen
minutes away from work bicycled instead of drove, the mode share would increase to 25%. This
mode share, while very high, is achievable: the City of Davis, California (home to the University of
California, at Davis) estimates its 2000 bicycle mode share to be between 15% and17.5% and its
1990 bicycle mode share to have been between 20% and 25%.
Carlsbad Bikeway Master Plan 5-3
5. Needs Analysis
Table 5-3
Bicycle Commute and Air Quality Projections
Current Commuting
Statistics
Source1
Carlsbad Population 77,998 2000 US Census
Number of Commuters 35,422 2000 US Census (Employed persons
minus those that work at home)
Number of Bicycle-to-Work
Commuters
113 2000 US Census
Bicycle-to-Work Mode Share 0.32%Mode share percentage of Bicycle to
Work Commuters
School Children Grades K-8 9,495 2000 US Census, population ages 6-
14
Estimated School Bicycle
Commuters
475 Lamorinda School Commute Study
(Fehr & Peers Associates, 1995) and
San Diego County School Commute
Study (1990). (5%)
Number of College Students 5,100 2000 US Census
Estimated College Bicycle
Commuters
255 National Bicycling & Walking Study,
FHWA, Case Study No. 1, 1995.
Review of bicycle commute share in
seven university communities (5%)
Average Weekday Coaster
Ridership
698 Average of weekday system wide
Coaster boardings divided by 8
stations
Number of Daily Bike-Coaster
Users
10 RTD (Denver) Bike-n-Ride Survey,
December 1999 (1.4% of total
boardings)
Estimated Total Number of
Bicycle Commuters and
Utilitarian Riders
853 Total of bike-to-work, transit, school,
college and utilitarian bicycle
commuters Does not include recreation.
Estimated Adjusted Mode Share 1.1%Estimated Bicycle Commuters divided
by population
Total Daily Bicycle Trips 1,705 Total bicycle commuters x 2 (for round
trips) plus total number of utilitarian
bicycle trips
Reduced Vehicle Trips per
Weekday
803 Assumes 73% of bicycle trips replace
vehicle trips for adults/college students
and 53% for school children
Reduced Vehicle Miles per
Weekday
2,663 Assumes average one-way trip travel
length of 4.6 miles for adults/college
students and 0.5 mile for schoolchildren
Carlsbad Bikeway Master Plan5-4
5. Needs Analysis
Potential Future Bicycle
Commuters
Source1
Number of workers with
commutes nine minutes or less
3,784 US Census 2000
Number of workers who
already bicycle or walk to work
674 US Census 2000
Number of potential bike-to-
work commuters
3,110 Calculated by subtracting number of
workers who already bicycle or walk
from the number of workers who have
commutes 9 minutes or less
Future number of new bike-to-
work commuters
778 Based on capture rate goal of 25% of
potential bicycle riders
Total Future Daily Bicycle
Commuters and Utilitarian
Riders
1,630 Current daily bicycle commuters, bike
to school and utilitarian riders, plus
future bicycle commuters
Future Total Daily Bicycle Trips 3,260 Total bicycle commuters x 2 (for round
trips)
Future Reduced Vehicle Trips
per Weekday
2,380 Assumes 73% of bicycle trips replace
vehicle trips
Future Reduced Vehicle Miles
per Weekday
10,947 Assumes average one-way trip travel
length of 4.6 miles for adults. Assumes
12 mph average bicycle speed; 23
minute average travel time. Travel time
data from NHTS 2001 Trends, Table
26.
Future Reduced Vehicle Miles
per Year
2,901,003 256 weekdays per year
Future Air Quality
Benefits2,3
Source1
Reduced HC (kg/weekday) 31 (0.0028 kg/mile)
Reduced CO (kg/weekday) 229 (0.0209 kg/mile)
Reduced NOX (kg/weekday) 15 (0.00139 kg/mile)
Reduced CO2 (kg/weekday) 1,205,367 (.4155 kg/mile)
Reduced HC (metric tons/year) 8 1000 kg per metric ton; 256
weekdays/year
Reduced CO (metric tons/year) 59 1000 kg per metric ton; 256
weekdays/year
Reduced NOX (metric
tons/year)
4 1000 kg per metric ton; 256
weekdays/year
Reduced CO2 (metric
tons/year)
308,574 1000 kg per metric ton; 256
weekdays/year
Notes:
1. Sources as noted in table. Due to lack of detailed local bicycle usage data, estimates for Carlsbad
were based in part on best available data from comparable communities in California and nationwide.
2. Emissions rates from EPA report 420-F-00-013 "Emission Facts: Average Annual Emissions and Fuel
Consumption for Passenger Cars and Light Trucks." 2000. Other sources as noted in the table.
3. HC = hydrocarbons, CO = carbon monoxide; NOX = nitrogen oxides, CO2 = carbon dioxide.
Carlsbad Bikeway Master Plan 5-5
5. Needs Analysis
Under these estimates, the bicycle mode share of trips in Carlsbad would increase
from 0.3% in 2000 (U.S. Census) to 2.5% percent. This increase would represent
an eightfold increase of the current number of bicycle commuters in Carlsbad.
This would result in an estimated decrease of 31 kilograms per day of
hydrocarbons, 229 kilograms per day of carbon monoxide, 15 kilograms per day
of nitrous oxides and over 1,205,000 kilograms per day of carbon dioxide.
Total annual reductions in these pollutants would be 8 metric tons of
hydrocarbons, 59 metric tons of carbon monoxide, 4 metric tons of nitrous oxides
and over 308,000 metric tons of carbon dioxide.
5.4. BICYCLE SAFETY AND ACCIDENT ANALYSIS
5.4.1. Perceptions of Safety
Safety is a major concern of both existing and potential bicyclists. For those who
ride, safety is typically an on-going concern. For those who don't ride, it is one of
the most compelling reasons not to ride. In discussing bicycle safety, it is important
to separate out perceived dangers versus actual safety hazards.
Bicycle riding on-street is commonly perceived as unsafe because of the exposure
of a lightweight, two-wheeled vehicle to heavier and faster moving automobiles,
trucks and buses. Actual collision statistics, however, show that bicyclists face only
a marginally higher degree of sustaining an injury than a motorist based on
numbers of users and miles traveled. Death rates are essentially the same with
bicyclists as with motorists. Bicycle-vehicle collisions are much less likely to happen
than bicycle-bicycle, bicycle-pedestrian, or collisions caused by physical
conditions. The majority of reported bicycle collisions show the bicyclist to be at
fault; (due to not obeying basic traffic laws; these often involve younger bicyclists
riding on the wrong side of the road or being hit by a vehicle at an intersection or
driveway).
5.4.2. Safety Enforcement in Carlsbad
The City of Carlsbad’s Traffic Enforcement Division of the Police Department
enforces all traffic laws in Carlsbad for bicycles and motor vehicles as part of
their regular duties. Violations may include bicyclists who break traffic laws, as
well as motorists who disobey traffic laws and make the cycling environment more
dangerous.
In addition, an important function of the police department is filing reports for
accidents involving bicyclists. A record is kept, accessible to other city departments
on where, when and how collisions between bicyclists and cars and bicyclists and
pedestrians occur. For the City’s bicycle planning effort, these departments review
and monitor bicycle and pedestrian accident data to improve safety through the
bicycle network.
5.5. BICYCLIST NEEDS
The purpose of reviewing the needs of bicyclists is twofold: (a) it is instrumental
when planning a system that must serve different skill levels and different trip
types; and (b) it is useful when attempting to quantify future usage and benefits
Carlsbad Bikeway Master Plan5-6
5. Needs Analysis
to justify expenditures of resources. According to a nationwide 1991 Lou Harris
Poll, it was reported that “...nearly 3 million adults (about one in 60) already
commute by bike, and projected the number could rise to 35 million if more
bicycle friendly transportation systems existed.” In short, there is a large reservoir
of potential bicyclists who do not ride (or ride more often) simply because they do
not feel comfortable using the existing street system and/or don’t have
appropriate bicycle facilities at their destination.
While the majority of Americans own bicycles, most of these people are
recreational riders who ride relatively infrequently. Schoolchildren between the
ages of about 6 and 14 typically make up a large percentage of the bicycle
riders, often riding to school, parks, or other local destinations. The serious adult
road bicyclist makes up a small, but important, segment of bikeway users, along
with serious off-road mountain bicyclists, who enjoy riding on trails and dirt roads.
The single biggest adult group of bicyclists is the intermittent recreational rider
who generally prefers to ride on pathways or quiet side streets.
5.5.1. Needs of Casual and Experienced Cyclists
Cyclist needs vary depending on the skill level of the cyclist and the type of trip
the cyclist is taking. For the purposes of this Plan, cyclists are separated into two
skill levels: casual and experienced. Casual cyclists include youth and adults who
are intermittent riders. Some casual cyclists, such as youth under age 16, may be
unfamiliar with operating a vehicle on roads. Experienced cyclists include long-
distance road cyclists, racers, and those who use their bicycle as a primary means
of transportation. These cyclists generally feel comfortable riding on roads and
with traffic. A summary of the needs of the different types of cyclists is provided
below.
Table 4-5
Characteristics of Casual and Experienced Cyclists
Casual Riders Experienced Riders
Prefer off-street bike paths or bike lanes
along low-volume, low speed arterials
Can comfortably ride alongside higher-
volume, higher-speed arterials without bike
lanes. Prefers on-street facilities over off-
street paths.
May have difficulty gauging traffic and
may be unfamiliar with rules of the road.
May walk bike across intersections.
Negotiates streets like a motor vehicle,
including “taking the lane” and using left-turn
pockets.
May use less direct route to avoid
arterials with heavy traffic volumes.
Prefers a more direct route.
May ride on sidewalks and ride the
wrong way on streets.
Avoids riding on sidewalks or on multi-use
paths. Rides with the flow of traffic on
streets.
Rides shorter distances: ten miles or less. Cycles longer distances, often more than 25
miles, on a recreational ride.
The casual bicyclist will benefit from route markers, bike paths, bike lanes on low-
speed streets, neighborhood routes, traffic calming, wider curb lanes, and
educational programs. Casual bicyclists may also benefit from marked routes
Carlsbad Bikeway Master Plan 5-7
5. Needs Analysis
that lead to parks, schools, shopping areas, and other destinations. To encourage
youth to ride, routes must be safe enough for their parents to allow them to ride.
The experienced bicyclist will benefit from wider curb lanes, bicycle lanes on more
direct arterials, and loop detectors at signals. The experienced bicyclist who is
primarily interested in exercise will benefit from loop routes that lead back to the
point of origin.
5.5.2. Needs of Cyclists Making Recreational and Utilitarian Trips
As this plan for enhancing and developing bicycle facilities, and available state
and federal bicycle funding is primarily focused on commuting cyclists – those
riding to work or school, or for shopping, errands, and other utilitarian trips – it is
important to understand the specific needs of bicycle commuters.
For the purpose of this Plan, bicycle trips are separated into two trip types:
recreational and utilitarian. Recreational users cover all age groups from children
to adults to senior citizens. Recreational trips can range from a 50-mile weekend
group rides, to a family outing along a quiet bike path, and all levels in between.
Utilitarian trips include commuter cyclists, which are a primary focus of state and
federal bicycle funding, as well as cyclists going to school, shopping or running
other errands.
Table 4-6
Characteristics of Recreational and Utilitarian Trips
Recreational Trips Utilitarian Trips
Directness of route not as important as
visual interest, shade, protection from
wind
Directness of route more important than
visual interest, etc…
Loop trips may be preferred to
backtracking
Trips generally travel from residential to
shopping or work areas and back
Trips may range from short to over 50
miles
Trips generally are 1-5 miles in length
Short-term bicycle parking should be
provided at recreational sites, parks,
trailheads and other recreational activity
centers
Short-term and long-term bicycle parking
should be provided at stores, transit stations,
schools, workplaces.
Varied topography may be desired,
depending on the skill level of the cyclist
Flat topography is desired
May be riding in a group Often ride alone
May drive with their bicycles to the
starting point of a ride
Use bicycle as primary transportation mode
for the trip; may transfer to public
transportation; may or may not have access
to a car for the trip
Trips typically occur on the weekend or
weekday afternoons
Trips typically occur during morning and
evening commute hours (commute to school
and work). Shopping trips also occur on
weekends.
Type of facility varies, depending on the
skill level of cyclist
Generally use on-street facilities, may use
pathways if they provide easier access to
destinations than on-street facilities
Carlsbad Bikeway Master Plan5-8
5. Needs Analysis
Recreational cyclists’ needs vary depending on their skill level. Road cyclists out
for a 100-mile weekend ride may prefer well-maintained roads with wide
shoulders and few intersections, stop signs or stop lights. Casual cyclists out for a
family trip may refer a quiet bike path with adjacent parks, benches and water
fountains.
Utilitarian bicyclists have needs that are more straightforward. They require bike
lanes or wider curb lanes along all arterials and collectors, loop detectors at
signalized intersections and adequate maintenance of the pavement. At the
destination points, commuters require adequate long term bicycle storage and
showers or changing facilities while shoppers require short term bicycle storage.
It should be noted that with higher densities of development planned for
Downtown Carlsbad, residents will be placed in close proximity to shopping and
transit. This commitment to a more pedestrian and bicycle-friendly land use
pattern means that Carlsbad has the potential to increase the number of people
who ride to work, school or shopping. Other factors that contribute to a potential
for increased bicycle ridership in Carlsbad include (a) a temperate climate, and
(b) a significant percentage of work commute trips (24.6%) that are less than 15
minutes in length.
5.6. CITIZEN AND COMMUNITY INVOLVEMENT
Public involvement is an important component of the Carlsbad Bikeway Master
Plan process. The public outreach process for this project included a survey of
community members. Surveys were distributed through local bicycle groups,
Carlsbad’s top fifty employers, local bicycle shops, and on the city’s website. The
surveys were intended to gather input on existing bicycling conditions and
attitudes about bicycling in Carlsbad. A summary of survey responses is provided
in Appendix D to this plan.
5.6.1. Community Survey Responses
Sixty-seven responses were received from the community survey. All respondents
are adults, with 26% aged 19-39, 66% aged 40-59 and the remaining 8%
aged sixty and over. Several respondents bicycle with their children and provided
comments and suggestions for improving the cycling environment for younger
people. Thirty-four percent of respondents are women. Eighty-two percent of the
respondents are from Carlsbad, with the remainder from Encinitas (10%),
Oceanside (3%) and the communities of Vista, San Marcos and San Diego (2%
each).
“I ride all over the
county!”
-2006 Bikeway Master Plan
Survey Respondent
Most respondents to the survey are frequent cyclists, with 28% reporting daily or
weekly rides. Cyclists who average longer rides tended to ride more frequently
than cyclists who ride shorter distances. Respondents are more likely to ride in the
morning than in the evening, with 32% reporting that they ride during weekend
mornings, and 23% reporting that they ride during weekday mornings. Nearly
half the respondents take bike rides that are 25 miles or more. Not including these
long distance cyclists, most other respondents average less than ten miles on their
rides (34% 6-10 miles, 31% 3-5 miles and 21% under 2 miles). It is reasonable
Carlsbad Bikeway Master Plan 5-9
5. Needs Analysis
to assume that the long-distance cyclists are more experienced than the short-
distance cyclists.
Most respondents ride for recreation or exercise: 28% and 23% respectively. The
next most common reason to ride is "social" (15%). Twelve percent of respondents
bicycle to work. Very few respondents bicycle to school, to shop, or to transit (3%
each). Respondents chose three main obstacles to bicycling: Lack of Bikeways
(29%), Concerns about safety (28%), and lack of time (22%). These are the top
concerns for both long-distance and short-distance cyclists, though short-distance
cyclists are more concerned with safety and lack of bikeways than long-distance
cyclists.
When asked to rank facility preferences, respondents on average prefer off-
street paved bikeways and paths and on-street bike lanes to bike
routes/boulevards or trails and single track dirt paths. When results are broken
down by the distance cyclists ride, it is shown long distance (25+ miles) cyclists
prefer on-street bike lanes and routes to off-street paths and trails. The shorter
distance (less than 25 miles) cyclists prefer off-street paved roads more than on-
street bike lanes and bike routes or off-street unpaved trails. Twenty three of the
67 respondents reported their employers provided showers and bicycle lockers,
and seventeen stated that bicycle racks are found at their destinations.
Carlsbad Bikeway Master Plan5-10
6. RECOMMENDED BIKEWAY IMPROVEMENTS
The recommended improvements for the Carlsbad Bikeway Master Plan consist of
additional bikeway network facilities, intersection and spot improvements, and
bicycle-related support facilities and programs such as bike parking, maintenance
programs, and educational programs. Most of the City’s major arterials have
existing Class II facilities, and those comfortable riding on major streets are well-
served by the existing network. Recommendations included in this chapter
address the need to regularly sweep and maintain the existing on-street network,
and ensure that bicyclists are accommodated during roadway construction. Other
improvements in this chapter focus on expanding the bike lane network to certain
collector streets and adding additional bike routes to provide greater connectivity
between the arterials.
Carlsbad’s numerous open spaces, parks, beaches as well as temperate weather
and active lifestyles help to make bicycling in Carlsbad an effective
transportation and recreation option at any time of the year. The
recommendations included in this chapter will help to enhance Carlsbad’s status as
a great place to bicycle.
Carlsbad’s first segment of the
Coastal Rail Trail was constructed
in 2005
6.1. RECOMMENDED BIKEWAY NETWORK
A bikeway network is a system of bikeways that for a variety of reasons – safety,
convenience, destinations served, attractiveness – provides a superior level of
service for bicyclists. It is important to recognize that, by law, bicyclists are
allowed on all streets and roads regardless of whether they are a part of the
designated bikeway network. The bikeway network serves as a tool that allows
the City to focus and prioritize bicycle facility implementation efforts where they
will provide the greatest benefit to bicyclists and the community at large.
The Existing and Proposed Bikeway Network for Carlsbad is shown in Figure 6-1.
The system of bikeways is classified into the standard Caltrans Class I, II, and III
bikeway categories discussed in Chapter 2.
The full bikeway network project list for the Bikeway Master Plan is provided at
the end of this chapter, beginning on page 6-14. The project list includes some of
the specific facility improvements discussed below. Following the project list,
graphics and detailed descriptions of each project are provided to illustrate the
specific facility improvements and enhancements that are recommended.
No Parking signs help to keep
bike lanes free of obstructions
6.2. RECOMMENDED SUPPORT FACILITIES AND PROGRAMS
Support facilities and programs are an important component of a bicycle
transportation system. Support programs (such as bikeway management and
maintenance, signing, and promotional/educational programs) and facilities (such
as bicycle racks on buses, bicycle parking racks, and showers and lockers for
employees) further improve safety and convenience for bicyclists.
Carlsbad Bikeway Master Plan 6-1
6. Recommended Bikeway Improvements
6.2.1. Bicycle Parking and End-of-Trip Facilities
Bicycle parking includes standard bike racks, covered lockers, and corrals. While
Carlsbad’s transit stations and some parks and recreation facilities are well
outfitted with bicycle parking, Carlsbad’s commercial areas have limited bicycle
parking available. Bicycle parking facilities are frequently located behind
buildings and are intended solely for commuter cyclists. Bicycle racks should be
placed in well-lit, accessible and convenient locations where they are visible to the
public and convey a sense of safety for cyclists and their bicycles. Locations in
need of additional bicycle parking include the Village, commercial areas near La
Costa, and beach areas. A lack of safe and secure bicycle parking is often noted
as a concern of bicyclists who may wish to ride to work or to shop. Theft and
vandalism of bicycles, especially given that bicycles may be worth anywhere from
$250 to $2,000, is a major impediment to bicycle riding.
A systematic program to improve the quality and increase the quantity of bicycle
end-of-trip facilities should be implemented in Carlsbad. For example, the city
could look for appropriate public locations to install new bicycle racks (such as
sidewalks within the downtown commercial area, parks, and community centers).
For existing private locations such as shopping centers, appropriate bicycle racks
(e.g. inverted-U’s) could be made available to property owners for free or low-
cost to encourage the installation of additional bike racks or the replacement of
poorly designed wheel bender racks.
Bike lockers provide secure,
covered, long-term storage at key
commuter locations such as Transit
Stations.
RECOMMENDATIONS
Increase Public Bicycle Parking Facilities
Functional bike parking should be provided at public destinations, including
shopping centers, community centers, parks, and schools. All bicycle parking
should be in a secure, visible area that is convenient to the destination (near
building entrances). Bicycle parking on sidewalks in commercial areas and along
walkways of shopping centers should be provided according to specific design
criteria, reviewed by merchants and the public, and installed as demand
warrants.
As a general rule, inverted-U type racks bolted into the sidewalk are preferred in
shopping centers, to be located intermittently and/or at specific bicycle
destinations (e.g. cafes, grocery stores). Some rack manufacturers may be able to
provide custom racks that can serve not only as bike racks, but also public
artwork. While these racks can add a creative and fun element to the shopping
center, the rack function should not be overlooked: all racks should adhere to the
basic functional requirement of supporting the bicycle by the frame (not the
wheel) and accepting a U-lock.
Carlsbad Village Station features
inverted U-style racks
Carlsbad Bikeway Master Plan 6-2
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Carlsbad Bikeway Master Plan
Alta Planning + Design
5
78
LegendExisting & Proposed Bikeways
FIGURE 6-1
0 0.25 0.5
Miles
Existing Bikeways
Bike Route - Class III
Bike Lane - Class II
Bike Path - Class I
Proposed Bikeways
Bike Route - Class III
Bike Lane - Class II
Bike Path - Class I
Other Trails
December 2007
Future Unpaved Trail
Existing Unpaved Open SpaceTrail
Existing Paved Open Space Trail
All proposed projects require
further environmental review.
Police Station
Fire Station
Civic/Comm. Ctr.
Library
Parks
Carlsbad City Limits
Coaster Station
Schools
6. Recommended Bikeway Improvements
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Carlsbad Bikeway Master Plan 6-4
6. Recommended Bikeway Improvements
Standard inverted-U racks also are preferred for downtown sidewalk areas, such
as in Carlsbad Village. The inverted-U should be placed parallel to the street,
and should be located within the sidewalk furnishing zone (in line with trees,
benches, newspaper racks, etc.) so as not to block pedestrian traffic in the
sidewalk through-zone. As an alternate to the standard inverted-U in areas such
as the downtown area, the City of Carlsbad may wish to install a decorative bike
rack style that serves to add an artistic element or ties to a theme of the
streetscape.
Installation of multiple capacity “wave” style racks is not recommended due to
common misunderstanding of how to properly lock a bike to these racks (users
commonly lock their bike parallel to the rack, effectively limiting their capacity to
1 or 2 bikes).
A simple sticker on the top of the
rack can illustrate the correct way to
park the bicycle. This is especially
important in downtown areas where
orienting the bicycle incorrectly
against the rack (e.g. perpendicular
to the rack) may result in the bicycle
blocking the sidewalk.
Adopt a Bicycle Parking Ordinance with Design Requirements
The City of Carlsbad should consider adopting a bicycle parking ordinance to
ensure that new bicycle parking facilities are installed with new development. The
city should consider including specific design requirements in the bicycle parking
ordinance that require an inverted U-style rack, or other rack type that supports
the bicycle frame in at least two points and can accept a U-lock. “Wave” style
racks should generally not be recommended. The Association of Bicycle and
Pedestrian Professionals (APBP)Bicycle Parking Guidelines document is a good
source of information on appropriate bike rack styles and placement. Numerous
bike rack vendors offer the inverted-U style rack; these racks are relatively
inexpensive, simple to install, minimal and unobtrusive on sidewalks, and well-
understood by users.
6.2.2. Safe Routes to School
The recommended bicycle network includes a number of Class III neighborhood
bike routes that will benefit school children who bicycle to school. Identifying and
improving routes for children to walk or bicycle to school is one of the most
effective means of reducing AM traffic congestion and addressing existing safety
problems. Most effective school commute programs are joint efforts of the school
district, city, and parent organizations.
RECOMMENDATION
Develop a Safe Routes to School Program
Each public and private school in Carlsbad should conduct its own evaluation of
school commute patterns and work with the city to identify corridor and crossing
improvements. School commute routes are highly local in nature, requiring
extensive and detailed examination of patterns and conditions and local input.
School commute projects need to be developed in a traditional planning process
that includes (a) school administrators and teachers, (b) local PTAs and other
groups, (c) neighborhood groups and the public, (d) local law enforcement, and
(e) City transportation engineers. The planning process can be accomplished by
these groups using the step-by-step process outlined below, or by enlisting
professional services.
Carlsbad Bikeway Master Plan 6-5
6. Recommended Bikeway Improvements
6.2.3. Maintenance
The City of Carlsbad should continue with its routine bikeway maintenance and
repair activities. The city’s bikeways are on-street bike lanes and are swept and
maintained as part of a routine street sweeping and maintenance schedule.
Although the majority of bikeway maintenance can be accomplished through these
routine activities, special consideration should be given to bikeway safety and
usability and provisions put in place for non-routine maintenance, such as a
telephone number cyclists can call to report debris such as glass. Ongoing land
development and roadway construction in Carlsbad also may increase the need
for regular maintenance, as dirt, sand and other construction debris can be
tracked or deflected into bike lanes. The City should continue to ensure that
contractors routinely clean any tracked dirt or other debris from construction sites
that may be deposited in the bike lanes.
In addition to maintenance issues, ongoing construction activities may also hinder
bicyclists as Class II lanes are closed off or obstructed, due to road work or other
construction activities. Special accommodations, described below, should be
considered for any construction work that will require obstructing a bike lane.
Construction materials and
vehicles can impede cyclists’
safe use of bicycle lanes
RECOMMENDATIONS
Develop a Funding Source for the Bicycle Facility Maintenance Program
Bicycling is an integral part of Carlsbad’s transportation network, and
maintenance of the bikeway network should be part of the ongoing maintenance
program for all city transportation facilities. As such, bikeway network
maintenance should receive an appropriate allocation of the City’s transportation
maintenance funds. Cost estimates for a standard maintenance program are
provided in Chapter 7.
Consider impacts on bicycles while performing construction, maintenance and repair
work on roadways and trails.
Many local cyclists commented in their survey forms about the challenges
presented by construction activities along Carlsbad’s roadway network. Even the
most experienced cyclists may feel anxiety when the bike lane is blocked by
construction activites and they are forced out into travel lanes with vehicles that
may be traveling in excess of 50 mph. While cyclists are permitted by the
California Vehicle Code to leave the bike lane if it is obstructed, motorists may
not be expecting them to merge left into the travel lane. For construction
activities:
• The City should continue to provide suitable construction warning signs for
any activities that involve work in a designated bikeway. Signage should
warn cyclists well in advance of any location where the bicycle lane is
closed for construction or maintenance activities.
• The City should continue to, if possible, maintain a coned-off area
between the construction zone and vehicle lane for bicycle travel. 5’ is
optimal, but even a 3’ area provides cyclists room to maneuver past the
construction activities without forcing them into the travel lane.
Carlsbad Bikeway Master Plan 6-6
6. Recommended Bikeway Improvements
• The City should continue to provide, where necessary, detour routes
around areas undergoing construction.
• The City should continue to sign and enforce reduced speed limits around
construction zones to ensure that motorists passing these areas are
traveling at a safe speed (see CVC 22350).
The City already routinely implements many of these special construction
accommodations described above and should continue to do so. More detailed
guidelines are provided in Appendix C for accommodating bicycles in construction
zones.
6.2.4. Bicycle Signal Detection
To enable safe bicycle travel through signalized intersections, bicycles should be
detected at the waiting positions used by cyclists proceeding through and turning
left. Detection of vehicles and bicycles in Carlsbad is performed by video
(overhead cameras combined with image processing software) and by inductive
loops.
RECOMMENDATON
The City should continue to ensure that all existing and new video signal detection
includes zones for bicycle detection.
6.2.5. Bicycle Enforcement
In order to encourage safe cycling in Carlsbad, facility improvements must be
accompanied by enforcement of California Vehicle Code (CVC) regulations
pertaining to bicycles and bicycling. The City of Carlsbad should continue to
enforce CVC regulations and to ensure safe use of bicycle facilities, such as the
installation of signage prohibiting parking in bicycle lanes. However, violations of
such signed regulations needs to be enforced by City of Carlsbad law
enforcement officers.
RECOMMENDATION
The City of Carlsbad Police Department should continue to perform enforcement
of vehicle statutes relating to bicycle operation. A particular focus should be on
obstructions of bicycle facilities, individuals riding the wrong direction, or riding on
the sidewalk, as these behaviors increase the chance that a cyclist will be involved
in a collision. Enforcement of vehicle laws related to bicycling can serve as an
educational tool, as some individuals may simply not understand that they are
breaking the law and putting themselves at risk. A tip-line or website where
cyclists and motorists can report violations might aid in law enforcement efforts to
curb bicycle-related violations.
6.2.6. Signage and Striping
All bikeway signage on public roadways in Carlsbad should conform to the
signage identified in the California Manual on Uniform Traffic Control Devices
Carlsbad Bikeway Master Plan 6-7
6. Recommended Bikeway Improvements
(“California MUTCD,” the Federal Highway Administration’s MUTCD 2003 Edition,
as amended for use in California). This document gives specific information on the
type and location of signing for bicycle facilities in the State of California.
Samples of suggested signage and striping are outlined in Appendix A.
RECOMMENDATION
Designated Bikeway Signs
The installation of standard California MUTCD bikeway signs on all designated
on-street bicycle facilities (Class II and III) is important to heighten motorist
awareness and help cyclists find their way. Installing signage is something that
can be implemented easily compared to major striping revisions or bike path
construction and should be implemented as a priority. An example of where this
applies is on Existing Class III Bike Routes where installation of several signs will
complete the designated route.
“SHARE THE ROAD” Signage
For all Class III Bike Routes, the City may wish to consider installing “SHARE THE
ROAD” signs (MUTCD W16-1) along with the standard “BIKE ROUTE” signage
(MUTCD D11-1).
Wayfinding Signage
Wayfinding signage can help provide cyclists with information necessary to use
the bicycle network as an effective transportation network through the display of
distance, direction and in some cases, estimated travel time information. The City
could consider adding wayfinding signs along key routes to direct cyclists to
important destinations. An example of this already exists in Carlsbad Village,
where signage directs cyclists from the street network to access the Coastal Rail
Trail. Additional wayfinding signage design details are provided in Appendix A.
6.2.7. Multi-Modal Connections
RECOMMENDATION
The North County Transit District (NCTD) should continue to allow bicycle access on
all buses and trains. Bicycle travel to transit stops and stations should be
enhanced in order to make the transfer between bicycle and transit travel as
convenient as possible. NCTD should continue to ensure that sufficient secure
bicycle parking is provided at transit stops in order to facilitate multi-modal
connections.
6.2.8. Education Programs
This section covers future efforts to educate bicyclists and motorists, and efforts to
increase the use of bicycles as a transportation alternative. Most education and
encouragement programs and activities will likely be cooperative efforts between
the City of Carlsbad Police Department, Carlsbad Unified School District, San
Marcos Unified School District, Encinitas Union School District, San Diegito Union
Carlsbad Bikeway Master Plan 6-8
6. Recommended Bikeway Improvements
High School District, SANDAG, and local bicycle groups such as the North County
Cycle Club and San Diego County Bicycle Coalition.
The Police Department currently works in a variety of ways to educate children
and adults on bicycle safety as described in Chapter 3. Unfortunately, statewide
trends show that the lack of education for bicyclists, especially younger students,
continues to be a leading cause of accidents. For example, the most common type
of bicycle accident reported in California involves a younger person (between 8
and 16 years of age) riding on the wrong side of the road in the evening hours.
Studies of accident locations around California consistently show the greatest
concentration of accidents is directly adjacent to elementary, middle, and high
schools. Parental responsibility in teaching bicycle safety to their children cannot
be overlooked, but the fact is that many parents themselves are not educated in
safe on-road cycling skills. The recommendations below are intended to ensure
that both child and adult safety education remain an integral part of bicycling
improvement efforts in Carlsbad.
RECOMMENDATIONS
Continue and Expand Existing Education Programs
Existing school education programs offered by the Police Department should be
continued and supported by a secure, regular funding source. Schools should be
encouraged to develop their own bicycle education programs.
For adult education, the City should support local adult bicycle education and
safety programs, such as the Road I and II courses offered by the San Diego
County Bicycle Coalition. To encourage courses to be taught in Carlsbad, the city
could make small grants available to certified bicycle education instructors to
offset time and materials costs and to offer the course free to participants.
Meeting spaces, such as community centers and libraries, are available for rental
through the City of Carlsbad, and may be useful as locations for such programs.
Local employers should also be encouraged to invite bicycle education instructors
to teach at their workplace.
For bicycle infractions (such as running stop signs) by minors, the Police
Department should consider implementing a “bicycle traffic school” in lieu of fines.
Provide Safety Handbook
A standard safety handbook, such as the From A to Z By Bike handbook, should
be made available to each school. Schools should develop a circulation map of
the campus and immediate neighborhood showing the preferred circulation and
parking patterns and explaining in text the reason behind the recommendations.
This circulation map should also be a permanent feature in all school newsletters.
Bicycle helmet subsidy programs are available in California and should be used
to provide low-cost approved helmets for all school-aged bicyclists.
Educate Motorists and Bicyclists
Motorist education on the rights of bicyclists and pedestrians, and vice versa, is
virtually non-existent. Many motorists mistakenly believe, for example, that
Carlsbad Bikeway Master Plan 6-9
6. Recommended Bikeway Improvements
bicyclists do not have a right to ride in travel lanes and they should be riding on
sidewalks. Many motorists do not understand they must only pass bicyclists when
it is safe to do so and with adequate passing distance. Many motorists do not
understand a bicyclist may need to ride in a travel lane if there is no shoulder or
if the shoulder is full of gravel, glass, or potholes. The term “Share the Road” is a
common message intended to educate both motorists and bicyclists about their
legal rights and responsibilities on the road, and the need to increase courtesy
and cooperation to improve safety. Motorists and bicyclists should be educated
about the rights and characteristics of bicyclists through a variety of means
including:
x Enforce existing traffic laws for both motorists and bicycles (Police
Department responsibility).
x Work with towing companies and emergency clean up crews so they
better understand the needs of cyclists.
x Work with contractors, subcontractors and city maintenance and utility
crews to ensure they understand the needs of bicyclists and follow
standard procedures when working on or adjacent to roadways.
x Create public service announcements on radio and TV to promote the
health and livability benefits of bicycling, and provide accurate
information about motorist and bicyclists rights and responsibilities on the
road.
x Make bicycle safety a part of traffic school curriculum (California
Department of Motor Vehicles responsibility)
x The City may distribute a brochure on bicycle safety and laws to the
public (such brochures are available from organizations such as AAA and
the California Highway Patrol).
6.2.9. Encouragement Programs
Encouragement programs are vital to the success of the Carlsbad Bikeway Master
Plan. Encouragement programs work to get more people out of their cars and on
bicycles which will help to reduce traffic congestion and air pollution, as well as
improve the quality of life in Carlsbad. However, without community support, the
City lacks the resources that are needed to ensure the success of encouragement
programs over time. While Carlsbad’s Engineering Department may be
responsible for designing and constructing physical improvements, strategies for
community involvement will be important to ensure broad-based support – which
translates into political support – to help secure financial resources. Involvement
by the private sector in raising awareness of the benefits of bicycling can range
from small incremental activities by non-profit groups, to efforts by the largest
employers in the City. Specific programs are described below.
RECOMMENDATIONS
Facilitate the Development of Employer Incentive Programs
Facilitate the development of employer incentive programs to encourage
employees to try bicycling to work include providing bicycle lockers and shower
Carlsbad Bikeway Master Plan 6-10
6. Recommended Bikeway Improvements
facilities, and offering incentives to employees who commute by bicycle by
allowing for more flexible arrival and departure times, and possibly paying for
transit or taxis during inclement weather. The City may offer incentives to
employers to institute these improvements through air quality credits, lowered
parking requirements, reduced traffic mitigation fees, or other means. Other
efforts should include:
x Developing, promoting and publicizing bicycle commuter services, such as
bike shops selling commute gear and bike-on-transit policies.
x Creating an annual commuter challenge for area businesses.
Utilitarian and Recreational Trip Incentive Programs
Develop and implement encouragement programs for utilitarian and recreational
purposes. Local businesses such as cafes should be involved to encourage
customers to use a bicycle for their trips. Such efforts may include:
x Implementing a “Bicycle Friendly Businesses” program (City recognizes
local businesses that encourage employees or clients to bicycle, through
end-of-trip facilities like bike parking, or incentives such as discounts or
stipends, or other programs).
x Holding an annual community event to encourage residents to replace one
car trip a week with a bicycle trip.
x Supporting the planning and implementation of an annual mass bicycling
ride in Carlsbad to attract new riders, showcase the city, and
demonstrate the benefits of bicycling.
x Develop and implement a public education campaign to encourage
bicycling, such as advertising on city benches, bicycle lockers, billboards
and cable access television.
Community Bikeway Adoption
Community Bikeway Adoption programs are similar to the widely-instituted
Adopt-a-Highway programs throughout the country. These programs identify
local individuals, organizations, or businesses that would be interested in
“adopting” a bikeway. Adopting a bikeway would mean that person or group
would be responsible for maintenance of the bikeway either through direct action
or as the source of funding for the City’s maintenance of that bikeway. For
example, members of a local recreation group may volunteer every other
weekend to sweep a bikeway and identify and address larger maintenance
needs. Or, a local bike shop may adopt a bikeway by providing funding for the
maintenance costs.
Bike Fairs and Races
Hosting bike fairs and races in Carlsbad can raise the profile of bicycling in the
area and provide entertainment for all ages at the same time. Bike fairs and
races, similar to bike-to-work day events and bike rodeos, provide an opportunity
Carlsbad Bikeway Master Plan 6-11
6. Recommended Bikeway Improvements
to educate and encourage current and potential bicyclists. These events can also
bring visitors to Carlsbad who may also contribute to the local economy.
Local Bikeways Map
Producing a local bikeways user map can serve as an important tool for showing
bicyclists the designated bikeways in Carlsbad. Given the relatively small land
area of Carlsbad, a small pocket map of the local bikeways could be produced
inexpensively and distributed widely to schools, at city offices, and at major
employers. The map could show significant destinations, the location of bicycle
parking facilities, connections to bicycle facilities in the neighboring communities.
Local businesses, such as the local bike shop may, wish to advertise or sponsor the
map, helping to offset printing costs, and the map could be produced in
cooperation with the Carlsbad Chamber of Commerce. The map should be
distributed as widely as possible at locations such as city offices, libraries, schools,
and bike shops. The Bicycle Map should clearly show the type of facility (path,
lane, or route) as well as include basic safety information.
Carlsbad should also continue to coordinate with SANDAG to ensure that its
bikeways are included on future updates to the San Diego Region Bike Map.
Bike-to-Work and Bike-to-School Days
The City of Carlsbad should continue to participate in the annual Bike-to-Work
day in May, in conjunction with the California bike-to-work week activities. City
staff can be present at “energizer” stations along key local commuter routes.
Local Bike-to-School days should be held annually in conjunction with Police
Department bicycle education programs. These should include International Walk
and Bike to School Day, held in early October each year. The City should
consider hosting, sponsoring, or supporting other bicycle events unique to the
Carlsbad community that will encourage more and safer riding.
Marketing the Bikeway Master Plan
The success of the Carlsbad Bikeway Master Plan depends largely on the
community’s acceptance and promotion of the Plan’s contents. In addition, city
departments and commissions should incorporate the policies, objectives and spirit
of the Plan into their respective projects and responsibilities. The following steps
will help ensure the plan becomes a living document, helping shape Carlsbad’s
future.
x Distribute copies of the Bikeway Master Plan to members of the City
Council, and all Commissions.
x Distribute copies of the Plan to City of Carlsbad’s Community
Development, Community Services and Public Works Departments, the
Redevelopment Agency, and the Police Department.
x Provide copies of the Carlsbad bicycle network map to local schools,
bicycle and recreational groups, NCTD, SANDAG, local bicycle shops,
and major employers.
Carlsbad Bikeway Master Plan 6-12
6. Recommended Bikeway Improvements
6.2.10. Bicycle Facility Coordinator
In order to assist with implementation of the many projects and programs
recommended in this chapter, the City of Carlsbad may consider hiring a
dedicated Bicycle Coordinator. Many large cities have Bicycle Coordinators; in
some cases this position is combined as a Bicycle and Pedestrian Coordinator.
Bicycle coordinators are most often planners, but may be housed in the planning,
public works, or transportation departments depending on the jurisdiction. Some
cities in California with populations similar to Carlsbad (approximately 100,000)
that have full-time bicycle or bicycle/pedestrian planners include the City of
Roseville and the City of Berkeley. While staffing a full-time bicycle coordinator
position may not be feasible for Carlsbad from a budgetary standpoint, the City
may choose to identify the role of bicycle facility coordinator as a portion of an
existing staff person’s job duties. This existing member of the planning or
engineering department staff would fill the role of Bicycle Facility Coordinator by
devoting a certain percent of their work time to bicycle planning efforts. The job
duties for this staff person may include attending the monthly SANDAG
Bicycle/Pedestrian Working Group meetings, and creating and staffing a city
bicycle advisory committee.
6.3. RECOMMENDED NETWORK PROJECTS
The recommended Carlsbad bikeway network shown in Figure 6-1 focuses on
implementing Class I, II, and III bikeways to expand and enhance the City’s
bikeway network. Encouragement and enforcement programs and intersection
improvements to improve cycling in Carlsbad are also included in the plan.
The next section presents descriptions and cost estimates for the top priority
bicycle projects. A summary list of all recommended bikeway facilities, with
segment lengths and cost estimates, is provided in Chapter 7, Implementation.
Carlsbad Bikeway Master Plan 6-13
6. Recommended Bikeway Improvements
6-14 Carlsbad Bikeway Master Plan
CLASS I BIKE PATH IMPLEMENTATION PROJECT
1. CARLSBAD BOULEVARD BIKE PATH AT PONTO
Project Description and Location
The proposed relocation of Carlsbad Boulevard between Palomar Airport Road and Avenida Encinas presents the
opportunity for a Class I facility along the coast. This location is already served by existing Class II bike lanes
along the roadway. The existing roadway is divided at this point, but portions of the roadway are planned for
relocation in the future, which will provide right-of-way for a Class I facility. A Class I path at this location would
serve residents of Carlsbad who prefer a separated bike path, as well as visitors to South Carlsbad State Beach.
Suggested facility designs are presented below. Further study of Class I path feasibility at this location is
recommended.
Design Issues
Constraints:
Limited right-of-way until Carlsbad Boulevard relocation.
Improvement Options:
Bicycle lanes along the Carlsbad Boulevard should be retained after the relocation process to provide
facilities for more experienced cyclists who prefer to travel at higher speeds.
The Class I path should be designed with minimum of 10 to 12 feet of width to accommodate the higher
volumes of users associated with the path’s coastal location.
The path should be equipped with directional signage, providing information to users regarding connections to
the Coastal Rail Trail and other destinations.
Project Length:
1.5 miles
Graphic:
Cost Estimate
Total estimated cost: $4,940,000
Coast Highway south of Palomar Airport Road. A Class I path could be located on the shoulder
between the southbound lanes and the campground.
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-15
CLASS I BIKE PATH IMPLEMENTATION PROJECT
2. COASTAL RAIL TRAIL
Project Description and Location
The Coastal Rail Trail project contained in this Master Plan is part of a larger effort to link the coastal cities of
Northern San Diego County with the City of San Diego through implementation of a Class I path along the existing
rail lines. In Carlsbad, the Coastal Rail Trail would run along the eastern side of the NCTD rail line from
Oceanside to Encinitas. A ¾-mile segment of the Co astal Rail Trail in Carlsbad was completed in 2005,
connecting Tamarack Avenue with Oak Avenue. Due to the significant cost of completing the long-term alignment,
which includes crossing three lagoons, an interim alignment has been included, which includes Class II and III on-
street facilities which may be implemented while additional funding is being sought for long-term Class I facility.
Currently, signed on-street segments of the Coastal Rail Trail exist on Avenida Encinas and between the Poinsettia
Rail Station and Carlsbad Boulevard at La Costa Avenue.
Design Issues
Constraints:
Lagoon crossings along long-term Class I alignment
Right-of-way constraints
Improvement Options:
The Class I path should be designed with minimum of 10 to 12 feet of width to accommodate the higher
volumes of users associated with the path’s coastal location.
The path should be equipped with directional signage, providing information to users regarding connections to
Carlsbad Village, Encinitas, Oceanside and other destinations.
Project length:
6.5 miles
Cost Estimate
Total estimated cost: $5,860,000
6. Recommended Bikeway Improvements
6-16 Carlsbad Bikeway Master Plan
Graphic:
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-17
CLASS II BIKE LANE IMPLEMENTATION PROJECT
3. HILLSIDE/HIGHLAND DRIVE FROM TAMARACK AVENUE TO KELLY
DRIVE
Project Description and Location
Hillside/Highland Drive from Tamarack Avenue to Kelly Drive is a residential street which connects the
neighborhoods south and east of the Village to the Village and other destinations such as Carlsbad High School,
Valley Middle School and Magnolia Elementary School. Hillside Drive is currently 48 feet wide with no existing
bicycle facilities. Implementation of 6 foot wide Class II bicycle lanes on either side of the street will allow for 11
foot travel lanes in both directions and 7 foot wide parking lanes on both sides of the street. Class II bicycle lanes
along Hillside Drive will provide cyclists with connections to existing Class II facilities on Tamarack Avenue and
Kelly Drive, as well as proposed Class III facilities on Highland Drive and Monroe Street.
Design Issues
Constraints:
No notable constraints
Improvement Options:
Retain parking lanes on both sides of the street with 11-foot travel lanes and 6-foot bicycle lanes, or
Retain parking on only one side of the street and provide one 8-foot parking lane, two 8-foot bicycle lanes
and two 12-foot travel lanes.
Project length:
1.5 miles
Graphic:
Cost Estimate
Total estimated cost: $60,000
Hillside Drive at Kelly Elementary School
6. Recommended Bikeway Improvements
6-18 Carlsbad Bikeway Master Plan
CLASS II BIKE LANE IMPLEMENTATION PROJECT
4. AVENIDA ENCINAS FROM PALOMAR AIRPORT ROAD TO
POINSETTIA TRANSIT STATION
Project Description and Location
There are currently Class II bicycle lanes along the southern portion of Avenida Encinas, from Poinsettia Transit
Station south to Carlsbad Boulevard. These lanes provide a connection from the south to Poinsettia Station, yet
there are no existing bicycle facilities connecting to Poinsettia Station from the north. Between Palomar Airport
Road and Poinsettia Station on Avenida Encinas, there is adequate width to install Class II bicycle lanes on both
sides of the roadway. In many locations, there is adequate room to provide on-street parking in addition to Class
II lanes. Class II lanes along Avenida Encinas would provide a connection to Class II facilities on Palomar Airport
Road and would provide a north-south link near the coast, yet avoiding the more heavily used Carlsbad
Boulevard. Poinsettia Station provides secure bicycle parking for commuters, and North County Transit District
accommodates bicycles on their trains and buses.
Design Issues
Constraints:
Variable roadway width
On-street parking
Improvement Options:
Class II Bike Lanes in both directions.
Maintenance of parking on both sides of street, where width is available.
Project Length:
1.0 miles
Graphic:
Cost Estimate
Total estimated cost: $50,000
Bicycle Lockers at Poinsettia Transit Station
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-19
CLASS II BIKE LANE IMPLEMENTATION PROJECT
5. PALOMAR AIRPORT ROAD FROM AVENIDA ENCINAS TO CARLSBAD
BOULEVARD
Project Description and Location
The implementation of Class II lanes on Palomar Airport Road from Avenida Encinas to Carlsbad Boulevard would
provide nearly continuous Class II facilities on Palomar Airport Road. Completion of this facility would provide a
link to existing bicycle facilities along the Carlsbad Boulevard, as well providing a connection to significant
destinations such as Poinsettia Transit Station and South Carlsbad State Beach. This segment of Palomar Airport
road is currently too narrow for the implementation of Class II lanes. However, the roadway may be reconfigured
in the future, at which time Class II lanes may be added. (Between Paseo Del Norte and Avenida Encinas, through
the I-5 interchange, the current narrow lane widths and ramp configurations preclude the installation of Class II
bike lanes, and this segment of Palomar Airport Road would continue to require shared lane use by bicyclists and
motor vehicles. Recommendations for this location are discussed below under project #15.)
Design Issues
Constraints:
Narrow roadway and bridge.
Improvement Options:
Addition of Class II Lanes west of Avenida Encinas during future roadway reconfiguration.
Between Paseo Del Norte and Avenida Encinas install “Share the Road” and other warning signage to alert
motorists to the presence of cyclists through the interchange.
Project length:
0.3 miles
Cost Estimate
Total estimated cost: $30,000
6. Recommended Bikeway Improvements
6-20 Carlsbad Bikeway Master Plan
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
6. MONROE STREET (LANCER WAY) FROM CARLSBAD VILLAGE DRIVE
TO HILLSIDE DRIVE
Project Description and Location
There are existing Class II bicycle lanes on Monroe Street from Marron Road to Carlsbad Village Drive. South of
Carlsbad Village Drive, Monroe Street is signed with one Class III Bike Route sign in the southbound direction.
Monroe Street provides an important connection to Carlsbad High School and Magnolia Elementary School, as well
as a significant north-south link with gentle topography. Monroe Street (Lancer Way) should be signed with
additional Class III Bike Route signage between Carlsbad Village Drive and Hillside Drive, providing connections to
destinations along Monroe Street, as well as connections to Class II facilities on Carlsbad Village Drive, Tamarack
Avenue, and proposed facilities along Hillside Drive.
Design Issues:
Constraints:
On-street parking.
Improvement Options:
Class III Bike Route signage.
Project Length:
1.3 miles
Graphic:
Cost Estimate
Total estimated cost: $13,000
Existing Bike Route
signage on Monroe Street
south of Carlsbad Village
Drive
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-21
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
7. LAS FLORES DRIVE/HIGHLAND DRIVE FROM JEFFERSON STREET TO
TAMARACK AVENUE
Project Description and Location
Las Flores Drive/Highland Drive provides an essential element of the connection between Carlsbad Village Drive
and the residential neighborhoods, schools and services located east of Interstate 5. The limited width of Highland
Drive (28 feet) prevents the continuation of Class II facilities from the intersection of Highland with Hillside Drive at
Tamarack Avenue. Class III Bike Route designation is recommended from Jefferson Street to Tamarack Avenue
along Highland Drive/Las Flores.
Design Issues
Constraints:
On-street parking.
Improvement Options:
Class III Bike Route designation.
Project length:
0.8 miles
Cost Estimate
Total estimated cost: $8,000
6. Recommended Bikeway Improvements
6-22 Carlsbad Bikeway Master Plan
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
8. CHESTNUT AVENUE FROM COASTAL RAIL TRAIL TO INTERSTATE 5
Project Description and Location
The eastern portion of Chestnut Avenue features Class II bicycle lanes, which are dropped as the roadway passes
under Interstate 5. The western portion of Chestnut Avenue connects Brierly and Chase Fields with neighborhoods
east of the highway. In addition, the recent completion of the Coastal Rail Trail trailhead at Chestnut Avenue may
result in an increased demand for bicycle facilities along Chestnut Avenue as residents of surrounding
neighborhoods access the Coastal Rail Trail via the Chestnut Avenue trailhead. Chestnut Avenue between the
Coastal Rail Trail trailhead and Jefferson Street should be designated a Class III Bike Route. Destination signage
should be provided to guide Coastal Rail Trail users to the trailhead.
Design Issues
Constraints:
On-street parking.
Improvement Options:
Class III Bike Route designation.
Project length:
0.4 miles
Graphic:
Cost Estimate
Total estimated cost: $4,000
Coastal Rail Trail near Chestnut Avenue trailhead
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-23
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
9. AVENIDA ENCINAS FROM CANNON ROAD TO PALOMAR AIRPORT
ROAD
Project Description and Location
Avenida Encinas between Cannon Road and Palomar Airport Road has no existing bikeway facilities. Limited
roadway width prevents the installation of Class II bike lanes. However, Avenida Encinas provides an important
connection for cyclists who wish to access Poinsettia Station. Class III Bike Route designation along Avenida Encinas
will provide a north-south link between Class II facilities on Cannon Road and Palomar Airport Road.
Design Issues
Constraints:
On-street parking.
Narrow roadway width.
Improvement Options:
Class III Bike Route designation.
Project Length:
0.9 miles
Cost Estimate
Total estimated cost: $9,000
6. Recommended Bikeway Improvements
6-24 Carlsbad Bikeway Master Plan
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
10. LAGUNA DRIVE FROM JEFFERSON STREET TO STATE STREET
Project Description and Location
Laguna Drive from Jefferson Street to State Street should be designated a Class III Bike Route, connecting Class II
facilities along Jefferson Street to State Street and the Carlsbad Boulevard. This short Class III segment will
provide access to Maxton Brown Park on the southern shore of Buena Vista Lagoon.
Design Issues
Constraints:
None
Improvement Options:
Class III Bike Route designation.
Project Length:
0.3 miles
Cost Estimate
Total estimated cost: $3,000
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-25
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
11. CHINQUAPIN AVENUE FROM THE COASTAL RAIL TRAIL TO
JEFFERSON STREET
Project Description and Location
The installation of Class III Bike Route signage and stenciling on Chinquapin Avenue from the future Coastal Rail
Trail to Highland Drive would provide an east-west connection while avoiding an I-5 interchange. The existing
roadway crossing over I-5 provides one of the few opportunities to connect the eastern and western portions of the
City without intercepting a freeway intersection. Chinquapin Avenue also provides a connection to the existing and
proposed Coastal Rail Trail for residential neighborhoods both to the east and west of I-5.
Design Issues
Constraints:
None.
Improvement Options:
Class III Bike Route designation.
Project Length:
0.2 miles
Cost Estimate
Total estimated cost: $2,000
6. Recommended Bikeway Improvements
6-26 Carlsbad Bikeway Master Plan
CLASS III BIKE ROUTE IMPLEMENTATION PROJECT
12. GABBIANO LANE FROM BATIQUITOS DRIVE TO BATIQUITOS
LAGOON
Project Description and Location
Implementation of Class III bicycle facilities along Gabbiano Lane from Batiquitos Drive to Batiquitos Lagoon will
provide a connection to the Batiquitos Lagoon ecological area from Poinsettia Lane. This connection will provide
bicycle access to the Batiquitos Lagoon Nature Center and trailhead. Batiquitos Drive has existing Class II lanes
and provides connections to Aviara Parkway as well as Poinsettia Lane. Note that bicycles are not permitted on
the unpaved Lagoon Trail. There is a bicycle rack with a capacity of 5-10 bikes located at the trailhead at the
end of Gabbiano Lane. Bicyclists must lock there bikes up here and walk to the Nature Center and the Lagoon
Trail.
Design Issues
Constraints:
None.
Improvement Options:
Class III Bike Route designation.
Project Length:
0.3 miles
Cost Estimate
Total estimated cost: $3,000
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-27
BIKEWAY NETWORK FACILITY ENHANCEMENT PROJECT
13. STATE STREET AT CARLSBAD BOULEVARD
Project Description and Location
The intersection of State Street and Carlsbad Boulevard presents a challenge for cyclists, particularly those
traveling south on Carlsbad Boulevard wishing to turn left onto State Street. Due to the limited sight distance and
high traffic speeds, additional signage is recommended to alert motorists to the presence of cyclists at this
intersection.
Design Issues
Constraints:
High traffic volumes and speeds.
Limited sight distance.
Improvement Options:
Installation of “Share the Road” signage to alert motorists to the presence of cyclists in the intersection.
Graphic:
Cost Estimate
Total estimated cost: $5,000
For additional details see
Appendix A: Design Guidelines.
6. Recommended Bikeway Improvements
6-28 Carlsbad Bikeway Master Plan
BIKEWAY NETWORK FACILITY ENHANCEMENT PROJECT
14. TAMARACK AVENUE AT I-5
Project Description and Location
Tamarack Avenue includes Class II bicycle lanes most of its length. However, where Tamarack intersects I-5, the
bicycle lanes are dropped to make room for freeway on- and off-ramps. In order to proceed straight through the
intersection of Tamarack and I-5 on Tamarack, cyclists must merge into the through lanes and avoid vehicular
traffic entering and exiting the freeway. The installation of signage alerting motorists to the presence of cyclists
may help cyclists to proceed safely through the intersection of Tamarack Avenue and I-5. There are future plans to
widen Interstate 5 at Tamarack Avenue, providing additional opportunities to accommodate cyclists. The widening
of I-5 is currently undergoing environmental study, with construction planned to begin in 2009. Any improvements
to this interchange will be subject to Caltrans review and approval.
Design Issues
Constraints:
Narrow roadway.
Freeway on- and off-ramps.
High traffic volumes.
Improvement Options:
Install “Share the Road” and other warning signage to alert motorists to the presence of cyclists through the
interchange.
Cost Estimate
Total estimated cost: $5,000
6. Recommended Bikeway Improvements
Carlsbad Bikeway Master Plan 6-29
BIKEWAY NETWORK FACILITY ENHANCEMENT PROJECT
15. PALOMAR AIRPORT ROAD AT I-5
Project Description and Location
Palomar Airport Road includes Class II bicycle lanes for its entire length east of Paseo Del Norte. West of Paseo
Del Norte the bicycle lanes are dropped due to narrow lane widths extending through the I-5 interchange and the
overcrossing of the railroad tracks. Project #5 (found previously on page 6-19) provides recommendations for
installing Class II bike lanes on Palomar Airport Road west of Avenida Encinas when that segment of the roadway
is reconfigured and widened in the future. Between Paseo Del Norte and Avenida Encinas, through the I-5
interchange, it is not feasible to install Class II bicycle lanes given the narrow lane widths and freeway ramp
configurations, and this segment will continue to require shared lane use by bicyclists and motorists. The installation
of signage alerting motorists to the presence of cyclists may help cyclists to proceed safely through the interchange
of Palomar Airport Road and I-5.
Design Issues
Constraints:
Narrow roadway lanes.
Freeway on- and off-ramps.
High traffic volumes.
Improvement Options:
Install “Share the Road” and other warning signage to alert motorists to the presence of cyclists through the
interchange.
Cost Estimate
Total estimated cost: $5,000
6. Recommended Bikeway Improvements
6-30 Carlsbad Bikeway Master Plan
This page intentionally left blank
7. IMPLEMENTATION
This chapter identifies steps towards implementation of the proposed facilities and
programs of this plan, the estimated costs for the proposed improvements and
maintenance, and strategies on funding and financing.
7.1. IMPLEMENTATION PROCESS
The steps between the network improvements and concepts identified in this Plan
and the final completion of the improvements will vary from project to project, but
typically include:
1. Adoption of the project as part of the Capital Improvement Program and
the appropriation of funds by the City Council to perform preliminary
engineering tasks
2. Preliminary engineering (with consideration of possible alternatives and
environmental issues) and cost estimate for individual projects as needed.
3. Secure, as necessary, any applicable environmental approvals.
4. Approval of the project by the Planning Commission and the City Council,
including the commitment by the latter to provide for any unfunded
portions of project costs.
5. Completion of final plans, specifications and estimates, advertising for
bids, receipt of bids and award of contract(s).
6. Construction of Project.
Prior to any action however, the Carlsbad City Council will need to officially
adopt the Carlsbad Bikeway Master Plan to receive certain state or federal
funding.
7.2. HIGH PRIORITY PROJECTS
Once a bikeway system has been identified, the greatest challenge is to identify
the top priority projects that will offer the greatest benefit to bicyclists if
implemented. Prioritization involves a number of factors, including: (a) cost and
construction feasibility given existing traffic, safety, and environmental constraints;
(b) need, benefit, and public support; (c) funding cycles and opportunities, and
strength of the project as measured by specific funding criteria.
It is important to remember that the recommended bikeway projects and
programs are flexible concepts that serve as guidelines to those responsible for
implementation. The bikeway network project list may change over time as a
result of changing bicycling patterns and implementation constraints and
opportunities. Carlsbad city staff should review the project list on a periodic basis
to ensure that 1) it reflects the most current priorities, needs, and opportunities; 2)
it can be implemented in a logical and efficient manner; and 3) it takes
advantage of all available funding opportunities and grant cycles. As projects
are built and taken off the list, new projects should be moved up on the list.
Carlsbad Bikeway Master Plan 7-1
7. Implementation
7.3. COST BREAKDOWN
A summary of estimated costs for the recommended bicycle network provided by
this plan is presented in Table 7-1 below. The cost of the long-term recommended
projects is estimated to be $12,440,000 for Class I projects, $140,000 for Class
II Bike Lane projects, $42,000 for Class III Bike Routes projects, and $15,000 for
network facility enhancement projects, for a combined total system build out cost
of $12.6 million. Cost estimates include estimated cost of construction,
administration and engineering design, utilities relocation, and environmental
document and mitigation. Detailed cost breakdowns for each project are
provided in Appendix F.
Table 7-1
Estimated Construction Cost of Long-Term Recommended Bikeway Projects
Segment Name Start End Class
Length
(miles)Cost ($)
Recommended Class I Bike Paths
Carlsbad Boulevard Bike Path at
Ponto
Palomar Airport
Road
Poinsettia
Lane at
Ponto I 1.5 $4,940,000
Coastal Rail Trail N. City Limit S. City Limit I 5.0 $7,500,000*
Total Class I Cost 6.5 $12,440,000
Recommended Class II Bike Lanes
Hillside Drive/HIghland Drive
Tamarack
Avenue Kelly Drive II 1.5 $60,000
Avenida Encinas
Palomar Airport
Road
Poinsettia
Station II 1.0 $50,000
Palomar Airport Road Paseo Del Norte
Carlsbad
Boulevard II 0.3 $30,000
Total Class II Cost 2.8 $140,000
Recommended Class III Bike Routes
Monroe Street (Lancer Way)
Carlsbad Village
Drive
Hillside
Drive III 1.3 $13,000
Las Flores/Highland Drive Jefferson Street
Tamarack
Avenue III 0.8 $8,000
Chestnut Avenue Coastal Rail Trail Interstate 5 III 0.4 $4,000
Avenida Encinas Cannon Road
Palomar
Airport
Road III 0.9 $9,000
Laguna Drive Jefferson Street State Street III 0.3 $3,000
Chinquapin Avenue Coastal Rail Trail
Jefferson
Street III 0.2 $2,000
Gabbiano Lane Batiquitos Drive
Batiquitos
Lagoon III 0.3 $3,000
Total Class III Cost 4.2 $42,000
Costs provided in 2007 dollars. Cost estimate details are found in Appendix F.
*Estimate provided by the City of Carlsbad Public Works Department.
7-2 Carlsbad Bikeway Master Plan
7. Implementation
Table 7-1, continued
Estimated Construction Cost of Long-Term Recommended Bikeway Projects
Recommended Network Facility Enhancement Projects
Location Description Cost
State Street at Carlsbad Boulevard Install Bicycle Warning Signage $5,000
Tamarack Avenue at I-5 Install Bicycle Warning Signage $5,000
Palomar Airport Rd. at I-5 Install Bicycle Warning Signage $5,000
Total Facility Enhancement
Projects Cost $15,000
TOTAL SYSTEM COST $12,637,000
Notes:
Cost of acquiring right of way is not included.
Bike lane improvements assumed to be striping and signage only.
Bike route improvements assumed to be signage only.
The total annual maintenance cost of the primary bike path system is estimated to
be $120,300 per year when fully implemented. Bicycle facility maintenance costs
are based on per mile estimate, which covers labor, supplies, and amortized
equipment costs for weekly trash removal, monthly sweeping, and bi-annual
resurfacing and repair patrols. Other maintenance costs include restriping bike
lane lines, sweeping debris, and tuning signals for bicycle sensitivity.
Table 7-2
Annual Operations and Maintenance Cost Estimates for
Recommended Bikeway Network
Facility/Program
Unit
Cost1 Description Miles Cost Notes
Class I
Maintenance
$17,000 Annual Cost per
Mile
6.5 $110,500 Lighting and debris
and vegetation
overgrowth removal.
Class II
Maintenance
$2,000 Annual Cost per
Mile
2.8 $5,600 Repainting lane
stripes and stencils,
sign replacement as
needed
Class III
Maintenance
$1,000 Annual Cost per
Mile
4.2 $4,200 Sign and shared use
stencil replacement as
needed
Avg. Cost/Year $120,300
Est. 10-Year Cost $1,203,000
Notes:
1. Unit costs based on Alta Planning + Design experience with similar bikeway systems, and “Trails for
the 21st Century: Planning, Design and Management Manual for Multi-Use Trails,” published by the
Rails-to-Trails Conservancy, 2001.
Maintenance costs for the bikeway network will be relatively low due to the
limited number of long Class I path facilities. The existing and recommended
bikeway network is predominately made up of on-street bike lanes and routes
Carlsbad Bikeway Master Plan 7-3
7. Implementation
that will be treated as part of the normal roadway maintenance program. As
part of the normal roadway maintenance program, extra emphasis should be put
on keeping the bike lanes and roadway shoulders clear of debris and keeping
vegetation overgrowth from blocking visibility or creeping into the roadway. The
other typical maintenance costs for the bikeway network, as shown above in Table
7-2, include the maintenance of signage, striping and stencils.
All the projects are recommended to be implemented over the next two to twenty
years, or as funding is available. The more expensive projects may take longer
to implement. In addition, many funding sources are highly competitive, and
therefore it is impossible to determine exactly which projects will be funded by
which funding sources. Timing of projects is also difficult to predict, due to the
dependence on competitive funding sources, timing of roadway and development,
and the overall economy.
The projects listed may be funded through various sources. The funding section in
this chapter outlines some of the local, regional, state and federal funding
methods and resources for non-motorized transportation projects.
7.4. FUNDING
There are a variety of potential funding sources including local, state, regional,
and federal funding programs that can be used to construct the proposed bicycle
improvements. Most of the Federal, state, and regional programs are competitive
and involve the completion of extensive applications with clear documentation of
the project need, costs, and benefits. Regional funding for bicycle projects
typically comes from Transportation Development Act (TDA) funding, which is
prorated to each County based on the return of gasoline taxes. Many of the
projects and programs would need to be funded either with TDA, general fund,
and regional, State and Federal sources. The primary funding sources are
described below.
7.4.1. Federal Funding Sources
7.4.1.1. The Safe, Accountable, Flexible, Efficient Transportation Equity
Act (SAFETEA)
SAFETEA is the third iteration of the transportation vision established by Congress
in 1991 with the Intermodal Surface Transportation Efficiency Act (ISTEA) and
renewed in 1998 through the Transportation Equity Act for the 21st Century (TEA-
21). Also known as the Federal Transportation bill, the $286.5 million SAFETEA
bill was passed in 2005.
SAFETEA funding will be administered through the state (Caltrans or Resources
Agencies) and regional planning agencies (SANDAG). Most, but not all, of the
funding programs are oriented toward transportation versus recreation, with an
emphasis on reducing auto trips and providing inter-modal connections. Funding
criteria often includes completion and adoption of a bikeway master plan,
quantification of the costs and benefits of the system (such as saved vehicle trips
and reduced air pollution), proof of public involvement and support, CEQA
compliance, and commitment of some local resources. In most cases, SAFETEA
provides matching grants of 80 to 90 percent--but prefers to leverage other
monies at a lower rate. SAFETEA continues to support many of the non-motorized
programs that were contained in TEA-21, with the following new and existing non-
7-4 Carlsbad Bikeway Master Plan
7. Implementation
motorized programs (dollar amounts listed are totals for the entire federal
transportation bill).
x Recreational Trails Program – $110 million over five years, to be
dedicated to non-motorized trail projects.
x Safe Routes to School Program – A new program with $612 million over
five years.
x Transportation, Community and System Preservation Program - $270
million over five years reserved for bicycle and pedestrian projects.
x Alternative Transportation in Parks and Public Lands - $96 million over
the next four years reserved for promoting non-motorized transportation
in national parks and other public lands.
7.4.1.2. Congestion Mitigation and Air Quality Improvement Program
Congestion Mitigation and Air Quality Improvement funds are programmed by
the Federal transportation bill for projects that are likely to contribute to the
attainment of a national ambient air quality standard, and congestion mitigation.
These funds can be used for a broad variety of bicycle and pedestrian projects,
particularly those that are developed primarily for transportation purposes. The
funds can be used either for construction of bicycle transportation facilities and
pedestrian walkways or for non-construction projects related to safe bicycle and
pedestrian use (maps, brochures, etc.). The projects must be tied to a plan
adopted by the State and SANDAG.
7.4.1.3. Land and Water Conservation Fund (LWCF)
The Land and Water Conservation Fund, a program administered by the National
Parks Service, allocates money to state and local governments to acquire new
land for recreational purposes, including bicycle paths and support facilities such
as bike racks. Funding allocated to California is administered by the State
Department of Parks and Recreation. Eligible applicants include cities, counties
and districts authorized to acquire, develop, operate and maintain park and
recreation areas. For local agencies, funds are provided through a competitive
selection process. There is a 50% local match requirement.
7.4.2. State Funding Sources
7.4.2.1. Bicycle Transportation Account
The State Bicycle Transportation Account (BTA) is an annual statewide
discretionary program that is available through the Caltrans Bicycle Facilities Unit
for funding bicycle projects. Available as grants to local jurisdictions, the emphasis
is on projects that benefit bicycling for commuting purposes. The BTA program
currently has $5 million available (statewide) per year. The local match must be
a minimum of 10% of the total project cost.
7.4.2.2. National Recreational Trails Fund
The Recreational Trails Program provides funds for developing and maintaining
recreational trails and trail-related facilities for both non-motorized and
motorized recreational trail uses. Examples of trail uses include hiking, bicycling,
in-line skating, equestrian use, and other non-motorized as well as motorized uses.
Carlsbad Bikeway Master Plan 7-5
7. Implementation
Recreational Trails Program funds may be used for:
x Maintenance and restoration of existing trails (including bike paths);
x Development and rehabilitation of trailside and trailhead facilities and trail
linkages;
x Purchase and lease of trail construction and maintenance equipment;
x Construction of new trails (with restrictions for new trails on federal lands);
x Acquisition of easements or property for trails;
x State administrative costs related to this program (limited to seven percent of
a State's funds); and
x Operation of educational programs to promote safety and environmental
protection related to trails (limited to five percent of a State's funds).
7.4.2.3. Safe Routes to School (AB 1475/SB 1087)
The Safe Routes to School program is a recently created state program using
funds from the Hazard Elimination Safety program. This program is meant to
improve school commute routes by eliminating barriers to bicycle and pedestrian
travel through rehabilitation, new projects, and traffic calming. In September of
2004, the passage of SB 1087 extended the Safe Routes to School program for
3 additional years.
7.4.3. Regional Funding Sources
7.4.3.1. TransNet
TransNet, San Diego County’s program generated to raise funds for
transportation improvements in the urbanized portion of the county, allocates $1
million dollars for bicycle paths and facilities. A one-half cent amount is attached
to all sales tax transactions and placed into a fund for improvements throughout
the county. The program, begun in 1988 and extends into 2008, has generated
$3 billion dollars, of which one million is secured annually for bicycle paths and
facilities. The program is guaranteed secured funding for an additional forty
years, as it was successfully renewed under Proposition A in 2004. Local
jurisdictions are awarded TransNet funds through a competitive grant process
through SANDAG.
7.4.4. Local Funding Sources
7.4.4.1. TDA Article III (SB 821)
Transportation Development Act (TDA) Article III funds are state block grants
awarded annually to local jurisdictions for bicycle projects in California. These
funds originate from the state gasoline tax and are distributed to local
jurisdictions based on population. These funds should be used as leveraging
monies for competitive state and federal sources. Similar to TransNet funds, these
funds are distributed to local jurisdictions through a competitive grant process
through SANDAG.
7-6 Carlsbad Bikeway Master Plan
7. Implementation
Carlsbad Bikeway Master Plan 7-7
7.4.4.2. Mello-Roos Community Facilities Act
Bike paths and bike lanes can be funded as part of a local assessment or benefit
district. Defining the boundaries of the benefit district may be difficult unless the
facility is part of a larger parks and recreation or public infrastructure program
with broad community benefits and support.
7.4.4.3. Impact Fees
Another potential local source of funding is developer impact fees, typically tied
to trip generation rates and traffic impacts produced by a proposed project. A
developer may reduce the number of trips (and hence impacts and cost) by
paying for on- and off-site bikeway improvements that will encourage residents
to bicycle rather than drive. Establishing a clear nexus or connection between the
impact fee and the project’s impacts is critical in avoiding a potential lawsuit.
Other opportunities for funding implementation of bicycle projects will appear
over time.
Table 7-3
Funding Sources
Acronyms:
AQMD - Air Quality Management District
Caltrans - California Department of Transportation
CMAQ - Congestion Mitigation and Air Quality
CTC - California Transportation Commission
FHWA - Federal Highway Administration
SANDAG – San Diego Association of Governments
RTPA - Regional Transportation Planning Agency
State DPR - California Department of Parks and Recreation (under the State Resources Agency)
SAFETEA – Safe Accountable Flexible, Efficient Transportation Equity Act: A Legacy for Users
Jurisdictions for Carlsbad, California:
Caltrans - Caltrans District 11
SANDAG—San Diego Association of Governments
Congressional District 50
Assembly District 74
Senate District 38
County District 5
Resources:
Caltrans TEA-21 website - http://www.dot.ca.gov/hq/TransEnhAct/
FHWA – SAFETEA-LU – website - http://www.fhwa.dot.gov/reauthorization/
Due Annual Matching Eligible Eligible Bikeway Projects
Grant Source Date Agency Total Requirement Applicants Commute Recreation Safety/Ed Comments
Federal Funding
Regional Surface
Transportation
Program (RSTP)
varies by
RPTA
RTPAs, Caltrans $320 m 11.47% non-
federal match
cities, counties, transit
operators, Caltrans, and
MPOs XX
RSTP funds may be exchanged for
local funds for non-federally certified
local agencies; no match may be
required if project improves safety.
Contact Cathy Gomes, Caltrans, (916)
654-3271
Congestion Mitigation
and Air Quality
Program (CMAQ)
Dec. 1
yearly
RTPAs, Caltrans $400 m 11.47% non-
federal match
federally certified
jurisdictions X
Counties redesignated to attainment
status for ozone may lose this source.
Contact Cathy Gomes, Caltrans, (916)
654-3271
Transportation
Enhancement Activities
(TEA)
varies by
RTPA
RTPAs, Caltrans $60 m 11.47% non-
federal match
federally certified
jurisdictions
XX Funds are dispersed through the four
shares listed below.
Regional Share varies by
RTPA
RTPAs, Caltrans $45 m “federal, state, or local,
depending on category
X X Funding share to RTPAs.
Caltrans Share varies by
RTPA
Caltrans $6.6 m “ Caltrans X X Funding share to Caltrans. Available
only if regional TEA funds are not used
Statewide
Transportation
Enhancement Share
varies by
RTPA
Caltrans, State
Resources Agency
$20-30 m “federal, state (except
Caltrans), regional and
local agencies with a
state partner
XX Funding share for all 12 TEA categories
except conservation lands.
Carlsbad Bikeway Master Plan 7-8
7. Implementation
Due Annual Matching Eligible Eligible Bikeway Projects
Grant Source Date Agency Total Requirement Applicants Commute Recreation Safety/Ed Comments
Conservation Lands
Share
varies by
RTPA
Caltrans, State
Resources Agency
$11 m “RTPAs, counties, cities
and non-profits.
XX Funding share for conservations lands
category - acquisitions of scenic lands
with high habitat conservation value.
Recreational Trails
Program (RTP)
Oct. 1 State DPR $3 m 20% match jurisdictions, special
districts, non profits with
management
responsibilities over the
land
X
For recreational trails to benefit
bicyclists, pedestrians, and other users;
contact State Dept. of Parks & Rec. ,
Statewide Trails Coordinator, (916)
653-8803
Transportation and
Community and System
Preservation Pilot
Program
pending FHWA $25 m
nationwide
-- state, local, MPOs -- -- --Projects that improve system efficiency,
reduce environmental impacts of
transportation, etc. Contact K. Sue
Kiser, Regional FHWA office, (916)
498-5009
Land & Water
Conservation Fund
(LWCF)
May 1st State DPR $7.7 m
statewide
50%, including in-
kind
Federal, state, city,
county, eligible districts
X Federally-funded. Projects that acquire
and develop outdoor recreation areas
and facilities. Contact Odel King, State
DPR, (916) 653-8758
State Funding
Safe Routes to School
(SB 10)
May 31 Caltrans $18 m 11.5% min. city, county X X X Primarily construction program to
enhance safety of pedestrian and
bicycle facilities. Contact. Caltrans
District 4, (510) 286-5598
Bicycle Transportation
Account
December Caltrans $7.2 m min. 10% local
match on
construction
city, county X X State-funded. Projects that improve
safety and convenience of bicycle
commuters. Contact Ken McGuire,
Caltrans, (916) 653-2750
Regional
Transportation
Improvement Program
(RTIP)
December
15, odd
years
RTPA -- --city, county, transit
operators, Caltrans
XXPart of State Transportation
Improvement Program (STIP), the main
state program for transportation
project funding. For “improving
transportation within the region.” RTPA
must program funds.
Petroleum Violation
Escrow Account (PVEA)
On-going State Legislature $5 m --city, county, transit
operators, Caltrans
-- -- --Bicycle and trail facilities have been
funded with this program. Contact
Caltrans Federal Resource Office,
(916) 654-7287
Community Based
Transportation Planning
Demonstration Grant
Program
Nov. Caltrans $3 m 20% local MPO, RPTA, city, county X Projects that exemplify livable
community concepts. Contact Leigh
Levine, Caltrans, (916) 651-6012
Office of Traffic
Safety Grants
Jan. 31 Office of Traffic
Safety
-- -- state, city, county X Bicycle and pedestrian projects have
been funded through this program.
Contact OTS, (916) 262-0990
Carlsbad Bikeway Master Plan 7-9
7. Implementation
Due Annual Matching Eligible Eligible Bikeway Projects
Grant Source Date Agency Total Requirement Applicants Commute Recreation Safety/Ed Comments
Local Funding
Transportation
Development Act (TDA)
Article 3 (2% of total
TDA)
Jan. RPTA -- -- -- -- -- --
State Gas Tax (local
share)
--State Auditor
Controller
-- -- --
XX
Allocated by State Auditor Controller
Developer Fees or
Exactions (developer
fee for street
improvements - DFSI)
-- Cities or County -- -- -- -- -- --Mitigation required during land use
approval process
TransNet Sales Tax SANDAG $1 m City, county Contact Craig Scott, Project Manager,
(619) 699-1926
Carlsbad Bikeway Master Plan 7-10
8. COMPLIANCE WITH BTA REQUIREMENTS
The following table is provided for the convenience of Caltrans Staff, to outline the elements within the
Carlsbad Bikeway Master Plan that comply with the Bicycle Transportation Account (BTA) requirements.
Caltrans Bicycle Transportation Account (BTA) is a significant source of funding for bicycle facility
construction. To become eligible for such funding, a jurisdiction must adopt a bicycle plan that meets certain
BTA requirements. The following table briefly answers the required elements of the BTA and provides
references to relevant tables, figures and sections within the Carlsbad Bikeway Master Plan Update
document. In cases where the BTA requirement is not applicable, that is noted below.
Table 8-1
BTA Compliance Table for the Carlsbad Bikeway Master Plan
BTA
891.2 Required Plan Elements Description of Compliance Location
(a)The estimated number of existing bicycle commuters in the plan area and the estimated increase in the
number of bicycle commuters resulting from implementation of the plan.
Existing Bicycle Commuters According to the 2000 Census, one hundred
thirteen Carlsbad residents bicycled to work. This
represents a 0.3% mode share. Factoring in
estimated school, bike-transit and utilitarian
riders, it is estimated that 853 Carlsbad
residents bicycle to work, school, or shop. Census
data is listed in Table 5-1: Journey to Work
Data and non-commute bicycling estimations are
explained in Table 5-3: Bicycle Commute and Air
Qualit y Projections.
Chapter 5 Needs
Analysis
Pgs 5-1 to 5-10.
Estimated Increase in Bicycle
Commuters
Based on data from the 2000 Census, it is
estimated that there are 3,110 potential bicycle
commuters in Carlsbad. It is estimated that with
implementation of this plan’s recommendations,
25% of these commuters can be captured,
bringing the total number of bicycle commuters
to 891 and increasing the bike-to-work mode
share to 2.5%. Calculations and model
assumptions are discussed in Chapter 5: Needs
Analysis and presented in Table 5-3: Bicycle
Commute and Air Quality Projections on page 5-
5 to 5-6.
Chapter 5 Needs
Analysis
Pgs 5-1 to 5-10.
Carlsbad Bikeway Master Plan 8-1
8. Compliance With BTA Requirements
BTA
891.2 Required Plan Elements Description of Compliance Location
(b)A map and description of existing and proposed land use and settlement patterns which shall include, but not
be limited to, locations of residential neighborhoods, schools, shopping centers, public buildings, and major
employment centers.
Map and description of
existing land use and
settlement patterns
Carlsbad is characterized by concentrated,
clustered development in conjunction with areas
of open space. Open space, lagoons and parks
are located throughout Carlsbad, with a
concentration of open space in the eastern hills
surrounding the airport. Much of the Carlsbad
coast is public beach, with Carlsbad State Beach
in the north and South Carlsbad State Beach in
the south. Limited private development is located
along the remaining coastline, including the
highly visible Encina Power Plant on the southern
shore of Agua Hedionda Lagoon at Carlsbad
Boulevard. Please see Figure 4-1 City of
Carlsbad General Plan Land Use Map on page
4-2 for a map of land uses...
Chapter 3: Existing
Conditions.
Pgs 3-1 to 3-13
Section 3.1.2 Land
Uses
Figure 4-1 Land Use
Map pg 4-2
Map and description of
proposed land use and
settlement patterns
There are no plans for major land use changes in
Carlsbad.
Chapter 3: Existing
Conditions.
Pgs 3-1 to 3-13
Section 3.1.2 Land
Uses
Figure 4-1 Land Use
Map Pg 4-2
Locations of residential
neighborhoods
Well-established neighborhoods occupy most of
the area north of Agua Hedionda Lagoon.
Single-family homes dominate the
neighborhoods, mixed with some condominiums
and apartment buildings. Newer neighborhoods
occupy the southern and eastern portions of the
City. Please see Figure 4-1 City of Carlsbad
General Plan Land Use Map on page 4-2 for a
map of land uses.
Chapter 3: Existing
Conditions.
Pgs 3-1 to 3-13
Section 3.1.2 Land
Uses
Figure 4-1 Land Use
Map
Pg 4-2
Locations of schools Schools and churches are scattered throughout
the neighborhoods. Please also see Table 3-1
Elementary and Middle Schools in Carlsbad on
page 3-2 for specific locations of schools.
Table 3-1 Elementary
and Middle Schools
Pg 3-2
Locations of shopping
centers
Commercial land uses are distributed throughout
the City, but are primarily focused in the historic
downtown area near the Pacific coast, Carlsbad
Village, along the SR-78 and I-5 corridors, and
along El Camino Real near La Costa Road.
Industrial uses are located in the vicinity of
Palomar Airport. Please see Figure 4-1 City of
Carlsbad General Plan Land Use Map on page
4-2 for a map of land uses.
Figure 4-1 Land Use
Map
Pg 4-2
Locations of public buildings Please see Figure 3-1 Existing Bicycle Network
on page 3-6 for locations of public buildings
Figure 3-1 Existing
Bicycle Network Map
Pg 3-6
Locations of major
employment centers
Please see Table 3-3: Ten Largest Employers in
Carlsbad on page 3-3 and Figure 3-1 Existing
Bicycle Network on page 3-6 for locations of the
Table 3-3: Ten
Largest Employers
Pg 3-3.
8-2 Carlsbad Bikeway Master Plan
8. Compliance with BTA Requirements
BTA
891.2 Required Plan Elements Description of Compliance Location
ten largest employers in Carlsbad.
Figure 3-1 Existing
Bicycle Network Map
Pg 3-6
(c)A map and description of existing and proposed bikeways.
Map of existing bikeways The existing bicycle network map is shown on
page 3-6.
Figure 3-1 Existing
Bicycle Network Map
Pg 3-6
The City of Carlsbad has completed construction
of a portion of the Coastal Rail Trail,
approximately 3/4 miles in length, running from
Tamarack Drive north to Oak Avenue. Carlsbad’s
existing bikeway network is comprised of a Class
II on-street facility on nearly every major
roadway in the City. Key existing Class II Bike
Lane segments are present on El Camino Real,
College Boulevard, Palomar Airport Road,
Poinsettia Lane, Aviara Parkway, Melrose Drive
and Rancho Santa Fe Road.
Section 3.2.2 through
Section 3.2.3
Pgs 3-7 to 3-8
Please also see:
Table 3-4: Index of Existing City of Carlsbad
Class I Bike Lanes
Pg 3-6
Table 3-5: Index of Existing City of Carlsbad
Class II Bike Routes
Pgs 3-9
Description of existing
bikeways
Table 3-6: Index of Existing City of Carlsbad
Class III Bike Routes
Pg 3-10
Map of proposed bikeways A map of the proposed bikeway network is
located on page 6-2.
Figure 6-1: Proposed
Bikeway Network
Pg 6-2
Description of proposed
bikeways
The top priority recommended bikeways are
described in detail in Section 6.3, starting on
page 6-13.
Section 6.3
Recommended
Network Projects
Pgs 6-13 to 6-30
(d)A map and description of existing and proposed end-of-trip bicycle parking facilities. These shall include, but
not be limited to, parking at schools, shopping enters, public buildings, and major employment centers.
Map and description of
existing end-of trip bicycle
parking facilities
A variety of existing bicycle parking facilities
are located throughout Carlsbad, at locations
such as civic buildings, schools, parks and
commercial centers. Both the Carlsbad Village
and Poinsettia Transit Stations have bicycle racks
and bike lockers. Although the Carlsbad Village
area is served by bicycle racks and lockers at
the Carlsbad Village Transit Station, nearby
streets, such as Grand Avenue and State Street,
lack convenient sidewalk bicycle parking. Parks
and other recreation facilities provide bicycle
racks, restrooms and changing facilities. Parks
are listed in Table 3-2 on page 3-2. Table 3-7
on page 3-11 shows Carlsbad’s ten largest
employers and the bicycle support facilities
offered by each.
Table 3-2 Parks
Page 3-2
Table 3-7 Bicycle
Racks and Support
Facilities at the Ten
Largest Employers in
Carlsbad
Pg 3-11
Carlsbad Bikeway Master Plan 8-3
8. Compliance With BTA Requirements
BTA
891.2 Required Plan Elements Description of Compliance Location
Map and description of
proposed end-of-trip
bicycle parking facilities
Bicycle parking facilities should be provided in
commercial areas in Carlsbad. Locations in need
of additional bicycle parking include the Village,
La Costa, and beach areas. A systematic
program to improve the quality and increase the
quantity of bicycle end-of-trip facilities should
be implemented in Carlsbad. This may include
providing free inverted U-racks to businesses to
replace the commonly used wheelbender design.
The City of Carlsbad should adopt a bicycle
parking ordinance to ensure that new bicycle
parking facilities are installed with new
development. See Section 6.2.1 Bicycle Parking
Facilities on pages 6-3 to 6-4 and Appendix B:
Sample Bicycle Parking Code on pages B-1 to B-
15 for additional information.
Section 6.2.1 Bicycle
Parking Facilities
Pgs 6-3 to 6-4
Appendix B: Sample
Bicycle Parking Code
Pgs B-1 to B-15
(e)A map and description of existing and proposed bicycle transport and parking facilities for connections with
and use of other transportation modes. These shall include, but not be limited to, parking facilities at transit
stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting
bicyclists and bicycles on transit or rail vehicles or ferry vessels.
The North County Transit District provides
“Breez e” bu s service throughout Carlsbad. The
bus routes follow major arterial roadways,
serving commercial and employment centers.
Many North County Transit District buses feature
bicycle racks that can carry up to four bicycles.
Carlsbad is home to two Breeze bus t ransit
stations, Carlsbad Village and Poinsettia.
Carlsbad Village is served by three Breeze lines
and Poinsettia is served by two. The North
County Transit District also provides commuter
rail service to the North County on the Coaster.
The Coaster stops twice in Carlsbad, at Carlsbad
Village Station and Poinsettia Station. The
Coaster accommodates several bicycles on
board each train without restriction
Section 3.6 Multi-
modal Connections
Pgs 3-12 to 3-13
Map and description of
existing bicycle facilities for
connections with other
modes
See Figure 3-1 Existing Bikeway Network, on
page 3-6, for locations of bus stops.
Figure 3-1 Existing
Bikeway Network
Pg 3-6
Map and description of
proposed bicycle facilities
for connections with other
modes
The North County Transit District has initiated the
Bicycle Facility Improvement Program aimed at
increasing and upgrading the bicycle facilities on
buses and at each transit station. This plan
recommends that NCTD continue to allow bicycle
access on all buses and trains. Bicycle travel to
transit stops and stations should be enhanced in
order to make the transfer between bicycle and
transit travel more convenient NCTD should
continue to ensure that sufficient secure bicycle
parking is provided at transit stops.
Section 6.7.1 Multi-
Modal Connections
Pg 6-8
(f)A map and description of existing and proposed facilities for changing and storing clothes and equipment.
These shall include, but not be limited to, locker, restroom, and shower facilities near bicycle parking
facilities.
Map and description of
existing end-of-trip facilities
Table 3-7 on page 3-11 shows Carlsbad’s ten
largest employers and the bicycle support
Table 3-7 Bicycle
Racks and Support
8-4 Carlsbad Bikeway Master Plan
8. Compliance with BTA Requirements
BTA
891.2 Required Plan Elements Description of Compliance Location
facilities offered by each. Public parks, beaches,
and civic buildings also serve as rest stops
offering water, a place to sit or rest, and
restroom facilities. Public park and recreational
facilities in Carlsbad are shown in Table 3-2 on
page 3-2.
and shown on Figure 3-1. Currently there are no
bicycle shops located within the City of
Carlsbad; however a number of shops are
located in the neighboring cities of Encinitas,
Vista, San Marcos, and Oceanside. Please also
see Section 3.2.7 Bicycle Support Facilities on
pages 3-10 to 3-11.
Facilities at the Ten
Largest Employers in
Carlsbad
Pg 3-11
Table 3-2 Park and
Recreation Facilities in
Carlsbad
Pg 3-2
Section 3.2.7 Bicycle
Support Facilities on
pages 3-10 to 3-11
Map and description of
proposed end-of-trip
facilities
Functional bike parking should be provided at
public destinations, including shopping centers,
community centers, parks, and schools. All bicycle
parking should be in a secure, visible area that is
convenient to the destination (near building
entrances). Bicycle parking on sidewalks in
commercial areas and along walkways of
shopping centers should be provided according
to specific design criteria, reviewed by
merchants and the public, and installed as
demand warrants. The City of Carlsbad should
adopt a bicycle parking ordinance to ensure that
new bicycle parking facilities are installed with
new development. Locations in need of
additional bicycle parking include the Village, La
Costa, and beach areas. Please also see Section
6.2.1 Bicycle Parking and End of Trip Facilities
on pages 6-3 to 6-4 and Appendix B: Sample
Bicycle Parking Code on pages B-1 to B-15
Section 6.2.1 Bicycle
Parking and End of
Trip Facilities
Pgs 6-3 to 6-4
Appendix B: Sample
Bicycle Parking Code
Pgs B-1 to B-15
(g)A description of bicycle safety and education programs conducted in the area included within the plan,
efforts by the law enforcement agency having primary traffic law enforcement responsibility in the area to
enforce provisions of the Vehicle Code pertaining to bicycle operation, and compile existing data on the
resulting effect on accidents involving bicyclists.
Description of bicycle safety
and education programs
In past years, the City of Carlsbad Police
Department has offered educational programs
such as bicycle rodeos to Carlsbad
schoolchildren. Initially, rodeos were offered at
every school site. The Police Department no
longer offers rodeos due to a lack of interest
from Carlsbad Schools. The Carlsbad Police
Department’s Crime Prevention Office does offer
educational materials and is willing to provide
customized training and education programs for
schools if requested. Customized training and
programs, through the Crime Prevention Office,
are available to any group interested in bicycle
and trail safety.
Section 3.5 Education
and Enforcement
Programs
Pg 3-12
Law enforcement of Vehicle
Code provisions pertaining
to bicycle operations
The City of Carlsbad Police Department enforces
bicycle and motorist traffic violations through its
Traffic Division. The Department’s Traffic Division
consists of motor officers, collision investigators
and a parking enforcement officer. The City of
Section 3.5 Education
and Enforcement
Programs
Pg 3-12
Carlsbad Bikeway Master Plan 8-5
8. Compliance With BTA Requirements
BTA
891.2 Required Plan Elements Description of Compliance Location
Carlsbad Police Department also has a bicycle
patrol unit which provides patrol services for
business districts, beaches and other areas.
Effect of programs on
accidents involving cyclists
Data has not been collected regarding the
effects of educational programs and law
enforcement on bicycle-related accidents.
Section 3.5 Education
and Enforcement
Programs
Pg 3-12
(h)A description of the extent of citizen and community involvement in development of the plan.
Description of public
involvement in developing
the plan
The public outreach process for this project
included a survey of community members.
Surveys were distributed through local bicycle
groups, Carlsbad’s top fifty employers, local
bicycle shops, and on the city’s website. Sixty-
seven responses were received. The surveys were
intended to gather input on existing bicycling
conditions and attitudes about bicycling in
Carlsbad. A summary of survey responses is
provided in Appendix D to this plan.
Section 5.7 Citizen
and Community
Involvement
Pgs 5-10 to 5-11
Appendix D: Public
Outreach
Pgs D-1 to D-7
(i)A description of how the bicycle transportation plan has been coordinated and is consistent with other local
or regional transportation, air quality, or energy conservation plans, including, but no limited to, programs
that provide incentives for bicycle commuting.
Description of coordination
and consistency with other
local and regional plans
Chapter 4: Planning and Policy Context provides
an overview of relevant local, state and federal
plans and demonstrates consistency with these
plans. This plan meets the City of Carlsbad’s
General Plan Circulation Element goal to
“prom ote, encourage and accommodate a
variety of transportation modes as alternatives
to the automobile.” Several regional bikeways
located within Carlsbad are identified in San
Diego’s RTP: Mobility 2030. These bikeways
have been included in this plan as proposed
projects. This Bicycle Master Plan furthers
Mobility 2030’s overall goal of converting motor
vehicle trips to bicycle trips, thereby reducing
motor vehicle trips in the region. The reduction in
vehicle trips translates to a reduction in vehicle
emissions, thereby ensuring that this plan is
consistent with San Diego Air Qualit y Basin
goals.
Chapter 4: Planning
and Policy Context
Pgs 4-1 to 4-6
8-6 Carlsbad Bikeway Master Plan
8. Compliance with BTA Requirements
BTA
891.2 Required Plan Elements Description of Compliance Location
Programs that provide
incentives for bicycle
commuting
This plan outlines several recommendations for
encouraging people to bicycle in Carlsbad.
Recommendations include: facilitating the
development of employer incentive programs
through contests and education; developing
incentives for recreational and utilitarian
bicycling by working with businesses; establishing
a bicycle clunker parts and repair program;
establishing community bikeway adoption;
holding bike fairs and races; producing a local
bikeways map; continue to support bike-to-work
and school days; and marketing the Bicycle
Master Plan. See Section 6.1.9 on pages 6-10 to
6-12 for more detailed descriptions of these
plans.
Section 6.1.9
Encouragement
Programs
Pg 6-10 to 6-12.
(j)A description of the projects proposed in the plan and a listing of their priorities for implementation.
Description of proposed
projects
The top priority recommended bikeways are
described in detail in Section 6.3 Recommended
Network Projects, starting on page 6-14.
Project Sheets
Pgs 6-14 to 6-28
Priority list of proposed
projects
A summary list of all recommended bikeway
facilities, with segment lengths and cost estimates
is provided in Chapter 7, Implementation.
Table 7-1
Construction Cost of
Long-Term
Recommended
Bikeways
Pages 7-2 to 7-3
(k)A description of past expenditures for bicycle facilities and future financial needs for projects that improve
safety and convenience for bicycle commuters in the plan area.
Description of past
expenditures
Between 2003 and 2006 the City of Carlsbad
implemented approximately $5.9 million of
bikeway projects. An annual breakdown of
expenditures is provided in Table 3-8 Past
Bicycle Program Expenditures on page 3-13.
Table 3-8 Past
Bicycle Program
Expenditures
Pg 3-13
Estimated future financial
needs
The cost of the long-term recommended projects
is estimated to be about $12 ,440,000 for Class I
projects, $140 ,000 for Class II Bike Lane
projects, $42 ,000 for Class III Bike Routes
projects, and $15,000 for network facility
enhancement projects, for a combined total
system build out cost of about $12.6 million. Cost
estimates include estimated cost of construction,
administration and engineering design, utilities
relocation, and environmental document and
mitigation. Cost breakdowns by proposed
facility are listed in Table 7-1 on pages 7-2 to
7-3. Detailed cost breakdowns for each project
are provided in Appendix E. Annual operations
and maintenance costs are estimated to be
$120,300. A cost breakdown by Bikeway Class
is provided in Table 7-2 on page 7-3.
Table 7-1
Construction Cost of
Long-Term
Recommended
Bikeway Projects
Pgs 7-2 to 7-3
Appendix F: Project
Cost Estimates
Table 7-2 Annual
Operations and
Maintenance Cost
Estimates for
Recommended
Bikeway Network
Pg 7-3
Carlsbad Bikeway Master Plan 8-7
8. Compliance With BTA Requirements
This page intentionally left blank
8-8 Carlsbad Bikeway Master Plan
APPENDIX A: BIKEWAY DESIGN GUIDELINES
The design guidelines presented in this chapter are a combination of minimum standards outlined by the
California Highway Design Manual’s Chapter 1000 (Chapter 1000) and the California Manual on Uniform
Traffic Control Devices (California MUTCD), as well as supplemental design solutions tailored to the needs
of the City of Carlsbad. The minimum standards and guidelines presented by Chapter 1000 and the
California MUTCD provide basic information about the design of bicycle and pedestrian facilities, such as
minimum standards for Class I paths and associated signage. The supplemental guidance in this chapter
provides additional design recommendations for the Carlsbad Bikeway Network, such as recommended
wayfinding signage.
Carlsbad Bikeway Master Plan A-1
Appendix A: Design Guidelines
A.1. CALTRANS BIKEWAY CLASSIFICATION OVERVIEW
Description
Caltrans has defined three types of bikeways in Chapter 1000 of the Highway Design Manual: Class I,
Class II, and Class III. Minimum and recommended standards for each of these bikeway classifications is
shown below. The existing Carlsbad Bikeway Network includes segments of all three types of bikeways
described below.
Graphic
A-2 Carlsbad Bikeway Master Plan
Appendix A: Bikeway Design Guidelines
A.2. CLASS II BIKE LANE MINIMUM STANDARDS
Description
Chapter 1000 of the Caltrans Highway Design Manual provides standards for bicycle facilities planning
and design. These standards outline minimum dimensions, proper pavement markings, signage and other
design treatments for bicycle facilities. Refer to Caltrans website:
www.dot.ca.gov/hq/oppd/hdm/hdmtoc.htm.
Graphic
Carlsbad Bikeway Master Plan A-3
Appendix A: Design Guidelines
Summary of Standards
Bicycle lanes shall be one way facilities, running with the direction of traffic.
Where on-street parking is allowed, bicycle lanes must be striped between the parking area
and the travel lanes.
Width of bicycle lane:
1. Without an existing gutter, bicycle lanes must be a minimum of 4 feet wide.
2. With an existing gutter, bicycle lanes must be a minimum of 5 feet wide.
3. Where on-street parking stalls are marked and bicycle lanes are striped adjacent
to on-street parking, bicycle lanes must be a minimum of 5 feet wide.
4. Where on-street parking is allowed but stalls are not striped, bicycle lanes must be
a minimum of 12 feet wide. Depending on the type and frequency of traffic, wider
bicycle lanes may be recommended.
Bicycle lane striping standards:
1. Bicycle lanes shall be comprised of a 6 inch solid white stripe on the outside of the
lane, and a 4 inch solid white stripe on the inside of the lane.
2. Bicycle lanes must never be delineated with raised barriers.
3. The inside 4 inch stripe of the bicycle lane should be dropped 200 feet prior to any
intersection where right turns are permitted, and the outside 6 inch stripe should be
dashed in this location. Bicycle lanes are generally not marked through
intersections.
4. Bicycle lanes shall never be striped to the right of a right-hand turn lane
Bicycle lane signage standards:
1. The R81 (CA) bicycle lane sign shall be placed at the beginning of all bicycle lanes,
on the far side of arterial street intersections, at all changes in direction and at a
maximum of .6 mile intervals.
2. Standard signage is shown in Chapter 9 of the California MUTCD.
A-4 Carlsbad Bikeway Master Plan
Appendix A: Bikeway Design Guidelines
A.3. TYPICAL CLASS II BIKE LANE SIGNING AT A SIGNALIZED
INTERSECTION
Description
This treatment provides a design for where a roadway with Class II bike lanes intersects with a road at
a signalized intersection.
Graphic
Carlsbad Bikeway Master Plan A-5
Appendix A: Design Guidelines
A.4. DEDICATED BIKE TURN LANES AT AN INTERSECTION
Description
This treatment provides a design for bicycle turn lanes at signalized intersections along a Class II facility.
Graphic
A-6 Carlsbad Bikeway Master Plan
Appendix A: Bikeway Design Guidelines
A.5. ON-STREET BIKEWAY REGULATORY & WARNING SIGNAGE
Description
Signage for on-street bikeways includes standard BIKE LANE and BIKE ROUTE signage, as well as
supplemental signage such as SHARE THE ROAD and warning signage for constrained bike lane
conditions.
Graphic
Figures are from the California MUTCD.
Potential Applications
Various situations, specific to each site. The City should install SHARE THE ROAD signs along all Class III
Bike Routes in addition to standard BIKE ROUTE signage. SHARE THE ROAD signs may be installed at
one-half mile intervals along the designated route.
Guidelines
Signage should be installed on existing signposts if possible, reducing visual clutter along the path or
roadway.
(CA)
Carlsbad Bikeway Master Plan A-7
Appendix A: Design Guidelines
A.6. CARLSBAD BIKEWAY NETWORK SUGGESTED WAYFINDING
SIGNAGE
Description
Destination signage acts as a “map on the street” for cyclists. Destination signage can not only direct
cyclists to locations, but provide mileage and draw attention to local destinations. The destination
signage shown below indicates destinations along the route, and may include mileage. The city’s
Coastal Rail Trail signage, also shown, provides a sample of the type of signage plate that could be
attached to existing “Bike Lane” and “Bike Route” signs to enhance the network.
Graphic
Potential Applications
Along bicycle network streets near major destinations on the Carlsbad Bikeway Network.
Guidelines
1. Signage should be focused along major routes near key destinations. Signage should be
oriented toward both commuter and recreational cyclists.
2. Destination signage should be easy to read.
3. Signage should be installed on existing Bike Route or Bike Lane signs where possible to avoid
sign clutter.
Existing Coastal Rail Trail
signage plate along the
on-street bikeway
network
A-8 Carlsbad Bikeway Master Plan
Appendix A: Bikeway Design Guidelines
A.7. BICYCLE LOOP DETECTORS
Description
Bicycle loop detectors activate traffic signals at intersections, similar to standard loop detectors used for
auto traffic. Where bicycle loop detectors are not present, bicyclists are forced to wait for a motor
vehicle to trigger a signal; where motor vehicle traffic is infrequent, they may cross against a red signal.
Bicycle loop detectors should be identified with pavement markings that show cyclists where to position
themselves to trigger the traffic signal.
Graphic
Bicycle-Sensitive Loop Detector Examples
Quadrupole Loop – Type “C”
Detects most strongly in center
Sharp cut-off sensitivity
Used in bike lanes
Diagonal Quadrupole Loop – Type “D”
Sensitive over whole area
Sharp cut-off sensitivity
Used in shared lanes
Potential Applications
At signalized intersections along on-street segments of the Carlsbad Bikeway Network.
Guidelines
1. Pavement markings should identify proper cyclist position above the loop detector.
2. Loop detectors should provide adequate time for cyclists to cross the intersection, keeping in mind
the slower travel speed (10-15 mph) of bicyclists.
Carlsbad Bikeway Master Plan A-9
Appendix A: Design Guidelines
A.8. DRAINAGE GRATES AND UTILITY COVERS
Description
Improper drainage grates and utility covers can catch bicycle tires and cause bicyclists to lose control.
Because of this, cyclists may veer into traffic lanes to avoid grates and utility covers. Properly designed
grates and utility covers allow cyclists to maintain their direction of travel without catching tires or being
forced into travel lanes.
Graphic
Potential Applications
Wherever drainage grates or utility covers are located along on-street segments of the Carlsbad
Bikeway Network.
Guidelines
1. Grates must feature crossbars or a grid which prevents bicycle tires from catching or slipping
through, as shown above.
2. Metal covers used in construction zones must have a non-slip coating.
A-10 Carlsbad Bikeway Master Plan
Appendix A: Bikeway Design Guidelines
A.9. BICYCLE RACKS
Description
Secure bicycle parking is an essential element of a functional bicycle network. Bicycle racks are a
common form of short-term secure bicycle parking and should be installed and maintained in various
locations in Carlsbad such as shopping centers, recreation and beach areas and schools.
Graphic
\
Potential Applications
Throughout the Carlsbad Bikeway Network, with priority given to significant destinations such as parks,
schools, shopping centers, transit hubs and job centers.
Guidelines
1. The rack element (part of the rack that supports the bicycle) should keep the bicycle upright by
supporting the frame in two places without the bicycle frame touching the rack. The rack should
allow one or both wheels to be secured.
2. A standard inverted-U style rack (shown above) is a simple and functional design that takes up
minimal space on the sidewalk and is easily understood buy users. Most rack vendors offer the
inverted-U design
3. In general, avoid use of multiple-capacity “wave” style racks. Users commonly misunderstand
how to correctly park at wave racks, placing their bikes parallel to the rack and effectively
limiting capacity to 1 or 2 bikes.
4. Position racks so there is enough room between adjacent parked bicycles. If it becomes too
difficult for a bicyclist to easily lock their bicycle, they may park it elsewhere and the bicycle
capacity is lowered. A row of inverted “U” racks should be situated on 30” minimum centers.
5. Empty racks should not pose a tripping hazard for visually impaired pedestrians. Position racks
out of the walkway’s clear zone.
6. When possible, racks should be in a lighted, high visibility, covered area protected from the
elements. Long-term parking should always be protected.
Carlsbad Bikeway Master Plan A-11
Appendix A: Design Guidelines
A.10. TYPICAL CLASS I PATH DESIGN DETAILS
Description
In order to accommodate both bicyclists and pedestrians, Class I paths should be designed to the
minimum standards shown below. In locations with high use, or on curves with limited sight distance, a
yellow centerline should be used to separate travel in opposite directions. High use areas of the trail
should also provide additional width up to 12 feet -16 feet as recommended below. Lighting should be
provided in locations where evening use is anticipated or where paths cross below freeways or other
structures.
Graphic
Potential Applications
All Class I Paths.
Guidelines
1. Paths should be constructed with adequate sub grade compaction to minimize cracking and
sinking, and should be designed to accommodate appropriate loadings, including emergency
vehicles.
2. A 2% cross slope shall be provided to ensure proper drainage.
A-12 Carlsbad Bikeway Master Plan
Appendix A: Bikeway Design Guidelines
A.11. CLASS I PATH REGULATORY AND WARNING
SIGNAGE
Description
Signage for Class I paths includes warning signage for path-roadway crossings, destination and way
finding signage for path users, signage to assist path users in crossing roadways, and signage to
encourage proper use of path facilities. Striping along paths can help separate different types of path
users, can separate opposing flows of pathway traffic, and can provide information to path users about
upcoming roadway crossings or obstacles.
Graphic
Figures are from California MUTCD.
Potential Applications
Various situations, specific to each site.
Guidelines
Signage should be installed on existing signposts if possible, reducing visual clutter along the path or
roadway.
Carlsbad Bikeway Master Plan A-13
Appendix A: Design Guidelines
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A-14 Carlsbad Bikeway Master Plan
APPENDIX B: SAMPLE BICYCLE PARKING ORDINANCE
LANGUAGE
This appendix provides sample bicycle parking code language taken from the City of Palo Alto Municipal
Code and the City of San Francisco Planning Code. It is recommended that the City of Carlsbad pass a
bicycle parking ordinance to include similar language in their zoning code. Both Palo Alto and San
Francisco provide detailed parking requirements per building square footage, and include provisions such
as employee shower requirements.
PALO ALTO MUNICIPAL CODE
BICYCLE PARKING REQUIREMENTS
Section 18.83.050
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
Accessory employee housing or guest
cottage
1 space per unit None
Administrative office services:
80% - I (a) In the LM district 1 space for each 27.9 sq. m. (300 sq. ft.) of gross
floor area
10% of auto parking
20% - II
80% - I (b) In all other districts 1 space for each 23.2 sq. m. (250 sq. ft.) of gross
floor area
10% of auto parking
20% - II
80% - I Animal care facilities 1 space for each 32.5 sq. m. (350 sq. ft.) of gross
floor area
10% of auto parking or
1 space-whichever is
greater
20% - III
Automobile service station:
(a) Except in parking assessment area 1 space for each 32.5 sq. m. (350 sq. ft.) of gross
enclosed floor area, plus queue capacity
equivalent to the service capacity of gasoline pumps
None
Carlsbad Bikeway Master Plan B-1
Appendix B: Sample Bicycle Parking Ordinance Language
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
(b) In the California Ave. parking
assessment area
1 space for each 2.82 sq. m. (310 sq. ft.) of gross
enclosed floor area, plus queue capacity equivalent to the service capacity of gasoline
pumps
None
Automotive services:
(a) Enclosed, except in parking
assessment areas
1 space for each 32.5 sq. m. (350 sq. ft.) of gross
floor area
None
(b) Open lot, except parking
assessment areas
1 space for each 46.5 sq. m. (500 sq. ft.) of
exterior sales, display, or storage site area
None
(c) In the California Ave. parking
assessment area
1 space for each 13.9 sq. m. (150) sq. ft.) of
gross floor area, display, or storage on site
None
40% - I Business and trade schools 1 space for each 4-person capacity, or 1 space
for each 23.2 sq. m. (250 sq. ft.) of gross floor area, whichever is greater
10% of auto parking
60% - II - covered
20% - I
40% - II
Churches and religious institutions 1 space for each 4 sets or 4- person capacity,
based on maximum use of all facilities at the same time
10% of auto parking
40% - III
20% - I
20% - II
60% - III
Commercial recreation 1 space for each 4 seats or 4-person capacity, or
as adjusted by the Zoning Administrator as part of the conditional use permit, not to exceed a 30% reduction
25% of auto parking
or as adjusted by the Zoning Administrator as
part of the conditional
use permit
20% - I
20% - II - covered
Community facilities, including swim club,
tennis club, golf course, community centers,
neighborhood centers, and similar
activities
1 space for each 4-person capacity based on
maximum use of all facilities, or as adjusted by
the Zoning Administrator as part of the conditional
use permit, not to exceed a 30% reduction
25% of auto parking
60% - III
B-2 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
or as adjusted by the
Zoning Administrator as part of the conditional
use permit
2 spaces - I Convalescent facilities 1 space for each 2.5 patient beds 10% of auto parking
remainder - III
a. Day care centers: 1 space for each 1.5
employees 25% of auto parking 100% - I
b. Day care homes: 2 spaces per dwelling unit,
of which one space shall be covered 25% of auto parking 100% - II
c. Family day care homes: 2 spaces per
dwelling unit, or which one space shall be covered None
d. Residential day care homes: 2 spaces, or
which one space shall be covered, for the resident owners or tenants
None
Where such uses are conditional, to be
established by use permit conditions
Day care centers, day care homes, family
day care homes, and residential care
homes
40% - I Downtown University Avenue Parking
Assessment Area - all uses
1 space for each 23.2 sq. m. (250 sq. ft.) of gross
floor area
10% of auto parking
60% - II
Drive-up windows providing services to
occupants in vehicles
Queue line for 5 cars, not blocking any parking
spaces, in addition to other applicable
requirements
None
Eating and drinking services:
40% - I (a) With drive-in or take out facilities 3 spaces for each 9.3 sq. m. (100 sq. ft.) of gross
floor area
25% of auto parking
60% - III
40% - I
30% - II
(b) All others, except parking assessment areas 1 space for each 60 gross sq. ft. of public service area, plus one space for each 200 gross sq. ft.
for all other areas
10% of auto parking
30% - III
40% - I (c) All others, in the California Ave. parking assessment area 1 space for each 14.4 sq. m. (155 sq. ft.) of gross floor area 10% of auto parking
60% - II
Carlsbad Bikeway Master Plan B-3
Appendix B: Sample Bicycle Parking Ordinance Language
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
Financial Services:
(a) Bank, savings and loan offices with
696.7 sq. m. or less (7,500 sq. ft.) of gross
floor area:
40% - I (1) Except in the parking assessment
areas
1 space for each 18.6 sq. m. (200 sq. ft.) of gross
floor area
10% of auto parking
60% - III
40% - I (2) In the California Ave. parking assessment area 1 space for each 16.7 sq. m. (180) sq. ft.) of gross floor area 10% of auto parking
60% - III
(b) Banks, savings and loan offices with more than 696.7 sq. m. (7,500 sq. ft.) of
gross floor area:
40% - I (1)Except in the parking assessment are 1 space for each 23.2 sq. m. (250 sq. ft.) of gross floor area 10% of auto parking
60% - III
(2)In the California Ave. parking assessment area 1 space for each 16.7 sq. m. (180) sq. ft.) of gross floor area 10% of auto parking
40% - I (c) Others 1 space for each 23.2 sq. m. (250 sq. ft.) of gross floor area 10% of auto parking
60% - III
General business services:
80% - I (a) Enclosed, except in parking
assessment areas
1 space for each 3.25 sq. m. (350 sq. ft.) of gross
floor area
10% of auto parking
20% - II
80% - I (b) Enclosed, in the California Ave.
parking assessment area
1 space for each 33.4 sq. m. (360 sq. ft.) of gross
floor area
10% of auto parking
20% - II
(c) Open lot 1 space for each 46.5 sq. m. (500 sq. ft.) of sales,
display, or storage site area
10% of auto parking 100% - III
60% - I Hospitals 1 space for each 1.5 patient beds 10% of auto parking
40% - II
B-4 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
40% - I
30% - II
Hotel 1 space per guestroom; plus the applicable requirement for eating and drinking, banquet,
assembly, commercial or other as required for
such use, less 75 percent of the spaces required
for guestrooms
10% of auto parking
30% - III
Lodging 1 space for each lodging unit in addition to other
residential use requirements
1 space per lodging unit 100% - I
Manufacturing:
80% - I (a) In the LM district 1 space for each 27.9 sq. m. (300 sq. ft.) of gross
floor area
10% of auto parking
20% - II
80% - I (b) In all other districts 1 space for each 46.5 sq. m. (500 sq. ft.) of gross
floor area
10% of auto parking
20% - II
Medical, professional, and general
business offices:
60% - I (a) In the LM district 1 space for each 27.9 sq. m. (300 sq. ft.) of gross
floor area
10% of auto parking
40% - II
60% - I (b) In all other districts, except in parking assessment areas 1 space for each 23.2 sq. m. (310 sq. ft.) of gross floor area 10% of auto parking
40% - II
60% - I (c) In the California Ave. parking
assessment area
1 space for each 28.8 sq. m. (310 sq. ft.) of gross
floor area
10% of auto parking
40% - II
Mortuaries 1 space for each 4 seats or 4-person capacity, plus funeral procession queue capacity of 5 cars 2 spaces 100% - II
Multiple-family residential use 1.25 spaces per studio unit, 1.5 spaces per 1-
bedroom unit, and 2 spaces per 2-bedroom or
larger unit; of which at least one space per unit
must be covered
1 space per unit 100% - I
(a) Guest parking For projects exceeding 3 units: 1 space plus 10% of total number of units, provided that if more
than one space per unit is assigned or secured
parking, then guest spaces equal to 33% of all
units is required.
1 space for each 10 units 100% - III
Personal services:
Carlsbad Bikeway Master Plan B-5
Appendix B: Sample Bicycle Parking Ordinance Language
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
20% - I
40% - II
(a) Except in parking assessment areas 1 space for each 18.6 sq. m. (200 sq. ft.) of gross
floor area
10% of auto parking
40% - III
20% - I
40% - II
(b) In the California Avenue parking
assessment area
1 space for each 4.18 sq. m. (450 sq. ft.) of gross
floor area
10% of auto parking
40% - III
20% - I
40% - II
Private clubs, lodges and fraternal
organizations
1 space for each 4 seats or 4-person capacity
based on maximum use of all space at one time
10% of auto parking
40% - III
Research and development:
80% - I (a) In the LM district 1 space for each 27.9 sq. m. (300 sq. ft.) of gross
floor area
10% of auto parking
20% - II
80% - I (b) In all other districts 1 space for each 23.2 sq. m. (250 sq. ft.) of gross
floor area
10% of auto parking
20% - II
Retail:
20% - I
40% - II
(a) Intensive, except in parking
assessment areas
1 space for each 18,.6 sq. m. (200 sq. ft.) of
gross floor area
10% of auto parking
40% - III
20% - I
40% -II
(b) Intensive in the California Ave.
parking assessment area
1 space for each 22.3 sq. m. (240) sq. ft. ) of
gross floor area
10% of auto parking
40% - III
20% - I
40% - II
(c) Extensive 1 space for each 32.5 sq. m. (350 sq. ft.) of gross
floor area
10% of auto parking
40% - III
(d) Open lot 1 space for each 46.5 sq. m. (500 sq. ft.) of sales,
display, or storage site area
10% of auto parking 100% - III
Schools and educational facilities:
(a) Grades K-8 2 spaces per teaching station 1 space per every 3
students
100% - III enclosed
B-6 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
Table 1. Minimum Off-Street Parking Requirements
Use
Minimum Off-Street Parking
Requirement
Minimum Bicycle Parking
Requirements
Spaces Class(1)
(b) Grades 9-12 4 spaces per teaching station 1 space per every 3 students 100% - III enclosed
40% - I
30% - II
Shopping center 1 space for each 25.6 sq. m. (275 sq. ft.) of gross floor area 10% of auto parking
30% - III
Single-family residential use: (including
second detached single-family dwelling
units)
For the primary dwelling unit, 4 spaces, of which
one space must be covered
None
For all additional units, 2 spaces per unit, of which
one space must be covered
None
(a) In the O-S district
(b) In all other districts 2 spaces per unit, of which one space must be covered None
Two-family residential use 1.5 spaces per unit, of which one space must be
covered
1 space per unit 100% - I
Warehousing and distribution:
80% - I (a) In the LM district 1 space for each 27.9 sq. m. (300 sq. ft.) of gross
floor area
10% of auto parking
20% - II
80% - I (b) In all other districts 1 space for each 92.9 sq. m. (1,000 sq. ft.) of
gross floor area
10% of auto parking
20% - II
Any use not specified To be determined by the Director of Planning and
Community Environment
To be determined by the
Director of Planning and Community Environment
(1) For description of bicycle parking classes, refer to section 18.83.080
DESIGN STANDARDS: BICYCLE PARKING FACILITIES
Section 18.83.080
(a) Classifications of Bicycle Parking Facilities.
Carlsbad Bikeway Master Plan B-7
Appendix B: Sample Bicycle Parking Ordinance Language
Class I Facilities. Intended for long-term parking; protects against theft of entire bicycle and of its
components and accessories. The facility must also protect the bicycle from inclement weather, including
wind-driven rain. Three design alternatives for Class I facilities are as follows:
Bicycle Locker. A fully enclosed space accessible only by the owner or operator of the bicycle.
Bicycle lockers may be pre-manufactured or designed for individual sites. All bicycle lockers must
be fitted with key locking mechanisms.
In multiple-family developments, the Class I bicycle parking and required storage area for each
dwelling unit may be combined into one locked mullet-use storage facility provided that the total
space requirement shall be the sum of the requirements for each use computed separately.
The preferred Class I facility is a bicycle locker. Restricted access facilities and enclosed cages
may be considered as alternatives to bicycle lockers as indicated below. Class I facilities other
than lockers, restricted access rooms, or enclosed cages, but providing the same level of security,
may be approved by the Planning Director.
Restricted Access. Class II bicycle parking facilities located within a locked room or locked enclosure
accessible only to the owners or operators of the bicycles parked within. The maximum capacity of
each restricted room or enclosure shall be ten (10) bicycles. An additional locked room or
enclosure is required for each maximum increment of ten additional bicycles. The doors of such
restricted access enclosures must be fitted with key locking mechanisms.
In multiple-family residential developments, a common locked garage area with Class II bicycle
parking facilities shall be deemed restricted access provided the garage is accessible only to the
residents of the units for whom the garage is provided.
Enclosed Cages. A fully enclosed chain link enclosure for individual bicycles, where contents are
visible from the outside, and which can be locked by a user-provided lock. The locking mechanism
must accept a 3/8" diameter padlock. This type of facility is only to be used for retail and service
uses and multiple family developments.
Class II Facilities. Intended for short term parking. A stationary object to which the user can lock the frame
and both wheels with only a lock furnished by the user. The facility shall be designed so that the lock is
protected from physical assault. A Class II rack must accept padlocks and high security U-shaped locks.
Class III Facilities. Intended for short term parking. A stationary object to which the user can lock the
frame and both wheels with a user-provided cable or chain (6 foot) and lock.
All Class III facilities must be located at street floor level.
(b) The following general design standards shall be observed:
• Class II and Class III facilities shall provide at least a twenty-four inch clearance from the centerline
of each adjacent bicycle, and at least eighteen inches from walls or other obstructions.
• An aisle or other space shall be provided to bicycles to enter and leave the facility. This aisle shall
have a width of at least five feet (1.5 meters) to the front or the rear of a standard six-foot (1.8
meters) bicycle parked in the facility.
B-8 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
• Parking facilities shall support bicycles in a stable position without damage to wheels, frame, or
components. Facilities designed for hanging or vertical storage of bicycles shall not satisfy the
requirements of this chapter.
• Bicycle parking should be situated at least as conveniently as the most convenient vehicle parking
area. Bicycle and vehicle parking areas shall be separated by a physical barrier or sufficient
distance to protect parked bicycles from damage by vehicles.
• Class I facilities at employment sites shall be located near the building entrances used by
employees.
• Class II or Class III facilities intended for customers or visitors shall be located near the
main building entrances used by the public.
Paving of bicycle parking areas is required.
• Convenient access to bicycle parking facilities shall be provided. Where access is via a sidewalk
or pathway, curb ramps shall be installed where appropriate.
• Signage of Bicycle Parking Facilities.
• Where bicycle parking areas are not clearly visible to approaching bicyclists, signs shall
be posted to direct cyclists to the facilities.
• All bicycle parking areas shall be identified by a sign of a minimum of 12" X 12" in size
to identify the area for bicycle parking and to give the name, phone number of location
of the person in charge of the facility.
• Where Class I parking required by this chapter is provided by restricted access parking,
the sign shall state that the bicycle enclosure shall be kept locked at all times.
• Lighting shall be provided in all bicycle parking areas. In both exterior and interior locations,
lighting of not less than one footcandle of illumination at ground level shall be provided.
• The director of planning and community environment shall have the authority to review the design
of all bicycle parking facilities required by this chapter with respect to safety, security, and
convenience.
EMPLOYEE SHOWER FACILITY REQUIREMENTS
Section 18.49.040
(e) Requirement for Showers. Employee shower facilities shall be provided for any new building
constructed or for any addition to or enlargement of any existing building in compliance with the following
table:
Use Gross Floor Area of New
Construction
Number of Showers Required
0-9,999 sq. ft. No requirement
10,000-19,999 sq. ft. 1
Medical, professional, general business
offices, financial services, business and trade
schools and general business services. 20,000-49,999 sq. ft. 2
Carlsbad Bikeway Master Plan B-9
Appendix B: Sample Bicycle Parking Ordinance Language
50,000 sq. ft. and up 4
0-24,999 sq. ft No requirement
25,000-49,999 sq. ft. 1
50,000-99,999 sq. ft. 2
Retail, personal and eating and drinking
services.
100,000 sq. ft. and up 4
SAN FRANCISCO PLANNING CODE
BICYCLE PARKING AND SHOWER REQUIREMENTS
Excerpts from the San Francisco Planning Code, Sections 155.1-4.
See: http://sfgov.org/planning/index.htm
SEC. 155.1. BICYCLE PARKING REQUIREMENTS FOR CITY-OWNED AND LEASED BUILDINGS.
In all City-owned and leased buildings, regardless of whether off-street parking is available, the
responsible city official, as defined in Section 155.1(a)(11) below, shall provide bicycle parking according
to the schedule in Section 155.1(c) below, except as otherwise provided in Section 155.2. The provisions of
this Section shall not apply in any case where the City occupies property as a tenant under a lease the
term of which does not exceed six months. In the event that a privately owned garage, as defined in
Section 155.2, is in a building in which the City leases space, Section 155.2 and not this Section shall
apply. All required bicycle parking shall conform to the requirements of Sections 155.1(b) (Location of
Facilities) and 155.1(c) (Number of Spaces) set forth below:
(a) Definitions.
(1) Locker. A fully enclosed, secure and burglar-proof bicycle parking space accessible only to the
owner or operator of the bicycle.
(2) Check-In Facility. A location in which the bicycle is delivered to and left with an attendant with
provisions for identifying the bicycle's owner. The stored bicycle is accessible only to the attendant.
(3) Monitored Parking. A location where Class 2 parking spaces are provided within an area under
constant surveillance by an attendant or security guard or by a monitored camera.
(4) Restricted Access Parking. A location that provides Class 2 parking spaces within a locked room
or locked enclosure accessible only to the owners of bicycles parked within.
(5) Personal Storage. Storage within the view of the bicycle owner in either the operator's office or
a location within the building.
(6) Class 1 Bicycle Parking Space(s). Facilities which protect the entire bicycle, its components and
accessories against theft and against inclement weather, including wind-driven rain. Examples of this type
of facility include (1) lockers, (2) check-in facilities, (3) monitored parking, (4) restricted access parking,
and (5) personal storage.
B-10 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
(7) Class 2 Bicycle Parking Space(s). Bicycle racks which permit the locking of the bicycle frame
and one wheel to the rack and, which support the bicycle in a stable position without damage to
wheels, frame or components.
(8) Director. Director of the Department of City Planning.
(9) Landlord. Any person who leases space in a building to the City. The term “landlord” does not
include the City.
(10) Employees. Individuals employed by the City and County of San Francisco.
(11) Responsible City Official. The highest ranking City official of an agency or department which
has authority over a City-owned building or parking facility or of an agency or department for which the
City is leasing space.
(12) Person. Any individual, proprietorship, partnership, joint venture, corporation, limited liability
company, trust, association, or other entity that may enter into leases.
(b) Location of Facilities.
(1) At locations where the majority of parking spaces will be long-term (e.g., occupied by building
employees for eight hours or more), at least ½ of the required bicycle parking spaces shall be Class 1
spaces. The remaining spaces may be Class 2 spaces. The Director may approve alternative types of
parking spaces that provide an equivalent measure of security.
(2) Alternative Locations. In the event that compliance with Section 155.1(b)(1) may not be feasible
because of demonstrable hardship, the responsible city official may apply to the Director for approval of
an alternative storage location. In acting upon such applications, the Director shall be guided by the
following criteria: Such alternative facilities shall be well-lighted and secure. The entrance shall be no more
than 50 feet from the entrance of the building, unless there are no feasible locations within a 50 foot zone
that can be provided without impeding sidewalk or pedestrian traffic. However, in no event shall an
alternative location be approved that is farther from the entrance of the building than the closest
automobile parking space.
(3) Exemptions. If no feasible alternative parking facility exists nearby which can be approved
pursuant to Section 155.1(b)(1) or (2) or, securing an alternative location would be unduly costly and pose
a demonstrable hardship on the landlord, or on the City, where the City owns the building, the Director
may issue an exemption. In order to obtain an exemption, the responsible City official shall certify to the
Director in writing that the landlord, or the City, where the City owns the building, will not prohibit bicycle
operators from storing bicycles within their office space, provided that they are stored in such a way that
the Fire Code is not violated and that the normal business of the building is not disrupted.
(c) Required Number of Bicycle Parking Spaces.
(1) Class 1 Bicycle Parking Spaces. The following standards shall govern the number of Class 1,
long-term, bicycle parking spaces a responsible City official must provide:
(A) In buildings with one to 20 employees, at least two bicycle parking spaces shall be provided.
(B) In buildings with 21 to 50 employees, at least four bicycle parking spaces shall be provided.
(C) In buildings with 51 to 300 employees, the number of bicycle parking spaces provided shall be
equal to at least five percent of the number of employees at that building, but in no event shall fewer than
five bicycle spaces be provided.
Carlsbad Bikeway Master Plan B-11
Appendix B: Sample Bicycle Parking Ordinance Language
(D) In buildings with more than 300 employees, the number of bicycle parking spaces provided shall
be equal to at least three percent of the number of employees at that building but in no event shall fewer
than 16 bicycle parking spaces be provided.
(2) In addition to the Class 1 bicycle parking spaces required above, a responsible City official shall
also provide Class 2 bicycle parking spaces according to the below enumerated schedule:
(A) In buildings with one to 40 employees, at least two bicycle parking spaces shall be provided.
(B) In buildings with 41 to 50 employees, at least four bicycle parking spaces shall be provided.
(C) In buildings with 51 to 100 employees, at least six bicycle parking spaces shall be provided.
(D) In buildings with more than 100 employees, at least eight bicycle parking spaces shall be
provided. Wherever a responsible City official is required to provide eight or more Class 2 bicycle
parking spaces, at least 50 percent of those parking spaces shall be covered.
(3) In public buildings where the City provides a public service to members of the public who are
patrons or users of the buildings, such as libraries, museums, and sports facilities, the responsible City
official shall provide the number of bicycle parking spaces as set out in Section 155.1(c)(1) and (2), except
that the average patron load in a building during peak use hours as determined by the Director, rather
than the number of employees, shall determine the number of spaces required. This Section shall not apply
where a public building has a “garage” (as such term is defined in Section 155.2(a)) that is open to the
general public, in which case Section 155.2 shall apply.
(4) The Director shall annually survey the amount, location, and usage of provided bicycle parking
spaces in all buildings subject to the requirements of this Section in order to ascertain whether current
requirements are adequate to meet demand for such parking spaces. If current requirements are
inadequate, the Director shall draft and submit to the Board of Supervisors proposed legislation that
would remedy the deficiency.
(5) Reductions. The Director may grant a reduction from the number of bicycle parking spaces
required by this Section where the applicant shows based upon the type of patronage, clientele,
or employees using the building that there is no reason to expect a sufficient number of bicycle-
riding patrons, clientele or employees to justify the number of spaces otherwise required by the
Section.
(d) Layout of Spaces. Class 1 and Class 2 bicycle parking spaces or alternative spaces approved
by the Director shall be laid out according to the following:
(1) An aisle or other space to enter and leave the facility shall be provided. The aisle shall provide
a width of five feet to the front or rear of a standard six-foot bicycle parked in the facility.
(2) Each bicycle parking space shall provide an area at least two feet wide by six feet deep.
Vertical clearance shall be at least 78 inches.
(3) Bicycle parking shall be at least as conveniently located as the most convenient nondisabled car
parking. Safe and convenient means of ingress and egress to bicycle parking facilities shall be provided.
Safe and convenient means include, but are not limited to stairways, elevators and escalators.
(4) Bicycle parking and automobile parking shall be separated by a physical barrier or sufficient
distance to protect parking bicycles from damage.
B-12 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
(5) Class 2 bicycle racks shall be located in highly visible areas to minimize theft and vandalism.
(6) Where Class 2 bicycle parking areas are not clearly visible to approaching bicyclists, signs shall
indicate the locations of the facilities.
(7) The surface of bicycle parking spaces need not be paved, but shall be finished to avoid mud and
dust.
(8) All bicycle racks and lockers shall be securely anchored to the ground or building structure.
(9) Bicycle parking spaces may not interfere with pedestrian circulation.
(g) Miscellaneous Requirements.
(4) Buildings with existing traditional-type racks which support only one wheel shall have two years
from the effective date of this Section to replace them with conforming racks.
SEC. 155.3. SHOWER FACILITIES AND LOCKERS REQUIRED IN NEW COMMERCIAL AND INDUSTRIAL
BUILDINGS AND EXISTING BUILDINGS UNDERGOING MAJOR RENOVATIONS.
(a) Definitions.
(1) New Building. A commercial or industrial building for which a building permit is issued at least
six months after the effective date of this legislation.
(2) Major Renovations. Any construction or renovation project (i) for which a building permit is
issued commencing at least six months after the date of enactment of this legislation (ii) which involves an
enlargement of an existing public or privately owned commercial or industrial building, and (iii) which has
an estimated cost of at least $1,000,000.00. For purposes of this Section, the term “enlargement” shall
mean an increase in the square footage of the ground story of a building.
(3) The term “commercial building” shall include, but is not limited to, public or privately owned
buildings containing employees working for City government agencies or departments.
(b) Requirements for New Buildings and Buildings With Major Renovations. New buildings and
buildings with major renovations shall provide shower and clothes locker facilities for short-term use of the
tenants or employees in that building in accordance with this Section. Where a building undergoes major
renovations, its total square footage after the renovation is the square footage that shall be used in
calculating how many, if any, showers and clothes lockers are required.
(c) For new buildings and buildings with major renovations whose primary use consists of medical or
other professional services, general business offices, financial services, City government agencies and
departments, general business services, business and trade schools, colleges and universities, research and
development or manufacturing, the following schedule of required shower and locker facilities applies:
(1) Where the gross square footage of the floor area exceeds 10,000 square feet but is no greater
than 20,000 square feet, one shower and two clothes lockers are required.
(2) Where the gross square footage of the floor area exceeds 20,000 square feet but is no greater
than 50,000 square feet, two showers and four clothes lockers are required.
Carlsbad Bikeway Master Plan B-13
Appendix B: Sample Bicycle Parking Ordinance Language
(3) Where the gross square footage of the floor area exceeds 50,000 square feet, four showers
and eight clothes lockers are required.
(d) For new buildings and buildings with major renovations whose primary use consists of retail,
eating and drinking or personal services, the following table of shower and locker facilities applies:
(1) Where the gross square footage of the floor area exceeds 25,000 square feet but is no greater
than 50,000 square feet, one shower and two clothes lockers are required.
(2) Where the gross square footage of the floor area exceeds 50,000 square feet but is no greater
than 100,000 square feet, two showers and four clothes lockers are required.
(3) Where the gross square footage of the floor area exceeds 100,000 square feet, four showers
and eight clothes lockers are required.
(e) Exemptions. An owner of an existing building subject to the requirements of this Section shall be
exempt from Subsections (c) and (d) upon submitting proof to the Director of the Department of City
Planning that the owner has made arrangements with a health club or other facility, located within a four-
block radius of the building, to provide showers and lockers at no cost to the employees who work in the
owner's building.
(f) Exclusion for Hotels, Residential Buildings and Live/Work Units. This Section shall not apply to
buildings used primarily as hotels or residential buildings. In addition, this Section shall not apply to
“live/work units” as defined in Section 102.13 of the San Francisco Planning Code.
(g) Owners of Existing Buildings Encouraged to Provide Shower and Clothes Locker Facilities.
The City encourages private building owners whose buildings are not subject to this Section to provide safe
and secure shower and clothes locker facilities for employees working in such buildings.
(h) The Department of City Planning may establish more definitive requirements for shower and
locker facilities in accordance with this Section. (Added by Ord. 343-98, App. 11/19/98)
SEC. 155.4. BICYCLE PARKING REQUIRED IN NEW AND RENOVATED COMMERCIAL BUILDINGS.
(a) Definitions.
(1) All definitions set forth in Section 155.1(a) and Section 155.3(a) are incorporated into this
Section.
(2) New Commercial Building. A commercial or industrial building for which a building permit is
issued on or at least six months after the effective date of this Section.
(3) Major Renovation. Any construction or renovation project (i) for which a building permit is
issued commencing on or at least six months after the effective date of this Section (ii) which involves an
enlargement of an existing commercial building and (iii) which has an estimated construction cost of at least
$1,000,000.00.
(b) Requirements for New Commercial Buildings and Commercial Buildings with Major
Renovations. New commercial buildings and commercial buildings with major renovations, as a condition
of approval, shall provide bicycle parking in that building in accordance with this Section. Where a
building undergoes major renovations, its total square footage after the renovation shall be used in
calculating how many, if any, bicycle parking spaces are required.
B-14 Carlsbad Bikeway Master Plan
Appendix B: Sample Bicycle Parking Ordinance Language
(c) Types of Bicycle Parking. New commercial buildings and commercial buildings with major
renovations shall offer either Class 1 bicycle parking, as defined in Section 155.1(a)(6), or Class 2 bicycle
parking, as defined in Section 155.1(a)(7), or a combination of Class 1 and Class 2 bicycle parking.
(d) Bicycle Parking Spaces - Professional Services. For new commercial buildings and commercial
buildings with major renovations whose primary use consists of medical or other professional services,
general business offices, financial services, general business services, business and trade schools, colleges
and universities, research and development or manufacturing, the following schedule of required bicycle
parking applies:
(1) Where the gross square footage of the floor area exceeds 10,000 square feet but is no greater
than 20,000 feet, 3 bicycle spaces are required.
(2) Where the gross square footage of the floor area exceeds 20,000 square feet but is no greater
than 50,000 feet, 6 bicycle spaces are required.
(3) Where the gross square footage of the floor area exceeds 50,000 square feet, 12 bicycle
spaces are required.
(4) Bicycle Parking Spaces—Retail. For new commercial buildings and commercial buildings with
major renovations whose primary use consists of retail, eating and drinking or personal service, the
following schedule of required bicycle parking applies:
(1) Where the gross square footage of the floor area exceeds 25,000 square feet but is no greater
than 50,000 feet, 3 bicycle spaces are required.
(2) Where the gross square footage of the floor area exceeds 50,000 square feet but is no greater
than 100,000 feet, 6 bicycle spaces are required.
(3) Where the gross square footage of the floor area exceeds 100,000 square feet, 12 bicycle
spaces are required.
(f) Notice of Bicycle Parking. New commercial buildings and commercial buildings with major
renovations subject to this Section must provide adequate signs or notices to advertise the availability of
bicycle parking.
(g) Layout of Spaces. Owners of new commercial buildings and commercial buildings with major
renovations subject to this Section are encouraged to follow the requirements set forth in Section 155.1(d)
(Layout of Spaces) in installing Class 1 and Class 2 bicycle parking.
(h) Owners of Existing Buildings Encouraged to Provide Bicycle Parking Spaces. The City
encourages building owners whose buildings are not subject to this Section to provide bicycle parking
spaces in such buildings.
(i) Exemption. Where a new commercial building or building with major renovations includes
residential uses, the building's total non-residential square footage shall be used in calculating how many,
if any, bicycle parking spaces are required.
(j) This Section shall not be interpreted to interfere with the Department of Planning's authority to
require more than the minimum bicycle parking spaces required by this Section as a condition of approval
of a project, where appropriate.
(k) For the purposes of this Section, commercial shall mean commercial and industrial. (Added by
Ord. 193-01, File No. 010488, App. 9/7/2001)
Carlsbad Bikeway Master Plan B-15
Appendix B: Sample Bicycle Parking Ordinance Language
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B-16 Carlsbad Bikeway Master Plan
APPENDIX C: CONSTRUCTION ZONE TREATMENTS
Construction zones are difficult environments in which to manage traffic. Priorities exist to maintain
vehicular traffic flow, to maintain transit service at an acceptable level, to maintain pedestrian access to
businesses and the street, and to maintain bicycle traffic flow to minimize inconveniences to riders. Issues
related to bicycles in construction zones must not be overlooked. Some of these issues are discussed here.
They include the following:
• Lane Closures
• Signage
• Pavement Smoothness and Compaction
• Enforcement of Guidelines and Inspection
• Trenching and Plate Use
• Gutter-to-Pavement Transition
• Drainage Grate Guidelines
The purpose of this is to provide planning level guidance for the accommodation of bicycles in construction
zones. This guidance is based on national and state sources. Actual treatments for treating bicycles in
construction zones is dealt with in traffic management plans submitted by contractors to the City.
Contractors and the City can use this document to assist them with specific traffic control measures in each
construction zone.
LANE CLOSURES
When lanes are closed for construction activities, guidelines should consider the needs of bicyclists and
motorists. Accommodating bicycle space during a lane closure is typically considered only when a
bikeway facility (such as a bicycle lane) is affected by construction activities. Wherever bicycles are
allowed, measures should be taken to provide for the continuity of a bicyclist’s trip through a lane closure.
The most important consideration is to maintain adequate width of travel lanes to accommodate bicycle
travel. Where bike lanes exist, it may be possible to carry the bike lane through the construction zone. A
second option is to provide a wide outside lane through the construction zone for shared use by motor
vehicles and bicycles. When necessary, bicycles share a standard travel lane (12 feet) with motor vehicles
through a construction zone. Only in rare cases would bicycles be detoured to another street when travel
lanes remain open on the street under construction.
A complete road closure affects bicyclists in a similar manner as motorists. If an entire roadway segment is
closed for construction activities, a sufficient detour route should be provided for all modes of travel. The
implementation of these detour routes, however, should take into consideration attributes of alternative
routes as they pertain to bicycles versus motor vehicles. The same detour route may not be suitable for
both modes. For example, a motorist detour may traverse several hills on a major thoroughfare. A bicycle
detour might be provided on another set of streets that minimizes changes in elevation that impact
bicyclists more than motorists. Maintaining a direct route should be a primary goal when bicycles are
detoured.
Carlsbad Bikeway Master Plan C-1
Appendix C: Construction Zone Treatments
GUIDELINES
In order to accommodate bicyclists through various lane closures and detours, the following guidelines are
recommended. These are based on sources including, the California Manual on Uniform Traffic Control
Devices (California MUTCD), the Caltrans Highway Design Manual, and the Guide for the Development of
Bicycle Facilities published by the American Association of State Highway and Transportation Officials
(AASHTO).
• Continuing a bike lane through a construction zone
Efforts shall be made to re-create the bike lane to the left of the construction zone if
enough space exists to do so. The standard width of a bike lane is five feet.
Standard construction zone signs (see California MUTCD) are part of the recommended
design, including:
W21-4A Road Work Ahead
W20-5 Right Lane Closed
W4-2 Lane Shift, Left Sign
W11-1 Bicycle Warning Sign
W16-1 Share The Road
The bicycle warning sign is recommended in combination with W4-2 and again in
combination with W16-1. This effectively warns motorists of the presence of bicycles at
the lane drop and again where the work zone begins.
Construction barrels equipped with flashers delineate the edge of the construction zone
and also indicate the outer edge of the bike lane.
• Transitioning a bike lane to a wide travel lane in a construction zone
Where there is insufficient space to carry a bike lane through a construction zone, a wide
travel lane adjacent to the construction zone should be considered. The travel lane width
should be 14 to 15 feet. Bicycles share the travel lane with motor vehicles.
Standard construction zone signs (see California MUTCD) are part of the recommended
design, including:
W21-4A Road Work Ahead
W20-5 Right Lane Closed
W4-2 Lane Shift, Left Sign
W11-1 Bicycle Warning Sign
W16-1 Share The Road
The bicycle warning sign is recommended in combination with W4-2 and again in
combination with W16-1. This effectively warns motorists of the presence of bicycles at
the lane drop and again where the work zone begins.
Construction barrels equipped with flashers delineate the edge of the construction zone
and also indicate the outer edge of the bike lane. The barrels delineating the outer bike
lane edge do not carry through the work zone.
C-2 Carlsbad Bikeway Master Plan
Appendix C: Construction Zone Treatments
• Transitioning a bike lane to a standard travel lane in a construction zone
Where there is insufficient space to provide a wide travel lane adjacent to the
construction zone, then a standard 12-foot wide travel lane should be provided. Bicycles
share the travel lane with motor vehicles. The rules of overtaking and passing apply in this
case as in similar situations where only one travel lane is provided in one direction.
Standard construction zone signs (see California MUTCD) are part of the recommended
design, including:
W21-4A Road Work Ahead
W20-5 Right Lane Closed
W4-2 Lane Shift, Left Sign
W11-1 Bicycle Warning Sign
W16-1 Share The Road
The bicycle warning sign is recommended in combination with W4-2 and again in
combination with W16-1. This effectively warns motorists of the presence of bicycles at
the lane drop and again where the work zone begins.
Construction barrels equipped with flashers delineate the edge of the construction zone
and also indicate the outer edge of the bike lane. The barrels delineating the outer bike
lane edge do not carry through the work zone.
• For a complete roadway closure
A sufficient detour route shall be outlined with adequate signage similar to that provided
for motor vehicle traffic.
Consideration should be given to alternative detour routes that minimize vertical transitions
and situations where bicyclist safety may be an issue.
A bicycle detour route different from the one outlined for motor vehicle traffic may be
appropriate in cases where significant grades or levels of traffic and/or traffic speeds
make the route less than desirable for the average bicyclist.
Signage specific to bicyclists shall be installed on the detour route to ensure proper
guidance through the roadway closure.
SIGNAGE
Signage is a critical component of construction activities. Due to the temporary nature of roadway work,
information regarding temporary detours and reduced capacity do not appear on conventional maps.
Aside from public notification through various media, roadside signage and signals are the only methods a
public agency has to notify road users of construction activities. Therefore, signage is crucial in order to
successfully manage traffic flow for motorists, pedestrians, and bicyclists.
Signage alerting roadway users of construction activities can provide for motorists and bicyclists alike.
However, signage specific for bicyclists should be employed if the circumstances warrant it. Such
circumstances may include a detour route that is different for bicyclists and motorists, loss of a bike lane, or
reductions in the travel way width that require bicyclists to share a travel lane with motor vehicles.
Carlsbad Bikeway Master Plan C-3
Appendix C: Construction Zone Treatments
Another issue with signage is its placement along a roadway. It is often the case that typical orange
construction signs, which are large compared to the size of a bicycle, are placed either squarely in a bike
lane or in the riding area of a wide curb lane. Sign placement should be made with bicyclists and
pedestrians in mind. Because many sidewalks are directly adjacent to the roadway, placing signage on
sidewalks would obstruct the pedestrian pathway and may not be visible to motorists. Sign placement can
present challenges when construction activities take place.
GUIDELINES
• The City shall place signage related to construction activities in a location that does not obstruct
the path of bicycles or pedestrians, including bicycle lanes, wide curb lanes, or sidewalks.
• Signage related to bicycle travel shall be included on all bikeways where construction activities
occur. Signage shall also be provided on all other roadways where bicycle travel is likely to
occur.
• Signage that increases motorist awareness of bicyclists through construction zones shall be used
wherever possible on bikeways and other roadways on which bicyclists travel.
• Suggested non-standard signage to be used include the following signage now being used in the
City of Denver, Colorado and the County of Clark, Nevada, respectively. These non-standard
signs are not found in California MUTCD or Caltrans manuals:
Bike LaneEnds
Share
The Road
With
Care
Among others, signs that may be used in coordination with construction activities include those found on the
following page. These include standard signage from the Manual of Uniform Traffic Control Devices.
Some of these signs may be used in conjunction with one another in order to enhance the visibility of and
provide enhanced guidance to bicyclists through construction zones and detours.
ROADWAY SMOOTHNESS AND COMPACTION
Roadway surface is a critical issue for bicyclists. As mentioned previously, bicycles are much more sensitive
to subtle changes in roadway surface than are motor vehicles. Various pavement materials are used to
pave roadways, and some are smoother than others. Compaction is also an important issue after trenches
and other construction holes are filled. Uneven settlement after trenching can affect the roadway space
nearest the curb where bicycles travel. Sometimes compaction is not achieved to a satisfactory level, and
an uneven pavement surface can result due to settling over the course of days or weeks.
C-4 Carlsbad Bikeway Master Plan
Appendix C: Construction Zone Treatments
GUIDELINES
• The surface of a roadway open to bicycle travel should be smooth, free of potholes, and the
pavement edge uniform.
• Pavement shall be maintained so ridge buildup does not occur at the gutter-to-pavement transition
or adjacent to railway crossings.
• City officials should inspect the pavement two to four months after trenching construction activities
are completed to ensure that excessive settlement did not occur.
ENFORCEMENT OF GUIDELINES AND INSPECTION
Regulations and policies are only as good as the enforcement that accompanies them. Sometimes
inspections do not occur during construction and/or after construction is completed. Insufficient resources
can affect the ability of a municipality to conduct proper inspections. In order to ensure that proper
construction procedures are followed, it is imperative that inspectors are used to field inspect construction
sites while construction activities are occurring and again once they have been completed. When roadway
surfaces are not inspected, the surface may be left in an unacceptable condition, such as in an uneven or
concave fashion, for months or years. Because these conditions are more likely to occur in the portion of
the roadway where bicyclists travel, it is a critical issue for bicyclists.
One of the most important issues related to construction activities is enforcement. Often it is difficult to
manage a team of contractors and subcontractors on a given project. The contractor is responsible for the
subcontractors’ work, and the public agency has very little interaction with subcontractors. The only way
for an agency to ensure that procedures and guidelines are being followed is through periodic inspection.
Some contractors neglect to draft a traffic control plan and/or implement one as required. Enforcement is
certainly a key issue to ensure that proper regulations are followed during construction activities.
GUIDELINES
• A traffic control plan that adequately addresses the needs of bicycle traffic through a construction
zone shall be made and approved by the City Engineering Department prior to the start of
construction.
• Inspection shall be made at all sites during construction activities on bikeways and on city streets to
ensure that the traffic control plan is being followed.
• Inspection shall be made of the construction site immediately after construction is completed.
• If settling is likely to occur once construction is ended, such as with trenching activities, the City shall
inspect the pavement surface quality two to four months after construction activities cease in order
to ensure that excessive settlement did not occur.
• The City should ensure adequate staff and budget for inspection and monitoring of construction
activities as they affect bicycle traffic on bikeways and all other roadways where bicycle travel is
permitted.
TRENCHING AND PLATE USE
Recent years have seen the installation of fiber-optic cable under many city streets. The primary method
used to perform this type of work is trenching, which involves cutting a one- to two-foot wide trench. This
Carlsbad Bikeway Master Plan C-5
Appendix C: Construction Zone Treatments
activity often takes place near the curb of roadways in order to minimize the disruption to automobile
traffic. However, the common practice maximizes disruptions to bicycle traffic since bicycle travel
predominantly takes place near the curb. Bike lane facilities can also be disrupted because they are
located near the curb and away from vehicle travel lanes.
When plates are used to cover open trenches, they are typically not flush with the pavement and have a
one- to two-inch vertical transition on the edges. This can puncture a hole in a narrow bicycle tire and can
cause the bicyclists to lose control due to the shock of the vertical transition. Also, coordination among
different trenching entities is a significant problem. Trenching performed by different City departments,
utility companies, telecommunication companies, and others sometimes creates a situation where a street
segment may be trenched several times over the course of a year. Coordination to prevent the duplication
of trenching activities is a problem, especially for bicyclists whose riding space is often interrupted during
trenching activities.
When activities such as this take place, bicycle travel is negatively affected, but no noticeable difference
has occurred to motorists. Bicyclists often are left to their own devices to merge with vehicles in the
adjacent travel lane. The interim condition of the trenches during non-construction hours is also of concern
because of the impact on bicyclist travel. Although the common practice is to use steel plates during non-
construction hours, these plates can be slippery, especially when wet. Slippage can be a significant
problem for bicyclists riding over steel plates in any weather.
GUIDELINES
• Steel plates used as a temporary measure during construction activities shall not have a vertical
edge greater than 10 mm without a temporary asphalt lip to accommodate bicyclists riding over
them.
• The City should consider using non-skid steel plates with no raised steel bar on top.
• Wherever possible, the City should use in-laid steel plates that are flush with the surrounding
pavement surface in order to minimize or eliminate the vertical transition between plates and the
pavement for bicyclists.
• Steel plates shall be used only as a temporary measure during construction and shall not be used
for extended periods of time.
GUTTER-TO-PAVEMENT TRANSITION
As mentioned earlier in this document, the path of travel for bicyclists is most often near the curb of a given
roadway. On streets with concrete curb and gutter, one to two feet of this curbside area is typically
devoted to the gutter pan, where water collects and drains into catch basins. On many streets, the path of
the bicyclist is near the transition between the gutter pan and the edge of pavement. It is at this location
that water can erode the transition, creating potholes and a rough surface for travel.
Many streets’ pavements do not meet flush with the gutter, creating a vertical transition between these two
segments of the roadway. This area can buckle over time and create a hazardous environment to ride in
for bicyclists. Since it is the most likely place for bicyclists to ride on the roadway, this issue is significant
for bicycle travel.
C-6 Carlsbad Bikeway Master Plan
Appendix C: Construction Zone Treatments
GUIDELINES
• Gutter-to-pavement transitions should have no more than a 10 mm vertical transition.
• Pavement transitions should be examined during every roadway project for new construction,
maintenance activities, and construction project activities that occur in streets.
DRAINAGE GRATES
Drainage grates are encountered in the gutter area near the curb of a roadway. This area is where most
bicycle travel occurs. Drainage grates typically have some kind of slots through which water drains into
the municipal wastewater system. Many grates are designed with linear parallel bars spread wide
enough for a tire to become caught in so that if a bicycle were to ride on them, the front tire would
become caught and fall through the slot. This would cause the rider of the bicycle to tumble over the
handlebars and sustain potentially serious injuries. Drainage grates are often wider than the gutter
making avoiding them difficult and sometimes dangerous pushing bicyclists out into the vehicle traffic lane.
GUIDELINES
• The City shall require that all new drainage grates be bicycle-friendly. These include grates that
have horizontal slats on them so that bicycle tires do not fall through the vertical slats.
• A program to inventory all existing drainage grates should be implemented. Grates that are not
bicycle-friendly should be replaced or reset citywide.
Carlsbad Bikeway Master Plan C-7
Appendix C: Construction Zone Treatments
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C-8 Carlsbad Bikeway Master Plan
APPENDIX D: PUBLIC OUTREACH SURVEY RESULTS
A survey was conducted in February 2006 to gather feedback on the current conditions and attitudes
toward bicycling in Carlsbad. Surveys were distributed to the community through the school system,
through major employers, local bicycle clubs and local bicycle shops. The questionnaire and a summary of
survey responses are provided in this Appendix.
Carlsbad Bikeway Master Plan D-1
Appendix D: Public Outr
D-2
each Survey Results
Carlsbad Bikeway Master Plan
Figure D-1: Questionnaire Form
Appendix D: Public Outreach Survey Results Table D-1: Summary of Survey Results AGE GROUP GENDER WHERE DO YOU LIVE? HOW OFTEN DO YOU RIDE IN CARLSBAD? 5-12 13-18 19-3940-5960+FMCarlsbad Encinitas Oceanside Vista San Marcos Other Daily Weekly Monthly Rarely Never % Female % Male Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum # Responses 0016415214149621112828841Percent 0%0%25.8%66.1%8.1%33.8%66.2%81.7%10.0%3.3%1.7%1.7%1.7%40.6%40.6%11.6%5.8%1.4%Percent sum 100% 100% 100% 100% Total Responses 62 62 60 69 WHAT TYPE OF CYCLIST ARE YOU? WHAT PREVENTS YOU FROM RIDING MORE OFTEN? Recreational Social Exercise Training for Competition Transportation to from Work Transportation to from School Transportation to from Shopping Transportation to from transit Other Concerns about safety Lack of Bikeways Too Far Time Unreliable Weather or Darkness Lack of Bicycle Parking or Storage Other Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum # Responses 4025492121655032335258110Percent 23.3%14.5%28.5%12.2%12.2%3.5%2.9%2.9%0%28.1%28.9%4.4%21.9%7.0%9.6%0%Percent sum 100% 100% Total Responses 172 114 Carlsbad Bikeway Master Plan D-3
each Survey Results Carlsbad Bikeway Master Plan Appendix D: Public Outr D-4 WHEN DO YOU TYPICALLY RIDE? AVERAGE DISTANCE OF YOUR RIDE? PLEASE RANK YOUR PREFERENCE FOR BICYCLE FACILTIES. WHAT TYPE OF BICYCLE FACILTIIES ARE AVAILABLE AT YOUR DESTINATIONS? Weekday Mornings Weekday Mid-days Weekday Evenings Weekend Mornings Weekend Mid-days Weekend Evenings Under 2 miles 3-5 miles 6-10 miles 11-24 miles 25+ miles Off-street Paved Bikew Paths On-street bike lanes Bike Routes or Boulevards Trails or single track dirt paths Bicycle Racks Bicycle Lockers Employer Provided Showers and Lockers Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Sum Avg Avg Avg Avg Sum Sum Sum # Responses 3116194325269129342.02.02.62.917423Percent 22.8% 11.8% 14.0% 31.6% 18.4% 1.5% 8.6% 12.9% 17.1% 12.9% 48.6% Percent sum 100% 100% Total Responses 136 70 56 60 57 57 Table D-1: Summary of Survey Results, Continued
Appendix D: Public Outreach Survey Results
Table D-2 Selected Comments
My opinion for most improvement would be to keep current bike lanes clean so cyclists do not have to ride so close to
the car lanes to avoid stones and debris. Secondly would be to expand bike lanes to more streets.
Keep bike lanes open! Northbound ECR at Cannon has been closed way too long.
Additional Bikeways is 1st priority
Motorists required to give 5 feet of clearance. Motorists’ education on bicyclist right of way. More bike lanes. Bike
lanes swept more often.
Off-street paved bike paths would be TERRIFIC for Carlsbad. We go to Hilton Head Island in South Carolina where
they have awesome off-street paved bike paths and we bicycle all over the place there.
Provide more Class II shared shoulder pavement striping
Additional bike lanes and paved bike paths. Received this as part of communication with North County Cycle Club
Members
Off street paved bikeways on Palomar Airport Road and major roads through Carlsbad. It would be nice to have
lights change when bikes are over monitors (light switches). Sometimes lights don't change unless a car drives up to
intersection. For the most part, it's nice riding in Carlsbad except Palomar Airport Road where cars are driving way
too fast. I would consider riding the coaster more often if the bus came to our office park in the pm's (after work).
It's dark in winter walking on Palomar Airport Road and there are no sidewalks from Palomar Oaks Way to College.
The bus does not stop at intersection of Palomar Oaks way and Palomar Airport Road between 4:30 and 5:30 pm.
Because of the increased construction in Carlsbad, it is dangerous to ride anywhere anymore. The bike lanes have
huge pot holes, nails and other debris in them. There is no way to ride across Rancho Santa Fe by Melrose without
riding in a car lane. There needs to be more signage telling motorists to "share the road" with bicycles. There needs
to be more (are there any at all) bikeways that are only for runners/walkers/bikes.
The most heavily used bike route in Carlsbad is the Coast Highway, for all levels of cyclists, as well as runners, it gets
crowded out there on the weekends! One problem area is for cyclists heading North on the coast, where they hit the
light at Carlsbad Village Drive. There are cars coming in from the right, cars turning right, and cars going straight. It
is confusing for bikes where they belong at this intersection. Palomar Airport Road also has issues for cyclists heading
West from I-5 to the coast.
1) Resurface the 101 bike lane north of Avenida Encinas, east side of the road. 2) Resurface the 101 bike lane
south of Palomar airport road, west side. 3) More off-street paved bike paths.
Additional bikeways, safer intersections, traffic signals that sense bicycles, jagged debris removed from bike lanes,
attention paid to rough pavement.
Safer intersections, more bike lanes, "share the road" signs
Increased maintenance, bike lanes where none exist, better marking, less trash/road clutter
East West Bikeway off Road
Carlsbad used to have a nice network of trails in the "Flightline" area off Palomar Airport Road. Recent construction
has made this area difficult to access and ride. I would like to make sure that any further development in the area
provide/maintain access to the single track area. Commuting is often difficult when there is road construction in
progress. I don't know if the city can request that some portion of the bike lane remain usable during the construction
period. There is often no alternate route available when the construction takes place.
I would like to see more bike trails for recreational use. I also would like to see more off-street bike paths. For busy
streets like El Camino Real and Palomar Airport Road it is too dangerous to bike in the existing bike lanes.
A bikeway path would be a great addition to Carlsbad. Since most people drive really fast on the main roads (50-
60+) I would feel much safer if a bike path was implemented.
Intersection improvements. The worst offender is westbound Palomar Airport Road at I-5, where a combination of
traffic calming and marked bike lanes to the left of the right turn only freeway onramp lanes might help. Most of
Carlsbad is pretty bike-friendly, and the I-5 crossing is not that bad for cyclists eastbound on Palomar Airport Road,
but the westbound interchange scares the crap out of me, even that I have almost 100K miles in the saddle. I avoid
it, even though it is along the most direct route from my office to the Coaster Station. Other improvements: make all
traffic signals sensitive to bicycles. I am batting about.500 in triggering traffic signals in the city. Finally, PLEASE
insist that construction contractors be sensitive to the needs and safety of bicyclists when setting up warning signs,
barriers, etc.
Eliminate bike lanes and any "facilities" that facilitate and reinforce the notion that cyclists have an obligation to
yield to motorists. Wide outside lanes are great and all we need . Adding the bike lane stripe only makes matters
worse.
Paved and unpaved paths dedicated to cyclists, hikers (no cars) more bike path designations through less congested
residential areas. Mountain biking trails, barrier-segregated street bike lanes
Carlsbad Bikeway Master Plan D-5
Appendix D: Public Outreach Survey Results
Even with the helmet law, I still see way too many kids riding (sometimes riding to school) without helmets. Not sure
how much bike safety is covered in school anymore. So, maybe better training/enforcement? Overall, Carlsbad is a
great place to bike...if they ever finish Rancho Santa Fe Road. Not much in favor of separate, paved off-street bike
paths. Seems like non-street paths allow people to be sloppy on safety, not paying attention to the road, other
riders, etc. Song in praise of Carlsbad street maintenance" they're great! Always less than 7 days between
reporting potholes and getting repair done. Try that in San Diego!
We like to ride as a family. With two young children, it is not safe to go on busy roads--even with bike lanes. I
would like to see more bike paths that are family friendly but also take advantage of Carlsbad scenery. Would like
to see more Coastal Trails and dirt paths as well.
We ride on the bike trails in Oceanside along 76. It’s a wonderful trail, safe and well maintained. We need
something like it in Carlsbad. The trail along the train track is an excellent start. We need trails like these along and
around the lagoons, and up the canyons. If I didn't have to ride on El Comino Real, I would ride my bike to work. As
you look at designing trails/paths, please look for the most direct route that uses the natural gradual slope. We
have many hills in Carlsbad and when I ride I look for the most gradual climb to reach my destination. I'd rather ride
an extra mile or two to avoid a massive hill like on Melrose south of Palomar Airport Road. We need bike paths in
Carlsbad. It's not safe to ride on the streets.
Additional lighted bikeways next to train tracks.
More off street bike paths--paved or not. We love the new section between Tamarack and Carlsbad Village Drive
Palomar I-5 intersection area is a nightmare for cyclists. More bike lanes on new roads. Make the area east of
Palomar Airport a trail area for bikes, runners and mountain bikes (east of Faraday). Coast railway trail: paved
bike path all along the roadway.
Better paved surface on Coast Highway especially between Encinitas and Ponto
Cleaner bike lanes. Fix south 101 bike lanes by uphill north of campground. Fix north 101 by Ponto, fix bike lane
northbound El Camino Real at Cannon
Safe bicycle routes, preferably to both convenient and interesting places.
On street bike lanes are most important and most safe. Bike paths are not cost effective and not safe because they
are used by walkers, skaters, children, strollers, etc…accidents waiting to happen.
I would enjoy widened bike lanes through all streets, free of potholes
Open more fences and gates.
More bikeways and bike lanes. Safety and awareness. Better safety on La Costa Ave east of El Camino (very tight
shoulders). Night routes where lighting (street lighting) is better than others.
Left turn traffic lights sensitive to bicycles. More signage on roads and streets, "share the road" and "watch for
bicycles". More bike lanes marked on streets. Increase motorist’s awareness and sensitivity to cyclists even though a
number of cyclists do not follow rules of road.
Additional bikeways. Increased maintenance. Enforcement activities for safety.
Improved intersections for bicycles (west Cannon through 5 or West Palomar Road onto 101.
Bike racks placed more extensively throughout downtown, in front of stores, farmers' market area. Clearly marked
bicycle lane on eastern part of Carlsbad Village Drive through town up to Highland Ave.
Since I use a bike to commute as well as for recreation, good bike lanes are most important to me. Maintenance of
bike lanes is also important. Bike trails are not as important to serious cyclists as they become crowded with walkers,
skaters, children learning to ride, mothers with strollers, etc. which actually impede rapid and safe cycling for those
that want to make good time.
Bike lanes to all schools! Help keep our kids safe.
More trails please! Dirt paths and off street paved bike paths.
sidewalks in "old carlsbad"
Lighting in the winter is important to me. I feel unsafe in some of the areas I need to travel in the dark (thru the
Barrio) alternate routes have a lot of traffic (Carlsbad Village Drive)
I commute to work one day a week along El Camino Real from Tamarack to Leucadia Blvd. I know there is a lot of
construction going on but the road is horrible with debris everywhere. I would like to see the bike lane kept cleaner
along El Camino as well as the Coast Hwy. My children love to ride on the Rails/Trail. We live on too steep of a hill
so it’s a great place for them to ride. Please extend this bike path!!
Safe bike paths away from traffic (vehicular) that are scenic with water/toilet facilities available. This encourages
family participation and usage.
Bikeways, bike areas that do not have vehicle access, a safe biking path throughout Old Carlsbad plus other areas
of Carlsbad would decrease traffic; more stop lights, stop signs or overhead bike bridges are needed; if safe biking
alternatives were available, more people would bike.
1. Improved bike lane along 101 at Ponto Dr. 2. General increased maintenance of bike lanes and smoothing out
potholes, etc… 3. Bike events - maybe a 1- or 2- day bike festival with USCF (United States Cycling Federation)
D-6 Carlsbad Bikeway Master Plan
Appendix D: Public Outreach Survey Results
racers, recreational races, education programs for kids, safe riding clinics, etc.
More bike paths/ bike lanes; shoulder maintenance- ponto-coast highway-El Camino; dedicated riding areas;
Palomar Airport Road; rails to trails progress?
Road maintenance, esp. after winter storms, to remove rocks & debris from bike lanes; Shoulder maintenance esp. on
Palomar Airport, Coast Highway & El Camino Real bike lane is very rough and potholed. ; Bike trail along the
coaster route- connect existing short stretches for a longer ride.; Bike lanes on all new roads.
I ride the 101 up to O.S. and take the new bike path along the San Luis Rey River. The bike path along the river is
great, but riding along the beach is dangerous. The road is narrow and crowded.
I'd be thrilled if the kids could safely ride their bikes to Magnolia School. Highland is too dangerous.
1. Repair bike path on 101 northbound from Batiqutos Lagoon to South of Poinsettia. It is currently dangerous and a
huge liability to the City of Carlsbad. 2. Uninterrupted north to south bike lane along the coaster 3. Increased
maintenance of existing bike lanes and clear glass.
Please address the condition of the bike lane/shoulder along north-bound 101 from south of Avenida Encinas along
Ponto. This stretch of raod has been horrible for many years and is only getting worse!
Bikeways that are longer and wider. More maintenance of the on-street bike lanes. People throw way too much
glass and debris and we end up riding in the street.
It would be great IF 1. Enforcement of traffic laws to get people and cars out of the bike lane. 2. The city took some
of the money they spend on golf courses and medians and actually fix the existing bike lanes 3. the city/state not
waste
I believe in Carlsbad the bike lanes are laid out well.
As many of our trails are being replaced by development, we need dedicated off-road riding. For example, look at
Rose Canyon, Lake Hodges, Penaquitos Park as examples of ridable trails on the city. Also keep requiring builders to
build the dirt/dog walk/bike paths as done now. These also make for good, safe offroad riding but link them up,
often they just stop!
Some additional scenic bike paths would be appreciated. For example around some of the local lagoons. Bike lanes
on the road are a problem because of heavy traffic. We are looking forward to the extension of the route along the
railway. The first part in Carlsbad is great!
Carlsbad Bikeway Master Plan D-7
Appendix D: Public Outreach Survey Results
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D-8 Carlsbad Bikeway Master Plan
APPENDIX E: BICYCLE COMMUTE AND AIR QUALITY
CALCULATIONS
Carlsbad Bikeway Master Plan E-1
Appendix E: Bicycle Commute and Air Quality Calculations
Table E-1: Bicycle Commute and Air Quality Projections
Current Commuting
Statistics
Source
Carlsbad Population 77,998 2000 US Census
Number of Commuters 35,422 2000 US Census (Employed persons
minus those that work at home)
Number of Bicycle-to-Work
Commuters
113 2000 US Census
Bicycle-to-Work Mode Share 0.32%Mode share percentage of Bicycle to
Work Commuters
School Children Grades K-8 9,495 2000 US Census, population ages 6-
14
Estimated School Bicycle
Commuters
475 Lamorinda School Commute Study
(Fehr & Peers Associates, 1995) and
San Diego County School Commute
Study (1990). (5%)
Number of College Students 5,100 2000 US Census
Estimated College Bicycle
Commuters
255 National Bicycling & Walking Study,
FHWA, Case Study No. 1, 1995.
Review of bicycle commute share in
seven university communities (5%)
Average Weekday Coaster
Ridership
698 Average of weekday system wide
Coaster boardings divided by 8
stations
Number of Daily Bike-Coaster
Users
10 RTD (Denver) Bike-n-Ride Survey,
December 1999 (1.4% of total
boardings)
Estimated Total Number of
Bicycle Commuters and
Utilitarian Riders
853 Total of bike-to-work, transit, school,
college and utilitarian bicycle
commuters Does not include recreation.
Estimated Adjusted Mode Share 1.1%Estimated Bicycle Commuters divided
by population
Estimated Current Bicycle
Trips
Total Daily Bicycle Trips 1,705 Total bicycle commuters x 2 (for round
trips) plus total number of utilitarian
bicycle trips
Reduced Vehicle Trips per
Weekday
803 Assumes 73% of bicycle trips replace
vehicle trips for adults/college students
and 53% for school children
Reduced Vehicle Miles per
Weekday
2,663 Assumes average one-way trip travel
length of 4.6 miles for adults/college
students and 0.5 mile for schoolchildren
E-2 Carlsbad Bikeway Master Plan
Appendix E: Bicycle Commute and Air Quality Calculations
Bicycle Commute and Air Quality Projections, Continued
Potential Future Bicycle Commuters
Number of workers with
commutes nine minutes or less
3,784 US Census 2000
Number of workers who
already bicycle or walk to work
674 US Census 2000
Number of potential bike-to-
work commuters
3,110 Calculated by subtracting number of
workers who already bicycle or walk
from the number of workers who have
commutes 9 minutes or less
Future number of new bike-to-
work commuters
778 Based on capture rate goal of 25% of
potential bicycle riders
Total Future Daily Bicycle
Commuters and Utilitarian
Riders
1,630 Current daily bicycle commuters, bike
to school and utilitarian riders, plus
future bicycle commuters
Future Total Daily Bicycle Trips 3,260 Total bicycle commuters x 2 (for round
trips)
Future Reduced Vehicle Trips
per Weekday
2,380 Assumes 73% of bicycle trips replace
vehicle trips
Future Reduced Vehicle Miles
per Weekday
10,947 Assumes average one-way trip travel
length of 4.6 miles for adults. Assumes
12 mph average bicycle speed; 23
minute average travel time. Travel time
data from NHTS 2001 Trends, Table
26.
Future Reduced Vehicle Miles
per Year
2,901,003 256 weekdays per year
Future Air Quality Benefits
Reduced HC (kg/weekday) 31 (0.0028 kg/mile)
Reduced CO (kg/weekday) 229 (0.0209 kg/mile)
Reduced NOX (kg/weekday) 15 (0.00139 kg/mile)
Reduced CO2 (kg/weekday) 1,205,367 (.4155 kg/mile)
Reduced HC (metric tons/year) 8 1000 kg per metric ton; 256
weekdays/year
Reduced CO (metric tons/year) 59 1000 kg per metric ton; 256
weekdays/year
Reduced NOX (metric
tons/year)
4 1000 kg per metric ton; 256
weekdays/year
Reduced CO2 (metric
tons/year)
308,574 1000 kg per metric ton; 256
weekdays/year
Emissions rates from EPA report 420-F-00-013 "Emission Facts: Average Annual Emissions and Fuel Consumption for Passenger Cars
and Light Trucks." 2000.
Other sources as noted in the table.
HC = hydrocarbons, CO = carbon monoxide; NOX = nitrogen oxides, CO2 = carbon dioxide.
Carlsbad Bikeway Master Plan E-3
Appendix E: Bicycle Commute and Air Quality Calculations
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Carlsbad Bikeway Master Plan E-4
Carlsbad Bikeway Master Plan F-1
APPENDIX F: DETAILED COST ESTIMATES
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/16/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Carlsbad Boulevard Bike Path at Ponto
PROJECT LIMITS: Segment 1: Palomar Airport Rd to Island Wy (0.75 mi.)
PROJECT DESCRIP.:Conceptual Study for a Class I Bike Path. The proposed path will be on the west side
of Carlsbad Blvd. The proposed bikeway is approximately 1.49 miles long (total).
Carlsbad Blvd will be realigned between Palomar Airport Rd and Poinsettia Lane. The
realignment will provide enough space for a Class I facility.
ASSUMPTIONS: The existing bicycle lanes along Carlsbad Boulevard will be retained for experienced users.
The Class I path should be designed with the minimum of 12 feet of width
The path should be equipped with directional signage, providing users with information about
connections to other destinations.
No right of way costs included
Environmental document assumed to be an EIR due to proximity to coastal bluffs.
CONSTRUCTION COSTS 1,170,659$
CONTINGENCIES * 30% 351,198$
MOBILIZATION (if const.>$1 million), @2% 23,413$
CONSTRUCTION TOTAL 1,545,269$
ADMIN. & ENG. DESIGN TOTAL ** 25% 386,317$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL 100,000$
UTILITIES RELOCATION 50,000$
ENVIRONMENTAL DOCUMENT & MITIGATION 400,000$
TOTAL PROJECT COST 2,481,587$
ROUNDED PROJECT COST 2,480,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Coast Highway Bike Path at Ponto
PROJECT LIMITS: Segment 2: Island Wy to Poinsettia Lane (0.74 mi.)
PROJECT DESCRIP.:Conceptual Study for a Class I Bike Path. The proposed path will be on the west side
of Carlsbad Blvd. The proposed bikeway is approximately 1.49 miles long (total).
Carlsbad Blvd will be realigned between Palomar Airport Rd and Poinsettia Lane. The
realignment will provide enough space for a Class I facility.
ASSUMPTIONS: The existing bicycle lanes along Coast Highway will be retained for experienced users.
The Class I path should be designed with the minimum of 12 feet of width
The path should be equipped with directional signage, providing users with information about
connections to other destinations.
No right of way costs included
Environmental document assumed to be an EIR due to proximity to coastal bluffs.
CONSTRUCTION COSTS 1,157,283$
CONTINGENCIES * 30% 347,185$
MOBILIZATION (if const.>$1 million), @2% 23,146$
CONSTRUCTION TOTAL 1,527,614$
ADMIN. & ENG. DESIGN TOTAL ** 25% 381,903$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL 100,000$
UTILITIES RELOCATION 50,000$
ENVIRONMENTAL DOCUMENT & MITIGATION 400,000$
TOTAL PROJECT COST 2,459,517$
ROUNDED PROJECT COST 2,460,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class II Bike Lanes on Hillside Drive
PROJECT LIMITS: Hillside Drive from Tamarack Avenue to Kelly Drive
PROJECT DESCRIP.:Conceptual Study for a Class II Bike Lane Improvement Project.
The proposed bikeway is approximately 1.49 miles long. Hillside Drive is a
residential street that is 48 feet wide with no existing bicycle facilities. Proposed 6 foot wide
bike lanes with 7 foot wide parking lanes on each side of the street.
ASSUMPTIONS: The street can be striped with two 11 foot travel lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Environmental Document assumed to be Negative Declaration
No right of way costs included
CONSTRUCTION COSTS 63,700$
CONTINGENCIES -$
MOBILIZATION (if const.>$1 million), @2% 1,274$
CONSTRUCTION TOTAL 64,974$
ADMIN. & ENG. DESIGN TOTAL ** 35% -$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 64,974$
ROUNDED PROJECT COST 60,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class II Bike Lanes on Avenida Encinas
PROJECT LIMITS: Avenida Encinas from Poinsettia Transit Station to Palomar Airport Rd
PROJECT DESCRIP.:Conceptual Study for a Class II Bike Lane Improvement Project.
The proposed bikeway is approximately 0.92 miles long. Avenida Encinas is a
collector street with varying width with no existing bicycle facilities. Proposed 6 foot wide
bike lanes with 7 foot wide parking lanes on each side of the street.
ASSUMPTIONS: The street can be striped with two 11 foot travel lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Environmental Document assumed to be Negative Declaration
No right of way costs included
CONSTRUCTION COSTS 49,651$
CONTINGENCIES * 30% -$
MOBILIZATION (if const.>$1 million), @2% 993$
CONSTRUCTION TOTAL 50,644$
ADMIN. & ENG. DESIGN TOTAL -$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 50,644$
ROUNDED PROJECT COST 50,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class II Bike Lanes on Palomar Airport Rd
PROJECT LIMITS: Palomar Airport Rd from Paseo Del Norte to Carlsbad Blvd
PROJECT DESCRIP.:Conceptual Study for a Class II Bike Lane Improvement Project.
The proposed bikeway is approximately 0.33 miles long. Palomar Airport Rd is a
Prime Arterial roadway with varying width with no existing bicycle facilities. Proposed 6 foot
wide bike lanes on each side of the street.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
The improvements will be implemented with future roadway reconfiguration. Note that the I-5
overpass is at ultimate configuration and cannot accommodate Class II bike lanes. Remainder
of segment should include Class II facility when built. The estimated improvements are
assumed to be striping and signage only.
No right of way costs included
Environmental Document assumed to be Negative Declaration
CONSTRUCTION COSTS 32,439$
CONTINGENCIES * 30% -$
MOBILIZATION (if const.>$1 million), @2% 649$
CONSTRUCTION TOTAL 33,087$
ADMIN. & ENG. DESIGN TOTAL ** 35% -$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 33,087$
ROUNDED PROJECT COST 30,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Monroe Street
PROJECT LIMITS: Monroe St from Carlsbad Village Dr to Hillside Dr
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 1.25 miles long. Monroe St has
varying width with no existing bicycle facilities.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 12,500$
CONTINGENCIES * 30% -$
MOBILIZATION (if const.>$1 million), @2% 250$
CONSTRUCTION TOTAL 12,750$
ADMIN. & ENG. DESIGN TOTAL ** 50% -$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 12,750$
ROUNDED PROJECT COST 13,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Las Flores/Highland Dr
PROJECT LIMITS: Las Flores/Highland Dr from Jefferson St to Tamarack Ave
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 0.80 miles long. Monroe St has
varying width with no existing bicycle facilities.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 8,000$
CONTINGENCIES * 30% -$
MOBILIZATION (if const.>$1 million), @2% 160$
CONSTRUCTION TOTAL 8,160$
ADMIN. & ENG. DESIGN TOTAL ** 50% -$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 8,160$
ROUNDED PROJECT COST 8,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Chestnut Avenue
PROJECT LIMITS: Chestnut Ave from Coastal Rail Trail to Interstate 5
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 0.40 miles long. Chestnut St has
varying width with no existing bicycle facilities at Interstate 5.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 4,000$
CONTINGENCIES * 30% -$
MOBILIZATION (if const.>$1 million), @2% 80$
CONSTRUCTION TOTAL 4,080$
ADMIN. & ENG. DESIGN TOTAL ** 50% -$
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 4,080$
ROUNDED PROJECT COST 4,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Avenida Encinas
PROJECT LIMITS: Avenida Encinas from Cannon Rd to Palomar Airport Rd
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 0.90 miles long. Avenida Encinas is a
collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 9,000$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 180$
CONSTRUCTION TOTAL 9,180$
ADMIN. & ENG. DESIGN TOTAL ** 50%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 9,180$
ROUNDED PROJECT COST 9,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Laguna Drive
PROJECT LIMITS: Laguna Drive from Jefferson St to State St
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 0.28 miles long. Laguna Drive is a
collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 2,800$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 56$
CONSTRUCTION TOTAL 2,856$
ADMIN. & ENG. DESIGN TOTAL ** 50%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 2,856$
ROUNDED PROJECT COST 3,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Chinquapin Avenue
PROJECT LIMITS: Chinquapin Avenue from Coastal Rail Trail to Jefferson Street
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 0.18 miles long. Chinquapin Avenue is a
collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 1,800$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 36$
CONSTRUCTION TOTAL 1,836$
ADMIN. & ENG. DESIGN TOTAL ** 50%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 1,836$
ROUNDED PROJECT COST 2,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Class III Bike Route on Gabbiano Lane
PROJECT LIMITS: Gabbiano Lane from Batiquitos Drive to Batiquitos Lagoon
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project.
The proposed bikeway is approximately 0.33 miles long. Gabbiano Lane is a
collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS: The street is too narrow to be striped with 6 foot bike lanes (one in each direction).
The facility should be equipped with directional signage, providing users with information about
connections to other destinations.
Improvements are assumed to be signage only.
No right of way costs included
CONSTRUCTION COSTS 3,300$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 66$
CONSTRUCTION TOTAL 3,366$
ADMIN. & ENG. DESIGN TOTAL ** 50%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 3,366$
ROUNDED PROJECT COST 3,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Bikeway Network Facility Enhancement on State St
PROJECT LIMITS: State Street at Carlsbad Blvd
PROJECT DESCRIP.:Conceptual Study for a Bikeway Network Enhancement Project.
The State Street and Carlsbad Blvd intersection presents a challenge for cyclists who
wish to proceed through the intersection.
ASSUMPTIONS: Install Share the Road and other warning signage
Improvements are assumed to be striping and pavement marking only.
No right of way costs included
CONSTRUCTION COSTS 5,000$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 100$
CONSTRUCTION TOTAL 5,100$
ADMIN. & ENG. DESIGN TOTAL ** 50%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 5,100$
ROUNDED PROJECT COST 5,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan - Bikeway Network Facility Enhancement on Tamarack Ave
PROJECT LIMITS: Tamarack Avenue at Interstate 5
PROJECT DESCRIP.:Conceptual Study for a Bikeway Network Enhancement Project.
The Tamarack Ave and Interstate 6 intersection presents a challenge for cyclists who
wish to proceed through the intersection.
ASSUMPTIONS: Install Share the Road and other warning signage
Improvements are assumed to be striping and pavement marking only.
No right of way costs included
CONSTRUCTION COSTS 5,000$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 100$
CONSTRUCTION TOTAL 5,100$
ADMIN. & ENG. DESIGN TOTAL ** 50%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 5,100$
ROUNDED PROJECT COST 5,000$
FIELD CHECK
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4
CITY OF CARLSBAD
PRELIMINARY PROJECT COST ESTIMATE
SUMMARY SHEET
DATE: 3/17/2006 ESTIMATE TYPE(A, B, or C): C W.O. NO.:
PROJECT NAME: Carlsbad Bikeway Master Plan-Bikeway Network Facility Enhancement on Palomar Airport Rd
PROJECT LIMITS: Palomar Airport Road at Interstate 5
PROJECT DESCRIP.:The Palomar Airport Rd and I-5 intersection presents a challenge for cyclists who
wish to proceed through the intersection.
ASSUMPTIONS: Install Share the Road and other warning signage
Improvements are assumed to be striping and pavement marking only.
No right of way costs included
CONSTRUCTION COSTS 5,000$
CONTINGENCIES * 30%
MOBILIZATION (if const.>$1 million), @2% 100$
CONSTRUCTION TOTAL 5,100$
ADMIN. & ENG. DESIGN TOTAL ** 35%
PROPERTY ACQUISITION TOTAL -$
PRELIMINARY ENGINEERING TOTAL -$
UTILITIES RELOCATION -$
ENVIRONMENTAL DOCUMENT & MITIGATION -$
TOTAL PROJECT COST 5,100$
ROUNDED PROJECT COST 5,000$
PREPARED BY:
APPROVED BY:
*20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C
** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
1 OF 4