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Home My WebLink About2020-04-06; Traffic and Mobility Commission; ; SUSTAINABLE MOBILITY PLANItem 2 Meeting Date: April 6, 2020 To: Traffic and Mobility Commission Staff Contact: Nathan Schmidt, Transportation Planning and Mobility Manager Nathan.schmidt@carlsbadca.gov or 760-602-2734 Subject: Adoption of the Carlsbad Sustainable Mobility Plan. Recommended Action Receive draft report and support staff’s recommendation to City Council to adopt the Carlsbad Sustainable Mobility Plan. Executive Summary The Carlsbad Sustainable Mobility Plan (SMP) presents a comprehensive look at current active travel and transit conditions, as well as previous planning efforts to consolidate findings and recommendations into a single master plan document. The SMP presents recommendations for reducing vehicle miles travelled, mitigating the impacts of growth and development, and shifting how residents get around the city away from private automobiles towards modes that are move livable, cleaner, and healthier. For just over a decade, the city has actively been developing and implementing a series of stand- alone documents, technical analyses and recommendations relating to improving mobility for all modes of travel within the city. The SMP is designed to help the city integrate and synthesize these multiple previous planning efforts. It is a key element in implementing the General Plan Mobility Element adopted in 2015, and will help meet the greenhouse gas (GHG) reduction goals of the Climate Action Plan by shifting community members away from private automobiles toward modes that are more livable, cleaner, and healthier. The SMP examines alternative transportation options in a comprehensive and interwoven way to present an existing and a future network. The SMP will develop modal ‘blueprints’ to evaluate, plan, expand, and fund initiatives such as: 1. Bicycle and pedestrian improvements, 2. Safe routes to schools and parks, 3. Transit, 4. Mobility hubs featuring car-share and bikeshare services, 5. The Transportation Demand Management (TDM) effort, and 6. Improvements in underserved communities such as the Barrio in Carlsbad Village. As the city continues to grow this network, it endeavors to empower all residents with choices that improve commuting, recreation and getting around the city overall, while accomplishing these important benefits: 1. Increased safety 2. More convenient options 3. Healthier travel options 4. Better traffic flow In addition to broader stakeholder engagement activities for the SMP, the Stakeholder Working Group provided insights to the city and the technical team regarding the methodology and prioritization of projects. The working group was comprised of representatives from the business community, hospitality industry, Carlsbad Unified School District, regional transportation agencies, and community partners. Stakeholder Working Group members were also encouraged to support broader stakeholder engagement and communications efforts to support the planning process. Discussion The SMP was driven by the Mobility Element to get a clearer look at existing transportation options for residents, workers, and visitors and to identify how to improve those options. Since adoption of the Mobility Element in 2015, the City of Carlsbad has actively been developing and implementing a series of stand-alone documents, technical analyses and recommendations related to walking and bicycling. The SMP is designed to serve as a “Plan of Plans” and help the city consolidate these multiple planning efforts over the previous 10 years in a manner that simplified implementation and achievement of the overall goals for sustainable transportation in the City of Carlsbad. There are ten previous planning documents integrated into the SMP including the 2007 Bicycle Master Plan the 2008 Pedestrian Master Plan, the 2015 Comprehensive Active Transportation Strategy, the 2018 Village and Barrio Master Plan, the draft 2018 Transit and TDM Blueprint, the 2019 Trolley Program Feasibility Study, and the 2019 Trails Master Plan. A key goal of the SMP is to integrate planned, unbuilt projects from all of these plans into a single database; prioritize these planned, unbuilt projects; and thereby provide a significant tool to city staff for facilitating implementation of these multiple planned networks. Contents of the Sustainable Mobility Plan Chapter One of the SMP provides an overview of recent state legislation that motivates local government attention to improving the walking, cycling and transit environments within their jurisdictions. A series of over 15 pieces of state legislation have been adopted since 2006 to reduce vehicle-miles-traveled and greenhouse gas emissions, improve the safety of our most vulnerable travelers and encourage planning practices that result in sustainable outcomes rather than enhanced automobility. The SMP is in line with these directives from the state of California and also with the desires of the community members who echo these concerns. Chapter Two of the SMP highlights existing travel conditions and the need to address several shortcomings for people walking, riding a bike and using transit. All roadways in the City of Carlsbad were evaluated using the Pedestrian Environment Quality Evaluation (PEQE) and the Bicycle Level of Traffic Street (LTS), which reflect the overall comfort for cyclists and pedestrians. As shown in the analysis, there are several gaps in these networks, and critical locations across the city suffer from poor quality walking and cycling environments and a sparse transit network. Chapter Three provides an overview of guiding planning principles and emerging mobility concepts that framed the SMP process. These principles are largely focused on ensuring equitable access and safety to all modes of travel regardless of age or physical ability. Chapter Four summarizes the spectrum of community outreach activities that were undertaken as part of the SMP process, including business and resident surveys, focus groups, formation of a stakeholder working group, a project website, community meetings and presentations, and outreach to cyclists via social media and guided tours. Results of the online survey yielded several insights about community members’ issues and desires. The most pressing issues identified by community members were related to innovation, location (or density), gap closure and first/last mile services. There is a strong desire on the part of the City of Carlsbad’s residents to shift out of single occupant vehicles to transit, but access to transit is difficult. Chapter Five presents the four planned networks as shown on the following pages for walking, trails, cycling and transit. These recommendations were layered and combined into a Transformative Corridor Network which presents a well-connected, comfortable backbone network for more sustainable travel across the city. Chapter Six focuses on programmatic recommendations including Safe Routes to Schools (SRTS) and Transportation Demand Management (TDM). These programs hold strong promise for assisting two core city subpopulations — school children and workers — to change travel behavior to less polluting, healthier modes. Chapter Seven presents the SMP action plan, which includes a presentation of the SMP project database and the prioritization of this database. The SMP project database reflects a comprehensive consolidation of planned unbuilt project recommendations from ten prior mobility planning efforts of the past twelve years, combined with new recommendations from the SMP. The SMP project database includes 246 bicycle, pedestrian and transit recommendations across the city along corridors and across city subareas such as the Village, the Barrio or within school walkshed areas. The prioritization of these projects allows city staff and community members to understand which projects have the highest priority for implementation thereby providing direction for near-term and longer-term implementation. Key Themes from the SMP Planning Process Based on the evaluation of the City of Carlsbad’s safety, infrastructure and community perspectives as discussed in detail in the SMP, the following key themes and plan priorities were developed: • Enhance Existing Bikeways Along Major Arterials: The City of Carlsbad already has many miles of bicycle infrastructure. The challenge facing the city is how to retrofit this infrastructure, which is mostly standard bike lanes, to not only protect existing cyclists but to attract new users. This can be achieved through implementation of protected bikeways or bike trails, particularly along high-speed roadways. • Improve Freeway Crossings and Intersections: Many freeway crossings and intersections at major roadways create physical and psychological barriers as people do not feel safe walking or cycling through these areas. The SMP provides recommendations to address many of these key crossings that will help bridge these existing gaps in the bicycle or pedestrian networks between neighborhoods that currently lack these key connections. • Plan for Vulnerable Users: The development of an “8 to 80” network where people can comfortably walk and bike is critical to shifting mode choice away from driving. This is achieved by planning and designing for those who are likely to benefit the most from protection on roadways- children and the elderly. • Innovate and Make Use of the City’s Desirable Location to Attract Visitors, Employees and Employers: The City of Carlsbad has long sought a highly skilled and highly educated workforce, with an emphasis on technology and the pursuit of an active, enjoyable quality of life. With the emergence of multiple, new technologies, the city’s transportation network should reflect this innovation, along with strong workplace commuter programs, and a focus on maintaining its status as a family-oriented destination for people for all over the world. Next Steps City staff will finalize the Sustainable Mobility Plan based upon comments received from the Traffic and Mobility Commission. City Council is then scheduled to receive a presentation on the SMP on May 5, 2020. In compliance with the General Plan, the Transportation Department intends to use the adopted SMP as the principal guideline document for managing the ongoing sustainability of the citywide transportation network. After the SMP is finalized staff intends to develop a detailed implementation strategy with a focus on providing realistic funding strategies for design and construction of recommendations. The implementation strategy will build upon the project prioritization process and serve as a blue print for the City of Carlsbad to implement the multimodal improvement projects identified in the SMP. The strategy will conduct an engineering feasibility analysis of top priority projects including order of magnitude cost estimates, conceptual improvement plans, roadway cross sections, and identification of funding sources. Environmental Evaluation (CEQA) The Project is exempt from the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15301(f) – addition of safety or health protection devices for use during construction of, or in conjunction with existing structures, facilities, or mechanical equipment, or topographical features including navigation devices. Public Notification and Outreach This item was noticed in accordance with the Ralph M. Brown Act and was available for public viewing and review at least 72 hours prior to the scheduled meeting date. Exhibits 1. Draft Sustainable Mobility Plan Existing Mobility Net-worksCITY OF CARLSBADSUSTAINABLE MOBILITY PLAN - DRAFTFEBRUARY 2020Exhibit 1 2TABLE OF CONTENTSCARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACKNOWLEDGMENTSThe Carlsbad Sustainable Mobility Plan document would not have been completed without the efforts of the following individuals: CITY OF CARLSBADNathan Schmidt, AICP, Project ManagerCraig Williams, Project ManagerMarshall Plantz, Transportation DirectorCraddock Stropes, Senior Management Analyst Paz Gomez, Public Works DirectorChristie Marcella, Economic Development ManagerClaudia Huerta, Senior Program ManagerElaine Lukey, Chief Operating Ofﬁ cerLolly Sangster, Program ManagerCONSULTANT TEAMSherry Ryan, PhD, Principal Planner, Chen Ryan AssociatesBrian Gaze, AICP, Project Manager, Chen Ryan AssociatesNick Mesler, EIT, GIS Analyst, Chen Ryan AssociatesEric Sindel, Project Planner, Chen Ryan AssociatesKatja Dillmann, Project Planner, Chen Ryan AssociatesAaron Galinis, Project Planner, Chen Ryan AssociatesAndy Pendoley, Outreach Manager, MIG-MJEGabriela Dow, NV5, Communications LiaisonPaul Moore, PE, Design Guidelines Project Manager, Nelson-Nygaard Consulting AssociatesZach Zabel, Design Guidelines Support, Nelson-Nygaard Consulting AssociatesSTAKEHOLDER WORKING GROUPCristina Amorium, VP, Facilities EH&S and Sustainability, Thermo Fisher Scientiﬁ cEric Bruvold, Chief Executive Ofﬁ cer, San Diego North Economic Development CouncilBenjamin Churchill, Superintendent, Carlsbad Uniﬁ ed School DistrictRachel Forseth, iCommute Account Manager, Steer Group (on behalf of SANDAG)Andy Hanshaw, Executive Director, San Diego County Bicycle CoalitionFrank Idris, Hotel General Manager, LEGOLANDCindy Krimmel, District Environmental Coordinator, California State ParksThomas Lee, General Manager, Cape Rey CarlsbadChiara Leroy, Community Health Promotion Specialist, County of San DiegoJim Mandler, Property Manager, CruzanAntoinette Meier, Principal Regional Planner, SANDAG Eduardo Moya, Head of Hotel Operations, LEGOLANDToni Padron, Executive Vice President/COO, Carlsbad Chamber of CommerceAndrew Papino, HR Manager, Thermo Fisher Scientiﬁ cPete Penseyres, Cycling Instructor and Trafﬁ c Safety Commissioner, Bike Walk CarlsbadJoey Powers, Experience Manager, Go DaddyExhibit 1 3CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSDiane Proulx, Assistant to the President, Grand Paciﬁ c Palisades Resort & HotelLisa Rodman, CEO, Agua Hedionda Lagoon FoundationSam Ross, Executive Director, Carlsbad Convention & Visitors BureauRobert Rota, Vice President, Facilities & Security, Via Sat, Inc.Kevin Sladek, Founder and Principal, Mod 4 Design and DevelopmentKalim Smith, Community Representative and ADA activistIvan Tesic, Senior Project Manager, Business Operations, Thermo Fisher Scientiﬁ cGlenn Thomas, Marketing Sales Manager and Director of Safety and Risk Management for Continuing Life, La Costa GlenLisa Urbach, Sector Superintendent, California State Parks, San Diego Coast District (North Sector)Doug Yavanian, Community Relations, Omni La Costa Resort & SpaCALTRANSVanessa De La Rosa, Associate Transportation PlannerExhibit 1 4CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSTABLE OF CONTENTSEXECUTIVE SUMMARY 11 INTRODUCTION 21 EXISTING MOBILITY NETWORKS 31GUIDING PRINCIPLES AND EMERGING 65 MOBILITY TRENDS CCARCLSBSBADAD D SUSSUSSUSUSSTAITAITAITAITAINABNABNABNANABLELELELE MOMOBMOBMOMOBILIILIILITYTYTYYTY TYYYTPLAPLAPLAPLAPLAPLAPLAPLAPPLAPPPPPPPPLLAPLAPPAN -NN -N-N-N-N -N-N-N -N -N--------N---NNNDRDRDRRDRDRDDDDDDDDDDDDDDDDDDAAFTAFAFTAFTCOMMUNITY PERSPECTIVES 83THE PLANNED MOBILITY NETWORKS 97 PROPOSED MOBILITY PROGRAMS 113 ACTION PLAN 1271234567Exhibit 1 5CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSLIST OF FIGURESFIGURE 2-1 EXISTING LAND USES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36FIGURE 2-2 PLANNED LAND USES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37FIGURE 2-3 MEDIAN HOUSEHOLD INCOME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38FIGURE 2-4 MODE SHARE/TRAVEL TIME TO WORK . . . . . . . . . . . . . . . . . . . . . . . . . . 39FIGURE 2-5 EXISTING PEDESTRIAN NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40FIGURE 2-6 MISSING SIDEWALKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41FIGURE 2-7 QUALITY OF THE PEDESTRIAN ENVIRONMENT . . . . . . . . . . . . . . . . . 42FIGURE 2-8 PEDESTRIAN COLLISIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43FIGURE 2-9 TRAILS PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44FIGURE 2-10 EXISTING BIKE NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46FIGURE 2-11 BIKE RACKS AT PUBLIC FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48FIGURE 2-12 LEVEL OF TRAFFIC STRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49FIGURE 2-13 BICYCLE COLLISIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53FIGURE 2-14 EXISTING TRANSIT NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54FIGURE 2-15 TRANSIT SERVICE QUALITY AND RIDERSHIP . . . . . . . . . . . . . . . . . . 55FIGURE 2-16 TRANSIT SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56Exhibit 1 6CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSFIGURE 2-17 KEY DESTINATIONS AND PEDESTRIAN NETWORK . . . . . . . . . . . . 60FIGURE 2-18 KEY DESTINATIONS AND BICYCLE NETWORK . . . . . . . . . . . . . . . . . 61FIGURE 2-19 KEY DESTINATIONS AND TRANSIT NETWORK . . . . . . . . . . . . . . . . 62FIGURE 3-1 NEV ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79FIGURE 4-1 ALL COMMENTS RECEIVED BY CATEGORY (COUNT) . . . . . . . . . . . 90FIGURE 4-2 ALL COMMENTS RECEIVED BY CATEGORY (AVERAGE) . . . . . . . . . 90FIGURE 4-3 ALL COMMENTS RECEIVED: (SUGGESTED IMPROVEMENT LOCATIONS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91FIGURE 4-4 COMMENTS BY CATEGORY TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92FIGURE 4-5 DENSITIES BY COMMENT CATEGORY TYPE . . . . . . . . . . . . . . . . . . . . . 93FIGURE 4-6 COMMENTS BY GENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94FIGURE 4-7 SENIOR RESIDENT COMMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95FIGURE 5-1 THE PLANNED PEDESTRIAN NETWORK . . . . . . . . . . . . . . . . . . . . . . . .100FIGURE 5-2 THE PLANNED TRAIL NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102FIGURE 5-3 THE PLANNED BICYCLE NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103FIGURE 5-4 END-OF-TRIP FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105FIGURE 5-5 THE PLANNED TRANSIT NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106FIGURE 5-6 MCCLELLAN-PALOMAR AIRPORT MOBILITY HUB CONCEPT .107Exhibit 1 7CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSFIGURE 5-7 THE SHOPPES AT CARLSBAD MOBILITY HUB CONCEPT . . . . . .108FIGURE 5-8 POINSETTIA COASTER MOBILITY HUB CONCEPT . . . . . . . . . . . . .109FIGURE 5-9 CARLSBAD VILLAGE MOBILITY HUB CONCEPT . . . . . . . . . . . . . . . .110FIGURE 5-10 PILOT TROLLEY SHUTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111FIGURE 5-11 TRANSFORMATIVE CORRIDORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112FIGURE 6-1 SCHOOL AREAS MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116FIGURE 6-2 EXAMPLE CONCEPTUAL IMPROVEMENT MAP . . . . . . . . . . . . . . . . .118FIGURE 6-3 SAMPLE SUGGESTED ROUTES TO SCHOOL MAP . . . . . . . . . . . . . . .119FIGURE 6-4 SHORTEST PATH TO SCHOOL ASSESSMENT . . . . . . . . . . . . . . . . . . . .120FIGURE 6-5 SCHOOL CHILDREN RESIDENTIAL DENSITY . . . . . . . . . . . . . . . . . . . .121FIGURE 6-6 CITY OF CARLSBAD AUTO TRAVEL ACTIVITY . . . . . . . . . . . . . . . . . . .123FIGURE 6-7 WHERE CARLSBAD RESIDENTS WORK . . . . . . . . . . . . . . . . . . . . . . . . .124FIGURE 6-8 WHERE CARLSBAD WORKERS LIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125FIGURE 7-1 SMP PROJECT DATABASE PROJECT ID . . . . . . . . . . . . . . . . . . . . . . . . . .129FIGURE 7-2 SMP PROJECT DATABASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137Exhibit 1 8CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSLIST OF TABLESTABLE 1-1 CALTRANS ACTIVE TRANSPORTATION PLAN CHECKLIST . . . . . . . 30TABLE 2-1 PEQE RANKING SYSTEM AND CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . 43TABLE 2-2 CENTERLINE MILEAGE OF CARLSBAD ROADWAYS BY SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45TABLE 2-3 BICYCLE COLLISIONS BY SEVERITY TYPE . . . . . . . . . . . . . . . . . . . . . . . . . 47TABLE 2-4 LTS CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52TABLE 3-1 TOTAL DAILY TRIPS BY LAND USE TYPE IN CARLSBAD . . . . . . . . . . . 68TABLE 5-1 SUMMARY OF PEDESTRIAN NETWORK MILEAGE . . . . . . . . . . . . . . .100TABLE 5-2 SUMMARY OF TRAIL NETWORK MILEAGE . . . . . . . . . . . . . . . . . . . . . . .102TABLE 5-3 SUMMARY OF BIKEWAY MILEAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104TABLE 5-4 SUMMARY OF TRANSIT NETWORK MILEAGE . . . . . . . . . . . . . . . . . . . .106TABLE 6-1 WHERE CARLSBAD RESIDENTS WORK . . . . . . . . . . . . . . . . . . . . . . . . . . .126TABLE 6-2 WHERE CARLSBAD WORKERS LIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126TABLE 7-1 PROJECT DATABASE WITH PROJECT RECOMMENDATION TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130TABLE 7-2 PRIORITIZATION CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134TABLE 7-3 PROJECT DATABASE PRIORITIZATION AND RANKING (TOP 31) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138TABLE 7-4 HIGH PRIORITY PROJECT DESCIPTIONS (TOP 31 PROJECTS) . .140TABLE 7-5 ESTIMATED ACTIVE TRANSPORTATION TIPS & NEW USERS . . . .146Exhibit 1 9CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTSLIST OF APPENDICESAPPENDIX A: DRAFT SMP EXISTING CONDITIONS REPORTAPPENDIX B: SMP COMPLETE STREET DESIGN GUIDELINESAPPENDIX C: SMP COMMUNICATIONS PLANAPPENDIX D: SMP PUBLIC COMMENTAPPENDIX E: SRTS CONCEPTUAL IMPROVEMENT PLANSAPPENDIX F: SRTS WALK AUDIT REPORTSAPPENDIX G: SRTS SUGGESTED WALKING ROUTES APPENDIX H: SRTS SCHOOL CHILDREN RESIDENTIAL DENSITYAPPENDIX I: SMP PROJECT DATABASEAPPENDIX J: PRIORITIZATION SCOREExhibit 1 10CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTABLE OF CONTENTS[ This page is left intentionally blank ]Exhibit 1 EXECUTIVE SUMMARYExhibit 1 12CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARYSMP is certainly in line with these directives from the state of California and also with the desires of community members who echo these concerns and wishes. Chapter Two of the SMP highlights existing travel conditions and the need to address several shortcomings for people walking, riding a bike and using transit. Figures ES1 and ES2 on the following pages show results of the Pedestrian Environment Quality Evaluation (PEQE) and the Bicycle Level of Trafﬁ c Street (LTS), which reﬂ ect the overall comfort for cyclists and pedestrians. Figure ES3 shows employment density along with the existing transit network highlighting the high potential demand for transit in the central portion of Carlsbad. As shown, there are several gaps in these networks, and critical locations across the city suffer from poor quality walking and cycling environments and a sparse transit network. EXECUTIVE SUMMARYThe Carlsbad Sustainable Mobility Plan (SMP) presents a comprehensive look at current active travel and transit conditions, as well as previous planning efforts to consolidate ﬁ ndings and recommendations into one master document. There are ten previous planning documents integrated into the SMP including the 2007 Bicycle Master Plan the 2008 Pedestrian Master Plan, the 2015 Comprehensive Active Transportation Strategy, the 2018 Village and Barrio Master Plan, the draft 2018 Transit and TDM Blueprint, the 2019 Trolley Program Feasibility Study, and the 2019 Trails Master Plan. A key goal of the SMP is to integrate planned, unbuilt projects from all of these plans into a single database; prioritize these planned, unbuilt projects; and thereby provide a signiﬁ cant tool to city staff for facilitating implementation of these multiple planned networks.Chapter One of the SMP provides an overview of recent state legislation that motivates local government attention to improving the walking, cycling and transit environments within their jurisdictions. A series of over 15 pieces of state legislation have been adopted since 2006 to reduce vehicle-miles-traveled and greenhouse gas emissions, improve the safety of our most vulnerable travelers and encourage planning practices that result in sustainable outcomes rather than enhanced automobility. The Exhibit 1 13CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARY§¨¦5·}78College B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c in a s CalleBarcelonaAveMonr o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaEQE RatingHighPEQE RatingHighMediumLow((((((((((((((((((((§¨¦5·}78Colle g e Bl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls ba d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elrose D r RanchoSantaFe DrFaradayAveCamVidaRobleA vd aEncin a s CalleBarcelonaAveMon ro e S tNorte P ase o DelPalomarAirportRd OceansideEncinitasSanMarcosVistaLevel of Traffic Stress Rating1 or 2 (Less Stressful)34 (Most Stressful)(Grade Separated Rail Crossing(At G d R il C iES1 QUALITY OF PEDESTRIAN ENVIRONMENTES 2 LEVEL OF TRAFFIC STRESSLevel of Traffic Stress Rating1 or 2 (Less Stressful)34 (Most Stressful)(Grade Separated Rail Crossing(At-Grade Rail Crossing(I-5 CrossingExhibit 1 14CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARYI2Coaster StationAverage Daily Ridershipby Stop!(Less than 10!(10 - 50!(More than 50Employment DensityHigherLowerNCTD BREEZE FixedRtT itS i§¨¦5·}78C olleg e B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E n c in a s CalleBarcelonaAveMo n ro e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaES 3 TRANSIT SERVICE QUALITY AND RIDERSHIP[ Placeholder ]I2Coaster StationAverage Daily Ridershipby Stop!(Less than 10!(10 - 50!(More than 50Employment DensityHigherLowerNCTD BREEZE FixedRoute Transit ServiceCOASTER Commuter RailExhibit 1 15CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARYChapter Three provides an overview of guiding planning principles and emerging mobility concepts that framed the SMP process. Chapter Four summarizes the spectrum of community outreach activities that were undertaken as part of the SMP process, including business and resident surveys, focus groups, formation of a stakeholder working group, a project website, community meetings and presentations, and outreach to cyclists via social media and guided tours.Results of the online survey yielded several insights about community members’ issues and desires. The ﬁ gure to the right shows the magnitude of comments received via the online mapping tool, and whether the comment was about the school trip, walking, cycling, transit or parking. The most pressing issues identiﬁ ed by community members were related to innovation, location (or density), gap closure and ﬁ rst/last mile services. There is a strong desire on the part of the City of Carlsbad’s residents to shift out of single occupant vehicles to transit, but access to transit is difﬁ cult.Chapter Five presents the four planned networks as shown on the following pages for walking, trails, cycling and transit (see Figures ES5 through ES8). These recommendations were layered and combined into a Transformative Corridor Network which presents a well-connected, comfortable backbone network for more sustainable travel across the city. (See Figure ES9)!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(omment Categories!(Schools!(Walking!(Biking!(Transit§¨¦5·}78College Bl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a r lsb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elroseD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E n cin asCalleBarcelonaAveMonr o e S tN ortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaegoriesES 4 COMMENTS BY CATEGORY TYPEExhibit 1 16CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARY!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(SANMARCOSVISTAENCINITASOCEANSIDE!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(·}78Jefferso nS tC olle ge Bl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC ar lsb ad Bl PalomarAirportRdElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se Dr RanchoSantaFe DrFaradayAveCamVidaRobleA vd aEncin as CalleBarcelonaCarlsbadVillageDChestnutStTamarackAveC a rls bad B lStateStH a rd in gS tAveMonr oe S tNortePaseoDel §¨¦5§¨¦5!(Potential Rail / Freeway Crossings!(Proposed Traffic Circle!(Proposed Bulb-OutPlanned Multi-Use PathExisting Multi-Use PathSchool StreetsStreets with Missing / Substandard SidewalksPriority Corridors for Enhanced Pedestrian TreatmentExisting SidewalksAlternative Design Streets!(Priority Intersections for Enhanced Pedestrian Treatment(Consideration of Roundabouts)§¨¦5·}78Colleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC arl sb ad B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se Dr RanchoSantaFe DrFaradayAveCamVidaRobleAv daEncin as CalleBarcelonaAveMonroe St NortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaTrail Classification &Trail StatusNature Trail, ExistingNature Trail, ProposedPaved Multi-use Trail, ExistingPaved Multi-use Trail, ProposedRecreational Trail, ExistingRecreational Trail, ProposedRoadside Trail, ExistingRoadside Trail, ProposedSidewalk Connector, ExistingSidewalk Connector, ProposedWide Dirt Trail or Utility Roadbed, ExistingWide Dirt Trail or Utility Roadbed, ProposedTrail Classiﬁ caঞ on Exisঞ ng Adopted Percent ChangeNature11.4 23.6107%Recreaঞ onal 26.6 30.816%Wide Dirt13.2 22.268%Roadside7.8 11.851%Sidewalk Connector 105.5 113.07%Paved Mulঞ -Use Path 7.8 17.4123%Total172.3 218.727%Pedestrian Classiﬁ caঞ on Exisঞ ng Adopted Percent ChangeMulঞ -Use3.211.0 244%Priority Corridors for Enhanced Treatment0.0 54.4-Exisঞ ng Sidewalks 833.9 833.90%Missing/Substandard Sidewalks30.0 30.00%School Streets13.4 13.40%Alternaঞ ve Streets 24.0 24.00%Total904.4 966.67%!(VISTA!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Jefferso nS tCarlsbadVillageDChestnutStTamarackAveC a rls bad B lStateStH a rd in gS t§¨¦5VISTAJefferso nS tCarlsbadVillageDChestnutStTamarackAveC a rls bad B lStateStH a rd in gS t§¨¦5ES 6 THE PLANNED TRAIL NETWORKES 5 THE PLANNED PEDESTRIAN NETWORKExhibit 1 17CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARY!(!(!(!(!(!(!(!(Potential Rail / Freeway CrossingsPlanned FacilitiesMulti-Use PathBike Lane Bike RouteCycle TrackBicycle BoulevardExisting FacilitiesMulti-Use PathBike LaneBike RouteRegional Bikeways§¨¦5§¨¦5ChestnutStJe ffe rsonS tLaCostaAveCarlsbadVillageDrTamarackAveC arlsb ad BlStateS tH a rding St§¨¦5§¨¦5·}78C olleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrCa rlsb ad B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelros eD rRanchoSantaFe DrFaradayAveCamVidaRobleAv daEncin a s CalleBarcelonaAveMonr o e S tNorte P ase oDelPalomarAirportRd OceansideEncinitasSanMarcosBicycle Classiﬁ caঞ on Exisঞ ng Adopted Percent ChangeMulঞ -Use3.210.6230 %Bike Lane100.4 36.3-64 %Bike Route5.1 6.834 %Cycle Track-66.8-Bike Boulevard-0.4-Total108.7 239.1120%Transit Classiﬁ caঞ on Exisঞ ng AdoptedPercent ChangeCoaster Commuter Rail 6.66.60%Bus Rapid-12.6-Rapid Bus-7.2-Local Bus50.235.5-29%Total56.861.99%!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(")")!(!(SanMarcosVISTAEncinitasOceanside!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(§¨¦5·}78J efferso nS tColle ge Bl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC arl sb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd aEncin as CalleBarcelonaCarlsbadVillageDrChestnutStTamarackAveC a rlsba dB lStateStHard in gS tAveMonro e S tNortePaseoDelPalomarAirportRd§¨¦5!(BREEZE StopsExisting Transit AlignmentsExisting TransitCOASTER Stations (with Planned Mobility Hub)!(Trolley Feasibility AreaCarlsbad ConnectorBus Rapid TransitRapid BusLocal Bus")Potential Mobility Hub SitesPlanned TransitCOASTER Commuter Rail!(!(!(!(!(!(!(§¨¦5ChestnutStJe ffe rsonS tCarlsbadVillageDrTamarackAveC a rls ba dB lState StH a rding St§¨¦5ES 7 THE PLANNED BICYCLE NETWORKVISTA!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(J efferso nS tCarlsbadVillageDrChestnutStTamarackAveCa rlsba dB lStateS tH ard in gS t§¨¦5ES 8 THE PLANNED TRANSIT NETWORKExhibit 1 18CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARYConceptual cycle track with separated travelway for cyclists. (Source: Seattle.gov)SANMARCOSVISTAENCINITASOCEANSIDETransformative CorridorsCycle Track·}78Jefferso nS tC olle ge Bl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC arl sb ad Bl PalomarAirportRdElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se Dr RanchoSantaFe DrFaradayAveCamVidaRobleA vd aEncin as CalleBarcelonaCarlsbadVillageDChestnutStTamarackAveC a rls bad B lStateStH a rd in gS tAveMonr oe St NortePaseoDel §¨¦5§¨¦5ES 9 TRANSFORMATIVE CORRIDORSExhibit 1 19CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARYSanMarcosVISTAEncinitasOceanside¬«47¬«49¬«59¬«64¬«15¬«68¬«53¬«69¬«54¬«11¬«87¬«70¬«9¬«93¬«19¬«81¬«23¬«77¬«26¬«32¬«55¬«14¬«91¬«84¬«92¬«89¬«34¬«85¬«80¬«52¬«39¬«56¬«88¬«83¬«28¬«43¬«25¬«4¬«51¬«29¬«62¬«7¬«20¬«67¬«24¬«57¬«44¬«13¬«2¬«27¬«74¬«60¬«95¬«31¬«1¬«76¬«61¬«38¬«66¬«21¬«37¬«12¬«33¬«75¬«22¬«10¬«78¬«40¬«71¬«72¬«36¬«82¬«63¬«42¬«45¬«46¬«90¬«73¬«35¬«94¬«58¬«79¬«48¬«86¬«65¬«41¬«50¬«12¬«1¬«27¬«17¬«13¬«7¬«15¬«4¬«25¬«6¬«20¬«2¬«22¬«11¬«14¬«40¬«3¬«8¬«9¬«30¬«36¬«10¬«5¬«26¬«19¬«38¬«16¬«60§¨¦5·}78Je ffe rsonS tColle geBl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC arl s ba d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd aEncin a sCalleBarcelonaCarlsbadVillageDChestnutStTamarackAveC arlsb adB lStateS tH a rding S tAveMonr oe S tNortePaseoDelPalomarAirportRd§¨¦5Project Prioritization Total Points!(Priority Rank15.1 - 1810.1 - 155.1 - 105 or Less#VISTA!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Je ffe rsonS tCarlsbadVillageDChestnutStTamarackAveC arlsb adB lStateS tH a rding S t§¨¦5ES 10 PROJECT PRIORITIZATIONChapter Six focuses on programmatic recommendations, specially Safe Routes to Schools (SRTS) and Transportation Demand Management (TDM). These programs hold strong promise for assisting two core city subpopulations — school children and workers — to change travel behavior to less polluting, healthier modes.Chapter Seven presents the SMP action plan, which includes a presentation of the SMP project database and the prioritization of this database. The SMP project database reﬂ ects a comprehensive consolidation of planned unbuilt project recommendations from ten prior mobility planning efforts of the past twelve years, combined with new recommendations from the SMP.The SMP project database includes 246 bicycle, pedestrian and transit recommendations across the city along corridors and across city subareas such as the Village, the Barrio or within school walkshed areas. The prioritization of these projects allows city staff and community members to understand which projects have the highest priority for implementation thereby providing direction for near-term and longer-term implementation. Figure ES 10 displays the ﬁ nal prioritization of the SMP project database. The map and accompanying project database provide a searchable tool for city staff that can be queried and used to support efﬁ cient and timely implementation of mobility projects across the city.Exhibit 1 20CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXECUTIVE SUMMARY[ This page is left intentionally blank ]Exhibit 1 INTRODUCTION1Exhibit 1 PURPOSE OF THE SUSTAINABLE PLANThe City of Carlsbad Sustainable Mobility Plan (SMP) presents recommendations for reducing vehicle miles traveled, mitigating the impacts of growth and development, and shifting how residents get around the city away from private automobiles toward modes that are more livable, cleaner and healthier. This plan document builds upon important prior planning work in the city, including the City of Carlsbad General Plan Mobility Element, the Bicycle and Pedestrian Master Plans, the Village and Barrio Master Plan, the Comprehensive Active Transportation Strategy and recent initiatives such as the Climate Action Plan and the passage of the Transportation Demand Ordinance.Increasing transportation options and improving connectivity within the city are core values of the Carlsbad Community Vision (Envision Carlsbad, 2010 and Carlsbad General Plan, 2015). Achieving increased travel options and connectivity will also support other values expressed in these plans such as sustainability, access to recreation and active, healthy lifestyles, and neighborhood revitalization.In addition to the community’s vision, the Carlsbad General Plan Mobility Element sets forth several goals related to sustainable mobility. These goals provide an important framework and foundation for the SMP.• Keep the City of Carlsbad moving with livable streets that provide a safe, balanced, cost-221INTRODUCTIONIN THIS CHAPTER• Purpose and context of Sustainable Mobility Plan• LegislaƟ ve framework for walkingand biking improvements• Community proﬁ le• Caltrans acƟ ve transportaƟ onchecklist for statewide compliance22CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION22Exhibit 1 Since adoption of the Mobility Element in 2015, the City of Carlsbad has actively been developing and implementing a series of stand-alone documents, technical analyses and recommendations related to walking and bicycling. The SMP is designed to serve as a “Plan of Plans” and help the city consolidate these multiple planning efforts over the previous 10 years in a manner that simpliﬁ es implementation and achievement of the overall goals for sustainable outcomes in the City of Carlsbad. WHY DO WE NEED A SUSTAINABLE MOBILITY PLAN?The City of Carlsbad has extensive places for people walking and biking — sidewalks, bike lanes, crosswalks and many other features exist for the beneﬁ t of residents and visitors alike. Recent research and analysis conducted as part of the SMP process conﬁ rms that the mere presence of these facilities does not always ensure safe walking and cycling, nor attract new users to these modes. A key goal of this document is to take additional steps to ensure safe travels and to create new users from people who would otherwise drive to their destination by providing appealing facilities for the most pedestrians and cyclists.INTRODUCTIONeffective, multi-modal transportation system (vehicles, pedestrians, bikes, transit), accommodating the mobility needs of all community members, including children, the elderly and the disabled. (3-G.1)• Improve connectivity for residents, visitors and businesses. (3-G.2)• Provide inviting streetscapes that encourage walking and promote livable streets. (3-G.3)• Manage parking to support all modes of transportation and ensure efﬁ cient use of land. (3-G.4)• Implement transportation demand and trafﬁ c signal management techniques to improve mobility. (3-G.5)• Protect and enhance the visual, environmental and historical characteristics of the City of Carlsbad through sensitive planning and design of scenic transportation corridors. (3-G.6)• Provide for the safe and efﬁ cient movement of goods throughout the city. (3-G.7)CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION23Exhibit 1 The SMP represents a critical step in developing a “toolbox” of new treatments designed to make it easier for casual users to use transit, walkways and bikeways for short, routine trips throughout the city, and with those trips, reduce vehicular congestion, improve safety and reduce emissions consistent with the city’s Climate Action Plan.HOW TO USE THIS DOCUMENT• Chapter One:Introduction sets forth the SMP’s vision, provides the legislative framework and summarizes the vision for the SMP as articulated by the Stakeholder Working Group.• Chapter Two:Existing Mobility provides a snapshot of the existing physical environment and existing programs, practices and policies related to walking and cycling in the City of Carlsbad.• Chapter Three:Guiding Principles and Emerging Mobility Trends presents overarching guiding principles motivating this planning process as well as several innovative planning concepts that inform the SMP’s recommendations.• Chapter Four: Community Perspectives provides a summary of the public engagement activities and outcomes that inform the SMP recommendations.• Chapter Five: Planned Mobility Networks presents the SMP’s planned networks for walking, cycling and transit with a focus on integrating recommendations from the city’s multiple, previously adopted plans. The four modal networks were also used to develop a backbone network of Transformative Corridors which is presented at the end of this chapter. The four modal networks were also used to develop a backbone network of Transformative Corridors which is presented at the end of this chapter.• Chapter Six: Proposed Mobility Programs presents key programmatic recommendations including those related to Bicycle Education, Safe Routes to School (SRTS), and Transportation Demand Management (TDM). • Chapter Seven:Action Plan presents the consolidated SMP project database including project recommendations from 10 years of prior mobility planning in Carlsbad as well as new SMP recommendations. The action plan also presents the prioritization of these projects using criteria identiﬁ ed by the stakeholder working group and city staff. The identiﬁ cation of higher priority projects helps city staff to understand which projects should be implemented in the near-term versus long-term.INTRODUCTIONCarlsbad Boulevard in the 1980sCARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFT24Exhibit 1 KEY THEMES FROM THE SMP PLANNING PROCESSBased on the evaluation of the City of Carlsbad’s safety, infrastructure and community perspectives, the following key themes and plan priorities were developed:Enhance Existing Bikeways Along Major Arterials – The City of Carlsbad already has many miles of bicycle infrastructure. The challenge facing the city is how to retroﬁ t this infrastructure, which is mostly bike lanes, to not only improve safety of existing cyclists, but to attract new users.This can be achieved through implementation of protected bikeways, particularly along high speed roadways.Improve Freeway Crossings and Intersections – Many freeway crossings and intersections at major roadways create physical and psychological barriers, as people do not feel safe walking or cycling through these areas.Plan for Vulnerable Users – The development of an “8 to 80” network where people can comfortably walk and bike is critical to shifting mode choice away from driving. This is achieved by planning and designing facilities for those who are likely to beneﬁ t the most from protection on roadways – children and the elderly. Innovate and Make Use of the City’s Desirable Location to Attract Visitors, Employees and Employers – The City of Carlsbad has long sought a highly-skilled and highly-educated workforce, with an emphasis on technology and the pursuit of an active, enjoyable quality of life. With the emergence of multiple, new technologies, the city’s transportation network should reﬂ ect this innovation, along with strong COMMUNITY PROFILEThe City of Carlsbad is located in Northern San Diego County, approximately 35 miles north of the City of San Diego and approximately 90 miles south of Los Angeles. The City of Carlsbad is bordered by the cities of Oceanside and Vista to the north, the City of San Marcos and unincorporated San Diego County to the east, the City of Encinitas to the south and the Paciﬁ c Ocean to the west.Interstate 5 traverses the city in a north- south direction, providing the primary north-south freeway access to Carlsbad, while State Route 78 connects the northern portion of Carlsbad with communities to the east.Along the coast, the city’s terrain is relatively ﬂ at. However, as the city spreads easterly, the terrain becomes hilly.The City of Carlsbad has several qualities contributing to a positive walking and cycling environment, including a temperate Southern California climate, an active population, high quality recreation opportunities and wide, new streets in many parts of the city that can, or already do, accommodate active transportation infrastructure.!(!(!(!(!(!(!(!(!(!(ELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLSBA D RANCHOSANTAFECAMVIDAROBLE TAMARACKMARRONPOINSETTIARANCHOSANTAFEMEL ROSEFARADAY POINSETTIACO LLEGE CARLSBAD AVI ARACOLLEGE POINSETTIAMELROSESANMARCOSVISTAENCINITASLevel of Traffic Stress Rating Most Stressful Roadways !(Challenging Freeway or Rail CrossingsAnalysis determined that several roadways, typically arterials, are frequently inaccessible to casual users walking or biking, which limits connections throughout the City.CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION25Exhibit 1 regional transportation planning agencies to develop more sophisticated transportation planning models, and to use them for the purpose of creating “preferred growth scenarios” in their regional plans that reduce greenhouse gas emissions. The bill also provides incentives for local governments to incorporate these preferred growth scenarios into the transportation elements of their general land use plans.AB-1358 Complete Streets Act (2008)AB-1358 requires the legislative body of a city or county, upon revision of the circulation element of their general plan, to identify how the jurisdiction will provide for the routine accommodation of all users of the roadway including drivers, pedestrians, cyclists, individuals with disabilities, seniors and public transit users. The bill also directs the Governor’s Ofﬁ ce of Planning and Research to amend guidelines for general plan circulation element development so that the building and operation of local transportation facilities safely and conveniently accommodates everyone, regardless of their travel mode. Caltrans Deputy Directive 64-R1 (2008)Deputy Directive 64-R1 is a policy statement affecting Caltrans mobility planning and projects requiring the agency to “...provide AB-32 California Global Warming Solutions Act (2006)AB-32 calls for the reduction of greenhouse gas emissions and codiﬁ es the 2020 emissions reduction goal. This act also directs the California Air Resources Board to develop speciﬁ c early actions to reduce greenhouse gases while also preparing a scoping plan to identify how best to reach the 2020 limit.AB-1581 Bicycle and Motorcycle Trafﬁ c Signal Actuation (2007)This bill deﬁ nes a trafﬁ c control device as a trafﬁ c-actuated signal that displays one or more of its indications in response to the presence of trafﬁ c detected by mechanical, visual, electrical or other means. Upon the ﬁ rst placement or replacement of a trafﬁ c-actuated signal, the signal would have to be installed and maintained, to the extent feasible and in conformance with professional engineering practices, so as to detect lawful bicycle or motorcycle trafﬁ c on the roadway. Caltrans has adopted standards for implementing the legislation.SB-375 Redesigning Communities to Reduce Greenhouse Gases (2008)This bill seeks to reduce vehicle miles traveled through land use and planning incentives. Key provisions require the larger workplace commuter programs, and a focus on maintaining its status as a family-oriented destination for people from all over the world.APPLICABLE LEGISLATIONSeveral pieces of legislation support increased bicycling and walking in the state of California. Much of the legislation addresses greenhouse gas (GHG) reduction and points to bicycling and walking as a means to achieve reduction targets. The most relevant legislation concerning bicycle and pedestrian policy, planning, infrastructure and programs are described in the following sections.Median Refuge for pedestrians crossing at mid-block locationsCARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION26Exhibit 1 remove a longstanding roadblock to them. That roadblock is vehicular Level of Service (LOS) and the legislation with the potential to remove it is SB-743.For decades, vehicular congestion has been interpreted as an environmental impact and has often stymied on-street bicycle projects in particular. Projections of degraded Level of Service have, at a minimum, driven up project costs and, at a maximum, precluded projects altogether. SB-743 could completely remove LOS as a measure of vehicle trafﬁ c congestion that must be used to analyze environmental impacts under the California Environmental Quality Act (CEQA).This is extremely important because adequately accommodating cyclists, particularly in built-out environments, often requires relocation of right-of-way and the potential for increased vehicular congestion. The reframing of Level of Service as a matter of driver inconvenience, rather than an environmental impact, allows planners to assess the true impacts of transportation projects and will help support bicycling projects that improve mobility for all roadway users.AB-1193 Bikeways (2014)This act amends various code sections, all relating to bikeways in general, speciﬁ cally by require Conceptual Approval by Caltrans. It also establishes that roundabout intersection proposals shall be planned, developed, and evaluated in accordance with the National Cooperative Highway Research Program (NCHRP) Report 672 entitled “Roundabouts: An Informational Guide, 2nd Edition.” This directive also supplements the California MUTCD warrant and engineering study requirements by adding yield control to the menu of options for intersection control.AB-1371 Passing Distance/Three Feet for Safety Act (2013)This statute, widely referred to as the “Three Foot Passing Law,” requires drivers to provide at least three feet of clearance when passing cyclists. If trafﬁ c or roadway conditions prevent drivers from giving cyclists three feet of clearance, they must “slow to a speed that is reasonable and prudent” and wait until they reach a point where passing can occur without endangering the cyclist. Violations are punishable by a $35 base ﬁ ne, but drivers who collide with cyclists and injure them in violation of the law are subject to a $220 ﬁ ne.SB-743 CEQA Reform (2013)Just as important as the aforementioned pieces of legislation that support increases in bicycling and walking infrastructure and accommodation is one that promises to for the needs of travelers of all ages and abilities in all planning, programming, design, construction, operations and maintenance activities and products on the state highway system. The Department views all transportation improvements as opportunities to improve safety, access, and mobility for all travelers in California and recognizes bicycle, pedestrian and transit modes as integral elements of the transportation system. The directive goes on to mention the environmental, health and economic beneﬁ ts of more complete streets. Deputy Directive 13-02Deputy Directive 13-02 establishes that roundabout intersection proposals no longer “Pedestrian Scramble” crosswalk in CarlsbadCARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION27Exhibit 1 SB-1 Transportation Funding (2017)This bill creates the Road Maintenance and Rehabilitation Program to address deferred maintenance on the state highway system and the local street and road system. A total of $5.4 billion will be invested annually over the next decade, which will undertake a backlog of repairs and upgrades. Addition- ally, cleaner and more sustainable travel networks will be ensured for the future, including upgrades to local roads, transit agencies and an expansion of the state’s growing network of pedestrians and bicycle routes.SB-672 Trafﬁ c-Actuated Signals: Motorcycles and Bicycles (2017)This bill extends indeﬁ nitely the requirement to install trafﬁ c-actuated signals to detect lawful bicycle or motorcycle trafﬁ c on the roadway. By extending indeﬁ nitely requirements regarding trafﬁ c-actuated signals applicable to local governments, this bill imposed a state-mandated local program.Existing law requires the state to reimburse local agencies and school districts for certain costs mandated by the state.AB-1218 California Environmental Quality Act Exemption: Bicycle Transportation Plans (2017)imposition of those penalties and procedures, unless the program is a diversion program for a minor who commits an infraction not involving a motor vehicle and for which no fee is charged.This bill instead allows any person of any age who commits an infraction not involving a motor vehicle to participate in a diversion program that is sanctioned by local law enforcement. The bill eliminates the requirement that such a program charge no fee. The bill makes other technical, non-substantive changes.AB 1096 Electric Bicycles as Vehicles (2015)Existing law deﬁ nes a “motorized bicycle” as a device that has fully operative pedals for propulsion by human power and has an electric motor that meets speciﬁ ed requirements. The bill deﬁ nes an “electric bicycle” as a bicycle with fully operable pedals and an electric motor of less than 750 watts, and creates three classes of electric bicycles.The bill prohibits the operation of a class III electric bicycle on speciﬁ ed paths, lanes or trails, unless that operation is authorized by a local ordinance. The bill also authorizes a local authority or governing body to prohibit, by ordinance, the operation of class 1 or class 2 electric bicycles on speciﬁ ed paths or trails.recognizing a fourth class of bicycle facility, cycle tracks. However, the following may be even more signiﬁ cant to future bikeway development:Existing law requires Caltrans, in cooperation with county and city governments, to establish minimum safety design criteria for the planning and construction of bikeways, and requires the department to establish uniform speciﬁ cations and symbols regarding bicycle travel and trafﬁ c related matters. Existing law also requires all city, county, regional and other local agencies responsible for the development or operation of bikeways or roadways to utilize all of those minimum safety design criteria and uniform speciﬁ cations and symbols.This bill revises these provisions to require Caltrans to establish minimum safety design criteria for each type of bikeway by January 1, 2016, and also authorizes local agencies to utilize different minimum safety criteria if adopted by resolution at a public meeting.AB 902 Trafﬁ c Violations and Diversion Programs (2015)Existing law provides that a local authority may not allow a person who has committed a trafﬁ c violation under the Vehicle Code to participate in a driver awareness or education program as an alternative to the CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION28Exhibit 1 apply to the adoption of a plan that will have a legally binding effect on later activities.SB-760 Transportation Funding: Active Transportation: Complete Streets (2019)This bill establishes a Division of Active Transportation within Caltrans to give attention to active transportation program matters to guide progress toward meeting the department’s active transportation program goals and objectives. This bill requires the California Transportation Commission to give high priority to increasing safety for pedestrians and bicyclists and to the implementation of bicycle and pedestrian facilities. The bill also directs the department to update the Highway Design Manual to incorporate “complete streets” design concepts, including guidance for selection of bicycle facilities.CALTRANS ACTIVE TRANSPORTATION CHECKLISTIn order to comply with Caltrans requirements and to keep the city competitive in future grant opportunities, the table on the following page lists items that are addressed in the SMP.This bill extends CEQA exemptions for bicycle transportation plans for an urbanized area until January 1, 2021. These exemptions include re-striping of streets and highways, bicycle parking and storage, signal timing to improve street and highway intersection operations, and related signage for bicycles, pedestrians and vehicles under certain conditions. Additionally, CEQA will also exempt from its requirements projects consisting of re-striping of streets and highways for bicycle lanes in an urbanized area that are consistent with a bicycle transportation plan under certain conditions.Planning projects such as this document are exempt from CEQA analysis since they provide planning and conceptual recommendations. As individual recommendations move forward toward further design and implementation, the city will then need to determine if there are environmental impacts that may warrant an EIR.A project involving only feasibility or planning studies for possible future actions which the agency, board or commission has not approved, adopted or funded does not require the preparation of an EIR or Negative Declaration but does require consideration of environmental factors. This section does not CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION29Exhibit 1 ItemLocaঞ on in PlanThe esঞ mated number of exisঞ ng bicycle trips and pedestrian trips in the plan area, both in absolute numbers and as a percentage of all trips and the esঞ mated increase in the number of bicycle trips and pedestrian trips resulঞ ng from implementaঞ on of the plan.Chapter 2 & 6The number and locaঞ on of collisions, serious injuries and fataliঞ es suff ered by bicyclists and pedestrians in the plan area, and a goal for collision, serious injury and fatality reducঞ on a[ er implementaঞ on of the plan.Chapter 2A map and descripঞ on of exisঞ ng and proposed land use and se lement pa erns which must include, but not be limited to, locaঞ ons of residenঞ al neighborhoods, schools, shopping centers, public buildings, major employment centers and other desঞ naঞ ons.Chapter 2A map and descripঞ on of exisঞ ng and proposed bicycle transportaঞ on faciliঞ es, including a descripঞ on of bicycle faciliঞ es that serve public and private schools and, if appropriate, a descripঞ on of how the ﬁ ve E’s (Educaঞ on, Encouragement, Enforcement, Engineering and Evaluaঞ on) will be used to increase rates of bicycling to school.Chapter 2 & Appendix EA map and descripঞ on of exisঞ ng and proposed end-of-trip bicycle parking faciliঞ es.Chapter 2A descripঞ on of exisঞ ng and proposed policies related to bicycle parking in public locaঞ ons, private parking garages and parking lots and in new commercial and residenঞ al developments. Chapter 2A map and descripঞ on of exisঞ ng and proposed bicycle transport and parking faciliঞ es for connecঞ ons with and use of other transportaঞ on modes. These must include, but not be limited to, bicycle parking faciliঞ es at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporঞ ng bicyclists and bicycles on transit or rail vehicles or ferry vessels.Chapter 2A map and descripঞ on of exisঞ ng and proposed pedestrian faciliঞ es, including those at major transit hubs and those that serve public and private schools and, if appropriate, a descripঞ on of how the ﬁ ve E’s (Educaঞ on, Encouragement, Enforcement, Engineering and Evaluaঞ on) will be used to increase rates of walking to school. Major transit hubs must include, but are not limited to, rail and transit terminals, and ferry docks and landings. A descripঞ on of proposed signage providing wayﬁ nding along bicycle and pedestrian networks to designated desঞ naঞ ons.Chapters 2 & 5A descripঞ on of the policies and procedures for maintaining exisঞ ng and proposed bicycle and pedestrian faciliঞ es, including, but not limited to, the maintenance of smooth pavement, ADA level surfaces, freedom from encroaching vegetaঞ on, maintenance of traffi c control devices including striping and other pavement markings, and lighঞ ng.Chapter 6A descripঞ on of bicycle and pedestrian safety, educaঞ on and encouragement programs conducted in the area included within the plan. Eff orts by the law enforcement agency having primary traffi c law enforcement responsibility in the area to enforce provisions of the law impacঞ ng bicycle and pedestrian safety, and the resulঞ ng eff ect on collisions involving bicyclists and pedestrians are also included.Chapter 6 A descripঞ on of the extent of community involvement in development of the plan, including disadvantaged and undeserved communiঞ es.Chapter 4A descripঞ on of how the acঞ ve transportaঞ on plan has been coordinated with neighboring jurisdicঞ ons, including school districts within the plan area, and is consistent with other local or regional transportaঞ on, air quality or energy conservaঞ on plans, including, but not limited to, general plans and a Sustainable Community Strategy in a Regional Transportaঞ on Plan.Chapter 2 & 3A descripঞ on of the projects and programs proposed in the plan and a lisঞ ng of their prioriঞ es for implementaঞ on, including the methodology for project prioriঞ zaঞ on and a proposed ঞ meline for implementaঞ on.Chapter 6A descripঞ on of past expenditures for bicycle and pedestrian faciliঞ es and programs, and future ﬁ nancial needs for projects and programs that improve safety and convenience for bicyclists and pedestrians in the plan area. Include anঞ cipated revenue sources and potenঞ al grant funding for bicycle and pedestrian uses.Chapter 6A descripঞ on of steps necessary to implement the plan and the reporঞ ng process that will be used to keep the adopঞ ng agency and community informed of the progress being made in implemenঞ ng the plan.Chapter 6Table 1-1 Caltrans Active Transportation Plan ChecklistCARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTINTRODUCTION30Exhibit 1 31CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS2EXISTING MOBILITY NETWORKExhibit 1 32CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS2EXISTING MOBILITY NETWORKSCARLSBAD TODAYThis chapter summarizes the current mobility context of the City of Carlsbad with a focus on previously adopted mobility plans, land use and socio-economic conditions, and most importantly, the status of current networks, travel demands and safety for walking, cycling and transit. This chapter lays the foundation for identifying key opportunities for the SMP to integrate and strengthen walking, cycling and transit networks and user experience across the city. The draft SMP Existing Conditions Report is provided in Appendix A.The SMP will lay the foundation for improving mobility for all modes of travel, including pedestrians and bicyclists, within the City of Carlsbad. This represents the city’s inaugural Sustainable Mobility Plan, building upon recommendations set forth in numerous plans proceeding this effort including, the Trails Master Plan (2019), the Carlsbad Coastal Mobility Readiness Plan (2016), the General Plan Mobility Element (2015), the Climate Action Plan (2015), Carlsbad Active Transportation Strategy (2015), Livable Streets Assessment (2013), Americans with Disabilities Transition Plan for Public Rights-of-Way (2013), the Pedestrian Master Plan (2008), the Bicycle Master Plan (2007) and SANDAG’s San Diego Regional Safe Routes to School Strategic Plan (2012). The ﬁ nal section of this chapter assesses how well key destinations across the City of Carlsbad are served by the existing bike, pedestrian and transit networks. The “gap” analysis provides important input to the project prioritization mentioned in the ﬁ nal chapter of this document.In addition to building on the previously adopted plans, the SMP will update the 10-year-old Pedestrian Master Plan and the 11-year-old Bicycle Master Plan. It will also provide the opportunity for collaboration among the City of Carlsbad’s Transportation, Parks and Economic Development departments.IN THIS CHAPTER• Analysis of current condiƟ ons for people walking and biking, parƟ cularly vulnerable users• IdenƟ ﬁ caƟ on of network gapsserving key City of Carlsbad desƟ naƟ onsExhibit 1 33CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSCity of Carlsbad Active Transportation Strategy (2015)The Carlsbad Active Transportation Strategy (CATS) is divided into ﬁ ve chapters: Where We Have Been, Gap Analysis, Roadmap to Livable Streets, Priority Projects, Measures of Effectiveness.Climate Action Plan (2015)The City of Carlsbad has long been a steward of environmental sustainability. In 2007, the City of Carlsbad City Council adopted a set of sustainability and environmental guiding principles (Resolution No. 2007-187) to help guide city investments, activities, and programs. Additionally, sustainability emerged as a key theme during the Envision Carlsbad community outreach process, and reﬂ ected as a Core Value of the Community ADA Transition Plan for Public Right-of-Way (2012)The Americans with Disabilities Act (ADA), enacted in 1990, extends comprehensive civil rights protections to all people with disabilities. The ADA Transition Plan for Public Right-of-Way outlines a comprehensive approach to removing public barriers to walking by mapping out a program that will transition the City of Carlsbad to comply with ADA and Title 24 requirements. The primary goal of the project is to provide a complete and accurate survey of walking facilities within the public right-of-way in the designated tier areas that can then be addressed as part of a broader strategic “Transition Plan.”City of Carlsbad Livable Streets Assessment (2013)In 2012, Livable Streets was a City of Carlsbad City Council priority and strategic focus area for further enhancing the City of Carlsbad’s outstanding quality of life. It was partially used as a way to incorporate the feedback received from the Envision Carlsbad General Plan Update process regarding the challenges, values, needs and wants of the community.PRIOR PLANNING CONTEXTBikeway Master Plan (2007)In December 2007, the City of Carlsbad adopted the Bikeway Master Plan as a blueprint for bicycle transportation and recreation in the City of Carlsbad. The Bikeway Master Plan provided an updated network of planned bikeway facilities.Pedestrian Master Plan (2008)In August of 2008, the City Council adopted the Pedestrian Master Plan. The vision of the Pedestrian Master Plan is multi-pronged. It envisioned a future City of Carlsbad where: • People can conveniently walk to their destinations • People feel safe walking • Facilities are provided for people from all age groups • People with disabilities are more easily mobile • Visitors are attracted to the enhanced walking environment • Commercial streets are exciting places to visit. Planning documents used to identify future projectsExhibit 1 34CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSVillage, the Barrio neighborhood and adjacent beach areas. The adjacent beach area was included to provide the full picture of parking along the coast and its potential impact on Carlsbad Village. City Council adopted the Parking Management Plan in 2017. The Parking Management Plan provides implementable short-term (by year 2020), medium-term (by year 2025) and long-term (by year 2035) strategies to improve the efﬁ ciency and effectiveness of the parking system. These transportation issues facing the City of Carlsbad relate to protecting and enhancing the community’s quality of life, as reﬂ ected in the core values of the Carlsbad Community Vision. The report goes on to state that the community’s vision includes “better pedestrian and bicycle connections between neighborhoods, destinations and different parts of the community, and a balanced transportation system rather than a singular focus on automobile movement.” Carlsbad Coastal Mobility Readiness Plan (Draft 2016)The Carlsbad Coastal Mobility Readiness Plan was developed to help stakeholders and constituents envision a coastal transportation system that connects people, creates a sense of belonging and closely links quality of life issues to economic growth. The report was designed as a blueprint for building the infrastructure to meet the mobility needs of the community, encourage healthy lifestyles and support a vibrant downtown setting.Carlsbad Village, Barrio and Beach Areas Parking Management Plan (2017)In support of the proposed Village and Barrio Master Plans, the city conducted a comprehensive parking study and developed a Parking Management Plan for the Carlsbad Vision. City Council adopted the Climate Action plan in 2015. The CAP includes goals, policies and actions for the City of Carlsbad to reduce GHG emissions and combat climate change and includes:• An inventory of the City of Carlsbad’s citywide and local government GHG emissions;• Forecasts of future citywide and local government GHG emissions;• A comprehensive, citywide strategy and actions to manage and reduce GHG emissions, with emission targets through 2035; and• Actions that demonstrate the City of Carlsbad’s commitment to achieve state GHG reduction targets by creating enforceable measures, and monitoring and reporting processes to ensure targets are met.The time frame for the Plan extends from the date of adoption through 2035.General Plan Mobility Element (2015)A component of the larger General Plan, the mobility element is required by state law. The introduction includes a background and purpose, and notes that the primary Additional City Adopted PlansExhibit 1 35CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSJuly 10, 2018.Trails Master Plan (2019)The City of Carlsbad has a citywide Trails Program with a mission statement of “…striv[ing] to meet the leisure and recreational needs of Carlsbad residents while protecting and preserving open spaces and coastal resources in accordance with the City of Carlsbad General Plan.”Four goals are identiﬁ ed within the Carlsbad TMP. These Include:• Goal 1: Create a Connected and Complete Trails System• Goal 2: Accommodate a Variety of Trail Users in a Safe and Environmentally Sensitive Manner• Goal 3: Identify Existing & Future Trail Development• Goal 4: Integrate Transportation Related Facilities as Part of the Trails System strategies focus on the Village and Barrio and, in turn, the proposed Village and Barrio Master Plan.The goals of the parking management plan are:• Make parking more convenient for community members, employees and visitors • Promote more efﬁ cient use of existing parking • Support future parking needs and mobility options • Explore options to make the project area more inviting for pedestrians, bicyclists and people who use public transportation • Support the vision outlined in the Draft Village and Barrio Master Plan (April 2016)Village and Barrio Master Plan (2018)The master plan focuses on enhancing neighborhood character, public spaces, and ways to get around the Village and Barrio, based on ideas gathered from the community starting in September 2014. The plan was approved by City Council on Carlsbad Village StreetscapeExhibit 1 36CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSLAND USES, SOCIO-ECONOMIC AND TRAVEL CHARACTERISTICSThe City of Carlsbad began as a small coastal town, and its settlement pattern is typical of most coastal Southern California cities. The original downtown, known today as the Carlsbad Village, is characterized by a mix of commercial and residential land uses, narrow tree-lined streets arranged in a grid pattern, and has been served by rail service for over 100 years.Beginning in the postwar years of the late 1940s, development accelerated, bringing greater numbers of employees and residents. Despite this development, signiﬁ cant amounts of nearby land remained as undeveloped open space. Throughout the second half of the 20th Century, housing frequently took the shape of master-planned developments adjacent to major vehicular arterials. Employment centers were also developed as standalone sites, separate from housing and commercial land uses. Currently, employment is predominately located between Cannon Road to the north and Palomar Airport Road to the south. FIGURE 2-1 EXISTING LAND USESDowntown Carlsbadsting Land UseSpaced Rural ResidentialSingle Family ResidentialMobile HomesMulti-Family ResidentialMixed UseShopping CentersCommercial and OfficeLight IndustryTransportation, Communications, UtilitiesEducationInstitutionsRecreationOpen Space ParksIt i A i lt§¨¦5·}78Colleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E nc in a sCalleBarcelonaAveMo nr o e S tNor te PaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-1 EXISTING LAND USESSource: SANGIS, 2016Existing Land UseSpaced Rural ResidentialSingle Family ResidentialMobile HomesMulti-Family ResidentialMixed UseShopping CentersCommercial and OfficeLight IndustryTransportation, CommunicaTransportation, Communications, UtilitiesEducationInstitutionsRecreationOpen Space ParksIntensive AgricultureExtensive AgricultureWaterExhibit 1 37CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSanned Land UseSpaced Rural ResidentialSingle Family ResidentialMobile HomesMulti-Family ResidentialMixed UseShopping CentersCommercial and OfficeLight IndustryTransportation, Communications, UtilitiesEducationInstitutionsRecreationOpen Space ParksIntensive Agriculture§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elrose D rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E n cin a s CalleBarcelonaAveMo nr o e S tNort e Pase oDelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-2 PLANNED LAND USESPlanned Land UsesThe notable differences between the City of Carlsbad’s existing land use and the planned land uses depicted in Figure 2-2, is an increase in single family residential northeast of El Camino Real and College Boulevard, and an increase in light industrial in the area north of Faraday Avenue, directly west of the intersection of Faraday Avenue and S. Melrose Drive. The planned land uses also include an increase in mixed commercial directly south of the intersection of Avenida Encinas and Carlsbad Boulevard near the southern boundary of the city. 3ODQQHG Land UseSpaced Rural ResidentialSingle Family ResidentialMobile HomesMulti-Family ResidentialMixed UseShopping CentersCommercial and OfficeLight IndustryTransportation, CommunicaTransportation, Communications, UtilitiesEducationInstitutionsRecreationOpen Space ParksIntensive AgricultureExtensive AgricultureWaterSource: SANGIS, 2016A commercial district “Bike Corral” Exhibit 1 38CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSSocio-Economic ConditionsFigure 2-3 displays 2016 median household income for the City of Carlsbad by census block group.Disadvantaged or low-income communities are deﬁ ned by the Caltrans 2019 Regional ATP Program Guidelines as having a median household income less than 80 percent of the statewide median based on the most current census data from the 2016 American Community Survey, which is less than $51,026.According to the map, there are four low-income census block groups, two of which are located in the Village Barrio zone of the City of Carlsbad, where the median household income is roughly $47,000.The neighborhood southeast of the intersection of La Costa Avenue and Rancho Santa Fe Road, near Stagecoach Community Park, has a median household income of about $48,000.Lastly, the lowest median household income is found in the neighborhood east of the intersection of Cannon Road and El Camino Real, with a median household income of about $34,000.Vista§¨¦5·}78Colleg eBl AlgaRdPoinsettiaLnAviaraPkwyTamarackC a rls b a d B lElCaminoRealM elro s e D rRanchoSantaFe DrA vd a E n cina s CalleBarcelonaAveMon r o e S tN ortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosedian Household Income$0 - $50,000$50,001 - $75,000$75,001 - $100,000$100,001 - $125,000Median Household Income$0 - $50,000$50,001 - $75,000$75,001 - $100,000$100,001 - $125,000$125,001 - $150,000Over $150,000FIGURE 2-3 MEDIAN HOUSEHOLD INCOMESource: American Community Survey, 2016Exhibit 1 39CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSTravel CharacteristicsAccording to the American Community Survey 5-Year Estimate (2016), the City of Carlsbad has similar but slightly higher rates of commuters driving alone to work than San Diego County as a whole. In addition, there are slightly higher rates of residents working at home in Carlsbad compared to the county as a whole. Also noteworthy is a lower percentage of Carlsbad residents who carpool, take public transportation, walk to work, ride a bicycle, or commute via some other means as compared to San Diego County as a whole. These ﬁ ndings indicate a strong potential for change.The 2016 mean travel time for working residents of the City of Carlsbad is about 28.6 minutes.Figure 2-4 displays travel time to work and commute mode shares by census block group for working residents of the City of Carlsbad. As can be seen, most residents have an average commute lasting between 25 – 30 minutes. Very few residents have an average commute time of less than 25 minutes. Vista§¨¦5·}78C olleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC arl sba d B lElCaminoRealM e lros eDr RanchoSantaFe DrA vd aE nci na sCalleBarcelonaAveMonroe S tNorte P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosMean Travel Time to WorkLess than 25 Minute CommuteFIGURE 2-4 MODE SHARE/TRAVEL TIME TO WORKeof lessthan 25minutes. inutePercent of CommutersCarlsbad Commute Mode ShareSource: AmericanCommunity Survey, 2016Drove AloneCarpooledPublic TransitBicycledWorked At HomeWalkedOtherCarlsbadSan Diego CountyMean Travel Time to WorkLess than 25 Minute Commute25-30 Minute Commute30-35 Minute Commute35-40 Minute CommuteExhibit 1 40CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSExisting Multi-Use PathSchool StreetsStreets with Missing / Substandard SidewalksExisting Sidewalks§¨¦5§¨¦5ChestnutStrsonStLaCostaAveTamarackAveC arlsbad BltH ardin gS t§¨¦5§¨¦5·}78Colleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elrose D rRanchoSantaFe DrFaradayAveCamVidaRobleA v da E n c in a sCalleBarcelonaAveMon r o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosStreets with Missing / Substandard SidewalksExisting SidewalksAlternative Design StreetsFIGURE 2-5 EXISTING PEDESTRIAN NETWORKCURRENT PEDESTRIAN CONDITIONSThis section of the SMP summarizes current pedestrian conditions in terms of the existing pedestrian network conditions, pedestrian activity levels and pedestrian safety across the city. These facets of the current pedestrian conditions, along with extensive community input, establish the basis for pedestrian recommendations presented in chapter ﬁ ve of the SMP. Pedestrian and Trail NetworkThe current pedestrian network includes not only the city’s sidewalk network, but also the trails, paths and connectors identiﬁ ed in the Trails Master Plan. Figure 2-5 shows existing travelways available to pedestrians across the city. There are approximately 481 miles of sidewalk, 4.5 miles of multi-use paths and 5.5 miles of trails.There are different types of existing sidewalks in the City of Carlsbad. The typical sidewalk environment in the Village is Typical Sidewalk Environment in the VillageSource: City of Carlsbad Pedestrian Master Plan, 2007City of Carlsbad Bike Master Plan, 2007Existing Multi-Use PathSchool StreetsExhibit 1 41CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSMAP NAME RIGHT SIDEAlternativeDesign StreetsStreets withMissing orSubstandard§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d aE nc in a sCalleBarcelonaAveM on r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-6 MISSING SIDEWALKSpedestrian-friendly, with street trees, amenities and artistic features. Most importantly, the decorative sidewalk is typically 10-15 feet wide, providing a comfortable environment for walking. Most intersections are ADA compliant, and almost all corners have ramps. Most of the City of Carlsbad’s beaches are easily accessible by foot. In fact, there is a large portion of the coast that has a dedicated pathway at sea-level in addition to the high-quality pathways on the top of the cliffs at street level. Speciﬁ cally, Carlsbad State Beach to Tamarack Beach is a prime example of this feature.Missing SidewalksFigure 2-6 shows the missing or substandard sidewalks in the City of Carlsbad. In total, 30 miles of roadway are without sidewalks or with substandard sidewalks, although several of these locations are considered “Alternative Design Streets,” and are not intended to be constructed or retroﬁ tted with sidewalks. These areas include small neighborhood streets and wide, high-speed corridors. AlternativeDesign StreetsStreets withMissing orSubstandardSidewalksMissing Sidewalks in Carlsbad; residential area (left) and high-speed roadway (right)Source: City of Carlsbad Pedestrian Master Plan, 2007Exhibit 1 42CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS§¨¦5·}78Colleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n cina s CalleBarcelonaAveMon r o e S tNor te PaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaEQE RatingHighFIGURE 2-7 QUALITY OF THE PEDESTRIAN ENVIRONMENTQuality of the Pedestrian EnvironmentAll public roadways in the City of Carlsbad were evaluated using the Pedestrian Environment Quality Evaluation (PEQE) tool. This tool allows for an objective assessment of the quality of the pedestrian environment taking into consideration the speed of vehicles along the roadway and the buffer distance between pedestrian travelways and moving vehicles. Table 2-1 displays the PEQE criteria and scoring system.As shown in Table 2-1, the PEQE analysis involves assigning a score to each side of a roadway segment based on four measures: horizontal buffer, lighting, clear pedestrian zone and posted speed limit. The scores for each side of the roadway are averaged together to display a single segment score.Figure 2-7 displays the quality of the pedestrian environment along each roadway segment in the City of Carlsbad. As shown, the Village area and areas east of the Village show relatively higher quality pedestrian environments, as do other residential pockets in the southern portion of the city.Sidewalks along Carlsbad beachesSource: Chen Ryan Associates, 2019PEQE RatingHighMediumLowExhibit 1 43CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSFacility Type MeasureDescription/FeatureScoringSegmentbetween two intersections1. Horizontal BufferBetween the edge of auto travel way and the edge of clear pedestrian zone0 point: < 6 feet1 point: 6 - 14 feet2 points: > 14 feet or vertical buffer2. Lighting0 point: below standard/requirement1 point: meet standard/requirement2 points: exceed standard/requirement3. Clear Pedestrian Zone5’ minimum0 point: has obstructions2 points: no obstruction4. Posted Speed Limit0 point: > 40 mph1 point: 30 - 40 mph2 points: < 30 mphMaximum 8 pointsIntersection by Leg1. Physical Feature• Enhanced/High Visibility Crosswalk • Raised Crosswalk • Advanced Stop Bar • Bulb out/Curb Extension0 point: < 1 feature per ped crossing1 point: 1 – 2 features per ped crossing2 points: > 2 features per ped crossing 2. Operational Feature• Pedestrian Countdown Signal• Pedestrian Lead Interval• No-Turn on Red Sign/Signal• Additional Pedestrian Signage0 point: < 1 feature per ped crossing1 point: 1 – 2 features per ped crossing2 points: > 2 features per ped crossing 3. ADA Curb Ramp0 point: no ramps and no truncated tomes1 point: ramps only, no truncated domes2 points: meet standard/requirement4. Trafﬁ c Control0 point: no control1 point: stop sign controlled2 points: signal/roundabout/trafﬁ c circlMaximum 8 pointsTable 2-1 PEQE Ranking System and CriteriaExhibit 1 44CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSFacility Type MeasureDescription/FeatureScoringMid-block Crossing1. Visibility0 point: w/o high visibility crosswalk2 points: with high visibility crosswalk2. Crossing Distance0 point: no treatment2 points: with bulb out or median pedestrian refuge3. ADA0 point: no ramps and no truncated tomes1 point: ramps only, no truncated domes2 points: meet standard/requirement4. Trafﬁ c Control0 point: no control1 point: ﬂ ashing beacon (In-pavement, RRFB, etc)2 points: signal/pedestrian hybrid beacon (HAWK)Maximum 8 pointsExhibit 1 45CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSPedestrian SafetyPedestrian collisions are summarized by severity in Table 2-2. As shown, a majority of collisions, or 50.5%, resulted in “Other Visible Injury,” meaning an injury that is visible but non-traumatic. This was followed by “Complaint of Pain,” at 31.5% of all collisions. A total of eight pedestrian collisions, or 6.2%, were fatal.Figure 2-8 displays the location of the pedestrian collisions across the City of Carlsbad. As can be seen, there is a high number of pedestrian collisions along Carlsbad Boulevard, as well as in the Carlsbad Village. !(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Pedestrian Collisions!(1 Collision!(2 Collisions!(3 Collisions!(4 - 5 Collisions!(Fatality Collision!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Chestnutferson StLaCostaAveCTamarackAveC arlsb adBlS tH ardingS t§¨¦5§¨¦5·}78C olle geBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c in a s CalleBarcelonaAveMo nr o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcos!(1 Collision!(2 Collisions!(3 Collisions!(4 - 5 Collisions!(Fatality CollisionFIGURE 2-8 PEDESTRIAN COLLISIONSCollision Severity Collisions Percent of TotalOther Visible Injury6550.5%Complaint Of Pain 4131.5%Severe Injury 1310.0%Fatality86.2%Property Damage Only32.3%Total130100.0%Table 2-2 Pedestrian Collisions by Severity of TypeSource: SWITRS, 2013-2017Source: SWITRS, 2013-2017Exhibit 1 46CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elrose D rRanchoSantaFe DrFaradayAveCamVidaRobleA v da E n c in a sCalleBarcelonaAveMon r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaTrail Classification &Trail StatusNature Trail, ExistingPaved Multi-use Trail, ExistingRecreational Trail, ExistingRoadside Trail, ExistingSidewalk Connector, ExistingFIGURE 2-9 TRAILS PLANA group of hikers on a Carlsbad Outdoor Recreational TrailCURRENT TRAIL CONDITIONSFigure 2-9 shows the extensive network of existing trails in the City of Carlsbad. Bringing together both pedestrian and bicycle networks, the trails map shows all of the existing connections that have been identiﬁ ed throughout the City of Carlsbad in the Carlsbad Draft Trails Master Plan.Source: City of Carlsbad, 2019Trail Classification &Trail StatusNature Trail, ExistingPaved Multi-use Trail, ExistingRecreational Trail, ExistingRoadside Trail, ExistingSidewalk Connector, ExistingWide Dirt Trail or Utility RoadbedExhibit 1 47CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSCURRENT CYCLING CONDITIONSCaltrans currently recognizes four classiﬁ cations of bicycle facilities, including Class I multi-use paths, Class II bicycle lanes, Class III bicycle routes and Class IV cycle tracks. A description and image of each of these facility types is provided to the right. Table 2-3 shows existing roadway mileage by speed in the City of Carlsbad. Depending on the posted speed limits, certain recommended bicycle facilities may be preferred over others. For instance a Class III facility would not be suitable for high-speed trafﬁ c, for there would be danger for both the cyclists and drivers. As shown in the table, the most common roadway has a posted speed limit of 25mph (56.5 %). About one-third of the city has a speed limit of 35mph or higher.Class II Bike Lane – Provides a striped lane designated for the exclusive or semi-exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited. Bike lanes are one-way facilities located on either side of a roadway. Pedestrian and motorist cross-ﬂ ows are permitted. Additional enhancements such as painted buffers and signage may be applied. The minimum bike lane width is considered ﬁ ve feet. Class I Multi-Use Path – Also referred to as a bike path or shared-use path, Class I facilities provide a completely separated right-of-way designed for the exclusive use of bicycles and pedestrians with cross-ﬂ ows by motorists minimized. The minimum paved width for a two-way multi-use path is considered to be eight-feet, with a two-foot wide graded area adjacent to the pavement.Class III Bike Route – Provides shared use of trafﬁ c lanes with cyclists and motor vehicles, identiﬁ ed by signage and/or street markings such as “sharrows”. Bike routes are best suited for low-speed, low-volume roadways with an outside lane of 14 feet or greater. Bike routes provide network continuity or designate preferred routes through corridors with high demand. Class IV Cycle Track – Also referred to as separated bikeways, cycle tracks provide a right-of-way designated exclusively for bicycle travel within the roadway and physically separated from vehicular trafﬁ c. Cycle tracks can provide for one-way or two-way travel. Types of separation include, but are not limited to, grade separation, ﬂ exible posts, or on-street parking.BICYCLE CLASSIFICATIONSRoadway MPH Centerline Miles Percent of Total2024.47.0%25196.856.5%3017.45.0%3527.17.8%4029.28.4%4512.03.4%5020.05.7%5521.46.1%Total348.4100.0%Table 2-3 Centerline Mileage of CarlsbadRoadways by SpeedExhibit 1 48CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSBicycle Facilities: Class I (top), Class II (left), Class III (right)Bicycle NetworkFigure 2-10 displays the location of existing bicycle facilities within the City of Carlsbad. As shown, the Carlsbad bicycle network is comprised of multi-use paths (Class I), bike lanes (Class II) and bike routes (Class III). Bicycle lanes comprise the majority of the network. There are 5.8 miles of multi-use paths in the City of Carlsbad. isting Bicycle ClassificationClass I - Bike PathClass II - Bike LaneClass III - Bike RouteClass IV - Cycle Track§¨¦5·}78C ollege B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v da E n c in as CalleBarcelonaAveMon r o e S tNor te Paseo DelPalomarAirportRd OceansideEncinitasSanMarcosFIGURE 2-10 EXISTING BIKE NETWORKVISTAC AR LSBA D TAMARACKCARLSBAD VILLAGESource: City of Carlsbad Bike Master Plan, 2007City of Carlsbad Mobility Element, 2015Village & Barrio Master Plan, 2018Existing Bicycle 1HWZRUNClass I - Bike PathClass II - Bike LaneClass III - Bike RouteExhibit 1 49CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!OI3!OI<!O!O4I<!OI<I3!OI<!O!OI<I<I<!O!O!OI<I3²³!O44I<!O!O4I<!O4!O4²³²³²³44444444444444444444444444!O!O!O!O!O²³²³!O!O²³I3ÆcÆcÆcÆcÆc!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!OI3!O!O!O444²³ÆcÆcÆcke Rack Type!(Inverted U!(Wave!(Wheel Bender!(Otherey Destinations²³Job CenterÆcLibrary!OOutdoor RecreationI3Regional TransportationChestnutStrsonS tLaCostaAveTamarackAveC arlsba d BltH ardingS t§¨¦5§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c in a s CalleBarcelonaAveMonr o e S tNorte P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosFIGURE 2-11 BIKE RACKS AT PUBLIC FACILITIESBicycle Rack InventoryFigure 2-11 is a bicycle rack inventory at public facilities in the City of Carlsbad. The map displays the type of bicycle rack at each of the key destinations. As shown many bicycle racks are concentrated in the Village. The most common bicycle rack type found at outdoor recreation sites is the “wave” bicycle rack.A typical Inverted-U Bike Rack found in the Carlsbad VillageBike Rack Type!(Inverted U!(Wave!(Wheel Bender!(OtherKey Destinations²³Job CenterÆcLibrary!OOutdoor RecreationI3Regional Transportation4SchoolI<Shopping CenterSource: City of Carlsbad, Chen Ryan Associates, 2019Exhibit 1 50CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSdesigning facilities. The third category is referred to as “Causal and Somewhat Conﬁ dent” category, which approximately 7% of the population falls into. The ﬁ nal category is referred to as the “Experienced & Conﬁ dent”; these are the cyclists who are willing to ride their bicycles regardless of the facility type, which makes up 1% of the population.Quality of the Bicycle NetworkThe quality of the bicycle environment was assessed using the bicycle Level of Trafﬁ c Stress (LTS) methodology as developed by Mekuria, et al. (2012) of the Mineta Transportation Institute and reported in Low-Stress Bicycling and Network Connectivity. LTS classiﬁ es the street network into categories according to the level of stress it causes cyclists, taking into consideration a cyclist’s physical separation from moving vehicles, vehicular trafﬁ c speeds along the roadway segment, number of travel lanes and factors related to intersection approaches with dedicated right-turn lanes and unsignalized crossings.A visual depiction of the Four Types of Cyclists is shown to the right. The ﬁ rst category, the “Non-Cyclists”, are people who, for a variety of reasons, would never get on a bicycle. About 32% of the population identiﬁ es with this category. The second category, the “Interested But Concerned,” are people who would like to ride their bike, but are cautious. This category of cyclist prefers facilities that have little trafﬁ c stress. Approximately 60% of the population falls into this category. As the largest category, this is the category which is taken into consideration when recommending and Source: Chen Ryan AssociatesExhibit 1 51CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSFigure 2-12 displays the bicycle Level of Trafﬁ c Stress for all roadways and paths where cyclists are permitted. Table 2-4 displays the key LTS inputs and criteria. As shown, roadways in the City of Carlsbad predominantly exhibit characteristics of LTS 1/2 or 4 environments. Roadways with an LTS 1 or 2 environment are generally residential streets and collectors, and considered high quality cycling environments. These types of roadways are generally characterized as having one lane in each direction while providing adequate width for cyclists and vehicles, with a low posted speed.A number of roadways in the city offer an LTS 3 environment. In these cases, speed limits, vehicular volumes and roadway widths were sufﬁ cient to garner an LTS score which has room for improvement relative to most roadway conditions in the city, but would still not be deemed comfortable enough for an average cyclist.((((((((((((((((((((§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E nc in a sCalleBarcelonaAveM on r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaLevel of Traffic Stress Rating1 or 2 (Less Stressful)34 (Most Stressful)(Grade Separated Rail Crossing(At G d R il C iFIGURE 2-12 LEVEL OF TRAFFIC STRESSSource: Chen Ryan Associates, 2019(Level of Traffic Stress Rating1 or 2 (Less Stressful)34 (Most Stressful)(Grade Separated Rail Crossing(At-Grade Rail Crossing(I-5 CrossingExhibit 1 52CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSLTS Category LTS DescriptionDescription of EnvironmentComfort LevelLTS 1Presenting little trafﬁ c stress and demanding little attention from cyclists; suitable for almost all cyclists, including children trained to safely cross intersections.• Facility that is physically separated from trafﬁ c or an exclusive cycling zone next to a slow trafﬁ c stream with no more than one lane per direction• A shared roadway where cyclists only interact with the occasional motor vehicle with a low speed differential• Ample space for cyclist when alongside a parking lane• Intersections are easy to approach and crossInterested but Concerned – Vulnerable PopulationsLTS 2Presenting little trafﬁ c stress but demanding more attention that might be expected from children.• Facility that is physically separated from trafﬁ c or an exclusive cycling zone next to a well-conﬁ ned trafﬁ c stream with adequate clearance from parking lanes• A shared roadway where cyclists only interact with the occasional motor vehicle (as opposed to a stream of trafﬁ c) with a low speed differential• Unambiguous priority to the cyclist where cars must cross bike lanes (e.g. at dedicated right-turn lanes); design speed for right-turn lanes comparable to bicycling speeds• Crossings not difﬁ cult for most adultsInterested but Concerned – Mainstream Adult PopulationsLTS 3Presenting enough trafﬁ c stress to deter the Interested but Concerned demographic.• An exclusive cycling zone (lane) next to moderate-speed vehicular trafﬁ c• A shared roadway that is not multilane and has moderately low automobile travel speeds• Crossings may be longer or across higher-speed roadways than allowed by LTS 2, but are still considered acceptably safe to most adult pedestriansEnthused & Conﬁ dentLTS 4Presenting enough trafﬁ c stress to deter all but the Experienced & Conﬁ dent demographic.• An exclusive cycling zone (lane) next to high-speed and multilane vehicular trafﬁ c• A shared roadway with multiple lanes per direction with high trafﬁ c speeds• Cyclist must maneuver through dedicated right-turn lanes containing no dedicated bicycling space and designed for turning speeds faster than bicycling speedsExperienced & Conﬁ dentTable 2-4 LTS Classiﬁ cationExhibit 1 53CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSBicycle SafetyBicycle collisions are summarized by severity in Table 2-5. As shown, a majority of collisions resulted in “Other Visible Injury” at 61.6% of all collisions, followed by “Complaint of Pain” at 25.3% of all collisions. Three bicycle collisions were fatal, or 1.6% of all collisions.The bicycle collision locations are displayed in Figure 2-13. There is a high concentration of bicycle collisions along Carlsbad Boulevard as well as in and around the Village. Three bicycle involved collisions resulted in fatalities and took place on Carlsbad Boulevard, El Camino Real and Rancho Santa Fe Drive.Collision SeverityNumber of CollisionsPercent of TotalOther Visible Injury11761.6%Complaint of Pain 4825.3%Severe Injury136.8%Property Damage Only94.7%Fatality31.6%Total190 100.0%!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Bicycle Collisions!(1 Collision!(2 Collisions!(3 Collisions!(Fatality Collision§¨¦5·}78Colleg eBl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n cina s CalleBarcelonaAveMon r o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-13 BICYCLE COLLISIONSTable 2-5 Bicycle Collisions by Severity Type!(1 Collision!(2 Collisions!(3 Collisions!(Fatality CollisionSource: SWITRS, 2013-2017Source: SWITRS, 2013-2017Exhibit 1 54CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(NCTD BREEZE Transit StopsCOASTER StationsNCTD BREEZE Fixed Route Transit Service§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E nc in a sCalleBarcelonaAveM on r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-14 EXISTING TRANSIT NETWORKCURRENT TRANSIT CONDITIONSFigure 2-14 shows NCTD’s BREEZE transit routes and stops. As shown, the majority of transit stops are along main arterial corridors, such as along El Camino Real, Palomar Airport Road, Faraday Avenue, Cannon Road and Tamarack Avenue. A higher concentration of stops occur along the coastal and business corridors. The NCTD Coaster serves two locations in Carlsbad, at the Carlsbad Village Coaster Station and the Poinsettia Coaster Station. The NCTD Coaster serves the Carlsbad Village Coaster and Poinsettia stations between 5am and 11:20am on weekday mornings in the southbound direction, and between 7:00am and 10:20am on weekday mornings in the northbound direction. In the afternoon, southbound service runs from 2:45pm to 5:55pm, and northbound service runs from 2:45pm to 8:15pm. There are four southbound trains departing from the Carlsbad Village Coaster and Poinsettia Coaster stations on weekends and holidays (two in the morning and two in the afternoon), and four northbound trains.Source: NCTD, 2018COASTER Commuter Rail!(NCTD BREEZE Transit Stops!(COASTER StationsNCTD BREEZE Fixed Route Transit ServiceExhibit 1 55CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSI2Coaster Stationverage Daily Ridershipy Stop!(Less than 10!(10 - 50!(More than 50mployment DensityHigherLowerNCTD BREEZE FixedRoute Transit Service§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E nc in a sCalleBarcelonaAveM on r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-15 TRANSIT SERVICE QUALITY AND RIDERSHIPTransit Service Quality and RidershipFigure 2-15 shows the NCTD Breeze’s average daily ridership in relation to City of Carlsbad employment density. Transit ridership appears fairly strongly correlated with employment density. Of particular note is the high employment density in the central portion of Carlsbad spanning from west to east, roughly between Cannon Road and Palomar Airport Road. Transit service connecting between these employment rich areas and the residential areas across the City of Carlsbad is an important consideration for future recommendations. Average daily boardings and alightings at the Carlsbad Village Coaster station are approximately 78 per day (41 boardings and 37 alightings); while Poinsettia Village Coaster station has about 335 average daily riders per day with approximately 175 boardings and 160 alightings.Source: NCTD, 2018NCTD’s Breeze CommutersI2Coaster StationAverage Daily Ridershipby Stop!(Less than 10!(10 - 50!(More than 50Employment DensityHigherLowerNCTD BREEZE FixedRoute Transit ServiceCOASTER Commuter RailExhibit 1 56CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSNCTD’s Breeze Fixed Route Transit Service!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(NCTD BREEZE Transit Stops Within 50'of Active transportation CollisionAll Other NCTD BREEZE Transit Stops§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFe DrFaradayAveCamVidaRobleA v d a E nc in a sCalleBarcelonaAveM on r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-16 TRANSIT SAFETYTransit SafetyFigure 2-16 shows the bicycle and pedestrian-involved (active transportation) collisions within ﬁ fty feet of NCTD Breeze’s bus stops. As shown, there is a concentration of active transportation collisions in the Village and Barrio neighborhoods. However, there are instances of active transportation collisions within ﬁ fty feet of the bus stops that have occurred throughout the city.A total of 15 collisions occurred near transit stops between 2013-2017.NCTD BREEZE Transit Stops Within 50'of Active Transportation CollisionAll Other NCTD BREEZE Transit StopsNCTD BREEZE Fixed Route Transit Service!(!(Source: SWITRS, 2013-2017NCTD, 2018Exhibit 1 57CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSwill go straight to that destination• Customers can pay through the COASTER app• Customers without access to smart phones may call in to reserve and pay for rides• Customers with a COASTER monthly or day-pass will ride for free• Individual rides are $2.50 per ride, in alignment with North County Transit District fares• Businesses can offer promotions to employees or customers and RideCo will bill businesses directly• Data are shared with all three agencies to help determine if service or stops need to be changed and for planning the viability of long-term service• The participating agencies have targeted an average of 100 new daily boardings and/or disembarkings, or an average of 50 new daily roundtrip riders on the COASTER train serving Pointsettia Station as a marker of success for the pilot project. functions via a smartphone app, similar to ride hailing service apps. The basic shuttle service characteristics include the following:• Morning service from 7-9 AM, capturing the 7:09AM and 8:36AM northbound COASTER trains• Mid-day service from 9-3 PM, provides expanded service including the Village which allows commuters to visit local lunch spots and other commercial areas to run daytime errands.• Afternoon service from 3-6 PM delivers commuters to the southbound COASTER trains at 3:43PM, 5:21PM and 5:51PM• Four 14-person shuttles, one of which is fully ADA compliant• Shuttles are equipped with Wi-Fi- and each shuttle will hold up to two bikes • The system creates virtual stops that drop-off riders within a ﬁ ve minute walk from their ultimate destination• The software optimizes drop-offs such that if 12 people all request to go to the same location, they will be grouped together and a single vehicle CARLSBAD CONNECTORThe Carlsbad Connector is an on-demand shuttle service that transports commuters between the Poinsettia COASTER station and workplaces in Carlsbad. As the ﬁ rst program of its kind in San Diego County, the proof of concept service is designed to provide increased COASTER ridership by providing a ﬂ exible and convenient solution to bridge the gap between the station and the city’s business parks.The innovative project is operated by a partnership with the City of Carlsbad, North County Transit District (NCTD) and the San Diego Association of Governments (SANDAG). The Carlsbad Connector Exhibit 1 58CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSEach input to the accessibility score calculation is described below.Assigning Locational Signiﬁ cance to Key DestinationsThe key destinations were categorized into a hierarchy of three groups, with the following point values assigned:• Regionally-signiﬁ cant (1 point) – 12 destinations• Jurisdictionally-signiﬁ cant (2 points) – 22 destinations• Neighborhood-serving (3 points) – 47 destinationsEach destination was assigned an accessibility score based on the formula above, which considers the destination’s locational signiﬁ cance within the city and how well the destination is served by pedestrian, bicycle and transit networks. The accessibility score calculation results in higher values being assigned to destinations that are under-served by the networks, so that nearby projects emerge with higher implementation priority. The locational signiﬁ cance input recognizes that not all sites are equally signiﬁ cant as attractions. The point values in this formula are structured to require more signiﬁ cant locations be better served by the three networks (a higher numerator) than less signiﬁ cant locations. KEY DESTINATIONS CONNECTIVITY ANALYSISThis section presents a holistic assessment of how well key destinations across the city of Carlsbad are served by the pedestrian, bicycle, and transit networks. It attempts to identify whether any speciﬁ c location across the city is underserved by sustainable networks. This information will subsequently be used in the prioritization process presented in the ﬁ nal chapter of this document. Eighty-one (81)key destinations were identiﬁ ed by city staff and community members during the existing conditions phase of this planning process. The destinations include tourist attractions, shopping centers, parks, beaches, schools and employment centers. Each key destination received a score based on its locational signiﬁ cance in relation to the region and to the city itself, as well as based upon how well it is served by pedestrian, bicycle and transit networks. Accessibility Score = Transit Network Points + Bike Network Points + Pedestrian Network PointsLocational Signiﬁ canceLocational Signiﬁ canceLocational Signiﬁ canceExhibit 1 59CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS• between 0.25 miles and 0.5 miles of key destination (1 point)• beyond 0.5 miles of key destination (2 points)Transit Network Points (see Figure 2-19)To assess how well a key destination is served by the existing transit network, the following points were awarded to the destination if a transit stop was:• adjacent to key destination (0 points)• within 0.25 miles of key destination (0.5 points)• between 0.25 miles and 0.5 miles of key destination (1 point)• beyond 0.5 miles of key destination (2 points)Figures 2-17 through 2-19 show the key destinations and their respective pedestrian access scores, bicycle access scores and transit access scores. The “access” scores were calculated by dividing the respective network-speciﬁ c points for each key destination by its locational signiﬁ cance.Key Destination Interface with Modal NetworksEach key destination was assigned point values according to how closely the destination interfaced with pedestrian, bicycle and transit networks. The points were awarded as follows:Pedestrian Network Points (see Figure 2-17)To assess how well a key destination is served by the existing pedestrian network, the following points were awarded to the destination if an existing sidewalk facility was:• adjacent to key destination (0 points)• not existing adjacent to key destination (2 points)Bicycle Network Points (see Figure 2-18)To assess how well a key destination is served by the existing bicycle network, the following points were awarded to the destination if a bike lane or separated bicycle facility was:• adjacent to key destination (0 points)• within 0.25 miles of key destination (0.5 points)Exhibit 1 60CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(y Destinations Pedestrian Access Score!(Well-Served by Network!(Somewhat-Served by Network!(Somewhat-Underserved by Network!(Underserved by Networkdestrian NetworkStreets with Sidewalks§¨¦5·}78Colleg eB lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro seD rRanchoSantaFeDrFaradayAveCamVidaRobleA v d a E nc in a sCalleBarcelonaAveM on r o e S tNor te P aseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-17 KEY DESTINATIONS AND PEDESTRIAN NETWORKPedestrian AccessAs shown in Figure 2-17, almost all key destinations across the City of Carlsbad are well-served by the current pedestrian network, with the exception of the following: • Samuel Warﬁ eld Peterson Library & Information Center• Agua Hedionda Trailhead• Terramar Beach• Canyon de la Encinas BeachKey Destinations Pedestrian Access Score!(Well-Served by Network!(Somewhat-Served by Network!(Somewhat-Underserved by Network!(Underserved by NetworkPedestrian NetworkStreets with SidewalksMulti-Use PathExhibit 1 61CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSFigure 2-18 Placeholder!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Destinations Bicycle Access Scoreting Bicycle ClassificationsWell-Served by NetworkSomewhat-Served by NetworkSomewhat-Underserved by NetworkUnderserved by NetworkClass I - Bike PathClass II - Bike Lane§¨¦5·}78C ollege Bl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elrose D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c in as CalleBarcelonaAveMonr o e S tNor te Paseo DelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 2-18 KEY DESTINATIONS AND BICYCLE NETWORKKey Destinations Bicycle Access ScoreExisting Bicycle Classifications!(Well-Served by Network!(Somewhat-Served by Network!(Somewhat-Underserved by Network!(Underserved by NetworkClass I - Bike PathClass II - Bike LaneClass III - Bike RouteBicycle AccessAs shown in Figure 2-18, almost all key destinations are either well-served or somewhat-served by the existing bicycle network. The following key destinations are somewhat-underserved by the bicycle network: • Carlsbad Village Coaster Station• Hidden Canyon Community Park• Agua Hedionda Trailhead• LegolandExhibit 1 62CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(I2I2!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(BREEZE Transit Stopsisting Transit NetworkDestinations Transit Access ScoreWell-Served by NetworkSomewhat-Served by NetworkSomewhat-Underserved by NetworkUnderserved by Network§¨¦5·}78College B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elrose D rRanchoSantaFeDrFaradayAveCamVidaRobleA vd a E n c in as CalleBarcelonaAveMonr o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaCoaster StationCOASTER Commuter RailFIGURE 2-19 KEY DESTINATIONS AND TRANSIT NETWORKTransit AccessFigure 2-19 shows that eight key destinations are underserved by current transit network: • Agua Hedionda Trailhead• Legoland• Poinsettia Park• Poinsettia Village Plaza• Bressi Ranch• Alga Norte Community Park• Leo Carrillo Ranch Historic Park• San Dieguito Sports ComplexFigure 2-19 also shows that 11 key destinations are somewhat underserved:• Hidden Canyon Community Park• Laguna Riveria Community Park• Paciﬁ c Rim Elementary• Redeemer by The Sea Lutheran Preschool• Aviara Oaks Middle School• Aviara Oaks Elementary School• Paciﬁ c Ridge School• Poinsettia Elementary School• Carillo Elementary School• La Costa Meadows Elementary School• La Costa Valley Preschool!(!(!(BREEZE Transit StopsNCTD Fixed Route Transit ServiceExisting Transit NetworkKey Destinations Transit Access Score!(Well-Served by Network!(Somewhat-Served by Network!(Somewhat-Underserved by Network!(Underserved by NetworkI2Coaster StationCOASTER Commuter RailExhibit 1 63CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKSTransitA signiﬁ cant constraint for people using transit is the lack of connection between the employment centers located along College Boulevard, Faraday Avenue, El Camino Real and Palomar Airport Road and the COASTER Stations. Lack of travel times competitive with private automobiles, lack of transfer locations and lack of amenities at ﬁ xed route stops present signiﬁ cant barriers to attracting “choice” riders to the network and the resultant improvements in vehicle miles traveled metrics, greenhouse gas emission reductions and other beneﬁ ts.Recent city initiatives will provide a policy framework for the development of Transportation Demand Management strategies to assist in the efforts of the public and private sectors to better connect job sites and other key destinations, and should be developed alongside improvements to other modes to encourage seamless connections for transit riders throughout the City of Carlsbad.TrailsThe City of Carlsbad has a citywide Trails Program, which creates a connected and complete trails system, accommodates a variety of trail users in a safe and environmentally sensitive manner, seeks to identify existing and future trail development and integrates transportation related facilities as part of the trails system. BicyclesAs with the conditions present for people on foot, people on bicycles suffer from a lack of practical connections between areas of the city. While the city maintains an extensive network of bicycle facilities, these facilities are often present alongside high-speed and high-volume vehicular arterials, and lack physical protections for people bicycling, which discourages all but the most conﬁ dent users of the network.An exception to this can be found in Carlsbad Village, which features a number of low-speed and connected streets, and a completed section of the Coastal Rail Trail, all of which are appealing places to ride and represent excellent opportunities for shifting travel modes away from vehicles to bicycles when conditions are comfortable and perceived as safe by the user.KEY FINDINGSPedestrianMost of the streets in the City of Carlsbad that are programmed for sidewalks have sidewalks present. The overriding issue for people walking is the curvilinear nature of the street network, which limits direct connectivity to adjoining land uses. In addition, the streets that connect land uses are typically high-speed, high-volume vehicular arterials, with long block lengths and generally disconnected walking environments, despite the presence of cosmetic amenities such as planting strips, and adequate sidewalks. The auto-oriented street network and land use mix limits the attractiveness of walking for transportation in all but a few selected locations in the city. Retroﬁ tting arterials to facilitate crossings for students, the elderly and other vulnerable users will require careful consideration of the Mobility Element’s guiding principles.In addition, intersections citywide may need to be upgraded when feasible to improve visibility and conﬂ icts with turning vehicles and other high-frequency collision behaviors.Exhibit 1 64CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTEXISTING MOBILITY NETWORKS[ This page is left intentionally blank ]Exhibit 1 65CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDS3Exhibit 1 66CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSThis chapter sets forth guiding principles for the SMP’s recommendations. These principles are largely focused on ensuring equitable access and safely to all modes of travelers regardless of age or physical ability. Key principles embraced in the SMP’s recommendations include the “8 to 80” Network, Safe Walking and Cycling Routes and Moving Beyond Planning for Commute Trips. In addition to these guiding principles, it was important during the SMP planning process to integrate consideration of several important emerging mobility trends.GUIDING PRINCIPLES“8-to-80” NetworksAn “8-to-80” city reﬂ ects the potentially specialized needs of eight- and eighty-year-old members of the community when planning. The intent of this approach is to produce planning outcomes that ensure a city functions properly and equitably for everyone’s ability. Generally, the past 50 years has produced planning outcomes for North American cities that prioritize driver-based mobility.Car-centric planning oftentimes neglects mobility for those who may be not be able to operate a motor vehicle, such as seniors and children. Among other outcomes, this approach can result in a reduction of much of life’s daily physical activity. The 8-to-80 approach shifts the focus back to people, and aims to create healthier and more equitable cities supported by safe mobility infrastructure that accommodates all modes of travel. 3GUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSIN THIS CHAPTER• Summary of guiding planning principles and emerging mobility concepts to consider when developing future mobility networks for the City of CarlsbadExhibit 1 67CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSGuidelines of this Plan.Safe Walking and Cycling RoutesThe Safe Routes to School Program concept began in Denmark in the 1970s. Since that time, cities across the U.S. have developed comfortable seating, in addition to other amenities.Additional detail on the features of an “8-to-80” network can be found in the Design The City of Carlsbad has taken strides to ensure that all ages and abilities have access to what the city has to offer, particularly with respect to recreation. Moving forward, it will be beneﬁ cial to ensure that portions of the city characterized by typical twentieth-century suburban patterns of development are properly considered for retroﬁ ts that encourage and accommodate non-vehicular mobility. Maintaining a frame of reference for users limited to certain types of personal mobility, such as children and seniors, works toward fostering an inclusiveness to all who live, play or work in the City of Carlsbad.An “8-to-80” city focuses on making its city more engaging and vibrant for its residents. This includes creating public spaces, building safe and connected walking and bicycling infrastructure, lowering trafﬁ c speeds, mixing land uses and investing in public transportation. Speciﬁ cally this includes ensuring that the sidewalk network is in good condition and continuous, that there are ADA-compliant curb ramps which allow for residents in wheelchairs or other mobility devices to easily cross the street and get back on the sidewalk, as well as placing curb extensions at intersections to shorten the crossing distance. The focus of “8-to-80” cities was on creating a welcoming public realm by including street trees and “8 to 80” friendly environment, street trees in a walkable neighborhood of Carlsbad (the Village)Exhibit 1 68CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSnumber of people who have safe access to parks. By creating the opportunity for safe walking and biking trips to the park, motorized trips are decreased. The result of this switch is a reduction in carbon emissions throughout the city. and implemented programmatic and infra-structure changes to facilitate children walk-ing and cycling to and from school. Safe Route programs have also sprung up for seniors, for transit stops and for parks. Safe Routes to SchoolHelping children walk and bicycle to school is good for children’s health and can reduce congestion, trafﬁ c dangers and air pollution caused by parents driving children to school. Robust Safe Routes to School programs address the six E’s(Engineering, Education, Encouragement, Enforcement, and Evaluation and Equity). Chapter Six includes more information about Safe Route programs.Safe Routes for SeniorsA Safe Routes for Seniors program targets pedestrian improvements in areas with senior centers, a large number of senior residences and other facilities such as hospitals and clinics. The beneﬁ ts of creating a Safe Routes for Seniors programs include allowing seniors to remain independent by giving them the option to get around on foot and creating a safer walking environment for everyone using the streets. Safe Routes to ParksSafe Routes to Parks aims to increase the Moving Beyond Commuting TripsThe typical single-family household in the San Diego region generates approximately 10 trips per day for work, school, errands, recreation and other uses. Historically, the focus of planning efforts has been on improving conditions for only about 20% of those trips, or those occurring between home and work during the traditional peak periods.This was done in large part because planners were unable to evaluate usage rates, patterns and distribution of the remaining 80% of trips due to poor reporting and counting methodologies.New perspectives on travel choices, as noted in the section on “8-to-80” networks above, are more inclusive and acknowledge that a typical household makes many types of trips each day. The City of Carlsbad’s Climate Action Plan identiﬁ es a number of trip reduction strategies designed to mitigate climate impacts from vehicle trips, amounting to a roughly ﬁ ve percent reduction from Land UseDaily TripsPercent of TotalSingle Family 207,629 24.1%Neighborhood Commercial 117,898 13.7%Street-Front Commercial 104,546 12.1%Mulঞ -Family 76,981 8.9%Industrial Park 72,796 8.4%Community Commercial 64,896 7.5%Low-Rise Offi ce 37,658 4.4%Service Staঞ on 27,580 3.2%Elementary School 15,080 1.7%Auto Commercial 12,818 1.5%Acঞ ve Park 12,144 1.4%Government Offi ce or Center11,140 1.3%Senior High School 10,593 1.2%Junior High or Middle School10,214 1.2%Light Industry 8,812 1.0%Mobile Home Park 8,359 1.0%Other Recreaঞ on-High 5,994 0.7%Low-Rise Hotel or Motel 5,985 0.7%Other Health Care 5,224 0.6%Post Offi ce 5,088 0.6%Resort4,651 0.5%Church4,237 0.5%Other Commercial 3,816 0.4%Regional Commercial 3,407 0.4%Table 3-1 Total Daily Trips by Land Use Type in theCity of CarlsbadExhibit 1 69CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSThe neighborhood in this photo produces over 100 daily trips. Strategies for trip reduction should consider all of the places residents travel to and from.Exhibit 1 70CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDScomfort and transportation options for people on bicycles. While not selected for BFC status at that time, the following recommendations were provided. As shown below, the City of Carlsbad has made strides in several categories since 2015:Engineering• Adopt a Complete Streets policy and offer implementation guidance. Completed• Adopt bicycle facility selection criteria that increases separation and protection of bicyclists based on levels of motor vehicle speed and volume. Underway• Develop a design manual that meets current NACTO standards or endorse the NACTO Urban Bikeway Design Guide. Underway• Adopt standards for bike parking that conform to APBP guidelines.Underway• Continue to expand the bike network, especially along arterials, through the use of different types of bicycle facilities. On roads where automobile speeds regularly exceed 35 mph, it is recommended to provide separated bicycle infrastructure such as cycle tracks, buffered bike lanes or parallel current estimates.Using trip generation rates for city land uses developed by the San Diego Association of Governments (SANDAG) as part of their regional modeling efforts (Series 13), the following estimates of trips by each category of land use in the City of Carlsbad was developed. (See Table 3-1)Furthermore, analyses have shown that roughly 40% to 50% of all trips originating in the City of Carlsbad are less than two miles in length. These short trips could very well be made by bike.In order to help the City of Carlsbad meet its Climate Action Plan goals, a focus on trip-reduction and trip-replacement strategies speciﬁ c to respective land uses, particularly schools, housing and key destinations such as beach and park access points rather than simply focusing on general work trips is a strategy worth exploring — chieﬂ y through the emphasis on providing safe and competitive alternatives to driving. Bicycle Friendly Community DesignationIn spring 2015, the City of Carlsbad applied to be recognized as a “Bicycle Friendly Community (BFC)” by the League of American Bicyclists. This designation indicates a community’s commitment to bicycling infrastructure, programs and other initiatives designed to increase the safety, Land UseDaily TripsPercent of TotalPassive Beach 3,228 0.4%Acঞ ve Beach 3,196 0.4%Other Public Service 2,967 0.3%Other Transportaঞ on 2,290 0.3%Fire or Police Staঞ on 1,905 0.2%Junkyard/Dump/Landﬁ ll 1,572 0.2%Other School 1,384 0.2%Warehousing 1,335 0.2%Golf Club House 996 0.1%Other Recreaঞ on-Low 854 0.1%Public Storage 730 0.1%School District Offi ce 683 0.1%Communicaঞ on or Uঞ lity 623 0.1%Under Construcঞ on 504 0.1%Other Group Quarters 475 0.1%Wholesale Trade 462 0.1%Field Crops321 0.0%Intensive Agriculture 226 0.0%Parking170 0.0%Right-Of-Way 120 0.0%Orchards Or Vineyard 100 0.0%Extracঞ ve Industry 54 0.0%Inacঞ ve Use40 0.0%Golf Course14 0.0%Residenঞ al Recreaঞ on 6 0.0%Cemetery3 0.0%Grand Total 861,804 100%Table 3-1 Total Daily Trips by Land Use Type in theCity of Carlsbad (continued)Exhibit 1 71CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSof Commerce or local business association can help promote the program and its beneﬁ ts. UnderwayEnforcement• Police ofﬁ cers should be initially and repeatedly educated on trafﬁ c law as it applies to bicyclists and motorists. Underway• Adopt fair and equitable trafﬁ c laws. UnderwayEvaluation & Planning• Appoint an ofﬁ cial Bicycle Advisory Committee (BAC) to create a systematic method for ongoing citizen input into the development of important policies, plans and projects. Underway• Ensure the ongoing implementation of the bicycle master plan. Underway• Expand efforts to decrease the number of crashes involving a bicyclist. Underway• Expand encouragement efforts during Bike Month. Underway• Encourage local businesses, agencies, and organizations to promote cycling to their employees and customers and to seek recognition through the Bicycle Friendly Business program. Underway• City government should be the model employer for local businesses, and the Chamber 10ft wide shared-use paths (in low density areas). UnderwayEducation• Continue to expand the public education Bike+Walk Carlsbad campaign. Underway• Work with the local bicycle groups or interested parents to develop and implement a Safe Routes to School program for all schools. Underway• Offer regular bicycling skills training opportunities for adults UnderwayTHE BUILDING BLOCKS OF A BICYCLE FRIENDLY COMMUNITYGETTING STARTEDMAKING PROGRESSSETTING THE STANDARDThere’s no single route to becoming a Bicycle Friendly Community. In fact, the beauty of the BFC program is the recognition that no two communities are the same and each can capitalize on its own unique strengths to make biking better. But, over the past decade, we’ve pored through nearly 600 applications and identified the key benchmarks that define the BFC award levels. Here’s a glimpse at the average performance of the BFCs in important categories, like ridership, safety and education. 33%33% 26%43%50%60%80%70% 90%per10Kcitizensper20Kcitizensper 32Kcitizensper70Kcitizensper77Kcitizens78%65% 45% 45% 43% 30%1.2%3.5%5.5%12%20%37010018090500.20.50.61.44very goodgoodvery goodvery goodvery g o o d very g o o d good good excellentexcellentexcelle nt excellentyesyesyesyesyessomesomemaybemaybeyesyesyesyesyeslikelyvery likelyvery likelygoodyesyesyesyesgoodvery goodexcellentexcellentoneat least twoat least twoquarterlymonthlyBRONZESILVERGOLDPLATINUMDIAMONDBICYCLEFRIENDLYCOMMUNITYDIAMONDBICYCLEFRIENDLYCOMMUNITYPLATINUMBICYCLEFRIENDLYCOMMUNITYGOLDBICYCLEFRIENDLYCOMMUNITYSILVERBICYCLEFRIENDLYCOMMUNITYBRONZEEDUCATIONENGINEERINGEN C OU RA G E M E N T EVALUATIONKEYOUTCOMESENFORCEMENTLAWENFORCEMENT/BICYCLINGLIASONBICYCLE-FRIENDLYLAWS/TOTALBICYCLENETWORKpeoplecommutingBIKEPLANISACTIVEBIKE CLUBS&BIK EM ONTH &BI KE ACTIVE B IC YCLE ACTIVE MILEAGETOTOTALROADbybicycleCURRENTANDBEINGSIGNATUREEVENTSTO WORK EVE NTS ADVISO RY COMMITTEE ADVOCACY GROUP NETWORKMILEAGERECREATIONAL FACILITIESLIKEBIKE PARKS&VELODROMES IMPLEMENTEDORDINANCESINPLACESPUBLICEDUCATIONANNUALOFFERING%OFPRIMARY&SECONDARYSCHOOLSOFFERINGBICYCLINGEDUCATIONBIKEACCESSTOARTERIALSTREETS1BIKEPROGRAMSTAFFPERSONRIDERSHIPFATALITIESper10kdailycommuterCRASHESper10kdailycommuterWITHBIKELANESPUBLICTRANSPORTATIONOFADULTBICYCLINGSKILLSCLASSESOUTREACHproduced byDesigned by Language Dept.WWW.BIKELEAGUE.ORGExhibit 1 72CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSmobility services. In the future, automated and connected transportation services may enhance mobility for travelers of all ages and abilities while fostering a safer environment for all mobility hub users.As part of the fulﬁ llment of San Diego Forward: The Regional Plan, SANDAG has developed a Regional Mobility Hub Strategy to demonstrate how transportation services, amenities and supporting technologies can work together to make it easier for EMERGING MOBILITY TRENDSMobility HubsMobility hubs are places of connectivity where different modes of travel – walking, biking, transit and shared mobility – converge and where there is a concentration of employment, housing, shopping and/or recreation. They provide an integrated suite of mobility services, amenities and technologies to bridge the distance between high-frequency transit and an individual’s origin or destination. They also serve as a destination in their own right, where many trips may end or where errands may take place.Sample mobility hub services, amenities and technologies include bikeshare, carshare, neighborhood electric vehicles, bike parking, dynamic parking management strategies, real-time traveler information, ridesharing, microtransit services, bike and pedestrian improvements, wayﬁ nding and urban design enhancements. These features help travelers connect to regional transit services and make short trips within the neighborhood and beyond. Integration of information technology helps travelers ﬁ nd, access and pay for transit and on-demand shared Example Mobility Hub Services (source: SANDAG)communities to access transit and other shared mobility choices.Four potential locations for Mobility Hubs have been identiﬁ ed in the City of Carlsbad: the existing Poinsettia and Village Coaster stations, the Shoppes at Carlsbad/Plaza Camino Real shopping center and in the business park area adjacent to Palomar Airport Road.Additional detail on this topic, as well as an evaluation of each site’s suitability and potential Exhibit 1 73CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSvehicles, and values close, high trafﬁ c conditions less favorably. Bikeways that have more space from less vehicles maintain higher scores, whereas bikeways with little to no separation from high vehicle volumes maintain lower scores. • Level of Trafﬁ c Stress (LTS), Chen Ryan Associates:Qualitatively examines the comfort of bicycling for all users. This method scores roadways based on suitability for different types of cyclists. A low trafﬁ c stress score (LTS 1) is a comfortable roadway condition for all users. A high trafﬁ c stress score (LTS 4) is only suitable for conﬁ dent and experienced cyclists.• Walkability Index:The Walkability Index is a quantitative tool used to measure the pedestrian environment within a geographic area to determine the degree to which it may be considered safe, comfortable, accommodating or useful to the pedestrian. These indexes can be used to promote walkable neighborhoods by creating the ability for one to identify the degree to which certain features, such as sidewalk • Pedestrian Level of Service (PLOS), City of Carlsbad:Quantiﬁ es sidewalk dimensions and trafﬁ c volumes. This method values wide and comfortable sidewalk conditions favorably; and values constricted, high trafﬁ c conditions less favorably. A wide sidewalk on a residential street receives a high score, whereas a busy roadway with no sidewalks receives a low score. • Pedestrian Environment Quality Evaluation (PEQE), Chen Ryan Associates: Examines pedestrian conditions qualitatively. This method takes into consideration such factors as pedestrian obstructions, lighting, vehicle speeds and vehicle/pedestrian separation. Sidewalks that are comfortable to walk on for all people and times of day receive high scores, and sidewalks that are difﬁ cult to walk on comfortably receive low scores.• Bicycle Level of Service (BLOS) and Roadway Dimensions, City of Carlsbad: Quantiﬁ es the quality of bikeways based upon roadway dimensions and trafﬁ c volumes. This method values greater physical separation between bikes and features, is found later in Chapter Five. Emerging Mobility Analysis ToolsThe practice of evaluating vehicle trafﬁ c operations has existed more or less since the invention of the automobile. Known as “level of service,” the evaluation centers primarily on the functional capacity of an existing roadway to move vehicles efﬁ ciently.In the 21st century, trafﬁ c engineers nationwide, as well as in the City of Carlsbad, have developed a number of additional criteria to comprehensively evaluate the public right-of-way for all users. Brief descriptions of these techniques can be found below, and additional analyses conducted within the City of Carlsbad can be found in the draft Existing Conditions Report and provided in Appendix A. Examples of these methodologies include:• Multi-Modal Level of Service (MMLOS), City of Carlsbad: Aims to determine level of service for all users, not just vehicles. A high score indicates a balance between drivers, pedestrians, bicyclists and transit options. A low score tips the scale in favor of the traditional vehicle-centric roadway environment.Exhibit 1 74CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSRideshare and Transportation Network Companies (TNC’s)Transportation Network Companies (TNCs) such as Uber and Lyft use online platforms to connect passengers with drivers. Drivers for TNCs use their own personal vehicles. TNCs are one of the most recognized forms of shared mobility. Ridesharing involves adding additional passengers to a trip that will already take place. Types of ridesharing include carpooling, vanpooling and real-time or dynamic online ridesharing services. Uber Pool and Lyft Line allow TNC drivers to add additional passengers to a trip in real time. This type of service is known as “ride-splitting” since it allows the passengers to split the cost of the trip. This is an area of continued innovation as companies experiment with other services. Due to the nature of these trips – the driver drops passengers off at the curb – there is a need to manage high-volume pick-up and drop off locations, as well as manage high-volume pick-up and drop off periods. Examples of this include deﬁ ning areas where passengers can be picked-up and/or dropped off at the beach or curbside in front of a concert venue before and after a concert. Shared Mobility Devices (bikeshare and e-scooters)Bikeshare and electric scooter share are components of the increasingly diverse shared mobility landscape. Bikeshare companies provide a pool of bicycles that are available for short-term rental. Bikeshare comes in a variety of forms, including dock-based and dockless systems, as well systems which are available to anyone who downloads the online application or restricted to installation, gap closure, amenities, or access to services, would improve “pedestrian-ism” in a community. Walkability Indexes often utilize a 0-100 scale, ranking locations or nodes from being highly car-dependent at the low end, to allowing full independence on foot at the high end. Scores are determined through distance to amenities using the roadway network, whereby increased distance yields a lower score. A popular Walkability Index is WalkScore (www.walkscore.com), which is commonly used in real estate listings, and has been used in wayﬁ nding signage for pedestrian-oriented districts, including the City of Pasadena’s Old Town District.Walkability ScoreExample shipping truck services used in the cityExhibit 1 75CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSefﬁ ciency of curb space, including for those arriving by TNC, taxi, transit, private car drop-off, parked car or another mode that requires curbside access (e.g., bikeshare, motorcycle, etc.). In future mobility considerations, the curb space can serve a variety of functions and users, including commercial loading which can be as important to users as often as passenger loading. Many cities and agencies are developing policies and frameworks in response to the changing needs and uses of curb space. potential implementation in the future.“Shared Use Cities” and Flexible Curb SpaceRidesharing via Transportation Network Companies (“TNC”s such as Uber, Lyft, etc.) and shared mobility devices are increasing the need for safe and efﬁ cient curbside access for passengers and drivers. In response to the growing competition for space, some cities are calling the curbside “ﬂ ex space” and starting to be more intentional about deﬁ ning curbside uses. Cities are attempting to increase the members of the service. The fees for use are assessed either on a membership basis, on the length of time the bicycle has been used, the distance the bicycle was ridden or any combination thereof. Bikeshare systems can be comprised of traditional bicycles or electric bicycles. A scooter sharing system is a service, similar to a bikeshare service, in which scooters are made available for short-term rental. Usually scooter share systems are available to anyone who downloads the online application, and has an initial unlocking fee and then charges based on the length of time the scooter is used.As of 2019, the City of Carlsbad has elected not to participate in a regional bikeshare program, but will be monitoring the effort for A typical TNC service used for a variety of different tripsPeople with example Shared Mobility servicesExhibit 1 76CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSor other capital investments until absolutely necessary.E-Bikes E-bikes are bicycles equipped with electric motors that can either provide additional power to the user pedaling or move the bike without human assistance. Bicycle style e-bikes can be categorized into two types: powered bike (engine can generate thrust without the user pedaling) and electric assist bicycles (engine will only generate additional thrust when someone is pedaling). In California, E-bikes have been divided into three classes: party providers in bulk to help evaluate trip patterns and maximize the efﬁ ciency of public spaces. These datasets can take the form of GPS-enabled e-scooter and bikeshare trip logs, heavy truck trip data, as well as passive, location-based service metrics such as location, time of day, trip start and trip end “hot spots” and trip speed. Using this data, cities can more effectively manage existing right-of-way to improve decision-making and increase the efﬁ ciency of transportation networks without incurring unnecessary and signiﬁ cant impacts such as roadway widening A brief discussion of potential ﬂ exible curb space locations and policy framework can be found in the Carlsbad SMP Complete Streets Design Guidelines in Appendix B.Mobile Technology and “Big Data” Perhaps no technology will have a greater role in the development of safe, efﬁ cient and adaptable transportation systems than the smartphone. Throughout the country, cities are embracing the innovation and ability to present, retrieve and collect information regarding how people move throughout their cities with the support of a smartphone. While most people realize they can access real-time information on vehicle trafﬁ c conditions through smartphone applications, innovative cities are supplementing this information with comprehensive information for people walking and biking, including preferred routes to school, trail network connections, safety or bicycle maintenance tips, custom route maps and many other elements that have traditionally been paper-based or static exhibits lacking the location-speciﬁ c beneﬁ ts found in modern smartphones.In addition to the beneﬁ ts for residents and visitors, cities have begun to utilize anonymous location data provided by third-Electric scooters and e-bikes curb spaceExhibit 1 77CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDS• Class 1 electric bicycles: A low-speed pedal-assisted electric e-bike. These bikes are equipped with a motor that provides assistance only when the rider is pedaling and ceases to provide assistance when the bicycle reaches 20 MPH. • Class 2 electric bicycle: A low-speed throttle-assisted electric bicycle. These bikes are equipped with a motor that may be used exclusively to propel the bicycle and that is not capable of providing assistance when the bicycle reaches 20 MPH. • Class 3 electric bicycle: A speed pedal-assisted electric bicycle. These are equipped with a motor that provides assistance only when the rider is pedaling and that ceases to provide BIKEWALKSOVTAXI PRIVATE BUS/SHUTTLETRANSITMOBILETECHNOLOGYBIKESHAREUSERINFORMATIONCARPOOL CARSHARE RIDESHARE DYNAMICBUS LINEONE-WAY PEERTOPEERTRADITIONALSINGLECUSTOMERSHAREDOCCUPANCY(Weather, Destinations, etc.)TRADITIONAL MODESNEW MOBILITY OPTIONSSmartphone using a Bikeshare appSource: Chen Ryan Associates, 2019Exhibit 1 78CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSthe local authority permits them by ordinance.Conceptual guidance is provided in the graphic from the League of American Bicyclists below.assistance when the bicycle reaches 28 MPH and is equipped with a speedometer. Class 3 electric bicycles shall not be operated on a bicycle path or trail, bikeway, bicycle lane, (more names for essentially the same thing), UNLESS it is adjacent to a roadway or Exhibit 1 79CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSNeighborhood Electric Vehicles (NEVs)Beginning in 2019, cities like the City of Carlsbad can develop speciﬁ c NEV plans designed to optimize the use of NEVs as a viable mode of transportation. Because of the slow speed of NEVs and lack of safety features, routes of travel for NEVs are identiﬁ ed or designated that will make access in NEVs convenient, while protecting them from automobile trafﬁ c.Neighborhood Electric Vehicles (NEVs) present unique opportunities and challenges to policy and infrastructure, as they often share space infrastructure with cars, and sometimes with bikes and other slow modes such as e-bikes and scooters. NEVs are a type with slow-speed, lightweight electric Local Use Vehicle (LUV). NEVs are limited to speeds up to 25 mph and may drive only on streets with speed limits up to 35 mph, as per the California Vehicle Code. NEVs can cross roads of speed limits greater than 35 mph if the crossing, controlled or uncontrolled, begins and ends on a street with speed limits less than 35 mph.California Regulatory ContextThe California Vehicle Code deﬁ nes NEVs as a type of Low Speed Vehicle (LSV). The driver of an NEV must have a driver’s license, NEV StatusNEVs Allowed (35 mph or less)NEVs Prohibited (36 mph or greater)§¨¦5·}78Colleg e Bl AlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c in a s CalleBarcelonaAveM onr o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 3-1 NEV ACCESSNEVs Prohibited (36 mph or greater)NEVs Allowed (35 mph or less)Exhibit 1 80CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSNEV Plans and Space RequirementsSafe NEV routes can be established through a network of designated slow speed paths, lanes and routes on streets with speed limits up to 35 mph. Consideration of safe A local police department with primary trafﬁ c enforcing responsibility, or the CHP, may prohibit the use of NEVs on any roads under their jurisdiction in the interest of public safety. Any such prohibition is made effective through signs upon the roadway.be insured in the same way as a driver of a full speed vehicle, and the vehicle has to be registered with the DMV and have a VIN number. Dealers of NEVs are required to warn buyers of the risks associated with driving a vehicle without safety features. NEVs need to conform to the safety standards set forth in the Federal Motor Vehicle Safety Standards governing the requirement for features such as seat belts and headlamps. If an NEV is modiﬁ ed to travel at a speed greater than 35 mph, then it is required to have all the safety equipment of a full speed vehicle.Barring the few cases where a jurisdiction’s NEV Plan is adopted as the result of an action by the state legislature, an NEV cannot travel on roads with speed limits above 35 mph. NEVs can cross roadways with a speed limit in excess of 35 miles per hour if the crossing begins and ends on a roadway with a speed limit of 35 miles per hour or less and occurs at an intersection of approximately 90 degrees. An NEV shall not traverse intersections without trafﬁ c controls (e.g. trafﬁ c lights, stop signs) with any state highway, unless that intersection has been approved and authorized by the agency having primary trafﬁ c enforcement responsibilities for that crossing.Conceptual alignment of a slow-speed NEV lane(Source: LA Metro)Exhibit 1 81CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDSby the city Council, and, ﬁ ve years later, a report back to the legislature on the safety performance of the network.crossings is key to ensuring connectivity of the network. Speciﬁ c signage is necessary for ensuring mobility and safety for NEV routes so drivers of NEVs understand where they should and should not go, and other drivers are also aware of the presence of NEVs.Cities throughout California are adapting the Streets and Highway Code deﬁ nitions of bicycle facilities to include provisions for NEVs as “Slow Speed” networks. Typically, this can be done within the design considerations of existing bikeways, although occasionally additional lane width is required to accommodate NEVs. Typical considerations are as follows:• Class I Slow Speed Path - Off street multi-use path, shared by all slow modes (recommended 14’ width, 7’ in each direction)• Class II Slow Speed Lane - Striped, dedicated on-street lane on 35+mph roads shared by on-street slow modes (recommended minimum of 7’ width using existing bicycle lanes)• Class III Slow Speed Route - Shared by all on-street modes (recommend using existing 10-12’ general purpose travel lanes). Segments would ideally run on roads with posted speed limits of 25 mph that also meet the city’s deﬁ nition of a low-stress roadway as identiﬁ ed in Chapter Two of the SMP • Class IV - Physically separated lane for bikes and non-NEV on-street slow modes; 35 mph roadway shared by cars and NEVs (recommended 5’ minimum in each direction) In cases where speed limits are over 35 mph, current California law would require lowering the spped limit to accommodate NEVs. NEVs cannot travel on roads with a speed limit of over 35 mph. By preparing an NEV Plan, cities have been granted exemptions from the California Vehicle Code rule that restricts NEVs to roads with speed limits of 35 mph and under. NEV Plans lay out the design and engineering for NEV networks - including striped lanes and crossings shared by NEVs on speciﬁ c roads with speed limits higher than 35 mph. These planning and engineering proposals require buy-in from law enforcement and Caltrans, and then are submitted by cities and Council of Governments to the state legislature so lawmakers can make the necessary additions to the California Vehicle Code granting exemptions. The ﬁ nal steps would be the local adoption of the NEV Plan Exhibit 1 82CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTGUIDING PRINCIPLES AND EMERGING MOBILITY TRENDS[ This page is left intentionally blank ]Exhibit 1 83CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESCOMMUNITY PERSPECTIVES4Exhibit 1 84CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVES4COMMUNITY PERSPECTIVESINTRODUCTIONThe City of Carlsbad designed and implemented a Communications Plan to guide outreach to the wide range of stakeholders and community members and inform the development of the SMP.Importantly, the community outreach approach included multiple activities tailored to address the unique needs and interests of each stakeholder group, and to promote meaningful engagement in the planning process. The overall goals for community outreach included the following:• Educate the community on the SMP need, purpose, beneﬁ ts, process and engagement options• Design and implement engaging activities to provide clear and easily accessible opportunities for community input about the SMP• Build relationships with partners that can extend the reach of public engagement efforts • Utilize community input to inform context-speciﬁ c mobility solutions This chapter provides a summary of the community outreach activities for the SMP. The draft Communications Plan is provided in Appendix C. IN THIS CHAPTER• Summary of the community engagement approach and key ﬁ ndings• Conceptual prioriƟ es to help guide project idenƟ ﬁ caƟ on and prioritzaƟ on eff ortsExhibit 1 85CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESmembers with a strong mix of qualitative and quantitative data that highlight levels of public awareness, understanding and support for sustainable mobility in Carlsbad. Importantly, this data provides the City with perspectives about how public communications and outreach can be most meaningful and engaging for the range of stakeholders and community members in developing the SMP, and for future implementation.NV5, communications consultants to the City, led efforts to study options for reﬁ ned messaging, program names and branding to support public awareness of sustainable mobility.Focus Groups and Field Intercepts: Action Research, evaluation consultants to the City, led efforts to engage residents, employees and visitors through focus groups and ﬁ eld intercepts. The purpose of these activities was to understand transportation habits and preferences, as well as public understanding of sustainable mobility. Collectively, these research activities provided City staff and project team INITIAL RESEARCHThe City and project team members conducted initial research activities at the early stage of the SMP process to inform development and implementation of the Communications Plan. Initial research activities included a business survey, message development, focus groups and ﬁ eld intercepts.Business Survey: The City’s Transportation Department conducted a survey of businesses and their employees, focusing on speciﬁ c mobility behaviors and choices, including the following:• Reasons for choosing a transportation option other than driving alone to work• Beneﬁ ts experienced from commuting to work using an option other than driving alone• Barriers to using options other than driving aloneMessage Development: City staff from multiple departments and project consultants collaborated in reviewing messaging from existing plans and public information to develop a uniﬁ ed messaging platform. City staff and project team collaboratingExhibit 1 86CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVES• Regional Transportation Boards• Civic Groups and Clubs • Tourists The following sections summarize key outreach and engagement activities undertaken by the project team.• Recreation Groups/Organizations• Housing Groups/Organizations• Internal (managers, staff, consultants, etc.)• Local Government (staff, city councils)• Media (local, state, national and international)• Regional Elected Ofﬁ cials (and staff)STAKEHOLDERS AND TARGET AUDIENCESOverall, the Communication Plan focused on reaching all stakeholders and community members in the City. For the purposes of organizing efforts and activities, categories of stakeholders and communities of interest included the following: • General Public• Planning Groups • Professional and Community Associations• Businesses and Corporations (small and large) and Business Groups/Organizations• Business Parks• Education and School Districts (elementary to college, including teachers, students, parents, scouts and other groups)• Environmental Groups/Organizations• Transportation Groups/Organizations• Medical and Public Health Groups and ProfessionalsBrian Gaze leading outreach planExhibit 1 87CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESInformational Collateral MaterialsProject team members developed a suite of content in the form of narrative descriptions, images and graphics to use in informational collateral materials. These included PowerPoint slides, handouts, invitations, fact sheets, informational poster boards, sign in sheets and other materials in formats suitable for either print or electronic distribution.Approximately 30 community representatives were invited to participate as members of the SWG. Twenty-one organizations accepted and more than 25 representatives attended the SWG meetings.At each of the four SWG meetings conducted at key points in the planning process, participants reviewed the latest project updates and provided input on technical developments.Stakeholder Working GroupThe Stakeholder Working Group (SWG) for the SMP served to provide insights to the City and project team regarding the methodology and prioritization of projects. SWG members also advised on and provided support to broader stakeholder engagement and communications efforts to support the planning process. The City of Carlsbad is developing a Sustainable Mobility Plan to help improve transportation-related safety, reduce emissions, increase travel choices and implement the Mobility Element of the city General Plan.The Sustainable Mobility Plan will guide the city in expanding and improving active transportation options to promote safe, healthy and convenient travel options for people of all ages and abilities. Study Approach –The plan will examine alternative transportation options in a comprehensive and interwoven way to present an existing and a future network. The plan will develop modal `blueprints´ to evaluate, plan, expand and fund initiatives such as:• Improvements to bicycle and pedestrian routes• Safe routes to schools and parks• Improvements to transit facilities and services, as well as underserved communities• Mobility hubs featuring transit connections, car-share and bike-share services, and • Transportation Demand Management effortsTimeline –The Sustainable Mobility Plan is scheduledto be completed in early 2019, with the following planned schedule and key milestones:Summer 2018• Existing conditions assessment• Stakeholder engagement planningFall 2018• Design guidelines development• Stakeholder working group meetings• Project identification and evaluation criteriaWinter 2018/2019 • Continued public outreach and stakeholder working group meetings• Project prioritization• Plan development and approvalFor More Information – Please contact Craig Williams, AICP, City of Carlsbad Transportation Planning & Mobility, at 760-826-9523 or craig.williams@carlsbadca.govDidyou know?Roughly 40% of all trips taken by residents, employees and visitors in Carlsbad are under two miles in length.** 2017 National Household Travel Survey, which matches the most recent City of Carlsbad analysis.SustainableMobility PlanWe want to hear from you!Please use the URL and QR Code belowto take the digital MetroQuestsurvey,or request a print version.CarlsbadSMP.metroquest.com#CarlsbadSMPCarlsbad Mobility PlanBrainstorming an action planExhibit 1 88CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESStreet Farmers Market in Carlsbad Village on December 12 and 19, 2018 and January 9, 2019. The purpose of these engagements was to conduct direct public education and receive input using the project survey, via the web or print versions.superintendent and principals • ViaSat Sustainability Team Farmer’s Market BoothProject team members engaged community members regarding the SMP at the State Project WebpageThe City developed a SMP webpage on its website with a high-level overview of the project purpose and goals. Project team members updated the content during the planning process after each SWG meeting to provide access to meeting materials, background information and other related reference materials.Online SurveyAn online survey was conducted to better understand needed mobility improvements for walking, biking, taking transit and getting to school.Community Meetings and PresentationsProject team members conducted community meetings and presentations with key stakeholders during the planning process to explain the purpose of the project, and focus discussion on speciﬁ c topics of interest and concern. Community meetings and presentations occurred as requested by the following groups:• Agua Hedionda Lagoon Foundation• Carlsbad Chamber of Commerce• Carlsbad Uniﬁ ed School District Carlsbad residents participating in an outreach activity at the local Farmer’s MarketExhibit 1 89CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESthroughout Carlsbad.• Location - Scope of Beneﬁ t prioritizes projects that beneﬁ t the greatest number of residents and employees.• Short-term Implementation - Refers to “quick-build” projects that could occur within the City’s existing right-of-way and would not require extensive design or additional studies. • First/Last Mile Services - Refers to the beginning or end of an individual trip, primarily on transit or via other means such as biking or walking, in order to access job sites.• Regional Signiﬁ cance - Any project that ties into, or is a piece of a larger regional project. An example is San Diego County’s Coastal Rail Trail.• Cost Effectiveness - Looks at project cost compared to return on investment. For example, in terms of included an introductory page with an overview of the SMP effort and ﬁ ve landing pages. The questionnaire was linked from the City webpage with a number of collateral materials. The ﬁ rst page was an introductory page and provided an overview of the SMP effort.Prioritization ExerciseThe second page of the questionnaire asked people to rank their priorities for the SMP. The SWG recommended eight possible priorities for the City to emphasize in future project development efforts. Each priority included a brief description and photo of the priority. Respondents were asked to rank their top ﬁ ve priorities, using a “1” to reﬂ ect their highest and “5” to reﬂ ect their lowest priority. The eight priorities listed were: • Gap Closure - Improvements that create connectivity by removing gaps or barriers in places people walk or bike - for example, completing a sidewalk. • Innovation - Technological innovations can enhance convenience and safety, and innovative designs can make it safer to walk and bike Additional ActivitiesProject team members conducted additional activities as follows:• Social Media: SWG members and City departments assisted in promoting the SMP through their social media platforms• Cyclist Outreach: Project team members distributed customized information materials as “handle-bar ﬂ yers” and at organized cycling rides to encourage public input via the survey• Tours: As part of SWG meetings, project team members and select community partners provided tours of workspaces that promote sustainable mobilityMETROQUEST ONLINE QUESTIONNAIREThe Metroquest-hosted online questionnaire “Carlsbad does a great job with the bike paths, keep up the good work!”“Keep doing what you are doing - the long-range planning and saving, creating reserves for sound investments, is appreciated.”Exhibit 1 90CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESnew users, improved safety, or other beneﬁ ts• Social Equity - Helps ensure people of all ages, abilities and backgrounds would beneﬁ t from new projects and investments.Results of Priority RankingsCount - From a total of 131 respondents ranking their top ﬁ ve priorities, Innovation was ranked ﬁ rst (31 respondents), followed by Location, Gab Closure, Cost Effectiveness and First-Last Mile Services. See Figure 4-1.Average Score - The highest-ranked priority from respondents was First-Last Mile services, followed by Innovation and Gap Closure. In the exhibit at lower right, an average score closer to “1” indicates a priority more likely to be ranked ﬁ rst by the respondent. See Figure 4-2.While not scientiﬁ c, these ﬁ ndings helped shape the recommendations of this report by guiding the project team toward a focus on innovative solutions designed to close travel network gaps, particularly gaps in the journey to and from key destinations such as schools, job centers, and other popular locations.Priorities listed by average rank.FirstLast Mile ServicesInnovationGap ClosureCost EffectivenessLocationRegional SignificanceSocial equityShortterm Implementation2.682.762.772.863.013.143.153.24FIGURE 4-1 ALL COMMENTS RECEIVED BY CATEGORY (COUNT)FIGURE 4-2 ALL COMMENTS RECEIVED BY CATEGORY (AVERAGE)“It would be nice to have a shuttle service from downtown to the outlet mall, Costco, etc.”First Last Mile ServicesInnovationGap ClosureFirst Last Mile ServicesCost EffectivenessLocationRegional Signiﬁ canceSocial EquityShort-term ImplementationCountExhibit 1 91CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESMapping ExerciseScreen three of the online survey asked respondents to identify locations where they thought the City of Carlsbad could make mobility improvements for walking, biking, taking transit or getting to school. There was an additional icon representing parking, which people could use to express concerns regarding parking at speciﬁ c locations. The results of these mapping exercises can be seen on the following pages. Figure 4-3 shows all comments received and the location of the issue for recommended improvement.Visioning ExerciseThe fourth screen asked respondents about their vision for the future of Carlsbad. Respondents were asked to complete the sentence, “In ten years, I want Carlsbad to be a place where ….” This question received 126 responses. Selected responses are included throughout the body of this chapter. A complete listing of all comments received can be found in Appendix D of this report.The ﬁ fth and ﬁ nal page thanked respondents for participating, asked for basic demographic information (such as age, gender and zip code) and requested a contact email address if they wanted to stay in touch throughout the process.!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(ELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGAC A R L S B A D CAMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEM E L R O S E FARADAYPOINSETTIACO LL E G E C A R L S B A D AV IA R ACOLLEGEPOINSETTIA MELROSESANVISTAENCINITASFIGURE 4-3 ALL COMMENTS RECEIVED: (SUGGESTED IMPROVEMENT LOCATIONS)Exhibit 1 92CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVES!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(Comment Categories!(Schools!(Walking!(Biking!(Transit§¨¦5·}78College B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c in a s CalleBarcelonaAveMonr o e S tNort e PaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaFIGURE 4-4 COMMENTS BY CATEGORY TYPEComments By ModeFigure 4-4 shows each of the comments received online by comment type.125COMMENTS89COMMENTS23COMMENTSCOMMENTS RECEIVED62COMMENTS68COMMENTStegories“In ten years, I want Carlsbad to be a place where automobile usage is optional.”Exhibit 1 93CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLS BAD CAMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEMELR OSE FARADAYPOINSETTIAC OLLEGE CARLSBAD AVIAR ACOLLEGEPOINSETTIAMELROSESAN MARCOSENCINITASLegendComments Received for ParkingMore CommentsLess CommentsELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLSBAD CAMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEMELROSE FARADAYPOINSETTIACO LLEGE CARLSBAD AVIARACOLLEGEPOINSETTIA MELROSESAN MARCOSENCINITASLegendComments Received for SchoolsMore CommentsLess CommentsELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLSBAD CAMVIDAROBLE TAMARACKMARRONPOINSETTIARANCHOSANTAFEM ELROSE FARADAYPOINSETTIACO LLEGE CARLSBAD AVIARACOLLEGEPOINSETTIA MELROSESAN MARCOSENCINITASLegendComments Received for TransitMore CommentsLess CommentsELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLSBAD CAMVIDAROBLE TAMARACKMARRONPOINSETTIARANCHOSANTAFEM ELROSE FARADAYPOINSETTIACO LLEGE CARLSBAD AVIARACOLLEGEPOINSETTIA MELROSESAN MARCOSVISTAENCINITASLegendComments Received for WalkingMore CommentsLess CommentsELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGAC ARLSBAD CA MVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEME LROSE FARADAYPOINSETTIACOLLEGE CARLSBAD AVIARACOLLEGEPOINSETTIA MELROSESAN MARCOSENCINITASLegendComments Received for BikingMore CommentsLess CommentsFIGURE 4-5 DENSITIES BY COMMENT CATEGORY TYPE“La Costa. Get it done!”Densities by Comment CategoryFigure 4-5 shows the concentration of comments received for each of the ﬁ ve comment types.Walking - A concentration of walking comments were received southeast of the airport and business district area, near Bressi Ranch. There is noticeable density across residential areas and the surrounding Village-Barrio area.Transit - Comments for transit-related services were received in three main locations, including the Village-Barrio area, the coastal area near South Carlsbad State Beach, and the business park area.Schools - School comments are distributed throughout the City of Carlsbad, with the cluster of schools around Carlsbad High School being the most common location cited.Parking - Parking comments are similar to that of transit, with a greater concentration near the Village-Barrio area.Biking - There are concentrations of cycling related comments near the coast and in the Village.Walking Related CommentsTransit Related CommentsSchool Related CommentsParking Related CommentsBiking Related CommentsExhibit 1 94CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGAC A RLSBAD C AMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEMEL R O SEFARADAY POINSETTIAC O LL EGE CAR L S BAD AV IAR ACOLLEGEPOINSETTIAMELROSESANVISTAOCEANSIDEFIGURE 4-6 COMMENTS BY GENDERELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGAC AR L S B AD CAMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEM E LROS EFARADAY POINSETTIAC O LLEGE CAR LS BAD AVIAR ACOLLEGEPOINSETTIA MELROSESANVISTAENCINITASMale150 COMMENTSBY WOMEN26% WALKING-RELATED(most common category for women)183 COMMENTSBY MEN40% BIKING-RELATED(most common category for men)“In ten years, I want Carlsbad to be a place that prioritizes people over vehicles, where transit options create vibrant, walkable and bike-friendly places.”Comments By GenderThe top map shows the density of female comments, reﬂ ecting a concentration of comments in the business park district.The bottom map shows the density of male comments, which are more dispersed across the City. Males show higher rates of comments in the residential areas compared to females.Both male and female respondents had comments addressed towards the coastal and Village-Barrio area as a whole.More CommentsLess CommentsComments Received s Received by FemaleMore CommentsLess CommentsComments Received s Received by “We love sidewalks to be complete and provide easy access to restaurants and grocery stores.”“In ten years, I want Carlsbad to be a place where motor vehicles were phased to second place; personal mobility was moved to forefront.”Exhibit 1 95CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVESELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGAC A R L S B A D CAMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEM E L R O S E FARADAYPOINSETTIAC O LL E G E C A R L S B AD AV IA R ACOLLEGEPOINSETTIA MELROSEVISTAENCINITASComments from Senior ResidentsMoreLessFIGURE 4-7 SENIOR RESIDENT COMMENTSComments From SeniorsFigure 4-7 displays the distribution of 70 comments received by seniors - those who stated they were 66 years or older. A majority of the comments were directed to the coast, speciﬁ cally the area around North Ponto and South Carlsbad State beaches.“It would be amazing to have more frequent buses or a trolley along major thoroughfares toward the beach so people can access the beach without driving.”“[The] built environment has been made to prioritize cars. We should generally invest more in public transportation, bike lanes, and walkable areas. This is an issue of social equity and climate.”Exhibit 1 96CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTCOMMUNITY PERSPECTIVES[ This page is left intentionally blank ]Exhibit 1 97CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKS5PLANNED MOBILITY NETWORKSExhibit 1 98CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKS5PLANNED MOBILITY NETWORKSThis chapter presents the SMP proposed citywide networks for walking, trails, cycling and transit. These networks respond to the needs identiﬁ ed through extensive community engagement, ﬁ eld reviews, existing conditions analysis and previous planning efforts. The intended outcome is a Carlsbad transportation system that accommodates people of all ages and physical ability, as well as people who choose to leave their car behind. The SMP networks aspire to invigorate modal shifts away from single occupant driving to walking, cycling and transit.The planned networks for walking, trails, cycling and transit are described in the following sections, which are then followed by a presentation of the Carlsbad Sustainable Mobility Network, which consolidates those travel corridors providing multi-modal travel options across the City.The SMP serves as the required update to the City’s bicycle and pedestrian master plans and also provides consistency with recommendations from recent planning initiatives such as the Village and Barrio Master Plan, the Comprehensive Active Transportation Strategy, the Trails Master Plan, and the Regional Transportation Plan. By increasing the safety, connectivity and competitiveness of walking, cycling and transit, the SMP proposals will allow the City of Carlsbad to make better use of existing resources, protect undeveloped spaces, and better manage future impacts and demands on public spaces. Implementation of the planned networks is supported by state-of-the-practice design guidelines (in Appendix B) intended to facilitate proposed infrastructure improvements. IN THIS CHAPTER• Summary of the ways people will get around in the future• Conceptual improvements to implement future mobility hubs• Summary of recent iniƟ aƟ ves to improve exisƟ ng transit service and provide a new employee shuƩ le pilot projectExhibit 1 99CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSexample of this treatment from the City of Encinitas is shown at right.With the recent creation of “School Streets” as part of the Mobility Element and the City of Carlsbad’s commitment to providing safe routes to schools, several street segments adjacent to Carlsbad High School are potentially in conﬂ ict with one another. They simultaneously encourage the creation of dedicated places for people walking, yet prevent these places from being traditional sidewalks. Finding a solution to this conﬂ ict is an important outcome of the SMP, and “pedestrian only” lanes represent an excellent opportunity to do so.Transition Plan. Larger projects such as those designed to overcome barriers with at-grade rail or freeway crossings, closing gaps in the Coastal Rail Trail Multi-Use Path, projects requiring additional right-of-way, or other complex design considerations will likely require additional funding for feasibility studies and design services.Figure 5-1 shows the planned pedestrian network, including priority intersections for enhanced pedestrian treatments, priority corridors per the 2008 PMP, school streets, and missing or substandard sidewalks. The priority intersections for enhanced pedestrian treatments could include consideration of roundabouts. Figure 5-1 shows potential trafﬁ c circles (roundabouts) and bulb outs in the Village area. Several locations throughout the City of Carlsbad have been identiﬁ ed as “Alternative Design Streets.” This designation precludes the installation of sidewalks. Cities throughout the region have begun developing ways to better delineate places for people walking within the roadway though pedestrian-only lanes on low-speed, low-volume residential streets. Typically this involves restriping to provide a 5’ to 6’ “door zone” buffer space adjacent to narrow travel lanes (often lacking centerline striping) and the installation of a bi-directional “pedestrian only” stencil. An PLANNED PEDESTRIAN NETWORK The Pedestrian Master Plan of 2008 governs the development and implementation priorities of places for people walking in Carlsbad. Following the identiﬁ cation of a number of priority locations and corridors, the City developed an ADA Transition Plan in 2013 to assist in prioritizing accessibility gaps and upgrades designed to make the city more accessible for people with disabilities. Since 2008, a large number of these priorities have been implemented through the CIP process – chieﬂ y the installation of new sidewalks on priority corridors, high-visibility crosswalks, midblock crossings, signal timing adjustments and other intersection amenities such as audible countdown timers, pedestrian scrambles, and wayﬁ nding elements in Carlsbad Village. The City of Carlsbad is committed to addressing substandard sidewalks, crosswalks and other small-scale improvements wherever feasible through the CIP process, and will continue its commitment to retroﬁ tting existing intersections with upgraded, high visibility crosswalks, and improvements for people with disabilities consistent with the prioritization efforts of the adopted ADA Pedestrian-only bidirectional walking zone in Encinitas, CAExhibit 1 100CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKS!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(SANMARCOSVISTAENCINITASOCEANSIDE!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(·}78Jefferso nStC olle g e B lAlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lPalomarAirportRdElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se D rRanchoSantaFe DrFaradayAveCamVidaRobleA v d aE n c in a s CalleBarcelonaCarlsbadVillageDChestnutStTamarackAveC a rlsba d B lStateStH ardin gS tAveMonr o e S tNortePaseoDel §¨¦5§¨¦5!(Potential Rail / Freeway Crossings!(Proposed Traffic Circle!(Proposed Bulb-OutPlanned Multi-Use PathExisting Multi-Use PathSchool StreetsStreets with Missing / Substandard SidewalksPriority Corridors for Enhanced Pedestrian TreatmentExisting SidewalksAlternative Design Streets!(Priority Intersections for Enhanced Pedestrian Treatment(Consideration of Roundabouts)FIGURE 5-1 THE PLANNED PEDESTRIAN NETWORKClassiﬁ caঞ on Exisঞ ng AdoptedPercent ChangeMulঞ -Use 3.2 11.0 244%Priority Corridors for Enhanced Treatment0.0 54.4 -Exisঞ ng Sidewalks833.9 833.9 0%Missing/Substandard Sidewalks30.0 30.0 0%School Streets 13.4 13.4 0%Alternaঞ ve Streets24.0 24.0 0%Total 904.4 966.6 7%Table 5-1 Summary of Pedestrian Network MileageTable 5-1 presents the planned pedestrian network mileage. As shown, an additional 7% will be added to the total mileage of the pedestrian network under future conditions. There will be 11 miles of planned Multi-Use Paths and 54.4 miles of Priority Enhanced Corridor Treatments.The City has made progress in implementing the improvements identiﬁ ed in the Pedestrian Master Plan and ADA Transition Plan, and is encouraged to continue the focus on priority projects identiﬁ ed in each Exhibit 1 101CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSmidblock crossing designs, trafﬁ c calming as appropriate, and improved transit access.PLANNED TRAIL NETWORKThe Trails Master Plan (TMP) builds upon previous efforts by city staff, volunteers, and private development partners over the past twenty years to develop a citywide trails network within the City of Carlsbad.The TMP takes into consideration larger document, particularly those in and around school zones including the Carlsbad High School, Magnolia Elementary and Valley Middle Schools, Aviara Oaks and Calavera Hills areas, among othersSafe Routes to School Conceptual Improvement Plans of this document (Appendix E) includes a number of additional location-speciﬁ c ﬁ ndings for small infrastructure capital improvement projects around school zones citywide, including high-visibility crosswalk upgrades, signage designed to limit the number of illegal U-turns during student pick-up and drop off, and speed feedback signs. The City is encouraged to implement these improvements on a rolling basis as funding allows.Larger projects recommended for people walking include the extension of the Coastal Rail Trail and potential improvements for people walking along Carlsbad Boulevard south of Tamarack Avenue. These improvements will likely require additional right-of-way, planning and engineering services to arrive at a preferred alternative.As with cycling projects, the SMP Design Guidelines provide the City with engineering ﬂ exibility to implement additional spot treatments citywide, including revisions to Nature Trail in Carlsbad, CApublic and private projects, and has enhanced corridors to create a well-connected network. One key desired outcome of the TMP is to provide access to trail facilities within ten-minutes of every resident’s front door.Figure 5-2 shows the planned trail network, including recreational trails, roadside trails, sidewalk connectors and paved, multi-use paths.Exhibit 1 102CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKS§¨¦5·}78C olle g e B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro se D rRanchoSantaFe DrFaradayAveCamVidaRobleA v d aE n c in a s CalleBarcelonaAveMonr o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosVistaTrail Classification &Trail StatusNature Trail, ExistingNature Trail, ProposedPaved Multi-use Trail, ExistingPaved Multi-use Trail, ProposedRecreational Trail, ExistingRecreational Trail, ProposedRoadside Trail, ExistingRoadside Trail, ProposedSidewalk Connector, ExistingSidewalk Connector, ProposedWide Dirt Trail or Utility Roadbed, ExistingWide Dirt Trail or Utility Roadbed, Proposed!FIGURE 5-2 THE PLANNED TRAIL NETWORKTable 5-2 Summary of Trail Network MileageTrail Classiﬁ caঞ on Exisঞ ng Adopted Percent ChangeNature11.4 23.6107%Recreaঞ onal 26.6 30.816%Wide Dirt13.2 22.268%Roadside7.8 11.851%Sidewalk Connector 105.5 113.07%Paved Mulঞ -Use Path 7.8 17.4123%Total172.3 218.727%Table 5-2 shows the existing and planned trail network mileage. As shown, 30.8 miles of Recreational Trails are planned. There will be a 51% increase in Roadside Trails, a 7% increase in Sidewalk Connectors, as well as a 123% increase in paved Multi-Use Paths. This will result in a total of 218.7 planned trail miles, which is a citywide increase of 27% from the existing 172.3 miles.Exhibit 1 103CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSPLANNED BICYCLE NETWORKThe SMP proposes a comprehensive backbone network of Class IV Cycle Tracks across the City of Carlsbad that will ensure safe and comfortable cycling for residents of all ages and physical ability. Cycle tracks are envisioned within the roadway right-of-way and are physically separated from vehicular travel via a raised buffer. Cycle tracks will be designed to increase residents’ sense of safety and comfort while cycling, and allow for increased mobility and access to key destinations throughout the City by bike. The network of cycle tracks will help the City realize green house gas (GHG) and vehicle miles traveled (VMT) reduction targets through transitioning existing vehicle trips to bicycling trips, particularly the 40-45% of all trips citywide that are under 3 miles in length.Figure 5-3 shows the planned bicycle network as well as potential pedestrian, bicycle, rail and freeway crossings. Table 5-3 summarizes the planned bicycle network mileage, which reﬂ ects a citywide increase of 120% in bicycle network miles.!(!(!(!(!(!(!(!(Potential Rail / Freeway CrossingsPlanned FacilitiesMulti-Use PathBike Lane Bike RouteCycle TrackBicycle BoulevardExisting FacilitiesMulti-Use PathBike LaneBike RouteRegional Bikeways§¨¦5§¨¦5ChestnutStJ effersonStLaCostaAveCarlsbadVillageDrTamarackAveC arlsba d BlStateStH ardin gS t§¨¦5§¨¦5·}78C olle g e B lAlgaRdPoinsettiaLnAviaraPkwyMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnMelrose D rRanchoSantaFe DrFaradayAveCamVidaRobleA v d aE n c in a sCalleBarcelonaAveMonr o e S tNortePaseoDelPalomarAirportRd OceansideEncinitasSanMarcosFIGURE 5-3 THE PLANNED BICYCLE NETWORKExhibit 1 104CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSIn addition, recent City efforts to prepare for potential future shared mobility modes such as electric bikeshare may beneﬁ t from dedicated cycle tracks, as users frequently cite the existence of physically separated facilities as a key factor in their decision to use shared mobility devices and services.Feasibility and eventual implementation of these treatments would be determined by the City trafﬁ c engineering staff and are subject to funding availability, resurfacing schedules, and other considerations. Due to constraints within a corridor, separation may not be achievable for the entire length of the route, and it may be necessary to maintain conventional or buffered bike lanes in some locations. • Melrose Drive• Poinsettia Lane• Aviara Parkway The mobility beneﬁ ts of this reclassiﬁ cation process are many. Cycle tracks have been shown to greatly increase cycling levels, particularly for people bicycling short distances and for less conﬁ dent riders. Several surveys indicate people feel safer and more protected with the installation of a raised median or curb within the buffer area. In fact, separated green lanes reduce bicyclist injury risk up to 90 percent (Teschke, 2012). Drivers have been observed to slow the speed at which they drive along a corridor following the installation of cycle tracks, which in turn allows a city to lower the posted speed limit. Further, the installation of cycle tracks allows for clear delineation between turning vehicles and people on bikes at intersections by prohibiting turning vehicles from queuing in the bike lane prior to making a right turn.This improvement would likely be of signiﬁ cant beneﬁ t along high-speed, high-volume arterials citywide. Classiﬁ caঞ on Exisঞ ng AdoptedPercent ChangeMulঞ -Use 3.2 10.6 230 %Bike Lane 100.4 36.3 -64 %Bike Route 5.1 6.8 34 %Cycle Track - 66.8 -Bike Boulevard - 0.4 -Total 108.7 239.1 120%Table 5-3 Summary of Bikeway MileageThe greatest opportunity to increase safety, access and comfort for people biking is with the conversion of existing bike lanes and buffered bicycle lanes to Class IV Cycle Tracks where feasible.Pending detailed feasibility studies, initial analysis supports reclassiﬁ cations of existing bike lanes to cycle tracks along the following key corridors:• Cannon Road• Carlsbad Boulevard south of Tamarack• College Boulevard• El Camino Real• Faraday Avenue• La Costa AvenueOne-Way Class IV Cycle Track. (Source: NACTO) Exhibit 1 105CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSIn addition, the City’s SMP Design Guidelines provide for signiﬁ cant improvements for people on bicycles at intersections through the use of green paint, dedicated bike boxes, and other treatments designed to better delineate places for people on bikes at high-volume areas of potential conﬂ icts with vehicles. The City has invested signiﬁ cant resources in recent years toward accommodating people on bikes throughout the city with end-of-trip amenities such as bicycle parking in and around Carlsbad Village and beach access points, as well as ordinances designed to make it easier for employers to provide changing facilities and showers for employees who choose to bike to work. Figure 5-4 displays the existing end-of-trip facilities across the city.Future considerations for people biking involve additional bicycle parking amenities citywide, particularly the replacement of existing racks at the end of their useful life, and additional features at potential Mobility Hub locations described later in this chapter.!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!OI3!OI<!O!O4I<!OI<I3!OI<!O!OI<I<I<!O!O!OI<I3²³!O44I<!O!O4I<!O4!O4²³²³²³44444444444444444444444444!O!O!O!O!O²³²³!O!O²³I3ÆcÆcÆcÆcÆcSAN ELIJO RDELCAMINOREALOLIVENHAINPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLSBA D RANCH O SAN TAFE C AMVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEME L R O S E FARADAYPOINSETTIACO L LEGE CARLSBAD AV I AR A COLLEGEPOINSETTIAMELROSESANMARCOSVISTAENCINITASOCEANSIDEBike Rack Type!(Inverted U!(Wave!(Wheel Bender!(OtherKey Destinations²³Job CenterÆcLibrary!OOutdoor RecreationI3Regional Transportation4SchoolI<Shopping CenterFIGURE 5-4 END-OF-TRIP FACILITIESExhibit 1 106CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKS!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(")")!(!(SanMarcosVISTAEncinitasOceanside!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(§¨¦5·}78Je fferso nS tCollegeBl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s e D rRanchoSantaFeDrFaradayAveCamVidaRobleA v d a E n c in a s CalleBarcelonaCarlsbadVillageDChestnutStTamarackAveC a rlsbad B lStateS tHardin g S tAveMonr o e S tNorte P aseoDelPalomarAirportRd§¨¦5!(BREEZE StopsExisting Transit AlignmentsExisting TransitCOASTER Stations (with Planned Mobility Hub)!(Trolley Feasibility AreaCarlsbad ConnectorBus Rapid TransitRapid BusLocal Bus")Potential Mobility Hub SitesPlanned TransitCOASTER Commuter RailFIGURE 5-5 THE PLANNED TRANSIT NETWORKClassiﬁ caঞ on Exisঞ ng AdoptedPercent ChangeCoaster Commuter Rail6.6 6.6 0%Bus Rapid - 12.6 -Rapid Bus - 7.2 -Local Bus 50.2 35.5 -29%Total 56.8 61.9 9%Table 5-4 Summary of Transit Network MileagePLANNED TRANSIT NETWORKWhile the City of Carlsbad has limited ability to develop and implement transit service operations, several aspects of a persons ability and willingness to take transit are nevertheless under the city’s jurisdiction, including ﬁ rst-last mile connections to existing bus route service, as well the development, promotion, and accommodation of alternative transportation services such as employee or visitor shuttles, mobility hub services, and programs designed to incentivize transit through subsidy or other means.Figure 5-5 shows the existing and planned transit networks for the City of Carlsbad per SANDAG’s Regional Transportation Plan (RTP) Year 2035 network. As shown, the City of Carlsbad has north-south transit service along Carlsbad Boulevard, the commuter rail corridor, and El Camino Real. There are future plans for Bus Rapid Transit along the I-5 corridor that would connect to Palomar Airport Road and College Boulevard. There are also future plans for Rapid Bus along Carlsbad Boulevard that would run the entire length of the city. Table 5-4 presents the planned transit network mileage. As shown, an additional 10% of express bus service is planned, bringing the total transit network miles from 56.8 existing miles to 61.9 planned miles.The City is committed to upgrading a number of transit Exhibit 1 107CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSThe McClellan-Palomar Airport Mobility Hub will have a Smart Park Technology station indicating how many parking spaces are utilized at a given time. A designated TNC pick-up/drop-off area will be provided at the northern end of the lot. There will be bikeshare, scooter share, and bike-related repair stations that allow space for micromobility users. Enhanced bicycle and pedestrian treatments will be made at the intersection of McClellan/Yarrow Dr and Palomar Airport Road. There will be reserved parking spaces for microtransit, neighborhood electric vehicles, and shuttles. There are four high-ridership transit center locations identiﬁ ed in the City of Carlsbad as potential Mobility Hubs, as follows: • Carlsbad Village COASTER Station• Poinsettia COASTER Station• The Shoppes at Carlsbad• McClellan-Palomar AirportConceptual alternatives for the four sites are shown in Figures 5-6, 5-7, 5-8, and 5-9. The mobility hub concepts include a number of multimodal features including; smart parking, Transportation Network Companies (TNC) pick-up and drop-off locations, bikeshare, carshare, on-demand rideshare, microtransit facilities, wayﬁ nding, as well as enhanced transit service. Intersection Bike & Pedestrian Treatment Wayfinding SignageCoordinate with City to Create Low Stress Street Environment for Bikes and ScootersSmart Park TechnologyReserved Parking for Microtransit, NEVs, and ShuttlesBikeshare, Scooter Share and Bike Related RepairTransit Signal Priority TNC PUDOPriority Parking for EVs, Car Share, Carpool, Vanpools & Charging StationsEnhanced Bus StopFIGURE 5-6 MCCLELLAN-PALOMAR AIRPORT MOBILITY HUB CONCEPTWayﬁ nding will be located throughout the mobility hub site to help users navigate. There will be a designated area for priority parking for electric vehicles, carshare, carpool, vanpools, as well as charging stations. Lastly, there will be an enhanced bus stop as well as priority transit signaling to allow for easy ﬂ ow of trafﬁ c.stops in high-ridership locations and providing additional transit service options. Exhibit 1 108CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSThe Shoppes at Carlsbad Mobility Hub will also include all features of the McClellan-Palomar Airport Mobility Hub. The existing transit stop will be upgraded to allow for better ﬂ ow of trafﬁ c. Exact locations for the other services are conceptual and will be adjusted for feasibility, engineering, and costing when implemented.Upgraded Transit StopReserved Parking for Microtransit, NEVs, and ShuttlesPriority Parking for EVs, Car Share, Carpool, Vanpools, and Charging Stations TNC PUDOBikeshare, Scooter Share and Bike Related RepairSmart Park TechnologyWayfinding Signage Wayfinding SignageCoordinate with City to Create Low Stress Street Environment for Bikes and Scooters FIGURE 5-7 THE SHOPPES AT CARLSBAD MOBILITY HUB CONCEPTMobility Hub Diagram (Source: SANDAG)Exhibit 1 109CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSThe Poinsettia Coaster Mobility Hub will include all features of a mobility hub as mentioned in the McClellan-Palomar Airport Mobility Hub, and will expand on the existing train station. Conceptual improvements show transforming the existing pick-up/drop-off portion of the parking into a space for a variety of users such as microtransit, NEVs, shuttles, vanpools, carshare, TNCs, and electric vehicles.Coaster Station PlatformReserved Priority Parking for Microtransit, NEVs, and Shuttles Wayfinding SignagePriority Parking for EVs, Carshare, Carpool, Vanpools, and Charging StationsTNC PUDOCoordinate with City to Create Low Stress Street Environment for Bikes and Scooters Smart Parking Technology Bikeshare, Scooter Share, and Bike Related RepairWayfinding to Coast HighwayFIGURE 5-8 POINSETTIA COASTER MOBILITY HUB CONCEPTExisting Poinsettia Station (Source: SANDAG)Exhibit 1 110CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSThe Carlsbad Village Mobility Hub will include all mobility hub features as mentioned in the previous mobility hubs concepts, but it will transform the existing Coaster station site into a space for a variety of users, similar to that of the Poinsettia Coaster Mobility Hub. The existing bus station will be enhanced to serve better trafﬁ c ﬂ ow. Due to the limited and concentrated space for this mobility hub site, the exact location for each service should be considered when implementing by using engineering, feasibility, and costing judgements.Carlsbad Village Coaster StationEnhanced Bus Station Wayfinding SignageSmart Parking TechnologyReserved Parking for Microtransit, NEVs, and Shuttles Priority Parking for EVs, Car share, Carpool, Vanpools, & Charging StationsTNC PUDOBikeshare, Scooter Share, & Bike Related RepairCoordinate with City to Create Low Stress Street Environment for Bikes & ScootersFIGURE 5-9 CARLSBAD VILLAGE MOBILITY HUB CONCEPTExhibit 1 111CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSan average of 100 new daily boardings and/or disembarkings, or an average of 50 new daily roundtrip riders on the COASTER train serving Pointsettia Station as a marker of success for the pilot project. • The system creates virtual stops that drop-off riders within a ﬁ ve minute walk from their ultimate destination • The software optimizes drop-offs such that if 12 people all request to go to the same location, they will be grouped together and a single vehicle will go straight to that destination• Customers can pay through the Coaster app • Customers without access to smart phones may call in to reserve and pay for rides • Customers with a COASTER monthly or day-pass will ride for free• Individual rides are $2.50 per ride, in alignment with North County Transit District fares • Businesses can offer promotions to employees or customers and RideCo will bill businesses directly• Data will be shared with all three agencies to help determine if service or stops need to be changed and for planning the viability of long-term service The participating agencies have targeted PILOT TROLLEY SHUTTLEThe Trolley Program Feasibility Study proposed implementing a local trolley within Carlsbad to serve high employment areas between the city’s two coaster stations and mobility hubs at Carlsbad Village and at Poinsettia. Figure 5-10 shows the key travel ﬂ ows that will be served by the pilot trolley shuttle.A pilot trolley shuttle is scheduled to start during the Summer 2019 to connect Coaster riders with the employment rich areas of the city. The basic shuttle service characteristics include the following:• Morning service from 7-9AM, capturing the 7:09AM and 8:36AM northbound COASTER trains • Afternoon service from 12-6PM. The afternoon service would allow lunchtime trips for those that took the train in the morning, delivering commuters to the southbound COASTER trains at 3:43PM, 5:21PM and 5:51PM • Four 12-person shuttles, one of which is fully ADA compliant • Shuttles are equipped with Wi-Fi- and each shuttle will hold up to two bikes ELCAMINOREALPALOMARAIRPORTRLLACOSTAANNONALGARANCHOSANTAFECAMVIDAROBLE MARRONPOINSETTIARANCHOSANTAFEM ELROSEFARADAY POINSETTIAC OLLEGE CARLSBAD AVIARACOLLEGE POINSETTIAMELROSESANMARCOSVISTAENCINITASOCEANSIDE!!(Potential Mobility Hub SitesNCTD Fixed Route Transit ServiceTwo-Mile Travelshed from Mobility HubsThree-Mile Travelshed from Mobility Hubs!(Potential Mobility Hub SitesNCTD Fixed Route Transit ServiceTwo-Mile Travelshed from Mobility HubsThree-Mile Travelshed from Mobility HubsRRLLLLAANFUTURESHUTTLEPILOTPROJECTSERVICE AREAFIGURE 5-10 PILOT TROLLEY SHUTTLEExhibit 1 112CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTTHE PLANNED MOBILITY NETWORKSTRANSFORMATIVE CORRIDORSThe layering of planned walking, cycling and transit networks reveals a strong backbone of “sustainable” corridors across the City. When built out, this planned network of sustainable travel corridors has the potential to transform the lives of Carlsbad workers and residents by providing well-connected and comfortable travel routes that enable access to all of the rich opportunities across the City without driving or riding in a personal vehicle. Figure 5-11 presents the culmination of the SMP planning process in a Transformative Corridors map. Almost all of these Trans-formation Corridors will have cycle tracks, enhanced intersection treatments, and transit service thus providing Carlsbad residents and visitors with an array of travel options that do not require driving.SANMARCOSVISTAENCINITASOCEANSIDETransformative CorridorsCycle Track·}78J effe rson S tC olle g e Bl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC a rlsb a d B lPalomarAirportRdElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s eD rRanchoSantaFe DrFaradayAveCamVidaRobleA vd a E n c ina s CalleBarcelonaCarlsbadVillageDChestnutStTamarackAveCarls bad B lStateStH ardin gStAveMonr o e S tNor te Pas e o Del §¨¦5§¨¦55-11 TRANSFORMATIVE CORRIDORSExhibit 1 113CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKS6PROPOSED MOBILITY PROGRAMSExhibit 1 114CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKS6PROPOSED MOBILITY PROGRAMSThis chapter presents key programmatic recommendations to support active travel infrastructure proposals presented in the previous chapter. The enhanced infrastructure, combined with programs for supporting behavior change will afford the City the best opportunities for shifting mode choice away from single occupant driving to walking, cycling and riding transit. This shift in turn will help to reduce greenhouse gas emissions, improve community health, and create a more vibrant City of Carlsbad.Three programs in particular are presented in this chapter – Cycling Education, the Carlsbad Safe Routes to School and the Carlsbad Transportation Demand Management Program. Each is described in the following sections of this chapter. IN THIS CHAPTER• Summary of Mobility Programs, including Cycling EducaƟ on Programs, Safe Routes to School and TransportaƟ on Demand Management ProgramsExhibit 1 115CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSevent can handle up to 250 students per assembly.School Community Rides:Community Rides offer kids and parents an opportunity to ride with an instructor safely around their own neighborhood. This ride is a way to utilize an existing road to practice new bike handling skills and best practices in a group setting. Separated bicycle facilities and roads with low trafﬁ c volume are used whenever possible. Bikes are for transportation as much as fun, and this ride helps to reinforce that. Brown Bag Presentation:SD County Bike Coalition schedules a bike safety and bike commuting 45-minute presentation intended for employees during the lunch hour. This provides safety tips, information on the law, and a question and answer portion for curious new commuters.Group Ride:These are 4-5 miles rides organized for groups of bicyclists. They are mostly on ﬂ at, separated facilities, and lightly traveled roads. They are done at a pace that encourages talking and interaction. Groups get to talk and stop a lot, while having fun and getting information about riding in various situations.children under 18 are welcome, but they must be accompanied by an adult. Bike Rodeos:These are bicycle skills events targeting children and teens. They are taught on a school playground or parking lot, which provides them with the opportunity to practice and develop skills that will help them become better bicyclist and avoid typical crashes. Its objective is to teach young riders the importance of seeing, being seen and remain under control at all times when riding a bicycle. Bicycle skills stations give students the opportunity to practice a variety of speciﬁ c bike handling skills and procedures for operating a bike legally and more safely on the street. As well, simulation to trafﬁ c situations help them improve their skills.School Assemblies:Elementary Safety Assemblies are a great way to get information about walking and biking safely to students from Kindergarten through 6th grade. This program consists of an interactive 40-minute presentation that covers the basics of walking and biking to school in a fun and exciting format for children. Helmet ﬁ t, bike rules, street crossing tips, driver communication, and sidewalk riding, are some of the topics taught. This CYCLING EDUCATIONFacilitating educational programs to teach children and adults safe walking and bicycling behaviors can improve active travel practices in the City of Carlsbad. These would bring many beneﬁ ts to the users, as streets would be shared respectfully and appropriately.The following programs are proposed:Smart Cycling: This course is designed to get adults and children (must be accompanied by an adult) comfortable on the road and ready to commute or make short trips over two days, including a 3-hour classroom portion and a 6-hour road portion. Attendants should learn proper bike & helmet ﬁ t, safety tips for riding in trafﬁ c, techniques for navigating hazardous roads, emergency maneuvers, using public transit with a bike, their legal rights and responsibilities, as well as instructions on ﬁ xing a ﬂ at and bicycle adjustments. Basic Bike Skills Class:This course includes 1.5-hour classroom learning, and 2.5-hours on bike drills/on-road riding. It will cover general bike safety, legal rights and responsibilities, and emergency maneuver skills, with the purpose of getting riders comfortable on the road. Adults and Exhibit 1 116CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSSAFE ROUTES TO SCHOOL Providing safe and connected routes to school can produce many beneﬁ ts for City of Carlsbad residents and families. Reduced congestion around school sites, fewer GHG emissions, and a healthier student population are only a few of the beneﬁ ts. Comprehensive SRTS programs include the 6 E’s: Education, Encouragement, Enforcement, Engineering, Evaluation, and Equity, as outlined in the Emerging Mobility Chapter. Figure 6-1 shows SRTS walksheds around the 20 schools in Carlsbad, along with the School Streets roadway segments.As the City begins to implement the SMP, student trips to and from school should be evaluated similarly to those trips taken by older adults. The following priority strategies for implementation have been identiﬁ ed by the City of Carlsbad and their partners at the Carlsbad Uniﬁ ed School District: SchoolPool CarpoolsCarpools can reduce trafﬁ c congestion and pollution in front of the school and still involve families who live too far to walk or bike. Carpools can be organized through school communications or online tools.ELCAMINOREALPALOMARAIRPORTCARLSBADVILLAGELACOSTACANNONALGACARLS B AD RANCH O SAN TAFE C A MVIDAROBLETAMARACKMARRONPOINSETTIARANCHOSANTAFEME L R O S E FARADAYPOINSETTIACO LLE G E CARLSBAD AV I AR A COLLEGEPOINSETTIAMELROSESANMARCOSVISTAENCINITASOCEANSIDE!021 School Street Designation from Mobility ElementHalf Mile Walking Distance all SchoolsFIGURE 6-1 SCHOOL AREAS MAPExhibit 1 117CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSit is recommended that the City coordinate with school district representatives to hold regular walk audits, or provide a similar way for parents and school representatives to provide feedback on challenges facing parents and students in accessing their respective school areas.Conceptual Improvement Maps Information collected from the walk audits and other analyses can be used to identify the most urgent infrastructure improvements, such as sidewalk repairs and signal installations, and can be documented on a map. These maps support pursuit of future grant funding and provide useful information to public works staff about where improvements are needed.SRTS Conceptual Improvement Maps for the 20 schools in Carlsbad are included in Appendix E of this Plan.Figure 6-2 shows a sample Conceptual Improvement Plan for Aviara Oaks Elementary School.a volunteer.It is recommended that the City coordinate with school district representatives to implement annual parent surveys to gauge current barriers to walking, biking, and carpooling to school to develop appropriate responses.Walk Audits This activity gathers parents and other interested community members together to review the school drop-off or pick-up period, evaluating trafﬁ c circulation, student loading, and travel behaviors along with transportation facilities within a quarter-mile radius of the school. The audit identiﬁ es potential solutions to parents concerns about active transportation and provides information for experts to create existing conditions maps, which depict both unsafe behaviors and surroundings. These observations can be translated into infrastructure improvement plans that prioritize recommendations.Complete Walk Audit results for the 20 schools in Carlsbad are included in Appendix F of this Plan.While baseline walking assessments have been conducted as part of this SMP process, In an effort to reduce congestion and emissions related with school trips, the City of Carlsbad implemented a pilot carpool program in fall 2019.The effort will evaluate the effectiveness of messaging and program elements, and includes student tallies, parent surveys, and nationwide best practices research. If successful, participating school districts, school sites, and City of Carlsbad staff are encouraged to continue collaborative efforts and expand the program based on staff availability and capacity. Parent Surveys The Safe Routes to School Parent Survey asks information about travel mode and distance, attitudes towards the program, and what factors affect whether parents allow their children to walk or bike to school. Surveys are frequently administered at the beginning and end of the SRTS program or school years in order to track behavior changes and overall success of the program.The same survey can be utilized year-over-year to track progress against the baseline. A take-home survey can also be downloaded for free from the National Center for Safe Routes to School, but requires data entry to be completed by someone from the school or Exhibit 1 118CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSPotential ImprovementsEgIbisPentasAvenaThrasherLilacCabelaFilareeLotusLupineSorrelAdo lphia TuleFrenataCaurinaSwallowSandAs t Aster CannasSu garPinePintail SpoonbillMalleeCobDustyRoseMoorhenilletCm oran tQuail Ocean CrestFionaFernFinch Black RailGeraniumMallowS anderlingrella TanagerBlackbird ManzanitamingbirdFour S eas onsColumbineCereusBlueOrchidTernCorteOrchidiauitosOrioleRock DoveCalliandraPalermiAmanteFolletteSkimmermino DurangoDocenaMimosaDoveSurfbirdKingfisherBlueHeronPoinsettiaAm bro s ia CatalpaAviaraAD2DNVHQWDU\$YLDUD2DNV0LGGOHiiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬ª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬EEEggIIbbiissTTThhrraasshheerrCCaabbeellaaFFiillaarreerreeLLootLLuuppiiinnneeeSSoorrrreellAAAddAAAoo llpphhiiaa 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Oaks Elementary School - DRAFTCONCEPTUAL IMPROVEMENT PLANSBAHGFEDCAAAAAAEEEEEEGBCDFDGDom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vmv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bou-Ѵ-|;uo-7-m-uuobm]ou-77bঞom-Ѵl;-vu;v|o-11ollo7-|;b7;uŐѵŊѶĽőrѴ-1;v=our;orѴ;-Ѵhbm]01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-ѴhFIGURE 6-2 EXAMPLE CONCEPTUAL IMPROVEMENT MAPExhibit 1 119CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSSuggested Routes to School Maps Suggested routes to school maps are a great encouragement tool for families considering allowing their child to walk or bike to school. Maps can include walking school bus, bike train pick up and instructions for coordinating these programs. These maps should be continuously updated if road conditions change.Suggested Routes to School maps for the 20 schools in Carlsbad are included in Appendix G of this Plan.FIGURE 6-3 SAMPLE SUGGESTED ROUTES TO SCHOOL MAP!OLEGEND LEGENDNo Sidewalks - Use CautionBike PathBike LaneMarked CrosswalkÉ±ÉkSchool Access PointOther Schools7UDIĆF6LJQDO6WRS6LJQ6XJJHVWHG5RXWHWR6FKRRO6)HHWAviara Oaks Elementary School - DRAFTSUGGESTED WALKING AND BIKING ROUTES TO SCHOOLÉ±Ék!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"!"$ëìíªªëìíëìíªªëìíªªëìíªªëìíªªëìíªªëìíªªëìíªªëìíEgretIbisHarrierPloverPentasThrasherThrushLilacCabelaFilareeLupineSorrelAdo lphia TuleFrenataCaurinaSwallowSandAster A ster CannasSu garPinePintail SpoonbillMalleeCobDustyRoseMoorhenWilletCormorantQuail Ocean CrestFion aFernFinch Black RailGeraniumMallowS an derlingTanagerBlackbird ManzanitaHum m ingbirdFour S e aso n sColumbineCereusBlueOrchidTernCorteOrchidiaosOrioleRock DoveCalliandraPalermiAmanteFolletteSkimmerEl Camino Real DurangoDocenaMim osaDoveSurfbirdKingfisherBlueHeronPoinsettiaAm bro s ia CatalpaAviaraAviara OaksSchool FieldAviaraResort GolfCourseAviara OaksElementary$YLDUD2DNV0LGGOHÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!EgretIbisHarrierPloverThrasherThrushCabelaFilarereeeLupineSorrelAdAAo lphia FFFFFFFFFFFFrrrrrrrrrrrrenaaaaaaaaaaaaaaaatttaCaurrrrrrrrrrrrrrrinaSandAsAAter A sAA te rCannasSu ggggggggggggggggggarPinePintail SpppppppppppppoooooooooonbillMalleeDustyttRoseMoorhenWilletCormorarrnt OceanCrestFion aFFFFFFFFFFFFFFFFeernFinchcc GeGraniumMallowS an derlingTaTTnagerBlackbird ManzanitaHum m ingbirdFourr SS e aso n sColumbiiiiiinnnneCerrrrrrrrrrrrrreeeeeeusBlueOrchidTeTTrnCortrreOrcrrhidiaosOrioleRockDoveCalliaindrarrPaaaaaaaaaaaaaaaalermrriAAAAAAAmmmmmmmmmmmmmmmAAAAAAAAAAAaaaaaaaaaaammmmmmmmmmnnnnnnnnnteFolletteSkimmerE lC am in o R eRR alDurangDocenaMim oossssssssssssssssaDoveeeeeeeeeeeeSurfbirdKKKKKKKKKKKKKKKKingggggggfffffffffffffffisherBlueHerornPoinsettiaAAAAAAAAAAAAAAAAAm brorr s iai CatalpaAvAAiaraAvAAiaraOakksSchhoolFieldAvAAiaraResortGolfCourseAvAAiaraOakksElementaryy$Y$$LDUD2DNV0LGGOHAviara Oaks Elementary School - DRAFTSUGGESTED WALKING AND BIKING ROUTES TO SCHOOLExhibit 1 120CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSAdditional Technical AnalysesStudent Shortest Path Assessment – This analysis determines the roadway links within a study area with the highest probability of walking route usage based on the location of the school entrance (destination) and the distribution of households (origins) within an attendance boundary.The shortest path routes are modeled from every origin to the destination in GIS using network analysis. The overlapping paths are aggregated and assigned to network links in order to determine each link’s relative importance in the network. The number of overlapping paths can be used as a weighting mechanism to assign priority to certain locations for infrastructure improvement projects.This type of analysis should be used in conjunction with ﬁ eld review to account for factors in the roadway environment not related to shortest paths that may affect student route choices. Figure 6-4 shows an example of a shortest path assessment using line thickness to indicate more important roadway connections for student travel to a nearby school.Hope Elementary Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User CommunityMarronRdCar lsba d VillageDr ElCaminoRealTamarackAveCollegeBlCa rlsbadBl CannonRd1Mile2MilesBatiquitosDrSchoolMiles from SchoolHope Elementary SchoolShortest PathFIGURE 6-4 SHORTEST PATH TO SCHOOL ASSESSMENTExhibit 1 121CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSStudent Address Pairing – Anonymous student address data from school districts was utilized to generate heat maps of current residential locations. This approach helps City and school district staff tailor SRTS infrastructure and non-infrastructure recommendations speciﬁ c to each school’s population. Schools with a large percentage of students living a mile or less from school will have a different set of needs than those living further away. Additional insights can be developed by comparing the location of students to the roadway network required to reach their respective campuses, and roadway classiﬁ cations can be adjusted accordingly. Figure 6-5 shows the density of school children’s residential location along with walk audit results.School Children Residential Density maps for the 20 Carlsbad schools are provided in Appendix H of this Plan.!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!((!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(bcdqfbcdqfDtDbcdqfDtD&&&&kjXY!(PALOMAR AIRPORTE LCAMINOREAL ALGACAMVIDAROBLECARLSBADPOINSETTIA LA COSTAPOINSETTIAPOINSETTIAAVIARA ENCINITAS Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS,AeroGRID, IGN, and the GIS User CommunityStudent Enrollment Density :Aviara Oaks Elementary!O010.5MilesSource: Chen Ryan Associates45011.3%CampusHalf-Mile Walkshed to SchoolEnrollment BoundarySchool Streets (2015 MobilityElement)Collision History (2013-2017)!(Pedestrian Collisions!(Bicycle CollisionsHigh Density of StudentAddressesLow Density of StudentAddressesField ObservationsBehavioral!(School Access PointRoadwayXYHigh Vehicle CongestionXWUncomfortable WalkingEnvironmentjTraffic Blocks SidewalkDtDSteep or Missing Curb RampsbcdqfFaded Crosswalk PaintWalkwayskjMissing SidewalkkjObstructed SidewalkkjUneven SidewalkkjNarrow Sidewalk &Inadequate ShadekjNarrow Sidewalk&Jaywalking Student&Illegal U-Turn&Distracted Drivers&Congested Pick-Up & Drop-OffArea&Congested Drop-Off Area&Double Parking at Pick-UpTime&Congested Pick-Up AreaNumber of MatchedAddressesPercent of Studentswithin 1/2 Mile WalkFIGURE 6-5 SCHOOL CHILDREN RESIDENTIAL DENSITYExhibit 1 122CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKS• Has a one-way commute duration of less than 30 minutes (59.6 percent),• Drives alone ﬁ ve days per week (59.4 percent), and• Could be motivated to use a shuttle/trolley as a commute option (45.5 percent).With a total of 532 responses, the Employer Survey and Employee TDM Survey was conducted in about 12 weeks, and included fourteen employment sites overall. the Community & Economic Development Department.Key commute characteristics of Carlsbad workers and residents are described in the following sections, followed by a summary of the newly adopted TDM Ordinance.City of Carlsbad-led Employer SurveysAn Employer Survey and an Employee TDM Survey were distributed to employers, employees, and residents of Carlsbad. These two surveys gathered information about existing commute behaviors and opinions about TDM strategies and alternative transportation options. There were questions spanning all modes of alternative transportation, such as active transportation (biking and walking), public transportation, ridesharing, and more.The following is a list of key ﬁ ndings reﬂ ecting a snapshot of the typical Carlsbad Commuter:• Lives outside the City of Carlsbad (71.8 percent),• Starts the work day between 7 to 9 a.m. (42.5 percent),• Ends the work day between 5 to 6 p.m. (46.6 percent),TRANSPORTATION DEMAND MANAGEMENT This section presents information to support Transportation Demand Management (TDM) programmatic efforts in the City of Carlsbad. These types of programs can assist employees to shift travel behavior away from driving alone to walking, biking and using transit. These programmatic recommendations support the network recommendations presented in Chapter 5. The Transit & TDM Blueprint (the Blueprint) was developed to research and analyze commuter behavior, barriers to transit usage, inventory existing TDM programs, and assist in the adoption of a Citywide TDM Ordinance, which was adopted in 2019. The city adopted the City of Carlsbad Citywide Transportation Demand Management Plan in February 2019 which provides a framework for operationalizing TDM to meet the city’s Climate Action Plan’s target of reducing single-occupant vehicle trips by 30% by the year 2035. The Citywide TDM Plan focuses on infrastructure, regulation and policies, guiding resources, and a TDM program to support existing businesses. The Citywide TDM Plan also includes a monitoring and reporting program that will be carried out by SANDAG’s iCommute Programs (Source: iCommute)Exhibit 1 123CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSSANDAG iCommute Travel AnalysesSANDAG iCommute also collects employment and trip distribution data for the San Diego region and analyzes its ﬁ ndings in a series of datasets, which are displayed in the following ﬁ gures.Figures 6-6 through 6-8 represent the various characteristics of commute trip making associated with the City of Carlsbad.Figure 6-6 shows trip volumes associated with the City of Carlsbad, reﬂ ecting higher volumes in North County. OceansideCarlsbadEncinitasSolana BeachDel MarVistaSan MarcosEscondidoPowaySanteeSan DiegoEl CajonLaMesaLemonGroveNationalCityCoronadoImperialBeachChula VistaSan DiegoCounty of San DiegoTijuana, B.C.MEXICOUNITED STATESCamp PendletonKILOMETERSMILES03604 8Map AreaSan Diego RegionPalaReservationPauma and YuimaReservationRinconReservationLa JollaReservationSan PasqualReservationSanta YsabelReservationMesa GrandeReservationBaronaReservationCapitan GrandeReservationSycuanReservationJamul IndianVillageCity of CarlsbadAuto Travel Activity40,000 ADT 8,000 ADT 100 ADTFIGURE 6҃6 CITY OF CARLSBAD AUTO TRAVEL ACTIVITYAerial imagery of cars traveling in Carlsbad (Source: Chen Ryan Associates)Exhibit 1 124CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSFigure 6-7 shows the density of Carlsbad resident work locations. As shown, there are two general regions where Carlsbad residents work, including primarily along the SR-78 corridor and near Sorrento Valley/Mira MesaFigure 6-8 shows the residential locations for people who work in Carlsbad. As shown, Carlsbad workers tend to live in North County, especially in the cities of Carlsbad, Encinitas, Vista, Oceanside and San Marcos. However, Carlsbad workers do live as far away as Chula Vista and Otay Mesa. SANDAG also conducted an Employee Commute Survey in 2017. The survey consisted of several questions to determine how employees were currently commuting to work and which forms of alternative transportation they are interested in using.There were 176 employee respondents. The following key ﬁ ndings were reported as noteable commuter characteristics: • Most City of Carlsbad employees commute from the North County Coastal sub-region (64.8%).• 90% of respondents currently drive alone to work.• 66% of respondents are willing to try a new, sustainable commute choice.• 48% of respondents are most interested to try carpooling.• 39% of respondents indicated a Guaranteed Ride Home in the event of an emergency would help them make the choice not to drive alone.OceansideCarlsbadEncinitasSolana BeachDel MarVistaSan MarcosEscondidoPowaySanteeSan DiegoEl CajonLaMesaLemonGroveNationalCityCoronadoImperialBeachChula VistaSan DiegoCounty of San DiegoTijuana, B.C.MEXICOUNITED STATESCamp PendletonKILOMETERSMILES036048Map AreaSan Diego RegionPalaReservationPauma and YuimaReservationRinconReservationLa JollaReservationSan PasqualReservationSanta YsabelReservationMesa GrandeReservationBaronaReservationCapitan GrandeReservationSycuanReservationJamul IndianVillageCommutersfrom Carlsbad Place of Work1 dot = 5 CommutersFIGURE 6-7 WHERE CARLSBAD RESIDENTS WORKExhibit 1 125CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSStaff with SANDAG’s iCommute program made several recommendations for the City of Carlsbad, including to promote carpooling, biking, and vanpooling. US Census Bureau AnalysisThe US Census Bureau also reports useful information about commute patterns. Data from 2015 shows that roughly 61,200 people commute to Carlsbad each day for work, and an additional 10,500 Carlsbad residents work in the City of.The remaining 35,500 Carlsbad residents commute to jobs outside Carlsbad. Table 6-1 shows the most popular locations, which are City of San Diego (25.2%) and the City of Carlsbad (22.8%).According to OnTheMap Census Data shown in Table 6-2, of those who work in Carlsbad, 14.6 percent live in the City of Carlsbad. The largest percentage of people (14.7 percent) who work in Carlsbad live in the City of Oceanside. TDM Ordinance PassageThe City Council passed a TDM Ordinance in February 2019. This ordinance establishes a policy framework to help the City implement its trip reduction strategies outlined in this chapter and to encourage collaboration between private businesses and City and regional representatives.OceansideCarlsbadEncinitasSolana BeachDel MarVistaSan MarcosEscondidoPowaySanteeSan DiegoEl CajonLaMesaLemonGroveNationalCityCoronadoImperialBeachChula VistaSan DiegoCounty of San DiegoTijuana, B.C.MEXICOUNITED STATESKILOMETERSMILES036048Map AreaSan Diego RegionPalaReservationPauma and YuimaReservationRinconReservationLa JollaReservationSan PasqualReservationSanta YsabelReservationMesa GrandeReservationBaronaReservationCapitan GrandeReservationSycuanReservationJamul IndianVillageCommutersto CarlsbadPlace of Residence1 dot = 5 CommutersCamp PendletonFIGURE 6-8 WHERE CARLSBAD WORKERS LIVEExhibit 1 126CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTPROPOSED MOBILITY NETWORKSThe TDM Ordinance makes several critical recommendations, including implementation of the following:• First and last mile strategies encompassing bike network connectivity, intersection treatments making the environment friendlier to cyclists, bike parking and accommodations at transit stations, bikeshare, wayﬁ nding, and pedestrian network improvements• Wayﬁ nding for drivers• Parking technology• Kiss-and-ride curbs• Satellite park-and-ride locations• Shared parking• Priority parking for carpools and van pools• Permit parking• Transit stop amenities• Transit signal priority• Carpool and vanpool promotion• Rideshare• Shuttles• Carshare• EV ChargingCityCountPercentSan Diego 11,58825.2%Carlsbad10,47122.8%Encinitas 2,6655.8%Oceanside 2,4265.3%Vista2,0164.4%San Marcos 1,7973.9%Escondido 1,1122.4%Los Angeles 1,0872.4%Irvine7761.7%Solana Beach 6851.5%All Other Locaঞ ons11,36024.7%Total45,983 100.0%Table 6-1 Where Carlsbad Residents WorkCityCountPercentOceanside 10,51414.7%Carlsbad10,47114.6%San Diego 8,72012.2%Vista5,8768.2%San Marcos 3,9615.5%Escondido 3,1644.4%Encinitas 3,0894.3%Los Angeles 1,3171.8%Chula Vista 7231.0%Poway5730.8%All Other Locaঞ ons23,27332.5%Total71,681 100.0%Table 6-2 Where Carlsbad Workers LiveExhibit 1 127CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLAN127ACTION PLAN7Exhibit 1 128CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANIN THIS CHAPTER• SMP Project Database• PrioriƟ zaƟ on Criteria• Project PrioriƟ zaƟ on Analysis and Results• EsƟ mated New AcƟ ve Travel TripsThis chapter of the SMP presents an Action Plan that serves to consolidate recommendations from the various mobility plans and then prioritize them. The chapter gives City staff a short-range implementation plan that will support a coordinated effort to improve mobility-related sustainability within the city. The SMP Project Database is a core component of the SMP Action Plan. It includes recommendations from 10 prior Carlsbad mobility plans, as well as unbuilt planned recommendations from this current planning process, especially the planned networks presented in Chapter Five. The Action Plan chapter begins with a presentation of the SMP Project Database, then presents the project prioritization criteria, along with the prioritization analysis and results. This assessment is intended to provide City staff and community members with an implementation plan that leads to the highest quality, multimodal and sustainable mobility networks in the shortest amount of time. Lastly, the chapter presents estimates of new bike and walk trips anticipated to be generated by full buildout of the SMP planned networks.7ACTION PLANExhibit 1 129CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANThe SMP has been referred to as "a plan of plans" in that it seeks to respect recent multimodal planning efforts in the City of Carlsbad by consolidating their respective recommendations into a single, searchable project database for use by city staff and community members in various aspects of implementing multimodalism in the city.A total of 246 project recommendations were culled from 10 prior plans, as well as from the current plan, and were then assigned to 95 corridors and areas across the city. The corridor segments were generally deﬁ ned by intersecting circulation element roadways. Each of the 246 projects were assigned to one of the corridors or areas. Figure 7-1 displays the SMP project corridor and area extents with their respective IDs, while Table 7-1 presents the corridors and areas with a basic description of the types of project recommendations being made for the corridor or area. Appendix I provides a table with the SMP Project Database and complete project descriptions.After the projects were assigned to corridors and areas, each of these locations was prioritized.Table 7-2 describes the prioritization criteria and their minimum and maximum point values, along with how their point values were assigned. The prioritization criteria largely ﬂ owed out of the community engagement process and included factors related to density, equity and connectivity. SanMarcosVISTAEncinitasOceanside¬«21¬«45¬«26¬«41¬«37¬«74¬«84¬«85¬«83¬«61¬«23¬«75¬«60¬«80¬«95¬«94¬«54¬«58¬«64¬«72¬«68¬«67¬«66¬«57¬«81¬«93¬«87¬«76¬«86¬«65¬«90¬«73¬«89¬«88¬«63¬«62¬«70¬«78¬«19¬«16¬«39¬«79¬«82¬«91¬«56¬«1¬«14¬«2¬«4¬«71¬«25¬«69¬«11¬«77¬«42¬«17¬«3¬«52¬«30¬«7¬«55¬«22¬«38¬«53¬«92¬«34¬«6¬«5¬«40¬«44¬«24¬«35¬«29¬«27¬«48¬«46¬«51¬«28¬«49¬«50¬«47¬«8¬«43¬«18¬«20¬«7¬«11¬«2¬«33¬«1¬«16¬«37¬«9¬«62¬«13¬«39¬«14¬«38¬«68¬«61¬«12¬«10¬«59¬«40¬«15¬«32¬«17¬«36¬«71§¨¦5·}78sonS tCollegeBl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA v daE n c in a s CalleBarcelonaChestnutStTamarackAveC arlsbadB lH a rdingS tAveMo nr o e S tNor te Paseo DelPalomarAirportRd§¨¦5Project DatabaseSegment ID#FIGURE 7-1 SMP PROJECT DATABASE PROJECT IDExhibit 1 130CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPR ID StreetCorridor FromToProject Recommendation TypeBicycle Pedestrian Transit1 Carlsbad BlCorridor N City Boundary Carlsbad Village Dr xxx2Carlsbad BlCorridorCarlsbad Village Dr Tamarack Avxxx3 Carlsbad BlCorridor Tamarack Av Cannon Rdxx-4 Carlsbad BlCorridor Cannon RdPalomar Airport Rd xx-5 Carlsbad BlCorridor Palomar Airport Rd Poinsettia Lnxx-6 Carlsbad BlCorridor Poinsettia Ln La Costa Avxx-7 Rail ROWCorridor Carlsbad Bl Tamarack Av-x-8 Avenida Encinas Corridor Cannon RdPoinsettia Lnxxx9 State StCorridor Laguna DrOak Av-x-10 Tyler StCorridor Oak AvChestnut Av-x-11 Roosevelt StCorridor Laguna DrMagnolia Av-x-12 Madison StCorridor Laguna DrCarlsbad Village Dr -x-13 Madison StCorridor Carlsbad Village Dr Magnolia Av-x-14 Jefferson StCorridor Interstate 5 over-passCarlsbad Village Dr x--15 Jefferson StCorridor Carlsbad Village Dr Pine Av-x-16 Harding StCorridor Carlsbad Village Dr Magnolia Av-x-17 I-5 (ChinquTo Cannon) Corridor Chinquapin Av Cannon Rdx--18 Paseo Del Norte Corridor Cannon RdPoinsettia Lnx--19 Monroe StCorridor Marron RdCarlsbad Village Dr -x-20 El Camino Real Corridor N. City Boundary Palomar Airport Rd xx-21 El Camino Real Corridor Palomar Airport Rd Olivenhain Rdxxx22 Tamarack AveCorridor El Camino Real Carlsbad Village Dr x--23 College BlCorridor N. City Boundary El Camino Realxx-24 College BlCorridor El Camino Real Palomar Airport Rd --xTable 7-1 Project Database with Project Recommendation TypeExhibit 1 131CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPR ID StreetCorridor FromToProject Recommendation TypeBicycle Pedestrian Transit25 El Fuerte StCorridor Poinsettia Ln Alga Rd-x-26Aviara PkwyCorridor Palomar Airport Rd El Camino Real-x-27 Melrose DrCorridor Palomar Airport Rd Rancho Santa Fe Rd x--28 Rancho Santa Fe Rd Corridor Melrose Dr La Costa Avex--29 Olivenhain RdCorridor El Camino Real La Costa Avex--30 Marron RdCorridor N. City Boundary 1100' east of ECR -xx31 Las Flores DrAreaSB RampsNB Ramps-x-32 Christiansen Wy Corridor Garﬁ eld StWashington St---33 Carlsbad Village Dr Corridor Ocean StInterstate 5xxx34 Carlsbad Village Dr Corridor Interstate 5 El Camino Realxx-35 Carlsbad Village Dr Corridor El Camino Real College Blx--36 Oak AveCorridor Lincoln StWashington St-x-37 Chestnut AveCorridor Carlsbad Bl Interstate 5xx-38 Chestnut AveCorridor Interstate 5 El Camino Realxx-39 Tamarack AveCorridor Carlsbad Bl Interstate 5xx-40 Tamarack AveCorridor Interstate 5 El Camino Realxx-41 Cannon RdCorridor Carlsbad Bl El Camino Realxx-42 Cannon RdCorridor El Camino Real eastern terminus x--43 Faraday AveCorridor Cannon RdEl Camino Real-xx44 Faraday AveCorridor El Camino Real E. City Boundary -x-45 Palomar Airport Rd Corridor Carlsbad Bl El Camino Realxxx46 Palomar Airport Rd Corridor El Camino Real E. City Boundary x--47 Poinsettia LnCorridor Carlsbad Bl El Camino Real-x-48 Poinsettia LnCorridor El Camino Real Melrose Drx--49 Alga RdCorridor El Camino Real Melrose Dr-x-Exhibit 1 132CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPR ID StreetCorridor FromToProject Recommendation TypeBicycle Pedestrian Transit50 La Costa AveCorridor Carlsbad Bl El Camino Realx--51La Costa AveCorridor El Camino Real Rancho Sante Fe Rd xx-52 Buena Vista Creek Eco AreaN/AN/A-x-53 Buena Vista Lagoon AreaN/AN/A-x-54 Buena Vista ES AreaN/AN/A-x-55 Calavera Hills PMP AreaN/AN/A-x-56 Hope ES School Area AreaN/AN/A-x-57 Calavera Hills MS AreaN/AN/A-x-58 Calavera Hills ES AreaN/AN/A-x-59 Lincoln PlazaAreaN/AN/A-x-60 Village StreetsAreaN/AN/A-x-61 Barrio StreetsAreaN/AN/A-x-62 Carlsbad HS PMP AreaN/AN/A-x-63 Hidden Canyon Park AreaN/AN/A-x-64 Valley MSAreaN/AN/A-x-65 Magnolia ESAreaN/AN/A-x-66 SDG&E Corridor Corridor N/AN/A-x-67 Carlsbad Highlands Eco AreaN/AN/A-x-68 Jefferson ESAreaN/AN/A-x-69 Agua Hedionda Lagoon AreaN/AN/A-x-70 Kelly Dr / Park Dr Corridor El Camino Real Alondra Wyxx-71 Canyon ParkAreaN/AN/Axx-72 Kelly ESAreaN/AN/A-x-73 CRT (Cannon To Palo-mar)Corridor Cannon RdPalomar Airport Rd xx-Exhibit 1 133CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPR ID StreetCorridor FromToProject Recommendation TypeBicycle Pedestrian Transit74 LegolandAreaN/AN/A-x-75The Kirgis Trail Conn Corridor Twain AvExisting Trail-x-76 Connector Study Area AreaN/AN/Axxx77 Carlsbad Raceway Park Corridor Melrose Dr Lionshead Av-x-78 SDG&E (Plum to Poins) Corridor Plum Tree Ct Poinsettia Ln-x-79 Aviara Community Park AreaN/AN/A-x-80 Poinsettia ESAreaN/AN/A-x-81 Carillo ESAreaN/AN/A-x-82 Paciﬁ c RimAreaN/AN/A-x-83 Aviara Oaks MS & ES AreaN/AN/A-x-84 Aviara Oaks PMP AreaN/AN/A-x-85 Avenida Encinas AreaN/AN/A-x-86 Batiquitos Lagoon AreaN/AN/Ax--87 Batiquitos Lagoon Eco AreaN/AN/A-x-88 SDG&E (Alga to El Fuerte)Corridor Alga RdEl Fuerte-x-89 La Costa Meadows AreaN/AN/A-x-90 La Costa Heights AreaN/AN/A-x-91 El Camino Creek AreaN/AN/A-x-92 La Costa Ave / Cam CochesCorridor Olivenhain Rd Rancho Santa Fe Rd xx-93 Mission Estancia AreaN/AN/A-x-94 La Costa HS School AreaAreaN/AN/A-x-95 Grand AveCorridor Grand Ave terminus Pio Pico Drxx-Exhibit 1 134CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPrioriঞ zaঞ on CriteriaPoint ValuePopulation Density: Population density was calculated within a 500’ buffer area of each project using a Census Block Group-level population dataset from the 2017 American Community Survey ﬁ ve-year estimate. The category breaks determining the point values of this criterion were assigned by sorting project area population densities in descending order and dividing the projects into ﬁ ve roughly equal categories. Higher population densities are associated with higher implementation priority. The category breaks governing this criterion’s point values are as follows: • Lowest density (3.30 persons per acre and below) = 0 points• Medium-Low density (3.33 – 5.14 persons per acre) = 0.5 points• Medium density (5.16 – 6.36 persons per acre) = 1 point• Medium-High density (6.40 – 8.82 persons per acre) = 1.5 points• Highest Density (9.56 persons per acre or greater) = 2 points0 – 2Employment Density: Employment density was calculated within a 500’ buffer area of each project using a Census Block-level employment dataset from the 2016 US Census Longitudinal Employer-Household Dynamics estimate. The category breaks determining the point values of this criterion were assigned by sorting project area employment densities in descending order and dividing the projects into ﬁ ve roughly equal categories. Higher employment density is associated with higher implementation priority. The category breaks governing this criterion’s point values are as follows: • Lowest density (1.2 persons per acre and below) = 0 points• Medium-Low density (1.29 – 2.12 persons per acre) = 0.5 points• Medium density (2.21 – 4.12 persons per acre) = 1 point• Medium-High density (4.32 – 7.08 persons per acre) = 1.5 points• Highest Density (7.72 persons per acre or greater) = 2 points0 – 2Table 7-2 Prioritization CriteriaExhibit 1 135CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPrioriঞ zaঞ on CriteriaPoint ValueMedian Household Income: Median Household Income was calculated within a 500’ buffer area of each project using Census Block Group-level median household income dataset from the 2017 American Community Survey ﬁ ve-year estimate. The category breaks determining the point values of this criterion were assigned by sorting project area median household incomes in descending order and dividing the projects into four roughly equal categories. Lower household income is associated with higher implementation priority. The category breaks governing this criterion’s point values are as follows: • Highest median income ($119,210 or above) = 0 points• Medium-High median income ($101,699 – $118,174) = 1 point• Medium-Low median income ($76,965 – $101,235) = 2 points• Lowest median income ($76,669 and below) = 3 points0 – 3CalEnvrioScreen (CES): CES is a composite index by Census Tract which reﬂ ects pollution burden and vulnerability across the state. Higher CES scores reﬂ ect higher exposure to pollution. An average weighted CES score was calculated for each project by intersecting the project extents with the CES coverage. The category breaks determining the point values of this criterion were assigned by sorting average weighted scores in descending order and dividing the projects into four roughly equal categories. Higher CES scores are associated with higher implementation priority. The CES category breaks governing this criterion’s (shown as the CES score’s conversion to statewide percentile) point values are as follows:• Low CES score (9.18 and below) = 0 points• Medium-Low CES score (9.35 - 11.47) = 1 point• Medium-High CES score (11.53 - 13.72) = 2 points• High CES score (13.95 and above) = 3 points0 – 3Exhibit 1 136CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANPrioriঞ zaঞ on CriteriaPoint ValueSenior Density: Senior population (ages greater than or equal to 65) density was calculated within a 500’ buffer area of each project using Census Block Group-level population dataset from the 2017 American Community Survey ﬁ ve-year estimate. The category breaks determining the point values of this criterion were assigned by sorting project area population densities in descending order and dividing the projects into three roughly equal categories. Higher densities of senior population are associated with higher implementation priority. The category breaks governing this criterion’s point values are as follows: • Lowest density (0.66 persons per acre and below) = 0 points• Medium density (0.71 – 1.10 persons per acre) = 2 points• Highest density (1.14 persons per acre or greater) = 4 points0 – 4Youth Density: Youth population (ages less than or equal to 16) density was calculated within a 500’ buffer area of each project using Census Block Group-level population dataset from the 2017 American Community Survey ﬁ ve-year estimate. The category breaks determining the point values of this criterion were assigned by sorting project area population densities in descending order and dividing the projects into three roughly equal categories. Higher densities of youth population are associated with higher implementation priority. The category breaks governing this criterion’s point values are as follows: • Lowest density (0.83 persons per acre and below) = 0 points• Medium density (0.84 – 1.33 persons per acre) = 2 points• Highest density (1.35 persons per acre or greater) = 4 points0 – 4Key Destination Connectivity: Each project serving a key destination in the City of Carlsbad received point values from the accessibility score as described in Chapter 2 of this document. Lower accessibility scores are associated with higher implementation priority.Accessibility Score = Transit Network Points + Bike Network Points + Pedestrian Network Points Locational Signiﬁ cance0 – 4Total Possible Points22Safety-Related Prioritization CriteriaExhibit 1 137CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANFigure 7-2 displays the ﬁ nal project prioritization scores for the 95 project corridors and areas based on the criteria provided in Table 7-2. Projects with the highest implementation priority are shown in red and orange, with prioritization scores over 10 out of a total possible score of 22.Table 7-3 presents the highest ranked 31 projects from the SMP Project Database, with prioritization scores of 10 or above, which should be the focus of near-term implementation. Table 7-4 presents a brief project description for each of the 31 top priority projects as deﬁ ned in Table 7-3. Appendix J presents the ﬁ nal prioritization scores and ranking for the entire database of 95 projects.SanMarcosVISTAEncinitasOceanside¬«47¬«49¬«59¬«64¬«15¬«68¬«53¬«69¬«54¬«11¬«87¬«70¬«9¬«93¬«19¬«81¬«23¬«77¬«26¬«32¬«55¬«14¬«91¬«84¬«92¬«89¬«34¬«85¬«80¬«52¬«39¬«56¬«88¬«83¬«28¬«43¬«25¬«4¬«51¬«29¬«62¬«7¬«20¬«67¬«24¬«57¬«44¬«13¬«2¬«27¬«74¬«60¬«95¬«31¬«1¬«76¬«61¬«38¬«66¬«21¬«37¬«12¬«33¬«75¬«22¬«10¬«78¬«40¬«71¬«72¬«36¬«82¬«63¬«42¬«45¬«46¬«90¬«73¬«35¬«94¬«58¬«79¬«48¬«86¬«65¬«41¬«50¬«12¬«1¬«27¬«17¬«13¬«7¬«15¬«4¬«25¬«6¬«20¬«2¬«22¬«11¬«14¬«3¬«8¬«30¬«36¬«5¬«26¬«38¬«16¬«60§¨¦5·}78sonS tCollegeBl AlgaRdPoinsettiaLnAviaraPkwyLaCostaAveMarronRdTamarackCarlsbadVillageDrC a rls b a d B lElCaminoRealCannonRdCollegeBlPoinsettiaLnM elro s e D rRanchoSantaFe DrFaradayAveCamVidaRobleA v daE n c in a s CalleBarcelonaChestnutStTamarackAveC arlsbadB lH a rdingS tAveMo nr o e S tNor te Paseo DelPalomarAirportRd§¨¦5Project Prioritization Total Points!(Priority Rank15.1 - 1810.1 - 155.1 - 105 or Less#FIGURE 7-2 SMP PROJECT DATABASEExhibit 1 138CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANTable 7-3 Project Database Prioritization and Ranking (Top 31)Rank PR ID StreetCorridor FromToPopulation DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL1 11 Roosevelt StCorridor Laguna DrMagnolia Av2233440.00 18.002 14 Jefferson StCorridor Interstate 5 over-passCarlsbad Village Dr2233440.00 18.003 12 Madison St Corridor Laguna Dr Carlsbad Village Dr2233440.00 18.004 9 State St Corridor Laguna Dr Oak Av2233440.00 18.005 15 Jefferson St Corridor Carlsbad Village Dr Pine Av2233440.00 18.006 13 Madison St Corridor Carlsbad Village Dr Magnolia Av 2 1.533440.00 17.507 16 Harding St Corridor Carlsbad Village Dr Magnolia Av 2 1.533440.00 17.508 10 Tyler St Corridor Oak Av Chestnut Av 2 1.533440.00 17.509 60 Village Streets Area N/A N/A2233421.33 17.3310 53 Buena Vista Lagoon Area N/A N/A2133440.00 17.0011 61 Barrio Streets Area N/A N/A2133440.00 17.0012 7 Rail ROW Corridor Carlsbad Bl Tamarack Av2232440.00 17.0013 1 Carlsbad Bl Corridor N City Boundary Carlsbad Village Dr 1.5232422.17 16.6714 68 Jefferson ES Area N/A N/A 2 0.533440.00 16.5015 37 Chestnut Ave Corridor Carlsbad Bl Interstate 52132440.33 16.3316 36 Oak Ave Corridor Lincoln St Washington St 2 1.531440.00 15.5017 33 Carlsbad Village Dr Corridor Ocean St Interstate 5 1.5233420.00 15.5018 31 Las Flores Dr Area SB Ramps NB Ramps 2 0.532440.00 15.5019 95 Grand Ave Corridor Grand Ave terminus Pio Pico Dr 1.5222440.00 15.5020 39 Tamarack Ave Corridor Carlsbad Bl Interstate 5 2 0.522440.00 14.50Exhibit 1 139CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetCorridor FromToPopulation DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL21 52 Buena Vista Creek Eco AreaN/AN/A1133220.00 12.0022 38 Chestnut AveCorridor Interstate 5 El Camino Real 1.5121420.33 11.8323 54 Buena Vista ES AreaN/AN/A1.5121420.00 11.5024 82 Paciﬁ c RimAreaN/AN/A2 0.510440.00 11.5025 62 Carlsbad HS PMP AreaN/AN/A1121420.00 11.0026 32 Christiansen Wy Corridor Garﬁ eld StWashington St1231400.00 11.0027 2 Carlsbad BlCorridor Carlsbad Village Dr Tamarack Av2 1.530400.00 10.5028 88 SDG&E (Alga to El Fuerte)Corridor Alga RdEl Fuerte1.5010440.00 10.5029 78 SDG&E (Plum to Poins) Corridor Plum Tree Ct Poinsettia Ln0.5222040.00 10.5030 59 Lincoln PlazaAreaN/AN/A1.5230400.00 10.5031 69 Agua Hedionda Lagoon AreaN/AN/A0.5 1.522202.00 10.00Exhibit 1 140CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetFromToProject DescriptionSource1 11 Roosevelt StLaguna DrMagnolia AvImprovements at intersection of Roosevelt St/Grand AvPMPImprovements at intersection of Roosevelt St/Laguna DrPMPImprovements at intersection of Roosevelt St/Oak AvPMP2 14 Jefferson StInterstate 5 overpassCarlsbad Village DrBicycle improvements and parking removalCommunity comment3 12 Madison StLaguna DrCarlsbad Village DrImprovements at intersection of Madison Street/Laguna Drive PMPSidewalk Inﬁ ll from Laguna Dr to Grand AvCommunity comment4 9 State StLaguna DrOak AvState St / Grand Av civic space improvementsVBMPRoadway reconﬁ gurationVBMP5 15 Jefferson StCarlsbad Village Dr Pine AvImprovements at intersection of Jefferson Street/Oak AvenuePMP6 13 Madison StCarlsbad Village Dr Magnolia AvImprovements at intersection of Madison St/Oak AvPMPStreet light improvementsCommunity comment7 16 Harding StCarlsbad Village Dr Magnolia AvRoadway improvements along Harding St from Pine Av to Chestnut AvVBMPStreet improvements along Harding St from Grand Av to Pine Av VBMPSidewalk inﬁ ll, trafﬁ c control, wayﬁ nding, curb extensions along Harding St from Grand Av to Chestnut AvPMPImprovements at intersection of Harding St/Oak AvPMPStreet light improvementsCommunity comment8 10 Tyler StOak AvChestnut AvStreetscape improvementsVBMPImprovements at intersection of State St/Laguna DrPMPStreet light improvementsCommunity commentTable 7-4 High Priority Project Descriptions (Top 31 Projects)Exhibit 1 141CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetFromToProject DescriptionSource9 60 Village StreetsN/AN/APedestrian lightingVBMPStreet planters and sharrows; roadways less than 48 feet without bike laneVBMPStreet planters and sharrows; roadways less than 48 feet without bike laneVBMPTransition street improvements and entry featuresVBMPAlleyway pedestrian improvementsVBMPEV charging stations & NEV ShuttlesCommunity commentADA Priority Level 1 - Village Area: Right-of-Way adjacent to public facilitiesADAADA Priority Level 2 - Village Area: 1/4 mile from public facilitiesADAADA Priority Level 3 - Village Area: Remaining (mid-term) projects in study areaADA10 53 Buena Vista Lagoon N/AN/AType 1 - Nature TrailTrails Master PlanType 2 - Recreational TrailTrails Master PlanSidewalk inﬁ ll, wayﬁ nding, freeway crossingPMP11 61 Barrio StreetsN/AN/AADA improvementsVBMPTrafﬁ c calming improvmentsVBMPPedestrian lightingVBMPTransition street improvements and entry featuresVBMPAlleyway pedestrian improvementsVBMP12 7 Rail ROWCarlsbad Bl Tamarack AvGrade separationVBMPExhibit 1 142CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetFromToProject DescriptionSource13 1 Carlsbad BlN City Boundary Carlsbad Village DrPedestrian lightingVBMPRestriping for bike and ped comfortVBMPPedestrian improvementsCommunity commentBulbouts at all RRFBCity staff commentEcoCounter locationsCity staff commentTransformative CorridorTransformative Corridor CandidatePedestrian crossingsCATSRoadway alignmentCATSTransit stop improvementsCATSComfort Stations (quarter- to half-mile spacing)Coastal Mobility Readiness14 68 Jefferson ESN/AN/ASRTS improvementsPMPSRTS improvementsSMP15 37 Chestnut AveCarlsbad Bl Interstate 5Railroad crossing improvement along Chestnut Av from Washington St to Tyler StVBMPSidewalk inﬁ ll, wayﬁ nding, rail crossing, transit stop improvements along Chestnut Av from Carlsbad Bl to Eureka PlPMPBike improvements along Chestnut Av from Carlsbad Bl to El Camino RealCommunity commentBike and ped crossing railroad tracksLivable Streets16 36 Oak AveLincoln StWashington StStreet improvements along Oak Av from Ocean St to I-5VBMPImprove CRT entry along Oak AvVBMPSidewalk improvementsCommunity commentExhibit 1 143CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetFromToProject DescriptionSource17 33 Carlsbad Village Dr Ocean StInterstate 5Bike and ped crossing improvementsVBMPStreetscape improvementsVBMPStreetscape improvementsVBMPImprovements at intersection of Washington St/Carlsbad Village DrPMPTransit stop improvementsCATSMobility Hub at Carlsbad Village Coaster StationCoastal Mobility ReadinessI-5 crossing pedestrian improvements on Carlsbad Village Dr Caltrans18 31 Las Flores DrSB RampsNB RampsI-5 crossing pedestrian improvements on Las Flores DriveCaltrans19 95 Grand AveGrand Ave terminus Pio Pico DrProvide grade separated shared-use (bike/ped only) crossing under I-5 between the terminus of Grand Av to Pio Pico Dr20 39 Tamarack AveCarlsbad Bl Interstate 5Improve CRT entry along Tamarack AvVBMPTransformative CorridorTransformative Corridor Candidate21 52 Buena Vista Creek Eco N/AN/AType 1 - Nature TrailTrails Master PlanType 1 - Nature TrailTrails Master PlanType 3 - Wide Dirt Trail or Utility RoadbedTrails Master PlanType 4 - Roadside TrailTrails Master PlanType 1 - Nature TrailTrails Master PlanType 1 - Nature TrailTrails Master Plan22 38 Chestnut AveInterstate 5 El Camino RealImprovements at intersection of Highland Dr/Chestnut AvPMPImprovements at intersection of Pio Pico Dr/Chestnut AvPMPI-5 crossing pedestrian improvementsCaltransBike improvementsCommunity commentExhibit 1 144CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetFromToProject DescriptionSource23 54 Buena Vista ES N/AN/ASRTS improvementsPMPSRTS improvementsSMP24 82 Paciﬁ c RimN/AN/ASRTS improvementsSMP25 62 Carlsbad HS PMP N/AN/ASRTS improvementsPMPSRTS improvementsSMP26 32 Christiansen Wy Garﬁ eld StWashington StChristiansen Wy improvementsVBMP27 2 Carlsbad BlCarlsbad Village Dr Tamarack AvPedestrian lightingVBMPPedestrian improvementsCommunity commentRoad diet on Carlsbad Bl from Pine Av to Tamarack AvCommunity commentBulbouts at all RRFBCity staff commentEcoCounter locationsCity staff commentTransformative CorridorTransformative Corridor CandidatePedestrian crossingsCATSRoadway alignmentCATSTransit stop improvementsCATSComfort Stations (quarter- to half-mile spacing)Coastal Mobility Readiness28 88SDG&E (Alga to El Fuerte)Alga RdEl FuerteType 3 - Wide Dirt Trail or Utility RoadbedTrails Master Plan29 78 SDG&E (Plum to Poins) Plum Tree Ct Poinsettia LnType 3 - Wide Dirt Trail or Utility RoadbedTrails Master Plan30 59 Lincoln PlazaN/AN/ASignature plaza improvementVBMPExhibit 1 145CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANRank PR ID StreetFromToProject DescriptionSource31 69 Agua Hedionda Lagoon N/AN/ANew trail connection along Agua Hedionda Lagoon from Railroad to Cove DrCATSType 4 - Roadside TrailTrails Master PlanType 1 - Nature TrailTrails Master PlanType 1 - Nature TrailTrails Master PlanType 4 - Roadside TrailTrails Master PlanType 2 - Recreational TrailTrails Master PlanType 1 - Nature TrailTrails Master PlanExhibit 1 146CARLSBAD SUSTAINABLE MOBILITY PLAN - DRAFTACTION PLANESTIMATED NEW USERSTable 7-5 presents an estimation of current and projected future active transportation trips. Current trips are based upon 2017 American Community Survey (ACS) data, which is the most recent available from the US Census Bureau. These data measure commute trips only, and therefore were extrapolated further to capture the active travel trips taken by those accessing transit, working from home, and school children who bike and walk to school. Regional growth estimates were applied based upon SANDAG Series 13 regional growth forecasts, and increased by 1.3% to account for the improved facilities resulting from buildout of the SMP networks, since walking and biking will become viable for more people with an enhanced network. This increase is a conservative estimate based upon experience of other major metropolitan areas.Table 7-5 Estimated Active Transportation Trips and New UsersSource of TripDescripঞ on of SourceNumber of TripsCarlsbad Census Populaঞ onFrom 2017 American Community Survey (ACS) Esঞ mates113,147Current Esঞ mated Total Daily Bicycle Trips (Weekday)Includes bicycle commuters, Assumpঞ on of 15% of work-at-home commuters making one bicycle trip per day, 10% of transit users biking to transit, and 2% of schoolchildren traveling by bike (x2 to reﬂ ect round trips)3,072Current Esঞ mated Total Daily Walk Trips (Weekday)Includes walking commuters, Assumpঞ on of 50% of work-at-home commuters making one walking trip per day, 85% of transit users walking to transit, and 14.5% of schoolchildren traveling by foot (x2 to reﬂ ect round trips)13,951Regional 2050 Populaঞ on Growth Esঞ matesBased upon SANDAG regional esঞ mates+29%2050 Populaঞ on Esঞ mateBased upon +29% SANDAG esঞ mate145,9602050 Esঞ mated Total Daily Bicycle Trips (Weekday)Based upon +29% SANDAG esঞ mate and 1.3% network growth enhancement from fully completed network (based upon the experience of other major regions)4,0142050 Esঞ mated Total Daily Walk Trips (Weekday)Based upon 29% SANDAG esঞ mate and 1.3% network growth enhancement from fully completed network (based upon the experience of other major regions)18,231Esঞ mated New Bicycle Trips Per Day Based on current esঞ mates – 2050 esঞ mates 942Esঞ mated New Walking Trips Per Day Based on current esঞ mates – 2050 esঞ mates 4,280Exhibit 1 A DRAFT SMP EXISTING CONDITIONS REPORT Appendix A Exhibit 2 Page 1 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Carlsbad Sustainability Mobility Plan Draft Final Existing Conditions Report December 2018 Prepared for: Prepared by: 3900 Fifth Avenue, Suite 310 San Diego, CA 92103 Exhibit 2 Page 2 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Table of Contents 1.0 Introduction and Planning Context ........................................................................................................... 7 1.1 Legislative Framework ...................................................................................................................... 7 1.2 Document Review ............................................................................................................................ 7 2.0 Community Profile ............................................................................................................................. 19 2.1 Overview ........................................................................................................................................ 19 2.2 Demographic Summary .................................................................................................................. 25 2.3 8 to 80 Summary ............................................................................................................................ 28 2.4 Equity Analysis ................................................................................................................................ 28 2.5 Commuter Profile ........................................................................................................................... 30 2.6 Health Index ................................................................................................................................... 34 3.0 People on Foot ................................................................................................................................... 35 3.1 Network Summary ......................................................................................................................... 35 3.2 Collision Analysis ............................................................................................................................ 36 3.3 Collision Severity ............................................................................................................................ 41 3.4 Collision Analysis ............................................................................................................................ 41 4.0 People on Bikes .................................................................................................................................. 47 4.1 Network Summary ......................................................................................................................... 47 4.2 Bicycle Collision Analysis ................................................................................................................ 50 4.3 Collision Severity ............................................................................................................................ 55 4.4 Gap Analysis ................................................................................................................................... 55 5.0 People in Transit ................................................................................................................................ 60 5.1 Network Summary ......................................................................................................................... 60 5.2 Gap Analysis ................................................................................................................................... 64 6.0 People in School ................................................................................................................................. 65 6.1 School Profiles ................................................................................................................................ 65 7.0 Key Findings and Next Steps ............................................................................................................... 75 7.1 People on Foot ............................................................................................................................... 75 7.2 People on Bicycles .......................................................................................................................... 75 7.3 People in Transit ............................................................................................................................. 75 7.4 People in School ............................................................................................................................. 76 Exhibit 2 Page 3 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report List of Tables and Figures Table 1-1 Mileage of Existing Bicycle Facilities from 2007 Bicycle Master Plan ....................................... 8 Table 1-2 Characteristics of Different Types of Cyclists and Trips ............................................................ 8 Table 1-3 Characteristics of Recreational and Utilitarian Trips ................................................................. 9 Table 1-4 Estimated Construction Cost of Long-Term Recommended Bikeway Projects (2007) ............. 9 Table 1-5 Top 15 Priority Pedestrian Projects (2008) ............................................................................. 10 Table 1-6 Street Typology & Accommodated Modes from the General Plan Mobility Element: Village Streets .......................................................................................................................... 14 Table 1-7 Street Typology & Accommodated Modes from the General Plan Mobility Element: School Streets .......................................................................................................................... 14 Table 1-8 Street Typology & Accommodated Modes from the General Plan Mobility Element: Bicycle/Pedestrian Pathway and Streets within ½ Mile of Transit .......................................... 15 Table 2-1 Zero Vehicle Households by Census Block Group ................................................................... 28 Table 3-1 Multiple Pedestrian Collision Locations (Pedestrian): January 2013 – December 2017 ......... 36 Table 3-2 Pedestrian Collisions by Roadway Location (January 2013 – December 2017) ...................... 37 Table 3-3 Primary Pedestrian Collision Factor (January 2013 – December 2017) .................................. 38 Table 3-4 Pedestrian Action During Collision (January 2012 – December 2017) .................................... 38 Table 3-5 Pedestrian Collisions by Party At-Fault (January 2013 – December 2017) ............................. 40 Table 3-6 Pedestrian Collision Severity (January 2013 – December 2017) ............................................. 41 Table 3-7 Pedestrian Environment Quality Evaluation Rating ................................................................ 44 Table 4-1 Bicycle Facility Classifications and Existing Network Mileage ................................................. 47 Table 4-2 Bicycle Racks and Support Facilities at the Ten Largest Employers in Carlsbad in 2007 ........ 49 Table 4-3 Multiple Bicycle Collision Locations (January 2013 – December 2017) .................................. 51 Table 4-4 Bicycle Collisions by Roadway Location (January 2013 – December 2017) ............................ 51 Table 4-5 Bicycle Collisions by Party At-Fault (January 2013 – December 2017) ................................... 51 Table 4-6 Primary Bicycle Collision Factor Violation (January 2013 – December 2017) ......................... 52 Table 4-7 Bicycle Collision Type (January 2013 – December 2017) ........................................................ 52 Table 4-8 Bicycle Collision Severity (January 2013 – December 2017) ................................................... 55 Table 4-9 Level of Traffic Stress Classifications and Descriptions ........................................................... 57 Table 5-1 NCTD Bus Stops and Amenities in the City of Carlsbad ........................................................... 60 Exhibit 2 Page 4 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-1 Carlsbad within the Region ..................................................................................................... 19 Figure 2-2 Existing Land Uses ................................................................................................................... 20 Figure 2-3 Activity Centers ....................................................................................................................... 21 Figure 2-4 Planned Land Uses .................................................................................................................. 22 Figure 2-5 Posted Speed Limits ................................................................................................................ 23 Figure 2-6 Adopted Street Classification .................................................................................................. 24 Figure 2-7 Population Density by Census Block Group ............................................................................ 25 Figure 2-8 Percent of Population by Age Group City of Carlsbad compared to San Diego County ......... 26 Figure 2-9 City of Carlsbad Youth and Senior Populations ....................................................................... 26 Figure 2-10 Distribution of Senior Citizen Population within the City of Carlsbad .................................... 27 Figure 2-11 Distribution of Youth within the City of Carlsbad ................................................................... 28 Figure 2-12 Zero Vehicle Availability by Census Block Group .................................................................... 29 Figure 2-13 Median Household Income for the City of Carlsbad by Census Block Group ......................... 29 Figure 2-14 Means of Transportation to Work........................................................................................... 30 Figure 2-15 Percent of Commuters Who Walk to Work ............................................................................ 30 Figure 2-16 Percent of Commuters Who Bicycle to Work ......................................................................... 31 Figure 2-17 Percent of Commuters Who Drive to Work ............................................................................ 32 Figure 2-18 Percent of Commuters Who Take Transit to Work ................................................................. 32 Figure 2-19 Mean Travel Time to Work ...................................................................................................... 33 Figure 2-20 Travel Time to Work by Census Block Group .......................................................................... 33 Figure 2-21 Healthy Places Index Score ...................................................................................................... 34 Figure 3-1 Missing or Substandard Sidewalks .......................................................................................... 35 Figure 3-2 Draft Trails Plan ....................................................................................................................... 36 Figure 3-3 Pedestrian Collisions (January 2013 – December 2017) ......................................................... 37 Figure 3-4 Pedestrian Collision Heat Map ................................................................................................ 38 Figure 3-5 Collisions Involving People on Foot – Violation by Driver ....................................................... 39 Figure 3-6 Collisions Involving People on Foot – Pedestrian Violation .................................................... 39 Figure 3-7 Pedestrian Collisions by Hour (January 2013 – December 2017) ........................................... 40 Figure 3-8 Pedestrian Collisions by Day of Week (January 2013 – December 2017) ............................... 40 Figure 3-9 Pedestrian Collisions by Month (January 2013 – December 2017) ........................................ 41 Figure 3-10 Pedestrian Collisions by Age Group (January 2013 – December 2017) .................................. 41 Figure 3-11 Pedestrian Level of Service ...................................................................................................... 43 Figure 3-12 Pedestrian Level of Service Surrounding Carlsbad Village Station .......................................... 43 Exhibit 2 Page 5 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-13 Pedestrian Environmental Quality Evaluation ........................................................................ 45 Figure 3-14 Pedestrian Environment Quality Evaluation Density .............................................................. 46 Figure 4-1 Adopted Bicycle Network ........................................................................................................ 48 Figure 4-2 Draft Trails Plan ....................................................................................................................... 48 Figure 4-3 Bicycle Racks at Public Facilities within the City of Carlsbad (2016) ....................................... 49 Figure 4-4 Bicycle Collisions (January 2013 – December 2017) ............................................................... 50 Figure 4-5 Bicycle Collision Heat Map ...................................................................................................... 51 Figure 4-6 Collisions Involving People on Bicycles – Improper Turning ................................................... 52 Figure 4-7 Collisions Involving People on Bicycles – Unsafe Speeds ........................................................ 53 Figure 4-8 Pedestrian & Bicycle Collisions by Hour (January 2013 – December 2017) ............................ 53 Figure 4-9 Bicycle Collisions by Day of Week (January 2013 – December 2017) ..................................... 54 Figure 4-10 Bicycle Collisions by Month (January 2013 – December 2017) ............................................... 54 Figure 4-11 Bicycle Collisions by Age Group (January 2013 – December 2017) ........................................ 54 Figure 4-12 Bicycle Level of Service ............................................................................................................ 55 Figure 4-13 Bicycle Level of Service surrounding Carlsbad Village Station ................................................ 56 Figure 4-14 Four Types of Cyclists .............................................................................................................. 57 Figure 4-15 Level of Traffic Stress ............................................................................................................... 58 Figure 4-16 Low Stress Bicycle Connectivity by Census Block Group ......................................................... 59 Figure 5-1 NCTD Fixed Routes Service in the City of Carlsbad ................................................................. 60 Figure 5-2 NCTD Bus Stop Amenities ........................................................................................................ 61 Figure 5-3 Average Daily Ridership ........................................................................................................... 61 Figure 5-4 Employment Density by Census Block Group ......................................................................... 62 Figure 5-5 NCTD Breeze Annual Activity and City of Carlsbad Employment Centers .............................. 62 Figure 5-6 NCTD LIFT Monthly Activity, June 2018 .................................................................................. 63 Figure 5-7 Transit Access Needs Model .................................................................................................... 64 Figure 6-1 Aviara Oaks Elementary School Profile ................................................................................... 65 Figure 6-2 Aviara Oaks Middle School Profile .......................................................................................... 66 Figure 6-3 Buena Vista Elementary School Profile ................................................................................... 66 Figure 6-4 Calavera Hills Elementary School Profile ................................................................................. 67 Figure 6-5 Calavera Hills Middle School Profile ........................................................................................ 67 Figure 6-6 Carlsbad High School Profile ................................................................................................... 68 Figure 6-7 Carrillo Elementary School Profile ........................................................................................... 68 Figure 6-8 El Camino Creek Elementary School Profile ............................................................................ 69 Exhibit 2 Page 6 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-9 Hope Elementary School Profile .............................................................................................. 69 Figure 6-10 Jefferson Elementary School Profile........................................................................................ 70 Figure 6-11 Kelly Elementary School Profile ............................................................................................... 70 Figure 6-12 La Costa Canyon High School Profile ....................................................................................... 71 Figure 6-13 La Costa Heights School Profile ............................................................................................... 71 Figure 6-14 La Costa Meadows School Profile ........................................................................................... 72 Figure 6-15 Magnolia Elementary School Profile ....................................................................................... 72 Figure 6-16 Mission Estancia Elementary School Profile............................................................................ 73 Figure 6-17 Olivenhain Pioneer School Profile ........................................................................................... 73 Figure 6-18 Pacific Rim Elementary School Profile ..................................................................................... 74 Figure 6-19 Poinsettia Elementary School Profile ...................................................................................... 74 Figure 6-20 Valley Middle School Profile .................................................................................................... 75 Exhibit 2 Page 7 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 1.0 Introduction and Planning Context The Carlsbad Sustainable Mobility Plan will lay the foundation for improving mobility for all modes of travel, including pedestrians and bicyclists, within the City of Carlsbad. As part of the mobility improvements, the Carlsbad Sustainable Mobility Plan will identify ways to improve connectivity and safety, as well as identify ways to foster innovation. This represents the City’s inaugural Sustainable Mobility Plan, building upon recommendations set forth in numerous plans proceeding this effort: the draft Trails Master Plan (2016), the Carlsbad Coastal Mobility Readiness Plan (2016), the General Plan Mobility Element (2015), the Climate Action Plan (2015), Carlsbad Active Transportation Strategy (2015), Livable Streets Assessment (2013), Americans with Disabilities Transition Plan for Public Rights-of-Way (2013), the Pedestrian Master Plan (2008), the Bicycle Master Plan (2007), and SANDAG’s San Diego Regional Safe Routes to School Strategic Plan (2012). In addition to building on the previously laid plans, the Sustainable Mobility Plan will update the 10-year-old Pedestrian Master Plan and the 11-year-old Bicycle Master Plan. It will also provide the opportunity for collaboration among the City of Carlsbad’s Transportation, Parks, and Economic Development departments. An existing conditions report is conducted on the front end of all major planning efforts, it allows for taking stock of the current environment and any legislative changes on either the federal, state and/or local level. Currently, the City of Carlsbad has approximately 348 miles of publicly maintained roadway, 455 net miles of completed sidewalks and a total of approximately 111 miles of bicycle infrastructure. This specifically includes approximately 6 miles of Multi-Use Paths (Class I), 101 miles of bicycle lanes (Class II), and about 6 miles of bicycle routes (Class III). In order to understand the existing conditions – the current physical and operational conditions of Carlsbad’s mobility networks – a series of analyses were performed. The results of this analyses and public outreach will shape the overall recommendations which will be set forth in later chapters the Sustainable Mobility Plan. 1.1 Legislative Framework Several statewide key planning efforts and legislative actions of the past decade have redefined the way community transportation planning is carried out, including Assembly Bill 32 The Global Warming Solutions Act, Senate Bill 375 The Sustainable Communities and Climate Protection Act, Assembly Bill 1358 The Complete Streets Act, and the regional San Diego Association of Governments’ (SANDAG) San Diego Forward: The Regional Plan. A unifying theme among these documents is to achieve a more balanced, multimodal transportation system that increases travel mode options for all users, with an emphasis on active transportation and public transportation. Assembly Bill 32 The Global Warming Solutions Act was adopted in 2006, which codified California’s pursuit of a low- carbon, sustainable future. The Bill enacted a mandate of reducing California’s greenhouse gas emissions to year 1990 levels by 2020, which would constitute a 15 percent overall reduction relative to baseline conditions. In 2008, Senate Bill 375 was adopted, requiring California Metropolitan Planning Organizations (MPOs) to formulate a “sustainable communities strategy” (SCS) as part of their regional transportation plans, specifically identifying how the region will achieve targeted reductions in greenhouse gas emissions (GHG) from automobiles and light trucks. Assembly Bill 1358 The Complete Streets Act went into effect in California on January 1, 2011, requiring the legislative body of a city or a county to plan for a balanced, multimodal transportation network that meets the needs of all roadway users – defined to include motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation – in a manner that is suitable to the rural, suburban, or urban context of the general plan. San Diego Forward – The Regional Plan outlines the future of San Diego County’s transportation network and how it will accommodate the anticipated growth the area can expect by 2050. San Diego Forward demonstrates how SANDAG will invest in infrastructure to provide more transportation choices, while strengthening the economy, and promoting a healthy environment. Due to these statewide and regional efforts, municipalities are required to equalize their transportation networks and meet the needs of all roadway users, while reducing the city’s greenhouse gas emissions. 1.2 Document Review This Chapter describes previous and on-going planning efforts and relevant documents in the City of Carlsbad, to provide context for the Sustainable Mobility Plan. The following documents were referenced: • Bicycle Master Plan (2007) • Pedestrian Master Plan (2008) • ADA Transition Plan for Public Rights-of-Way (2013) • City of Carlsbad Livable Streets Assessment (2013) • City of Carlsbad Active Transportation Strategy (2015) • Climate Action Plan (2015) • General Plan Mobility Element (2015) • Carlsbad Coastal Mobility Readiness Plan (2016) • Draft Trails Master Plan (2016) • Carlsbad Parking Management Plan (2017) • Village & Barrio Master Plan (2018) Bicycle Master Plan (2007) In December of 2007, the City Council adopted the Bicycle Master Plan. This document sought to build upon the existing bicycle network by enhancing and expanding the bikeways, connecting gaps, addressing constrained areas and improving intersections. A comprehensive approach was used to determine the bicycle needs throughout the City. Such efforts included a review of existing conditions, as well as a review of existing plans and policies, providing improvement recommendations, prioritizing implementation strategies, and organizing an effective public outreach strategy. The overarching goal for the Bikeway Master Plan is “A City which promotes, encourages, and accommodates a variety of transportation modes as alternatives to the automobile.” The following objectives and planning actions are outlined in the Carlsbad Bicycle Master Plan in support of this goal: Exhibit 2 Page 8 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report • To provide infrastructure and facilities necessary to accommodate pedestrians, bicycles and other non- automobile modes of transportation. • Implement a bikeway network which serves all bicycle use groups, including commuters, recreational cyclists and those making utilitarian and school trips. • Coordinate the location of bicycle routes with the Parks and Recreation Element and the Open Space and Conservation Element. • Extend bicycle routes to cultural, educational and recreational facilities whenever possible. • Design bicycle routes in accordance with “Bicycle Route Standards” • Improve bicycle access to beach areas. • Provide linkage to bus, pedestrian and bicycle routes from any new light rail commuter transit facility. • Encourage passive and active use of the railroad right of way as trail linkage and bicycle pathway. • Seek funding for bicycle transportation through regional, state and federal funding programs. • Provide secure bicycle storage in activity centers and at major bus and transit stations. • Encourage bicycling by publicizing local and commuter routes through installation of wayfinding signage. • Continue routine street repair and maintenance activities, including regular sweeping of bikeways and shared use pathways. • Install trail systems within existing and new industrial developments. • Review, periodically, the Circulation Element Bicycle Route Map and revise, as necessary, to reflect existing roadway conditions and changed land uses. • Provide education, encouragement and enforcement programs which promote the use of bicycling as a mode of transportation. • Encourage school districts to implement safety programs for pedestrians and bicyclists within the public- school system. • Develop and implement employer incentive programs to encourage the placement of strategic bicycle storage lockers, and the construction of safe and convenient bicycle facilities. • 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. • Continue City of Carlsbad Police Department enforcement of bicycle-related violations by both motorists and bicyclists and emphasize positive enforcement for safe bicycling behavior by children. At the time the Bicycle Master Plan was adopted the City of Carlsbad had a total of 94.4 miles of bikeway facilities, as can be seen in Table 1-1 below. Table 1-1 Mileage of Existing Bicycle Facilities from 2007 Bicycle Master Plan Facilities Existing miles Class I Bike Path 1.3 Class II Bike Lanes 88.7 Class III Bike Routes 4.4 Total 94.4 Source: City of Carlsbad Bicycle Master Plan (2007) The Needs Analysis section of the Bikeway Master Plan examined land use and demand, commute patterns, trip reduction and air quality benefits, bicycle safety and accident analysis, and discussed citizen and community involvement. The Bicycle Master Plan included commute patterns since, “one major objective of any bicycle facility enhancement or encouragement program is to increase the ‘split’ or percentage of people who choose to bike rather than drive or be driven.” (page 5-1 to 5-2). At the time of the Bicycle Master Plan, the Journey to Work data for the City of Carlsbad showed that 1.5% of people commuting to work walked, 0.3% of people commuting to work rode their bicycle, 2.2% of people commuting to work took transit, and 78.1% of people commuting to work drove alone. (Table 5-1 Bicycle Master Plan). Under the Bicycle Safety and Accident Analysis subsection, the characteristics of causal and experienced riders, as well as the characteristics of recreational and utilitarian trips, were laid out, as seen below in Table 1-2 and Table 1-3 from the adopted Bicycle Master Plan. Table 1-2 Characteristics of Different Types of Cyclists and Trips 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 of ten miles or fewer. Cycles longer distances, often more than 25 miles, on a recreational route. Source: City of Carlsbad Bicycle Master Plan (2007) Exhibit 2 Page 9 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Table 1-3 Characteristics of Recreational and Utilitarian Trips Recreational Trips Utilitarian Trips Directness of route not as important as visual interest, shade, or 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 at 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. Maty transfer to public transportation. May or may not have access to a car for the trip. Trips usually 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. Source: Carlsbad Bikeway Master Plan The next chapter of the 2007 document, Recommended Bikeway Improvements, laid out the recommended bikeway network and the recommended support facilities and programs. The recommendations included increasing public bicycle parking and end-of-trip facilities, developing a Safe Routes to Schools program, bikeway maintenance and repair, ensuring bicycle detection at signalized intersections, implementing bikeway signage standards so all signs conform to MUTCD standards, and ensuring multi-modal connections. The Plan also included recommendations for education and encouragement programs. The bikeway network recommendations focused on Class I, II, and III bikeways to expand and enhance the City’s bikeway network. Table 1-4, below, taken from the Bicycle Master Plan details the specific locations for each project, the project extents, the class, length and cost. Table 1-4 Estimated Construction Cost of Long-Term Recommended Bikeway Projects (2007) 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 Notes: 1) Costs provided in 2007 dollars. Cost estimate details are provided in Appendix F of the Carlsbad Bicycle Master Plan. * Estimate Provided by City of Carlsbad Public Works Department. 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 Road at I-5 Install Bicycle Warning Signage $5,000 Total Facility Enhancement Projects Cost $15,000 Total System Cost $12,637,000 Notes: 1) Cost of acquiring right-of-way is not included. 2) Bike lane improvements assumed to be signage and striping only. 3) Bike route improvements assumes to be signage only. Source: City of Carlsbad Bicycle Master Plan (2007) Exhibit 2 Page 10 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Finally, included in this Chapter is the implementation process for the recommended projects and programs, as well as possible funding sources. Pedestrian Master Plan (2008) In August of 2008, the City Council adopted the Pedestrian Master Plan. This document is intended to guide the future development and enhancement of pedestrian facilities within the City aimed at making walking an integral mode of transportation in the City of Carlsbad. A comprehensive approach was used to develop this plan: the benefits of walking were examined, goals, objectives and policies were established, the existing condition was inventoried and pedestrian needs were analyzed. In addition, projects and programs were recommended, an implementation timeline was suggested and funding sources were identified. The vision of the Pedestrian Master Plan is multi-pronged. It envisioned a future City of Carlsbad where: • People can conveniently walk to their destinations • People feel safe walking • Facilities are provided for people from all age groups • People with disabilities are more easily mobile • Visitors are attracted to the enhanced walking environment • Commercial streets are exciting places to visit. In support of this vision, the plan laid out goals, objectives and policies in the following areas: Streets and Traffic Control, Alternative Modes of Travel, Overall Land Use Patterns, Residential, Commercial, Village, Transportation Corridor. In the existing conditions section, the plan inventories the linear miles of sidewalk, the number of curb ramps, miles of trails, existing streetlights, as well as the types crosswalks in the City. The breakdown of the existing infrastructure is as follows: • Sidewalks: There are 500 linear miles of sidewalks in the City. Approximately 305 miles of a total 339 miles of publicly-maintained roadways, provide sidewalks within the roadway cross-section, along one or two sides of the roadway. • Curb ramps: There are 4,623 curb ramps in the City, with less than 1 percent in poor condition or non- compliance. A map identifies the areas with missing curb ramps. • Trails: The Citywide Trail network covers approximately 95 miles. There are 73.2 miles consisting of sidewalks and bike lane connections, 22 miles of trail. This includes 17.7 miles of unpaved trails, and 4.3 miles of paved trails. • Street Lights: There are 7,355 lights, nearly 71 percent of the existing sidewalk network is within 100 feet of a street light. • Crosswalks: The majority of crosswalks are transverse crosswalks; however, high visibility crosswalks are employed in various locations. The pedestrian needs analysis revealed “high pedestrian need” locations. These locations were the entire northwest quadrant of the City, the western coastal area of the City between Cannon Road and Batiquitos Lagoon, several locations along El Camino Real, at Aviara Parkway/Alga Road and at La Costa Avenue, and a large area surrounding the intersection of La Costa Avenue and Rancho Santa Fe Road. More discrete Pedestrian Priority Areas were identified within these larger “high pedestrian need” locations. A list of recommended projects was developed for future implementation within the Pedestrian Priority Areas. The projects were divided into two categories: citywide improvements and location specific improvement. In order to identify the location specific improvements, a prioritization process, which included public outreach, the needs analysis and field reviews, was conducted. The recommended citywide improvements consist of: sidewalk gap infill, American with Disabilities Act (ADA) improvements, adding signage and striping to signalized intersections, uncontrolled crosswalk improvements, signage improvements to bring signs up to current MUTCD standards, and developing a Safe Routes to School program. There are 15 location specific projects, as can be seen below in Table 1-5. The listing of the projects does not reflect implementation priority. Table 1-5 Top 15 Priority Pedestrian Projects (2008) Top 15 Priority Projects 1. Plaza Camino Real Transit and Shopping Center 2. Jefferson Street Corridor 3. Carlsbad Boulevard (Buena Vista Lagoon Crossing) 4. Buena Vista Elementary 5. Carlsbad Village and Transit Center 6. Chestnut Avenue Corridor 7. Harding Street Corridor 8. Carlsbad High and Surrounding Schools 9. Jefferson Elementary 10. Calaveras Elementary & Middle Schools 11. Kelly Elementary 12. South Carlsbad Boulevard Corridor 13. Palomar Airport Road Corridor 14. Aviara Elementary and Middle School 15. La Costa Canyon High and Surrounding School Source: Pedestrian Master Plan (2008) The infrastructure improvements recommended for these locations consist of: wayfinding signage, sidewalk infill, bus stop improvements, signal timing adjustments, parking restriping, curb extensions, installing a crosswalk and a railway crossing among other suggested improvements. Exhibit 2 Page 11 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report The recommended activity programs in the Pedestrian Master Plan are intended to complement the proposed improvements. The programs are a mix of public awareness and education programs. The pedestrian awareness programs include a trail blast fitness program, walk to school week, public service announcements, walking maps and guides, and other promotional events. The education programs include a safety education, enforcement education, senior citizen and disabled pedestrian education, teen and adult education video, as well as a Safe Routes to Schools program and enforcement of pedestrian laws program. The implementation and funding section of the Pedestrian Master Plan discusses the cost of the various infrastructure projects and programs, as well as possible funding sources. ADA Transition Plan for Public Right-of-Way (2012) The Americans with Disabilities Act (ADA), enacted in 1990, extends comprehensive civil rights protections to all people with disabilities. The ADA Transition Plan for Public Right-of-Way outlines a comprehensive approach to removing public barriers to walking by mapping out a program that will transition the City of Carlsbad to comply with ADA and Title 24 requirements. This Transition Plan was created specifically for documenting the accessibility compliance of pedestrian facilities within the public rights-of-way. A prioritized, phased and transitional approach established by the Plan will allow the municipality to dedicate public funds to remove these barriers on a recurring basis. The primary goal of the project is to provide a complete and accurate survey of walking facilities within the public right-of-way in the designated tier areas that can then be addressed as part of a broader strategic “Transition Plan.” The supporting objectives of the Plan are to: • Assure that public funds are allotted to public use areas where the greatest number of persons can take advantage of these improvements. • Prioritize the types of destinations and origins where a higher than normal level of physically challenged or aging persons may exist. • Understand that higher levels of pedestrian activity are typically located near tourist destinations, public facilities, parks, beaches, major employment, school or shopping destinations. Areas with higher levels of walking activity, need to be considered high priorities for the removal of barriers to public travel. • Identify the specific improvements needed at intersections, ramps and walkways, to provide better connectivity, increase public safety and to remove obstacles that impede those with and without physical challenges. • Recognize opportunities where Federal ADA and California Title 24 corrective actions would benefit walkability and urban design quality. • Recommend a phased approach that will allow for a logical and economically viable method to implement a broad range of Tier One and Tier Two projects. • Suggest guidelines to be used by the City of Carlsbad in the future for retrofitting or replacing public rights-of-way barriers to travel. • Deliver a computer database and GIS mapping products that will allow the City to modify and update the work products of this transition plan. A Pedestrian Master Plan was prepared for the City of Carlsbad in 2008. The focus of this study was to provide a guide for future development and enhancement of the pedestrian experience throughout the City. Although there is some overlapping information between the Pedestrian Master Plan and this ADA Transition Plan, the ADA Transition Plan provides a detailed plan to bring pedestrian facilities within the public right-of-way (curb ramps, path-of-travel, pedestrian signal actuators, etc.) into conformance with current state and federal ADA codes and regulations. Exhibit 2 Page 12 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report City of Carlsbad Livable Streets Assessment (2013) In 2012, Livable Streets was a Carlsbad City Council priority and strategic focus area for further enhancing Carlsbad’s outstanding quality of life. It was partially used as a way to incorporate the feedback received from the Envision Carlsbad General Plan Update process regarding the challenges, values, needs and wants of the community. The Carlsbad Livable Streets assessment brought all twelve City departments together, allowing for coordination between departments, funding, resources, plans, policies, procedures and decision making. It also identified livable streets best practices from other communities and looked at what the City could do to improve upon existing practices. The best practices were divided into four distinct categories: Legal & Policy, Design Innovation, Funding, and Maintenance & Operations. The Best Practices review included twelve communities. The cities of Arlington, VA, Redwood City, CA, Fort Collins, CO and Minneapolis, MN were included in the Legal & Policy review. The cities of Charlotte, NC and New York, NY were included in the Design Innovation review. Boulder, CO, Washington, DC and Austin, TX were included in the Funding section. In the fourth category, Maintenance & Operation, Denver, CO, San Francisco, CA, and Seattle, WA were included. Additionally, as part of this process, leadership of all twelve city departments met for a series of meetings. Each meeting was facilitated and had a series of question prompts. The question prompts, though multi-pronged, essentially asked the participants to define livable streets and give local examples, share a departmental livable street accomplishment, share department specific barriers to livable streets, and finally share the most important livable street outcome and indicators. With regard to defining livable streets, the responses fell into three categories: physical characteristics, functional characteristics, and experiential characteristics. Bressi Ranch, Carlsbad Village and La Costa Avenue were identified several times by departmental leadership as local examples of livable streets. The success stories were also organized in the four implementation categories, and these successes include: • Legal & Policy: Carlsbad Residential Traffic Management Program; Enforcement through Education • Design Innovation: Bressi Ranch Master Plan; Engineering Countermeasures; Carlsbad Village Redevelopment; Improving Trails Connectivity; Improving Curb Lane Depressions; Dual Right Turn Lanes • Funding: Storefront Improvement Grant; In-Lieu Parking; Budget Autonomy; Street Maintenance • Maintenance & Operations: Ongoing Monitoring Efforts; Speed Feedback Signs; Video Detection With regard to the barriers or challenges to livable streets, most responses fell into the livable streets implementation categories: • Legal & Policy: Public Approval; Conflicts with Existing Policies & Plans; Enforcement Issues • Design Innovation: Safety by Design; Physical Barriers; Types of Countermeasures • Funding: Funding Shortfalls • Maintenance & Operations: Cross-Departmental/Agency Collaboration The final question prompt asked department leaders to identify the outcomes they would like to see implemented for livable streets to be successful in the City of Carlsbad. These answers could be grouped into three categories: the development of programs & protocols, functional indicators, and experiential indicators. With regard to the development of programs & protocols, department leaders asked for a streamlined protocol for developing projects and coordinating, funding projects through the CIP process, and for securing growing funding through external sources. In terms of functional indicators, departments identified metrics which could be measured, such as Greenhouse Gas reductions, increased connections, and increased pedestrian activity. The final category, experiential indicators, related to the feel of the streets and residents’ perceptions, to have people feel comfortable and safe on the street and feel that they have a good quality of life. The final section of the report, Performance Measures, evaluates how the City is performing, including key highlights and areas of enhancement. In the Legal & Policy category, the City of Carlsbad has been proactive in implementing livable streets in the City but does not have an adopted livable streets policy. The opportunity for enhancement in this category is to develop and adopt a livable streets policy. In the Design Innovation category, the City has several examples of successful livable streets design innovations. The main opportunity for enhancement in this category is to develop a livable streets priority program for implementing projects and tying these projects to the Capital Improvement Program. In the Funding category, highlights include recent successes in funding livable streets improvements. The main opportunity for enhancement in this category is to develop a livable streets program to secure future funding. In the Maintenance & Operations category, highlights include the department leaders who have taken initiative to improve coordination among departments for developing and implementing and monitoring livable streets projects. The main opportunity for enhancement in this category is to improve coordination between departments by developing an organization approach. The report concludes with immediate and near-term action items and projected completion dates. All of the near- term action items were scheduled to be completed by June 2014. Exhibit 2 Page 13 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report City of Carlsbad Active Transportation Strategy (2015) The Carlsbad Active Transportation Strategy (CATS) is divided into five chapters: Where We Have Been, Gap Analysis, Roadmap to Livable Streets, Priority Projects, Measures of Effectiveness. The first chapter, Where We Have Been, identifies the plans and policies which have been adopted by the City of Carlsbad that affect the Livable Streets effort. In addition, it lists the projects included in the current Capital Improvement Program (CIP). The CIP identifies funded capital projects which will be implemented over the subsequent 15 years. The chapter also identifies the twelve departments which have a responsibility for a portion of street design and graphically displays this information. The second chapter, Gap Analysis, identifies three types of gaps and their locations, as they relate to Livable Streets in the City of Carlsbad. The first type of gap, physical gaps, refer to missing links in the existing active transportation network. The second type of gap, operational gaps, refer to areas in the network which may not be performing satisfactorily for bicyclists, pedestrians, and transit users. The third type of gap, procedural gaps, identify missed opportunities to incorporate Livable Streets infrastructure improvements. The third chapter, Roadmap to Livable Streets, describes how the implementation of livable streets should be formalized so it becomes a repeatable process that can be applied on all projects moving forward independent of staff changes at the City which affect institutional knowledge. The chapter also discusses the workbook which was developed to prioritize future Livable Streets projects, and grant funding opportunities. This chapter describes statewide funding sources, regional funding sources, SANDAG Funding and funding through the Job Access and Reverse Commute Program. The fourth chapter, Priority Projects, identifies five projects as priority projects. The projects were selected based on the gap analysis and the analysis conducted in the previous chapters. The projects are: Chestnut Avenue, Carlsbad Village, Valley Street, various Trail Crossings, and Agua Hedionda Lagoon (Park Drive). Each project is accompanied by a detailed project sheet showing the exact location of the specific improvements. The final chapter, Measures of Effectiveness, identifies metrics to use when revisiting a project after its been implemented to determine whether its performing as originally intended. This section reviews some best practices and proposes five measures of effectiveness to review for the City of Carlsbad’s projects. Climate Action Plan (2015) The City of Carlsbad has long been a steward of environmental sustainability. In 2007, the City of Carlsbad City Council adopted a set of sustainability and environmental guiding principles (Resolution No. 2007-187) to help guide city investments, activities, and programs. Additionally, sustainability emerged as a key theme during the Envision Carlsbad community outreach process, and reflected as a Core Value of the Community Vision. City Council adopted the Climate Action plan in 2015. The 6th Core Value in Envision Carlsbad is Sustainability and aims to “Build on the city’s sustainability initiatives to emerge as a leader in green development and sustainability. Pursue public/private partnerships, particularly on sustainable water, energy, recycling, and foods.” In September 2015, the City of Carlsbad Adopted the Climate Action Plan (CAP) that outlines actions that the city will undertake to achieve its proportional share of the state greenhouse gas (GHG) emissions reductions. The CAP is designed to reduce the City of Carlsbad’s greenhouse gas (GHG) emissions and streamline environmental review of future development projects in the city in accordance with the California Environmental Quality Act (CEQA). The CAP has been prepared concurrently with the city’s updated General Plan and includes actions to carry out the General Plan’s goals and policies, consistent with the Community Vision articulated during Envision Carlsbad. The CAP is also correlated with the Environmental Impact Report (EIR) on the General Plan, with the CAP GHG reduction target synchronized with the EIR. The CAP includes goals, policies, and actions for Carlsbad to reduce GHG emissions and combat climate change and includes: • An inventory of Carlsbad’s citywide and local government GHG emissions; • Forecasts of future citywide and local government GHG emissions; • A comprehensive, citywide strategy and actions to manage and reduce GHG emissions, with emission targets through 2035; and • Actions that demonstrate Carlsbad’s commitment to achieve state GHG reduction targets by creating enforceable measures, and monitoring and reporting processes to ensure targets are met. The timeframe for the Plan extends from the date of adoption through 2035. The CAP is intended to be a tool for policy makers, community members and others to guide the implementation of actions that limit Carlsbad’s GHG emissions. Ensuring that the mitigation measures in the CAP translate from policy language to on-the-ground results that are critical to the success of the CAP. Exhibit 2 Page 14 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report General Plan Mobility Element (2015) A component of the larger General Plan, the mobility element is required by state law. The introduction includes the background and purpose, and notes that the primary transportation issues facing the City of Carlsbad relate to protecting and enhancing the community’s quality of life, as reflected in the core values of the Carlsbad Community Vision. The report goes on to state that the community’s vision includes, “better pedestrian and bicycle connections between neighborhoods, destinations, and different parts of the community, and a balanced transportation system rather than a singular focus on automobile movement.” The Mobility Element outlines the context of the existing transportation system which includes streets, trails, transit, truck routes, and the McClellan-Palomar airport. The bulk of the Mobility Element is dedicated to the Livable Streets Vision and Strategies section. This section acknowledges that when all factors are taken into consideration – geographic setting, adjacent land use, and desired use of each facility – each street is unique within the City. Using these factors as the building blocks, the Mobility Element then categorizes all the streets by typology and what modes each typology could accommodate. There are 26 roadway typologies: • Freeways • Arterial Streets • Identity Streets • Village Streets • Arterial Connector Streets • Neighborhood Connector Street • Employment/Transit Connector Streets • Coastal Streets • School Streets • Industrial Streets • Local/Neighborhood Streets • Bicycle/Pedestrian Pathway • Streets within ½ Mile of a Transit Center Excerpts of the street typology chart are shown below as examples; the complete table can be found online under the City of Carlsbad’s General Plan Mobility Element. Table 1-6 Street Typology & Accommodated Modes from the General Plan Mobility Element: Village Streets Source: City of Carlsbad General Plan Mobility Element (2015) Table 1-7 Street Typology & Accommodated Modes from the General Plan Mobility Element: School Streets Source: City of Carlsbad General Plan Mobility Element (2015) Exhibit 2 Page 15 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Table 1-8 Street Typology & Accommodated Modes from the General Plan Mobility Element: Bicycle/Pedestrian Pathway and Streets within ½ Mile of Transit Source: City of Carlsbad General Plan Mobility Element (2015) The Livable Streets Vision and Strategies section also discusses Multi-Modal Level of Service (MMLOS). This section explains that historically, transportation systems have been designed to achieve a level of service to accommodate car drivers. However, in 2010 the Transportation Research Board developed national guidelines to establish levels of service for all modes. Furthermore, this mobility element establishes a multi-modal level of service methodology for the City of Carlsbad. A detailed description of how the level of service for each mode – vehicular, pedestrian, bicycle, transit – will be evaluated, follows. The Future Operations and Street Improvements section acknowledges that the envisioned street system in the City is built out, except for a defined list of remaining planned improvements. This section also discusses the City’s current effort of implementing a citywide traffic signal system upgrade. And in the Future Traffic Operations subsection, recognizes that four arterials would need to widened beyond their current six-lane cross-section to operate at a level of LOS of D or better. However, the plan’s intention is to implement Transportation Demand Management strategies, Transportation System Management and livable streets techniques to address and correct the problem. The Bicycling, Walking, and Transit section reviews the bicycle facility classification system, the proposed bikeway system, the pedestrian facilities, the proposed pedestrian system, and the proposed transit system. The Mobility Element refers to the adopted Bicycle Master Plan, adopted Pedestrian Master Plan and transit improvements which are part of SANDAGs regional planning efforts. Additional connectivity for bicycle and pedestrian facilities on Cannon Road, Marron Road, at Interstate-5 and the railroad are discussed in the Connectivity to Support Mobility section. It is also noted that improved accessibility to the lagoons and to the coast are envisioned to improve connectivity to those areas. The Parking section addresses the need to find the correct balance in the parking supply. In order to promote efficient parking supply, the City will develop flexible parking standards which may include the following techniques: shared parking, collective parking, unbundled parking, park once strategy, in-lieu parking fees, parking management strategies, public-private partnerships, parking locator signs, parking way-finding signs, reduced parking standards, biking equals business program, transit equals business program, and bicycle corrals in-lieu of vehicle parking. The commitment to, and support of, Transportation Demand Management and Traffic Signal Management is affirmed in the subsection entitled, Transportation Demand Management and Traffic Signal Management. The Goals and Policies section lays out the overarching goals and implementing policies. The goals are as follows: 3-G.1 Keep Carlsbad moving with livable streets that provide a safe, balanced, cost-effective, multi-modal transportation system (vehicles, pedestrians, bikes, transit), accommodating the mobility needs of all community members, including children, the elderly and the disabled. 3-G.2 Improve connectivity for residents, visitors and businesses. 3-G.3 Provide inviting streetscapes that encourage walking and promote livable streets. 3-G.4 Manage parking to support all modes of transportation and ensure efficient use of land. 3-G.5 Implement transportation demand and traffic signal management techniques to improve mobility. 3-G.6 Protect and enhance the visual, environmental and historical characteristics of Carlsbad through sensitive planning and design of scenic transportation corridors. 3-G.7 Provide for the safe and efficient movement of goods throughout the city. The implementing policies, are divided into policies for Street Typology and Multimodal Level of Service, Street Design and Connectivity, Pedestrian and Bicycle Movement, Transit, and Parking and Demand Management, Rail and Truck Movement, as well as Air Movement. Exhibit 2 Page 16 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Carlsbad Coastal Mobility Readiness Plan (Draft 2016) The Carlsbad Coastal Mobility Readiness Plan was developed to help stakeholders and constituents envision a coastal transportation system that connects people, creates a sense of belonging, and closely links quality of life issues to economic growth. The report was designed as a blueprint for building the infrastructure to meet the mobility needs of the community, encourage healthy lifestyles, and support a vibrant downtown setting. Collaborative partnerships with the community will bring the following vision to life and is intended to guide Carlsbad’s mobility and access decisions along the coast: To create an innovative transportation future in which advanced information, new technologies and sustainable fuels support a vibrant community with seamless mobility options. To attain this goal, the plan establishes the importance of improving existing transportation options while increasing viable mobility choices that provide many of the same advantages as personal vehicles. Implementations and recommendations are designed to facilitate and encourage the use of integrated transportation systems that build upon the “Park Once” strategies developed in the Village and Barrio Master Plan. As indicated, the Plan utilizes previously existing report and policies to help guide and inform the development of a diverse transportation system. The plan draws from the Carlsbad Active Transportation Strategy (2015), The City of Carlsbad General Plan Update (2015), Bicycle Master Plan (2007), Pedestrian Master Plan (2008), Climate Action Plan (2015), and Village and Barrio Master Plan to work in tandem with networks that already exist. These plans will support the programs and policies identified in the Coastal Mobility Readiness Plan in hopes of strengthening it for the future. The transportation system along the coast is intended to become a vital part of the experience and allow residents and visitors to access more services and activities than would otherwise be available. It is intended to help solve last mile solutions connecting the city’s two coastal Coaster Stations with work places and with residents both along the coast and inland. Traveling along the coastline should link people of all ages, abilities, and backgrounds. The coastal corridor will showcase this innovative transportation future. The Plan works to identify specific actions the city can take to implement recommended technologies of the Carlsbad Coastal Mobility Readiness Plan to facilitate appropriate policies and strategies. By clearly highlighting the infrastructure requirements, regulatory barriers, staff responsibilities, implications for the City, and actions that will encourage adoption, suggestions for improvement aid to create tangible mobility options for residents and visitors of Carlsbad. Draft Trails Master Plan (2016) The City of Carlsbad has a citywide Trails Program with a mission statement of “…striv[ing] to meet the leisure and recreational needs of Carlsbad residents while protecting and preserving open spaces and coastal resources in accordance with the City of Carlsbad General Plan.” The Trails Master Plan (TMP) builds on the previous efforts of the trails program. In 1990 the City adopted the Open Space and Conservation Resource Management Plan (OSCRMP). Since then, up until this TMP there has been no unified set of policies or planning effort to implement trails. The TMP is intended to provide a comprehensive planning document for developing and maintaining the city’s trail system. The Carlsbad Active Transportation Strategy (CATS) was developed in coordination with the trails system so that the facilities located within the roadway right-of-way will work in concert with existing and future trails. Together, the CATS & TMP aim to maximize opportunities for active healthy lifestyles. Collaborative implementation of these two Plans is meant to facilitate safer and more efficient roadways for people who walk and bike in Carlsbad and ultimately increase access to trails and open space. The CATS and TMP work in synergy to: • Better Citywide Connections • Form Active Transportation Connections • Improved Walking & Biking Access to Open Space Trailheads • Increased Tourism & Citizen Enjoyment • Reduced Greenhouse Gas Emissions The focus of the Carlsbad TMP is to recommend additional trail links that will help to complete the trail network that has been steadily increasing in mileage and functionality. It identifies important east/west connections around the city’s major lagoons out to the Pacific Coast. Additionally, it refines the original trails alignments contained in the OSCRMP. A program vision and supporting goals are included in the TMP to provide guidance for decisions related to trail development in Carlsbad. The goals are a set of overarching principles that are used to guide decision making, and together with specific objectives help to achieve the vision for the future of the Carlsbad trails system. Four goals are identified within the Carlsbad TMP. These Include: • Goal 1: Create a Connected and Complete Trails System • Goal 2: Accommodate a Variety of Trail Users in a Safe and Environmentally Sensitive Manner • Goal 3: Identify Existing & Future Trail Development • Goal 4: Integrate Transportation Related Facilities as Part of the Trails System The TMP is meant to facilitate identifying and selecting future trail projects that have the greatest potential for closing gaps in the citywide trail network, with minimal developmental impact and long-term maintenance. Future segments will close gaps in the current trail system, creating loops and connecting different subareas in Carlsbad with each other, including the three lagoons, open space, and beach areas. Exhibit 2 Page 17 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Carlsbad Parking Management Plan (2017) In support of the proposed Village and Barrio Master Plans, the city conducted a comprehensive parking study and developed a Parking Management Plan for the Carlsbad Village, Barrio, and adjacent beach area. The adjacent beach area has been included to provide the full picture of parking along the coast and its potential impact on Carlsbad Village. City council adopted the Parking Management Plan in 2017. The Parking Management Plan provides implementable short-term (by year 2020), medium-term (by year 2025), and long-term (by year 2035) strategies to improve the efficiency and effectiveness of the parking system. These strategies focus on the Village and Barrio and, in turn, the proposed Village and Barrio Master Plan. The goals of the parking management plan are: • Make parking more convenient for community members, employees and visitors • Promote more efficient use of existing parking • Support future parking needs and mobility options • Explore options to make the project area more inviting for pedestrians, bicyclists, and people who use public transportation • Support the vision outlined in the Draft Village and Barrio Master Plan (April 2016) The Parking Management Plan began with a comprehensive study capturing the existing parking conditions in the study area. Parking occupancy and parking duration data were collected, and the inventory of on- and off-street parking spaces was updated. The analysis included public outreach, peer city review, and scenario planning. Future parking conditions and needs were evaluated based on the anticipated development of the study area as defined in the various city documents, including the General Plan Environmental Impact Report, and as determined by staff. Park+, a parking demand scenario planning tool, was used to evaluate future parking demand based on the full buildout of the study area by the year 2035. There are three Technical Memorandums that include the comprehensive methodology and results of the data collection, as well as the analysis, peer city reviews and best practices, and the Park+ scenarios. The study produced an inventory of all available public and private (privately-owned and dedicated to a specific property) parking spaces in the study area which totaled 11,657 parking spaces, excluding parking associated with single-family homes and properties with controlled access. Additionally, the study analyzed the availability and use of the parking system during the peak and off-peak seasons. The demand for parking peaked at 7 p.m. on a weekend in July 2016. There are pockets of high demand where parking occupancy has reached effective capacity, leading to difficulty finding parking in those areas. High-demand areas include on-street facilities west of the railroad tracks, Village Faire parking lot, and on-street facilities in the Village center on Grand Avenue, Carlsbad Village Drive, and State Street. However, the study did reveal that the current and future parking supply is adequate to meet demand if the parking system, as part of the larger transportation system, is actively managed. Given the adequate supply of parking within the parking system to meet current and future projected parking demand, it is not recommended that the city invest in construction of additional parking supply at this time. Rather, to address the observed parking demand imbalance and maximize the efficient use of the parking system, the draft Parking Management Plan recommends that the city implement a comprehensive Parking Management Program that consists of the strategies summarized in Table E-1 and discussed in greater detail in the full report. The strategies include: • On-Street Parking Reconfiguration and Curb Lane Management • Parking Time Limits • Enforcement • Shared and Leased Parking • In-Lieu Fees • Reduced Parking Requirements • Residential Parking Program (RPP) • Paid Parking • Parking Wayfinding • Curb Cafes Exhibit 2 Page 18 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Village & Barrio Master Plan (2018) The master plan focuses on enhancing neighborhood character, public spaces, and ways to get around the Village and Barrio, based on ideas gathered from the community starting in September 2014. The city released the first draft of the Village and Barrio Master Plan in November 2015. The plan was then revised based on input, and a second draft was released in April 2016. Additional community input received in July and October 2016 has helped to guide the latest, third draft which was released for comment in early January 2018. The plan was approved by City Council July 10. 2018. Along with establishing a vision, the proposed plan refines, the current development standards under which development Village and Barrio is presently occurring. Following are some of the highlights of the January 2018 draft: • Keeping the maximum building height in Carlsbad Village at its current 45-foot limit, but imposing limits on roof protrusions and the enclosed area of fourth stories. • Revising existing Carlsbad Village standards and design guidelines so they are easier to understand and have more “teeth” so city staff and decision-makers can ensure proposed projects are consistent with the community’s character. • Providing an implementation plan for public improvements, parking management, and other actions that generally identifies, phasing, time frames and funding sources. • Incorporating findings from the city’s final Carlsbad Village, Barrio and Beach Area Parking Management Plan that was accepted by City Council in September 2017. Specifically, it incorporates the main parking recommendations of managing streets and parking lots to improve parking availability, overall mobility and establish context sensitive parking requirements. In July 2018, the City Council approved the Village and Barrio Master Plan. The plan implementation will proceed as follows: • For portions of the Barrio and Carlsbad Village in the Coastal Zone, the master plan will require approval by the California Coastal Commission before it is effective in the Coastal Zone. The Coastal Commission’s review would occur after and separate from the city review process and will take approximately 6-12 months to complete. • For portions of the master plan not in the Coastal Zone, Coastal Commission approval is not required, and plan provisions will take effect following their approval by the City Council. • The Village and Barrio Master Plan will replace the Carlsbad Carlsbad Village Master Plan and Design Manual, which was approved in 1995 and has been revised periodically since, most recently in 2017. Exhibit 2 Page 19 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 2.0 Community Profile 2.1 Overview The City of Carlsbad is located in northern San Diego County in Southern California, approximately 35 miles north of San Diego and approximately 90 miles south of Los Angeles. Carlsbad is bordered by the cities of Oceanside and Vista to the north, the City of San Marcos and Unincorporated San Diego County to the east, the City of Encinitas to the South, and the Pacific Ocean to the west. Interstate 5 traverses the city in a north-south direction, providing the primary north-south freeway access to Carlsbad, while California State Route 78 connects the northern portion of Carlsbad with communities to the east. Along the coast, the terrain of the City of Carlsbad is relatively flat. However, as the city spreads east, the terrain becomes more and more hilly. The City of Carlsbad has several qualities contributing to the potential for an ideal walking and cycling environment, including a temperate Southern California climate, an active population, region-drawing recreation, and wide, new streets in many parts of the city that can, or already do, accommodate active transportation infrastructure. Figure 2-1 displays the City of Carlsbad’s location within the context of the San Diego region. Figure 2-1 Carlsbad within the Region Exhibit 2 Page 20 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Existing Land Use The City of Carlsbad began as a small coastal town, and its settlement pattern is typical of most coastal Southern California cities. The original downtown, known today as Carlsbad Village, is characterized by a mix of commercial and residential land uses, narrow tree-lined streets arranged in a grid pattern, and has been served by rail service for over 100 years. Beginning in the postwar years of the late 1940s, development accelerated, bringing greater numbers of employees and residents. Despite this development, significant amounts of nearby land remained as undeveloped open space. Throughout the second half of the 20th Century, housing frequently took the shape of master-planned developments adjacent to major vehicular arterials. Employment centers were also developed as standalone sites, separate from housing and commercial land uses. Currently, employment area is predominately located between Cannon Road to the north and Palomar Airport Road to the south. Figure 2-2 shows the existing land use of the City of Carlsbad. Figure 2-2 Existing Land Uses Exhibit 2 Page 21 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-3 Activity Centers Key Destinations & Major Activity Centers With more than six miles of coastline, a theme park, the Flower Fields and a historic downtown, the City of Carlsbad acts as both a regional and statewide draw. Carlsbad Village, the area located west of the Interstate-5 and clustered north and south of Carlsbad Village Drive, as seen in Figure 2-3, is within walking distance to the beach, hosts an Amtrak station and has 132 shops, 77 dining establishments and 16 art and entertainment businesses. In addition to Carlsbad Village, the City of Carlsbad also has a few large malls, reflected in fuchsia in Figure 2-3, as well as five community centers, four large recreational parks in addition to several smaller parks all reflected in green on the Activity Centers map. Exhibit 2 Page 22 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Planned Land Uses The notable differences between the City of Carlsbad’s existing land use and the planned land uses, depicted in Figure 2-4, is an increase in single family residential northeast of El Camino Real and College Boulevard, and an increase in light industrial in the area north of Faraday Avenue, directly west of the intersection of Faraday Avenue and S. Melrose Drive. The planned land uses also include an increase in mixed commercial directly south of the intersection of Avenida Encinas and Carlsbad Boulevard on the most southern end of the city. Figure 2-4 Planned Land Uses Exhibit 2 Page 23 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Posted Speed Limits Figure 2-5 identifies the posted speed limits. The vast majority of the City of Carlsbad’s residential streets have a speed limit of 20 to 25 miles per hour which create a pedestrian- and bicycle-friendly environment along those streets. Many other roadways have a speed limit of between 35 and 40 miles per hour. However, as can be seen in the figure below, the roadways which connect neighborhoods to each other are posted at higher speed limits of 45 to 55 miles. Figure 2-5 Posted Speed Limits Exhibit 2 Page 24 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Adopted Street Network As part of the City of Carlsbad’s General Plan Mobility Element, all of the city’s streets were categorized by type based on the context of the street, its geographic setting, and adjacent land uses. Once the streets had been categorized into different typologies using the above listed factors, the type of travel mode (pedestrian, bicycle, vehicles, etc.) which should be accommodated on that street were assessed. The categories support the City of Carlsbad’s vision contained in the Mobility Element, which includes, “better pedestrian and bicycle connections between neighborhoods, destinations, and different parts of the community, and a balanced transportation system rather than a singular focus on automobile movement.” The street classification can be seen in Figure 2-6. Figure 2-6 Adopted Street Classification Exhibit 2 Page 25 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 2.2 Demographic Summary Demographic information is used to better understand the people who live in Carlsbad today. Demographic information was obtained from the US Census 2012 – 2016 American Community Survey 5-Year Estimates, which represent the most recent available data. As can be seen in Figure 2-7, the areas with the highest population density are in The Village and Barrio on the northwestern end of the City of Carlsbad and the areas directly adjacent, as well as the area immediately north of Poinsettia Lane between Paseo del Norte and Aviara Parkway. The area in the geographic center of the City of Carlsbad has the lowest population density, but it is also the area with the highest recreational, light industrial, commercial and office uses. Figure 2-7 Population Density by Census Block Group Exhibit 2 Page 26 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-8 illustrates the population by age group for the City of Carlsbad and County of San Diego. As shown, the City of Carlsbad’s population distribution by age is relatively similar to San Diego County’s age distribution on the whole, though the City of Carlsbad has somewhat fewer people in the 18 – 34 years old category, and slightly more residents in the 35 – 49, 50 – 64 and 65 plus age groups. Figure 2-8 Percent of Population by Age Group City of Carlsbad compared to San Diego County Source: US Census, 2012 – 2016 American Community Survey 5-Year Estimates (2018) As can be seen in Figure 2-8, the age groups in the City of Carlsbad are almost equally divided, with the age group of 18 – 34-year-olds containing a slightly lower percentage of the population, 17.2 percent of the population, as compared to the rest of the age groups within the city. Figure 2-9 City of Carlsbad Youth and Senior Populations Source: US Census, 2012 – 2016 American Community Survey 5-Year Estimates (2018) Figure 2-9 shows the percent of the City of Carlsbad’s senior (age 65 and older) and youth (age 17 and younger) populations. Youth and senior populations have more limited mobility options than the general adult population, making them more vulnerable and reliant on alternative transportation modes and infrastructure, and therefore requiring additional considerations when planning transportation networks. Taken together, 39 percent of residents within the City of Carlsbad fall into this vulnerable population category. In order to better address the needs of seniors and youth in the City of Carlsbad, the Sustainable Mobility Plan will incorporate the 8-to-80 principles discussed in Section 2.3. 0.0% 5.0% 10.0% 15.0% 20.0% 25.0% 30.0% 0-17 18-34 35-49 50-64 65+Percent of PopulationAge Groups City of Carlsbad County of San Diego Youth (age 0-17) 22.8% Adult (age 18-64) 61.5% Seniors (age 65+) 15.6% Youth (age 0-17)Adult (age 18-64)Seniors (age 65+) Exhibit 2 Page 27 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-10 Distribution of Senior Citizen Population within the City of Carlsbad Figure 2-10 shows the distribution of the senior citizen population within the City of Carlsbad. As can been seen the senior populations are clustered in three specific locations, along the coast west of Carlsbad Village, east of the intersection of Cannon Road and El Camino Real, and surrounding Batiquitos Lagoon State Marine Conservation Area. Figure 2-11 shows the distribution of the youth population within the City of Carlsbad. As can been seen, youth live more dispersed throughout the city; though there are areas of slightly higher concentrations the youth population does not have the same distinct population clusters as the senior population. Exhibit 2 Page 28 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-11 Distribution of Youth within the City of Carlsbad 2.3 8 to 80 Summary The idea behind an “8 to 80” city is that if planners take an eight-year-old and an 80-year-old into consideration while planning, they plan a city that functions properly for everyone. This concept acknowledges that for the past fifty years, most cities in North America have been planning around the car. This car-centric planning has resulted in engineering physical activity out of daily life and creating a physical environment that does not facilitate interaction among people. Instead, if the planning process shifted the focus back to people, with a goal to plan for people rather than vehicle movement, the result is healthier and happier cities due to the creation of safe, accessible, and enjoyable places to walk, bike and be active. This is particularly true for children (who can get around on their own earlier), and seniors (who can be independent longer). The City of Carlsbad has begun this process by re-categorizing the street types in the city’s General Plan Mobility Element (as discussed in Section 1.2 Document Review) to acknowledge that there are certain roadways which should be prioritized for non-motorized travel. 2.4 Equity Analysis Vehicle availability for Carlsbad households is displayed in Table 2-1. Approximately 97 percent of households have access to at least one vehicle, while 68 percent of households have access to more than one vehicle. Table 2-1 Zero Vehicle Households by Census Block Group Mode of Transportation Households Percent of Total 3 or More Vehicles Available 9,487 22.1% 2 Vehicles Available 19,703 45.9% 1 Vehicle Available 12,363 28.8% No Vehicles Available 1,373 3.2% Total Occupied Household Units 42,926 100.0% Source: US Census, 2012 – 2016 American Community Survey 5-Year Estimates (2018) The distribution of households without vehicles can be seen in Figure 2-12 Zero Vehicle Availability by Census Block Group. Figure 2-13 displays the median household income for the City of Carlsbad by census block group. As can be seen, there is not a strong correlation between the census block groups which have a lower median household income and the areas which have a higher percentage of zero household vehicles, however, there is a correlation between the areas identified to have high senior citizen populations (Figure 2-6) and area with a higher percentage of zero vehicle ownership. Exhibit 2 Page 29 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-12 Zero Vehicle Availability by Census Block Group Figure 2-13 Median Household Income for the City of Carlsbad by Census Block Group Exhibit 2 Page 30 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 2.5 Commuter Profile Examining the current commuter patterns of the residents of the City of Carlsbad, will provide a deeper understanding of how people are currently traveling, and in turn inform the outcome of the final Sustainable Mobility Plan. Figure 2-14 displays a comparison of means of transportation to work for the City of Carlsbad and San Diego County. As shown below, the City of Carlsbad has similar but slightly higher rates of commuters driving alone to work than San Diego County as a whole, as well as a slightly higher rate of residents working at home. Also noteworthy is a lower percentage of the City of Carlsbad residents that carpool, take public transportation, walk to work, ride a bicycle, or commute via some other means, as compared to San Diego County as a whole. These findings indicated that there is a lot of potential for change. Figure 2-14 Means of Transportation to Work Source: US Census, 2012 – 2016 American Community Survey 5-Year Estimates (2018) Figure 2-15 displays the percentage of commuters who walk to work citywide, while Figure 2-16 displays commuters who ride a bicycle to work. The level of pedestrian commuting is higher in several areas throughout the community where residential density is generally higher, and where there is nearer proximity to jobs. Bicycle commuting is Figure 2-15 Percent of Commuters Who Walk to Work 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% Drove Alone Carpooled Worked at Home Public Transportation Walked Other BicyclePercent of populationCarlsbad San Diego County Exhibit 2 Page 31 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-16 Percent of Commuters Who Bicycle to Work generally higher in the areas that have access to existing bicycle facilities. Figures 2-17and Figure 2-18 show the distribution of commuters who take transit to work and those use a vehicle to commute to work within the City of Carlsbad. The percent of commuters who take a vehicle to work includes those who drive alone, as well as those who carpool. Exhibit 2 Page 32 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-17 Percent of Commuters Who Drive to Work Figure 2-18 Percent of Commuters Who Take Transit to Work Exhibit 2 Page 33 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 2-19 displays the mean (average) travel time to work for residents of Carlsbad, relative to San Diego County as a whole. The mean travel time for working residents of the City of Carlsbad is 28.6 minutes, whereas the mean travel time to work in San Diego County as a whole is marginally shorter, at 25.3 minutes. Figure 2-19 Mean Travel Time to Work Source: US Census, 2012 – 2016 American Community Survey 5-Year Estimates (2018) Figure 2-20 displays travel time to work by census block group. As can be seen, most census block groups have an average commute lasting between 25 – 30 minutes. Very few census block groups have an average commute time of less than 25 minutes. Figure 2-20 Travel Time to Work by Census Block Group 0% 2% 4% 6% 8% 10% 12% 14% 16% 18% 20% < 10 10-14 15-19 20-24 25-29 30-34 35-44 45-59 60 + Minutes to Work Carlsbad San Diego County Exhibit 2 Page 34 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 2.6 Health Index There are a number of community conditions including housing, education, economics, and social factors which, when grouped together, can be used to assess a community’s life expectancy. These social determinants of health have been grouped and analyzed to get a general picture of the City of Carlsbad health. The economic category analyzes the areas poverty levels, employment rates and median household income. The education category includes the number of bachelor’s degrees or higher in the area, the high school graduation rates, as well as the preschool enrollment rates. The housing category includes the homeownership rates, the burden of owning or renting, the percent of uncrowded housing, as well as the percent of housing stock which is habitable. The health care access category includes the percent of insured adults in the community. The neighborhood category includes retail density, supermarket access, as well as park access and tree canopy, in addition to the number of people who live within a quarter-mile of a store which sells alcohol. The clean environment category examines the availability of safe drinking water, as well as clean air in three different metrics, particulate matter, diesel particulate matter, and ozone. The transportation category includes automobile access and active commuting. The final category of social factors examines, the percentage of two parent households and the percentage of registered voters. Figure 2-21 shows the California Healthy Places Index Score, the areas which are lighter in color are less healthy when all eight factors are taken into consideration, in comparison to the areas which are darker in color. Figure 2-21 Healthy Places Index Score Exhibit 2 Page 35 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 3.0 People on Foot 3.1 Network Summary The current pedestrian network includes not only the city’s sidewalk network, but also the trails, paths and connectors identified in the Trails Master Plan. Figure 3-1 shows the missing or substandard sidewalks in the City of Carlsbad. In total, of 30 miles of roadway are without sidewalks or with substandard sidewalks, although several of these locations are considered “Alternative Design Streets,” and are not intended to be constructed or retrofitted with sidewalks. Figure 3-2 shows the extensive network of existing and planned trails in the City of Carlsbad. Figure 3-1 Missing or Substandard Sidewalks Exhibit 2 Page 36 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-2 Draft Trails Plan 3.2 Collision Analysis 3.2.1 Collision History Collision data can be used to identify potential deficiencies related to pedestrian travel. The collision review draws from five years of data (January 2013 – December 2017) obtained from the California Statewide Integrated Traffic Records System (SWITRS). The analysis was used to identify trends and patterns related to collision locations, causes, time, party-at-fault and victim age. 3.2.2 Collision Locations A total of 130 pedestrian-involved collisions were reported in the City of Carlsbad during the five-year analysis period. Pedestrian-involved collisions means that there was a pedestrian and an automobile involved. Figure 3-3 displays the location of the pedestrian collisions across the City of Carlsbad. As can be seen, there is a high density of pedestrian collisions along Carlsbad Boulevard, as well as in Carlsbad Village. Additionally, as shown in Figure 3-1 there’s a significant number of pedestrian collisions along the major through fares, including Carlsbad Boulevard and Carlsbad Village Drive, as well as El Camino Real and Palomar Airport Road. Table 3-1 identifies the locations where multiple pedestrian-involved collisions were reported. Table 3-1 Multiple Pedestrian Collision Locations (Pedestrian): January 2013 – December 2017 Rank Intersection Collisions 1 Carlsbad Boulevard & Oak Avenue 5 2 Carlsbad Boulevard & Maple Avenue 3 State Street & Carlsbad Village Drive 3 Roosevelt Street & Carlsbad Village Drive 3 Harding Street & Carlsbad Village Drive 3 3 Washington Street & Carlsbad Village Drive 2 Madison Street & Carlsbad Village Drive 2 Carlsbad Boulevard & Hemlock Avenue 2 Jefferson Street & Carlsbad Village Drive 2 Magnolia Avenue & Adams Street 2 Adams Street & Tamarack Avenue 2 El Camino Real & Plaza Drive 2 El Camino Real & Marron Road 2 Chatham Road & Carlsbad Village Drive 2 El Camino Real & Camino Vida Roble 2 El Camino Real & Palomar Airport Road 2 Source: SWITRS (2018) Exhibit 2 Page 37 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-3 Pedestrian Collisions (January 2013 – December 2017) Table 3-2 reports pedestrian collisions by roadway location, differentiating between intersection and midblock locations. As shown, a little less than a third (about 25 percent) of the pedestrian-involved collisions occurred at intersections and the majority (about 74 percent) occurred at midblock locations; for two collisions the location was not denoted. Table 3-2 Pedestrian Collisions by Roadway Location (January 2013 – December 2017) Collision Location Collisions Percent of Total Intersection 32 24.6% Midblock 96 73.8% Total 128* 98.4%* *Two pedestrian-involved collisions did not contain a notation regarding the location. Source: SWITRS (2018) Figure 3-4 presents the collision analysis by the density of collisions. The higher the density of collisions the darker brown. Exhibit 2 Page 38 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-4 Pedestrian Collision Heat Map The primary collision factors for pedestrian-involved collisions are reported in Table 3-3. As shown, the second leading cause was due to vehicles violating the pedestrian right-of-way – meaning the pedestrian had the legal right to be in the roadway at the time of the collision – accounting for 33.1 percent of collisions. Table 3-3 Primary Pedestrian Collision Factor (January 2013 – December 2017) Collision Cause Collisions Percent of Total Pedestrian Violation 45 34.6% Pedestrian Right-of-Way 43 33.1% Unsafe Speed 9 6.9% Unknown 8 6.2% Improper Turning 8 6.2% Traffic Signals and Signs 5 3.9% Driving Under the Influence 3 2.3% Automobile Right-of-Way 2 1.5% Other Improper Driving 2 1.5% Unsafe Starting or Backing 1 0.77% Improper Passing 1 0.77% Other Hazardous Violation 1 0.77% Impeding Traffic 1 0.77% Other Equipment 1 0.77% Total 130 100.0% Source: SWITRS (2018) Figure 3-5 shows the location of these 43 collisions involving the driver violating the pedestrian right-of-way, most of these occurred in the northwest corner of the city, in and around Carlsbad Village area. Figure 3-6 shows the location of the 43 pedestrian involved collisions, with the collisions noted in red where the pedestrian is considered at fault. Table 3-4 reports the pedestrian action during the collisions. The pedestrian was reported as crossing in the crosswalk at an intersection for less than half the collisions (39.2 percent). The second leading cause was due to crossing not in the crosswalk, at 25.4 percent. Table 3-4 Pedestrian Action During Collision (January 2012 – December 2017) Pedestrian Action Collisions Percent of Total Crossing in Crosswalk at Intersection 51 39.2% Crossing Not in Crosswalk 33 25.4% In Road, Including Shoulder 32 24.6% Crossing in Crosswalk Not at Intersection 7 5.4% Not in Road 6 4.6% Not Stated 1 0.77% Total 130 100.0% Source: SWITRS (2018) Exhibit 2 Page 39 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-5 Collisions Involving People on Foot – Violation by Driver Figure 3-6 Collisions Involving People on Foot – Pedestrian Violation Exhibit 2 Page 40 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report The party at-fault is reported for pedestrian-involved collisions in Table 3-5. The driver was reported as at-fault for the majority of pedestrian-involved collisions, approximately 65.4 percent. Table 3-5 Pedestrian Collisions by Party At-Fault (January 2013 – December 2017) Collision Location Collisions Percent of Total Pedestrian 45 34.6% Driver 85 65.4% Total 130 100.0% Source: SWITRS (2018) 3.2.3 Temporal Collision Assessment & Victim Ages The temporal assessment reports collisions by time of day, day of week, and month of year. This information may be used to help identify potential factors contributing to collisions, such as lack of lighting (collisions occurring in the evening), or patterns, such as collisions occurring during peak commute hours (7:00 – 9:00 a.m. & 4:00 – 6:00 p.m.). Victim age is also examined in this section. The age group analysis will help determine whether any age group is experiencing a disproportionate amount of collisions. The Sustainable Mobility Plan will identify locations and/or infrastructure which will improve roadway safety and work to protect the most vulnerable roadway users. This can include improved lighting, installing high visibility crosswalks, leading pedestrian interval signals, bicycle signals and/or curb extensions. Pedestrian collisions are reported by hour in Figure 3-7. As shown the highest occurrence of pedestrian collisions (29 collisions) occur between the hours of 4 to 7 p.m., this is followed by the time slot of 1 to 4 p.m. and 7 to 10 p.m. (each with 23 collisions). Figure 3-7 Pedestrian Collisions by Hour (January 2013 – December 2017) Source: SWITRS (2018) Pedestrian collisions by day of week are reported in Figure 3-8. Pedestrian collisions were highest on Wednesdays (28 collisions), followed by Saturdays (20 collisions). The rest of the week collisions are relatively evenly distributed Figure 3-8 Pedestrian Collisions by Day of Week (January 2013 – December 2017) Source: SWITRS (2018) 22 16 23 29 23 9 4 4 0 5 10 15 20 25 30 35 7am-10am 10am-1pm 1pm-4pm 4pm-7pm 7pm-10pm 10pm-1am 1am-4am 4am-7amNumber of Collisions Time of Day Pedestrian Collisions 14 15 28 18 17 20 18 0 5 10 15 20 25 30 Monday Tuesday Wednesday Thursday Friday Saturday SundayNumber of CollisionsDays of the Week Pedestrian Collisions Exhibit 2 Page 41 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-9 reports pedestrian- involved collisions by month. The greatest number of pedestrian collisions were reported as occurring in February and July, with April and December also experiencing relatively higher numbers of collisions. The month of August had the lowest number of pedestrian collisions. Figure 3-9 Pedestrian Collisions by Month (January 2013 – December 2017) Source: SWITRS (2018) As shown in Figure 3-10, pedestrian collisions are most prevalent in the 18 - 34 age group. There were no age groups which did not experience pedestrian collisions. Figure 3-10 Pedestrian Collisions by Age Group (January 2013 – December 2017) Source: SWITRS (2018) 3.3 Collision Severity Pedestrian collisions are summarized by severity in Table 3-6. As shown, a majority of collisions resulted in “Other Visible Injury,” meaning an injury that is visible but non-traumatic, at 50.0 percent of all collisions, followed by “Complaint of Pain,” at 31.5 percent of all collisions. A total of eight pedestrian collisions, or 6.2 percent, were fatal. Table 3-6 Pedestrian Collision Severity (January 2013 – December 2017) Collision Severity Collisions Percent of Total Other Visible Injury 65 50.0% Complaint of Pain 41 31.5% Severe Injury 13 10.0% Fatality 8 6.2% Property Damage Only 3 2.3% Total 130 100.0% Source: SWITRS (2018) 3.4 Collision Analysis Additional analyses were undertaken to identify areas of relatively greater demand and deficiency, including the city’s adopted Pedestrian Level of Service analysis and the Pedestrian Environment Quality Evaluation, to analyze roadway segments from the pedestrian’s perspective. Pedestrian Level of Service The City of Carlsbad collected a series of datasets in the Fall of 2017 to develop a comprehensive metric for evaluating Levels of Service for people walking consistent with the criteria established in the 2015 Mobility Element. Known as Pedestrian Level of Service, the effort establishes scores for walking on both sides of every street in the City of Carlsbad. Scores are determined based on a composite score using the following criteria: • Sidewalk Buffer Width • Sidewalk Width • Bike Lane Width • Outside Lane Width • Bike Lane Buffer Width • Parking Lane Width • Percent of Parking Occupied • Missing Sidewalk • Average Daily Traffic • Estimated Percentage of Trucks • Pavement Condition 9 17 9 12 9 7 17 8 10 10 10 12 0 2 4 6 8 10 12 14 16 18 Number of CollisionsMonths Pedestrain Collisions 22 44 15 24 25 0 5 10 15 20 25 30 35 40 45 50 0-17 18-34 35-49 50-64 65+Number of Collisions Age Groups of Victims Exhibit 2 Page 42 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report For the purpose of the Citywide SMP, a street score was developed using the average of both directional scores (east+west scores or north+south scores) and is shown in Figure 3-11 and Figure 3-12 below. The Citywide PLOS scores can be seen in Figure 3-11. Figure 3-12 shows a subarea surrounding the Carlsbad Village Station. Subsequent subarea analyses will make use of the directional scores to help identify areas for improvement. Exhibit 2 Page 43 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-11 Pedestrian Level of Service Figure 3-12 Pedestrian Level of Service Surrounding Carlsbad Village Station Exhibit 2 Page 44 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Pedestrian Environment Quality Evaluation All public roadways in the City of Carlsbad were also evaluated using the Pedestrian Environment Quality Evaluation (PEQE)1. PEQE is another way of looking at PLOS. Areas of need are reflective of those with relatively greater demand and greater deficiency, drawing from the infrastructure review and US Census information in the previous chapter. This needs summary is presented in an opportunities and constraints graphics, used to help formulate recommendations to improve the pedestrian network. PEQE assigns a score to each side of a roadway segment based on four measures: horizontal buffer, lighting, clear pedestrian zone, and posted speed limit. The scores for each side of the roadway were averaged together in order to display a single segment score. Table 3-7 displays the attributes influencing the segment scores, scoring evaluation, and the three rating categories. Table 3-7 Pedestrian Environment Quality Evaluation Rating Measure Description Scoring Horizontal Buffer Between the edge of the auto travelway and the edge of the clear pedestrian zone. A vertical buffer of any width, such as a fence or on-street parking, is also awarded full points. 0 points: < 6 feet 1 point: 6 – 14 feet 2 points: > 14 feet (or vertical buffer) Lighting Standard lighting was considered one streetlight per segment. 0 points: below standard/requirement 1 point: meets standard/requirement 2 point: exceeds standard/requirement Clear Pedestrian Zone 5’ minimum 0 points: has obstructions 2 points: no obstructions Posted Speed Limit -- 0 points > 40 mph 1 point: 30 – 40 mph 2 points: < 30 mph (or separated from roadway) Maximum Points 8 points Final PEQE Segment Scoring Low: Medium: High: ≤ 3.5 points 4 – 5.5 points ≥ 6 points Source: Chen Ryan Associates (2016) 1 The Pedestrian Environment Quality Evaluation (PEQE) is a modified version of the Pedestrian Environmental Quality Index (PEQI). PEQI is a qualitative observational tool that was originally developed in 2008 by the San Francisco Department of Public Health to assess the quality and safety of the physical pedestrian environment and to inform Figure 3-13 displays the results of the PEQE roadway segment analysis. Citywide, approximately 45 percent (207 miles) of the roadways scored in Low range – 3.5 points or lower), 28 percent (131 miles) of roadway scored in the high range – 6 points or greater, 27 percent (123 miles) of roadway scored in the Medium range – between 4 and 5.5 points. pedestrian planning. PEQE simplifies the inventorying of the pedestrian environment, but similarly scores roadway segments and intersections on a number of factors to assess the pedestrian environment and inform planning. Exhibit 2 Page 45 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-13 Pedestrian Environmental Quality Evaluation Exhibit 2 Page 46 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 3-14 displays the PEQE data in a heat map format. This shows the areas of the City of Carlsbad that have a low concentration of high-quality street segments Figure 3-14 Pedestrian Environment Quality Evaluation Density Exhibit 2 Page 47 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 4.0 People on Bikes 4.1 Network Summary Caltrans currently recognizes four classifications of bicycle facilities, including Class I multi-use paths, Class II bicycle lanes, Class III bicycle routes, and Class IV cycle tracks. A description and image of each of these facility types is provided in Table 4-1. Figure 4-1 displays the location of existing bicycle facilities within the City of Carlsbad. As shown, the Carlsbad bicycle network is comprised of multi-use path (Class I), bike lane (Class II), bike route (Class III) facilities, as well as Cycle Track (Class IV). Bicycle lanes make up the bulk of the network. There are 5.8 miles of Multi-Use Paved Paths in the City of Carlsbad. Figure 4-2 is a map of the Adopted Trails Plans, depicted in the trails map are existing bicycle lanes, as well as future bicycle lanes. Table 4-1 Bicycle Facility Classifications and Existing Network Mileage Class Description Example Class I Multi-Use Path – Also referred to as a bike paths or shared-use paths, Class I facilities provide a completely separated right-of-way designed for the exclusive use of bicycles and pedestrians with crossflows by motorists minimized. Multi-use paths can provide connections where roadways are non- existent or unable to support bicycle travel. The minimum paved width for a two-way multi-use path is considered to be eight-feet, with a two-foot wide graded area adjacent to the pavement. Class II Bike Lane – Provides a striped lane designated for the exclusive or semi-exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited. Bike lanes are one-way facilities located on either side of a roadway. Pedestrian and motorist crossflows are permitted. Additional enhancements such as painted buffers and signage may be applied. The minimum bike lane width is considered to be five- feet. Class III Bike Route – Provides shared use of traffic lanes with cyclists and motor vehicles, identified by signage and/or street markings such as “sharrows”. Bike routes are best suited for low-speed, low-volume roadways with an outside lane of 14 feet or greater. Bike routes provide network continuity or designate preferred routes through corridors with high demand. Class IV Cycle Track – Also referred to as separated or protected bikeways, cycle tracks provide a right-of-way designated exclusively for bicycle travel within the roadway and physically protected from vehicular traffic. Cycle tracks can provide for one-way or two-way travel. Types of separation include, but are not limited to, grade separation, flexible posts, or on-street parking. Source: Chen Ryan Associates (2018) Exhibit 2 Page 48 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 4-1 Adopted Bicycle Network Figure 4-2 Draft Trails Plan Exhibit 2 Page 49 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report The bicycle network not only consists of roadway facilities but also of end of trip facilities such as bicycle parking. The 2007 Bicycle Master Plan identified the importance of bicycle parking. The Bicycle Master Plan also identified the ten largest employers in the City of Carlsbad and the bicycle facilities present. It is assumed that over the last 11 years an increasing number of destinations have supplied bicycle parking, as well as bicycle lockers and/or showers. The list below, seen below in Table 4-2, is from the 2007 Bicycle Master Plan. Table 4-2 Bicycle Racks and Support Facilities at the Ten Largest Employers in Carlsbad in 2007 No. Location Bicycle Racks Bicycle Lockers Showers 1 Callaway Golf No No Yes 2 Carlsbad Unified School District No No No 3 Four Seasons Resort Aviara Yes No Yes 4 Invitrogen Yes No Yes 5 Taylor Made – Adidas Golf Co. No No No 6 La Costa Resort and Spa No No Yes 7 City of Carlsbad Yes Yes Yes 8 Gemological Institute of America Yes Yes Yes 9 Acushnet Golf No No Yes 10 Isis Pharmaceuticals No Yes Yes Source: Carlsbad Bikeway Master Plan (2007) Figure 4-3 shows the concentration or density of bicycle racks in public places as of 2016. As can be seen in Figure 4- 3, there is a significant concentration of bicycle racks in Carlsbad Village, with two other “hot spots” of higher concentrations of bicycle racks throughout the city. Figure 4-3 Bicycle Racks at Public Facilities within the City of Carlsbad (2016) Exhibit 2 Page 50 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 4.2 Bicycle Collision Analysis Collision data can be used to identify potential deficiencies related to bicycle travel. The collision review draws from five years of data (January 2013 – December 2017) obtained from the California Statewide Integrated Traffic Records System (SWITRS). The analysis was used to identify trends and patterns related to collision locations, causes, time, party-at-fault and victim age. The bicycle collision assessment found 190 bicycle-car involved collisions reported during the five-year analysis period. The bicycle collision locations are displayed in Figure 4-4. There is a high concentration of bicycle collisions along Carlsbad Boulevard as well as in and around Carlsbad Village. There were three bicycle involved collisions which resulted in a fatality, these collisions took place on Carlsbad Boulevard, El Camino Real and Rancho Santa Fe Drive. Figure 4-5 displays the collision data as a heat map, showing the areas with a greater concentration of collisions in darker colors. Table 4-3 identifies the locations where multiple bicycle involved collisions were reported. Figure 4-4 Bicycle Collisions (January 2013 – December 2017) Exhibit 2 Page 51 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 4-5 Bicycle Collision Heat Map Table 4-3 Multiple Bicycle Collision Locations (January 2013 – December 2017) Rank Intersection Collisions 1 Sheridan Place & Tamarack Avenue 3 2 Carlsbad Boulevard & Pine Avenue 2 State Street & Carlsbad Village Drive 2 Carlsbad Boulevard & Tamarack Avenue 2 Pio Pico Drive & Tamarack Avenue 2 Carlsbad Boulevard & Cerezo Drive 2 Celinda Drive & Carlsbad Village Drive 2 Paseo Del Norte & Poinsettia Lane 2 Piraeus Street & La Costa Avenue 2 Cassia Road & Poinsettia Lane 2 Source: SWITRS (2018) Table 4-4 displays bicycle-involved collisions by roadway location. As shown, approximately one-fifth of all bicycle collisions occurred at intersections. It is important to note that while some collisions may occur at midblock locations, a portion of the midblock collisions are within the influence area of major intersections, which likely exerts an influence on some collision factors. Table 4-4 Bicycle Collisions by Roadway Location (January 2013 – December 2017) Collision Location Collisions Percent of Total Intersection 33 17.4% Midblock 157 82.6% Total 190 100.0% Source: SWITRS (2017) 4.2.1 Party At-Fault & Primary Collision Factors The party at-fault for bicycle-involved collisions is reported in Table 4-5. The bicyclist was reported as the party at- fault for the majority of bicycle-involved collisions, approximately 52 percent of occurrences. Table 4-5 Bicycle Collisions by Party At-Fault (January 2013 – December 2017) Collision Location Collisions Percent of Total Bicyclist 98 51.6% Driver 92 48.4% Total 190 100.0% Source: SWITRS (2018) The primary bicycle collision factors are reported in Table 4-6 and Figures 4-6 and 4-7. The leading cause was attributed to the bicyclist’s improper turning, accounting for 24.7 percent of total bicycle involved collisions. Unsafe speed was also a common cause, accounting for 21.1 percent of bicycle involved collisions. Exhibit 2 Page 52 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Table 4-6 Primary Bicycle Collision Factor Violation (January 2013 – December 2017) Collision Cause Collisions Percent of Total Improper Turning 47 24.7% Unsafe Speed 40 21.1% Automobile Right-of-Way 24 12.6% Other Hazardous Violation 11 5.8% Unknown 10 5.3% Wrong Side of Road 10 5.3% Traffic Signals and Signs 8 4.2% Unsafe Lane Change 7 3.7% Improper Passing 6 3.2% Other Improper Driving 6 3.2% Not Stated 5 2.6% Driving or Bicycling Under the Influence 4 2.1% Unsafe Starting or Backing 4 2.1% Following Too Closely 3 1.6% Pedestrian Right-of-Way 2 1.1% Pedestrian Violation 1 0.5% Other than Driver (or Pedestrian) 1 0.5% Lights 1 0.5% Total 190 100.1%* *Due to rounding; Source: SWITRS (2018) The bicycle collision type is reported in Table 4-7, with the leading category identified as broadside collisions. This result is somewhat incongruities with the findings in Table 3-11 which identified the leading bicycle collision roadway location type as midblock, and only 17.4 percent of bicycle collisions occurring in intersection locations. Table 4-7 Bicycle Collision Type (January 2013 – December 2017) Collision Type Collisions Percent of Total Broadside 59 31.1% Rear End 34 17.9% Sideswipe 33 17.4% Other 21 11.1% Hit Object 16 8.4% Overturned 14 7.4% Not Stated 7 3.7% Head-On 4 2.1% Vehicle/Pedestrian 2 1.1% Total 190 100.0% Source: SWITRS (2018) Figure 4-6 Collisions Involving People on Bicycles – Improper Turning Exhibit 2 Page 53 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 4-7 Collisions Involving People on Bicycles – Unsafe Speeds 4.2.2 Temporal Collision Assessment & Victim Ages The temporal assessment reports collisions by time of day, day of week, and month of year. This information may be used to help identify potential factors contributing to collisions, such as lack of lighting (collisions occurring in the evening), or patterns, such as collisions occurring during peak commute hours (7:00 – 9:00 a.m. & 4:00 – 6:00 p.m.). Victim age is also examined in this section. The age group analysis will help determine whether any age group is experiencing a disproportionate amount of collisions. Bicycle collisions are reported by time of day in Figure 4-8. As shown, the highest number of collisions (51 collisions) are during the time period from 10 a.m. – 1 p.m., this is closely followed by the evening peak period 4 – 7 p.m. (41 collisions. Figure 4-8 Pedestrian & Bicycle Collisions by Hour (January 2013 – December 2017) Source: SWITRS (2018) Bicycle collisions by day of week are reported in Figure 4-9. The same number of bicycle collisions occurred on Wednesday, Saturday and Sunday (33 collisions) closely followed by Thursday (29 collisions) and then by Tuesday (24 collisions). 34 51 40 41 14 5 1 4 0 10 20 30 40 50 60 7am-10am 10am-1pm 1pm-4pm 4pm-7pm 7pm-10pm 10pm-1am 1am-4am 4am-7amNumber of Collisions Time of Day Bicycle Collisions Exhibit 2 Page 54 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 4-9 Bicycle Collisions by Day of Week (January 2013 – December 2017) Source: SWITRS (2018) Figure 4-10 reports bicycle-involved collisions by month. The greatest number of bicycle collisions were reported as occurring in August with July and May also experiencing relatively higher numbers of collisions. January was the month with the lowest number of bicycle collisions. Figure 4-10 Bicycle Collisions by Month (January 2013 – December 2017) Source: SWITRS (2018) Bicycle Collisions are shown by age group below in Figure 4-11. Figure 4-11 Bicycle Collisions by Age Group (January 2013 – December 2017) Source: SWITRS (2018) As shown in the figure, bicycle collisions are most prevalent in the 50-64 age group, with the 35-49 age group experiencing a high number of collisions as well. 18 24 33 29 20 33 33 0 5 10 15 20 25 30 35 Monday Tuesday Wednesday Thursday Friday Saturday SundayNumber of CollisionsDays of the Week Bike Collisions 6 10 15 13 20 18 21 32 13 13 18 11 0 5 10 15 20 25 30 35 Number of CollisionsMonths Bicycle Collisisons 20 45 59 66 17 6 0 10 20 30 40 50 60 70 0-17 18-34 35 - 49 50 - 64 65+unknownNumber of Collisions Age Groups Exhibit 2 Page 55 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 4.3 Collision Severity Bicycle collisions are summarized by severity in Table 4-8. As shown, a majority of collisions resulted in “Other Visible Injury,” at 61.6 percent of all collisions, followed by “Complaint of Pain,” at 25.3 percent of all collisions. Three bicycle collisions were fatal, or 1.6 percent of all collisions. Table 4-8 Bicycle Collision Severity (January 2013 – December 2017) Collision Severity Collisions Percent of Total Other Visible Injury 117 61.6% Complaint of Pain 48 25.3% Severe Injury 13 6.8% Property Damage Only 9 4.7% Fatality 3 1.6 Total 190 100.0% Source: SWITRS (2018) 4.4 Gap Analysis Two types of gap analyses were undertaken and are presented in this chapter. Bicycle Level of Service and Bicycle Level of Traffic Stress were both analyzed. This chapter concludes with a summary of cycling needs in the City of Carlsbad. Areas of need are reflective of those with relatively greater demand and greater deficiency, drawing from the infrastructure review and US Census information in the previous chapter. Bicycle Level of Service (BLOS) The City of Carlsbad collected a series of datasets in the Fall of 2017 to develop a comprehensive metric for evaluating Levels of Service for people biking consistent with the criteria established in the 2015 Mobility Element. Known as Bicycle Level of Service, the effort establishes scores for biking on both sides of every street in the City of Carlsbad. Scores are determined based on a composite score using the following criteria: • Bike Lane Width • Outside Lane Width • Bike Lane Buffer Width • Parking Lane Width • Percent of Parking Occupied • Average Daily Traffic • Estimated Percentage of Trucks • Pavement Condition For the purpose of the Citywide SMP, a street score was developed using the average of both directional scores (east+west scores or north+south scores) and is shown in Figure 4-12 and Figure 4-13 below. The Citywide BLOS scores can be seen in Figure 4-11. Figure 4-12 shows a subarea surrounding the Carlsbad Village Station as an example of how the material will be used in the development of the Sustainable Mobility Plan. Figure 4-12 Bicycle Level of Service Exhibit 2 Page 56 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 4-13 Bicycle Level of Service surrounding Carlsbad Village Station Bicycle Level of Traffic Stress (LTS) The bicycle environment was assessed using the bicycle Level of Traffic Stress (LTS) methodology for characterizing cycling environments, as developed by Mekuria, et al. (2012) of the Mineta Transportation Institute and reported in Low-Stress Bicycling and Network Connectivity. LTS classifies the street network into categories according to the level of stress it causes cyclists, taking into consideration a cyclist’s physical separation from vehicular traffic, vehicular traffic speeds along the roadway segment, number of travel lanes, and factors related to intersection approaches with dedicated right-turn lanes and unsignalized crossings. Table 4-9 identifies the four LTS categories and provides a description of the traffic stress experienced by the cyclist and the environmental characteristics consistent with the category. LTS scores range from 1 (lowest stress) to 4 (highest stress) and correspond to roadways that different populations may find suitable for riding on, considering their stress tolerance. Each LTS classification is associated with a cyclist traffic tolerance category as identified by Portland Bicycle Coordinator Roger Geller and documented in a Portland Bureau of Transportation memo titled Four Types of Cyclists. Exhibit 2 Page 57 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Table 4-9 Level of Traffic Stress Classifications and Descriptions Level of Stress Category Level of Stress Description Collisions Cyclist Comfort Level LTS 1 Presenting little traffic stress and demanding little attention from cyclists; suitable for almost all cyclists, including children trained to safely cross intersections.  Facility that is physically separated from traffic or an exclusive cycling zone next to a slow traffic stream with no more than one lane per direction  A shared roadway where cyclists only interact with the occasional motor vehicle with a low speed differential  Ample space for cyclist when alongside a parking lane  Intersections are easy to approach and cross Interested but Concerned – Vulnerable Populations LTS 2 Presenting little traffic stress but demanding more attention that might be expected from children.  Facility that is physically separated from traffic or an exclusive cycling zone next to a well-confined traffic stream with adequate clearance from parking lanes  A shared roadway where cyclists only interact with the occasional motor vehicle (as opposed to a stream of traffic) with a low speed differential  Unambiguous priority to the cyclist where cars must cross bike lanes (e.g. at dedicated right-turn lanes); design speed for right-turn lanes comparable to bicycling speeds  Crossings not difficult for most adults Interested but Concerned – Mainstream Adult Populations LTS 3 Presenting enough traffic stress to deter the Interested but Concerned demographic  An exclusive cycling zone (lane) next to moderate-speed vehicular traffic  A shared roadway that is not multilane and has moderately low automobile travel speeds  Crossings may be longer or across higher- speed roadways than allowed by LTS 2, but are still considered acceptably safe to most adult pedestrians Enthused & Confident LTS 4 Presenting enough traffic stress to deter all but the Strong & Fearless demographic  An exclusive cycling zone (lane) next to high- speed and multilane vehicular traffic  A shared roadway with multiple lanes per direction with high traffic speeds  Cyclist must maneuver through dedicated right-turn lanes containing no dedicated bicycling space and designed for turning speeds faster than bicycling speeds Strong & Fearless Source: Mekuria, et al., 2012; Chen Ryan Associates, 2018 Figure 4-14 visually depicts the Four Types of Cyclists. The first category, the “Non-Cyclists” are people who, for a variety of reasons, would never get on a bicycle for any reasons; about 32% of the population identifies with this category. The second category, the “Interested But Concerned,” as are people who would like to ride their bike, but are cautious; this category of cyclist prefers facilities that have little traffic stress. Approximately 60% of the population falls into this category. As the largest category, this is the category which is taken into consideration when recommending and designing facilities. The third category is referred to as either “Enthused and Confident” or “Causal and Somewhat Confident” category. Approximately 7% of the population falls into this category. The final category is referred to as the “Strong & Fearless” or the “Experienced & Confident”; these are the cyclists who are willing to ride their bicycles regardless of the facilities. Approximately 1% of the population falls into this category. Figure 4-14 Four Types of Cyclists Exhibit 2 Page 58 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report As noted in Table 4-9, each category of cyclists is comfortable with a certain level of traffic stress. Figure 4-15 below displays the bicycle Level of Traffic Stress results for all roadways and paths where cyclists are permitted. As shown, roadways in the City of Carlsbad predominantly exhibit characteristics of LTS 1/ 2 or 4 environments. Roadways with an LTS 1 or 2 environment are generally residential streets and collectors. These types of roadways are generally characterized as having one lane in each direction while providing adequate width for cyclists and vehicles, with a low posted speed. A number of roadways in the city offer an LTS 3 environment. In these cases, speed limits, vehicular volumes, and roadway widths were sufficient to garner an LTS score which has room for improvement relative to most roadway conditions in the City, but would still not be deemed comfortable enough for an average cyclist. Figure 4-16 shows the percent of census block groups which are accessible by a low stress connection. As can be seen, there are large portions of the city which are not accessible by low stress connections. Additionally, there a number of destinations which are not accessible via a low stress connection. Figure 4-15 Level of Traffic Stress Exhibit 2 Page 59 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 4-16 Low Stress Bicycle Connectivity by Census Block Group Exhibit 2 Page 60 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 5.0 People in Transit 5.1 Network Summary 5.1.1 Existing Transit Routes & Ridership Transit service in the City of Carlsbad is provided by North County Transit District (NCTD), consisting of COASTER commuter rail, BREEZE fixed route bus service, and LIFT demand response service. SPRINTER light rail service is also offered, but has no service within the City of Carlsbad. As shown in Figure 5-1, NCTD operates seven bus routes in the City of Carlsbad. Headways defines the amount of time between buses; a 30-minute headway indicates that the bus arrives every 30-minutes. Figure 5-2 shows the bus stop amenities by color coding. As can be seen, there are a number of stops which offer different level of amenities ranging from a bus shelter with lighting to stops which neither have lighting, a shelter or a bench. The bus stops and amenities are itemized below in Table 5-1. Table 5-1 NCTD Bus Stops and Amenities in the City of Carlsbad Stop Amenity Quantity of Stops Stops with Shelters and lighting 15 Stops with benches and lights 65 Stops with benches but no lights 47 Stops with lighting only 103 Stops without benches 112 Total Stops 342 Source: Chen Ryan Associates (2018) Figure 5-3 shows average daily NCTD ridership rates within the City of Carlsbad. As can be seen, there is a greater amount of ridership in the northern portion of the city. There is also a higher ridership rate surrounding the Coaster Station and on College Boulevard close to El Camino Real and again on El Camino Real. The areas that show higher transit ridership rates on College Boulevard and El Camino Real also correspond to the areas of higher employment density in Figure 5-4. Figure 5-4 shows employment density by census block group. This map clearly depicts that the main employment areas are located in the geographic middle of the City of Carlsbad, with smaller areas of employment in Carlsbad Village, and the area surrounding Marron Road. Figure 5-5 shows the NCTD Breeze’s annual activity, in other words the hours of operation by routes, in relation to City of Carlsbad’s employment centers. The layering of the employment density and the annual operation of NCTD’s Breeze brings to light a discrepancy between the main areas of employment, which are located in the geographic center of the city, stretching from west to east, and the most frequently operated transit service which spans north to south. Figure 5-1 NCTD Fixed Routes Service in the City of Carlsbad Exhibit 2 Page 61 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 5-2 NCTD Bus Stop Amenities Figure 5-3 Average Daily Ridership Exhibit 2 Page 62 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 5-4 Employment Density by Census Block Group Figure 5-5 NCTD Breeze Annual Activity and City of Carlsbad Employment Centers Exhibit 2 Page 63 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 5.1.2 Paratransit NCTD’s paratransit operates under the name of LIFT. LIFT provides origin-to-destination service for people with disabilities. However, LIFT service is only provided within a defined service area. The service area is defined in NCTD’s LIFT Paratransit Rider’s Guide (July 1, 2017). The service area in which LIFT operates is within ¾ mile of a fixed bus route or SPRINTER rail station. SPRINTER is the light rail operated by NCTD which runs between Oceanside and Escondido. Figure 5-6 shows lift activity for the month of June 2018 as a representative sample. Figure 5-6 NCTD LIFT Monthly Activity, June 2018 Exhibit 2 Page 64 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 5.2 Gap Analysis 5.2.1 Transit Access Needs Model Figure 5-7 shows a composite of population and employment density overlaid with where regular transit service (headways of every 30 minutes) is provided in the city. Population and employment density are displayed in red shades and blue shades, respectively. Purple shades identify locations with a mixture of population and employment. As shown, there are two north-south corridors which traverse the entire extents of the City with regular transit service: Carlsbad Boulevard – served by Route 101 and El Camino Real – served by Route 309. Grand Avenue in Carlsbad Village and Monroe Street in a portion of Old Carlsbad also have regular transit frequency provided by Routes 315 and 325, which are two routes of 60-minute headways alternating every 30 minutes with predominantly the same alignment, with a brief deviation in Old Carlsbad to provide coverage to different parts of that neighborhood. Routes 309 and 315/325 converge at the Plaza Camino Real (Shoppes at Carlsbad) Transit Center. Most of Carlsbad Village is within a half-mile walking distance of regular transit service, as this is where Routes 101 and 315/325 converge near Carlsbad Village Station. Population and employment density are largely segregated within the city, with the exception of Carlsbad Village, where some blending of population and employment occur as a result of the greater diversity of land uses. Employment-based land uses such as office and light industrial parks are dominant in the central belt of the city, clustered along Palomar Airport Road, El Camino Real and Faraday Avenue. Paradoxically, while Palomar Airport Road corridor traverses the densest employment areas within the city, transit service and access to transit is difficult to provide effectively due very few of the land uses along this corridor providing frontages or access points along Palomar Airport Road. Providing better transit access for the land uses along Palomar Airport Road will require deviations, such as those in the alignment of Route 445 at Loker Avenue, which increase the travel time of the transit vehicle. As noted, a strength of the system is that most of Carlsbad Village is within a half-mile walk of regular transit service. A weakness of the system is that while the bulk of the employment is clustered along Palomar Airport Road, El Camino Real and Faraday Avenue, however there is limited transit service and transit access on these corridors. Figure 5-7 Transit Access Needs Model Exhibit 2 Page 65 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report 6.0 People in School To lay the ground work for future Safe Routes to School (SRTS) efforts within the city, field data were collected within the immediate vicinity of twenty schools in the Carlsbad Unified School District. The twenty schools were selected based upon a combination of factors, which included ensuring that data collection efforts covered an even geographic distribution throughout the City, reached a combination of primary, middle, and high schools to serve student populations of all ages, as well as City staff input. Schools were visited on a standard weekday during the drop-off and pick-up periods before and after school hours. Data were recorded in an ArcGIS-compatible field application. The data collected by these field visits encompassed several aspects of the roadway environment: • The presence or lack of safety-related roadway features (including speed limits, congestion, roadway maintenance needs, or the presence of bike lanes) • Crossing-related issues (such as a lack of time to cross the street safely, drivers not yielding to pedestrians, faded crosswalk paint, or missing curb ramps) • Sidewalk issues (including missing, narrow, and uneven pavement, or sidewalks that are unlit at night), and • Unsafe behavioral issues on the part of pedestrians, cyclists, and motorists. Additionally, the data collection process served as a means of verifying school features such as bus loading areas, drop-off locations, school driveway locations, bike racks, and the presence of crossing guards, safety patrol or temporary traffic control. Additionally, the process served as field verification of sidewalk coverage for a half-mile around each school (also known as a walkshed), as well as along adjacent streets designated as “School Streets” by the City of Carlsbad. 6.1 School Profiles Each of twenty schools which had a site visit has a school profile. The school profiles reflect the field observations and include information regarding the roadway classifications and the collision history in the area. The schools are presented in alphabetical order as Figure 6-1 through Figure 6-20. Figure 6-1 Aviara Oaks Elementary School Profile Exhibit 2 Page 66 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-2 Aviara Oaks Middle School Profile Figure 6-3 Buena Vista Elementary School Profile Exhibit 2 Page 67 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-4 Calavera Hills Elementary School Profile Figure 6-5 Calavera Hills Middle School Profile Exhibit 2 Page 68 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-6 Carlsbad High School Profile Figure 6-7 Carrillo Elementary School Profile Exhibit 2 Page 69 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-8 El Camino Creek Elementary School Profile Figure 6-9 Hope Elementary School Profile Exhibit 2 Page 70 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-10 Jefferson Elementary School Profile Figure 6-11 Kelly Elementary School Profile Exhibit 2 Page 71 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-12 La Costa Canyon High School Profile Figure 6-13 La Costa Heights School Profile Exhibit 2 Page 72 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-14 La Costa Meadows School Profile Figure 6-15 Magnolia Elementary School Profile Exhibit 2 Page 73 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-16 Mission Estancia Elementary School Profile Figure 6-17 Olivenhain Pioneer School Profile Exhibit 2 Page 74 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-18 Pacific Rim Elementary School Profile Figure 6-19 Poinsettia Elementary School Profile Exhibit 2 Page 75 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report Figure 6-20 Valley Middle School Profile 7.0 Key Findings and Next Steps This section summarizes the existing conditions presented in this report and identifies opportunities and constraints related to people on foot, people on bicycles and people in transit, as well as people in school in the City of Carlsbad, and lays the groundwork for the development of the Sustainable Mobility Plan in early 2019. 7.1 People on Foot Most of the streets in the City of Carlsbad that are programmed for sidewalks have sidewalks present. The overriding issue for people walking is the curvilinear nature of the street network, which limits direct connectivity to adjoining land uses. In addition, the streets that connect land uses are typically high-speed, high-volume vehicular arterials, with long block lengths and generally disconnected walking environments, despite the presence of cosmetic amenities such as planting strips, and adequate sidewalks. This auto-oriented street network and land use mix limits the attractiveness of walking for transportation in all but a few selected locations in the City. Retrofitting arterials to facilitate crossings for students, the elderly, and other vulnerable users will require careful consideration of the Mobility Element’s guiding principles and may necessitate revisions to corridors not currently designated “School Streets,” among others, to evaluate the feasibility of midblock crossings and other treatments designed to mitigate the connectivity challenges presented by long, vehicular arterials. In addition, intersections citywide may be upgraded when feasible to improve visibility and conflicts with turning vehicles and other high-frequency collision actions. 7.2 People on Bicycles As with the conditions present for people on foot, people on bicycles suffer from a lack of practical connections between areas of the City, as while the City maintains an extensive network of bicycle facilities, these facilities are often present alongside high-speed and high-volume vehicular arterials, and lack physical protections for people bicycling, which discourages all but the most confident users of the network. An exception to this can be found in Carlsbad Village, which features a number of low-speed and connected streets, and a completed section of the Coastal Rail Trail, all of which are appealing places to ride and represent excellent opportunities to shift travel behaviors away from vehicle trips for people who choose to bike when conditions are comfortable and perceived as safe by the user. 7.3 People in Transit A significant constraint for people in transit is the lack of connection between the employment centers located along College Boulevard, Faraday Avenue, El Camino Real and Palomar Airport Road and the COASTER Stations. Lack of travel times competitive with private automobiles, lack of transfer locations, and lack of amenities at fixed route stops present significant barriers to attracting “choice” riders to the network and the resultant improvements in vehicle miles travelled metrics, greenhouse gas emission reductions, and other benefits. Recent City initiatives will provide a policy framework for the development of Transportation Demand Management strategies to assist in the efforts of the public and private sectors to better connect jobsites and other key Exhibit 2 Page 76 Carlsbad Sustainable Mobility Plan Final Existing Conditions Report destinations, and should be developed alongside improvements to other modes to encourage seamless connections for transit riders throughout the City of Carlsbad. 7.4 People in School Students represent one of the greatest areas of opportunity for the City to recognize its goal of reducing private automobile trips. Vehicular trips to and from school create significant congestion and create a feedback loop where parents drive their children to school because walking and biking is perceived as too dangerous. Infrastructure improvements can help mitigate these safety concerns, and can be supplemented by non- infrastructure investments in education, encouragement, and enforcement activities. Exhibit 2 B SMP COMPLETE STREET DESIGN GUIDELINES Appendix B Exhibit 2 CARLSBAD SUSTAINABLE MOBILITY PLAN COMPLETE STREETS DESIGN GUIDELINES - DRAFT FEBRUARY 2020 Exhibit 2 TABLE OF CONTENTS INTRODUCTION .....................................................................1 2 1 9 1 3 6 2 4 6 9 12 10 16 1 4 6 2 5 10 14 10 STREET CROSS SECTIONS ...................................................... BACKGROUND ................................................................................................ PURPOSE AND NEED ......................................................................................................... OBJECTIVES ........................................................................................................................ INTENDED AUDIENCE ....................................................................................................... SUPPORTING DOCUMENTS .............................................................................................. HOW PROJECTS HAPPEN IN CARLSBAD .......................................................... PROJECT DECISIONS ......................................................................................................... PHASE 1: PROJECT IDENTIFICATION ............................................................................... PHASE 2: PRELIMINARY DESIGN ....................................................................................... PHASE 3: REVIEW AND COORDINATION ......................................................................... PHASE 4: PERFORMANCE MONITORING ........................................................................ FRAMEWORK ................................................................................................... FUNCTION, CONTEXT, AND MODAL EMPHASIS .............................................. FUNCTION ........................................................................................................................... CONTEXT ............................................................................................................................. MODAL EMPHASIS ............................................................................................................. STREET TYPOLOGIES ....................................................................................... CROSS SECTIONS ........................................................................................... DRAFT Exhibit 2 3 4 5 21 26 38 22 28 40 32 44 24 30 42 34 46 48 50 52 54 WALK ZONE .......................................................................... AMENITY ZONE ..................................................................... ACCESS ZONE ....................................................................... SIDEWALKS .......................................................................................................................... SIDEWALK DINING ............................................................................................................. BUS PASSENGER WAITING AREA ..................................................................................... BUS SHARE STATIONS ....................................................................................................... MICRO-MOBILITY DROP ZONES ....................................................................................... LANDSCAPING .................................................................................................................... BUS LOADING ZONE .......................................................................................................... BUS BULBS ........................................................................................................................... ON-STREET PARKING ......................................................................................................... DRIVEWAYS ......................................................................................................................... LOADING ZONES ................................................................................................................ SHARED USE MOBILITY ZONES ......................................................................................... BIKE CORRALS ..................................................................................................................... PARKLETS ............................................................................................................................. DRAFT Exhibit 2 7 82 84 85 84 CARTWAY .............................................................................. SPEED MANAGEMENT PRINCIPLES ................................................................. SPEED, EXPOSURE, AND PREDICTABILITY ...................................................................... SPEED LIMITS, DESIGN SPEED AND OPENING SPEED .................................................. BICYCLE FACILITIES ...............................................................6 56 58 62 70 58 66 75 68 81 58 64 71 60 FACILITY SELECTION GUIDANCE ..................................................................... EXAMPLE OF EACH BIKEWAY TYPE .................................................................................. CLASS I BIKEWAYS .............................................................................................................. SIDEPATH ............................................................................................................................. CLASS II BIKEWAYS ............................................................................................................. CLASS III BIKEWAYS ............................................................................................................ CLASS IV BIKEWAYS ............................................................................................................ BIKE BOULEVARDS ............................................................................................................. SELECTING THE APPROPRIATE BIKEWAY TYPES .............................................. DESIGN CONSIDERATIONS FOR BIKEWAY SEGMENTS .................................... DESIGN CONSIDERATIONS FOR INTERSECTIONS ........................................... MIDBLOCK TRAIL CROSSINGS ......................................................................... DRAFT Exhibit 2 92 88 98 96 90 94 88 100 98 105 109 108 104 102 105 NEIGHBORHOOD STREET SPEED MANAGEMENT ............................................ CHICANE .............................................................................................................................. CHOKER OR NECK-DOWN ................................................................................................ SPEED HUMPS ..................................................................................................................... TRAFFIC CIRCLES ................................................................................................................ DIVERTERS ........................................................................................................................... ARTERIAL STREET SPEED MANAGEMENT ........................................................ ROAD DIETS ........................................................................................................................ SIGNAL MODIFICATIONS ................................................................................................ MEDIANS ........................................................................................................................... SPEED MANAGEMENT TOOLS ....................................................................... TRANSIT OPERATIONS ................................................................................... BUS PRIORITY TREATMENTS ........................................................................................... TEMORARY TRAFFIC CONTROL ..................................................................... MAINTENANCE .............................................................................................. 112 112DESIGN CONTROLS ....................................................................................... DESIGN VEHICLE .............................................................................................................. INTERSECTIONS AND CROSSINGS .......................................8 110 DRAFT Exhibit 2 115 118 126 132 118 113 120 128 134 115 122 128 136 138 124 130 CORNER DESIGN ........................................................................................... INTERSECTION DESIGN ................................................................................. COMPACT INTERSECTIONS ........................................................................................... INTERSECTION CONTROLS ............................................................................ SELECTION OF INTERSECTION CONTROL ................................................................... PEDESTRIAN RECALL SIGNALS ....................................................................................... LEADING PEDESTRIAN INTERVAL .................................................................................. RECTANGULAR RAPID FLASHING BEACON ................................................................. PEDESTRIAN HYBRID BEACON (PHB) ............................................................................ PEDESTRIAN SCRAMBLE ................................................................................................. PEDESTRIAN CROSSINGS ............................................................................... CROSSING LOCATIONS ................................................................................................... MARKED SIDEWALK .......................................................................................................... MEDIAN REFUGE ISLAND ................................................................................................ CURB EXTENSIONS .......................................................................................................... ADA COMPLIANCE ........................................................................................................... 8 141CASE STUDIES ...................................................................... DRAFT Exhibit 2 DRAFT Exhibit 2 INTRODUCTION1 0 DRAFT Exhibit 2 CARLSBAD SUSTAINABLE MOBILITY PLAN 1 INTRODUCTION BACKGROUND PURPOSE AND NEED The purpose of this guide is to provide a set of best practices that can be incorporated by the City of Carlsbad to create safer, more vibrant streets that serve all users going forward. These guidelines were developed using best practices in street design from Carlsbad, San Diego County, the state of California, and around the world. As such, they are intended to evolve and adapt to incorporate new treatments and techniques as they are developed and proven successful. These standards are meant only to guide future street design work in Carlsbad. While there may be streets that exist in Carlsbad today that are not consistent with these standards, it is intended that those conditions be addressed over time as street reconstruction or resurfacing projects are proposed. 1 DRAFT Exhibit 2 2 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES OBJECTIVES This design guide supports the objectives of the Sustainable Mobility Plan to help improve transportation-related safety, reduce emissions, and increase travel choices within the City of Carlsbad. Key to this vision is the principle of “8 to 80 cities” meaning that the transportation network should be designed for users of all ages and abilities. The concept suggests that if a city is designed for the use and needs of an 8 year old and an 80 year old then it should be safe and comfortable for the use of everyone. Objectives of this design guide are as follows: • Delineate high-quality design principles and practices for multimodal street design • Emphasize network connectivity as an underpinning of multimodal design • Provide a performance measurement and evaluation framework to assess design decisions • Update Engineering Standards for consistency with Mobility Element • Improve intersection design to enhance safety for all users and provide opportunities for pedestrian improvements INTENDED AUDIENCE While primarily a tool for City staff use, these guidelines are a public document that will be a policy and design resource for a variety of stakeholders engaged in the design and decision-making for transportation projects. City departments, design professionals, private developers, and consultants should all use these guidelines as a reference in their work. The guidelines will also be relevant to other transportation agencies operating in and around Carlsbad. State highways maintained by the California Department of Transportation (Caltrans) may intersect with streets designs found in these guidelines. Caltrans may also use these guidelines to inform their own street design decisions within the City of Carlsbad. Finally, the guidelines will also be useful to the North County Transit District (NCTD) which operates transit services on Carlsbad streets. NCTD can use the guidelines to work with the City to ensure bus shelters, transit amenities located along the street, and transit routes work together to achieve a seamless transportation network for city residents. DRAFT Exhibit 2 3 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES SUPPORTING DOCUMENTS The development of these guidelines builds on national research, engineering standards, and best practices. Baseline precedents for these guidelines are set by the California Manual for Uniform Traffic Control Devices (CAMUTCD) and national standards such as the Geometric Design of Highways and Streets published by the American Association of State Highway and Transportation Officials (AASHTO) and the FHWA. The National Association of City Transportation Official’s (NACTO) Urban Street Design Guide and Urban Bikeways Design Guide provides a secondary source on complete streets best practices. Caltrans endorsed the NACTO design guides in 2014 and to the maximum extent possible; the principles and approach of these documents has been reflected. The guidelines refer to local policies and documents throughout, such as: • The Carlsbad General Plan Mobility Element • Carlsbad Engineering Standards • Carlsbad Residential Traffic Management Program • California Manual for Uniform Traffic Control Devices (CAMUTCD) • AASHTO Geometric Design of Highways and Streets, better known as the “Green Book” • AASHTO Guide for the Development of Bicycle Facilities • FHWA Manual on Uniform Traffic Control Devices, or MUTCD • ITE Traffic Engineering Handbook • ITE Implementing Context Sensitive Design on Multimodal Thoroughfares • NACTO Urban Street Guide • NACTO Urban Bikeway Guide • NACTO Transit Street Design Guide DRAFT Exhibit 2 4 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES HOW PROJECTS HAPPEN IN CARLSBAD PROJECT DECISIONS Designing streets often entails making tradeoffs about the use of limited rights of way. This document is meant to establish guidance for such street design decisions in Carlsbad using the best information available. As such, the hierarchy of information to be used is as follows: 1 2 3 4 5 Legal Compliance (State) Local Data and Research National Data and Research Anecdotal Observations Engineering Standards (how things have been conducted historically) DRAFT Exhibit 2 5 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES PROJECT IDENTIFICATION Street design projects typically initiate from one of four project types: maintenance and operations projects, capital improvement projects, private development projects, and partner agency projects (i.e. Caltrans). Each of these project types has a different set of needs and opportunities that informs physical changes in the street design. Key steps of this phase include: • Define the project, including boundaries • Establish performance metrics related to specific desired outcomes and define methods for measurement • Generate ideas and basic design features • Identify any overlapping projects that could be coordinated • Determine if supplementary funding can be obtained for additional improvements, beyond original scope of project • Propose a design and construction timeline • Estimate the project costs MAINTENANCE AND OPERATIONS These projects arise from routine maintenance needs, safety interventions and/ or operational changes. Projects of this type may include street resurfacing, pavement markings/re-striping, landscaping, street tree plantings, signage/signalization changes, street furnishings, sidewalk repairs, and curb repairs. CAPITAL IMPROVEMENT Capital projects typically provide the most profound change in street environment and function, but are also less frequent. Capital designs often require an intensive public engagement process and broad coordination across departments. Given the typically higher cost and greater complexity of these projects, capital projects may take several months to years to be fully planned, designed, and implemented. Whenever possible, capital projects should be phased to coincide with maintenance needs. Projects of this type may include full street reconstruction, major utility improvements, comprehensive streetscaping, and lane and/ or curb reconfigurations. PHASE 1 PRIVATE DEVELOPMENT When private development projects impact the street or sidewalk during construction, they must rebuild the street and affected portions or elements within it to the same standards and expectations as for public projects. These provide an opportunity to ensure that improvements are made in alignment with community goals. While improvements may occur in only segments of a block, they contribute to the incremental transformation of a street. Projects of this type may include repair or reconstruction of the sidewalk and amenity zones, changes to curbs or curb-cuts, utility infrastructure, landscaping, lighting, street furnishings, repair or reconstruction of the roadway, sidewalk, and parking and/or lane closures for construction. PARTNER AGENCY While these design guidelines represent the desires of the City, some streets such as State Routes are under the jurisdiction and control of a partner agency (i.e. Caltrans). While the agency’s standards may be the controlling guidance, these guidelines should serve as a starting point for negotiation of expectations and variances from partner standards. DRAFT Exhibit 2 PRELIMINARY DESIGN This design guide recognizes that all street user needs must be met by the system, but individual streets may emphasize certain uses over others as a necessary design balance. Examples of potential trade-offs include: choices between wider sidewalks or a wider roadway; providing bicycle facilities or providing on-street parking; vehicle volumes or transit service reliability. Key elements of this phase are as follows: • Examine the Carlsbad Mobility Element roadway classification to understand the context for each street. • Understand the context of the street and its role in the overall transportation system. • Collect and analyze any relevant data. • Establish a transparent community engagement/decision-making process. • Determine the preferred elements for the site. • Identify any conflicts between those elements and the street dimensions. • Explore modifications of the design alternatives to meet the greatest number of needs. • Select a preferred alternative, taking community input into consideration. REVIEW & COORDINATION Project designs will be reviewed to ensure they are both compliant with all city standards and advancing the objectives of this guide. • Maintenance and operations projects will be reviewed by maintenance and operations staff to identify any opportunities to further align the street with the goals of this guide. • Capital improvement projects will be reviewed by the designated street design staff, who will consult with maintenance staff for coordination purposes. • Private development projects will be responsible for meeting the street design standards as part of the site review process; planning staff will coordinate with designated street design staff as necessary. • Partner agency projects will be recommended to follow the standards set out by this guide and coordinate with City staff as appropriate. PERFORMANCE MONITORING Both before and after a project is constructed, data should be collected for the purpose of performance monitoring. Monitoring and measurement are important components of street design that are often neglected due to limited resources. This data is invaluable for verifying that street designs function as intended, and also for informing future design and planning decisions. It will be critical to establish a system for collecting, managing, and analyzing this data. This should be done for any project that requires a public input process. Performance metrics and methods for measurement should be identified during the initial project definition process. Those methods may be quantitative (e.g. number of cyclists, number of crashes, etc.) or qualitative (e.g. online preference surveys, intercept surveys, etc.). Data should be recorded for an appropriate period of time both prior to and after implementation. PHASE 2 PHASE 3 PHASE 4 6 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINESDRAFTExhibit 2 7 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DRAFT Exhibit 2 8 STREET CROSS SECTIONS2 DRAFT Exhibit 2 CARLSBAD SUSTAINABLE MOBILITY PLAN 9 STREET CROSS SECTIONS FRAMEWORK These guidelines introduce an approach to street design that seeks to ensure streets match their intended purpose within the context of the community. A holistic approach to street design takes into account the differing conditions and contexts of each street. Streets with different surrounding land uses, constraints, and significance for modes of transportation each require design considerations and treatments unique to those circumstances. These guidelines build upon the street classification system set up in the General Plan. The system, as outlined here, will consider the transportation functional emphasis, land-use characteristics, development density, and surrounding context of each street. The resulting street types are intended to inform planning decisions when altering existing streets and sidewalks and when reviewing new streets and sidewalks as part of development projects. 2 DRAFT Exhibit 2 10 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES FUNCTION, CONTEXT, AND MODAL EMPHASIS FUNCTION The mobility function is the key characteristic that defines the design of the traveled way, or the area between the two curbs, for mobility and access. Some communities use the FHWA Functional Classifications (arterial, collector, local) and some use names that they feel better reflect those streets’ role in the network. The mobility function might consider elements such as the expected mix of modes, the volume of people movement, the general lengths of trips handled by the corridor, access control requirements, etc. The Street System proposed in the City’s currently adopted General Plan Mobility Element provides the functional classifications for roadways in Carlsbad. CONTEXT Conventional street design practice has long favored only the wishes of automobile drivers when making street design decisions. This strategy has encouraged designing streets for speeding, and has created environments that are unpleasant for and often unsafe for other users. Changing this strategy to design streets based on a target speed keyed to the needs of all users can help to reduce speeding, and provide a safer environment for people to not only drive, but to park, bike, and walk as well. Well-designed streets should match the context of the areas that they serve. Physical characteristics such as the placement and height of buildings, the ground-floor uses within those buildings, and landscaping should pair with streets designed to match the needs of users. Urban Village: This context represents a compact mix of uses that has a more “urban feel” than the rest of Carlsbad. Buildings are typically set at the edge of the street and contain uses that generate multimodality. Uses within the Carlsbad Village & Barrio Master Plan boundaries primarily reflect this context. Suburban: Suburban contexts serve lower density employment centers, industrial areas, or residential land uses where buildings are set back from the road and spread further apart. Suburban areas are typically dominated by motor vehicle traffic. Uses outside the Carlsbad Village & Barrio Master Plan boundaries primarily reflect this context. DRAFT Exhibit 2 11 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DRAFT Exhibit 2 PEDESTRIANS EMERGING 12 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES MODAL EMPHASIS Modal needs of specific users are highlighted below: Users who travel on foot or with assist devices, such as wheelchairs, are the most vulnerable users of the street. At the most basic level this group is supported with a clear path of travel on sidewalks, safe and frequent opportunities to cross streets, and buffering between conflicting modes. BICYCLISTS Bicyclists are exposed and vulnerable users of the street who need to be accommodated with safe and comfortable facilities. Bicyclists have very levels of skill and comfort. The type of bicycle facilities that feel safe and comfortable vary based on a combination of motorist speed, traffic volume, roadway width, presence of parking, and other design elements. Bus stops are pedestrian generators that require safe crossings, lighting, and stop amenities. AUTOMOBILES Motorists require travel lanes sufficiently wide enough to facilitate through movement. Automobiles benefit from lighting along the street and turning radii that allows larger vehicles to complete turns at low speeds without mounting the curb. A range of new users have emerged in recent years, including operators of bikeshare bikes, electric scooters, TNC vehicles (Lyft/Uber). Design needs may include reserved zones for shared mobility parking and pick-up/ drop-off areas for TNCs. In the coming years, autonomous vehicles (AVs) are anticipated to have significant impacts on street design needs. It is anticipated that automation will have a significant impact on the efficiency of parking, as well as the use of curb space for passenger loading/drop-offs. Vehicle lane widths can likely be narrowed, opening up opportunities for changes to standard designs. TRANSIT DRAFT Exhibit 2 13 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Some uses are independent of a street’s normal form and function, and require additional design consideration. A modal emphasis overlay identifies a special condition that can help to reconcile tradeoffs in corridors. Where space is limited, or where there are opportunities to repurpose extra space, the modal emphasis can indicate which elements should be prioritized. TRUCK ROUTES Designated truck routes provide access from Interstate-5 and State Route 78 to commercial areas, the Village, business park areas, McClelland-Palomar Airport, and points beyond the city limits. • Corner radium dimensions • Land widths COASTAL STREETS Coastal streets move people along the city’s ocean waterfront and connect people to the beach, recreation, businesses and residences in close proximity to the waterfront. The street serves as a destination for people who seek to drive, walk and bicycle along the ocean waterfront. • Speed management • Enhanced bike & pedestrian crossings SCHOOL STREETS School streets connect people to schools from nearby residential neighbor hoods. Emphasis should be on providing safe pedes- trian and bicycle access for students traveling to and from nearby schools. Vehicle speeds should be managed to support school uses (typically 25 MPH). • Speed management • Enhanced bike & pedestrian crossings DESIGN MODIFICATIONS DRAFT Exhibit 2 14 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES STREET TYPOLOGIES The typology of a street combines the elements of development context and transportation function to determine the best way to balance different modes of travel and preferences within limited street ROW. In the past, traditional street design processes began with automobile volume and speed as the main inputs, and designs centered on accommodating those expectations. This process inverts that approach by looking first at the building and roadway characteristics and then designing the facility for the desired automobile volume and speed. In this way, traffic volume and speed are outputs rather than inputs. The Mobility Element defines 13 separate typologies within its Liveable Streets Guide. This guide provides a more nuanced set of typologies to effectively implement recommended strategies. • Primary vehicle routes through the city for both local and regional vehicle trips. • Designed to safely move all modes of travel while efficiently moving vehicles and buses throughout the city. • Bicycle lanes shall be provided and can be further enhanced or complemented by other facilities or off-street pathways • Pedestrian facilities to be provided consistent with ADA requirements • Traffic calming devices, such as curb extensions (bulbouts) or enhanced pedestrian crossings should be considered and evaluated for implementation ARTERIAL STREETS DRAFT Exhibit 2 15 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES • Primary purpose is to move people throughout the Village/ City; providing access to businesses, residences, transit and recreation • Designed to safely move all modes of travel while enhancing mobility for pedestrians and bicyclists • Vehicle speeds should be managed to promote safe pedestrian and bicycle movement • Promote pedestrian and bicycle connectivity through short block lengths • Bicycle lanes should be provided • Pedestrians should be accommodated on sidewalks adjacent to the travel way (minimum 5’ wide sidewalk) • Mid-block pedestrian crossings and traffic calming devices should be considered, but only at locations with high pedestrian activity levels or major destinations/attractions • On-street parking may be provided • Primary purpose is to connect people to and through residential neighborhoods and local areas of the city • Designed to safely move all modes of travel while enhancing mobility for pedestrians and bicyclists • Vehicle speeds should be managed to promote safe pedestrian and bicycle movement • Pedestrians should be accommodated on a sidewalk or soft surface trail (such as de-composed granite) unless those facilities are inconsistent with the existing desirable neighborhood character • Bicycles can be accommodated with a bicycle lane or route if vehicle volumes and/or speeds necessitate; otherwise bicycles can share the street • Bicycle boulevards can be considered • Traffic calming measures should be considered when supported by the neighborhood or when warranted for safety reasons • On-street parking should be considered CONNECTOR STREETS NEIGHBORHOOD STREETS DRAFT Exhibit 2 16 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES CROSS SECTIONS The elements that make up city streets, from sidewalks to travel lanes to transit stops, all vie for space within a limited right of way. Conceptual street ‘zones’ that can make up the right of way of the street include the following: CARTWAY ZONE ACCESS ZONE The cartway, also known as vehicle zone, provides facilities for moving traffic. This includes space for motor vehicles, bicycles, and transit vehicles, which may be accommodated with dedicated or shared lanes. The cartway zone is present in every street typology. The access zone includes elements directly adjacent to the curb on the street side, such as parking spaces and parklets. This zone serves stationary uses and makes up part of the buffer zone. The access zone may not be present in every street typology. DRAFT Exhibit 2 17 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES AMENITY/CURB ZONE BUFFER ZONE The amenity/curb zone is located near the curb and provides space for amenities such as lighting, trash receptacles, seating, planters, trees, green infrastructure (e.g., bioswales), bicycle racks, bikeshare, and micromobility parking. This zone makes up part of the buffer zone, but may not be present in every street typology. The buffer zone is a floating zone that exists as a combination of the amenity/curb zone and the access zone. The buffer zone will always be present, while the access zone or amenity/curb zone may not. Buffer zones separate pedestrians from vehicular traffic and create a more pedestrian-friendly space. DRAFT Exhibit 2 18 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES CROSS SECTIONS CONT. WALK ZONE FRONTAGE ZONE The walk zone provides appropriate space for pedestrian traffic to travel without obstruction. It is a sidewalk space (or shared use path) clear of any other streetscape elements, and is present in every street typology, unless a design exception is made. The building frontage zone complements building uses by serving entryways, or providing space for sidewalk eating spaces. It is the space immediately adjacent to the building facade, and may be replaced by front yards in some street typologies. DRAFT Exhibit 2 19 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES All widths here reflect recommended dimensions. DRAFT Exhibit 2 WALK ZONE3 20 DRAFT Exhibit 2 WALK ZONE The walk zone is the area dedicated to walking. Just like any travel lane, it should provide a logical path of travel. It must be ADA-compliant and clear of all obstructions. It should be straight and continuous. Attempts to create meandering walk zones usually fail because people want to walk in the most direct route possible. It should be sized to provide sufficient space for the expected pedestrian volumes, but not overly wide as to appear barren. 3 CARLSBAD SUSTAINABLE MOBILITY PLAN 21 DRAFT Exhibit 2 22 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES A sidewalk is the paved portion of the right of way intended to provide for pedestrian through travel. Sidewalks are critical elements of property accessibility and should be designed to comfortably accommodate the pedestrian movement likely to occur in a given area. In low density residential areas this might be two strollers passing side-by-side. In the Village and Barrio area it might mean two people walking abreast with room for passing of one individual in the oncoming direction. The ideal dimension should be tailored to the density and ground floor use of the adjacent land. SIDEWALK DESIGN POLICIES • Sidewalks are required on every street except for roadways designated as Alternative Design Streets • Each street type has a minimum clear walk zone of five feet that must be free of any obstructions (street furniture, utility poles, plantings, etc.) • All street types also have a target clear walk dimension that should be a high priority in most circumstances MORE INFORMATION • NACTO: Urban Street Design Guide, 2013, pg 40 • City of San Diego: Street Design Manual, Pg. 2-3 MINIMUM PREFERRED DIMENSIONS • A minimum of five feet clear walk zone should be achieved however per PROWAG R301.3., a width of four feet is the absolute minimum to meet ADA standards • In constrained conditions, it is recommended that the width of other zones of the street be reduced before resorting to the minimum sidewalk width DRAFT Exhibit 2 23 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Sidewalk – Carlsbad SIDEWALK WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) SPEEDLIMIT25 DRAFT Exhibit 2 24 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Sidewalk dining areas allow for restaurants and cafes to extend their business service area into the public right-of-way. Sidewalk dining should be encouraged within the Urban Village context and other areas where pedestrian and commercial activity is high. However, this use should never encroach into the clear walk zone. SIDEWALK DINING DESIGN POLICIES • Sidewalk dining should be restricted to the frontage(s) of the business it serves and should not encroach on the frontage of adjacent businesses. As per Section 2.6.5, Right of Way Uses, placement of sidewalk dining should satisfy the following requirements: MORE INFORMATION • City of Carlsbad: Carlsbad Village & Barrio Master Plan, 2018, Section 2.6.5, Right of Way Uses. Approval of a Right-of-way Use Permit and other permits as determined necessary by the city engineer. A signed Encroachment Agreement with the city if determined by the city engineer. a. b. MINIMUM PREFERRED DIMENSIONS • Maintain a minimum five feet of sidewalk free from obstruction DRAFT Exhibit 2 25 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Sidewalk Dining – Preferred Placement SIDEWALK DINING WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) SPEEDLIMIT25 DRAFT Exhibit 2 AMENITY ZONE4 26 DRAFT Exhibit 2 AMENITY ZONE The Amenity Zone is located between the curb and sidewalk providing space for amenities to support multimodal activity in addition to standard street furniture and landscaping. Street furniture includes items such as parking meters, utility boxes, lamp posts, signs, bike racks, news racks, benches, and waste receptacles. This zone is often landscaped in residential neighborhoods and provides some level of separation between sidewalk and moving traffic. 4 CARLSBAD SUSTAINABLE MOBILITY PLAN 27 DRAFT Exhibit 2 28 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Passenger waiting areas within the amenity zone provide space for enhancements at bus stops including seating, shelters, signage, wayfinding, lighting and waste bins. BUS PASSENGER WAITING AREA DESIGN POLICIES • Bus stops should include a shelter whenever possible and should be designed so that the shelter and surrounding area are located in the amenity area separate from the clear walk zone. • Additional space can be allocated to accommodate a shelter using bus bulbs on streets with parallel parking or other elements in the access zone. • Shelters should be at least 10 feet from driveways. • All bus zones have a bus sign post, regardless of the amenities being provided at a particular stop. • A safe street crossing (see diagram on page 133) should be located no more than 400 feet from any bus stop. MORE INFORMATION • MTS: Designing for Transit, 2018 • NACTO: Transit Street Design Guide • NCTD Bus Stop Development Handbook MINIMUM PREFERRED DIMENSIONS Preferred dimensions for amenity zone placement are approximately seven feet wide by 27 feet long to accommodate at five foot by 12 foot shelter and two foot curb clearance from the roof of the shelter. At heavily used stops, additional space may be required to provide a waiting area for passengers beyond the shelter area that does not interfere with the clear walk zone. A minimum unobstructed boarding area of five feet must be maintained parallel to the curb. DRAFT Exhibit 2 29 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES BUS PASSENGER WAITING AREA Bus Passenger Waiting Area – Preferred Design TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 30 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Conventional stormwater management infrastructure is designed to convey the largest volume of water from a site as quickly as possible, collecting surface runoff in subsurface structures. Sustainable stormwater management, by contrast, views rainwater as an amenity, using it to improve urban ecology, microclimates, air quality, and the aesthetic quality of the public realm. Green street design utilizes landscaping, engineering, and urban design tools to mimic natural watershed capabilities. Treatments include bioretention, permeable pavement, planters, swales, infiltration, constructed wetlands, native vegetation, cisterns, and more. Each of these street design treatments increases the hydrological functionality of a street by increasing the absorption and filtration potential of a street, reducing runoff volumes into ocean-bound sewers. Commonly recommended green street treatments include the following: LANDSCAPING BIOSWALE Bioswales are a type of infiltration planter that allow for stormwater to infiltrate through the soil and back into the groundwater table. Vegetated swales are typically long, narrow, landscaped depressed areas or planters that are designed to slope inward and are typically of shallow depth. PERVIOUS STRIPS Pervious strips, like bioswales, slow and capture runoff and allow for some infiltration. They are typically long and narrow, running along the curb in the amenity zone. Pervious strips can be an inexpensive first step in stormwater management, but provide less capacity for infiltration than other elements. DRAFT Exhibit 2 31 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES FLOW-THROUGH PLANTER Flow-through planters have an impermeable base, but allow for runoff to be absorbed by the soil and vegetation then filtered into an underdrain system that captures water beyond the planter’s capacity. Flow-through planters are appropriate in urban or high- density areas where infiltration into the water table is not possible. PERMEABLE SURFACES Permeable surfaces include a set of pavement options that allow for stormwater to pass through the pavement material and into a subgrade level to be captured and infiltrated or routed into the storm drain network. Permeable surfaces can be used in sidewalks or on the roadway. Permeable surfaces include the following: • Stone aggregate • Permeable asphalt • Permeable clay brick pavers • Permeable interlocking concrete pavers • Permeable concrete DRAFT Exhibit 2 TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY 32 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES MORE INFORMATION • County of San Diego: BMP Design Manual for Permanent Site Design, Strom Water Treatment and Hydromodification Management, 2019 • City of Philadelphia: Green Streets Design Manual, 2014 • NACTO: Urban Street Stormwater Guide, 2017 LANDSCAPING WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 33 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DRAFT Exhibit 2 ACCESS ZONE5 34 DRAFT Exhibit 2 5 ACCESS ZONE The access zone between the curb and travel lanes is a highly flexible area which can contain elements used by all modes. The primary purpose of the access zone is to accommodate the loading and unloading of passengers and goods. In lieu of on-street parking the access zone can be used to extend the realm of amenities through features like bike corrals and parklets. CARLSBAD SUSTAINABLE MOBILITY PLAN 35 DRAFT Exhibit 2 The bus loading zone, is the space in which a bus stops to pick up and drop off passengers. Streets should be designed so that transit vehicles do not have to weave in and out of the travel lane. Instead, transit vehicles should stop in lane, adjacent to a curb. In cases where the curb is separated from the travel lane by parked cars or other elements of the access zone, bus bulbs should be used to extend the curb out to the outside travel lane. BUS LOADING ZONE DESIGN POLICIES • Far-side placement (after the intersection in the direction of travel) is preferred in order to ensure that passengers crossing the street walk behind the bus. • The bus zone begins five feet from the radius return at the intersection. • Bus stops with high levels of service (stops served by 10 or more vehicles per hour) need space to accommodate multiple vehicles simultaneously. MORE INFORMATION • MTS: Designing for Transit, 2018 • NACTO: Transit Street Design Guide • NCTD Bus Stop Development Handbook MINIMUM PREFERRED DIMENSIONS The length of the bus loading zone is dependent on the size of the vehicles serving that stop and the placement of the bus zone within the block. 36 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINESDRAFTExhibit 2 DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS LOCATION LENGTH OF CURB FOR 40’ BUS (FEET) LENGTH OF CURB FOR 60’ BUS (FEET) Far-side 90 120 Near-side 100 170 Mid-block 120 140 For each additional vehicle 50 70 BUS LOADING ZONE LENGTHS BUS LOADING ZONE WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY 37 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DRAFT Exhibit 2 38 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Bus bulbs are a type of curb extension that extends a bus stop into the parking lane for the length of the stop. Bus bulbs are used to address constrained or insufficient sidewalk space for bus stops and/or on corridors where buses have difficulty merging back into travel lanes. Bus bulbs can improve transit travel time and reduces points of conflict between buses and other vehicles. BUS BULBS DESIGN POLICIES • Where on-street parking exists, bus bulbs may be installed to expand the bus stop waiting area and allow riders to board directly from the sidewalk. • Bus bulbs are effective for rapid service but may not be appropriate for local routes or streets with one lane per direction. • If the stop is located midblock, AASHTO notes that mid-block pedestrian crossings may be provided. MORE INFORMATION • AASHTO: “A Policy on Geometric Design of Highways and Streets.” In Green Book, 6th ed. (2011): 7-53. • MTS: Designing for Transit, 2018 • NACTO: Transit Street Design Guide • NCTD Bus Stop Development Handbook MINIMUM PREFERRED DIMENSIONS Preferred depth of a bus bulb is six feet with a length that allows passengers to board and exit at all doors for the applicable type of bus. DRAFT Exhibit 2 39 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Bus Bulb – Portland, Oregon TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY BUS BULBS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 40 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES On-street parking supports storefront retail and serves local residents and visitors for short-term parking needs. It also helps to visually narrow the street and slow vehicular traffic, as well as provide a buffer between the sidewalk and moving vehicles. The provision of on-street parking should be evaluated based on competing needs for the space. Where space is available, back-in angled is preferred over standard parallel parking stalls as a speed management solution. Back-in angled parking provides drivers with a better view of other vehicles and bicyclists when exiting, positions motorists and passengers to enter and exit away from travel lanes, and is less challenging than parallel parking. ON-STREET PARKING DESIGN POLICIES • Ensure that a clear walk zone will not be impeded by the rear end of vehicles backed up to the curb MORE INFORMATION • AASHTO: “A Policy on Geometric Design of Highways and Streets.” In Green Book, 6th ed, 2011: 7-72. MINIMUM PREFERRED DIMENSIONS The target width for parallel on-street parking is eight feet, however the parking lane can be narrowed to 7 feet in constrained conditions, or for traffic calming purposes. Parking lanes that may serve other uses, such as loading zones or peak hour travel lanes, may require wider lane widths. The typical dimensions and layout of angled parking range from a 30 to 60 degree angle. The required width of an angled parking lane varies between 16 feet and 18.5 feet depending on the angle. Maintaining on-street parking should be prioritized where pedestrian activity is to be supported. “Eliminating curb parking can affect pedestrian safety and comfort, and reduce the livability of both commercial and residential districts.” Source: American Association of State Highway Transportation Officials, A Policy on Geometric Design of Highways and Streets, 6th ed. 2011: 7-47. 1 1 DRAFT Exhibit 2 41 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Back-in Angled Parking – Hermosa Beach, California TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY ON-STREET PARKING WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 42 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DRIVEWAYS DESIGN POLICIES • For streets where driveways are permitted, the apron should be placed within the curbside/amenity zone in order to maintain a level, ADA compliant Pedestrian Access Route. • On-street parking should not be allowed within five feet of driveways. On higher speed streets, this distance may be increased to improve the visibility of pedestrians to turning vehicles. • Appropriate markings should be used where vehicles must cross high-volume bicycle facilities to access driveways. • Orient driveways 90 degrees to the street and use minimum radius where possible. MORE INFORMATION • Federal Highway Administration: Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts, 2016 MINIMUM PREFERRED DIMENSIONS As per the City of Carlsbad Engineering Standards Volume 1, minimum driveway width for multi-family/commercial should be 24 feet and 12 feet for single-family residential. While the Engineering Standards indicate driveway width should not exceed 40 feet for commercial this dimension should be avoided as it will create a far less comfortable interface with pedestrians on the sidewalk. Driveways, as defined here, are curb cuts in sidewalks that provide vehicle access in and out of private property. Too many driveways, and poorly designed driveways, can interrupt the pedestrian environment and create conflict points with pedestrians. Managing the number of driveways in all contexts can improve the pedestrian experience and overall sidewalk safety and can, in many cases, reduce automobile crashes associated with unorganized left turning movements. Poorly designed driveways can also contribute to congestion, as noted by AASHTO: “Conflicts and congestion occur at interfaces between public highways and private traffic-generating facilities when the functional transitions are inadequate. Examples are commercial driveways that connect directly from a relatively high-speed arterial to a parking aisle.” American Association of State Highway Transportation Officials. “A Policy on Geometric Design of Highways and Streets.” 6th ed. (2011): 1-2 The Village and Barrio Master Plan restricts driveway widths in the Urban Village Context to 20 feet. 2 3 2 3 DRAFT Exhibit 2 43 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Driveway – Preferred Design TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY DRIVEWAYS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 44 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES A loading zone is a dedicated curbside space intended for short duration parking to directly service nearby businesses or properties. Loading zones help promote a strong economy and a vibrant retail environment, particularly in downtown areas and neighborhood business districts. However, loading zones also take up space that could otherwise be used for general parking, pedestrians, or transit, and therefore should be well managed to optimize use. Alleys should be used for loading whenever possible. LOADING ZONES DESIGN POLICIES • Loading zones are important, particularly in areas with commercial uses. • Loading zones should be incorporated into on-street parking lanes or places on side streets. • Loading during off-peak hours (typically early morning or late evening) should be encouraged. • Loading zones must be clearly signed and marked to encourage proper use. MORE INFORMATION • AASHTO: “A Policy on Geometric Design of Highways and Streets.” In Green Book, 6th ed, 2011: 7-47 MINIMUM PREFERRED DIMENSIONS Loading zones should be a minimum of eight feet wide; however, nine feet is preferred. DRAFT Exhibit 2 45 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Loading Zone – Seattle, Washington TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) SPEEDLIMIT25 CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY LOADING ZONES WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 46 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Shared Use Mobility (SUM) zones may be designated with signage, curb paint, and geo-fencing. Through geo- fencing integration with ride- hailing applications, each time a ride is requested, both drivers and passengers would be shown the location of the nearest SUM zone in which pick-ups and drop-offs can legally occur. • Place SUM zones at the beginning or end of a block with on-street parking to allow for the most efficient use of the space given applicable vehicles will ingress and egress frequently. MORE INFORMATION • Eno Center for Transportation: Shared-Use Mobility Zones: Fighting Congestion with a Home for Rideshare, 2015 • Eno Center for Transportation: Ahead of the Curb: The Case for Shared Use Mobility (SUM) Zones, 2017 • NACTO: Blueprint For Autonomous Urbanism, 2017 • ITE Curbside Management Practitioners Guide, 2018 Traditional loading zones or former on-street parking spaces can be repurposed to serve as pick-up and drop-off areas for taxis, ride- hailing services (TNCs) like Lyft and Uber, on-demand microtransit, and valet parking operations. The purpose of these zones is to reduce conflicts and mitigate traffic impacts from passenger pick-up and drop-offs. SHARED USE MOBILITY ZONES Designated TNC Pickup Zone – San Diego, CA MINIMUM PREFERRED DIMENSIONS SUM zones should be a minimum of eight feet wide with clear pedestrian access from the curb to the walk zone. DRAFT Exhibit 2 47 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES SUM Zone – Los Angeles, California TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY SOURCE: UNIVERSITY OF CALIFORNIA SHARED USE MOBILITY ZONES WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 48 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Bicycle corrals are on-street bicycle parking facilities that typically replace one or more vehicle parking spaces. Bike corrals can replace bicycle hoops, bike racks, freeing up sidewalk space for other uses such as additional pedestrian space or cafe dining. Bike corrals are an excellent solution for accommodating a large number of bicycles near specific activity areas and in areas with narrow sidewalks. Bike corrals can be installed at corners to “daylight” an intersection since bicycle parking has no effect on the visibility of pedestrians to moving vehicle traffic. Bike corrals have been shown to have a positive impact on business. Bike corrals can serve to move parked bicycles off of sidewalks to make additional room for pedestrians. In addition, because bike corrals are shorter than parked automobiles, they do not obstruct sightlines and can be used at corners without affecting the visibility of pedestrians to moving traffic. BIKE CORRALS DESIGN POLICIES • Bike corrals may be installed in the access zone in the place of one or more car parking spaces. • Bike corrals should be oriented so that bikes may be parked on either side of the corral. • The rack should support the bicycle frame in at least two places, allowing both the frame and the wheel to be locked and preventing bicycles from tipping over. • The bike corral area should be demarcated using paint, bollards, or planters. Bollards or wheel stops should be installed on either end to separate parked cars from bicycles MORE INFORMATION • Association of Pedestrian and Bicycle Professionals: Essentials for Bike Parking, 2015 MINIMUM PREFERRED DIMENSIONS Bike corrals should provide enough clearance for bicycles from the adjacent travel lane. Racks should be placed perpendicular to the curb where at least 8 feet is available and angled where a minimum 7 feet is available. Corrals should be spaced at least 3 feet apart to allow access to and from the sidewalk between corrals. DRAFT Exhibit 2 49 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Bike Corral – San Mateo, CA TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY BIKE CORRALS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 50 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Parklets are temporary or seasonal mini plazas located in former curbside parking spaces. Parklets provide an opportunity to turn underutilized spaces into attractive amenities for public interaction, art, dining, or other activated uses. Often the product of a partnership between the city and local businesses, residents, or neighborhood associations, these amenities have a distinctive design and accommodate unmet demand for public space, particularly on thriving retail streets or in commercial areas. Parklets convert curbside parking spaces into public seating platforms, with plantings, landscaping, and/or bike racks. Parklets are typically applied where narrow or congested sidewalks prevent the installation of traditional sidewalk dining. PARKLET DESIGN POLICIES • Parklets should have a flush transition at the sidewalk and curb to permit easy access and avoid tripping hazards. • Parklets should avoid corners and are best placed at least one parking space away from the intersection corner. • Where installation of a parklet is under consideration for a site near an intersection, volumes of turning traffic, sightlines, visibility, and daylighting should be taken into account. • Site selection should consider the level of utilization and nearby pedestrian volumes both during the day and at night. Seating may be integrated into the design itself or made possible with movable tables and chairs. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004: Section 3.2.13: Ambience, Shade, and Other Sidewalk Enhancements MINIMUM PREFERRED DIMENSIONS Parklets have a desired minimum width of six feet (or one foot less than the width of the parking lane). DRAFT Exhibit 2 51 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Parklet - Carlsbad TRAFFIC VOLUME LOW MEDIUM HIGH VERY HIGH (LESS THAN 2K) (2K-20K) (20K-60K) (MORE THAN 60K) STREET TYPE NEIGHBORHOOD ARTERIALS COLLECTORS DRIVING SPEED LOW MEDIUM HIGH (20MPH OR LOWER) (25-35MPH) (30-45MPH) CONTEXT URBAN VILLAGE SUBURBAN LOCATION SIDEWALK MIDBLOCK INTERSECTION CURB CARTWAY PARKLET WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 BICYCLE FACILITIES6 52 DRAFT Exhibit 2 BICYCLE FACILITIES When the right-of-way is thoughtfully and clearly allocated so that all users have their right-sized piece of the street, the community realizes a range of benefits, from improved roadway safety for everyone to equitable access to jobs and opportunities. A fully connected 8-80 network of bicycle priority streets connects many origins and destinations, without requiring the user to take significant out of direction routes or ride in places that do not suit their ability or skill level. The network is designed to provide infrastructure improvements, traffic calming measures, and strategically placed crossings to ensure the network is not broken up by gaps or barriers, such as high speed and high volume streets. 6 CARLSBAD SUSTAINABLE MOBILITY PLAN 53 DRAFT Exhibit 2 54 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES FACILITY SELECTION GUIDANCE An 8-80 network provides a system of streets that are safe and comfortable for people of all ages and abilities to ride bicycles. This is achieved by slowing down vehicle speeds, reducing traffic volumes, and/or increasing separation between vehicles and people on bicycles. There are many bikeway types, facilities, and roadway treatments that can be used to achieve these outcomes. The appropriate facility type is determined based on the intended users, and street characteristics. EXAMPLES OF EACH BIKEWAY TYPE • CLASS I BIKEWAY • SIDEPATH • CLASS II BIKEWAY • CLASS III BIKEWAY • CLASS IV BIKEWAY • BIKE BOULEVARDS CLASS I Class I facilities – also known as multi-use paths or shared use paths – are paths for exclusive use by people on foot, on bicycles, or other mobility devices. They are separated from vehicle travel lanes, providing a more comfortable facility for a wide range of users. Class I facilities attract a wide range of users traveling at widely varied speeds – from people moving at a leisurely pace to cyclists traveling at higher speeds. Class I facilities are commonly located along beaches, rivers, streams, adjacent to railways or utility corridors, or within parks and open spaces. DESIGN POLICIES • Minimize conflict between different user types through additional path width, signage, and design cues such as striping or separation. • Shared use paths with a higher intensity of use should consider separation of users – separating pedestrians from bicyclists and/or separating oncoming directional travel. MORE INFORMATION • FHWA: Small Town and Rural Multimodal Networks, Chapter 4: Physically Separated Facilities • AASHTO: Guide for the Development of Bicycle Facilities, 2012: Chapter 5: Design of Shared Use Paths DRAFT Exhibit 2 55 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) MINIMUM PREFERRED DIMENSIONS Class I paths should have a minimum, unobstructed width of 10 feet; 12-16 feet is preferred. An additional shoulder area of two to five feet should be maintained on each side of the pathway; a minimum of two feet must be provided adjacent to obstructions such as bridge piers, large rocks, or utility poles. Two feet of lateral clearance is also required for post-mounted signage or other traffic control devices. SPEEDLIMIT25 SOURCE: CITY OF CARLSBAD Class I shared use path - Oceanside, California DRAFT Exhibit 2 56 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Sidepaths are similar to Class I facilities, but are typically located parallel to a street, or within the right-of-way but separated from the roadway. Sidepaths tend to take the form of wide sidewalks, but are designed for both pedestrian and bicycle use, and may be paired with class II bike facilities (bike lanes) within the roadway. SIDEPATH DESIGN POLICIES • Instead of restricting contraflow travel, sidepaths should instead be designed to minimize potential conflicts for these users, and to increase visibility of contraflow travel by all corridor users. • People walking should be separated from people biking if the total number of users is greater than 300 people in the peak hour, and if 30% of more of the users are pedestrians. • Consolidate driveways to minimize the total number of conflict points and use signage to alert turning drivers to the presence of parallel or crossing bicycle traffic. • Where the sidepath crosses a side street or driveway, implement speed reduction measures to reinforce the priority of movement by people walking and bicycling, including raised crossings, truck aprons, and prominent pavement markings. Signage along sidepaths may also be used to alert path users to watch for turning vehicles. • At signalized intersections, signal timing may be adjusted to add an exclusive sidepath signal phase or leading interval. • At side street crossings, sidepaths should be offset from the curb line of the parallel roadway by six feet to 24 feet to improve the visibility of bicyclists to turning motorists, and to allow motorists turning onto the primary roadway space to pull forward and yield to traffic in the primary roadway after yielding to sidepath users. MORE INFORMATION • Michigan Department of Transportation: Sidepath Intersection & Crossing Treatment Guide, June 2018 DRAFT Exhibit 2 LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) 57 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES MINIMUM PREFERRED DIMENSIONS Sidepaths should have a minimum, unobstructed width of 10 feet, and a minimum of 14 feet in urban areas. The minimum width should increase to 15 feet when pedestrians and bicycle are separated. Sidepath - Indianapolis, IN SPEEDLIMIT25 DRAFT Exhibit 2 58 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Class II bikeways are dedicated bicycle lanes delineated by striping, signage and pavement markings. Conventional bike lanes are typically located immediately adjacent to a motor vehicle travel lane and usually located on the right-hand side of the street running in the same direction as motor vehicle traffic, but alternative configurations are possible. Bike lanes alert motorists to the presence of a bike route, allow bicyclists to use the street with less interference from traffic, and increase comfort for cyclists and predictability for all roadway users. Providing bike lanes may reduce the incidence of cyclists riding on sidewalks. Buffered bicycle lanes have a separation between the Class II bicycle lane and the travelway, increasing the distance between vehicles and cyclists by painting a buffer between the bike lane and parked or moving traffic. The additional buffer may also reduce the risk of cyclists getting hit by the doors of parked cars and allows cyclists to pass one another without entering the general traffic lane. DESIGN POLICIES • Removing bike lanes in advance of intersections is not an 8-80 treatment, and should be avoided because it introduces a gap in the network. • Avoid placing conventional bicycle lanes to the right of a right-turn lane or the left of a left-turn lane, unless a separate bicycle signal is provided. • Use dotted/dashed lines to indicate areas of conventional bicycle lane/vehicle lane conflict, such as bicycle lane markings continuing through intersections or where right turning lanes cross bicycle lanes. • For buffered bicycle lanes in retail areas, place the buffer adjacent to the parking lane if there is only room for a buffer on one side. • Intersection treatments for buffered bicycle lanes may include conversion to conventional bicycle lanes, a cross-over through lane, or shared space, and are commonly paired with a bicycle box. CLASS II BIKEWAYS MORE INFORMATION • NACTO: Urban Bikeway Design Guide, 2nd Edition, 2014 • AASHTO: Guide for the Development of Bicycle Facilities, 2012: Section 4.5: Paved Shoulder; Section 4.6: Bicycle Lanes; Section 4.7: Bicycle Lane Markings and Signs • FHWA: Separated Bike Lane Design Guide, 2015 • CA-Manual on Uniform Traffic Control Devices DRAFT Exhibit 2 59 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) MINIMUM PREFERRED DIMENSIONS Conventional bicycle lanes adjacent to the curb should be at least four feet wide, exclusive of the gutter pan. When the bicycle lane is between the travel lane and parking lane, the combined standard width of the bicycle lane and adjacent parking lane is at least 12 feet wide, though this design places bicyclists at risk of being hit by a door from a parked car. Two feet should be added to the lane width for bicycle lanes adjacent to guardrails, walls, or other vertical barriers. Buffered bicycle lanes should be at least five feet wide. The added buffer should be a minimum of two feet wide measured from the outside of the bicycle lane stripe (three feet is preferred). Where the bicycle lane is buffered by a parking lane, the buffer should be increased to three feet to allow for the opening of doors. Class II Bike Lane - Carlsbad SPEEDLIMIT25 DRAFT Exhibit 2 60 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Shared lane markings (sharrows) are pavement markings that reinforce that a lane is intended to be shared by motor vehicles and bicyclists. Shared lane markings alert motorists to expect bicyclists, remind motorists of the legitimacy of bicyclists to use the roadway, and orient bicyclists to the preferred line of travel outside the door zone. Shared lane markings do not create a dedicated bicycle facility, so some bicyclists will not be comfortable riding in travel lanes and relying on these markings to alert motorists. Shared lane markings are generally considered a minimalist bicycle accommodation and should be limited in use. On higher volume streets, these markings are an interim measure. As this facility would not be comfortable for all ages and abilities, it should not be illustrated on bikeway maps. Instead, bicyclists can be routed to other streets if dedicated bicycle facilities cannot be provided. Use of shared lane markings on streets with traffic volumes below 2,000 cars per day is appropriate for an 8-80 street. CLASS III BIKEWAYS DESIGN POLICIES • Shared lane markings are two chevron symbols positioned above a bicycle symbol. The chevrons should guide bicyclists out of the door zone and be positioned to point bicyclists in the direction of travel. • When used on low volume streets, sharrows typically are provided as wayfinding, and should be supported with wayfinding signage indicating travel times, destinations, and key route decision points. MORE INFORMATION • NACTO: Urban Bikeway Design Guide, 2nd Edition, 2014: Bikeway Signing and Marking: Shared Lane Markings • AASHTO: Guide for the Development of Bicycle Facilities, 2012: Section 4.4, Marked Shared Lanes • MUTCD, 2009: Section 9C.07, Shared Lane Marking DRAFT Exhibit 2 61 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) MINIMUM PREFERRED DIMENSIONS If the travel lane is adjacent to the curb, shared lane markings should be positioned at least four feet from the curb face. If the travel lane is adjacent to a parking lane, shared lane markings should be placed outside the door zone. Shared lane markings should be placed immediately after intersections and spaced at intervals not greater than 250 feet. Class III Sharrow - Columbus, OH SPEEDLIMIT25 DRAFT Exhibit 2 62 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Class IV facilities – also known as separated bike lanes, separated bike lanes or cycle tracks – are on-street bicycle facilities with physical separation between the bikeway and the roadway, often by a curb, parked vehicles, planted median or flexible posts. Separated bike lanes reduce the risk of bicycle/ vehicle conflicts and have been shown to correlate positively with increased bicycling activity. CLASS IV BIKEWAYS DESIGN POLICIES • Separated bicycle lanes require careful design at intersections to minimize conflicts with turning vehicles and to improve legibility, visibility, and predictability for all travelers. Use colors, yield lines, and “Yield to Bikes” signage to make it clear that the separated bicycle lane has priority over crossing traffic. • Points of conflict should be clearly marked for both the cyclist and motorist. Bicycle through movements and motor vehicle turning movements should generally be in separate phases at intersections. • Fully separated intersections provide the greatest level of physical separation and continuity of separated bicycle lanes, and can be combined with separate bicycle signal phases. Where separated intersections are not feasible, the protective barrier is can dropped on the intersection approach, becoming either a conventional bike lane or merging with turning car traffic. • Separated bicycle lanes should be routed behind transit bus bulbs to eliminate conflicts between boarding or alighting passengers and through cyclists. Bicycle signals may be necessary for two-way separated bicycles lanes. MORE INFORMATION • FHWA: Separated Bike Lane Planning and Design Guide, Chapter 5: Menu of Design Recommendations • NACTO: Urban Bikeway Design Guide, Second Edition, 2014 • Massachusetts DOT: Separated Bike Lane Planning and Design Guide, 2015 • CA-Manual on Uniform Traffic Control Devices DRAFT Exhibit 2 63 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) MINIMUM PREFERRED DIMENSIONS Separated bicycle lanes should have a minimum width of five feet for a one-directional facility and eight feet for a two-way separated bicycle lane (10 feet is preferred), exclusive of the gutter. The added separation should be a minimum of 18 inches wide between separated bike lanes and travel lanes, and three feet wide if parked cars provide the separation. Research has shown, over a 13 year period, that separated bike facilities are associated with a 44 percent decrease in cycling deaths and a 50 percent decrease in serious injuries (Marshall, 2017). Class IV Separated Bike Lane - Long Beach, CA SPEEDLIMIT25 DRAFT Exhibit 2 64 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Bike boulevards are streets with low motorized traffic volumes and speeds, designed to give priority to through-bicycle travel and minimize through-vehicle traffic. These streets feature design elements such as signs and pavement markings, bulb-outs, chicanes, mini roundabouts, and diverters to manage vehicle volumes, “calm” traffic, and limit cut-through vehicle traffic. Bicycle boulevards can form the backbone of the community bicycle network and are often a lower-cost design treatment than many other bikeways described above. BIKE BOULEVARDS DESIGN POLICIES • Bicycle boulevards may employ a range of speed and traffic calming treatments such as neckdowns, chicanes, speed humps or tables, diverters, and other such devices. These treatments reduce vehicle volumes and slow vehicle speeds to levels comparable with bicycle traffic in order to make the shared roadway environment more comfortable for people bicycling. • Bicycle boulevard corridors may take circuitous routes to connect suitable low-stress neighborhood street segments, so clear signage and/or directional pavement markings oriented toward the bicyclist is required. Routes should run parallel and near to arterial streets to allow easy access to destinations along major corridors. Bike boulevards work best in a gridded and well-connected street network. • Apply appropriate crossing and diversion treatments at major intersections. Bike boulevards are typically neighborhood residential streets, and the crossing of arterials and collectors may be unsignalized. Appropriate treatments to ease crossings of larger streets may include rapid flash beacons, pedestrian hybrid beacons, dashed conflict markings, curb extensions, and median refuge islands. Consider removing or flipping stop signs along the corridor to prioritize through bicycle traffic and create stop controls for cross traffic. MORE INFORMATION • NACTO: Urban Bikeway Design Guide, Second Edition, 2014. • California Manual on Uniform Traffic Control Devices, 2014. Chapters 9A, 9B, 9C. • FHWA: Small Town and Rural Multimodal Networks, Chapter 2: Mixed Traffic Facilities DRAFT Exhibit 2 65 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Bike Boulevard Treatments - Portland, OR WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 66 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES SELECTING THE APPROPRIATE BIKEWAY TYPES The physical and operational characteristics of a street help to determine which bicycle facility to construct for an all ages and abilities network. These include the number of motor vehicle lanes, amount of average daily motor vehicle traffic, existing uses of curb space, presence of transit service on the street, and the target motor vehicle speed. The figure to the right shows a simplified facility selection tool which accounts for motor vehicle speed and volume. Consult additional guidance before making decisions about facility type, considering what types of riders the bikeway is expected to support. MORE INFORMATION • NACTO: Designing for All Ages and Abilities: Contextual Guidance for High-Comfort Bicycle Facilities, 2017 DRAFT Exhibit 2 67 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DESIGN CONSIDERATIONS FOR BIKEWAY SEGMENTS FILLING IN BIKEWAY GAPS When installing bicycle facilities, there may be locations or sections where maintaining the bikeway would require a tradeoff with parking or through motor vehicle lanes. MORE INFORMATION • MassDOT Separated Bike Lane Planning & Design Guide. Section 3.6. Determining Zone Widths in Constrained Corridors The Massachusetts DOT Separated Bike Lane Planning & Design Guide recommends the following as the order of priority to achieve the appropriate widths to accommodate bicycle facilities: • Reduce number of travel lanes, narrow existing lanes, or adjust on-street parking • Reduce width of sidewalk to levels appropriate for demand, and compliance with accessibility requirements • Reduce the width of the sidewalk buffer/amenity zone. If pedestrian demand is low, consider combining the sidewalk and the bicycle facility into a sidepath • Avoid narrowing or eliminating the buffer between the bicycle facility and the roadway. However, reductions in the bicycle facility width is appropriate near intersections if the width is transferred to the buffer • Lastly, reduce the bicycle facility width to the minimum appropriate for the volume Use of shared lane markings or other treatments may be appropriate if the length of the gap is short, and if vehicle speeds and volumes are low. However, if conditions are not suitable for bicyclists, they should instead be routed to other streets. Bicycle Facility Transition – Carlsbad DRAFT Exhibit 2 68 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Green is typically used to supplement bike lanes, bike lane extensions across intersections and driveways, and conflict zone markings, as described in the CA-MUTCD. Its optional use applies as supplements to both solid and dotted bike lane markings. It does not replace the other required markings such as a bike lane legend. Similarly, green colored pavement was approved for use as a supplement to bicycle boxes and their approach lane, via Interim Approval IA-18. The approval allows green paint to be used for all or part of the length between solid lines, and where bike lanes are dotted, the green may be continuous or matching the dotted pattern of the white lines. Therefore the typical application of solid or dashed is up to the local jurisdiction, and studies have not yet revealed whether there are user differences in comprehension between solid or dashed green bike lanes. On the other hand a consistent use is recommended, such as using solid paint when the lane markings are solid, demarcating exclusive use by people biking, and dashed paint patterns when the lane markings are dotted, in places where conflicts should be expected because vehicles are required to cross the space to make turning movements. GREEN PAINT Bike lane edges are typically marked with solid white lines. In places of conflict, or where demarcation of the bike lane across an intersection or driveway would be beneficial, dotted lines may be used. Green paint was approved for use as a traffic control device that supplements bike lane markings in California in 2011, under Interim Approval IA-14. Studies reported to the FHWA Office of Transportation Operations reveal that green markings improve bicycle positioning, driver awareness, and feeling of safety. The treatment was approved to communicate to road users that a portion of the road has been set aside for exclusive or preferential use by people bicycling, and to enhance the conspicuity of a bike lane or bike lane extension. MORE INFORMATION • NACTO Urban Bikeway Design Guide Chapter on Colored Bike Facilities Green Paint – Carlsbad DRAFT Exhibit 2 69 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Other strategies include using solid green paint to highlight the conflict zones for bicyclists and for drivers entering or exiting driveways, restricting parking directly adjacent to driveways to increase visibility, and minimizing the width of driveways to reduce vehicle speeds when turning. When a setback sidepath or separated facility crosses a driveway, the crossings should be recessed to create space for the motorist to yield to approaching bicyclists without blocking other traffic. Raised crossings and refuge islands can also be incorporated to improve safety. DRIVEWAY CONFLICTS Access management strategies should be considered along bikeway segments, regardless of the type of bicycle facility provided, to minimize the number of points of conflict with turning and crossing vehicles. Access management involves the closure or consolidation of driveways to limit the locations where vehicles and bicycles would interact. This strategy is most relevant in high volume areas with many commercial or industrial driveways. MORE INFORMATION • MassDOT Separated Bike Lane Planning & Design Guide. Section 4.3.5 Driveway Crossings Driveway Conflict Treatment – Berkeley, California DRAFT Exhibit 2 70 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES A bike facility adjacent to the curb requires considerations for drainage and to avoid ponding and debris accumulation. New catch basins or connections to existing drainage may be required, especially with separated or raised bike lanes. Additional catch basins or curb cuts for water may be needed as projected bicycle volumes increase. GUTTERS Bike facilities are often located along the roadway curb, and this can create challenges with water runoff, debris, and other maintenance issues. The bike lane width should always exclude the distance between the gutter seam and the curb, unless the gutter is extruded to 5 feet in width. Drainage grates should be outside the bike lane whenever feasible. Where drainage cannot be accommodated outside the bike lane, bicycle-friendly grates that provide cross- hatching to prevent tires from getting caught should be used. MORE INFORMATION • MassDOT Separated Bike Lane Planning & Design Guide. Section 3.8 Drainage and Stormwater Management • NACTO Urban Bikeway Design Guide. Green Infrastructure. • NACTO Urban Street Stormwater Guide Bicycle-friendly GratesSOURCE: FHWA - BIKESAFE DRAFT Exhibit 2 71 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Driveway Conflict Treatment – Berkeley, California DESIGN CONSIDERATIONS FOR INTERSECTIONS Accommodating bicycle facilities at and across intersections may require additional considerations or treatments. The following are potential measures to support connectivity and safety through intersections. MORE INFORMATION • NACTO Urban Bikeway Design Guide. Bicycle Signals. • MassDOT Separated Bike Lane Planning & Design Guide. Section 6.4 Bicycle Detection. • CA-Manual on Uniform Traffic Control Devices BIKE DETECTION Bicycle detection is required at traffic signals in California. Actuation can occur automatically (in-pavement detectors, microwave, or by video), or with push- buttons. Automatic actuation should always be adjusted to detect bicycles. In-pavement detectors should be located in positions where bicyclists are intended to travel or wait so that the actuation is properly triggered. Signage and stencil markings should always be provided to guide bicyclists on how to actuate the signal (such as where to stand or what button to push). When a separated or separated bike lane is provided, the bicycle actuation may trigger a separate phase. If appropriate for the location, a no-turn-on-red restriction sign may be activated along with the bicycle phase.Bicycle Detection Signage – Santa Monica, California DRAFT Exhibit 2 72 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Intersection crossing markings delineate the intended path of bicyclists and provide guidance on the direct path through the intersection, especially if the path of travel is offset. Additionally, the markings improve awareness of bicyclists by drivers to avoid conflicts upon turning, and encourage motorist yielding behavior. Intersection crossing markings can be paired with yield lines, warning signs and other elements to increase driver yielding behavior and visibility of the crossing. INTERSECTION TREATMENTS The design of intersections important to reduce conflicts, increase visibility and ensure awareness between various modes. Signage, medians, signals and pavement marking are all various ways to increase safety at intersections. MORE INFORMATION • Caltrans Complete Intersections: Guide to Reconstructing Intersections and Interchanges for Bicyclists and Pedestrians • NACTO Urban Bikeway Design Guide. Intersections. • MassDOT Separated Bike Lane Planning & Design Guide. Section 4.4. Pavement Markings and Traffic Sign Guidance.Bicycle Intersection Treatment – Minneapolis, Minnesota DRAFT Exhibit 2 73 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES reducing conflicts with right turning vehicles. Bike boxes are typically installed at signalized intersections with high volumes of bicycles and/or motor vehicles, especially those with frequent motorist right turns; where there may be right- or left-turning conflicts between bicyclists and motorists; and in places where the dominant motor vehicle traffic flows right and bicycle traffic continues through, such as a Y intersection or access ramp. BIKE BOXES A bike box is a designated area on the approach to a signalized intersection, intended to provide bicyclists a visible place to wait in front of stopped vehicles during the red signal phase for the purpose of providing a head start at the onset of the green phase. Bike boxes make cyclists more visible to motorists and transit operators by positioning them at the head of a queue during a stop cycle. On corridors of high bicycle activity, bike boxes cluster multiple cyclists and enable them to progress forward at the onset of the green signal cycle, MORE INFORMATION • MassDOT Separated Bike Lane Planning & Design Guide. Section 4.4.10. Two-Stage Turn Queue Box • NACTO Urban Bikeway Design Guide. Bike Boxes. • NACTO Urban Bikeway Design Guide. Two- Stage Turn Queue Boxes. Bike Box – Portland, Oregon DRAFT Exhibit 2 74 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES SEPARATED INTERSECTIONS Separated intersections provide an opportunity to emphasize the priority and safety of people biking. Separated intersections use raised curb sections at the corners to separate and protect waiting bicycles and pedestrians from motor vehicle traffic. The separated intersection continues the physical separation of separated bike lanes, positioning bicyclists prominently ahead of right-turn conflicts and creating safe, simple bicyclist movement through intersections. This can be achieved without moving existing curbs, with modifications making the intersection more compact and organized. The separated intersection enables safe, two-stage bicycle turn movements aligned with concurrent traffic flow. Bicyclists are better placed in the sightline of turning vehicles, decreasing sideswipe and right-hook conflicts. Separated intersections should be considered wherever bikeways meet one another, but can also be applied to individual bikeways. MORE INFORMATION • MassDOT Separated Bike Lane Planning & Design Guide, 2015. Chapter 4, Intersection Design. Separated Intersection Design DRAFT Exhibit 2 75 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Separated roundabouts are discouraged as an intersection treatment for two-way separated bicycle facilities, because motorists are not expecting bicycle riders moving both counterclockwise through the roundabout (with the direction of traffic) and clockwise (against the flow of traffic). Shared lane markings through roundabouts are not an appropriate 8-80 treatment for low stress bikeways continuing through either single-lane or multi-lane roundabouts. The Caltrans Highway Design Manual also provides guidance on roundabout design that directs bicyclists away from the roadway bike lane at the roundabout and onto a shared use path with pedestrians. SEPARATED ROUNDABOUT The separated roundabout applies elements of the separated intersection to a roundabout intersection design. Separated roundabouts maintain physical separation of bicycle facilities through the intersection while incorporating the key benefits of roundabout design for all street users: efficiency of movement; reducing speeds at points of conflict; and a dramatic reduction in the most serious types of collisions through the near-elimination of head-on and right-angle conflicts. MORE INFORMATION • MassDOT Separated Bike Lane Planning & Design Guide, 2015. • CROW Design Manual for Bicycle Traffic (Netherlands), 2017. Separated Roundabout SOURCE: MASSDOT DRAFT Exhibit 2 76 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES The length of the transition zone for vehicles to enter the right turn lane should be minimized to reduce the chance for conflict. Where there is insufficient width to include a right-turn lane and a bike lane, it may be appropriate to develop a combined bike lane/turn lane. This involves striping a bike lane or including a shared lane marking within a right turn lane to indicate the mixing zone of both modes. These treatments are heavily dependent upon the visibility of markings, and cities should ensure maintenance is a top priority to make sure the markings continue to be effective. ADDED RIGHT TURN LANES AT INTERSECTIONS At some intersections, a turn lane may be added to provide capacity for vehicles to make a right turn. When a bicycle facility and turn lane are both present, there is a risk of collisions between through-travelling bicycles and vehicles that turn right. Motorists should be encouraged to yield to people on bikes, even if a bike lane cannot be maintained. This is typically accomplished with dashed lines that indicate the bike lane travel path, with symbols or signage indicating the dashed lane is for bicycles, and additional signage indicating drivers must yield to bikes. Additional treatments such as colored pavement may also be used. MORE INFORMATION • MUTCD, 2009: Section 9C.04, Markings For Bicycle Lanes • NACTO Urban Bikeway Design Guide. Intersections. Bikeway DesignSOURCE: NACTO DRAFT Exhibit 2 77 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Midblock Trail Crossing – Columbus, Ohio The most basic shared use path crossing involves a marked high visibility crosswalk with signs and other markings to slow or stop traffic. This may be an appropriate crossing treatment for trail crossings of local streets. Across roadways with higher speeds, higher traffic volumes, or three or more travel lanes, median islands or pedestrian hybrid beacons can be used to simplify the crossing. MIDBLOCK TRAIL CROSSINGS If roadway or trail traffic conditions do not warrant a grade-separated crossing of the roadway, a number of considerations apply to the design of trail crossings at mid-block locations. In general, the same principles that apply to design of pedestrian crossing facilities also apply to bikeway crossings. Midblock trail crossings should intersect the roadway as close to a right angle as practical to improve sightlines for all trail and roadway users. Stop or yield signs should be considered for trail users as needed at approaches to roadway crossings. MORE INFORMATION • FHWA: Small Town and Rural Multimodal Networks, Chapter 4: Physically Separated Facilities • AASHTO: Guide for the Development of Bicycle Facilities, 2012: 5.3 Shared Use Path- Roadway Intersection Design • California Manual on Uniform Traffic Control Devices, 2014: Part 9: Traffic Control for Bicycle Facilities DRAFT Exhibit 2 CARTWAY7 78 DRAFT Exhibit 2 CARTWAY The cartway refers to the area primarily reserved for travel lanes and the throughput of motorized vehicles (automobiles, buses, trucks). On smaller roads or shared streets it is also the primary location for bicycling. The width of a travel lane is a critical dimension that impacts many different aspects of the street, including: vehicle speeds, pedestrian crossing distances, signal cycles, and the total amount of impervious surface. In most cases, the minimum acceptable lane width should be used in street design. This minimum dimension may vary depending on the street typology, and the most frequent vehicle using the lane. Lane width is the dimension of a travel lane, as measured from the center of the lane marking to the center of the next lane or to the face of the curb. The proper dimensions for Carlsbad are shown in Chapter 2 table on page 19. 7 CARLSBAD SUSTAINABLE MOBILITY PLAN 79 DRAFT Exhibit 2 80 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES SPEED MANAGEMENT PRINCIPLES SPEED, EXPOSURE, AND PREDICTABILITY Vehicle Speed is a significant determinant of crash severity, especially between modes. The operating speed along a street should reflect not on the roadway but also the context. Reducing vehicle speeds opens up a range of design options that allows a street to fuction consistently within the contextual uses outlined in the Carlsbad Mobility Element. Minimizing exposure risk, the time that users are exposed to conflicting movements, creates safer streets. Narrower streets, smaller intersections, leading pedestrian intervals, separated bicycle facilities all achieve this. Being able to predict what others will do, where they will go and when makes a street safer. Streets with consistent speed profiles, intersections with predictable signal operations, and low-speed streets where drivers make eye contact with each other, cyclists and pedestrians are generally safer streets. DRAFT Exhibit 2 81 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Vehicle Speed and Injuries SPEED LIMITS, DESIGN SPEED AND OPERATING SPEED While all drivers understand that streets have speed limits, most do not understand how those limits are determined. The actual practices and laws behind setting these speed limits are driven by assumptions that the majority of drivers are prudent and reasonable and that speed limits cannot be set arbitrarily low, as this would create violators of the majority of drivers and not command respect of the public. DRAFT Exhibit 2 82 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES the traffic study and can most commonly be justified by “conditions not readily apparent” to motorists. School zones are exempt from the speed survey calculations and may be set at 25 mph without a speed survey. In order to be compliant with the statute and to enforce speed limits, cities are required to regularly update their speed limits. The state does have statutory prima facie (on the face of it) speed limits established by the Vehicle Code that include a 15 mph limit for alleys, blind intersections, and blind railroad crossings. A 25 mph limit applies to business and residential districts, school zones, playgrounds in parks, and senior centers. STATE LAW AND LOCAL CONTROL While Caltrans sets speeds on State highways, local jurisdictions are responsible for the speed limits on their facilities. This means that cities may set and post speeds at any value they wish – however, if those speed limits don’t comply with State statutory methods then any police action resulting from speeding will be inadmissible in court. This not only means that speeding tickets written on non-complying streets would be invalid, but any other illegal activity discovered on such a stop would be dismissed as well. This represents a strong incentive for many communities to keep their speed limits compliant with State law. California law requires that speed limits be set based on the “prevailing speed” as determined by a speed survey. The survey measures driving speeds to determine the speed of cars in the 85th percentile of all drivers on the street (this percentile is arbitrary, but is codified in the law). The legally enforceable speed limit is set within 5mph of the 85th percentile. The law does allow that if an engineering safety survey were to show a need for a lower speed limit than that 85 percent rule would call for, then the results could be 5mph. This reduction must be justified on the formally on DRAFT Exhibit 2 83 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES BEST PRACTICES This system is frustrating for many California communities as well as other communities around the country in states with similar laws. The key for most cities in dealing with the limitations is recognizing that the speed limit signs are not the primary factor determining driving speeds (and safety) – it is the actual design of the street. The best practice in these communities is to determine a set of criteria that will support physical changes that, when implemented, should affect driving speed decisions. Whether we realize it or not, much of our behavior on a street is influenced by the environmental cues we get from the design of the street itself. On a very wide road with few buildings, trees, or activities along the street edge, a driver can easily underestimate the speed they are traveling and inadvertently exceed the speed limit. On such streets, the driver’s attention focuses on points further ahead and their awareness of peripheral vision diminishes. On a narrow street with buildings and trees providing a sense of enclosure and many active uses along the street edge, drivers have a better sense of the speed they are traveling relative to other users on the street. The slower speed, in turn, increases their perception of activities on the periphery. Stated simply, wide, flat roads make people feel like they should drive faster, while they intuitively sense that slower speeds are appropriate when streets are narrow and enclosed. Communities can develop a set of criteria (high levels of pedestrian activity or transit service, redevelopment that will bring buildings closer to the street, etc.) that can make higher speed streets candidates for redesign. This redesign might involve infrastructure changes involving curbs, trees and utilities – or may simply involve restriping and reallocating space on the street (see Arterial Speed Management below). Once identified and when well implemented, these changes should reduce operating speeds and a speed study conducted afterward should result in a lower, compliant speed limit for the street. DRAFT Exhibit 2 84 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES NEIGHBORHOOD STREET SPEED MANAGEMENT The management of traffic speeds on neighborhood streets is governed by the Carlsbad Residential Traffic Management Program (CRTMP). This program was approved in 2001 and revised in 2011 to help address concerns from residents about speeding and cut-through traffic on residential streets. The CRTMP utilizes a phased approach with increasing levels of complexity and cost and offers a number of DESIGN POLICIES • The number of chicanes required depends on the length of the street, but generally a series of at least three bulb-outs are needed to create the S-shaped curves needed to slow vehicle speeds. • The shifts in alignment should be at least one lane width, with deflection angles of at least 45 degrees, and center islands to prevent drivers from following a straight “racing line” path through the feature. • Chicanes should be placed midblock and may be used in conjunction with other traffic calming measures. • Chicanes may not be practical in residential areas due to driveways or streets where on-street parking is in high demand. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004: Section 2.6.2: Traffic-Calming Methods; Section 3.3.1: Curb Radii; Section 3.3.2: Crossing Distance Considerations • Ewing, R. and J. Brown: U.S. Traffic Calming Manual. 2009 • NACTO: Urban Street Design Guide, 2013 MINIMUM PREFERRED DIMENSIONS Widths should not narrow any bike or general traffic lanes to an unsafe width. Where application of chicanes impact drainage a one to two foot gap may be placed between the treatment and the curb. tools that can be considered for traffic calming. CHICANE Chicanes are curb extensions that alternate from one side of the street to the other, forming S-shaped curves. Vehicles slow their speeds to pass through the series of curves. A chicane-like effect can be achieved sometimes at less cost, by alternating on-street parking from one side of the street to the other. Chicanes can be landscaped to provide visual amenity and neighborhood identity, as well as to provide mid-point refuge for pedestrian crossings at crosswalks. DRAFT Exhibit 2 85 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY NEW INSTALLATIONS RETROFIT INSTALLATIONS (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) SPEEDLIMIT25 Chicane – Design Concepts SOURCE: MASSDOT CHICANE WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY DRAFT Exhibit 2 86 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Neck-downs and chokers may be coupled with on-street parking bays and crosswalks. • Neck-downs should not be used on streets with separated bike lanes or other separated facilities where they would result in moving bicyclists into the traffic flow. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004: Section 2.6.2: Traffic-Calming Methods; Section 3.3.1: Curb Radii; Section 3.3.2: Crossing Distance Considerations • Ewing, R. and J. Brown: U.S. Traffic Calming Manual. 2009 • NACTO: Urban Street Design Guide, 2013 Chokers are midblock curb extensions that narrow the street by expanding the sidewalk or adding a planting strip and often are installed at midblock pedestrian crossings. Neck-downs are curb extensions at intersections that tighten the curb radii at the corner, reducing the pedestrian crossing distance and the speeds of turning vehicles. Both treatments are particularly useful on streets with longer block lengths where motorists tend to pick up speed. CHOKER OR NECK-DOWN MINIMUM PREFERRED DIMENSIONS Widths should not narrow any bike or general traffic lanes to an unsafe width. DRAFT Exhibit 2 87 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Neighborhood Street Neck-Down – Edmonston, Maryland CHOKER OR NECK-DOWN WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SOURCE: EASTERN SHORE LAND CONSERVANCY SPEEDLIMIT25 DRAFT Exhibit 2 88 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Speed humps are parabolic vertical traffic calming devices intended to slow traffic speeds on low volume, low speed roads. Speed humps reduce speeds to 15–20 mph and are often referred to as “bumps” on signage and by the general public. They are most common on lower order neighborhood streets. They may also be used on streets where traffic volumes are higher than desired or those that are used by cut-through traffic on a regular basis. DESIGN POLICIES • Speed humps should be applied on streets with speeds limits less than 30 mph, and where there is higher than desired operating speeds. • Speed humps should be accompanied by a sign warning drivers of the upcoming device. They should be located where there is sufficient visibility and available lighting • Speed humps should not be placed in front of driveways or other significant access areas. • Spacing should be determined based on the target speed of the roadway. Speed humps should be spaced no more than a maximum of 500 feet apart to achieve an 85th percentile speed of 25–35 mph. To achieve greater speed reductions, space speed humps close together. • Speed humps may be applied on one-way or two-way roads. • Carlsbad utilizes a speed cushion design for use in the CRTMP. The speed cushion was designed in cooperation with the Police and Fire Departments and feature wheel tracks that minimize vertical deflection for wide-tracked emergency response vehicles. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • AASHTO: Guide for the Development of Bicycle Facilities, 2012 • NACTO: Urban Street Design Guide, 2013 SPEED HUMPS MINIMUM PREFERRED DIMENSIONS Speed humps should be three to four inches high and 12–14 feet wide, with a ramp length of three to six feet, depending on target speed. DRAFT Exhibit 2 89 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Speed Hump – Corvallis, Oregon SPEED HUMPS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 90 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Mini traffic circles are small traffic circles used at the intersection of local streets to slow the speed of traffic. They may or may not be used in conjunction with stop signs. Traffic circles provide advantages for all road users as they reduce the need for a full stop and enable continuous progression when conflicting traffic is not present. An ideal treatment for uncontrolled intersections, traffic circles can reduce vehicle speeds and crashes in low volume areas. They can be installed using simple markings or raised islands, but they also provide great opportunities to include stormwater management facilities or pieces of art. DESIGN POLICIES • Regulatory and/or warning signage should be provided to remind traffic to proceed counterclockwise around the circle. • Landscaping medians reduce the impervious surface area in the roadway, allowing stormwater infiltration or retention in the exposed soil. • Street trees located in traffic circles should avoid blocking sight lines to ensure safety. A neighborhood partner should be identified for maintenance of any plantings. • If plantings are incorporated, they should require minimal maintenance; access paths for maintenance crews should be incorporated into the overall design. MORE INFORMATION • ITE: Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010 • AASHTO: Guide for the Development of Bicycle Facilities, 2012 • NACTO: Urban Street Design Guide, 2013 TRAFFIC CIRCLES MINIMUM PREFERRED DIMENSIONS Provide approximately 15 feet of clearance from the corner to the widest point on the circle. DRAFT Exhibit 2 91 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Traffic Circle – Santa Monica, California TRAFFIC CIRCLES WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 92 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES Diverters are physical or regulatory barriers that restrict access and movement. They may prevent particular turning or through movements or restrict access to local traffic only, while allowing passage of bicycle and pedestrian traffic. Diverters can create opportunities for landscaping and street trees. Depending on the situation, diverters can be appropriate for use on all street types. Sometimes called a “half street closure,” semi-diverters prevent vehicles from crossing an intersection in one direction of a street while permitting traffic in the opposite direction to pass through. It is an alternative to one-way street operation for a block and it allows residents on the block limited two-way travel opportunity. DESIGN POLICIES • A semi-diverter should be located at the end of a block to prevent vehicles from entering, but allowing exits. • Diagonal diverters can be installed across an intersection blocking through movement, and are usually staggered to create circuitous routes through neighborhoods. • Diverters should be designed to allow for the passage of pedestrians and bicycles. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • AASHTO: Guide for the Development of Bicycle Facilities, 2012 • FHWA: Small Town and Rural Multimodal Networks, Chapter 2: Mixed Traffic Facilities DIVERTERS MINIMUM PREFERRED DIMENSIONS The length of a diverter should be long enough to prevent bypass attempts by vehicles. Gaps should be provided at a minimum of four feet for passage of bicycles and where pedestrian crosswalks occur. DRAFT Exhibit 2 93 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Diverter – Albuquerque, New Mexico DIVERTERS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 94 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES ARTERIAL STREET SPEED MANAGEMENT ROAD DIETS A road diet is the reallocation of roadway space by converting one or more vehicle travel lane(s) to active transportation use while retaining the existing curb line. The most common road diet converts a four lane road with two lanes in each direction to a three lane section with one lane in each direction, one bike lane in each direction, and a center turn lane. This strategy can be applied broadly to a wide variety of cross sections where one or more travel lanes are repurposed to provide more space for people walking and bicycling. Road diets are most typically done on roadways with excess capacity where anticipated traffic volumes have not materialized to support the need for additional travel lanes. MORE INFORMATION • AASHTO: Guide for the Development of Bicycle Facilities, 2012: Section 4.9.2: Retrofitting Bicycle Facilities Without Roadway Widening • Federal Highway Administration: Road Diet Informational Guide, 2014 • Federal Highway Administration: Traffic Calming ePrimer, 2017 Road diets provide potential for crash reduction. Converting a four lane street to a three lane street removes left turns from the main flow of traffic and has been shown to reduce the number of rear-end collisions, for example, since left turning motorists can wait to turn in the center lane. Four to three lane conversions typically have minimal effects on the vehicular capacity of the roadway because left-turning vehicles are moved into a common two-way left turn lane. Roadway configurations with two travel lanes and a center turn lane can discourage speeding and weaving; reduce the potential for rear end and side swipe collisions; improve sight distances for left-turning vehicles; reduce pedestrian crossing distances and exposure to motor vehicle traffic; and reallocate space for sidewalks, bicycle facilities, and bus bulbs. DESIGN POLICIES • If considered during reconstruction, raised center islands may be constructed in between intersections to provide improved pedestrian crossings, incorporate landscape elements, and reduce travel speeds. • Policy 3-P.15 of the Mobility Element states, “the City Council shall have the sole discretion to approve any such road diet or vehicle traffic calming improvements that would reduce vehicle capacity to or below a LOS D; this also applies to streets where the vehicle is not subject to the MMLOS standard as specified in Table 3-1.” DRAFT Exhibit 2 95 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Road Diet Implementation – San Mateo, California ROAD DIETS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 96 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Stop signs and warning signs may be accompanied by LED units along the border of the sign for illumination (not including changeable message signs). • Signal backplates can be vented to account for higher wind loads. • Louvers, the inside surfaces of visors, and the front surface of backplates must retain a matte black finish. • Retroreflective borders on signal backplates offer enhanced visibility at night and during power outages. MORE INFORMATION • Federal Highway Administration. Signalized Intersections: Informational Guide. Second Edition. 2013. • California Manual on Uniform Traffic Control Devices (2014, Chapter 4A-4K) Modifications to traffic control devices can improve driver compliance by increasing the visibility of a signal and making phasing easier to understand. These modifications can include altering timing and phasing in order to separate movements and optimize flow, such as by adding a separated left turn phase, which restricts pedestrian movement during left turning movements. Phasing modifications benefit people using active transportation by increasing their visibility to drivers, reducing the risk of crashes and injuries. Physical modifications include such enhancements as retroreflective backplates/ borders on signs and traffic signal heads, and LEDs or flashing beacons used in conjunction with warning or regulatory signs. Traffic signal displays can also be outfitted with signal visors, limited visibility lenses, or signal louvers to prevent preemptive movements and minimize confusion about the right of way among adjacent movements. SIGNAL MODIFICATIONS DRAFT Exhibit 2 97 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Signal – Long Beach, California SIGNAL MODIFICATIONS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 98 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES A median divides lanes of traffic and is generally located in the center of the right-of- way to separate opposing directions of traffic. They may also be used off-center to separate local access or special purpose lanes, including bicycle facilities and bus-only lanes. Medians increase safety and enhance roadway operations by reducing vehicular movement conflicts, limiting turning movements, and providing a refuge for pedestrians crossing the street. DESIGN POLICIES • Medians take many forms and can be used as both a traffic calming and beautification device. • Medians may be flush with the pavement and consist of painted markings, or a space separated with a raised curb. • Striped or painted medians may precede more permanent improvements, providing an opportunity to test travel behaviors before making a significant capital investment. • Medians that intersect a pedestrian crossing should have a clear walk zone that is at least as wide as the crosswalk that intersects it to avoid a bottleneck mid-crossing. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • Federal Highway Administration: Small Town and Rural Multimodal Networks, Chapter 2: Mixed Traffic Facilities • NACTO: Urban Street Design Guide, 2013 MEDIANS MINIMUM PREFERRED DIMENSIONS Medians must be at least 10 feet wide (curb to curb) if they are to provide turn pockets at intersections. Medians intended for use as pedestrian refuge islands should be a minimum of six feet wide (curb to curb) to provide adequate width for pedestrians crossing with strollers, bicycles or wheelchair devices. DRAFT Exhibit 2 99 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Landscaped Median – Carlsbad MEDIANS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 100 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES SPEED MANAGEMENT TOOLS ADDITIONAL SIGNALS Signals are the tools that help move traffic through intersections. Typical arterial signal spacing is a half-mile or more, which does not correlate well to a pedestrian-scaled network. On a low-speed street, signals are not as necessary to manage speeds, but on arterials and collectors signals can allow for cross-flow, keep vehicle traffic moving at safe speeds, and allow for access to destinations. MUTCD provides recommendations on signal spacing, but also states that locations that do not meet warrants could still include signals with application of engineering judgment. REDUCED LANE WIDTH Analysis of a street’s layout may reveal space that could be allocated from vehicular uses to other elements. Where a road diet or cycle track might be infeasible, narrowing vehicle lanes may allow for the inclusion of on- street parking, wider sidewalks, landscaping treatments, or bicycle lanes without causing any safety effects to vehicular traffic. TRANSITIONS As context and mobility functions change, street type designations may change accordingly. The transitions between street types can include design cues reinforcing the street’s desired character relative to its changing context. For example, state highways that function as main streets on entering a commercial district might introduce more urban elements (narrower lanes, curb and gutter edges, pedestrian lighting, gateway treatments, etc.) to cue motorists to the transition from a higher- speed mobility corridor to a lower-speed, walkable commercial district. MORE INFORMATION • AASHTO: Guide for the Development of Bicycle Facilities, 2012: Section 4.9.2: Retrofitting Bicycle Facilities Without Roadway Widening • NACTO: Urban Street Design Guide, 2013 Federal Highway Administration. “4C: Traffic Control Signal Needs Studies,” in Manual of Uniform Traffic Control Devices, 2009 Edition with Revisions No. 1 and 2 Incorporated. 2012. 5 5 DRAFT Exhibit 2 101 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES TRANSIT OPERATIONS BUS PRIORITY TREATMENTS While currently there are no on-street bus facilities in Carlsbad, peak only bus lanes, fully dedicated bus lanes, and queue jumps should be considered as a strategy to improve mobility when warranted. Warrants should be developed based on the net gains that can be achieved in person travel time for all users of the roadway, as well as improvements in schedule adherence. The following types of metrics should be included in the development of warrants for bus only lanes and queue jumps. • Transit frequency in the corridor • Percent of passengers carried by buses versus the adjacent traffic lane • Increase in bus travel times during congested conditions • Schedule adherence DEDICATED TRANSIT LANES Transit vehicles may operate in lanes shared by general traffic or in their own dedicated lanes. Dedicated transit lanes can be used to improve frequent transit service on busy streets by reducing traffic delays and increasing the reliability of high-quality transit service. They can be dedicated at all times, or only for peak transit periods, which can provide space for other uses during non-peak periods of the day such as parking or shared bike facilities. Transit lanes are recommended for use on priority transit corridors, where transit service is frequent (headways of ten minutes or less), ridership is high, and traffic congestion interferes with transit operations. These dedicated lanes are generally discouraged on streets where transit service is not frequent, and on non- mobility corridors. NACTO recommends 10-12 feet of width for dedicated transit lanes. If the target width of 11 feet cannot be met within a constrained cross-section, the transit lane may be reduced to 10 feet wide. However, 10-foot lanes are only recommended in constrained conditions where speeds are 25 mph or below. A transit lane should not exceed 12 feet in width, unless that width includes some form of physical separation from the adjacent lane. Appropriate markings and signage should be used to identify restricted hours and permitted users. High visibility “BUS ONLY” pavement markings (MUTCD 3D-01) can be used to discourage encroachment by other users. Intersections with high volumes of turning movements may require special merge zone markings to mitigate conflict between motorists and transit vehicles. Litman, Todd, When are Bus Lanes Warranted?, Victoria Transport Policy Institute, (2016), 10. (http://www.vtpi.org/blw.pdf)6 6 DRAFT Exhibit 2 102 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES TRANSIT SIGNAL PRIORITY Transit signal priority (TSP) can be both active and passive, and each has its own advantages. The passive form of TSP is similar to that of the Green Wave for bicyclists, but with the signal progression set for the speed of on-street transit (12 - 20 mph). This tool is most ideal for use in combination with short cycle lengths. Active TSP comes in the form of an on-board device that communicates with the traffic signals to modify the signal timing or phasing. This tool is most ideal on corridors with longer cycle lengths, longer distances between signals, and longer service headways. It is also recommended that this tool be used in combination with queue jump lanes, or full transit-only lanes. QUEUE JUMPS A queue jump provides buses with an exclusive lane and advanced signal priority to bypass vehicle queues at an intersection. It is viable at all stop configurations and with or without a bus station or stop. Positive results of this transit priority method include improved on-time performance and decreased route travel times, both of which improve overall service reliability. The technology and infrastructure necessary for this system includes a separate signal head to alert bus operators when to safely advance through the intersection and vehicle detector to sense when a transit vehicle is present. MORE INFORMATION • MTS: Designing for Transit, 2018 • NACTO: Transit Street Design Guide DRAFT Exhibit 2 103 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) NCTD Breeze Bus SOURCE: NCTD BUS PRIORITY TREATMENTS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 104 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES TEMPORARY TRAFFIC CONTROL When normal function of a roadway is suspended due to maintenance, utility work, or adjacent construction, temporary traffic controls (TTC) should be implemented to ensure the continuity of accessible passage for bicycle and pedestrian traffic, including users with disabilities. TTC zones should be monitored under varying conditions of user volumes, light, and weather to ensure control devices are effective and visible during all conditions. Implementation of TTC zones can be coupled with media outreach and press releases in order to better inform of the public of temporary travel conditions. The City of Carlsbad Traffic Division is responsible for review of traffic control plans for construction projects (see figure to right). General makeup of a TTC zone is as follows: 1. Advance Warning Area: Segment where users are informed of upcoming work zone through signage. 2. Transition Area: Segment where users are redirected out of their normal path to a new path with use of tapers. 3. Activity Area: Segment where work activity takes place buffered from traffic. 4. Termination Area: Segment where users are returned to their normal path of travel from the downstream end of the work area to a final TTC device such as an END ROAD WORK sign. DESIGN POLICIES • TTC zones should be designed on the assumption that drivers will only reduce their speeds if they clearly perceive a need to do so. • All modes should be guided in a clear manner while approaching and traversing TTC zones. • If a TTC zone affects movement of pedestrians an adequate alternative pedestrian walkway should be provided. If the TTC zone affects an accessible and detectable pedestrian facility, this features should be maintained along the alternative route. • Pedestrians should never be led into direct conflicts with work site vehicles, equipment, or traffic maneuvering through the TTC zone. • If the TTC zone interrupts an existing bikeway, signs directing bicyclists through or around the zone and back to the bikeway should be provided. Unless a separate bike path through or around the zone is provided, adequate roadway lane width should be provided to allow the passage of bicycles and motor vehicles side by side. If roadway width is inadequate, warning signs should be used to advise motorists on the presences of bicyclists in travel lanes. MORE INFORMATION • CA MUTCD: California Manual on Uniform Traffic Control Devices, 2014: Chapter 6 Temporary Traffic Control • American Road & Transportation Builders Association: Temporary Traffic Control Zone Pedestrian Access Considerations, 2019 DRAFT Exhibit 2 105 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES City Approved Temporary Traffic Control Measures DRAFT Exhibit 2 106 INTERSECTIONS & CROSSINGS8 DRAFT Exhibit 2 CARLSBAD SUSTAINABLE MOBILITY PLAN 107 INTERSECTIONS & CROSSINGS INTERSECTIONS & CROSSINGS As locations where multimodal conflicts are most present, the design of intersections and crossings are vital to implementing complete streets. Design of intersections has a direct impact on vehicular speeds and the exposure to which pedestrians and bicyclists face. Intersections and crossings also have a significant impact on the mobility and comfort of multimodal users. The speed and ease with which pedestrians and bicyclists can pass through an intersection is dependent on signal phasing, crossing distance and the presence of physical treatments such as medians and warning devices. 8 DRAFT Exhibit 2 108 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN CONTROLS DESIGN VEHICLE The design vehicle influences several geometric design features including lane width, corner radii, median nose design, and slip lane design. It is critical not to use a larger design vehicle than necessary, due to negative impacts such as turning speed, yielding behavior and crossing distances. Conventional practice relies on the design vehicle to establish turning radii. The larger the design vehicle, the wider the turning radius. This facilitates truck movements but expands the size of intersections, lengthens pedestrian crossings, and creates a turn that passenger vehicles and smaller freight vehicles can navigate at higher speeds than the design vehicle. The SU-30 is an infrequent user of most urban residential streets. Incorporating a new design vehicle such as a 23-foot delivery truck (DL-23) allows access for the largest frequent urban street user. With an inside turning radius of 22.5-feet and an outside turning radius of 29-feet, the DL-23 is closer, operationally, to a passenger vehicle. MORE INFORMATION • Complete Streets Chicago: Design Guidelines • Federal Highway Administration. Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts, 2016 • NACTO: Urban Street Design Guide, 2013 AASHTO notes that “(an intersection designed to accommodate trucks with no encroachment into adjacent lanes needs large corner radii, wide turning roadways, and greater distances for pedestrians to cross. Motorists can often negotiate these turns at speeds that are too fast to adequately detect and stop for pedestrians crossing the roadway.” Source: American Association of State Highway Transportation Officials, A Policy on Geometric Design of Highways and Streets, 6th ed. 2011: 9-6. Design Vehicle – Preferred Dimensions 7 7 DRAFT Exhibit 2 109 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES CORNER DESIGN Design of intersection corners is critical to implementation of Complete Streets. It directly impacts turning speeds, sight lines, and the placement and length of crosswalks. Corner design includes the radius of the curb, whether or not curb extensions are used, the distance from the corner at which on-street parking may begin, and any other physical element that impacts the operation of the intersection. It is recommended that the specified corner geometry elements should be based on both the functional emphasis of the intersecting streets and their surrounding development context. This will ensure that the intersection is built as compact as possible, while still serving the appropriate users and context. CURB RADIUS The curb radius refers to the arc of the built curb at the corner of an intersection, which determines the effective turning radius of a vehicle. The turning radius refers to the path of a vehicle’s wheels as it turns the corner. Reducing the corner radius effectively reduces a vehicle’s turning radius, and restricts turning speeds. A smaller curb radius also reduces the width of the intersection, reducing the length of the pedestrian crossings, and ensuring higher pedestrian visibility by placing pedestrians further into the line of sight for motorists. It is important to note that streets with high volumes of truck, transit, or emergency vehicles may require larger curb radii. DRAFT Exhibit 2 110 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES EFFECTIVE V ACTUAL RADIUS The corner radius is that of the actual corner. It is also referred to as the corner or curb return radius. The effective turning radius is calculated using the widest turn possible. For example, a truck will turn from the lane closest to the curb (not including the parking or bicycle lane) and into the farthest lane from the curb (up to the center line or median). Whether the actual and effective turning radius is the same depends on the design of the intersection. If the travel lane is not immediately adjacent to the curb due to parking or a bicycle lane, then the two radii are not the same. While corner radii should be based on the turning radius of the design and control vehicles, corner radii of 15 feet or less and an effective radius of no more than 35 feet are generally desirable, if feasible. Intersections where large vehicles make frequent right turns can have setback stop lines to facilitate right turns but still have relatively short corner curb radius. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004: Section 2.6.2: Traffic-Calming Methods; Section 3.3.1: Curb Radii; Section 3.3.2: Crossing Distance Considerations • Federal Highway Administration. Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts, 2016 • NACTO: Urban Street Design Guide, 2013 Effective and Actual Turning Radius DRAFT Exhibit 2 111 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES INTERSECTION DESIGN COMPACT INTERSECTIONS Compact intersections are preferred for establishing a multimodal environment. A compact intersection has a small roadway footprint, fosters eye contact, reduces crossing distances, and reduces speeds. Where compactness is not achievable due to geometry, number of streets, turning requirements, etc., it might be feasible to break up intersections into “mini- intersections” using small roundabouts. Techniques to create compact intersections include: • Designing for the largest vehicle that regularly executes the subject movement – FHWA recommends that practitioners use the smallest practical design vehicle • Calculating turning radius using effective rather than actual radius • Setting back stop lines to allow wider turns from approaching legs • Adding pedestrian refuge islands • Constructing curb extensions where on-street parking is present or in cases where a turn lane is discontinued across an intersection Federal Highway Administration. “Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts.” 2016. Approaches to creating compact intersections can be thought of as moving curbs closer together, adding raised areas within the intersection, or a combination OUTSIDE IN INSIDE OUT BOTH Compact Intersections – Design Approaches 8 8 DRAFT Exhibit 2 112 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES PEDESTRIAN EXPOSURE Exposure risk is the amount of time that a person is exposed to potential conflicts. Examples include the amount of time that it takes a person to cross the street, or the amount of time it takes to drive through an intersection. Minimizing exposure risk generally increases safety as it reduces the amount of time users are exposed to a possible crash. Compact intersections, short crossing distances, and intuitive design all reduce exposure. Shorter crossings have the added traffic benefit of less clearance time needed during the flashing don’t walk phase. SIGHT TRIANGLES AND VISIBILITY Sight triangles are used to determine where vertical elements are prohibited within an intersection in order to maintain adequate sightlines, but they often create wide setbacks and designs that encourage speeding and endanger pedestrians. In multimodal environments, intersection corners tend to become gathering places; pedestrians wait at corners to cross the street, and bus stops are often placed at corners. In these areas it becomes less important to focus on clearing sightlines, but more important to slow traffic speeds and facilitate eye contact between motorists and other street users. At lower speeds a motorist can make eye contact with other users (motorists or otherwise) and decrease the potential for crashes. AASHTO recommends use of “simple designs that minimize crossing widths and minimize the use of more complex elements such as channelization and separate turning lanes.” Source: American Association of State Highway Transportation Officials. “A Policy on Geometric Design of Highways and Streets.” 6th ed. (2011): 2-79. Guéguen, Nicolas, et al. “A pedestrian’s stare and drivers’ stopping behavior: A field experiment at the pedestrian crossing.” Safety Science. June 2015. Impact of Crossing Distance on Pedestrian Exposure 9 9 10 10 DRAFT Exhibit 2 113 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES TURN LANES Right- and left-turn lanes are used to facilitate traffic flow and provide storage for vehicles queued to turn. They also create larger intersections and may add to overall signal cycle length if turning movements have dedicated phases. LEFT-TURN LANES Dedicated left turn lanes benefit motorists by removing left-turn vehicles from through traffic. Separated left turn signal phasing can facilitate turns when gaps in oncoming traffic are infrequent. Left turn lanes also widen intersection crossings. The addition of left turn signal phases can increase the overall delay at a signal for all users. Try to avoid double left turn lanes, which result in even larger intersections, and seek ways to channel traffic to other streets in the network. RIGHT-TURN LANES While it has been common practice in more suburban contexts for intersection designs to channelize vehicles to increase vehicle throughput, designers should avoid channelization at intersections with high pedestrian volumes. Channelized turn lanes are not recommended, but a well-designed slip lane is preferred over a wide curb radius. If right turn lanes are used, they should be designed to limit speeds through the turn. Excess asphalt from turn lanes can be reclaimed to reduce intersection crossing distances and provide additional space for pedestrians. In addition, the use of stop controls and a raised crosswalk on the right-turn slip lane are preferred in order to manage speeds and limit conflicts between pedestrians and motorists. Right Turn Lane – Preferred Design MORE INFORMATION • Federal Highway Administration. “Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts.” 2016. • Federal Highway Administration. “Road Design: Well Designed Right–Turn Slip Lanes.” http://safety. fhwa.dot.gov/saferjourney1/library/countermeasures/15.htm. • NACTO: Urban Street Design Guide, 2013 The Highway Capacity Manual lists thresholds for dual left turn lanes as 300 vehicles turning left during the peak hour.11 11 DRAFT Exhibit 2 114 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Signals set to pedestrian recall should generally be the rule in areas of pedestrian activity. A walking speed of three feet per second should be used to determine the total crossing time allotted (WALK interval + clearance interval). • It is recommended that pedestrian recall signals are equipped with accessible pedestrian signals (APS) to ensure ADA and MUTCD compliance, though the walk signal will be called regardless of pressing the actuator. • Signals can also be synchronized to encourage motorists to adhere to the speed limit. This is critical during off-peak hours. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • NACTO: Urban Street Design Guide, 2013 Signals that are programmed for “pedestrian recall,” or those that do not require pedestrians to push a button to request to cross the street, are generally preferred in walkable districts. Consistency in these signals throughout the district helps avoid confusion for pedestrians where push button calls may or may not be required to obtain a walk signal. Conventional practice employs actuated pedestrian signals to minimize pedestrian or cross-traffic interference with the flow of traffic in the dominant direction. This makes sense in rural areas with low pedestrian demand, but on multimodal streets where pedestrians are desired, this practice makes pedestrians a secondary user. PEDESTRIAN RECALL SIGNALS DRAFT Exhibit 2 115 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Accessible Pedestrian Signal (APS) – San Francisco, California SOURCE: SFMTA PEDESTRIAN RECALL SIGNALS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 116 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • LPIs require the concurrent use of pedestrian signals, and may not be used with leading left turns. • LPIs must be a minimum of three seconds in duration, but more commonly provide five or more seconds to permit pedestrians to cross at least one lane of vehicle traffic. • At locations with extremely high pedestrian volumes, the LPI should be combined with a DON’T WALK signal toward the end of the concurrent green phase for vehicles. This brief period at the end of the cycle provides an opportunity for vehicles to complete turns after the majority of pedestrians have completed their crossing. • LPIs require the concurrent use of pedestrian signals, and may not be used with leading left turns. • LPIs should be accompanied by audible and/or vibrotactile signals for visually impaired pedestrians (see APS) • Combine LPIs with curb extensions to further increase pedestrian visibility and safety. Bicycles may also benefit from LPIs and can use the signal to clear an intersection and facilitate vehicle turns. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • NACTO: Urban Street Design Guide, 2013 Signals that are programmed for “pedestrian recall,” or those that do not require pedestrians to push a button to request to cross the street, are generally preferred in walkable districts. Consistency in these signals throughout the district helps avoid confusion for pedestrians where push button calls may or may not be required to obtain a walk signal. Conventional practice employs actuated pedestrian signals to minimize pedestrian or cross-traffic interference with the flow of traffic in the dominant direction. This makes sense in rural areas with low pedestrian demand, but on multimodal streets where pedestrians are desired, this practice makes pedestrians a secondary user. LEADING PEDESTRIAN INTERVAL DRAFT Exhibit 2 117 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Leading Pedestrian Interval (LPI) Signal – New Orleans, Louisiana LEADING PEDESTRIAN INTERVAL WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 118 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • RRFBs should be placed curbside below the pedestrian crossing sign and above the arrow indication pointing at the crossing at both sides of the roadway. • RRFBs should be used in conjunction with advance yield pavement lines and pedestrian crossing signs. • If there is a pedestrian refuge or other type of median, an additional beacon should be installed in the median. • A push button is used to activate the beacon, or another activation method used by the person to signal the intent to cross. The push button and other components of the crosswalk must meet all other accessibility requirements. • RRFBs should be limited to locations with critical safety concerns and high volume pedestrian crossings, but may also be considered for priority bicycle route crossings and at locations with high volume pedestrian destinations on either side of a street without a nearby controlled crossing. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • NACTO: Urban Street Design Guide, 2013 Rectangular Rapid Flashing Beacons (RRFBs) are devices using LED flashing beacons in combination with pedestrian and bicycle warning signs to provide a high- visibility strobe-like warning to drivers when pedestrians and bicyclists use a crosswalk. RRFBs can be used when a signal is not warranted at an unsignalized crossing. They are not appropriate at intersections with signals or “STOP” signs. RECTANGULAR RAPID FLASHING BEACON Rectangular Rapid Flashing Beacon (RRFB) Device Portland, Oregon DRAFT Exhibit 2 119 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Rectangular Rapid Flashing Beacon (RRFB) Crossing – Solana, California RECTANGULAR RAPID FLASHING BEACON WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 120 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Stop lines and marked crosswalks are required with PHB’s. Advanced stop lines should be provided for multi-lane crossings. • Pedestrian volume thresholds required by the MUTCD are significantly lower for a PHB than a traffic signal and may be implemented in locations where traffic signals are not otherwise warranted. • To ensure adequate sight distances, on-street parking should be restricted within 100 feet of the crossing for approaching traffic and 20 feet from the crossing on the departure side. MORE INFORMATION • FHWA: Proven Safety Countermeasures, 2017 • FHWA: Pedestrian Hybrid Beacon Guide, 2014 • FHWA: Safety Effectiveness of the HAWK Pedestrian Crossing Treatment, 2010 Pedestrian hybrid beacons (PHB) are a traffic control devices used to increase motorist awareness of pedestrian crossings at uncontrolled marked crosswalk locations. The design of a PHB consists of two horizontal red lenses above a yellow lens that remains unlit until the system is activated by a pedestrian with an accessible pushbutton. Once actuated the beacon will flash yellow followed by a steady yellow interval and then a steady red signal indicating motorists need to come to a complete stop at a stop bar marked with signage. Once the pedestrian signal indication switches back to DON’T WALK the beacon will display alternating red lights during the pedestrian clearance interval before going unlit. PEDESTRIAN HYBRID BEACON (PHB) DRAFT Exhibit 2 121 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Pedestrian Hybrid Beacon (PHB) – Pheonix, Arizona PEDESTRIAN HYBRID BEACON (PHB) WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SOURCE: INSURANCE INSTITUTE FOR HIGHWAY SAFETY SPEEDLIMIT25 DRAFT Exhibit 2 122 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • A pedestrian scramble requires implementation of an exclusive pedestrian phase, which should be timed in the same manner as any pedestrian crossing. The time allotted for the scramble phase (WALK interval + clearance interval) must be long enough for a person to travel between the two curb ramps that are farthest apart at a speed of three feet per second. • It is recommended that diagonal crosswalk markings be installed to establish the space as an official crossing location. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • NACTO: Urban Street Design Guide, 2013 A pedestrian scramble, sometimes referred to as a Barnes Dance, is a signal phase that stops all vehicle traffic and allows pedestrians to cross the intersection in any direction, including diagonally. Scrambles are only recommended for use at intersections with significant pedestrian volumes, strong desire lines in all directions, and high turning vehicle volumes. This includes areas similar to where LPIs are appropriate, but should be limited to use in locations where significant conflict exists between the pedestrian and turning vehicle volumes. PEDESTRIAN SCRAMBLE DRAFT Exhibit 2 123 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Pedestrian Scramble – Carlsbad PEDESTRIAN SCRAMBLE WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 124 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES PEDESTRIAN CROSSINGS CROSSING LOCATIONS Street crossings are often the most challenging element of pedestrian design. Typical challenges include: • Existing crosswalks are located ¼ mile apart or further, often times located only at signalized intersections. • Block spacing is shorter than signal spacing. Since blocks are natural crossing points, people cross between signals. Although every intersection is legally a crosswalk, whether marked or not, not all motorists are aware of this law. • No marked crossings at trip generators like bus stops and shopping centers. • Resistance to adding marked crosswalks due to concerns of installation cost, liability, and maintenance. • Resistance to adding traffic-controlled crosswalks due to concerns over meeting MUTCD warrants. A pedestrian crossing is the path along which a pedestrian wishes to (or does) travel. This concept is related to pedestrian networks and desire lines. A crosswalk is defined as the extension of the sidewalk across an intersection (whether marked or not). Ideally, crosswalks are matched to crossing locations to provide the most convenient, direct, and comfortable walking environment. Crosswalks can take many forms: • Unmarked crosswalks are legal crosswalks without any traffic control markings • Marked crosswalks are legal crosswalks with markings • Uncontrolled crosswalks are legal crosswalks without stop signs, signals, or other traffic controls • Controlled crosswalks are legal crosswalks with traffic control California Vehicle Code §2195012 12 DRAFT Exhibit 2 125 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES Treatments may vary but must be determined by considering vehicle speed, volume, and roadway configurations. Narrower streets with low volume may not need any formal crosswalks; unmarked, uncontrolled crosswalks may feel safe for all users. Wider, high speed, and high volume roads may require more involved treatments to minimize conflicts between pedestrians and vehicles. These treatments may include medians, overhead signs, improved lighting, and traffic control devices. MUTCD guidance for low- speed streets (35 mph and under) follow FHWA’s “Safety Effects of Marked versus Unmarked Crosswalks” for the treatment of marked, uncontrolled crosswalks. Uncontrolled Crossing Precedents DRAFT Exhibit 2 126 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • At intersections with marked crosswalks, crosswalks should be provided across all legs. • Pedestrians should not be forced into out-of-direction travel due to missing crosswalks. • Marked and unmarked crossings should be adequately lit to provide safety and visibility for both pedestrians and motorists. Crossing distance should be as short as possible to minimize exposure and risk. • Continuous crossings in excess of 44 feet in length should be avoided. For crossings greater than 44 feet, consider using pedestrian refuge islands. • Because of the low approach angle at which pavement markings are viewed by drivers, the use of longitudinal markings in addition to or in place of transverse markings can significantly increase the visibility of a crosswalk to oncoming traffic. The Federal Highway Administration notes that high-visibility pedestrian crosswalks. (such as the longitudinal marking) have a positive effect on pedestrian and driver behavior. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • NACTO: Urban Street Design Guide, 2013 A marked crosswalk is any portion of a roadway at an intersection or elsewhere that is distinctly indicated for pedestrian crossing by lines or other markings on the surface. Marked crosswalks are critical components that facilitate a connected and continuous pedestrian network. Marked crosswalks may occur at either intersections or at mid- block locations between intersections. While pedestrians are legally permitted to cross at the intersection of two or more streets, whether the crossings are marked or unmarked, marked crosswalks should be provided at all significant pedestrian crossing locations. Also consider installing marked crosswalks near schools, parks, and community facilities, depending on adjacent street type and expected or observed pedestrian demand. MARKED CROSSWALK MINIMUM PREFERRED DIMENSIONS Crosswalks should be as wide or wider than the sidewalks they connect, but at least six feet wide. Ten feet in width is preferred. DRAFT Exhibit 2 127 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Marked Crosswalk – Solana, California MARKED CROSSWALK WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 128 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Pedestrian refuge islands are most often used on multi-lane roadways where a pedestrian must cross 44 feet or more of continuous roadway or where they are necessary to provide a safe crossing. • Pedestrian refuge islands may be used as a traffic calming or traffic channelization device, often in concert with mini roundabouts or acute angle right turns. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • Federal Highway Administration: Small Town and Rural Multimodal Networks, Chapter 2: Mixed Traffic Facilities • NACTO: Urban Street Design Guide, 2013 While pedestrians will always find it more convenient to cross the street in one stage, median refuge islands are a tool to improve pedestrian safety in areas where automobile movement has been prioritized. Refuge islands are raised sections within the roadway that provide a safe landing zone for people walking and bicycling to use while crossing a street with multiple travel lanes. Median pedestrian and bicycle refuge islands make roadway crossings easier and safer by 1) limiting exposure to through moving vehicles; 2) enabling crossings to commence when there are gaps in traffic from one direction at a time; and 3) providing a safe stopping place in the middle of the roadway for pedestrians who are not able to make the complete street crossing during a pedestrian signal phase. They may be used at signalized and unsignalized intersections or mid-block. MEDIAN REFUGE ISLAND MINIMUM PREFERRED DIMENSIONS Pedestrian refuge islands should be a minimum of eight feet deep, and preferably 10, in order to comfortably accommodate single pedestrians, pedestrians with strollers or assisted mobility devices, or pedestrians with bicycles. DRAFT Exhibit 2 129 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Median Refuge – San Diego, California SOURCE: CONGRESS FOR NEW URBANISM MEDIAN REFUGE ISLAND WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 130 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN POLICIES • Curb extensions should not narrow any bike or general traffic lanes to an unsafe width. • Extensions should preserve one to two feet of shy distance between the curb face and the first travel lane or bicycle lane. • When applied to streets with on-street parking, they are typically six to seven feet wide; alternatively, extensions can shadow the length of the parking stall, if parking is on the diagonal. • Corner or mid-block extensions with crosswalks should be at least as wide as the crosswalk, and ideally extend to the stop bar. The curve of the extension must fit outside of any crosswalks. • Extensions are intended to narrow pedestrian crossing distance and slow traffic speeds. To accomplish this, maintain tight turning radii no greater than 20 feet. The effective turning radius may be wider. MORE INFORMATION • AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004 • NACTO: Urban Street Design Guide, 2013 A curb extension is a section of sidewalk or landscaped area extending into the roadway at an intersection or mid-block crossing that physically narrows the roadway. They are used to create safer, shorter crossings for pedestrians; slow traffic speeds; and/ or increase pedestrian zone space for street furniture, benches, landscaping, and street trees. Regardless of street type, curb extensions may only be used where a curb lane is present and used for parking or loading, not travel. Curb extensions are particularly beneficial in commercial frontage contexts where pedestrian volumes are high, where traffic calming is desired, and on very wide streets. CURB EXTENSIONS DRAFT Exhibit 2 131 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES LOCATION DRIVING SPEED INTERSECTION CONTROL TRAFFIC VOLUMECONTEXTSTREET TYPE SIDEWALK LOW LOW URBAN VILLAGENEIGHBORHOOD YIELD MIDBLOCK ARTERIALS SIGNAL INTERSECTION CURB MEDIUM MEDIUM HIGH HIGH VERY HIGH SUBURBANCOLLECTORS STOP CARTWAY (20MPH OR LOWER)(LESS THAN 2K) (25-35MPH)(2K-20K) (30-45MPH)(20K-60K) (MORE THAN 60K) Curb Extension – Albuquerque, New Mexico SOURCE: COMPLETE STREETS NM CURB EXTENSIONS WALKING BIKING TRANSIT AUTOMOBILEPLACEMAKING MODAL PRIORITY SPEEDLIMIT25 DRAFT Exhibit 2 132 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES • Locations for crossing the street should be legible for those with visual disabilities using detection features such as truncated domes, contrasting color, and crossing edges. • Curb ramps should be located so that they do not project into vehicular traffic lanes, parking spaces, or parking access aisles. Curb ramps at marked crossings should be wholly contained within the markings, excluding any flared sides. • Raised median islands in crossings should be cut through level with the street or have curb ramps at both sides. ADA COMPLIANCE Cities are legally bound to meet certain standards to be ADA compliant. Title II of the ADA requires public entities to ensure that all their programs, activities, and services— including their public rights-of-way—are accessible to and useable by individuals with disabilities. These standards apply to all new construction and retrofits of existing facilities to ensure equal access. Any non-compliant sidewalks or curb ramps must be upgraded to meet current standards whenever any alterations, such as road surfacing, are carried out. Key requirements include: • Curb ramps located wherever a sidewalk crosses a curb, whether they are at intersections (marked or unmarked) or midblock locations. • Curb ramps designed with specific dimension and slope as identified in the 2010 ADA Standards for Accessible Design. Ramps must have a slope of less than 1:12 and must be at least 3 feet wide. MORE INFORMATION • MUTCD, 2009: Section 9C.04, Markings For Bicycle Lanes • NACTO Urban Bikeway Design Guide. Intersections. DRAFT Exhibit 2 133 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DRAFT Exhibit 2 134 IMPLEMENTATION9 Exhibit 2 CARLSBAD SUSTAINABLE MOBILITY PLAN 135 IMPLEMENTATION IMPLEMENTATION The preceding chapters provide guidance for the design of safe and complete street elements in Carlsbad across a variety of topics. However, the problems that City staff are asked to address are seldom as simple as “What are the dimensions of a parklet?” Rather, staff are normally asked questions such as “How do we cut down on speeding?” or “Can’t we add a signal to make crossing the street safer?” or statements like “We need better bike connections.” Answering these types of questions effectively require staff to consider various elements covered throughout this guide in conjunction with one another and in consideration of community intent and opinion. 9 Exhibit 2 136 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES TRADEOFFS In many cases, the design of an ideal street is constrained by the width of the available right-of-way. The street context and modal emphasis networks presented in this design guide should be used to weigh tradeoffs and inform the selection of an appropriate cross section when retrofitting a street or when building a new street. Examples of potential tradeoffs include: choices between wider sidewalks or a wider roadway; meeting the needs of trees or the needs of transit; providing bicycle facilities or providing on-street parking. Important elements to consider in balancing priorities: • Is there a modal emphasis designated for that street? • What is the context of the street; is it in an urban village area or suburban area? • What are the physical constraints; is the ROW limited, are there mature trees to save, etc.? • What are the constraints on the project; is it just a resurfacing, are there budgetary constraints, etc.? • What are the impacts and constraints on public or private properties? • What input has the community provided? Several case study scenarios of constrained corridors and competing priorities are presented below along with guidance on how the design team might consider and identify the appropriate design for the street. Exhibit 2 137 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES POINSETTIA AT BATIQUITOS KEY TECHNICAL GUIDANCE: • Facility Selection Guidance, 58 • Design Considerations for Bikeway Segments, 71 • Design Considerations for Intersections, 75 • Road Diets, 9 EXISTING CROSS SECTION: KNOWN CONSTRAINTS: • While the corridor has a current attached bike lane, the high speed traffic is not comfortable for most potential bike riders. • Drainage and utilities along the curbline would make any widening expensive. • Navigation across the I-5 Interchange is even more challenging and does not feel safe to most potential users. PROBLEM STATEMENT A wide fast street and the presence of obstacles such as freeway ramps make this a daunting corridor for most people who would consider riding a bike. OVERCOMING BICYCLE OBSTACLES Exhibit 2 138 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES OPTIONS CONSIDERED: OPTION 2: WIDEN CURB-TO-CURB CROSS-SECTION OPTION 3: REDUCE LANE WIDTHS/REDUCE MEDIAN OPTION 1: CONVERT DRIVING LANES PROS: Conversion of two driving lanes to make space for buffered bike lanes would represent the lowest cost and fastest approach to creating a comfortable 8-80 facility. CONS: While traffic volumes on the corridor do not rule out reducing the number of driving lanes on Poinsettia, it is one of a limited number of east-west corridors and capacity reductions would likely be contentious. This would likely be a last resort for this corridor. PROS: This option would allow the development of a tailored, 8-80 bike facility while preserving automobile capacity. CONS: High cost of moving curbs and redoing utilities (including drainage). PROS: Given the cost constraints and likely community pushback to automobile capacity reduction, this would appear the best option for creating a strong, east-west, low-stress bicycle facility. CONS: This project will still involve some cost of resurfacing and median modification, though higher cost utility and right-of-way impacts would be avoided. Exhibit 2 139 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES FINAL DESIGN: In the end, a project such as this which involves some manageable costs will be undertaken if this is determined to be a key corridor for a low-stress bike connection.POINSETTIA LN BATIQUITOS DR Exhibit 2 140 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES CARLSBAD BOULEVARD KEY TECHNICAL GUIDANCE: • Arterial Speed Management, 98 • Compact Intersections, 115 • Rectangular Rapid Flashing Beacon, 124 • Pedestrian Hybrid Beacon, 126 • Pedestrian Crossings, 128 EXISTING CROSS SECTION: KNOWN CONSTRAINTS: • Variable curb-to-curb width along corridor • Significant landscaping and utilities in sections of the median PROBLEM STATEMENT This street is crossed frequently by pedestrians going to the beach, but people do not feel safe crossing due to the width and the speed of some cars. Currently, the separated crossings are too far apart to be considered convenient by most pedestrians. ARTERIAL SPEED MANAGEMENT/SAFE CROSSING Exhibit 2 141 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES OPTIONS CONSIDERED: OPTION 2: ADD VERTICAL ELEMENTS TO REDUCE DRIVING SPEEDS OPTION 3: ADD RAPID FLASHING BEACONS OR PEDESTRIAN SIGNALS TO FACILITATE MORE FREQUENT CROSSINGS OPTION 1: CONVERT FROM 5 TO 3 DRIVING LANES PROS: More vertical elements directly along the curbline (trees, street lighting, benches, etc.) and in the median would help to narrow the view and create a sense of enclosure. These types of urban treatments are associated with drivers choosing lower travel speeds. CONS: An enclosed, urban feel is likely not in keeping with the character of this section and may not be supported by residents and stakeholders. The speed reductions achieved from this change also may not be significant enough to make street crossing s feel materially safer. PROS: Conversion of two driving lanes would narrow the crossings and slow traffic to the point that unsignalized crosswalks could be considered. This would be done using the logic that Carlsbad Boulevard is paralleled by Interstate 5 which is a more appropriate corridor for long distance travel. CONS: While traffic volumes on the corridor do not rule out reducing the number of driving lanes on Carlsbad Boulevard, its role in beach access and friction caused by on-street parking along parts of the corridor would likely make such a change contentious. This would likely be a last resort for this corridor. PROS: Adding active control for pedestrian crossings would create more frequent, safe crossings without significantly diminishing automobile capacity. For locations deemed appropriate for RFBs, the cost would be low. CONS: Drivers may consider additional signals a nuisance. Exhibit 2 142 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES DESIGN DETAILS CONSIDERED: TIGHTER CURB RETURN RADII, ADA ACCOMMODATIONS AT INTERSECTIONS PROS: Reducing the large, sweeping curb radii along the corridor would cause right turning drivers to reduce their speeds, lowering speeds along the corridor overall. Assuring accessible, ADA compliant intersections is also the proper approach. CONS: There is some cost involved in this measure, so it would make sense to prioritize the intersections where ADA upgrades are needed. FINAL DESIGN: Adding signalized crossings at a reasonable spacing (perhaps every 600 feet in areas with land uses along the corridor), would create a safer and more comfortable environment for pedestrians and bicyclists. Consider signals and crosswalks where islands already exist. Exhibit 2 143 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES EL CAMINO REAL AT ALGA ROAD KEY TECHNICAL GUIDANCE: • Bus Passenger Waiting Area, • Bus Loading Zone, 40 • Bus Bulb, 42 • Bus Priority Treatments, 105 EXISTING CROSS SECTION: KNOWN CONSTRAINTS: • Inconsistent stop amenities and configurations along corridor • Drainage and bike lane along curb line PROBLEM STATEMENT The street is a primary transit corridor but lacks elements to prioritize transit use at some stop locations. TRANSIT STREET Exhibit 2 144 CARLSBAD SUSTAINABLE MOBILITY PLAN STREET DESIGN GUIDELINES OPTIONS CONSIDERED: OPTION 2: INSTALL A BUB BULB OPTION 3: INSTALL BUS SHELTER OPTION 1: CONVERT A TRAVEL LANE TO A DEDICATED TRANSIT LANE PROS: Bub bulbs allow transit vehicles to make in-lane stops, reducing transit delay, while providing increased space for passenger amenities and boarding. CONS: The presence of an existing bike lane raises a significant challenge for implementing a bus bulb. Redirecting bike lanes behind a bus bulb can eliminate this issue however this solution is space intensive, and there is likely not enough transit service or bicycle ridership on this corridor to warrant the adjustments that would be needed to accomplish this solution. PROS: Dedicated transit lanes improve on-time performance and transit efficiency by providing buses with a prioritized space over other modes. CONS: Dedicated transit lanes are recommended where transit service is frequent (headways of ten minutes or less) and traffic congestion significantly interferes with transit operations, which are not identified issues along the corridor. PROS: Bus shelters improve passenger experience. CONS: Existing sidewalk width may require encroachment on property line to install pad and shelter. Exhibit 2 145 CARLSBAD SUSTAINABLE MOBILITY PLANSTREET DESIGN GUIDELINES DESIGN DETAILS CONSIDERED: RAISED BUS PLATFORM PROS: Removes conflict between buses and bicyclists, allows buses to stop without pulling in and out of traffic, and provides increased space for passengers to board and alight. CONS: Still being piloted in major cities and requires new signage and user education. FINAL DESIGN: Adding a bus shelter to increase passenger experience would be an easy to implement solution that would provide the greatest benefit to transit users. Coupling this improvement with a raised bus platform would prioritize transit operations by eliminating the need for buses to reenter traffic while providing an uninterrupted facility for bicyclists. Bike Lane Accommodating Bus Platform — Los Angeles, California SOURCE: STREETSBLOG LA Exhibit 2 C SMP COMMUNICATIONS PLAN Appendix C Exhibit 2 DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 OVERVIEW This strategic plan provides guidance and support for communication and public outreach activities for the City of Carlsbad Sustainable Mobility Program (SMP). This plan provides a framework for city leaders, managers and staff, program partners, project staff and consultants in communicating with and outreaching to Carlsbad residents and businesses, the general public, community leaders, elected officials and media about the City of Carlsbad Sustainable Mobility Program in 2018. This plan also seeks a two-way communication mechanism for impacted communities and interested members of the public to provide input to the City as we continue to foster overall trust and credibility on behalf of the city within the communities, businesses and stakeholders served. The following sections are outlined in this DRAFT plan: I. Public Engagement and Outreach Goals II. Communications Strategy III. Brand and Key Messages IV. Stakeholders and Target Audiences V. Outreach Tactics and Activities VI. Informational Tools and Toolkit VII. Schedule Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 2 of 18 I. PUBLIC ENGAGEMENT AND OUTREACH GOALS The goal of community outreach is to share project information, identify any community issues or concerns that the Carlsbad Sustainable Mobility Program team needs to address and to regularly provide information to impacted communities and to the broader target audience. The public engagement goals below expand from the stated goal in the Carlsbad Coastal Mobility Readiness Plan: To create an innovative transportation future in which advanced information, new technologies and sustainable fuels support a vibrant community with seamless mobility options. The plan described itself as building upon “the notion that people will have greater options to get to work, get to their homes, and how they will have a greater connection throughout coastal Carlsbad and the Village of Carlsbad for recreation and leisure.” 1. Educate stakeholders so that they understand the SMP need, purpose, benefits, process and opportunities to become engaged and provide feedback. Convey project goals and key messages, clearly, accurately, coherently and consistently. 2. Design and implement engaging activities to provide clear and easily accessible opportunities for community input about the SMP. 3. Utilize information provided through meaningful public engagement to develop context- specific mobility solutions for Carlsbad communities. Compile public input and use it to inform the purpose and design of the final plan. 4. Expand defined stakeholders and inform and educate them on the benefits and needs of the Sustainable Mobility Program. 5. Build relationships with critical partners that can help engage the public and reinforce the benefits of the program. 6. Engage the community as program options are developed and work to maintain participation in and support of the process through all phases. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 3 of 18 II. COMMUNICATIONS STRATEGY The Sustainable Mobility Program team is clear in the importance of conducting community outreach to achieve overall City mobility goals. This strategy detailed in this plan includes extensive community outreach and participation through a cohesive brand and targeted messaging presented through engaging and modern digital platforms (website, mobile, social media, video) as well as a survey, attendance at community events. Additional targeted outreach will be conducted for local schools and specific communities based on transportation interest, impact and needs. Below are key strategies that will help us achieve the overall goals and objectives in this plan. A Work Plan Schedule will be developed to be approved by the City and program team. Our core strategy is outlined below: 1. Clarity and consistency: We need to have clarity on the program naming conventions and outreach process and consistently use this terminology in all written and verbal communication. The branded name / logo can utilize the program name as a subset or tagline. 2. Concise and easy to follow: We will develop compelling core messaging for the community at large that can be conveyed in a brief introductory sentence of short social media post, and then be supported in FAQs, fact sheets, event boards and personal explanations. 3. Target-specific: While we will develop overall, City-wide messaging for this effort, we must also be target-specific with outreach material for community members and stakeholders as we conduct personal outreach in specific neighborhoods and with specific groups. We need to determine when to begin in-person outreach based on when program technical data is clear and if/how location-specific information is available. 4. Multiple communication channels: We will combine traditional and emerging digital platforms and community meetings. We will also utilize traditional media, social media and local business and industry groups to reach the public (City Facebook pages, Twitter accounts, Instagram, etc). 5. Engagement: We will engage the community where they are, and not rely solely on residents attending a community meeting. By reaching out to influencers with personal outreach at community meetings, events, and handing out material at specific high-touch locations in the area (street corners and community meetings/events) we will increase engagement. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 4 of 18 Below are specific strategic tasks to help achieve overall goals and objectives for this program: 1. Conduct assessment and research of existing plans/surveys. 2. Finalize the program stakeholder list. 3. Develop uniform messaging that includes an updated program name and graphic design elements. 4. Implement the campaign focused on stakeholder working groups and community meetings/events. 5. Amplify engagement via digital tools and social media. 6. Track and measure results to adjust activities if/as needed. Multiple skills and resources are available to the program team, including public outreach strategy and implementation led by the NV5 team, stakeholder facilitation and skills provided by MIG practitioners, and subject matter experts from Circulate San Diego and the San Diego County Bicycle Coalition, who will support the outreach efforts and provide expertise in SRTS and bicycle education/encouragement programs. The strategies outlined in this plan will also help to adhere to City communication and brand standards, to manage community expectations, avoid misunderstandings, and honor commitments made by the program team. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 5 of 18 Existing Assets: 1. Carlsbad Community Vision http://www.carlsbadca.gov/services/depts/planning/update/values.asp http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=23293 *Need updated Vision Document (see image) 2. Carlsbad Core Values and Council Goals http://www.carlsbadca.gov/services/depts/planning/update/values.asp 3. Carlsbad General Plan http://www.carlsbadca.gov/services/depts/planning/general.asp 4. General Plan Mobility Element http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=24065 5. Sustainable Mobility Plan 6. Climate Action Plan http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=29361 7. Transportation Demand Management (TDM) Program http://www.sandag.org/index.asp?projectid=19&fuseaction=projects.detail 8. Carlsbad Active Transportation Plan Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 6 of 18 9. Pedestrian Master Plan http://www.carlsbadca.gov/services/depts/pw/traffic/biking.asp 10. Trails Master Plan http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33168 11. Bike Master Plan http://www.carlsbadca.gov/services/depts/pw/traffic/biking.asp 12. Complete Streets Act of 2009 https://www.congress.gov/bill/111th-congress/house-bill/1443 13. City Website and/or/plus Project Website: http://www.carlsbadca.gov/services/depts/pw/traffic/mobility.asp http://carlsbadlifeinaction.com/live/transportation-links/ 14. Mobility Element Document: http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=24065 15. Carlsbad Coastal Mobility Readiness Plan (Jan 2016) – With the “Park Once” campaign http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33108 16. Project Name: TBD 17. Collateral materials (printed/digital) 18. Video (use b-roll from below for custom video vignettes): https://www.youtube.com/channel/UCEpvrViEk8vH3AzLg5lEo8A Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 7 of 18 19. Social Media: (determine project-specific hashtag and/or social media handles) https://www.facebook.com/cityofcarlsbad/ https://www.facebook.com/Carlsbadbiz https://www.facebook.com/carlsbadcitylibrary https://www.facebook.com/CarlsbadPoliceDepartment/ https://twitter.com/carlsbadcagov https://twitter.com/Carlsbadbiz https://twitter.com/carlsbadlibrary https://twitter.com/CarlsbadPolice Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 8 of 18 III. KEY MESSAGES One of the first tasks will be development of unifying messaging for this program. As information is shared with stakeholders and the public, an overarching name for the City’s efforts and community vision related to transportation could be created. All graphics as well as text usage guidelines that are within the City of Carlsbad established branding guidelines. We will reduce jargon and easily confusing terminology for the general public (sustainable mobility vs mobility readiness, etc). Key messages will also be developed to support the brand and clarify the program effort. These messages will differ depending on the audience and understanding of Carlsbad transportation projects, goals and programs. Tailored speaking points will be developed for each community presentation and media interview opportunity. Media speaking points should contain ideally three, but up to five key messages, including one call to action, such as “visit our website” “take our survey” or “come see for yourself at a community event.” The following key messages will be maintained and reinforced throughout all communications efforts. The Carlsbad Sustainable Mobility Program (SMP) expands our city’s network of smart travel options. As we continue to grow this network, we empower all residents with choices that improve commuting, recreation and getting around our city overall, while accomplishing these important benefits: 1. Increased safety 2. More convenient options 3. Healthier travel options 4. Better traffic flow Through the SMP, Carlsbad continues to evaluate, adjust, plan, design, and expand to continually offer better options that uphold our Community Vision. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 9 of 18 IV. STAKEHOLDERS AND TARGET AUDIENCES The target audience for outreach efforts for the Sustainable Mobility Program Communication and Outreach Plan include the Carlsbad and regional community as a whole. We will engage key stakeholders to identify mobility issues, concerns and solutions that will allow the City to base decisions upon authentic community input and to demonstrate responsiveness to future needs. Categories of Stakeholders Partner Agencies: Regional agencies, such as SANDAG, 511, NCTD and other transportation boards, will serve as important partners with committed staff that can help amplify our messaging. Stakeholders: A stakeholders list and database will be created to regularly communicate with interested and affected groups and individuals. Additional stakeholders are identified in the categories below and will be further expanded to include any additional influencers/members of the community that can reinforce the Sustainable Mobility Program’s messages: 1. General Public 2. Planning Groups 3. Professional and Community Associations 4. Businesses and Corporations (small and large and business groups/organizations) 5. Business Parks 6. Education and School Districts (elementary to college, teachers, students, parents, scouts, other groups) 7. Environmental Groups/Organizations 8. Transportation Groups/Organizations 9. Medical and Public Health Groups and Professionals Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 10 of 18 10. Recreation Groups/Organizations 11. Housing Groups/Organizations 12. Internal (managers, staff, consultants, etc.) 13. Local Government (staff, city councils) 14. Media (local, state, national, international) 15. Regional Elected Officials (and staff) 16. Regional Transportation Boards 17. Civic Groups and Clubs 18. Tourists Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 11 of 18 V. OUTREACH TACTICS AND ACTIVITIES The proposed outreach strategies in this plan are designed to use cost effective methods to reach program stakeholders to increase project understanding and awareness, educate, engage, build trust and support and provide opportunities for public involvement during the environmental study process. See the Informational Tools and Toolkit section that follows for list of available resources that compliment these tactics. TACTICS: 1. Research: We will review information gathered from a survey conducted by Moore Associates targeting the business community; and work with Action Research to determine effective communication tools to engage a broad audience in this effort. The Action Research team will conduct a series of focus groups to determine specific messages and methods that will be most effective at encouraging public input on the SMP. The planned focus groups will be conducted in South and North Carlsbad recruiting participants by intercept method at a variety of public venues (e.g., beaches, libraries, parks, and restaurant areas). 2. Stakeholder Working Groups: We will identify contacts and secure participation for one Stakeholder Working Group (SWG). The SWG may include various local and regional representatives, such as representatives from the Carlsbad Unified School District, NCTD, San Diego County Health and Human Services, mobility advocates, Carlsbad Village Association, homeowner’s associations, emergency responders, and key employers’ human resource representatives, among others. In addition, it is anticipated that multiple City departments beyond planning and transportation will have a role on the SWG, including economic development, recreation, and communication staff. We will update the contact database, conduct outreach, prepare material explaining committee scope/participation purpose and schedule meetings. Real-time, graphic recording of discussion points and outcomes will be documented on large “wallgraphics” during the community outreach meetings, along with a concise, written summary report and photo-reduction of the wallgraphics after each SWG meeting. The City will conduct all notification and Working Group outreach, as well as coordinate meeting venues. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 12 of 18 To maintain interest and participation in the planning effort, the SWG meetings will be varied in terms of location, subject matter, and format. This may include site visits/walking meetings to and around proposed project locations or school sites to observe pickup and drop-off behaviors and issues, meetings to tour local businesses’ efforts to implement TDM measures, or any number of potential alternative meeting types. Meeting notices will be developed to promote the working groups and workshops, as well as any other program elements if/as needed. Multiple engagement methods will be used to disseminate the meeting notices including mass email, social media, inclusion in City newsletters, posted online and shared with community groups, regional elected officials and other interested stakeholders to distribute to their contacts. 3. Public Workshops: Community meetings, in the form of Public Workshops (with clear agenda topics and presentations that are on-message) will help to increase engagement and public input to inform the final plan and recommendations. Two Public Workshops are anticipated. The purpose of the Public Workshops will be to inform the community about the project purpose and latest developments, and to collect input on community priorities for the City’s future mobility programs and projects in the near and long terms. Notices will be prepared for each workshop for distribution by the City and partners in hardcopy and electronic formats. Technical information will be shared in presentation and handout formats with messages that are easy for the public to understand. Facilitation and community input tools and handouts will be developed, and Spanish translation professionals and equipment can be provided to support these group presentations and discussions. The Public Workshop format may include one or more of the following formats: presentation from the project team, large group facilitation, small group facilitation, mapping exercises, and/or priority-setting exercises. A digital kiosk will be available for utilizing input tools on the project website, if appropriate. A simple facilitation guide and training/guidance for other team members will be provided one hour prior to the start of each workshop. Summary Document - The Chen Ryan Team will summarize the input collected via flipchart pages, wallgraphics, comment cards and other methods in a concise yet thorough summary report for submittal to the City. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 13 of 18 Follow-up with key stakeholders will be important, as well as resources to respond to community concerns and report back to the program team with the concerns/outcomes. Meetings will be held at City facilities with location logistics/refreshments managed by the City. Additional venue like the local outlet mall can be considered. Chen Ryan/MIG will take the lead on logistics, staffing and facilitating the Community Workshops and NV5 will take the lead on stakeholder identification given their experience with the Carlsbad business community. NV5’s stakeholder outreach will also allow for one-on-one meetings and discussions with key community representatives, particularly upon presentation of program recommendations to address key concerns. Speaker Training: It is important that public-facing staff receive speaker’s training if they are to be included in the community meetings as they will need to be well-versed in the messages that they will convey and as they assist the public in person or by phone in the months to come as the SMP information is presented. Staff should be upbeat in reassuring some members of the public who have strong negative reactions to the SMP. 4. School-Based Outreach: Carlsbad students and their families can benefit from better, safer connections between their homes and their schools. The project team will evaluate the walking and bicycling environments around public schools in Carlsbad to identify ways to make the journey to and from school safer, more convenient, and less congested. Following a technical evaluation period, the team will meet with school representatives to review potential improvements and explore potential partnerships for encouraging students to walk and bike to school, educating the school community on alternatives to driving to campus, and how to work collaboratively to alleviate school congestion. 5. Employer Outreach: Carlsbad employers can benefit from neighborhoods designed to allow a variety of transportation modes, and they have a significant role to play in facilitating access to their sites by alternative modes, through both incentive programs and participation in planning processes. The forthcoming TDM ordinance that Carlsbad is planning to implement demonstrates the City’s commitment and willingness to support collaboration from all stakeholders to reach its mobility goals. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 14 of 18 We anticipate up to two (2) employer-specific outreach events to engage with businesses on the City’s plans to draft a SMP to reduce emissions and encourage multi-modality while ensuring business retention and attraction. The outreach will take place in various locations to contact a maximum number of businesses, employees, and general audiences. The following Employer Outreach events will be considered: • Brown bag meetings at large-scale places of work such as Legoland and Callaway Golf. • Happy Hour Meet and Greet hosted in collaboration with partners such as Carlsbad Chamber of Commerce and Carlsbad Village Association. • Pop-up events in lobbies or entrances to connect with employees. • Input collected through these outreach events will be documented in a short report to support subsequent tasks. 6. Meeting Collateral: We will develop graphics for usage on informational boards, online and in print materials. We will develop PowerPoint slides, handouts, invitations, sign in sheets and other materials as needed in formats suitable for either print or electronic distribution. High-level briefing material will also be developed for elected officials and others in leadership positions to include talking points and look-ahead summaries. This information can be included in weekly emails to the City Council or as a more formal memo or briefing document from the City Manager’s Office to provide clear messaging information. 7. Online Engagement: We will develop content to support online engagement efforts, such as surveys or meetings/workshops promotion via copy and images prepared specifically for social media, website and emails with text, photos, illustrations and/or mobile phone video clips. We will review of social media public input and sentiment, and draft specific responses for City staff to consider. Analysis will be provided for digital ads to be purchased using geofencing and other targeted tools. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 15 of 18 Website: Augment the existing City website with updated information about the program or create a new program website/landing page that can then point to existing assets and materials on the City website. Among the items presented online will be photos, videos, email sign up, event information, student/educator information and tracks analytics, including visits, unique visitors, page views and the average duration on the site. The analytic information will be used to inform efficacy of the website. The workflow for producing assessments is significantly improved using this innovative technology, and impresses upon participants an elevated level of technical competence and sophistication. These issue points can then be exported into GIS to speed existing conditions reporting and basemapping. GIS: ArcGIS Online Storymaps can also be considered for online usage to show program recommendations in one place. MetroQuest: This digital tool will be utilized for outreach in conjunction with the City Communications department. Social Media: Social media presence for the program will be enhanced on Carlsbad social media outlets (Facebook, Twitter, Instagram, etc.) with active engagement throughout the process. Assets including snackable video vignettes will be shared, as will community meetings and engagement opportunities. In addition, alignment with prominent community influencers can be pursued for live postings related to the program. Social media analytics will be monitored to track perceptions and evaluate social media efforts to improve the communication program. Videos: “Snackable” video vignettes can be designed specifically for use on social media to provide short form snippets of program elements tied to community profiles so key stakeholder groups to clearly envision their role and usage of the proposed solutions. 8. Educational Outreach As we work to disseminate and reinforce the messages of positive impact the SMP will have on the community, it will be important to expand outreach to schools and educational institutions in the area to maintain support and build champions for the project among educators and students. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 16 of 18 9. Media Relations Press releases will be drafted and distributed to provide accurate and timely information about important issues and at program milestones to keep media representatives current and involved on project issues that impact program stakeholders. Media alerts and opinion- editorials may also be developed to help educate stakeholders about the Sustainable Mobility Program. 10. Interested Partners Program partners, other cities and/or municipalities, local, regional, state and federal agencies that are committed to the Carlsbad Sustainable Mobility Program will be provided access to a communication tool kit to assist in outreach on this program for their unique audience. The SMP communication team will provide strategic counsel so that key messages are consistent and united, and assistance with two-way information flow, material development, audience engagement, answering questions and encouragement to share program messages. 11. Ambassador Program Community members and project champions can be identified to build ambassadors for the SMP. These volunteers would need to participate in an official educational training so they are able to accurately talk about the program, deliver key message points and articulate the program purpose and need to neighbors, community groups and the public at large, as well as possibly the media and elected officials. 12. Industry Outreach We can identify opportunities to highlight the program in the sustainability, transportation and environmental trade industries through conferences, trade media, speaking opportunities, sponsorships and tours and expand this initiative to include international as well as domestic industry opportunities to highlight and amplify our efforts. This effort enables us to help further SMP best practices for the overall relevant industries and to communicate the work that program partners are doing as leaders in emerging mobility efforts and technologies. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 17 of 18 VI. INFORMATIONAL TOOLS AND TOOLKIT An online toolkit can be prepared to assist program partners and other interested parties to communicate with their own stakeholders/targeted audiences. Recommended outreach items in the toolkit can include:  Program fact sheet and FAQs.  Program schedule.  Educational materials as developed.  Video links.  Images such as a photo kit/bank and graphics catalogue.  Style Guide (writing style, branding guidance and logo use).  Social media posts to drive stakeholders to the program website to learn about the program, sign up for emails and attend community meetings  Presentations and presentation comment card.  Press releases and media coverage if/as posted. The press releases will provide program information to local newspapers, media outlets and newsletters as appropriate.  Media kit and if/as available sample media quotes.  An article in a City or community newsletter/platform providing a program introduction and encourage engagement and attendance at community meetings. Exhibit 2 City of Carlsbad DRAFT Communication and Outreach Plan for the City Sustainable Mobility Program July 10, 2018 Page 18 of 18 VII. SCHEDULE Please refer to the attached Program Schedule. Specific details related to public outreach and engagement activities include: 1. Key dates 2. Key deadlines 3. Meeting dates as they are established It will be important to take into account any other changes happening at the City and affected stakeholders and internal departments during the SMP outreach timeframe. Annual holidays and City elections (two Districts and the Mayor’s race) will be considered as an important activity during the time that messaging on this program will be taking place in the community. Exhibit 2 D SMP PUBLIC COMMENT Appendix D Exhibit 2 City of Carlsbad Sustainable Mobility Plan Public Involvement Summary February 4, 2019 - DRAFT On May 22, 2018 the City of Carlsbad Council approved Resolution No. 2018-078 authorizing execution of a professional services for the preparation of the Sustainable Mobility Plan (SMP). A key component of developing this plan was to work with community stakeholders. As the May 2018 City Staff Report explained: “The Plan (SMP) will identify a vision, policies and actions to complete a network of multi-modal travel options for people of all ages and abilities. It will analyze the city’s current active transportation network, analyze where current and future travel demand is, recognize gaps in the system, identify and prioritize where opportunities to fill those gaps are and provide recommendations for an improved travel network that will better serve Carlsbad’s residents, workers and visitors.” The City’s work to identify the vision, policies and specific actions via the Sustainable Mobility Plan is geared toward facilitating the implementation of the city’s Mobility Element of the General Plan and the Climate Action Plan. The city worked with its on call communications consultant NV5 and technical consultants Chen Ryan and MIG to incorporate the following public involvement and engagement as part of the SMP: 1. Complete business surveys led by the city transportation team and incorporate these findings into the creation of a community SMP survey. 2. Conduct internal messaging sessions to develop language easily understood by the public. 3. Develop a strategic communication and public engagement plan and schedule. 4. Conduct Focus Groups and field intercepts to query city visitors on transportation habits and preferences. 5. Create a webpage on the City website dedicated to Carlsbad Sustainable Mobility Plan. 6. Create a Stakeholder Working Group (SWG) with representatives from multiple key community and business sectors and conduct three SWG meetings to provide detailed presentations and gather extensive input. 7. Create a Carlsbad SMP fact sheet and informational poster boards to utilize and hand out at community meetings, evets and presentations. 8. Conduct one-on-one meetings with key stakeholders like the Carlsbad Unified School District (Superintendent and staff) as well as Viasat Sustainability team and Bob Rota, _____ and develop follow-up actions and programs. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 2 of 35 9. Develop an online MetroQuest community survey. 10. Conduct direct public education, outreach, and engagement (including ability to take the MetroQuest survey by paper) via a Carlsbad SMP booth at multiple Farmer’s Markets. 11. Conduct Carlsbad SMP community presentations for community groups, such as the Agua Hedionda Lagoon Foundation and the Carlsbad Chamber of Commerce. 12. Engage community groups and officials (such as the Carlsbad Senior Commission) to promote the MetroQuest survey and increase education on the Carlsbad SMP. 13. Social Media posts via engagement with the SMP SWG and Carlsbad departments to promote the Carlsbad SMP and MetroQuest survey. 14. Develop customized information materials (like “handle-bar flyers”) and update informational materials with QR codes to reach specific audiences and provide direct access to the MetroQuest survey. 15. Incorporate tours of sustainable mobility workspaces with the SWG meetings. 16. Present SMP and SWG updates to City of Carlsbad officials and elected officials. 17. Promote the MetroQuest survey via the main City “Input” webpage and coordinate with the City Economic Development Department to share the survey and informational links vis their social media accounts and digital platforms. 18. Conduct one-on-one outreach at cycling locations to hand out the handle-bar flyers, engage the biking community and provide information to be shared on their website to encourage survey responses and education. 19. Gather and review SANDAG and Streetlight Commuter Data. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 3 of 35 1. Business Survey The Sustainable Mobility Plan public involvement effort began with a review of existing materials and the latest public input gathered by the city Transportation Department staff via survey with __ businesses. More than __ responses provided helpful information to prepare the SMP communications plan. 3.13 Transportation Motivators - Please share the reasons you choose a transportation option other than driving alone to work. (select all that apply) The most popular motivators for alternate forms of transportation are “help the environment / reduce pollution” (45.5 percent) followed by “saving money” (43.4 percent). Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 4 of 35 Exhibit 3.14 Benefits of Use – Have you noticed any of the following benefits from commuting to work using a transportation option other than driving alone? (select all that apply) Exhibit 3.15 Barriers to Use – If you drive alone to work at least one day a week, what are your main reasons? (select up to 3) Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 5 of 35 2. Message Development SMP communication prior to 2018 consisted of an internal “Elevator Speech” and multiple transportation plans. The City Communications Manager introduced the SMP in a community magazine article establishing clear language to convey the core goals previously presented in plans and with a variety of terminology:  Mobility, Enhance Mobility, Multi Modal Service  Public transportation, Transit, Travel options  Livable streets, Complete streets, Right-sized parking, “Last Mile,” Moving people and goods …  Connectivity to support mobility, Readiness, Networks  Sustainability, Neighborhood revitalization, Active/healthy lifestyles …  Life in Action - 8 to 80s Networks - Safe Routes to Schools Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 6 of 35 During an internal messaging review session in April 2018, City department managers, staff and the communications and technical consulting team reviewed messaging from existing plans and public information. Because some of the mobility terminology is often technical, the group focused on clear terms to present this information. Key categories discussed and ranked for SMP messaging during these internal meetings and creative/technical review sessions included: 1. Ease/Convenience 2. Traffic Reduction 3. Safety 4. Health 5. Environment 6. Choices/Options 7. Economic Benefit NV5 facilitated an internal messaging session and worked with a creative team who is removed from the day-to-day transportation engineering – and even municipal work – to develop messaging and potential program names to communicate multiple technical terms, projects and programs in easy to understand, modern and accessible terminology. The resulting branded program options (listed to the right) were studied and surveyed during the intercept and focus group process. In depth discussion during the three focus groups uncovered significant questions on the basic SMP and city transportation and mobility plans/terms; thus it was determined in the communications plan that an SMP brand would be put on hold for possible future use as resulting mobility projects are unveiled to the public. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 7 of 35 3. Strategic Communications and Public Engagement Plan and Schedule The SMP Communications Plan provided a framework for city leaders, managers and staff, program partners, project staff and consultants in communicating with and outreaching to Carlsbad residents and businesses, the general public, community leaders, elected officials and media about the City of Carlsbad Sustainable Mobility Plan (described initially as a Program). The following sections are outlined in the SMP Communications Plan: I. Public Engagement and Outreach Goals II. Communications Strategy III. Brand and Key Messages IV. Stakeholders and Target Audiences V. Outreach Tactics and Activities VI. Informational Tools and Toolkit VII. Schedule The public engagement goals (listed below) expanded from the stated goal in the Carlsbad Coastal Mobility Readiness Plan: To create an innovative transportation future in which advanced information, new technologies and sustainable fuels support a vibrant community with seamless mobility options. The plan described itself as building upon “the notion that people will have greater options to get to work, get to their homes, and how they will have a greater connection throughout coastal Carlsbad and the Village of Carlsbad for recreation and leisure.” 1. Educate stakeholders so that they understand the SMP need, purpose, benefits, process and opportunities to become engaged and provide feedback. Convey project goals and key messages, clearly, accurately, coherently and consistently. 2. Design and implement engaging activities to provide clear and easily accessible opportunities for community input about the SMP. 3. Utilize information provided through meaningful public engagement to develop context-specific mobility solutions for Carlsbad communities. Compile public input and use it to inform the purpose and design of the final plan. 4. Expand defined stakeholders and inform and educate them on the benefits and needs of the Sustainable Mobility Program. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 8 of 35 5. Build relationships with critical partners that can help engage the public and reinforce the benefits of the program. 6. Engage the community as program options are developed and work to maintain participation in and support of the process through all phases. Below are the key messages identified in the SMP Communications Plan: The Carlsbad Sustainable Mobility Program (SMP) expands our city’s network of smart travel options. As we continue to grow this network, we empower all residents with choices that improve commuting, recreation and getting around our city overall, while accomplishing these important benefits: 1. Increased safety 2. More convenient options 3. Healthier travel options 4. Better traffic flow The schedule below was updated with program milestones and public engagement efforts. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 9 of 35 4. Focus Groups and Field Intercepts The SMP team worked with city consultant Action Research to create focus groups and field intercepts to gather insight from people who live and work in, as well as visit, the City of Carlsbad. The Intercepts provided the opportunity to reach visitors during tourism and business travel; as well as to recruit Carlsbad residents and workers for the more in-depth Focus Groups. Conducted over two-hours, the Focus Groups gathered insight from people who live and work in the City of Carlsbad. The research consultant queried city visitors on transportation habits/preferences during tourism and business travel; as well as conduct intercepts to recruit Carlsbad residents and workers for in-depth Focus Groups. To add to public engagement efforts for the City of Carlsbad Sustainable Mobility Plan (SMP), Action Research conducted two focus groups with residents and one with employees (one in each of three regionally-defined areas of Carlsbad). This research effort was designed to provide guidance to the City for a program brand, taglines, and messages, as well as identify the range of barriers and benefits faced by employees and residents to biking, carpooling, taking public transit, and walking within the City. The focus groups were conducted as follows:  July 24th at the Cole Library (residents);  July 25th at make (employees); and  July 26th at the City of Carlsbad, Faraday Building (residents). The Focus Group effort followed the process below and was helpful to update the initial draft Communications Plan with information directly from the target audience. Research Design  Conduct 150 surveys.  Participants will be randomly assigned to complete one of the three message surveys. Survey (Test) Design  Responses from each of the three messages were compared (50 in each group).  Introduction at the beginning of each survey included a query on travel mode.  The survey began with an open-ended question about potential messaging and program names (Carlsbad GO, Smart Moves, and The Greenlight Program), followed by level of motivation to learn more and accessibility.  The survey measured each of the sub-text messages on the four attributes identified by the City (safety, convenience, healthy, mobility) to determine values and resonance. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 10 of 35 To include employed residents, the focus group researcher scheduled the groups in the evening. Given the amount of information that we needed to cover, the discussion time was set for a target 90 minutes. 12 residents were recruited, with the plan for 8 to 10 to show up. The participants were provided with a light meal and $75 cash card for their participation in the 90-minute discussion. There were 23 participants across the three groups. The participants were recruited in-person at the Cole and Dove libraries, the Island food court, the Poinsettia transit station, Poinsettia Park and the Farmer’s Market. Recruitment dates, times and locations focused on assuring all parts of Carlsbad were included. North: Focus Group at Cole Library, recruit at Cole Library and Farmer’s Market Central: Focus Group at Make, recruit at Island Food Court and Poinsettia Coaster Station South: Focus Group at Faraday Building, recruit at Dove Library and Poinsettia Park Focus group outcomes for employees and residents included a final report summarizing the following areas of research from the in depth surveys and facilitated discussions: 1. Barriers and benefits to biking, carpooling, walking and taking public transportation 2. Quality of life 3. Transportation values like road safety and routes 4. Barriers to public transit Residents reported drive-alone trips for errands, such as doctor appointments, going to the library, grocery and other types of shopping. Most reported linking their errand trips for time efficiency and to make the most of low-traffic periods, although one participant stated that she makes these trips regardless of traffic. The range of distance traveled for these trips was typically under ten miles. Participants in the employee group had worked in Carlsbad from one-and-a-half weeks to nine years. Employees traveled a range of three to fifty-three miles to work in Carlsbad. One person used a motorcycle, two carpooled (together), and the others drove alone to work. All reported that travel time to work varied greatly as it was dependent upon when they left their house. Employees sometimes used their lunch periods to eat at local restaurants. Most reported that restaurants were not nearby their place of employment, so driving was their only option. For participants in all three groups, the impact of traffic congestion on travel time and home-life-work schedules were the biggest quality-of-life concerns. Participants stated that they have significantly modified their lifestyles to avoid traffic. Some indicated that they no longer go to the Zoo, or only buy airline tickets for certain times to avoid traffic. Across all groups, time was the most important attribute when deciding how to get from here to there. Time involves avoiding traffic congestion that slows their commute and getting to work on time. Most participants valued having a car because it’s easy. They stated they know all that is involved in getting around in their car and other forms of transportation are less familiar to them. One participant stated that we live in a car-centric area and we derive prestige from the type of car we drive. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 11 of 35 The employee group reported reliability and time to work as their chief concerns. Convenience and ease were also factors. The most notable finding across all groups was the lack of knowledge of public transportation options in Carlsbad. Several participants stated that they did not know where bus stops were located, that buses stopped in Carlsbad, or how to find a schedule. There were several references to the lack of city buses, rather than to NCTD. Most were aware of or had some level of experience with the trains going south to San Diego. Overwhelmingly, participants stated that they never even thought to take public transportation to get to work or run errands. Generally, they only take public transportation for special events or occasions. Other barriers included:  Taking too much time to get to their destination;  How to get to their destination from a final transit point (last mile);  Transit points are not near their home or workplace (lack of convenience);  Lack of service times;  Fears of getting stuck because of lack of services;  Social stigma (public transit is only for low-income people, people who need it)  Reliability of the service schedule; and  How to take a bike on a bus or train. In addition to the many barriers identified, focus group participants in all groups expressed skepticism about the program names and particularly use of the words “smart” and “network.” While some participants liked smart because it conveyed reliable and predictable, others said it is overused and not well-connected to the culture of Carlsbad. Like with terms like network of ways to get around, participants though the program description was currently not quite as described and would therefore disappoint the community. The groups appreciated the messaging emphasis on community and inclusion of environmental language, but wanted to have specific mobility projects listed as part of the program description, with clear examples of how the city will make it easier and safer to walk, bike and use mass transit. The SMP team thus focused on the feedback provided on solutions that could make it easier for the community to adopt sustainable mobility – using the existing terminology to describe the effort and seeking additional ways to gather input on specific projects, locations and infrastructure. Among the solutions suggested by the focus group participants were having access to schedules through an app, route planning, and an increase in service times would make it easier to use public transit. In both resident groups, there was an unprompted discussion about having a trolley loop around the city. The trolley would stop at shopping and restaurant locations (they would not want to wait more than 10-15 Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 12 of 35 minutes for the next trolley). Participants noted that reliability was one of the greatest concerns. Ensuring reliability will be key to adoption of public transit. Safety was the biggest concern about riding a bike in Carlsbad. Specifically, participants reported lack of bike lanes, vehicle speed, traffic congestion, and distracted driving among their safety issues. Most stated they do have a bike but feel too vulnerable and unsafe to ride around town. Two participants knew of friends who had been killed or severely injured by a vehicle while riding a bike. They stated there was nothing to help them overcome their bike-riding fears. Other barriers included:  Hilly terrain in their neighborhoods;  Weather;  Lack of lighting on streets;  Lack of bike parking at their destination; and  Having to carry bags. Participants stated that curbed paths where bikers were separated from vehicle traffic would give them the peace of mind needed to ride a bike in traffic. The biggest barrier to walking around town was distance to their destination. Participants stated that they live too far from services to walk. A couple of participants stated they do live near the village and do walk for some errands or to visit restaurants. There were also concerns about safety from vehicles, even in crosswalks. There was not much discussion around carpools. The primary barrier was how to find people nearby that are going in the same direction. Environmental benefits were reported generally and across all modes, and participants reported several mode-specific benefits. Transit routes that can take people straight to the beach was desired and health was the most notable benefit mentioned. Biking as a mood lifter was also mentioned. The health benefits were reported for walking – exercise, increased mental health, and getting fresh air. In general, participants noted that there were benefits to alternative modes, but they are not sufficient enough to overcome the barriers. This, and the fact that the focus groups uncovered that the proposed program messages did not represent the current transportation options available to, or behaviors of, those living in Carlsbad (as well as employees believing the messages were not relevant to them but were meant for residents) led to a focus on the specific projects and solutions that could be implemented, with a possible comprehensive program name for a future date when the solutions, options and projects are unveiled as part of the SMP. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 13 of 35 5. SMP Webpage A webpage on the City website was dedicated to Carlsbad Sustainable Mobility Plan. The key messages from the Communications Plan were translated on the webpage in a simple introductions that explained: The SMP will examine alternative transportation options in a comprehensive and interwoven way to present an existing and a future network. The SMP will develop modal ‘blueprints’ to evaluate, plan, expand, and fund initiatives such as: 1. Bicycle and pedestrian improvements, 2. Safe Routes to Schools & Parks, 3. Transit, 4. Mobility hubs featuring car-share and bikeshare services, 5. The Transportation Demand Management (TDM) effort, and 6. Improvements in underserved communities such as the Barrio in Carlsbad Village. As we continue to grow this network, we empower all residents with choices that improve commuting, recreation and getting around our city overall, while accomplishing these important benefits: 1. Increased safety 2. More convenient options 3. Healthier travel options 4. Better traffic flow Photos, icons and videos give the webpage depth—and the material was updated after every SWG meeting to add links to the presentations in order to allow the public to be updated along with the community representatives serving on this group. Reference material was also provided on the Carlsbad SMP webpage, including a “8 to 80 Mobility” video and the “Mobility Hub” video presented on the SANDAG website. Reference materials linked for background were:  Carlsbad SMP Fact Sheet  Carlsbad Community Vision  City of Carlsbad General Plan Mobility Element  Current city programs  Biking and Walking in Carlsbad Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 14 of 35 Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 15 of 35 6. Stakeholder Working Group (SWG) The SWG was formed to provide detailed information and gather extensive input from a diverse group of representatives from multiple key community, civic and business sectors. Approximately 30 community representatives were engaged to be a part of the SWG and 21 organizations accepted, with more than 25 representatives attending the SWG meetings. As presented on the City website: The Carlsbad Sustainable Mobility Plan Stakeholder Working Group held their third meeting at ViaSat to provide input on the city’s planning efforts. The group includes representatives from the Carlsbad Chamber of Commerce, Agua Hedionda Lagoon Foundation, Carlsbad Unified School District, Thermo Fisher, Legoland, Carlsbad Convention and Visitors Bureau, City Traffic Commission, SANDAG, CalTrans, Omni Resorts, Bike Walk Carlsbad, California State Parks, Cape Rey Resort, Carlsbad Village Association, Cruzan, GoDaddy, La Costa Glen and representatives from the ADA community, local startups, small businesses and CalTrans. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 16 of 35 Below are community representatives that attended SMP SWG meetings: 1. Community representative and ADA activist Kalim Smith 2. Agua Hedionda Lagoon Foundation – Lisa Rodman, CEO 3. Bike Walk Carlsbad – Pete Penseyres, Cycling Instructor and Traffic Safety Commissioner 4. California State Parks – Lisa Urbach, Sector Superintendent - California State Parks, San Diego Coast District (North Sector) and Cindy Krimmel, District Environmental Coordinator 5. Cape Rey Carlsbad – Thomas Lee, General Manager 6. Carlsbad Chamber of Commerce – Toni Padron, Executive Vice President/COO 7. Carlsbad Convention & Visitors Bureau – Sam Ross, Executive Director 8. Carlsbad Unified School District – Benjamin Churchill, Superintendent 9. County of San Diego – Chiara Leroy, Community Health Promotion Specialist 10. Cruzan – Jim Mandler, Property Manager 11. Go Daddy – Joey Powers, Experience Manager 12. Grand Pacific Palisades Resort & Hotel – Diane Proulx, Assistant to the President 13. La Costa Glen – Glenn Thomas, Marketing Sales Manager and Director of Safety and Risk Management for CONTINUING LIFE 14. LEGOLAND California Resort – Eduardo Moya, Head of Hotel Operations and Frank Idris, Hotel General Manager 15. Mod 4 Design and Development – Kevin Sladek, Founder and Principal 16. Omni La Costa Resort & Spa – Doug Yavanian, Community Relations 17. San Diego County Bicycle Coalition – Andy Hanshaw, Executive Director 18. San Diego North Economic Development Council – Eric Bruvold, Chief Executive Officer Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 17 of 35 19. SANDAG / Metropolitan Transit Development Authority (MTDB) – Antoinette Meier, Principal Regional Planner 20. Steer Group (on behalf of SANDAG) – Rachel Forseth, iCommute Account Manager 21. Thermo Fisher Scientific – Cristina Amorium, VP, Facilities EH&S and Sustainability; Ivan Tesic, Sr Project Manager, Business Operations; and Andrew Papino, HR Manager 22. Via Sat Inc – Robert Rota, Vice President, Facilities & Security City staff and regional officials that attended SWG meetings included: 1. Craig Williams, Senior Engineer, Public Works – SMP Project Manager 2. Marshall Plantz, Transportation Director 3. Paz Gomez, Public Works Diector 4. Craddock Stropes, Senior Management Analyst, Public Works 5. Lolly Sangster, Program Manager, Public Works 6. Christie Marcella, Manager, Economic Development 7. Vanessa De La Rosa, Caltrans Associate Transportation Planner 8. Claudia Huerta, Senior Program Manager, Community & Economic Development 9. Eliane Paiva, Public Works Transportation Secretary Consultants managing the Public Involvement and technical work: 1. Gabriela Dow, NV5 2. Brian Gaze, Chen Ryan 3. Andy Pendoley, MIG 4. Rachel Kulis, NV5 5. Hilary Brinegar, NV5 6. Lori Large, Action Research 7. Joey Schmitt, Project Manager, Action Research Three (3) SWG meetings: Chen Ryan will lead development of the technical information and presentation materials and facilitation tools/materials for the three meetings. Recording of discussion points and outcomes will be documented, along with a concise, written summary report after each SWG meeting. SWG Meeting #1 – August 23, 2018 – 8:30 to 10:00 a.m. Faraday office: 1635 Faraday Avenue - Carlsbad, CA 92008 SWG Meeting #2 – November 13, 2018 – 1 to 3:30 p.m. make building: 5600 Avenida Encinas, Carlsbad, CA 92008 Hosted by GoDaddy with a tour of the make building SWG Meeting #3 – January 15, 2019 – 8:30 to 10:30 a.m. ViaSat: 2501 Gateway Road, E1 campus, Carlsbad, CA 92008 Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 18 of 35 Meeting #1 Photos Meeting #1 Presentation - http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=36731 Meeting #1 Wall Graphic / SWG Input Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 19 of 35 Meeting #2 Photos Meeting #2 Presentation – http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=37274 Meeting #2 Input provided via web-based / mobile Mentimeter tool Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 20 of 35 Meeting #3 Photos Meeting #3 Presentation http://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=37668 Meeting #3 Wall Graphic / SWG Input Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 21 of 35 The three Stakeholder Working Group meetings were held on August 23, 2018; November 13, 2018; and January 15, 2019. The August 24, 2018 City Council Memorandum from Marshall Plantz, Transportation Director to Elaine Lukey, Chief Operating Officer, via Paz Gomez, Public Works Director, explained the Sustainable Mobility Plan Working Group Meeting as follows (focused on the first meeting held on Aug. 23, 2018 held at the City Faraday Center): A presentation was provided to included an overview of project purpose, background, process and schedule for the Sustainable Mobility Plan; role of the working group; and initial data about existing conditions of the city’s mobility system. The presentation was followed by a robust, professionally facilitated discussion and question-and-answer period to collect members’ impressions and feedback on their vision for the city’s transportation network in the both the near and long term. The feedback was captured on a “wallgraphic” and on comment forms, which were collected by the project team for incorporation into the data set for the Sustainable Mobility Plan. As city staff reported on the SMP SWG, they indicated in the Aug. 24 staff report that they would: “return to the City Council for approval of the Sustainable Mobility Plan which will then be used to develop project requests for inclusion in the city’s Capital Improvement Program, as well as to guide private development projects.” All SWG members received extensive pre- and post-meeting planning and follow-up emails, including at the group’s request a member roster and links to project information and data on the city website. Below is a sample email follow-up to August 23, 2018 meeting sent by the SWG coordinator Gabriela Dow with the SMP Project Manager, Craig Williams. Dear _____, Thank you for your participation in the City of Carlsbad Sustainable Mobility Program (SMP) first Stakeholder Working Group (SWG) meeting held on Thursday, August 23, 8:30 to 10:00 am at the city’s Faraday building. This first of three meetings was a success, and as promised, we included the below items to continue the constructive communication process. 1. The list of SMP SWG members is below. Please reply to this email with any contact information you would like to share with the rest of the group (email/tel) – IF you choose to share your contact info, not required! – and we will send an updated contact list. 2. The presentation and video that we reviewed will be added to the City’s SMP webpage, which is listed below. This page also includes links to reports that were discussed (such as the City General Plan Mobility Element) http://www.carlsbadca.gov/services/depts/pw/traffic/mobilityplan.asp The presentation PPT slides are attached as a PDF. The video is linked below: https://www.youtube.com/watch?v=9Ni32qPrGmM Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 22 of 35 3. As discussed, we’re changing the location for our second meeting. GoDaddy has offered to host our next meeting (Nov. 13) at their offices in the make building - where we can all see first-hand innovative amenities provided for employee quality of life and mobility options. You can take a preview of these future-focused, mobility-friendly amenities at: http://www.latimes.com/health/la- he-healthy-workplace-20161123-story.html Meeting #2 – Tuesday, November 13, 2018 from 8:30 to 10 am at make (5600 Avenida Encinas, Carlsbad, CA 92008) Meeting #3 – Tuesday, January 15, 2019 from 8:30 to 10 am Another SWG member may host the last meeting, or we will meet again at the City Faraday Center (1635 Faraday Ave, Carlsbad, CA 92008) Below is a list of the city staff and technical consultants who led the meeting, and a list of the 18 SWG member community and business leaders who attended. Marshall Plantz, Transportation Director Craddock Stropes, Senior Management Analyst Craig Williams, Senior Engineer/SMP Project Manager (remote via conference call) Claudia Huerta, Village Manager Gabriela Dow, NV5 Brian Gaze AICP, Chen Ryan Associates Katja Dillmann, Chen Ryan Associates Andy Pendoley, MIG / MJE Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 23 of 35 Aug. 23 First Name Last Name Title Account Name Attended Cristina Amorium VP, Facilities EH&S and Sustainability Thermo Fisher Scientific Attended Eric Bruvold Chief Executive Officer San Diego North Economic Development Council Attended Benjamin Churchill Superintendent Carlsbad Unified School District Attended Andy Hanshaw Executive Director San Diego County Bicycle Coalition Attended Cindy Krimmel District Environmental Coordinator California State Parks Attended Thomas Lee General Manager Cape Rey Carlsbad Attended Chiara Leroy Community Health Promotion Specialist County of San Diego Attended Jim Mandler Property Manager Cruzan Attended Antoinette Meier Principal Regional Planner SANDAG / Metropolitan Transit Development Authority (MTDB) Attended Eduardo Moya Head of Hotel Operations Legoland California Resort Attended Toni Padron Executive Vice President/COO Carlsbad Chamber of Commerce Attended Pete Penseyres Cycling Instructor and Traffic Safety Commissioner Bike Walk Carlsbad Attended Joey Powers Experience Manager Go Daddy Attended Lisa Rodman CEO Agua Hedionda Lagoon Foundation Attended Sam Ross Executive Director Carlsbad Convention & Visitors Bureau Attended Robert Rota Vice President, Facilities & Security Via Sat Inc Attended Lisa Urbach Sector Superintendent - California State Parks, San Diego Coast District (North Sector) California State Parks Attended Doug Yavanian Community Relations Omni La Costa Resort & Spa Please do not hesitate to send any additional feedback or contact us by email or mobile with any questions! Thanks so much, Gabriela Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 24 of 35 8. Informational Collateral Materials Graphics were developed for usage on informational boards, online and in print materials. We will develop PowerPoint slides, handouts, invitations, sign in sheets and other materials as needed in formats suitable for either print or electronic distribution. Fact sheet and informational poster boards to utilize and hand out at community meetings, evets and presentations. ]The MetroQuest digital survey was designed into a printed 11 x 17 two- sided piece, below, to allow people who preferred to fill the survey out in written form to do at the Farmer’s Market booth and at community events. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 25 of 35 9. Community Meetings Conduct one-on-one meetings with key stakeholders like the Carlsbad Unified School District (Superintendent and staff) as well as Viasat Sustainability team and Bob Rota, _____ and develop follow-up actions and programs. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 26 of 35 10. MetroQuest Survey Enter info below. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 27 of 35 11. Farmer’s Market Booth Conduct direct public education, outreach, and engagement (including ability to take the MetroQuest survey by paper) via a Carlsbad SMP booth at multiple Farmer’s Markets. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 28 of 35 12. Community Presentations Add info re: Agua Hedionda Lagoon Foundation (December 21, 2018) and the Carlsbad Chamber of Commerce (January 8, 2019). Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 29 of 35 13. Community Leaders The following community leaders were engaged to help promote the MetroQuest survey and increase education on the Carlsbad SMP: 1. Carlsbad Senior Commission 2. Traffic (Safety) Commission 3. Carlsbad Unified School District Superintendent 4. Add…. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 30 of 35 14. Social Media The SMP efforts on social media were not extensive by design, but SWG members and Carlsbad departments did some promotion via #CarlsbadSMP of the MetroQuest survey on multiple social media platforms like Twitter, Facebook and Instagram; as well as via community group webpages. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 31 of 35 15. Customize information materials (like “handle-bar flyers”) and update informational materials with QR codes to reach specific audiences and provide direct access to the MetroQuest survey. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 32 of 35 16. Tours Incorporating tours of sustainable mobility workspaces with the SWG meetings provided deeper understanding of the potential solutions researched by the SMP technical team. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 33 of 35 17. Engage City Departments and Update Elected Officials Promote the MetroQuest survey via the main City “Input” webpage and coordinate with the City Economic Development Department to share the survey and informational links vis their social media accounts and digital platforms. Exhibit 2 City of Carlsbad Sustainable Mobility Program Public Involvement Summary February 4, 2019 - DRAFT Page 34 of 35 18. Cyclist Outreach via Pop-Ups at Gathering Locations Conduct one-on-one outreach at cycling locations to hand out the handle-bar flyers, engage the biking community and provide information to be shared on their website to encourage survey responses and education. 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Hills Middle School - DRAFTCONCEPTUAL IMPROVEMENT PLANSAAACCBBDDEEFGG01,000Feet!Oom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v-Ѵ-|;-7bvou0bh;Ѵ-m;v-m7ņou|;lrou-ur-uhbm]u;v|ub1ঞomvomuo-7-v-7f-1;m||o1-lrv;vb|_o|7;7b1-|;7rѴ-1;v=our;orѴ;om0bh;vmv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bouBAGFEDCbh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|Exhibit 2 Potential ImprovementspKpKpKpKBelleMarkSaraDanaPorKirkIs l e A lth eaCharleenMayBedford G loriaSpanishLafayetteTruesdellAnn JeannePackard CanyonWoodvalePalmBuena VistaottM 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High School - DRAFTCONCEPTUAL IMPROVEMENT PLANSBAAHCFFFFFDDDDDDDDDDDDEEEEEGGHH01,000Feet!Oom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;-Ѵ-|;-7bvou0bh;Ѵ-m;v-m7ņou|;lrou-ur-uhbm]u;v|ub1ঞomvomuo-7-v-7f-1;m||o1-lrv;vb|_o|7;7b1-|;7rѴ-1;v=our;orѴ;om0bh;vBAGFEDCbh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-Ѵhbh;!o|;Exhibit 2 Potential ImprovementspKonaPase oEstribonicornioPaseo 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PLANS!OBGAAAABCCCDDDEEEEFFGHHH01,000Feet!Oom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;mv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bouHBAGFEDCbh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-ѴhѴঞŊ&v;-|_Exhibit 2 Potential ImprovementspEskerInAuburnHamdenSpokaneCayLassennySan RimomersetwareSeasideFBerkeleyGlenbr o o kPromontory ChShSeaburyEd inA m 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Elementary School -DRAFTCONCEPTUAL IMPROVEMENT PLANSAAAIHGFABCCCCDDDEEEEEFI01,000Feet!Oom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;mv|-ѴѴľo&Ŋ$umĿŐ!ƒŊƓővb]m-];omuo-7-v-7f-1;m||o1-lrv;vb|_o|7;7b1-|;7rѴ-1;v=our;orѴ;om0bh;v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bou-Ѵ-|;uo-7-m-uuobm]ou-77bঞom-Ѵl;-vu;v|o-11ollo7-|;b7;uŐѵŊѶĽőrѴ-1;v=our;orѴ;-Ѵhbm]bh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-Ѵhbh;!o|;BAGFEDCHExhibit 2 Potential ImprovementspKpKAura LomaLisa MoOu t r gger Mac ArthurBayshoreordoba VigilantberwoodWindjammerSunb u rs tViaArequipaEndeavorValencDelaneyBryceBihwoodLoma Laguna nvenidaCindyVia Hinton DickinsSummerwindTolkienSteinbeckArgosyEucalyptusachwoodPanno n iaidgeCrestviewHorizonClearviewTriesteC o a stlin esades AshberryTelescopeNeblinaSevillaVia MartaSkylineHemingwayS u n n y h illackEastPointe ParkAvilaCannonEl Camino Real.HOO\(OHPHQWDU\iiª«¬iiª«¬AA uu rrrraaaaa LLLoommaaLLLiissaa MMMMMMMOOuu tt rr ggggeerr MMMaaacccAAArrtthhuurrBBaayysshhoorreeoo rr dd oo bb aa VVViiggiillaannttbbeerrwwrrrooooodddWWWWiinnddjjaammmmeerrSSSSSSuunnnnnbbbbbbbbbbbbbb uuuuu rrssrrrr ttVViiaaAArreerrrqquuiippaaEEEEEEEEEEEEEEEEEEEnndddeeeeeeeeeeeeeaaaaaaaaaaaaaaavvoorrVVaaVVVVlleennccDDDeeBBBBrryycceeBBBiiihhhwwooooddLLoommaa LLaagguunnaaa nnvveenniiddaaCCiinnnnnnnnnnnddddddddyyVVVViiaaa HHiinnttoonn SSSSSSSSSSSSSSuuuuuuuuuuummmmmmmmmmmmmmeerrwwrrriinnnddTTooTTTTllkkiieeAArrggoossyyPPaannnnoo nn iiaaiiddggeeCCCHHHooorriizzoonnCClleeaarrvvrrriieewwTTrrTTTTiieesstteeC oo aa sssttlliinn eeess AAssAAAAhhbbeerrTTTTTTTTTTTTTeeeeeeeeeeeeeeTTTTTTTTTTTTTTTTTTTTTTTTTTllllllllllleeeeeeeessccooppeeNNeebblliinnaaSSeevviillllaaVViiaaMMaarrttaaSSkkyykkkklliiiinnnnnnnnnnnnnnneeHHeemmiinnggwwaayyaaaaaaaccccccccccccckkkkkkkkkkkkkkkkkEEaassttPPooiinntteePPaarrkkAAvvAAAiillaaCCCCCaaaEEElllCCCaammiiinnooRRReeaalll.HOO\(OHPHQWDU\UUKelly Elementary School - DRAFTCONCEPTUAL IMPROVEMENT PLANSADBCCCDEEFFFGHHBAGFEDCH01,000Feet!Oom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;-Ѵ-|;-7bvou0bh;Ѵ-m;v-m7ņou|;lrou-ur-uhbm]u;v|ub1ঞomvomuo-7-v-7f-1;m||o1-lrv;vb|_o|7;7b1-|;7rѴ-1;v=our;orѴ;om0bh;vmv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-boubh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-ѴhExhibit 2 Potential ImprovementsVia F Via MiradorSegovianPaseo Crista l LevanteCorteCurvaiaIriCorteCardoVia Ensena aCalle Del SurzaDisomaeoEsmeradoS itioSolanaCalleCozumelallePosadaCorteTiburonePalm it o CalleOViaCalendoCalleSanBlasCa lle G av an z o ayaSitio M a n a n a CalleCancunaDelAlbaCorteTomilloEs t a n cia CaminoCorteCalleBarcelonaCortePromenadeAvenidaNieveCalleMejorC a mi n o J u niperoCaminoCoronadoCorteDelfinioCalle TimiteSitio BordeCaminoArenaMaverickAnchdarCaminoDeLosCAvenidaDiestroCaminoLindoC a lle A c e r v o AvenidaAnacapaS itioAlgodonAvenida PanteraC irc u lo S e q u o ia LaCostaCirculoAdoRanchoSantaF/D&RVWD&DQ\RQ+LJK0LVVLRQ(VWDQFLD(OHPHQWDU\iiª«¬iiª«¬iiª«¬iiª«¬VV iia VVVViiaaMMiirraaddoorrrriiaannCCoorrrrrrrrrrrrrttttttttttrrrrrrreeCCuurrvvrrraaCCCooorrttrrreeCCaarrddooVViiaa EEnnnsseennaa aaCCCCaalllleeDDeellSSuurrzzaaDDDiiisssoommaaeeooEEssmmeerraaddooSS iittiiooSSoollaannaaCCCooorrrttteeTTTiiibbbuurroonnnnaallmm iitt oo CCCCCCCCCCCCCCCCCCCCCaaaaaaaaaaaaaaaallllllllllllllllllllllllllllleeeeeeeeeeeeeeeeeeeeeeeOOVViiaaCCaalleennddooCCaalllleeSSaannBBllaassCCaa llllee GG aavv aaann zz oo aayyaaSSSSSSSSSSSSSSSSSS iiiiiiiittttttttttttttiiiiiiioo MM aaaaaaaaa nnnnnnnnnnn aaaaaaaaaaaaa nnnnn aa 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LLLLLLaaaaaaaaaaaCCCCCCCCCCCCCCCCCCCCCCCCCCCCooooooooooooooooosssssssssssssssssssssssssssssstttttttttttttttttttttttttttttaaaaaaaaaaaaaaaaaaaaaaaaaaaCCiirrccrrrruullooAAddAAAAooRRRRRaaaaaaannnccchhoooSSSSaaannn/D&RVWD&DQ\RQ+LJKVLRQDQFLDDHQWDDDUU\UUannnnannnnnnnnttnnnnnnnnnnnnnnnnntttttttttttLa Costa Canyon High School - DRAFTCONCEPTUAL IMPROVEMENT PLANSBAAAFCCCDDDEEEEom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|o1uovvv|u;;|om;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vBAFEDC01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-ѴhExhibit 2 Potential ImprovementspKpKpKpKRobleDorado FarolQuinta Aldea soCentellahesaTrigVia ArceCirculoAdornLa DuelaVia MiradorMadrilenaViaIpanemaMorada MarinVia Teca Vista HigueraPirineosCaboC Calle A CorteBaldreSitiNispeLa Cap Solano ioCauchoCa ll e Oliva LaJollaCalle Del SurEsferaGarbosoCalinaDel ReyCallesaSombrosaAvenidaHelechoS it ioAb e to PaseoMembrilloViejoCastillaC a lomaLevanteVivienda CalleCancunaoArrayanvenidaNieveCortePromenadeCalleMejorJ e r e z RomeriaLaGranViaCalle TimiGaviotaPaseoAlmendroGibraltarCall e M a d e r oCadenciaPrimavera CalleAnCaminoDeLoGalleonCamino SerbalPiraguaAzaharGaliciaCalleBarcelonaLaCostQuebradaVenadoRancho Santa Fe (abandoned)RanchoSFKD/D&RVWD+HLJKWV(O W/&0LVVLRQ(VWDQFLD(OHPHQWDU\&RVWD9DOOH\UHVFKR G.LQGHUJ Qª«¬ª«¬iiª«¬iiª«¬iiª«¬ª«¬iiª«¬iiª«¬iiª«¬oobblleeDDD ooooooooo rrrrrrrrrrrr aaaaaaaaaaaaa dddddddddddddddd oooooooooooo FFaarroollQQQ uu ii nn ttaa AA lldd ee aaa CCeenntteeellllaahheessaaVViiaaAArrcceeeLLaaDDuueellaaVVVViiaaMMiirraaddoorrrraaVViiaaIIppaanneemmaaaMMoorraadddaa MMaarriinnVViiVVVVaa TTeeTTTTccaa VViissttaaHHiigguueerraaPPiirriinneeoossCC CCoorrtteeBBaallddrreerrrrSSiittiiNNiissppeeLLLaaLL CCaa SSoollaannooooo iiooCCaauuuuuuccccccccchhooooooCCCCCCCCCCCaaaaaaaaa lllllllllllll eeeeeeeee OOOOOOOlllliii vvvvaaaa LLaaJJoollllaaCCCCaalllleeGGGaarrbboossooCCaalliinnaaDDeellRReeyyCCaalllleeeeeeeeeeeeeeeessaaSSoommbbrroossaaaaHHeelleecchhoooSS iiitttiioo AA bb ee ttoo PPaasseeooeMMeemmbbrriillllooejjooCCCaassttiillllaaCC aa lloommaavvaavvvvnntteeVVVViivviieennddaad CCCCaaAArrrraayyaaaaaanneenniiddaaNNiieevveeCCoorrttrrrreePPrroommeennaaddeeCCaalllleeMMeejjoorrJJ ee rr ee zzzzzzzzzzz RRoommmeerriiaaLLLLLLLLLLLLLLLLLLaaaaaaaaaaaaaaaGGGGGGGGGGrrraarrrrnnVViiaaCCaalllleeTTTiimmiiGGaavviioottaaPPaasseesooAAAAAAAAAAAAlllllllllllllmmmmmmmmeennnnnnddddddddddddrrooGGGiiiiiiibbbbbbbbbbbbbbbbbbbbbbbbbbbrrrrrrrrrrrrrraaaaaaaaaaaaaaaaaaaaaallllllllllllllltttaaaaaaaaaaaaaaaarrrrrrrrrrrrrrrCCaallll ee MM aa dd ee rr ooCCaaddeenncciiaaPPPrrriimmaamvveerraarrrr CCaalllleeAAnnAACCCCCCaaaammmmiiiinnnnooooDDDDeeeeLLLLooooGGaaGlllleeoonnCCaammiinnooSSeerrbbaallPPiirraagguuaaAAzzAAAAaazhhaarrGGaalliicciiaaaalllllleeeBBBaarrrccceeelllloonnnnaaaaaQQuueebbrraaddaaVVVeeeVVVVnnnnnaaddooRRRRRRannnnnnnnnnncchoSSaannttaaFFee(((aaabbaRRRRRaaannnccchhhhhoooSSSSSDD/D&RVWD+HLJKWV(OW00LVVLRQ(VWDQFLD(OHPHQWDUUU\UU9D99OOH\GQQQQCCCCaaejjoejjVVVViieejjVVVVVVVVVVVVVVVVVVVVVVVVLa Costa Heights Elementary School - DRAFTCONCEPTUAL IMPROVEMENT PLANSIHAAAABBBBCDDEEEFGGHom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;mv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bou-Ѵ-|;uo-7-m-uuobm]ou-77bঞom-Ѵl;-vu;v|o-11ollo7-|;b7;uŐѵŊѶĽőrѴ-1;v=our;orѴ;-Ѵhbm]IBAGFEDCH01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-ѴhѴঞŊ&v;-|_Exhibit 2 Potential ImprovementspKpKAntaM armolantoVisperaChiriquiuaFlamencoAbejorroSelloCo rteMariaSocorroC a n tilEl AguilaEl PericoLlamaLa coBasal t o CortePacificaCebuVis taDelOroSitio Send e ro LaPalomLa GolondrinaUnicornioBoleroSitioMontecilloS antaIsabelCorte TamarindoAbedulCorteViejoPersa SitioAvellanaCortePalomaSitioCaballerorullaAntilopeLuciernaga SitioC orderoXana ArgonautaAcunaCorteLangostaPaseoAbrazoColibriSitioOceanoCacatuaEl FuerCazaderoCorintiaObeliscoBabiloniaRZVQWDU\iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬AAnnttaaMMMMM aaaarrrrmmmrrrroollVViissppeerraaCCCChhhhhhhhhhhhhhhhhhhhiiirriiqquuiiaaaaFFllaammeennccoooAAbbeejjeeoorrrrooSSeellllooCCoo rrttrrrreeMMaarriiaaSSooccoorrrrooCC aa nn ttiillEEllAAgguuiillaaEEllPPPeerriiccooLLLLLllaammaaaccooBBaaassaall tttttttt oooooooooooo CCoorrttrrreePPaacciiffiiccaaCCeeebbbuuVViiss tts aaaaaaaaaaaaaaaaaaDDDDDDDDDDDDDDeelllOOrrOOoooooooooooooooooooorrSSSiiittiiooSSeenndd ee rroorrrr LLaaGGoolloonnddrriinnaaUUnniiccoorrnniiooleroSSiittiiooMMoonntteecciiilllllooSS aannttaaIIssaabbeellCCoorrtteeTTaammaarriinnddooAAbbeedduullCCoorrttrrrreeVViieejjeeooPP ee rrss aa CCoorrttrrrreePPaallooommmaaaAA nn ttiilloo pp eeLLuucciieerrnnrraaggaa SSSiittiiooCC ooorrddrrrreerroo AArrgggooonnaauuttaaAAccuunnaaCCoorrttrrreeLLaannggoosstttaaaPPaasseeooAAbbrraarrrrzzaaooCCoolliibbrriiSSSSiittiiooOOcceeaaennooCCCCCCCCCCCaaaaaaaaaacccccccccccccaaaaaaaaaaatttttttttuuuuuuuuuuaaaaaaaaaaEEllFFuueerrCCaazzaaddeerrooCCOOOOObbbbOOeeeelllliiiissssccccoooooBBaabbiillloonniiiaaaRZVQWDU\\UUªªªªªªª¬¬¬¬¬¬¬««««««««ªªªªªªªªªªªªªªªªªªªªªªªªª¬¬¬¬¬¬¬¬¬¬««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiii¬¬¬¬¬¬««««««ªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiii¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬««««««««««««««««««««««««««««««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªª¬¬¬¬¬¬¬¬««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiii¬¬¬¬««««ªªªªªªªªªªªiiiiiiiiªªªªªªªªªªªªªªªªiiii¬¬¬¬¬¬«««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiii¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬««««««««««««««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiLa Costa Meadows Elementary School - DRAFTCONCEPTUAL IMPROVEMENT PLANSAAAIHEBBBCCCDFFFom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;mv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bou-Ѵ-|;uo-7-m-uuobm]ou-77bঞom-Ѵl;-vu;v|o-11ollo7-|;b7;uŐѵŊѶĽőrѴ-1;v=our;orѴ;-Ѵhbm]IBAGFEDCH01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-Ѵh"1_ooѴ"|u;;|Exhibit 2 Potential ImprovementspKpKTaraGradyBellePoMarkRoyalSaraKirkAltheaCharleenParks idMayBedford G loriaSpanish Ann JeannePackard Mac ArthurCanyonWoodvaleIsle PalmopeScottM aezelBonitaPollyGayle M arga re tGrecourt LarkspurPineAdairAndrea HillviewSunriseewlandY vetteSeacrestLeeLindauapinarviewHolly B ra e OakCrescentPointJanisHillsW e s t ha v e n Maria Seaview SchooneBasswoodAldergeMckinleyAzure Woodlan d SymeJ am esC h a r te rO akalleyEastPointeCameoDonnaSierraMorena PalisadesBradyParkTkMagnoliaHighlan d AdamsLongv ie w estChestnutS u n n y h i llTrieste Monroe C elindaCatalinaSkyline E lC a m in oR ealRO0DJQROLD(OHPHQWDU\&DUOVEDG+LJK9DOOH\0LGGOH&DUOVEDG9LOODJH$FDGHP\WULFNRQWHVVRUL$UWVDQG6FLHQFHV(OHPHQWDU\6DYLRXU/XWKHUDQU\iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬ª«¬iiª«¬iiª«¬TTaaTTTTrraaGGGGGGGGGGGGGGGGGrrrrrrraaaaaaddddddddddyyyyyyyyeMMaarrkkRR oo yy aallSSaarraaKKiirrkkAA lltthh eeaaCChhaarrlleeeennPP aa rrkk ssMMaayyBBeeddffoorrdd GG lloorriiaaSS pp aaa nn iiss hh AA nn nn 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RROO0DJQROLD(OHPHQWDU\UU&DUOVEDG+LJK9D99OOH\0LGGOH&DUOVEDG9LOODJH$FDGHP\WULFNNNRULL$$UWWVHHHQQFHVQWWDU\UUU\UUªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiªªªªªªªªªªªªiiiiiiªªªªªªªªªªiiiiªªªªªªªªªªªªiiiiiiiiiiªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªªªªªª¬¬¬¬¬¬¬¬¬¬¬¬«««««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiii¬¬¬¬««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªªªªªªªªiiii¬¬¬¬««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiii¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬««««««««««««««««««««««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªªªªªªªª¬¬¬¬¬¬««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiii¬¬¬¬¬¬¬¬««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªªªªªªªªiiii¬¬¬¬««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiii¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬¬««««««««««««««««««««««««ªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªªiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMagnolia Elementary School - DRAFTCONCEPTUAL IMPROVEMENT PLANSDom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;-Ѵ-|;-7bvou0bh;Ѵ-m;v-m7ņou|;lrou-ur-uhbm]u;v|ub1ঞomvomuo-7-v-7f-1;m||o1-lrv;vb|_o|7;7b1-|;7rѴ-1;v=our;orѴ;om0bh;v-Ѵ-|;uo-7-m-uuobm]ou-77bঞom-Ѵl;-vu;v|o-11ollo7-|;b7;uŐѵŊѶĽőrѴ-1;v=our;orѴ;-Ѵhbm]IIIBAGFEDCHBACFFFFDDDDDDDDDDDEEEEGGHH01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m 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Estancia Elementary School - DRAFTCONCEPTUAL IMPROVEMENT PLANSBAAAAGCCCAADDDDEFEEEEEFGom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vmv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bouBAGFEDC01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-ѴѴঞŊ&v;-|_"1_ooѴ"|u;;|-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-ѴhExhibit 2 Potential ImprovementspKCorteCurvase ViaOrillaPaseoTaxCalle VallartaCorteSonrCalleCozumelSombrosaAvenidaAragonC am ino M ontegonCa m 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PLANSBFEACCDDFom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|o1uovvv|u;;|om;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;v&r]u-7;-ѴѴѴ;]vo=bm|;uv;1ঞomv|o 1olrѴb-m1;v|-m7-u7v=ouv;uvb|_7bv-0bѴbঞ;vmv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bouBAFEDC01,000Feet!Obh;-m;-uh;7uovv-ѴhÉ±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-Ѵh"1_ooѴ"|u;;|Exhibit 2 Potential ImprovementspKpKKite VioletAspenSparHSoraRaintreeHeatherAbeliaTideKetc heawardSnowdropP yru s BelleflowerPetunia HawthorneLands EndMerlinGingerSand ShellLaurelwoodmW indwardSeasprayGol SandbarBluewaterC le a r w a t erLighthousePlumTreeMaple LeafSea CliffWhitesailSpTopmast Sandcastle nerWindcrestAlderwo odRScaupRed Knot Te a Tr e e SeahorseCarnat io n S w e e t wa t e rre S h orelineGoldeneye C am SkysailCaminitoMLe mo n L eaf RoseW hit e cap CaminitoVerdeS h e a r w a t e r ButtercupWildroseTerraceCon e f lo we r Camino De Las OndasMargueriteCordgrassCinnamon Te a lW a te rsEn d BSSagebrushSolandratrelachTreeIvyPearTreeCrystallineSeascape Wind D r i ft R o b inea W a terco u rseBriarwoodBeacon BayRosemaryHBl ue bo n net W in d f lo we r B lu e Po in tLoniceraTurnstoneVeronicaMariposaW illo w Q uietCoveHidden ValleyA v e n id a E n c in asaylilyOleande Go l d e n b u s h Paseo Del Norte CaminoDelPra Snap d ra gon MelaleucaA viara Torreyanna MarshWrenC am inoDelParquen33DFLILF5LP(OHPHQWDU\iiª«¬iiª«¬iiª«¬ª«¬iiª«¬iª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬]^KKKKKKKKKiittee VViioolleettttAAssppeennSSppaarrSSoorraaRRaaiinnttrreerrrreeHHeeaatttttttttttttttthhhhhhhhhheeeeeeeeeeeeeeeerrrrrrAAbbeelliiaaKKKeettcc hhSSnnoowwddrrooppPP yyrruu ssu BBBeelllleefflloowweerrrrPP eee tt uu nn iiaa 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DDDDeeeLLLaaassssOOOOnnnddddaaassssMMMMMaaaaaaaaaaaaaaaaarrrrrrrrrgguueerrriiiiiiiitttttttttttttteeeeeeeeeeeeeeeeeeeeCCoorrddrrrrggrraarrrrssssCCiinnnnaammoonnn TTeeTTTT aa lllllWWW aa ttee rrss EE nn dd BBBSSaaggeebbrruurrrrsshhSSSooolllaaannddrraaaaccahhTTrrTTTTeeeeIIIvvyyPPeeaarrTTrrTTTTeeeeCC rryyrrrssttsaalllliinneee SSeeaassccaappeeeeWWiinndd DD rr ii fffttt RR oo bb iinneeaa WW aa tteerrccooo uu rrsseeBBrriiaarrwwrrooooddBBeeaaccoonnBBaayy RRoosseemmaarryyyrrrrHHBBll uuee bboo nn nneett WW iinn dd ff lloo wwee rr BB lluu ee PP oo iinn ttLLoonniiccecrraaTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTuuuuuuuuuuuuuuuuuuuuuuuuuuTTTTTTTTTTTTTTTTTTTTTTTTTTTTrrrrrrrrrrrrrrrrrrrrrnnnnnnnnnnssttoonneeVVeeVVVVrroonniiicccaaaMMaarriippoossaaWW iiillllloo ww QQQQQQQQQQQQ uuuuuuuuuuuuuuuuiiiiiiiiieeeeeeeeeeeetttttttttCCCCCCCCCCoovveeHHHHiiiiddddddddeeennnVVVVVVaaaVVVVVVlllllllleeeyyyAAAAA vvvAAAA eee nnn iiiidddd aaa EEEE nnn ccc iiiinnnn aaasssaayyaalliillyylOOlleeaannddee GGoo ll dd ee nn bb uu ss hh PPPPaaassseeeooo DDDDeeellll NNNNooorrrttee CCaammaaiinnooDDeellPPrraarr SSnnnaapp dd rraa ggaaoonn MMeellaalleeuuccaaAA vvAA iiiiaaarrrraaa TTooTTTTrrrreerryyeaannnnaa MMaarrssrrrrhhWWrreenneeCC aamm iinnooDDeellPPPPPPPPPPPPPPPPaarrqquueennnnnnnnnnnnn3333DDFFLLIILLFF55LLPP(OHPHQWDU\UUSSSSSCCCCCCCCCCaaiiinnnooommmmmmmmmmaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaammmmmmmmmmmmmmmmmmmmmAAAA vvvvAAA i3DFLĆF5LP(OHPHQWDU\6FKRRO'5$)7CONCEPTUAL IMPROVEMENT PLANSBAAAAAGFEEEEEEFFFCCCCDDDDom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|ocross streetom;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;vmv|-ѴѴvr;;7=;;70-1hvb]mvom-ѴѴ-u|;ub-Ѵv|u;;|v|o;m1ou-];ru;7b1|-0Ѵ;7ubbm]0;_-bou-Ѵ-|;-7bvou0bh;Ѵ-m;v-m7ņou|;lrou-ur-uhbm]u;v|ub1ঞomvomuo-7-v-7f-1;m||o1-lrv;vb|_o|7;7b1-|;7rѴ-1;v=our;orѴ;om0bh;vBAGFEDC01,000Feet!O-uh;7uovv-Ѵhbh;-m;É±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-Ѵh"1_ooѴ"|u;;|Exhibit 2 Potential ImprovementspKpKPyriteQuartz ElPatoLismoTanzaniteEchoChiriquintiaTopiaryComencoOa k s ArundelEl Gavilan SocorroAL e u c it e Arches El AguilaParadiseEl PericoO n y x La GarzaarimarObsidianosMontecito Encanto PlumeriaAscotMuirfieldsHouseAlvertonBrookiteArborRosePaseoElegancMala chite KyanitePaseoColinaCacaPalmettoGeodeDogwoodritag e LaPalomaJGreenhavenVermarine AllstonDi Vita E d e HaliteHuntingtonCayenneLa GolondrinaKeenelandColibriTitaniteRanchoPanchoPoinsettiaMicaLapisEl FuerteAlicanteANPalf3RLQVHWWLD(OHPHQWDU\3DFLILF5LGJH6FKRROiiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬iiª«¬PPyyyyyyyyrriiitteeQQQQQQ EEllPPaaPPttooLLiissTTaannzzaazznniitteeEEEcchhhoooCCChhiirriiqquuiiiiaaTTooTTTTppiiaaaaaaaaaaaaaaarrrrrrrrrrryyrrreennccoooOOaa kk ss AArruunnddeellEE llGGGGGGGGGGGGGGGGGGG aa vv iillllllllllllllaa nn SSooccoorrrrooLL ee uuuu ccccccccccc iitt eee AA rr cc hh ee ss EElllAAAgguuiillaaPPaarraaddiisseeEEllPPeerriiccooOO nn yy xx LLaaGGaarrzzaaaaaaarrriiimmmaaarrrOO bb ssii dd iiaa nn MMMMMMMMMMMMMMoonntteecciittoo EEnnnccccccccccaannttoo PPlluummeerriiaaAAssccoottMMuuiirrffiieellddssHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHooooooooooooooooooooooouuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuusssssssssssssssssssssssseeeeeeeeeeeeeeeeeeeAAllvveerrttoonnBBrrooookkiitteeAArrbbooooooooooooooorrRRRoosseeMM aa llaa cc hhhhh iiiiiittttttttttt eeeee 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PLANSBAAAAFACCCCCBBDDEEEEEom;u|;bvঞm]vb]m-Ѵ|o-7b0Ѵ;1om|7omvb]m-Ѵ|obm1u;-v;--u;m;vvo=vb]m-Ѵ-Ѵ-|;ľo!b]_|om!;7Ŀvb]m-];ou;-7bm];7;v|ub-mm|;u-Ѵ|o7;1u;-v;1omYb1|v0;|;;mv|7;m|v-m7|umbm];_b1Ѵ;v-Ѵ-|;vb]m-Ѵঞlbm]-7fv|l;m|v|obm1u;-v;-lom|o=ঞl;=ouv|7;m|v|o1uovvv|u;;|om;u|;bvঞm]v1_ooѴom;1uovv-Ѵhv|o_b]_Ŋbvb0bѴb|1omঞm;m|-Ѵ1uovv-Ѵhvb|_-7-m1;7v|or0-u|ou;71;1omYb1|v0;|;;mv|7;m|v-m7;_b1Ѵ;v-Ѵ-|;bm|;uv;1ঞomv|ubrbm]_;u;;bvঞm]0bh;Ѵ-m;v;m|;ubm|;uv;1ঞom|oblruo;7;Ѵbm;-ঞom0;|;;m;_b1Ѵ;v-m7r;orѴ;om0bh;vomvb7;u1u0;|;mvbomv|ov_ou|;m1uovvbm]7bv|-m1;v1omvbv|;m|b|_o0bѴb|Ѵ;l;m|b7-m1;BAFEDC01,000Feet!O-uh;7uovv-Ѵhbh;-m;É±Ék"1_ooѴ11;vvobm|$u-L1"b]m-Ѵ-Ѵ-|; ;-vb0bѴb|o=Ѵ|;u-ঞ;;7;v|ub-m -1bѴb|bmu;-vb|_o"b7;-Ѵh"1_ooѴ"|u;;|Exhibit 2 Potential ImprovementspKpKpKppKTaraGradyRoyalSara CitrusKirkA lth eaChalnPar k sideMay CarolBedford G loriaH Spanish Ann CanyonJeannePackard Mac ArthuramelliaWoodvalerAnchorTr ie e a cr e st IsleScott M aezelBonitaPollyGayle M a rgare tGr ecourt LarkspurAdairAndrea HillviewSunriseJeffers o n Y 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Sidewalks - Use CautionBike PathBike LaneMarked CrosswalkÉ±ÉkSchool Access PointOther Schools7UDIĆF6LJQDO6WRS6LJQ6XJJHVWHG5RXWHWR6FKRRO601,000FeetValley Middle School - DRAFTSUGGESTED WALKING AND BIKING ROUTES TO SCHOOL§¨¦5É±ÉkÉ±ÉkÉ±ÉkÉ±ÉkÉ±Ék!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$!"$ªªëìíªªëìíªªëìíªªëìíªªëìíªªëìíªªëìíªªëìíTaraGradyRo yalSara CitrusKirkA lth eaCharleenParksideMay CarolBedford G loriaSpanish Ann nyonJeannePackard Mac ArthuraWoodvalees t IsleScott M aezelBonitaPol lyGayle M argare tGre court LarkspurAd airAndreaHillviewSunriseJeffers o n Y vetteLeeLach BluffHolly B ra 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o ya lSaraCitrusKirkA lth eaCharleenP a rk s iiiidddddddddddd eMay CarolB e d fo rd G loriaS p a n is h A n n nyonJeannePackard MWoodvalee s t IsleScott MMM aezzzzzzzzzzzzzzzeeeeeeeeeeeeeeeellllllllllllBonitaP o llyGGGGGGGGGGGGGGGaaaaaaaaaaaaayyyyyyyle M argarerr tG re c o u rt!!LarkspurA d airAnAAdrerraHillviewSunriseJ e ffffers o n Y vYY evteteLLeeLachBluffffChinquapinCrescccccccccceeeeeeeeeeeeennnnnnnnnnttPooooooooiiiiiiiiiiinnnnnnnnnnnnnnnttttttttttDDDDDDDDDDDDDDDDDD oooooooooo n n aaaaaaaaaaaaaaJJJanis PPPPPPPPPPPPPPPPPalmW e s th a v e n MMMMMMMMMMMMMMMMM aaaaaaaaaaa rrriiiiiii a S e a v ie w RidgecrestSchoonerh a r trr e r O akBasswoooooooooooooooooooooooooooooooddAlderM ckinle yyyyyyyyyyyyyyyClearvrriewAzAAureH a rd in g WWWWWWWWWWWWWWWWWWW o o d lan d SymeJJa m em sTaTTmararrckVaVVlleyCCCCCCCCCCCCCCCCCameoBradyPineParkVillageMagnoliaH ig h lan d AdamsEureka PPioPicoChestnutSSSSSS uuuuuuuuuuuuuuuuu nn n yyyyyy hhhhhhhhhhhhhhh i ll OakM o n ro e SSSSS ky lin eeeeeeee yyyParkelddCarlsbbaddHighhSchhoolMonroeStreetPPoolMagnoliaAthhleticFieldVVaVVlleyyyMiddddleCarlsbadHighMagnoliaElementaryCarlsbadVillageAcademyÉonarySSSttttttttttttt..........PPPPaaatricckkkkkkkkkkkkkkkkkkMooriArrrtttssanddSEEEllleeementaryy§¨¦5Exhibit 2 H SRTS SCHOOL CHILDREN RESIDENTIAL DENSITY Appendix H Exhibit 2 !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!( !( !( !( !( !(!( !(!( !( !( !( !( !( !( !(!(!( !(!(!(!(!( !(!(!( !( !(!( !( !( !( !( !( !(!( !( !(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( bcdqfbcdqf DtD bcdqfDtD&&&& kj XY!( PALOMAR AIRPORT EL C AMI NOREALALGACAMVIDAROBLE CA R L S B A D POINSETTIA LA COS T A P O IN S E TTIA POINSETTIA A V I A R A ENCINITAS Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Aviara Oaks Elementary !O010.5 Miles Source: Chen Ryan Associates 450 11.3% Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up AreaNumber of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !( !( !( !( !( !(!( !( !( !(!( !(!( !( !( !( !(!( !(!( !( !( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !(!( !(!(!( !(!(!(!(!( !(!(!( !( !( !(!( !( !(!( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( bcdqfbcdqf DtD bcdqfDtD&&&& kj XY !( EL C A MIN O REALP A L O M A R A IR P O R TC A R L S B A D MEL R OSE LACOSTA ALGACOLLEGECAMVIDAROBLEPOINSETTIA LA COSTA C A R L S B A D POINSETTIA POINSETTIA PALOMARAIRPORT AVI A R A L A C OS TA ENCINITAS Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Aviara Oaks Middle !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up Area1039 4.3% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !(!( !(!( !( !(!( !(!(!( !( !(!( !( !(!( !( !( !( !(!( !( !(!( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!(!( !( !( !(!(!(!( !( !(!(!(!(!( !(!( !(!(!( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( DtD bcdqftD bcdqftD bcdqfbcdqf DtDDtDDtD & & kj kj kj kj kjkj kj kjkj kjkjkjkj !( !(!(EL CAM INO REALCARLSBADVILLAGEC ARLSB AD TA M ARACK MARRONJEFFERSONOCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Buena Vista Elementary !O00.50.25 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up Area450 14.4% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( DtDDtDDtD DtD bcdqftD bcdqftD DtD & !(TAMARACKCOLLEGE C A R L S B A D V ILLAGEDRI C A R L S B A D VIL L A G E EL CAMI NO REALVISTA OCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Calavera Hills Elementary !O00.50.25 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up Area461 30.0% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !( !( !( !( !( !( !( !( !(!(!(!( !( !( !( !( !( !( !( !( !( !(!( !( !(!( !(!(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !(!(!( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !(!(!( !( !( !( !(!(!(!( !( !(!( !(!( !( !( !( !(!( !( !(!( !( !( !( !(!( !( !( !( !( !( !(!(!(!( !( !(!( !(!( !( !(!( !( !(!( !(!( !( !( !(!( !( !(!( !( !( !( !( !( !( DtDDtDDtD DtDbcdqftDbcdqftDDtD & !(!( C A R L S B A D ELCAMINOREALCARLSBADVILLAGE CANNONTAMARACKMARRON MELROSEPALOMARAIRPORT FARADAY COLLEGE COLLEGESAN MARCOS VISTA OCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Calavera Hills Middle !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up Area582 14.9% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !(!( !(!( !(!( !( !( !( !(!( !(!(!( !( !( !( !(!( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !(!(!( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !(!( !( !( !( !( !( !( !( !( !(!( !(!( !(!(!( !(!(!(!( !( !(!( !( !( !( !(!(!(!( !( !(!(!(!(!( !(!( !(!(!( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( DtD bcdqf bcdqf bcdqf DtD bcdqf&kj kjkj kjkjkj kj kj kj kjkj !( !( !(!( !(ELC A MIN O R E A L COLLEGECARLSBADVILLAGECA R L S B A D CANNONTAMARACKMARRONJEFFERSONCARLSBADVILLAGEDRI OCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Carlsbad High !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up Area2228 8.1% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !(!( !(!( !(!( !( !( !( !(!( !( !(!(!( !( !( !( !( !(!( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !(!(!( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !(!( !( !( !( !( !( !( !( !( !( !(!( !(!( !(!(!( !(!(!(!( !( !(!( !( !( !( !(!(!(!( !( !(!(!(!(!( !(!( !(!(!( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( DtD bcdqf bcdqf bcdqf DtD bcdqf&kj kjkj kjkjkj kj kj kj kjkj !( !( !(!( !(CARLSBADVILLA G E E L C A M IN O R E AL CA R L S B A D TAMARACKMARRON CANNONJEFFERSONC A R L S B A D V ILLAGEDRI COLLEGEOCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Carlsbad Village Academy !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off &Double Parking at Pick-Up Time &Congested Pick-Up78 2.6% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !( !(!( !(!( !( !( !( !( !( !(!( !( !( !( !( && &bcdqf!(!(!(ELC A M IN O R E A L C A R L S B A D VIL L A G E TAMARACK MARRON C A N N O N C A R L S B A D V I LLAGEDRI COLLEGE VISTA OCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Hope Elementary !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off &Double Parking at Pick-Up Time &Congested Pick-Up450 14.4% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !(!( !( !( !(!( !( !(!( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !(!( !( !(!( !(!( !( !( !(!( !( !( !( !( !( !(!(!( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !( !( !( !( !(!( !( !( !(!( !( !( !( !(!( !(!( !(!(!( !(!(!(!( !( !( !( !(!( !( !(!(!(!(!(!(!(!(!( !(!( !(!(!( !( !(!( !( !( !(!( !( !( !( !( !( !(!( !( !( !( !(!( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( &&&&jbcdqfbcdqf bcdqf bcdqfbcdqf bcdqf kj kj kj kj kjkj XY XW XW !( !(AVIAR A P A L O M A R A IR P O R TCARLSBAD VILLAGECANNONTAMARACKC A R L S B A D FARADAYELCAMINOREALCOL L E G E COLLEGE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Jefferson Elementary !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off &Double Parking at Pick-Up Time &Congested Pick-Up624 30.0% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !(!( !( !(!( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !(!(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !(!( !( !(!( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( & kjkj !( !( P A L O M A R A IR P O RTCANNON CAM VIDA R OBLETAMARACKFARADAYCOLLEGE AVIA R A ELCAMINOREAL C A R L S B A D COLLEGEOCEANSIDE Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community Student Enrollment Density :Kelly Elementary !O010.5 Miles Source: Chen Ryan Associates Campus Half-Mile Walkshed to School Enrollment Boundary School Streets (2015 Mobility Element)Collision History (2013-2017) !(Pedestrian Collisions !(Bicycle Collisions High Density of Student Addresses Low Density of Student Addresses Field ObservationsBehavioral !(School Access Point Roadway XY High Vehicle Congestion XW Uncomfortable Walking EnvironmentjTraffic Blocks Sidewalk DtD Steep or Missing Curb Ramps bcdqf Faded Crosswalk Paint Walkways kj Missing Sidewalk kj Obstructed Sidewalk kj Uneven Sidewalk kj Narrow Sidewalk & Inadequate Shade kj Narrow Sidewalk &Jaywalking Student &Illegal U-Turn &Distracted Drivers &Congested Pick-Up & Drop-Off Area &Congested Drop-Off Area &Double Parking at Pick-Up Time &Congested Pick-Up Area461 13.9% Number of MatchedAddresses Percent of Studentswithin 1/2 Mile Walk Exhibit 2 Exhibit 2 Exhibit 2 Exhibit 2 Exhibit 2 Exhibit 2 I SMP PROJECT DATABASE Appendix I Exhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD1 Corridor Carlsbad Bl N City Boundary Carlsbad Village DrPedestrian lighting and Restriping for bike and ped comfortVBMP Table 5‐1VBMP CIPPedestrian improvementsCommunity commentMobility ConnectionBulbouts at all RRFB and EcoCounter locationsCity staff commentSMP Project ListTransformative CorridorTransformative Corridor CandidateSMP Project ListPedestrian crossings, Roadway alignment, and Transit stop improvementsCATSPg.12 of CATS; Transit: Pg.22 of CATSCIP Program; CATS Transit Operational GapsComfort Stations (quarter‐ to half‐mile spacing)Coastal Mobility ReadinessPg.58 of the Coastal Readiness planGeneral Mobility Improvement2 Corridor Carlsbad BlCarlsbad Village DrTamarack AvPedestrian lightingVBMP Table 5‐1VBMP CIPPedestrian improvements and Road diet on Carlsbad Bl from Pine Av to Tamarack AvCommunity commentMobility ConnectionBulbouts at all RRFB and EcoCounter locationsCity staff commentSMP Project ListTransformative CorridorTransformative Corridor CandidateSMP Project ListPedestrian crossings, Roadway alignment, and Transit stop improvementsCATSPg.12 of CATS; Transit: Pg.22 of CATSCIP Program; CATS Transit Operational GapsComfort Stations (quarter‐ to half‐mile spacing)Coastal Mobility ReadinessPg.58 of the Coastal Readiness planGeneral Mobility ImprovementNew ADA compliant pedestrian ramps from Carlsbad Boulevard to Tamarack Beach and Carlsbad State Beach atPineAve3 Corridor Carlsbad Bl Tamarack Av Cannon RdPedestrian improvementsCommunity commentMobility ConnectionBulbouts at all RRFB and EcoCounter locationsCity staff commentSMP Project ListTransformative CorridorTransformative Corridor CandidateSMP Project ListRoadway alignment; AT facility improvements along Carlsbad Bl from Agua Hedionda Lagoon to Cannon Rd; AT facility improvementsCATSPg.12 of CATS; Pg.19 of CATS; Pg.21 of CATSCIP Program; CATS Missing Link; Prioirtized Pedestrian Roadway Segments (MMLOS E & F)Comfort Stations (quarter‐ to half‐mile spacing)Coastal Mobility ReadinessPg.58 of the Coastal Readiness planGeneral Mobility ImprovementPedestrian access tunnel under Carlsbad Blvd. from the south side of the Tamarack Beach Parking lot to the Agua Hedionda Lagoon Trailhead4 Corridor Carlsbad Bl Cannon RdPalomar Airport RdReconfiguration and redevelopmentPMP Pg.76 of PMPPMP Top 15 Priority ProjectPedestrian improvementsCommunity commentMobility ConnectionBulbouts at all RRFB and EcoCounter locationsCity staff commentSMP Project ListTransformative CorridorTransformative Corridor CandidateSMP Project ListRoadway alignment; Bridge widening and additional bike and pedestrian facilities at intersection of Carlsbad Bl/Palomar Airport Rd; AT facility improvements along Carlsbad Bl from Cannon Rd to Palomar Airport Rd; AT facility improvementsCATSPg.12 of CATS; Pg.19 of CATS; Pg.21 of CATSCIP Program; CATS Missing Link; Prioirtized Pedestrian Roadway Segments (MMLOS E & F)Comfort Stations (quarter‐ to half‐mile spacing)Coastal Mobility ReadinessPg.58 of the Coastal Readiness planGeneral Mobility ImprovementType 6 ‐ Paved Multi‐Use TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=331715 Corridor Carlsbad BlPalomar Airport RdPoinsettia LnReconfiguration and redevelopment; Improvements at intersection of Carlsbad Bl/Poinsettia LnPMPPg.76 of PMP; Pg.10 & 11 of PMPPMP Top 15 Priority Project; PMP IntersectionPedestrian improvementsCommunity commentMobility ConnectionBulbouts at all RRFB and EcoCounter locationsCity staff commentSMP Project ListClass I ‐ Bike PathBMPPg. 6‐14 of BMPRec Class I BikewayTransformative CorridorTransformative Corridor CandidateSMP Project ListRoadway alignment; AT facility improvements along Carlsbad Bl from Palomar Airport Rd to Avenida Encinas; AT facility improvementsCATSPg.12 of CATS; Pg.19 of CATS; Pg.21 of CATSCIP Program; CATS Missing Link; Prioirtized Pedestrian Roadway Segments (MMLOS E & F)Comfort Stations (quarter‐ to half‐mile spacing)Coastal Mobility ReadinessPg.58 of the Coastal Readiness planGeneral Mobility Improvement6 Corridor Carlsbad Bl Poinsettia Ln La Costa AvReconfiguration and redevelopmentPMP Pg.76 of PMPPMP Top 15 Priority ProjectPedestrian improvementsCommunity commentMobility ConnectionBulbouts at all RRFB and EcoCounter locationsCity staff commentSMP Project ListTransformative CorridorTransformative Corridor CandidateSMP Project ListRoadway alignment; AT facility improvements along Carlsbad Bl from Palomar Airport Rd to Avenida Encinas; AT facility improvementsCATSPg.12 of CATS; Pg.19 of CATS; Pg.21 of CATSCIP Program; CATS Missing Link; Prioirtized Pedestrian Roadway Segments (MMLOS E & F)Comfort Stations (quarter‐ to half‐mile spacing)Coastal Mobility ReadinessPg.58 of the Coastal Readiness planGeneral Mobility Improvement7 Corridor RailroadCarlsbad Bl Tamarack AvGrade separationVBMP Table 5‐1 Future studyProvide ADA accessibility enhancements at the at‐grade railroad crossings within the Village at Grand Av and Carlsbad Village DrExhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD8 Corridor Avenida Encinas Cannon Rd Poinsettia LnBicycle sharrows on Avenida Encinas from Palomar Airport Rd to Poinsettia Coaster StationCommunity commentMobility ConnectionTrail connection along Avenida Encinas from Embaracadero Ln to Cannon Rd; Additional roadway connection of Paseo Del Norte and Batiquitos Dr from Batiquitos Lagoon to Agua Hedionda LagoonCATS Pg.19 of CATSCATS Missing Link; CATS Missed OpportunityMobility Hub at Poinsettia StationCoastal Mobility ReadinessPg.58 of the Coastal Readiness planMobility HubType 4 ‐ Roadside TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=331719 Corridor State StLaguna Dr Oak AvState St / Grand Av civic space improvementsVBMP Table 5‐1VBMP CIPRoadway reconfigurationVBMP Table 5‐1VBMP Future study10 Corridor Tyler St Oak Av Chestnut AvStreetscape improvementsVBMP Table 5‐1VBMP Future studyImprovements at intersection of State St/Laguna DrPMPPg.6 (148) of PMPPMP IntersectionStreet light improvementsCommunity commentGeneral Comment ‐ Not scored11 Corridor Roosevelt St Laguna Dr Magnolia AvImprovements at intersection of Roosevelt St/Grand AvPMPPg.5 (147) of PMPPMP IntersectionImprovements at intersection of Roosevelt St/Laguna DrPMPPg.5 (147) of PMPPMP IntersectionImprovements at intersection of Roosevelt St/Oak AvPMPPg.6 (148) of PMPPMP Intersection12 Corridor Madison St Laguna Dr Carlsbad Village DrImprovements at intersection of Madison Street/Laguna DrivePMPPg.5 (147) of PMPPMP IntersectionSidewalk Infill from Laguna Dr to Grand AvCommunity commentMobility Connection13 Corridor Madison StCarlsbad Village DrMagnolia AvImprovements at intersection of Madison St/OakAvPMPPg.5 (147) of PMPPMP IntersectionStreet light improvementsCommunity commentGeneral Comment ‐ Not scored14 Corridor Jefferson StInterstate 5 overpassCarlsbad Village DrBicycle improvements and parking removalCommunity commentMobility Connection15 Corridor Jefferson StCarlsbad Village DrPine AvImprovements at intersection of Jefferson Street/Oak AvenuePMPPg.5 (147) of PMPPMP Intersection16 Corridor Harding StCarlsbad Village DrMagnolia AvRoadway improvements along Harding St from Pine Av to Chestnut AvVBMP Table 5‐1VBMP CIPStreet improvements along Harding St from Grand Av to Pine AvVBMP Table 5‐1VBMP CIPSidewalk infill, traffic control, wayfinding, curb extensions along Harding St from Grand Av to Chestnut AvPMPPg.64 of PMPPMP Top 15 Priority ProjectImprovements at intersection of Harding St/Oak AvPMPPg.5 (147) of PMPPMP IntersectionStreet light improvementsCommunity commentGeneral Comment ‐ Not scored17 Corridor I‐5Chinquapin Av Cannon Rd New bike trail Caltranshttp://bikesd.org/wp‐content/uploads/2013/04/I‐5_North_Coast_Bikeway_AUG232012.pdfFuture Project18 Corridor Paseo Del Norte Cannon Rd Poinsettia LnRoad diet and sharrows on Paseo Del Norte from Palomair Airport Rd to Cannon RdCommunity commentMobility ConnectionTransformative CorridorTransformative Corridor CandidateSMP Project List19 Corridor Monroe St Marron Rd Carlsbad Village DrTraffic signal installation and pedestrian improvements at Monroe St/Hosp WyCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsExhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD20 Corridor El Camino Real N. City BoundaryPalomar Airport RdTruncated domes, audible signal installation at intersection of El Camino Real/Marron RdPMPPg.10 & 11 of PMPPMP IntersectionTransformative CorridorTransformative Corridor CandidateSMP Project ListEl Camino Real & Cannon Road bridge improvements and bike lane installationCATS Pg.13 of CATS CIP ProgramSidewalk improvements along east and west sides of El Camino Real from Tamarack Av to Chestnut Av; Sidewalk improvements along west side of El Camino Real from Lisa St to CrestviewCATSCIP: Widening SidewalkSignalized intersection improvements at El Camino Real/Chestnut Av; Signalized intersection improvements at El Camino Real/Tamarack AvCATSCIP: Signal ImprovementsTransit stop improvements along El Camino Real from SR‐78 to Cannon Rd; Transit stop improvements along El Camino Real from Cannon Rd to College Bl; Transit stop improvements along El Camino Real from College Bl to Palomar Airport RdCATS Pg.22 of CATSCATS Transit Operational GapsClass I Bike Path westside El Camino between Palomar Airport and Gateway Rd21 Corridor El Camino RealPalomar Airport RdOlivenhain RdTransformative CorridorTransformative Corridor CandidateSMP Project ListSidewalk improvements along east side of El Camino Real from Cassia Rd to Camino Vida RobleCATS Pg.13 of CATSCIP: Widening SidewalkSidewalk improvements along west side of El Camino Real from La Costa Avenue to Arenal RoadCATS Pg.13 of CATSCIP: Widening SidewalkTransit stop improvements along El Camino Real from Palomar Airport Rd to La Costa AvCATS Pg.22 of CATSCATS Transit Operational GapsTransit stop improvements along El Camino Real from La Costa Av to southern city limitCATS Pg.22 of CATSCATS Transit Operational Gaps22 Corridor Tamarack Ave El Camino Real Carlsbad Village DrTransformative CorridorTransformative Corridor CandidateSMP Project List23 Corridor College Bl N. City Boundary El Camino RealTraffic signal installation and pedestrian improvements at Cannon Rd/College BlCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsAT facility improvements along College Bl from El Cannon Rd to El Camino RealCATS Pg.19 of CATSCATS Missing Link24Corridor College Bl El Camino RealPalomar Airport RdTransit stop improvements along College Bl from Palomar Airport Rd to Faraday AvCATS Pg.22 of CATSCATS Transit Operational Gaps25 Corridor El Fuerte St Poinsettia Ln Alga RdTraffic signal installation and pedestrian improvements at El Fuerte St/Rancho PanchoCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal Improvements26 Corridor Aviara PkwyPalomar Airport RdEl Camino RealTraffic signal instillation and pedestrian improvements at Aviara Pkwy/Nightshade RdCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsTraffic signal installation and pedestrian improvements at Aviara Pkwy/Towhee LnCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal Improvements27 Corridor Melrose DrPalomar Airport RdRancho Santa Fe RdTransformative CorridorTransformative Corridor CandidateSMP Project List28 Corridor Rancho Santa Fe Rd Melrose Dr La Costa AveTransformative CorridorTransformative Corridor CandidateSMP Project List29 Corridor Olivenhain Rd El Camino Real La Costa AveTransformative CorridorTransformative Corridor CandidateSMP Project List30 Corridor Marron Rd N. City Boundary1100' east of El Camino RealSidewalk infill, wayfinding, rail crossing, transit stop improvementsPMP Pg.65 of PMPPMP Top 15 Priority ProjectMobility Hub at Shoppes CarlsbadCity staff commentMobility Hub31 Area Las Flores Drive SB Ramps NB RampsI‐5 crossing pedestrian improvements on Las Flores DriveCaltranshttp://bikesd.org/wp‐content/uploads/2013/04/I‐5_North_Coast_Bikeway_AUG232012.pdfFuture ProjectExhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD32 Corridor Christiansen Wy Garfield St Washington StChristiansen Wy improvementsVBMP Table 5‐1VBMP CIP33 Corridor Carlsbad Village Dr Ocean St Interstate 5Bike and ped crossing improvementsVBMP Table 5‐1VBMP CIPStreetscape improvementsVBMP Table 5‐1VBMP CIPImprovements at intersection of Washington St/Carlsbad Village DrPMPPg.5 (147) of PMPPMP IntersectionTransit stop improvementsCATS Pg.22 of CATSCATS Transit Operational GapsMobility Hub at Carlsbad Village Coaster StationCoastal Mobility ReadinessPg.58 of the Coastal Readiness planMobility HubI‐5 crossing pedestrian improvements on Carlsbad Village DrCaltranshttp://bikesd.org/wp‐content/uploads/2013/04/I‐5_North_Coast_Bikeway_AUG232012.pdfFuture Project34 Corridor Carlsbad Village Dr Interstate 5El Camino RealI‐5 crossing pedestrian Improvements on Carlsbad Village DrCaltranshttp://bikesd.org/wp‐content/uploads/2013/04/I‐5_North_Coast_Bikeway_AUG232012.pdfFuture Project35 Corridor Carlsbad Village Dr El Camino Real College BlTransformative CorridorTransformative Corridor CandidateSMP Project List36 Corridor Oak AvLincoln St Washington StSidewalk improvementsCommunity commentMobility ConnectionStreet improvements along Oak Av from Ocean St to I‐5VBMP Table 5‐1VBMP CIPImprove CRT entry along Oak AvVBMP Table 5‐1Mobility Connection37 Corridor Chestnut Av Carlsbad Bl Interstate 5Railroad crossing improvement along Chestnut Av from Washington St to Tyler StVBMP Table 5‐1VBMP CIPSidewalk infill, wayfinding, rail crossing, transit stop improvements along Chestnut Av from Carlsbad Bl to Eureka PlPMP Pg.70 of PMPPMP Top 15 Priority ProjectBike improvements along Chestnut Av from Carlsbad Bl to El Camino RealCommunity commentMobility ConnectionBike and ped crossing railroad tracksLivable StreetsLivable Streets CIP38 Corridor Chestnut Av Interstate 5El Camino RealImprovements at intersection of Highland Dr/Chestnut AvPMPPg.5 (147) of PMPPMP IntersectionImprovements at intersection of Pio Pico Dr/Chestnut AvPMPPg.6 (148) of PMPPMP IntersectionI‐5 crossing pedestrian improvementsCaltranshttp://bikesd.org/wp‐content/uploads/2013/04/I‐5_North_Coast_Bikeway_AUG232012.pdfFuture ProjectBike improvementsCommunity commentMobility Connection39 Corridor Tamarack Av Carlsbad Bl Interstate 5Improve CRT entry along Tamarack AvVBMP Table 5‐1Mobility ConnectionTransformative CorridorTransformative Corridor CandidateSMP Project List40 Corridor Tamarack Av Interstate 5El Camino RealImprovements at intersection of Highland Drive/Tamarack AvenuePMPPg.5 (147) of PMPPMP IntersectionImprovements at intersection of Sunnyhill Dr/Tamarack AvPMPPg.6 (148) of PMPPMP IntersectionTraffic signal near Valley Middle School and Magnolia Elementary SchoolCATS Pg.12 of CATS CIP ProgramTransformative CorridorTransformative Corridor CandidateSMP Project List41 Corridor Cannon Rd Carlsbad Bl El Camino RealTruncated domes and audible signal installation at intersection of Paseo Del Norte/Cannon RoadPMPPg.10 & 11 of PMPPMP IntersectionTransformative CorridorTransformative Corridor CandidateSMP Project List42 Corridor Cannon Rd El Camino Real eastern terminusTransformative CorridorTransformative Corridor CandidateSMP Project List43 Corridor Faraday Av Cannon Rd El Camino RealTraffic signal installation and pedestrian Improvements at Faraday Av/Camino Hills DrCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsTransit stop improvements along Faraday Av from Cannon Rd to College BlCATS Pg.22 of CATSCATS Transit Operational Gaps44 Corridor Faraday Av El Camino Real E. City BoundaryTraffic signal installation and pedestrian improvements at Faraday Av/Palmer WyCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsExhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD45 Corridor Palomar Airport Rd Carlsbad Bl El Camino RealMidblock crosswalk at Armada DrPMP Pg.77 of PMPPMP Top 15 Priority ProjectMulti‐use pathCommunity commentMobility ConnectionBicycle and traffic striping improvements on Palomar Airport Rd/I‐5 overpassCommunity commentMobility ConnectionTransformative CorridorTransformative Corridor CandidateSMP Project ListTransit stop improvements along Palomar Airport Rd from College Bl to El CaminoRealCATS Pg.22 of CATSCATS Transit Operational Gaps46 Corridor Palomar Airport Rd El Camino Real E. City BoundaryTransformative CorridorTransformative Corridor CandidateSMP Project List47 Corridor Poinsettia Ln Carlsbad Bl El Camino RealTransformative CorridorTransformative Corridor CandidateSMP Project ListTraffic signal installation and pedestrian Improvements at Poinsettia Ln/Brigantine RdCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsRoadway construction of Poinsettia Ln from Cassia Rd to Oriole CtCATS Pg.17 of CATSCATS Missing Link48 Corridor Poinsettia Ln El Camino Real Melrose DrTransformative CorridorTransformative Corridor CandidateSMP Project List49 Corridor Alga RdEl Camino Real Melrose DrTraffic signal installation and pedestrian improvements at Alga Rd/Cazadero DrCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal Improvements50 Corridor La Costa Av Carlsbad BlEl Camino RealBike improvements along La Costa Av from I‐5 to Rancho Sante Fe RdCATS Pg.19 of CATSCATS Missed OpportunityTransformative CorridorTransformative Corridor CandidateSMP Project List51 Corridor La Costa Av El Camino RealRancho Sante Fe RdRoadway diet CATS Pg.12 of CATS CIP ProgramTraffic signal installation and pedestrian improvements at La Costa Av/Levante StCATSPg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsBike improvements along La Costa Av from I‐5 to Rancho Sante Fe RdCATS Pg.19 of CATSCATS Missed OpportunityTransformative CorridorTransformative Corridor CandidateSMP Project List52 AreaBuena Vista Creek Ecological ReserveN/AN/AHaymar Rd (From El Camino To South Coast Quarry ‐ Quarry Creek)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Haymar Rd (From Marron Rd To El Camino)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Hidden Canyon Park & North SDG&E Utility Rd Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Park Drive TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Quarry Creek Development TrailsTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Buena Vista Creek Ecological Reserve TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317153 Area Buena Vista Lagoon N/AN/ABuena Vista South ShoreTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Carlsbad Blvd Lagoon Overlook AreaTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Sidewalk infill, wayfinding, freeway crossingPMP Pg.66 of PMPPMP Top 15 Priority Project54 AreaBuena Vista Elementary School AreaN/AN/ASRTS improvementsPMP Pg.68 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP55 Area Calavera Hills PMP N/AN/ASRTS improvementsPMP Pg.74 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP56 Area Hope ES School Area N/AN/ASRTS improvementsSMP57 AreaCalaveras Elementary & Middle School AreaN/AN/ASRTS improvementsPMP Pg.74 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP58 Area Calavera Hills ES N/AN/ASRTS improvementsSMP59 Area Lincoln Plaza Area N/AN/ASignature plaza improvementVBMP Table 5‐1VBMP CIPExhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD60 Area Village Area N/A N/APedestrian lighting; Street planters and sharrows; roadways less than 48 feet without bike lane; Transition street improvements and entry features; Alleyway pedestrian improvementVBMP Table 5‐1VBMP CIPEV charging stations & NEV ShuttlesCommunity commentGeneral Comment ‐ Not scoredADA Priority Level 1 ‐ Village Area: Right‐of‐Way adjacent to public facilitiesADAP:\Project\2017.0217.01_Carlsbad_SMP\GIS\shapefiles\external\SMP\GIS_smp_brian\ADAPrioritized ProjectADA Priority Level 2 ‐ Village Area: 1/4 mile from public facilitiesADAP:\Project\2017.0217.01_Carlsbad_SMP\GIS\shapefiles\external\SMP\GIS_smp_brian\ADAPrioritized ProjectADA Priority Level 3 ‐ Village Area: Remaining (mid‐term) projects in study areaADAP:\Project\2017.0217.01_Carlsbad_SMP\GIS\shapefiles\external\SMP\GIS_smp_brian\ADAPrioritized Project61 Area Barrio Area N/AN/AADA improvementsVBMP Table 5‐1VBMP CIPTraffic calming improvmentsVBMP Table 5‐1VBMP CIPPedestrian lightingVBMP Table 5‐1VBMP CIPTransition street improvements and entry featuresVBMP Table 5‐1VBMP CIPAlleyway pedestrian improvementsVBMP Table 5‐1VBMP CIP62 AreaCarlsbad High School AreaN/A N/ASRTS improvementsPMP Pg.72 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP63 Area Hidden Canyon Park N/AN/ASDG&E Corridor (CB Blvd To Tamarack Ave)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Village H South (CB Blvd To Tamarack Ave)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317164 AreaValley Middle School AreaN/AN/ASidewalk Improvements and street wideningCATS Pg.12 of CATS CIP Program65 Area Magnolia ES N/A N/ASRTS improvementsSMP66 CorridorSDG&E Corridor (Calavera Hills 2)N/A N/AType 3 ‐ Wide Dirt Trail or Utility RoadbedTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317167 AreaCarlsbad Highlands Ecological ReserveN/A N/ANew roadway construction along Cannon Rd from College Bl to Mystra WyCATS Pg.17 of CATSCATS Missing LinkUtility Pipe Line TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Cantarini Holly SpringsTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171College Trail Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Highland Preserve TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Sunny Creek Rd Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Kato Trail & Cantarini Open Space TrailsTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317168 AreaJefferson Elementary School AreaN/AN/ASRTS improvementsPMP Pg.73 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP69 AreaAgua Hedionda LagoonN/A N/ANew trail connection along Agua Hedionda Lagoon from Railroad to Cove DrCATS Pg.17 of CATSCATS Missing LinkCantarini Holly SpringsTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171North Shore Ahl Trail (I‐5 To Cove Dr) Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Shayan Property Trail (High Ridge Av To Aura Cr)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171South Agua Hedionda Lagoon Trails: Roadside Trail and Recreational TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Hallmark East TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317170 Corridor Kelly Dr and Park Dr El Camino Real Alondra WyAT facility improvementsCATS Pg.19 of CATSCATS Missing Link71 Area Canyon Park N/AN/ACoastal Corridor (Cannon Park To Power Plant); Includes CRT Reach #3Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Coastal Rail Trail (Avenida Encinas To Cannon Rd) Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317172 AreaKelly Elementary School AreaN/AN/ASRTS improvementsPMP Pg.75 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP73 Corridor Coastal Corridor Cannon RdPalomar Airport RdType 6 ‐ Paved Multi‐Use TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317174 Area LegolandN/AN/ACarlsbad Ranch: Type 2 ‐ Recreational TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Gia West Trail: Type 2 ‐ Recreational TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Exhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD75 CorridorThe Kirgis Trail ConnectionsTwain Av Existing TrailType 2 ‐ Recreational TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317176 AreaConnector Study AreaN/A N/ABicycle improvements on Camino Vida Roble from El Camino Real to Palomar Airport RdCommunity commentMobility ConnectionMobility Hub in Business ParkCity staff commentSMP Project ListTraffic signal installation and pedestrian improvments at Aramada Dr/Fleet St S.CATSPg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsTraffic signal installation and pedestrian improvments at intersection of Aramada Drive & Grand Pacific ResortCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsTraffic signal installation and pedestrian improvments at intersection of Camino Vida Roble & Yarrow DriveCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsAT Facility improvements along Orion Street from El Camino Real to Faraday AvenueCATS Pg.19 of CATSCATS Missed Opportunity77 CorridorCarlsbad Raceway ParkMelrose Dr Lionshead AvType 1 ‐ Nature TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317178 Corridor SDG&E Utility Rd Plum Tree Ct Poinsettia LnType 3 ‐ Wide Dirt Trail or Utility RoadbedTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317179 AreaAviara Community ParkN/AN/APoinsettia Ln: Type 4 ‐ Roadside TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Poinsettia Ln: Type 5 ‐ Sidewalk ConnectorTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171SDG&E Utility Rd (Poinsettia Ln To Aviara PkwyTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171SDG&E Utility Rd (Cassia Rd To Camino Vida Roble)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317180 Area Poinsettia ES N/AN/ASRTS improvementsSMP81 Area Carillo ESN/AN/ASRTS improvementsSMP82 Area Pacific Rim N/AN/ASRTS improvementsSMP83 AreaAviara Elementary and Middle Schools AreaN/AN/ASRTS improvementsPMP Pg.78 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP84 Area Aviara Oaks PMP N/A N/ASRTS improvementsPMP Pg.78 of PMPPMP Top 15 Priority Project85 Area Avenida Encinas N/A N/APonto Drive Trail: Type 4 ‐ Roadside TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Lakeshore Gardens: Type 1 ‐ Nature TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171South Ponto Trail: Type 1 ‐ Nature TrailTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317186 Area Batiquitos Lagoon N/A N/AI‐5 Corrdior Bike Trail (from La Costa Av to Avenida Encinas)Caltranshttp://bikesd.org/wp‐content/uploads/2013/04/I‐5_North_Coast_Bikeway_AUG232012.pdfFuture ProjectRosaleana Trail (North Shore Of Batiquitos Lagoon, Near Navigator Cir To I‐5)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317187 AreaBatiquitos Lagoon Ecological ReserveN/AN/ABatiquitos Lagoon Extension (Batiquitos Dr To Arenal Dr)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=33171Batiquitos Lagoon Trail (Choya Point To Arenal Dr)Trails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317188 Corridor SDG&E Utility Rd Alga Rd El FuerteType 3 ‐ Wide Dirt Trail or Utility RoadbedTrails Master Planhttp://www.carlsbadca.gov/civicax/filebank/blobdload.aspx?BlobID=3317189 Area La Costa Meadows N/AN/ASRTS improvementsSMP90 Area La Costa Heights N/AN/ASRTS improvementsSMP91 Area El Camino Creek N/AN/ASRTS improvementsSMPExhibit 2 Abbreviations:D = Project DescriptionSR = SourcePG = Page or TableSRD = Source DetailSMP Project DatabaseSegment IDCorridor or AreaCorridor or Area NameFrom To PR_A_D PR_A_SR PR_A_PG PR_A_SRD PR_B_D PR_B_SR PR_B_PG PR_B_SRD PR_C_D PR_C_SR PR_C_PG PR_C_SRD PR_D_D PR_D_SR PR_D_PG PR_D_SRD PR_E_D PR_E_SR PR_E_PG PR_E_SRD PR_F_D PR_F_SR PR_F_PG PR_F_SRD PR_G_D PR_G_SR PR_G_PG PR_G_SRD92 CorridorLa Costa Av / Cam CochesOlivenhain RdRancho Santa Fe RdTraffic signal installation and pedestrian improvements at Camino de los Coches/La Costa AvCATS Pg.13 of CATSCIP: Pedestrian & Traffic Signal ImprovementsBike and trail facility improvements along La Costa Av from Rancho Santa Fe Rd to Circulo SequoiaCATS Pg.17 of CATSCATS Missing Link93 AreaMission Estancia N/AN/ASRTS improvementsSMP94 AreaLa Costa Canyon High School AreaN/AN/ASRTS improvementsPMP Pg.79 of PMPPMP Top 15 Priority ProjectSRTS improvementsSMP95 Corridor Grand AveGrand Ave terminusPio Pico DrProvide grade separated shared‐use (bike/ped only) crossing under I‐5 between the terminus of Grand Av to Pio Pico DrExhibit 2 J PRIORITIZATION SCORE Appendix J Exhibit 2 Rank PR ID Street Corridor From To Population DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL1 11 Roosevelt St Corridor Laguna Dr Magnolia Av 2 2 3 3 4 4 0.00 18.00 2 14 Jefferson St Corridor Interstate 5 over- pass Carlsbad Village Dr 2 2 3 3 4 4 0.00 18.00 3 12 Madison St Corridor Laguna Dr Carlsbad Village Dr 2 2 3 3 4 4 0.00 18.00 4 9 State St Corridor Laguna Dr Oak Av 2 2 3 3 4 4 0.00 18.00 5 15 Jefferson St Corridor Carlsbad Village Dr Pine Av 2 2 3 3 4 4 0.00 18.00 6 13 Madison St Corridor Carlsbad Village Dr Magnolia Av 2 1.5 3 3 4 4 0.00 17.50 7 16 Harding St Corridor Carlsbad Village Dr Magnolia Av 2 1.5 3 3 4 4 0.00 17.50 8 10 Tyler St Corridor Oak Av Chestnut Av 2 1.5 3 3 4 4 0.00 17.50 9 60 Village Streets Area N/A N/A 2 2 3 3 4 2 1.33 17.33 10 53 Buena Vista Lagoon Area N/A N/A 2 1 3 3 4 4 0.00 17.00 11 61 Barrio Streets Area N/A N/A 2 1 3 3 4 4 0.00 17.00 12 7 Rail ROW Corridor Carlsbad Bl Tamarack Av 2 2 3 2 4 4 0.00 17.00 13 1 Carlsbad Bl Corridor N City Boundary Carlsbad Village Dr 1.5 2 3 2 4 2 2.17 16.67 14 68 Jefferson ES Area N/A N/A 2 0.5 3 3 4 4 0.00 16.50 15 37 Chestnut Ave Corridor Carlsbad Bl Interstate 5 2 1 3 2 4 4 0.33 16.33 16 36 Oak Ave Corridor Lincoln St Washington St 2 1.5 3 1 4 4 0.00 15.50 17 33 Carlsbad Village Dr Corridor Ocean St Interstate 5 1.5 2 3 3 4 2 0.00 15.50 18 31 Las Flores Dr Area SB Ramps NB Ramps 2 0.5 3 2 4 4 0.00 15.50 19 95 Grand Ave Corridor Grand Ave terminus Pio Pico Dr 1.5 2 2 2 4 4 0.00 15.50 20 39 Tamarack Ave Corridor Carlsbad Bl Interstate 5 2 0.5 2 2 4 4 0.00 14.50 Project Database Prioritization and Ranking All 95 Projects Exhibit 2 Rank PR ID Street Corridor From To Population DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL21 52 Buena Vista Creek Eco Area N/A N/A 1 1 3 3 2 2 0.00 12.00 22 38 Chestnut Ave Corridor Interstate 5 El Camino Real 1.5 1 2 1 4 2 0.33 11.83 23 54 Buena Vista ES Area N/A N/A 1.5 1 2 1 4 2 0.00 11.50 24 82 Pacific Rim Area N/A N/A 2 0.5 1 0 4 4 0.00 11.50 25 62 Carlsbad HS PMP Area N/A N/A 1 1 2 1 4 2 0.00 11.00 26 32 Christiansen Wy Corridor Garfield St Washington St 1 2 3 1 4 0 0.00 11.00 27 2 Carlsbad Bl Corridor Carlsbad Village Dr Tamarack Av 2 1.5 3 0 4 0 0.00 10.50 28 88 SDG&E (Alga to El Fuerte) Corridor Alga Rd El Fuerte 1.5 0 1 0 4 4 0.00 10.50 29 78 SDG&E (Plum to Poins)Corridor Plum Tree Ct Poinsettia Ln 0.5 2 2 2 0 4 0.00 10.50 30 59 Lincoln Plaza Area N/A N/A 1.5 2 3 0 4 0 0.00 10.50 31 69 Agua Hedionda Lagoon Area N/A N/A 0.5 1.5 2 2 2 0 2.00 10.00 32 64 Valley MS Area N/A N/A 1 0.5 2 2 2 2 0.00 9.50 33 55 Calavera Hills PMP Area N/A N/A 1 0.5 1 1 2 4 0.00 9.50 34 93 Mission Estancia Area N/A N/A 1.5 0 0 0 4 4 0.00 9.50 35 51 La Costa Ave Corridor El Camino Real Rancho Sante Fe Rd 1.5 0.5 1 0 2 4 0.00 9.00 36 40 Tamarack Ave Corridor Interstate 5 El Camino Real 1 0 2 2 2 2 0.00 9.00 37 30 Marron Rd Corridor N. City Boundary 1100' east of ECR 1.5 1.5 3 1 2 0 0.00 9.00 38 17 I-5 (ChinquTo Cannon)Corridor Chinquapin Av Cannon Rd 0.5 1.5 2 2 2 0 1.00 9.00 39 65 Magnolia ES Area N/A N/A 1.5 0.5 2 3 2 0 0.00 9.00 40 34 Carlsbad Village Dr Corridor Interstate 5 El Camino Real 1 1.5 2 0 2 2 0.33 8.83 Project Database Prioritization and Ranking Exhibit 2 Rank PR ID Street Corridor From To Population DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL41 18 Paseo Del Norte Corridor Cannon Rd Poinsettia Ln 1 1.5 1 1 2 2 0.00 8.50 42 35 Carlsbad Village Dr Corridor El Camino Real College Bl 1 0.5 2 1 2 2 0.00 8.50 43 63 Hidden Canyon Park Area N/A N/A 1.5 0 1 0 2 4 0.00 8.50 44 56 Hope ES School Area Area N/A N/A 1 0.5 2 1 0 4 0.00 8.50 45 29 Olivenhain Rd Corridor El Camino Real La Costa Ave 1.5 0.5 0 0 2 4 0.33 8.33 46 27 Melrose Dr Corridor Palomar Airport Rd Rancho Santa Fe Rd 1 0 1 0 2 4 0.00 8.00 47 21 El Camino Real Corridor Palomar Airport Rd Olivenhain Rd 0.5 1 1 1 2 2 0.00 7.50 48 47 Poinsettia Ln Corridor Carlsbad Bl El Camino Real 1.5 1 0 1 2 2 0.00 7.50 49 45 Palomar Airport Rd Corridor Carlsbad Bl El Camino Real 0 2 1 2 0 2 0.50 7.50 50 20 El Camino Real Corridor N. City Boundary Palomar Airport Rd 0.5 1 2 2 2 0 0.00 7.50 51 70 Kelly Dr / Park Dr Corridor El Camino Real Alondra Wy 0.5 0 2 1 2 2 0.00 7.50 52 86 Batiquitos Lagoon Area N/A N/A 1 0.5 1 1 4 0 0.00 7.50 53 84 Aviara Oaks PMP Area N/A N/A 1 0.5 0 2 2 2 0.00 7.50 54 83 Aviara Oaks MS & ES Area N/A N/A 1 0.5 0 2 2 2 0.00 7.50 55 72 Kelly ES Area N/A N/A 0.5 0 2 1 2 2 0.00 7.50 56 90 La Costa Heights Area N/A N/A 1.5 0 0 0 2 4 0.00 7.50 57 91 El Camino Creek Area N/A N/A 1.5 0 0 0 2 4 0.00 7.50 58 49 Alga Rd Corridor El Camino Real Melrose Dr 1 0 0 0 2 4 0.00 7.00 59 26 Aviara Pkwy Corridor Palomar Airport Rd El Camino Real 1 1 0 1 2 2 0.00 7.00 60 71 Canyon Park Area N/A N/A 1 1 1 2 2 0 0.00 7.00 61 42 Cannon Rd Corridor El Camino Real eastern terminus 0 1 0 3 2 0 0.50 6.50 Project Database Prioritization and Ranking Exhibit 2 Rank PR ID Street Corridor From To Population DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL62 19 Monroe St Corridor Marron Rd Carlsbad Village Dr 1.5 1 2 0 2 0 0.00 6.50 63 24 College Bl Corridor El Camino Real Palomar Airport Rd 0 2 2 2 0 0 0.00 6.00 64 41 Cannon Rd Corridor Carlsbad Bl El Camino Real 0 2 2 2 0 0 0.00 6.00 65 43 Faraday Ave Corridor Cannon Rd El Camino Real 0 2 2 2 0 0 0.00 6.00 66 3 Carlsbad Bl Corridor Tamarack Av Cannon Rd 0.5 1.5 1 1 2 0 0.00 6.00 67 79 Aviara Community Park Area N/A N/A 1 1 0 2 0 2 0.00 6.00 68 74 Legoland Area N/A N/A 0 2 2 2 0 0 0.00 6.00 69 85 Avenida Encinas Area N/A N/A 0.5 1.5 1 1 2 0 0.00 6.00 70 75 The Kirgis Trail Conn Corridor Twain Av Existing Trail 0 2 2 2 0 0 0.00 6.00 71 6 Carlsbad Bl Corridor Poinsettia Ln La Costa Av 0.5 1 1 1 0 2 0.00 5.50 72 5 Carlsbad Bl Corridor Palomar Airport Rd Poinsettia Ln 0 1.5 1 1 0 0 2.00 5.50 73 46 Palomar Airport Rd Corridor El Camino Real E. City Boundary 0.5 1 0 2 0 2 0.00 5.50 74 4 Carlsbad Bl Corridor Cannon Rd Palomar Airport Rd 0 1.5 1 1 0 0 2.00 5.50 75 22 Tamarack Ave Corridor El Camino Real Carlsbad Village Dr 0.5 1 1 1 0 2 0.00 5.50 76 77 Carlsbad Raceway Park Corridor Melrose Dr Lionshead Av 0 1.5 1 3 0 0 0.00 5.50 77 58 Calavera Hills ES Area N/A N/A 0.5 0 0 3 0 2 0.00 5.50 78 92 La Costa Ave / Cam Coches Corridor Olivenhain Rd Rancho Santa Fe Rd 1.5 0.5 1 0 0 2 0.00 5.00 79 50 La Costa Ave Corridor Carlsbad Bl El Camino Real 0.5 0.5 2 0 2 0 0.00 5.00 80 76 Connector Study Area Area N/A N/A 0 1.5 1 2 0 0 0.50 5.00 81 94 La Costa HS School Area Area N/A N/A 1 0 0 0 0 4 0.00 5.00 Project Database Prioritization and Ranking Exhibit 2 Rank PR ID Street Corridor From To Population DensityEmployment DensityMedian Household IncomeEnviroScreenSenior DensityYouth DensityKey Destination Accessibility ScoreTOTAL82 44 Faraday Ave Corridor El Camino Real E. City Boundary 0 1.5 0 3 0 0 0.00 4.50 83 89 La Costa Meadows Area N/A N/A 1.5 0 1 0 0 2 0.00 4.50 84 66 SDG&E Corridor Corridor N/A N/A 0 1 0 3 0 0 0.00 4.00 85 87 Batiquitos Lagoon Eco Area N/A N/A 0 0 0 0 4 0 0.00 4.00 86 8 Avenida Encinas Corridor Cannon Rd Poinsettia Ln 0 1.5 1 1 0 0 0.00 3.50 87 23 College Bl Corridor N. City Boundary El Camino Real 0 0.5 0 3 0 0 0.00 3.50 88 73 CRT (Cannon To Palo- mar) Corridor Cannon Rd Palomar Airport Rd 0 1.5 1 1 0 0 0.00 3.50 89 81 Carillo ES Area N/A N/A 0.5 0 1 0 0 2 0.00 3.50 90 48 Poinsettia Ln Corridor El Camino Real Melrose Dr 0.5 0.5 0 0 0 2 0.00 3.00 91 67 Carlsbad Highlands Eco Area N/A N/A 0 0 0 3 0 0 0.00 3.00 92 57 Calavera Hills MS Area N/A N/A 0 0 0 3 0 0 0.00 3.00 93 80 Poinsettia ES Area N/A N/A 0.5 0.5 0 0 0 2 0.00 3.00 94 28 Rancho Santa Fe Rd Corridor Melrose Dr La Costa Ave 0.5 0 0 0 0 2 0.00 2.50 95 25 El Fuerte St Corridor Poinsettia Ln Alga Rd 0.5 0 0 0 0 2 0.00 2.50 Project Database Prioritization and Ranking Exhibit 2 1 Traffic and Mobility Commission, Commissioner Correspondence From: Commissioner Steve Linke Meeting Date: April 6, 2020 Subject: Item #2 – Sustainable Mobility Plan Introduction There is some valuable content in the draft Sustainable Mobility Plan (SMP), including identification of “gaps” in pedestrian and bicycle facilities, as well as the consolidation of project lists from multiple other planning documents. However, as detailed below, there appear to be several significant limitations and other problems, culminating in a questionable project prioritization system that is unlikely to have broad citywide benefits, or meaningfully address the goals in the Climate Action Plan (CAP). I will keep an open mind, and I may have missed some material in the 526 pages. However, because this is intended to be the main blueprint for the implementation of multimodal improvement projects in Carlsbad, I am not inclined to support a recommendation for the City Council to adopt the plan in its current form. Critique Summary Based on the project description for the SMP, the list of tasks and deliverables in the consulting agreement, and various staff updates, I was expecting the SMP to combine all of the other planning documents into a cohesive global plan, but the draft largely just updates the content and maps from the other documents and presents them separately. The pedestrian, bicycle, transit, Safe Routes to School (SRTS), and Transportation Demand Management (TDM) data were supposed to be integrated into a “layered” network, but the resulting “Transformative Corridors Network” map appears to be just a map of all of Carlsbad’s prime and secondary arterial streets with cycle tracks super-imposed on them (Figures ES9 and 5-11). Although citywide cycle tracks may be an aspirational goal, that does not seem realistic or cost-effective. While the draft SMP consolidates the project lists from the other plans into a single list, the point-based prioritization system appears to be biased to the point where there is only one meaningful high-priority transit-related project (the remainder being bicycle and pedestrian projects), and nearly every high-priority project is in a very small area of Carlsbad. Further, the point system does not directly address safety (e.g., by using collision data). It only uses surrogates like population density. Although student density is a factor, very few SRTS projects get high scores. Also, the public outreach descriptions suggest geographic bias and targeting of specific stakeholder groups. In addition, I was expecting a cohesive plan to help reduce vehicle traffic volumes during commute times—and the resulting vehicle miles traveled (VMTs) and greenhouse gases (GHGs)—through TDM and related measures. However, the draft SMP seems to treat these as an afterthought. It includes oft-cited data from SANDAG and the US Census Bureau on where people live vs. where they work, as well as some travel patterns. However, it then seems to do little to use that data to develop a rationale and set of city projects to address the problem. For example, there do not appear to be any priority projects in the Palomar Airport Road employment zone. 2 I also thought the SMP was supposed to set goals, predict future impacts, and establish a monitoring framework to track the success of the projects (e.g., VMT/GHG goals and impacts; pedestrian, bicycle, transit, and vehicle counts to track mode shifts; safety monitoring; etc.). There is one table near the end that predicts modest increases in the pedestrian and bicycle modes. However, little supporting foundation is provided, and that likely would have minimal effects on VMTs/GHGs (no analysis is provided). And there does not appear to be any organized set of goals or monitoring methods. Finally, several elements appear to be missing from the draft, and it is unclear whether the promised public review period has occurred. Detailed critique Lack of public review of SMP draft? There are several references in various consulting agreements, reports, and updates to a “public review period” for the draft SMP. The public review period was scheduled to occur after the final Stakeholder Working Group meeting on 12/10/2019, but before presentation to our commission. The consulting firm handling the SMP, Chen Ryan, was tasked with assembling all of the comments, with answers, into a matrix. I do not recall any notices of a public review. Was that completed? If so, is the matrix included somewhere in the draft SMP? Missing elements (a few examples)? Caltrans Active Transportation Plan Checklist: Table 1-1 on page 30 includes a list of elements that are supposed to be in the draft. However, I am struggling to find several of them, including things like (1) the description of past expenditures for bicycle and pedestrian facilities and programs, and future needs, (2) coordination with other jurisdictions, (3) implementation timeline, etc. Trolley Feasibility Study: The draft SMP states that a Trolley Feasibility Study was completed in 2019 and incorporated into the draft. However, the commission has not reviewed the study, and I have not been able to find a copy. Also, the trolley section of the SMP (p. 111) is just a copy-paste of the Carlsbad Connector section (p. 57) with the word “trolley” inserted into it and no apparent relation to the trolley. Figure 5-10 is entitled “Pilot Trolley Shuttle” and includes a double-sided pink arrow that does not seem to really point anywhere in particular. Safe Routes to School: On page 121, it is stated that “School Children Residential Density” maps for all 20 schools are provided in Appendix H, but there are only 15 in the appendix. TDM program: Staff updates have indicated that the SMP was supposed to include a comprehensive demand analysis of where people live, work and visit and how they currently travel throughout the city. The tasks and deliverables in the consulting agreement talk about predicting trip distributions, parking needs, etc. in specific zones. And there was supposed to be development of recommended strategies for TDM and transit with estimates of potential GHG and VMT reductions associated with them. I am 3 struggling to find much about this in the draft. Transformative Corridors (ES9/Figure 5-11 on pp. 18/112) The text on page 112 refers to the Transformative Corridors map as the “culmination” of the SMP planning process that is supposed to include all of the “layers” presented (i.e., walking, cycling, transit, etc.). However, the figure appears to be mostly a rehash of the cycle track map from the bicycle section, rather than a layering of all of the modes. Point-based project prioritization system (see Prioritization Criteria in Table 7-2 on pp. 134-136) Over half of the prioritization point system (10 of the possible 22 total points) is based on population density. As a result, virtually every high-priority project ends up being located in the northwest portion of the city. While I am the T&MC appointee representing that portion of the city, and while it likely makes sense that a majority of the projects would be prioritized there, I think the point system need to be modified to include a broader set of projects across the city. As additional examples, there appear to be few projects with higher priority scores in proximity to schools, in the Palomar Airport Road employment corridor, or in the large swaths of suburban residences. And, although the prioritization system refers to safety-related criteria, those also are mostly based on population density (8 of the 12-point subset) with no apparent consideration of past collision hotspots or the like. Surveys and community outreach The maps of the survey responses again suggest a significant geographical bias to the western part of the city with a particular focus on the northwest, and the outreach activities also seem to have been focused there. Again, I am appointed from that area of the city, and believe that it is an ideal location for many of the projects. I am just concerned that we should be taking a more broad-based approach. I also believe we should solicit input from the broader community (e.g., a random survey using the iCommute methodology), rather than focusing so intensely on specific stakeholders. Safe Routes to School The draft (p. 117) indicates that “walk audits” were conducted with “parents and other interested community members,” and one of the deliverables in the consulting agreement was “...school-based assessments, including meeting notices, exhibits, and summaries of comments received...” However, the conceptual improvement plans in Appendix E and the related plans/assessments in Appendices F through H seem to be largely computer-generated, because they make recommendations for areas outside of the school boundaries. For example, the La Costa Heights plans suggest walking/biking routes originating east of Rancho Santa Fe Road, including changes to its intersection with Camion De Los Coches, even though students would 4 not originate from that area or use that intersection. On the other hand, the two street crossings of highest concern in that area are not identified for projects, and there is no drop off/pick up plan. I am wondering whether the meetings occurred at each school and how well the plans reflect the actual local conditions—or whether they were mostly computer-generated. General recommendations to clarify the pedestrian, trail, bicycle, and transit network tables and general MMLOS (ES5, ES6, ES7, and ES8 on pp. 16-17; Figures 5-1, 5-2, 5-3, and 5-5 on pp. 100-106) 1. The Executive Summary (ES) tables should be labeled as “mileage,” as they are later in Section 5. Currently, there is no indication what the numbers mean. 2. If I understand the “Adopted” column headings in these tables properly as representing the “Existing” mileage plus/minus the changes arising from the “Proposed” projects, then I think these headings should be changed to “Planned.” I feel that the word “adopted” implies that the projects all have been approved by the City Council. 3. I think it would be more meaningful for the last columns to be reported as “Mileage Change” rather than “Percent Change.” 4. Page 73: As far as I know, there is no “global” MMLOS score, as seems to be described here—only individual pedestrian, bicycle, and transit LOS. Pedestrian Network (ES5/Figure 5-1/Table 5-1 on pp. 16/100) 1. In the figures: a. There are numerous intersections marked with green circles for “consideration of roundabouts.” Many/most of them are on multi-lane arterials, including four-lane or six-lane portions of El Camino Real, Palomar Airport Road, Rancho Santa Fe Road, etc. Is it realistic for roundabouts to be considered at such intersections? b. The yellow lines showing the existing sidewalks are very difficult to see. c. I don’t see any orange dashed lines to show the location(s) of proposed new multi-use paths. 2. Unless I am just not understanding the pedestrian mileage table, I think it needs to undergo a general overhaul to make things clearer: a. Most of the increase in sidewalk mileage (54.4 of 62.2 miles) occurs in the “Priority Corridors for Enhanced Treatment” classification. However, I believe there are already sidewalks in most of those areas. So, would there really be 54.4 new miles of sidewalk, or would this just be upgraded sidewalks without the increase in mileage? b. Is any of the “Existing Sidewalks” mileage under “Existing” or “Adopted” being double-counted? c. In the text, it is stated that “Alternative Streets” tend not to have sidewalks, but the table includes 24.0 miles of sidewalks. Is that accurate? d. Should the “Missing/Substandard Sidewalks” mileage go down in the column currently 5 labeled “Adopted,” or are none of the proposed projects going to address any missing or substandard sidewalks? e. Should the “Existing Sidewalks” classification be changed to “Compliant Sidewalks” (or something similar) to differentiate it from the “Substandard Sidewalk” classification and to reduce the ambiguity with the “Existing” column heading? Trail Network (ES6/Figure 5-2 on pp. 16/102) 1. It appears that the entries in the figure legends for the “proposed” facilities should have been dashed lines, rather than solid lines. Bicycle Network (ES7/Figure 5-3/Table 5-3 on pp. 17/103-104) 1. The Bikeway Mileage table and corresponding text do not appear to be accurate that there would be 130.4 new miles of bikeways representing a 120% increase (the proposal appears to say there will be 15.6 new miles representing an 11% increase). There seems to be a reduction of regular “Bike Lanes” from 100.4 miles to 36.3 miles with a corresponding increase in Cycle Tracks from 0 to 66.8 miles, resulting in a net increase of 2.7 miles if bikeway. And there is a 9.5 mile increase in the other classifications. So, the total increase in bikeway mileage would be 12.2 miles (14% higher than existing). However, the total in the “Adopted” column does not add up and is 130.4 miles higher than the “Existing” column. And the text on page 103 says this “reflects a citywide increase of 120% in bicycle network miles.” 2. It is difficult to discern the colors of the dashed lines on the figure with the highlighting on top of them (pink vs. orange?). 3. In the ES7 version of the figure, I presume the circles should be yellow rather than blue. Cycle tracks Cycle tracks are proposed for every prime and secondary arterial street in Carlsbad. If cycle tracks are determined to be beneficial, we should explore installing them in locations that are reasonable and cost-effective. And I realize that this complete citywide network of cycle tracks may just be an aspirational goal, and I will keep an open mind. However, I need more justification to support including them to the current extent in this document. For example, I am skeptical that there is adequate right-of-way available on every one of our prime and secondary arterials for the width necessary for cycle tracks, and I have heard that street sweeping can be a problem. I also don’t know how the intersections would be handled when bicycles need to take left turns, or when vehicles need to take right turns through the cycle track lane. And then add in the twist that these intersections are being considered for roundabouts. Will the strategies to address the above concerns be compliant with the General Plan mode prioritization scheme and our service volume requirements? I am very skeptical that the “casual and somewhat confident” group of cyclists, let alone the “interested but concerned” group would suddenly be comfortable cycling on most of those streets—and having to 6 navigate the intersections—even if cycle tracks were installed. And I am not sure that most cyclists that travel those streets now would prefer to be forced into cycle tracks. I look forward to hearing from my bicycle expert colleagues on this. Transit Network (ES8/Figure 5-5 on pp. 17/106) 1. Should the “COASTER Commuter Rail” and “Local Bus” categories in the legend be under the “Existing Transit” heading rather than the “Planned Transit” heading? 2. Naming one transit system the “Rapid Bus,” and another system the “Bus Rapid” does not make much sense to me. TDM and transit The SMP (p. 125) cites US Census Bureau Analysis showing that 85% of jobs in Carlsbad are held by people who commute to Carlsbad from surrounding communities, and 77% of employed Carlsbad residents commute to surrounding communities for their jobs. Further data from the US Census Bureau, which is not presented in the SMP, indicates that 77% of Carlsbad commuters travel by single-occupancy vehicle with average commute times of nearly 30 minutes. And the other modes break down as follows: 1.8% transit, 1.5% pedestrian, and 0.3% bicycle—all of which have remained largely unchanged for almost the last 20 years. Working from home is at 12.3% and is the only one on the rise. These percentages are virtually identical to those reported in the 2007 Bicycle Master Plan (Table 5-1), except that transit has declined from 2.2%. I have included figures I presented to the T&MC last year when we were reviewing a TDM item of business. The vast majority of vehicle miles traveled (VMTs), and the resultant greenhouse gases (GHGs), from personal vehicles arise from those long daily commutes to and from work. That has to be the main reduction target of the Climate Action Plan (CAP). While bicycle and pedestrian projects are important for safety for recreational use and for some of the shorter local trips, given the data cited above, it is unlikely that those modes are going to play significant roles in reducing the long vehicle trips that with high VMTs and GHGs. Therefore, it is concerning that the SMP does not cover the actual TDM program, let alone identify the gaps in the program or develop strategies that are customized for Carlsbad based on our travel patterns. On a related note, it is concerning that the already sparse local bus system is being reduced another 29% with little useful service to the vast residential areas south and northeast of the Palomar Airport Road employment area. The SMP does not seem to address this to any significant degree. It appears that only one significant transit-related project appears to have made it onto the priority list (Table 7-1)—the Carlsbad Village mobility hub. 7 8 Mobility Hubs (pp. 107-110) The facilities proposed for placement within the hubs are described, but the overall strategies/concepts and projected impacts of the hubs based on current commuting patterns are not described. For example, for the McClellan-Palomar Airport Mobility Hub, is the concept that commuters who live outside of Carlsbad but work in that employment area are going to take the Coaster to the Poinsettia station, and then take a bus or trolley to the hub—or take a rapid bus directly to the hub. Then, would they take a local bus, scooter, bicycle, or NEV to their work. What kind of accommodations would have to be made along Palomar Airport Road to handle these vehicles? How many commuters are expected to go through there per day? Citywide GMP bicycle and pedestrian facility deficiencies The bicycle level of service (LOS) map in Figure 4-12 of Appendix A shows a massive number of deficiencies (LOS E or F indicated by red lines) across the entire city on streets prioritized for that mode of travel by the General Plan. There are also pedestrian LOS deficiencies on streets prioritized for that mode of travel in several zones (Figure 3-11 of Appendix A). There are also lists of pedestrian and bicycle LOS failures in the CATS (pp. 66-67). Analogous to the many vehicle LOS deficiencies we have addressed recently, these deficiencies should theoretically trigger development moratoriums until improvement projects are adopted pursuant to the Growth Management Plan (GMP)—and there is no option for exemptions. 9 Estimated New Users (p. 146) Table 7-5 includes estimates of current and projected active transportation users, but the reliability is questionable. For example, I am not sure where the assumption that 15% of work-from-home workers take a bicycle trip every day comes from. In any event, I thought the SMP was supposed to include methods to assess current modal usage and mode shifting, which should include actual counts of some sort. There also should be a transit version of this “estimated new users” table. Other typographical issues Page 12: The ten documents listed in the text do not match the documents listed in the accompanying figure. Page 12: “Level of Traffic Stress” (LTS) rather than “Level of Traffic Street” Page 19: Should be “especially” rather than “specially” 10 Page 24: The Chapter 5 bullet point has two identical sentences—delete one of them Page 32: Should be “preceding” rather than “proceeding” Page 36: Figure 2-1 Existing Land Uses appears to be quite old, lacking current developments like Robertson Ranch? Page 38: In Figure 2-3 Median Household Income, it is very difficult to tell differences between colors. Page 68: There is an extraneous “and” in the six E’s Page 90: “Gap” rather than “Gab” closure Page 99: I believe the ADA Transition Plan was developed in 2012, not 2013. “PMP” should be defined earlier as Pedestrian Master Plan. Change “though pedestrian-only lanes” to “through pedestrian-only lanes.” Page 106: “as well as the development” Page 107: Define “PUDO” Page 98: “Carlsbad Active Transportation Strategy” rather than “Comprehensive Active Transportation Strategy.” Page 115: They are taught on a school playground or parking lot, which provides them with the opportunity to practice and develop skills that will help them become better bicyclists and avoid typical crashes. Its objective is to teach young riders the importance of seeing, being seen and remaining under control at all times when riding a bicycle. Page 125: …and an additional 10,500 Carlsbad residents work in the City of. Appendix A: Figure 3-11/4-12 Pedestrian/Bicycle Level of Service (p. 43/55): Why is Calle Barcelona red for bicycle LOS when it contains a multi-use trail? Carlsbad Sustainability Plan Comments by Pete Penseyres My comments are in addition to the excellent comments and questions submitted to our Commission last Friday by Commissioner Linke and address primarily Bicycle and Pedestrian issues where I have an extensive background of experience and education. As Commissioner Linke has concluded, I also believe that the draft plan, while it contains many valuable recommendations and data, it is not ready to be submitted to the City Council without significant revisions. Classifications of the Public with respect to Bicycling Infrastructure: Recommendations for infrastructure for bicyclists relies heavily on a belief that the public can be divided into 4 groups describing their probability of considering active transportation by bicycle (page 50). The 1% group will ride anywhere it is legal with confidence. That group includes Certified Instructors by the League of American Bicyclists and/or the American Bicycle Education Association as well as experienced commuters and many organized bicycle club riders such as members of the North County Cycle Club and North Coast Velo. This group should consistently be identified as “educated or experienced and confident”. Throughout a previous draft of this document and in the current Appendix A, this group is often incorrectly referred to as “strong and fearless” or simply “experienced and confident”. Please revise the Plan to replace either of these two inaccurate/incomplete descriptions with the more accurate and complete term. The 7% group identified as “casual but concerned” are the most likely to increase their cycling and reduce their driving through education followed by experience that can move them into the 1%. League of American Bicyclist Certified Instructors have provided 3 hour classroom sessions to nearly 1000 students in Oceanside and Carlsbad. More than 700 of these students have also completed the entire course and graduated from the 6+ hour road session including a written and road test. A number of these graduates have gone on to take a weekend seminar with more written and road tests as well as practicing how to teach the Smart Cycling courses and become League Certified Instructors (LCI’s). The primary focus of these educational classes is to increase the number of educated and highly visible cyclists on the road to reach a “tipping point” where they get the attention of motorists away from their distractions and make everyone safer, including pedestrians and other motorists. This now 8% group could easily achieve the target TDM goals as well as the other state legislative mandates discussed in Chapter 1. Cycling Education has been added to Chapter 6 of the current February 2020 draft on pages 114 and 115. It is one of the three Proposed Mobility Programs, that along with Safe Routes to School and TDM that I believe can have the most impact on achieving the stated goals of this SMP. Cycling Education is the Key to unlocking the potential for the other two programs. The 60% group referred to as interested but concerned may not be successfully recruited with Class IV Cycle Tracks, especially on high speed arterials such as those included in Chapter 5. Carlsbad has not yet installed any Cycle Tracks. The example used in the previous draft of the plan was on Leucadia Blvd and was shown with the same photo on pages 18 and 104 when it was brand new. This Cycle Track has not proven to be attracting any of this group. This may be, in part, caused by the relatively regular smashing of the bollards by motorists, as well as replacement with a different type, and the apparent lack of sweeping that resulted in accumulation of significantly more debris in the Cycle Track. There have been no known attempts to measure the type and number of cyclists who are now using this facility compared to those who used it when it was a Class II Bike Lane. If any of these facilities are installed in Carlsbad, a study of before and after usage should be designed and implemented and the Class 4 should be installed on a “test basis” where there is enough room to retain the Class II Bike Lanes. This is because the 1% are already comfortable using Class II and III facilities and the additional 7% can be educated to use them as long as difficult intersections are provided with sharrows to educate cyclists and motorists to the best position to avoid right hook and left cross type crashes. For example, the PAR and Cannon crossings of I-5 are particularly challenging in the Westbound directions and need to be improved with sharrows in middle of the rightmost thru lanes. The most likely way to encourage some of this group to try cycling is on completely separated Class 1 mixed use facilities such as the Coastal Rail Trail. These 2 way facilities are shared with pedestrians and are excellent for teaching children to ride. They, like Class IV Cycle tracks, are voluntary use by all cyclists who will use them if they are designed properly, regularly swept of debris, and connect between locations that serve popular destinations from places where people live, AND have few or no intersection, driveway or alley crossings. Oceanside’s 9 mile San Luis Rey River Trail is the best local example as it connects numerous neighborhoods from Hwy 76 and North Santa Fe to the beach, downtown, and transit center. Since the Class I and IV bicycle facilities are not mandatory use for cyclists per the California Vehicle Code, on-street facilities such as Class II Bike lanes or Class III bike routes are still necessary for confident and experienced or educated cyclists. Yet most drivers and even law enforcement officers are often not aware of this, which requires more use of Sharrows and R4-11 “Bikes” May Use Full Lane markings and education to prevent road rage and citations. Bicycle Friendly Community Status: Section 3 discusses the City efforts to obtain a Bicycle Friendly Community (BFC) Award from the League of American Bicyclists in 2015. Though that effort was unsuccessful the League provided many recommendations for improvement in the areas of Engineering, Education, Evaluation, Encouragement, and Enforcement. As discussed in this section on pages 64 and 65, there are several actions that have been or are being taken that could be used to support another application. Please make this a priority as the application itself can help guide the city to focus on proven methods to enhance the City’s image as a safe and desirable place to ride. Per the League’s recommendations for Encouragement, the City should approach employers who have already taken steps to provide bicycle commuters with showers, lockers, and secure indoor bicycle parking to encourage them to apply for Bicycle Friendly Business (BFB) status. Via Sat stands out as one employer that supports bike commuters and has entered multiple teams in the annual Race Across America (RAAM). Via Sat should easily qualify, which could lead to other companies competing for official designation as well. The BFB designation can be a win-win to help employers with recruitment efforts. Safe Routes to School One of the best kept secrets in Carlsbad that could dramatically increase active transportation to schools is the network of existing and planned trails. This could be done with an education program such as providing PTO’s with maps and weekend practice tours provided by volunteers to promote Bike Trains with parent “Conductors” and Walking School Busses with parent “Drivers”. All 4 Classes of Bicycle Facilities have minimum California design standards and must be paved. Carlsbad trails do not need to meet these standards, so can be unpaved and narrower to make them easier to construct as well as more interesting and challenging. There are existing trails from neighborhoods to schools that in at least one case result in faster trips to school than driving! That example is Quarry Creek to Hope Elementary. A one way 10 minute drive can be replaced by a much shorter and safer 5 minute bike ride! This trail has the potential to ease the parking and impeding of traffic created by parents/guardians as they wait in the street to drop off and pick up their children. Another school with some existing and some planned trails is Kelly Elementary. Sage Creek High School has existing trails on both sides of College to Robertson Ranch and the neighborhoods around Lake Calavera. The discussion of how pedestrian “lanes” like this might be used around Carlsbad High School on page 93 has potential for safe routes to school since there is insufficient right of way for traditional sidewalks and that area of the city has resulted in more public speakers at our meetings requesting traffic calming than for any other issue last year. Section 6 has excellent recommendations on Safe Routes to School. But the example at Aviara Oaks that shows only a bit over 11% of the students living within .5 miles of the school makes the goal much more difficult. Also, although a group of students from this school gave an excellent presentation on the dangers of right hook type collisions to our Commission last year, none of them ride bicycles to school. Multi Modal Level of Service There is a discussion of Mobility Analysis Tools on pages 73 and 74 that includes MMLOS. That analysis has been changed from an easy to understand process for cyclists, pedestrians and transit users into a computer program that has dramatically raised the letter grade on high speed arterial streets with minimum width, unbuffered bike lanes. MMLOS computer programs for Pedestrians and Transit Users also appear to have been created to provide unrealistically high letter grades. Please evaluate/upgrade these computer programs to make them realistic and transparent. Other analysis methods discussed on these pages included Level of Stress, Walkability and other Environmental Quality issues, but there is no discussion here to evaluate the benefits of traffic calming devices such as roundabouts, traffic circles, and chicanes, in reducing noise and maximum speeds, as well as reducing fatalities and injuries compared to traffic lights or stop signs. The recommendation to expand efforts to reduce crashes involving a bicyclist might best be accomplished by a city-wide goal of reducing all traffic collisions. Perhaps the best way to initiate this is “Vision Zero“, an international program that started in Sweden in 1997 when Parliament adopted it as the official road policy. Vision Zero would involve traffic calming to reduce speeds where most fatalities and serious injuries occur. This will likely involve using roundabouts as default intersection design and other hardscape devices such as chicanes, bulb outs, raised intersections etc. that create horizontal or vertical deflection. Stakeholder Working Group Chapter 4 on Community Perspectives discusses a Stakeholder Working Group of 21 organizations and more than 25 representatives that developed recommendations for this Plan. In answer to a question on how members arrived at the first meeting, one person rode a bicycle and the remainder drove alone. We have a long way to go… Proposed Network Changes Chapter 5 contains proposed changes to the Bike, Pedestrian and Transit networks to increase the usage of these mobility features. Of special interest is a Bike-Ped only tunnel from the City Hall/Library area under the I-5 to connect with the end of Grand Ave. This would provide a low stress safe route from the neighborhoods east of I-5 to the Village and Beach. It still shows on the map and is now included in the Priority list of projects. However, I did not find what I consider the “best potential Ped-bike improvement” in the entire city discussed anywhere in this document. Please revive a discussion of this undercrossing with CalTrans as part of the freeway expansion as it would likely be the only time such a tunnel could be constructed. Page 104 describes how more than half of the existing Class II Bike Lanes would be replaced by Class IV Cycle Tracks on all major arterials except Palomar Airport Road. Please see the discussion regarding these new and “popular” Cycle Tracks, especially the recommendation of a “test” installation with a thorough monitoring program to gauge its parameters of usage and safety. If the test fails to increase usage, then the Cycle Track should be dropped from future design plans and buffered bike lanes installed in their place. One map/table that appears is missing from this document is where sharrows are used to designate where cyclists may use the appropriate travel lane. Since Class I and IV bike facilities are not mandatory use in California, anywhere those facilities are provided must also include Class 2 Bike Lanes or Class 3 Bike Route designation with Sharrows and R4-11 “ ‘Bike Symbol’ May Use Full Lane” signs. Sharrows are mostly for education purposes since many motorists and even some law enforcement personnel are not aware of their guidance in preventing unsafe passes on travel lanes too narrow to share side by side. See the following educational information on Sharrows: https://sdbikecoalition.org/wp- content/uploads/2014/11/SharrowsFlyer-.pdf A photo of the one-way section of Neptune St. in Encinitas on pg 99 shows a section of a two way pedestrian “lane” that might be appropriate for Ocean St, especially if that street can also become a bicycle boulevard, with traffic calming and a similar 20 MPH speed limit.