The Carlsbad Bikeway Master Plan provides a blueprint for bicycle transportation and recreation in the city of Carlsbad. After many years of bicycle facility development guided by the Circulation Element of the Carlsbad General Plan, the city has implemented an extensive network of bikeways that provide connections to destinations throughout the city as well as links to adjacent communities and the regional system. Bike lanes are presenton a portion of every arterial roadway within Carlsbad, and the city recently opened its first segment of the Coastal Rail Trail.This Bikeway Master Plan seeks to build upon this foundation – to enhance and expand the existing bikeway network, connect gaps, address constrained areas and improve intersections, provide for greater local and regional connectivity,and encourage even more residents to bicycle.
The Bikeway Master Plan provides for an updated system of bike lanes, bike routes and bike paths, identifies necessary support facilities such as bicycle parking, and recommendsa variety of programs to allow for safe, efficient and convenient bicycle travel within Carlsbad and connecting to regional destinations. The Plan covers the “4 E’s” of planning for bicyclists – Engineering, Education, Encouragement, and Enforcement – recognizing that an approach that draws from all 4 E’s willbe the most successful in improving safety and increasing the number of Carlsbad residents bicycling for work,shopping, school, and recreation.
“Carlsbad is a great place to bike.”
-2006 Bikeway Master Plan Survey Respondent 1.1.WHY BICYCLING?
The bicycle is a low-cost and effective means of transportation that is quiet, nonpolluting, extremely energy-efficient, versatile, healthy, and fun. Bicycles also offer low-cost mobility to the non-driving public. Bicycling as a means of transportation has been growing in popularity as many communities work to create more balanced transportation systems by giving bicyclists a greater share in use of the roadway networks. In addition, recent national surveys find that more people are willing to cycle more frequently if better bicycle facilities are provided.1
The City ofCarlsbad is in a unique position to capitalize on its bicycle-friendly features, such as temperate climate, scenic vistas and reputation as a community with ample recreational amenities, to increase the number of residents and visitors who see Carlsbad by bicycle. Carlsbad’s traditional walkable downtown, accessible beachfront and open space are all conducive to cycling for utility and recreation.
1 National Bicycling and WalkingStudy:Ten Year Status Report, (www.bicyclinginfo.org/pp/nbsw2.htm)
Cyclists along Carlsbad Boulevard
Existing bicycle parking at the Carlsbad Village Station
1.2.PURPOSE OFTHEBIKEWAY MASTER PLAN
This Bikeway Master Plan provides a broad vision, strategies and actions for the improvement of bicycling in Carlsbad. It is important to note that the City of Carlsbad isby no means starting from scratch in terms of accommodating and encouragingbicycling.This Bikeway Master Plan focuses on completion of the bicycle network, identifies several new routes to provide additional connectivity, provides recommendations for spot improvements to the existing network, and identifies programs to educate motorists and bicyclists on the rules of the road, and encourage even more residents to bicycle. The Bikeway Master Plan is important for the following reasons:
Maximize Funding Sources for Implementation. A key reason for the Bikeway Master Plan is to satisfy requirements of the California Bicycle Transportation Account (BTA) and other state and federal funding programs for bicycle transportation projects for which Caltrans plays an oversight and review role. In order to qualify for available funding, the State of California requires that applicants have a master plan adopted or updated within the past five years that includes a number of specific elements related to bicycle commuting, land uses, multi-modalconnections, funding, and publicinput. The complete list of required BTA elements and their locations in this document is provided in Chapter 8 of this document.
Improve Safety and Encourage Cycling. This plan provides tools to reduce the accident rate for bicyclists in Carlsbadthrough design standardsand guidelines, education, and enforcement. This plan provides recommendations for spot improvements intended to make cycling safer for cyclists of all ability levels. Examples of encouragement programs are also provided to motivate Carlsbad residents to ride to work, school, for exercise and recreation.
Provide Needed Facilities and Services. Carlsbad has existing bikeways on all arterial roadways including, but not limited to Carlsbad Boulevard, Carlsbad Village Drive, El Camino Real, Palomar Airport Road, and LaCosta Avenue. While these facilities provide direct routes for experienced cyclists comfortable with riding on streets with relatively high volumes of traffic and high vehicular traffic speeds, much of the success of encouraging new cyclists will depend on meeting the needs of less experienced riders who are less comfortable on such roadways. In addition to incorporating more alternative routes into the existing bikeway network, support facilities such as clear directional signage and secure bicycle parking at schools, employment centers and transit stops will encourage more people to ride bicycles and enhance the level of comfort for all.
Enhance the Quality of Life in Carlsbad. The development of bicycle facilities provides for people-friendly streets, paths, trails, and activity centers available to everyone, and supports sustainable community development. Bicycling can reduce trafficcongestion, vehicle exhaust emissions, noise, and energy consumption. It is a healthy and active form of travel. Good bicyclingopportunities can mean good economic sense for businesses in Carlsbad. Safe and efficientcycling opportunities will help to attract tourists to Carlsbad’s beaches and resorts, and employees to Carlsbad’s many sports and recreation oriented businesses.
Well designed bikeways, such as the Coastal Rail Trail at Tamarack Drive, enhance user experiences.
1.3.MAJOR RECOMMENDATIONS OF THE PLAN
This Bikeway Plan recommends the enhancement of the existing network with the implementation of approximately 6.5 miles of new Class I Bike Paths, 2.8 miles of new Class II Bike Lanes, and 4.2 miles of new Class III Bike Routes. The total cost of the recommended projects is estimated to be about $12.6 million dollars, most of which is due to the high cost of constructing Class I Bike Paths. The Recommended Bikeway Network is shown in Figure 6-1 in Chapter 6, and the proposed cost breakdown by segment is providedin Table 7-1 in Chapter 7.
In addition to the planned bikeways and bicycle facilities, this plan outlines new educational and promotional programs aimed at bicyclists and motorists. These programs include bicycle parking improvements, multi-modal (transit) support facilities, bicycle safety and education programs for cyclists and motorists, safe routes to schools programs, community and employer outreach programs, continued development of bikeway network maps, and bike-to-work and school day events, among others.
1.4.PLAN
CONTENTS
The Carlsbad Bikeway Master Plan is organized as follows:
Chapter 2, Goals, Objectives and Policies, documents the goals and policies of this Bikeway Plan.
Chapter 3, Existing Conditions, provides a description of the existing bicycle conditions in Carlsbad. The conditions presented include the existing bicycle network, support facilities, and programs, as well as existing network needs, opportunities and constraints.
Chapter 4, Planning and Policy Context, provides an overview of the Bikeway Master Plan’s consistency with existing local and regional plans and policies, in accordancewith BTA requirements.
Chapter 5, Needs Analysis, documents the need for bicycle transportation in Carlsbad, including an overview of existing user groups, bicycle commute statistics, and bicycle accident data.
Chapter 6, Recommended Bikeway Improvements,outlines the recommended Class I, II, and III bicycle network map, as well as support facilities and programs suchas bicycle parking, Safe Routes to School, andeducational efforts that will improve safety and convenience for bicyclists and complement the recommended network. Chapter 6 also includes individual Project Sheets that provide additional detail and highlightdesign and feasibility issues for each of the major projects identified in this plan.
Chapter 7, Implementation, provides a complete list of recommended project components with cost estimates, outlines the highest priority projects and provides a guide to system implementation and funding sources and strategies for getting the recommended bikeway network andfacilitiesbuilt.
Signs are an integral part of an effective bikeway network
Chapter 8, Compliance with BTA Requirements, documents this Master Plan’s compliance with the Caltrans Bicycle Transportation Account requirements, with a table showing where each required element of Streets and Highways Code Section 891.2 (a-k) can be found in the document. This section is intended to facilitate Caltrans review and approvalof this Bikeway Master Plan.
Appendices:
Appendix A: Bikeway Design Guidelines
Appendix B: Sample Bicycle Parking Code Language
Appendix C: Construction Zone Treatments
Appendix D: Public Outreach: Survey Results
Appendix E:Bicycle Commute and Air Quality Calculations
Appendix F:Detailed Cost Estimates
2.GOALS, OBJECTIVES AND POLICIES
This section presents the recommended goals, objectives and policies for the Carlsbad Bikeway Master Plan. Goalsprovide the context for the specific policies and actions discussed in the Master Plan. The goals and objectives provide the long-term vision and serve as the foundation of the plan,while the policies provide more specific descriptions of actions to undertake to implement the plan.
2.1.GOALS,OBJECTIVES AND POLICIESOF BIKEWAY MASTERPLAN
As part of this Bikeway Master Plan, the goals, objectives and implementing policies of the existing 2004 General Plan Circulation Element have been expanded upon to provide an updated and comprehensive set of goals, objectives and policies covering all aspects of bicycle facility development, education and encouragement, system maintenance, and regional cooperation. Goals, objectives and policies shown in italics are taken directly from these existing General Plan Circulation Element policies.
Goal 1. A City which promotes, encourages and accommodates a variety of transportation modes as alternatives to the automobile. (Alternative Modes Goal A)
Objective 1.1. To provide infrastructure and facilities necessary to accommodate pedestrians, bicycles and other non-automobile modes of transportation. (Alternative Modes Objective B.1)
Policy 1.1.1. Implement a bikeway network which serves all bicycle use groups, including commuters, recreational cyclists and those makingutilitarian and school trips.
Policy 1.1.2. Coordinate the location of bicycle routes with the Parks andRecreation Element and the Open Space and Conservation Element. (Alternative Modes Implementing Policy C.11)
Policy 1.1.3. Extend bicycle routes to cultural, educational and recreational facilities whenever possible. (Alternative Modes Implementing Policy C.12)
Policy 1.1.4. Design bicycle routes in accordance with “Bicycle Route Standards” Chapter 1000 of the State of California Highway Design Manual. (Alternative Modes Implementing Policy C.14)
Policy 1.1.6. Provide linkage to bus, pedestrian and bicycle routes from any new light rail commuter transit facility. (Alternative Modes Implementing Policy C.18)
Policy 1.1.7. Encourage passive and active use of the railroad right of way as trail linkage and bicycle pathway. (Alternative Modes Implementing Policy C.19)
Policy 1.1.8.Seek funding for bicycle transportation through regional, state and federal funding programs.
Policy 1.1.9 Provide secure bicycle storage in activity centers and at major bus and transit stations.
Policy 1.1.10. Encourage bicycling by publicizing local and commuter routes through installation of wayfinding signage.
Policy 1.1.11. Continue routine street repair and maintenance activities, including regular sweeping of bikeways and shared use pathways.
Policy 1.1.12. Install trail systems within existing and new industrial developments.
Policy 1.1.13. Review, periodically, the Circulation Element Bicycle Route Map and revise, as necessary, to reflect existing roadway conditions and changed land uses. (Alternative Modes Implementing Policy C.16)
Objective 1.2. Provide education, encouragement and enforcement programs which promote the use of bicycling as a mode of transportation.
Policy 1.2.1. Encourage school districts to implement safety programs for pedestrians and bicyclists within the public school system. (Alternative Modes ImplementingPolicy C.7)
Policy 1.2.2. Develop and implement employer incentive programs to encourage the placement of strategic bicycle storage lockers, and the construction of safe and convenient bicycle facilities. (Alternative Modes Implementing Policy C.13)
Policy 1.2.3. Continue to ensure that construction and repair activities along the roadway network minimize disruption to bikeway facilities, ensure bicyclist safety at all times and provide alternative routes if necessary.
Policy 1.2.4. Continue Carlsbad Police Department enforcement of bicycle-related violations by both motorists and bicyclists, and emphasize positive enforcement for safe bicycling behavior by children.
3.EXISTING CONDITIONS
Thischapter provides a description of existing conditions within the City of Carlsbad relevant to this Bikeway Master Plan. Information is based on field visits, existing planning documents, maps, and conversations with City and other agency staff.
3.1.SETTING
3.1.1.Location
The City of Carlsbad is located in the northwestern portion of San Diego County. Encompassing 42 square miles, the City boundaries are generally defined by StateRoute 78 (SR-78), along the northern border with Oceanside,new development and open space to the east along the border with Vista and San Marcos, Rancho Santa Fe Road and Batiquitos Lagoon to the south, along the border with Encinitas and the Pacific Ocean to the west. Topographically, the City is characterized by the Pacific Ocean and beaches to the west, three lagoons which extend inland from the coast, and coastal hills, mesas and canyons in the City’s interior. Carlsbad is bisected along its north-south axis by Interstate 5 (I-5), separating the coastal flatlands and lagoons of the west from the eastern mesas and canyons.
3.1.2.Land Uses
Carlsbad, in contrast to many areas of San Diego County, is characterized by concentrated, clustered development in conjunction with areas of open space. This development pattern has resulted from a need to accommodate the building limitations of the City’s eastern hillsides. Commercial land uses are distributed throughout the City, but are primarily focused in the historic downtown area near the Pacific coast, Carlsbad Village, along the SR-78 and I-5 corridors, and along El Camino Real near La Costa Avenue. Industrial uses are located in the vicinity of McClellan Palomar Airport. Well-established neighborhoods occupy most of the area north of Agua Hedionda Lagoon. Single-family homes dominate the neighborhoods, mixed with some condominiums and apartment buildings. Newer neighborhoods occupy the southern and eastern portions of the City. Open space, lagoons and parks are located throughout Carlsbad, with a concentration of open space in the eastern hills surrounding the airport. Much of the Carlsbadcoast is public beach, with Carlsbad State Beach in the north and South Carlsbad State Beach in the south. Limited private development is located along the remaining coastline, including the highly visible Encina Power Plant on the southern shore of Agua Hedionda Lagoonat Carlsbad Boulevard. Schools and churches are scattered throughout the neighborhoods. The Carlsbad Village Station provides transit patrons convenient access to Carlsbad Village
3.1.2.1.Schools
Table 3-1 provides an inventory of Elementary, Middle and High Schools in Carlsbad.
The historic Carlsbad Well is a longstanding symbol of Carlsbad’s commitment to healthful living
3. Existing Conditions
Table 3-1
Schools in Carlsbad
School Name Grades Address
AviaraOaks ElementaryK-56900 Ambrosia Lane
BuenaVista Elementary K-51330 Buena Vista Way
Calavera Hills ElementaryK-54100 Tamarack Avenue
Carlsbad Seaside Academy K-12Alternative/HomeSchool
Hope ElementaryK-53010 Tamarack Avenue
Jefferson ElementaryK-63743 Jefferson Street
Kelly ElementaryK-54885 Kelly Drive
Magnolia ElementaryK-51905 Magnolia Avenue
PacificRim ElementaryK-51100 Caminode las Ondas
La Costa Meadows Elementary K-56889 El Fuerte Street
Carrillo ElementaryK-52875 Poinsettia Lane
Olivenhain Pioneer K-68000 Calle Acervo
El Camino Creek K-67885 Paseo Aliso
La Costa HeightsK-63035 Levante Street
Mission EstanciaK-63330 Calle Barcelona
Aviara Oaks Middle 6-86880AmbrosiaLane
Calavera Hills Middle6-84104 Tamarack Avenue
Valley Middle 7-81645 Magnolia Avenue
Carlsbad High9-123557 MonroeStreet
Carlsbad Village Academy9-121640 Magnolia Avenue
La Costa Canyon High9-121 Maverick Way
3.1.2.2.Parkand Recreation Facilities
The City of Carlsbad has numerous municipalparks and recreational facilities available for use of residents, in addition to two State Beaches.Municipal park and recreation facilities range from developed park sites with playgrounds, picnic areas, and sport courts, to community rooms and other facilities available for rental for parties, banquets or otherevents. The City of Carlsbad also manages 625 acres of open space and numerous beach access points. The State Beaches are popular recreation sites, with high volumes of pedestrian and bicycle traffic along Carlsbad Boulevard at Carlsbad StateBeach.South Carlsbad State Beach features camping facilitiesand is a population destination for visitors.
New park and recreation facilities provide access to open space in eastern Carlsbad Parks and recreation facilities are an important source of bicycle support facilities for Carlsbad cyclists. Parks and other recreation facilities provide bicycle racks, restrooms and changing facilities. Table 3-2 lists major park and recreation facilities in Carlsbad.
3. Existing Conditions
Table 3-2
Park and Recreation Facilities in Carlsbad
Park/Facility Name
Address
Pine Park/Brierly Field3500 HardingStreet Cadencia3310Cadencia
LeoCarrillo Ranch Historic Park6200 Flying LC Lane
Alga Norte Park (future) Poinsettia and Alicante
City Golf CourseHiddenValley Road
3.1.2.3.Employment Centers
The City of Carlsbad’s pattern of development provides for dispersed employment centers, with significant concentrations of employees. Many of these centers are located along the freeway and arterial roadway corridors, as well as in the vicinity of McClellan Palomar Airport. The locations of Carlsbad’s ten largest employers are shown in Table 3-3 on the following page.
3. Existing Conditions
Table 3-3
Ten Largest Employers in Carlsbad
Employer
Location
Callaway Golf 2180 Rutherford Road 1,785
Carlsbad Unified School District6225 El Camino Real950
Four Seasons Resort Aviara 7100 Four Seasons Point 900 Invitrogen1600 Faraday Avenue900
Taylor Made--Adidas Golf Co. 5545 Fermi Ct. 645
La Costa Resort and Spa 2100 Costa Del Mar Rd 604
Cityof Carlsbad1635 Faraday Avenue603
Gemological Instituteof America 5345 Armada Drive600
AcushnetGolf2819 Loker Ave East 535
IsisPharmaceuticals2292 Faraday Avenue506
3.2.EXISTING BICYCLEFACILITIES
3.2.1.Definition of Bikeways
The three types of bikeways identified by Caltrans in Chapter 1000 of the Highway Design Manual are as follows. Detailed design guidelines for all three types of bikeways are provided in Appendix A.
Class I Bikeway Typically called a “bike path,” a Class I bikeway provides bicycle travel on a paved right-of-way completely separated from any street or highway.
Class II Bikeway. Often referred to as a “bike lane,” a Class II bikeway provides a striped and stenciled lane for one-way travel on astreet or highway.
Class III Bikeway. Generally referred to as a “bike route,” a Class III bikeway provides for shared use with motor vehicle traffic and is identified only by signing.
It is important to note that bicycles are permittedon all roads in the Stateof California and in Carlsbad (with the exception of access-controlled freeways).As such, Carlsbad’s entire street network is effectively the city’s bicycle network, regardless of whether or not a bikeway stripe, stencil, or sign is present on a given street.The designation of certain roads as Class II or III bicycle facilities is not intended to imply that these are the only roadways intended for bicycle use, or that bicyclists should not be riding on other streets. Rather, the designation of a network of Class II and III on-street bikeways recognizes that certain roadways are optimal bicycle routes, for reasons such as directness or access to significant destinations, and allows the City of Carlsbad to then focus resources on building out this primary network.
An existing Bike Route sign on Monroe Street
One of the greatest divergences of opinion among bicyclists lies betweenthose who feel paved Class I bike paths, separated from roadways, should be constructed wherever physically possible, versus those who feel more comfortable riding on streets or bike lanes or routes. This preference is usually based on personal feeling regarding comfort and safety.
In general, Class I bike paths are desirable for slower-speed recreational cycling, particularly by families and children. Although referred to as “bike paths,” Class I facilities are multi-use facilities that will likely see use by a wide mix of nonmotorized uses, including pedestrians, joggers, roller bladers and dog walkers. Given this mix of uses, there is potential for conflicts on heavily-used Class I facilities, necessitating lower bicycle speeds on these paths. Class I bike paths are preferred for corridors where there are few intersections or crossings, to reduce the potential for conflicts with motor vehicles. Class I facilities located immediatelyadjacent to roadways, often referred to as “sidepaths,” are less desirable due to the numerous potential conflicts with motor vehicles turning on or off of side streets and driveways. Due to their linear off-street nature, opportunities for developing Class I facilities in anurban setting are typically muchmore limited, often occurring along waterways, rail corridors, or utility corridors. As such, Class I bike pathswillnormally comprise a much smaller fraction of the total designated bikeway network than on-street bike lanes and routes, and Class I bikeways will connectto far fewer destinations.
Most commuter bicyclists would argue that on-street bikeway facilities are the safest and most functional facilities for bicycle transportation, as they typically provide the most direct routes and offer the greatest connectivity and access to employment, schools, and shopping destinations. Bicyclists have stated their preference for marked on-street bicycle lanes in numerous surveys. The fact is that many bicyclists – particularly less experienced riders – are far more comfortable riding on a busy street if it has a striped and signed bike lane. Part of the goal of this Plan is to encourage new riders, and providing marked facilities such as bike lanes is one wayof helping to persuade residents to give bicycling a try as a transportation mode. This Bicycle Plan takes the approach that if properly designed, Class II bike lanes can increase safety and promote proper riding, and are therefore highly desirable for bicycle transportation routes along major roadways. Bike lanes help to define the road space for bicyclists and motorists, reduce the chance that motorists will stray into the cyclists’ path, discourage bicyclists from riding on the sidewalk, remind motorists that cyclists have a right to the road, and remind cyclists that by being in the road they have the same responsibilities as a motor vehicle. One key consideration in designing bike lanes in an urban setting is to ensure that bike lane and adjacent parking lane are wide enough so that cyclistshave enough room to avoid a suddenly opened vehicle door.
On streets with low traffic volumes and speeds, striped bike lanes may not be needed at all. This is based on the potential for serious conflicts being so low that the cost of installing bike lanes is not warranted. On these types of low-traffic neighborhood streets, designated and signed Class III bike routes can serve as important connectors to schools and recreational areas such as parks. Class III bike routes may also be desirable on certain commute routes where installing bike lanes is not possible, provided that appropriate signage is installed to alert
3. Existing Conditions
motorists to the presence of bicycles on the roadway. Class III bike route signing should also include “Sharethe Road” signs at regular intervals along the route.
Carlsbad’s existing network of designated bikeways is shown in Figure 3-1. Specific facility segments are discussed in more detail below.
3.2.2.Existing Off-Street Bike Paths
Carlsbad is in the process of developing an off-street bike path as part of the Coastal Rail Trail project. This path will link San Diego with Oceanside along the Los Angeles—San Diego (LOSSAN) rail corridor utilizing North San Diego County Transit District right-of-way. The City of Carlsbad has completed construction of a portion of the Class I Coastal Rail Trail, approximately 3/4 miles in length, running from Tamarack Avenue north to OakAvenue. An existing portion of Class II Coastal Rail Trail runs from La Costa Avenue to the Poinsettia Coaster Station.
3.2.3.Existing
On-Street BikeLanesand Routes
As shown in Figure 3-1, Carlsbad’s existing bikeway network is comprised of a Class II on-street facility on nearly every major roadway in the City. Tables 3-4, 3-5 and 3-6 show the limits and lengths of existing Class I, II and III bikeway segments in the city, respectively.
The City of Carlsbad has focused on implementing a network of Class II bike lanes that provide regional bikeway connectivity. Key existing Class II Bike Lane segments are present on El Camino Real, La Costa Avenue, Carlsbad Boulevard, Carlsbad Village Drive, College Boulevard, Palomar Airport Road, Poinsettia Lane, Aviara Parkway, Melrose Drive and Rancho Santa Fe Road.Carlsbad has an extensive primary Class II network in place that serves the city’s major activity centers and provides links to the regional system.
Table 3-4
Index of Existing City of Carlsbad Class I Bike Paths
Source: AltaPlanning + Design fieldinventory, SANDAG GIS data, February 2006.
BikeLane-ClassII
UnpavedOpenSpaceTrail PavedOpenSpaceTrail
CoasterStation
ENCINITAS
3. Existing Conditions
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Carlsbad
Existing Conditions
Table 3-5
Index of Existing City of Carlsbad Class II Bike Lanes
Street From To
Adams StChinquapin AvePark
Alicante Rd Alga Rd Gateway Rd
Alga RdEl Camino RealMelrose DrII2.4
Arenal Rd. El Camino RealLotus Ct
Armada Rd. Palomar Airport Rd. LegolandDrII0.9
Ave EncinasCarlsbad Blvd Poinsettia Station
Aviara PkwyPalomar Airport RdEl Camino RealII3.2
Batiquitos DrPoinsettia Ln Aviara PkwyII2.4
Calle Acervo Rancho Santa Fe Rd Camino de los Coches II0.5
Calle BarcelonaEl Camino RealRancho Santa Fe Rd
Camino de los Coches Rancho Santa Fe Rd La Costa AveII0.9
Camino JuniperoRancho Santa Fe Rd East City Limits
Cannon RdEl Arbol DrCollege Blvd
Carlsbad Blvd Northern City Limit La Costa
CarlsbadVillage DrI-5College Blvd
ChestnutAvePio Pico DrMonroe StII0.8
College Blvd Northern City Limit Palomar Airport RdII3.5
El Camino RealNorthern City Limit Southern City LimitII10
El Fuerte StPalomar Airport RdCorintia StreetII2.4
Faraday AveCannon RdOrion St II3.0
Gateway Dr El Camino RealPalomar Airport Rd II1.2
Harding StGrand Ave Magnolia Ave II0.8
Hidden Valley RdPalomar Airport Rd Legoland Bike PathII1.2
Hosp Way Avenida Magnifica Marron Rd. II0.6
Innovation WayGateway Rd.Palomar Airport Rd II0.2
Jefferson RdCarlsbadVillage DrMarron Rd II1.5
Kelly DriveEl Camino RealPark DrII0.4
La Costa AveCarlsbad Blvd Camino de los Coches II2.8
La Costa AveCalle Madero Rancho Santa Fe Rd II1.0
Laguna Dr Carlsbad Blvd Jefferson Rd II0.3
Marron Rd Jefferson StreetCarlsbadVillage DrII0.9
Melrose DrNorthern City Limit Corintia StreetII2.8
Monroe StMarron Rd CarlsbadVillage DrII0.6
Olivenhain Rd El Camino RealRancho Santa Fe Rd II0.9
Palomar Airport RdI-5 ramp Eastern City Limit II5.8
Park DrTamarack Ave Hillside DrII0.4
Paseo Aliso Calle BarcelonaPaseo TuliperoII0.2
Paseo AlmendroCalle BarcelonaAvenida CiruelaII0.1
Paseo Del NorteCar Country DrPoinsettia Ln II2.1
Poinsettia Ln Skimmer CourtMelrose DrII2.4
Poinsettia LnCarlsbad Blvd Cassia Road II2.4
Rancho Santa Fe RdMelrose DrCalle Acervo II2.9
Tamarack Ave Carlsbad Blvd Chatham Row II3.5
Tamarack Ave HarwichDrCollege Blvd II1.3
Town Garden RdEl Camino RealAlicante Rd II0.3
TOTALCLASS II MILES 88.7
Source: AltaPlanning + Design fieldinventory, SANDAG GIS data, March 2007.
3. Existing Conditions
Source: AltaPlanning + Design
3.2.4.Bikeway Signage
Implementing a well-designed, attractive, and functional system of network signage greatly enhances bikeway facilities by promoting their presence to both potentialandexistingusers. Currently, Carlsbad uses standard California MUTCD bikeway signage for Class II bike lanes andClass III bike routes.
The Coastal Rail Trail system has its own sign/logo, which is supplemented with individualcity logos. Carlsbad uses signs with the Coastal Rail Trail logo along the Class I segment of the trail, as well as the designated on-street segment along Avenida Encinas, and Carlsbad Boulevard.
Wayfinding signage in the downtown area and along Carlsbad Boulevard directs users to the Coastal Rail Trail. Aside from the Coastal Rail Trail, no other directional ordestination signage was observed along bikeways in Carlsbad.
3.2.5.Bicycle
Signal Detection
Bicycle signal detection refers to mechanisms that activate traffic signals when a bicyclist positions him/herself in bicycle or auto travel lanes at signalized intersections. An older method of bicycle signal detection involved the useof inductive loops installed in the pavement to sense bicyclist and trigger the signal change. In addition to inductive loops, the City of Carlsbad uses an alternative video signal detection system, using video cameras mounted on the signal mast arms that have zones for motor vehicle and bicycle detection. Video detection is generally viewed as superior to inductive pavement loops as video requires less long-term maintenance and calibration to operate properly.
3.2.6.Bicycle
Parking
Bicycle parking is an important component in planning bicycle facilities and encouragingpeople to use their bicycles for everyday transportation. Bicycles are one of the top stolen items in many communities,with components often being
stolen even when the bicycle frame is securely locked to a rack. Because today’s bicyclesareoften high-cost and valuable items, many people will not use a bicycle unless they are sure that thereis secure parking available at their destinations.In California, bicycle parking facilities are classified as either Class I or Class II facilities. Many cyclists may use (and even prefer) less formal bicycle parkingmethods, such as simply bringing their bicycle inside their building and storing it in their office. Cyclists with higher-end bicycles (perhaps costing several thousand dollars) may be reluctant to risk their bicycle with insecure parking, and for them the ability to bring a bicycle inside a building may be a deciding factor when they are considering whether or notto bicycle to work or to a store.
Bike Lockers – Long Term (Class I Parking)
Long-term (Class I) bicycleparkingfacilities accommodate bicycles of employees, students, residents, and others expected to park more than two hours. This parking is provided in a secure, weather-protected manner and location, such as a bicycle locker or a secure area like a ‘bikecorral’ thatmay be accessed only by bicyclists. The “day locker” (bike lid, eLocker, etc.) is a new bicyclelocker concept that has gained recent popularity because it requires minimal program administration. These lockers allow for multiple users in the same day, therefore allowing these lockers to function similarto racks.
Bike Racks – Short-Term (Class II Parking)
Short-term (Class II) bicycle parking facilities are best used to accommodate bicycles of visitors, customers, messengers, and others expected to depart within two hours. This parking is provided by bicycle racks, which provide support for the bicycle but do not have locking mechanisms. Racks are relatively low-cost devices that typically hold between two and eight bicycles,allow bicyclists to securely lock their frames and wheels, are secured to the ground, and arelocated in highly visible areas. Racks should not be designed to damage the wheels by causing them to bend. Bike racks should be located at schools, commercial locations, and activity centers such as parks, libraries, retail locations, post offices, churches, and civic centers, or anywhere personal or professional business takes place.
3.2.6.1.Carlsbad
Bicycle ParkingOrdinance
The Carlsbad Zoning Code does not currently provide standards for bicycle parking implementation or development. A sample bicycle parking ordinance is included as Appendix B to this document. Bicycle parking ordinances can encourage bicycling by providingcyclists with secure and convenient storage for their bicyclesat their destination.
3.2.6.2.Carlsbad
Existing Bicyc leParking Facilities
A variety of types of existing bicycle parking facilities are located throughout Carlsbad, at locations such as civic buildings, schools, parks and commercial centers. Many of these racks, especially at shopping centers, are the undesirable “wheel bender” style that can potentially damage a bicycle. Recommendations for bicycle parking can be found in Appendix A: Design Guidelines.
Both the Carlsbad Village and Poinsettia Transit Stations have bicycle racks and bikelockers.
Bicycle lockers at the Poinsettia Transit Station.
Existing bicycle parking may be found at Carlsbad’s parks
3. Existing Conditions
Although the Carlsbad Village area is served by bicycle racks and lockers at the Carlsbad Village Transit Station, nearby streets, such as Grand Avenue and State Street, lack convenient sidewalk bicycle parking.
3.2.7.Showers, Lockersand Other Bicycle Support Facilities
For the purposes of this Bikeway Plan, bicycle support facilities refer to end-oftrip facilities or services designed to accommodate or promote the use of bicycles.
Showers, lockers, and changing rooms are a critical need for commuting bicyclists. For those bicyclists needing to dress more formally, commute long distances, or bicycle during wet or hot weather, the ability to shower and change clothing can be as important as bicycle storage. Such facilities are most often provided by building owners or tenants for use by those who work in the building. Cyclists are encouraged to ride to work if employers offer bicycle support facilities which offer a safe place to store bicycles,changing facilities and showers.
Table 3-7 shows Carlsbad’s ten largest employers and the bicycle support facilities offered by each.
Table 3-7
Bicycle Racks and Support Facilities at the Ten Largest Employers in Carlsbad
Employer
Callaway GolfNoNoYes
Carlsbad Unified School DistrictNoNoNo
Four Seasons Resort AviaraYesNoYes InvitrogenYesNoYes
Taylor Made--Adidas Golf Co. NoNoNo
La Costa Resortand Spa NoNoYes City ofCarlsbadYesYesYes Gemological Instituteof AmericaYesYesYes
Acushnet GolfNoNoYes Isis PharmaceuticalsNoYesYes
Source: Alta Planning + Design Telephone Survey, March2006
Health clubs are another potential location for showers and changing facilities, although they are only available to their members. And while less desirable than a full shower/locker facility, any publicly-accessible restroom can serve as a changing area for cyclists. Public parks, beaches, and civic buildings can also serve as rest stops offering water, a placeto sit or rest, and restroom facilities. Public park and recreational facilities in Carlsbad are discussed in Section 3.1 above and shown on Figure 3-1.
3. Existing Conditions
Transit stations extend therange cyclists can commute. As noted earlier, both the Carlsbad Village and Poinsettia Transit Stations have bicycle racks and lockers. Additional discussion of multi-modal bicycle connections is provided later in this chapter.
Bicycle shops are important for bicyclists making trips within urban areas in the event they suffer an equipment failure and need repair parts or service. Currently there are no bicycle shops located within the city of Carlsbad, however a number of shops are located in the neighboring cities of Encinitas, Vista, San Marcos, and Oceanside.
3.3.BICYCLE FACILITYMAINTENANCE
Currently, the maintenance of Carlsbad’s bikeway facilities consists of restriping, restencilingand sweeping, on a regular basis.Other maintenance activities are conducted on an as-needed basis by the City.
3.4.PASTBICYCLE PROGRAM EXPENDITURES
Table 3-8 lists past bicycle program funds and expenditures in Carlsbad from 2003 to the present. These totals includeClass II projects that were implemented as part of roadway construction funded by development agreements.
2005-2006Poinsettia Lane Reach "C" Class II $79,000 2005-2006BikewayMasterPlanPlan$60,000
2006-2007Melrose Driven/ o PalomarAirport Road Class II $57,000
2006-2007CoastalRail Trail - Oak to TamarackClass I $2,500,000
2006-2007 CoastalRail Trail - PoinsettiaTransit Station to Encinitas Class II $20,000
2006-2007
FaradayAve- Melrose to Orion Class II $710,000
TOTAL$5,855,000
Source: City of Carlsbad, 2007.
3.5.ENFORCEMENT AND EDUCATION PROGRAMS
3.5.1.Enforcement
The City of Carlsbad Police Department enforces bicycle and motorist traffic violations through its Traffic Division. The Department’s Traffic Division consists of
3. Existing Conditions
motor officers, collision investigators, a traffic lieutenant, traffic sergeant and a parking enforcement officer. The City of Carlsbad Police Department also has a bicycle patrol unit which provides patrol services for business districts, beaches and other areas.
3.5.2.Educational Programs
In past years, the City of Carlsbad Police Department has offered educational programs such as bicycle rodeos to Carlsbad schoolchildren.Initially, rodeos were offered at every school site. With the growth of the school system, the Police Department transitioned from offering rodeos at every school to instead offering rodeos located in different parts of the City a few times each year. Other bicycle safety programs includeda bicycle safety poster contest popular with elementary school children. The Police Department no longer offers rodeos due to a lackof interest from Carlsbad Elementary Schools.
The Carlsbad Police Department’s Crime Prevention Office does offer educational materials and is willing to provide customized training and education programs for schools if requested. Customizedtraining and programs, through the Crime Prevention Office, are available to any group interested in bicycle and trail safety.
3.6.MULTI-MODAL CONNECTIONS
Multi-modal refers to the use of two ormore modes of transportation in a single trip (i.e., bicyclingand riding the bus or train). Improving the bicycle-transit link is an important part of making bicycling a part of daily life in Carlsbad. Linking bicycles with mass transit, such as NorthCounty Transit District buses and Coaster commuter rail, overcomes suchbarriers as lengthy trips, personal security concerns, and riding at night or in poor weather.
Making the multi-modal connection consists of two key elements: providing bicycle parking facilities at bus stops and bike racks on trains and buses. Two other components include improvingbikeways and roadways that link with transit facilities and stops, and encouraging the use of multi-modal programs. Bicycling to transit, in lieu of driving, provides health benefits to the cyclist and benefits the community by reducing air pollution, reducing the demand for parking, reducing energy consumption, and reducing traffic congestionwith relatively low investment costs.
3.6.1.North County Transit District
The North County Transit District provides “Breeze” bus service throughout Carlsbad. The bus routes follow major arterial roadways, serving commercial and employment centers. Many North County TransitDistrict buses feature bicycle racks that can carry up to four bicycles. Carlsbad is home to two Breeze bus transit stations, CarlsbadVillage andPoinsettia. Carlsbad Village is served by three Breeze lines and Poinsettia is served by two.
The North County Transit District also provides commuter rail service to the North County on the Coaster. The Coaster stops twice in Carlsbad,at Carlsbad Village
Carlsbad Village Station is accessible to bicyclists and features bicycle racks and lockers
3. Existing Conditions
Station and Poinsettia Station. The Coaster accommodates several bicycles on board each train without restriction.
The North County Transit District Short Range Transit Plan 2003-2007 reports that 68 percent of Breeze riders do not have a car available to them.63 percent of riders surveyed use Breeze five days per week. Of the Breeze passengers surveyed, 47 percent use Breeze to commute to work. Because a large portion of Breeze riders are transit-dependent and do not have access to a car, providing bicycle-transit connectionswillhelp to facilitate more efficient transportationfor North County Transit District’s riders.
As outlined in the Short Range Transit Plan 2003-2007, the North County Transit District has initiated the Bicycle FacilityImprovement Program aimed at increasing and upgrading the bicyclefacilities on buses and at each transit station.
3. Existing Conditions
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Carlsbad
4.PLANNING AND POLICY CONTEXT
As required by Caltrans, this chapter provides an overview of local and regional planning documents and policies relevant to this Bikeway Master Plan. This chapter demonstrates consistency between this Master Plan and existing plans and policies.
4.1.RELEVANT PLANS ANDPOLICIES
4.1.1.Carlsbad General Plan
4.1.1.1.Land Uses
The Carlsbad General Plan represents a comprehensive plan for the City, and establishes strategies to achieve community goals pertaining to development, circulation patterns, aesthetics, publicsafety, open space, and other civic matters. The General Plan contains maps showing existing and proposed land uses within the City planninglimits. Figure 4-1 shows the Carlsbad General Plan Land Use Plan.
4.1.1.2.Circulation Element
Adopted as part of the Carlsbad General Plan, the Circulation Element contains overall goals, objectives and policies related to roadways, transportation routes, terminals and other public utilities and facilities. The following are the goals and objectives outlined by theCirculation Element:
Goals:
A City with an integrated transportation network serving local and regional needs which accommodates a balance of different travel modes based on safety, convenience, attractiveness, costs, environmental and social impacts.
A City with adequate circulation infrastructure to serve the projected population.
A City with a comprehensive network of roads which provides appropriateaccess to all land uses.
A City with properly maintained, smooth functioning and safe traffic control systems.
Objectives:
To provide an adequate circulation infrastructure concurrent with or prior to the actual demand for such activities.
To design streets for the safe and efficient movement of people, goods and services within andthrough the City in the most environmentallysound and aesthetically pleasing mannerpossible.
Many of Carlsbad’s scenic destinations are accessible by bicycle
Figure 4-1 City of Carlsbad General Plan Land Use Map
Carlsbad
To enhance the economic valueof property and improve the economiccompetitiveness of the City through the construction of welldesigned, efficient andcost-effective transportation facilities.
Alternative Modes of Transportation Goal:
A City which promotes, encourages and accommodates a variety of transportation modes as alternatives to the automobile.
Objectives:
To provide infrastructureand facilities necessary to accommodate pedestrians, bicycles and other non-automobile modes of transportation.
To reduce the number and severity of vehicular, bicycle and pedestrian-related accidents.
ImplementingPolicies and Action Programs:
Install sidewalks and trail systems within existing and new industrial developments.
Encourageschool districts to implement safety programs for pedestrians and bicyclists within the public school system.
Employ improved traffic control devices and monitor police accident reports toincrease pedestrian and bicyclist safety.
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 facilitieswhenever possible.
Develop and implement employer incentive programs to encourage the placement of strategic bicycle storage lockers (or other secure bicycle parking) and the construction of safe andconvenient bicycle facilities.
Design bicycle routes in accordance with “Bicycle Route Standards”Chapter 1000 of the State of California Highway Design Manual.
Improve bicycle access to beach areas.
Review, periodically, the Circulation Element Bicycle Route Map and revise, as necessary, to reflect existing roadway conditions andchanged landuses.
Provide linkages to bus, pedestrian and bicycle routes from any light rail commuter transit facility.
Encourage passive and active use of the railroad right of way as trail linkage and bicycle pathway.
Scenic Roadways Goal:
A City which preserves and enhances the visual, environmental and historical characteristicsof the local community through sensitive planning and design of transportation and utility corridors.
Objectives:
To enhance the scenic environmental and historical quality of roadways in conjunction with the Circulation, Open Space and Conservation, and Park and RecreationElements of the General Plan.
To establish a route map identifying existing and future scenic roadway, railroad and utility corridors within the City.
To consider a system of routes and special treatments to increase the enjoyment of an opportunities for recreational and cultural pursuits and tourism in Carlsbad.
To provide a process for the establishment of convenient and safe scenic routes to major recreational areas and points of historic, scenic or cultural significance.
To provide multiple recreational uses, such as bikeways, roadside rests and observation points, when appropriate, on lands within and adjacent to designated scenic corridors, and provide a means of coordinating scenic roadways with other transportation and recreational opportunities within the City.
The General Plan also provides goals for reducing air pollution and traffic congestion as well as workingwith the county, other cities and SANDAG on regional transportation issues.
4.1.2.Carlsbad Open Space and ConservationElement
The Open Space and Conservation Element of the Carlsbad General Plan establishes policies for interconnection of open space and parks. The Element considers neighborhood parks to be recreational activity hubs, and therefore should be connected to the bikeway network. While the Open Space and ConservationElement currently covers trails and considers them to be a type of open space, the City of Carlsbad is in the process of developing a specific plan for trails.
4.1.3.CarlsbadOpen Space and Conservation Resource Management Plan
The Open Space and Conservation Resource Management Plan (Resource Management Plan) provides for off-street trails, parks and natural resource areas. The Resource Management Plan focuses on the development of the trail system and the management of natural resources along trail corridors. As noted in Section 4.1.2, the City iscurrently in the process of developing atrails plan.
Preservation of open space is an important component of Carlsbad’s General Plan
4.1.4.2030 Regional TransportationPlan
The San Diego Regional Transportation Plan (RTP), MOBILITY 2030, is a $ 42 billion plan which serves as a blueprint to address the mobility challenges created by the region’s growing population and employment. It contains an integrated set of public policies, strategies, and investments to maintain, manage, and improve the transportation system in the San Diego region. A main focus of the RTP is to reduce motor vehicle tripsin the region by providing additional mobility choices through modes such as transit and bicycling. Included in the Plan is a discussion of Regional Bikeway corridors that could convert intercommunity trips from motor vehicles to bicycles. Several Regional Bikeways run through Carlsbad, including: the Coastal Rail Trail, Palomar Airport Road, and LaCosta Avenue. The Bikeway Master Plan also furthers Mobility 2030’s overall goal of converting motor vehicle trips to bicycle trips, thereby reducing motor vehicle trips in the region. This Bikeway Master Plan is therefore consistent with the goals of the 2030 Regional Transportation Plan.
4.1.5.San Diego Basin Air Quality Consistency
The 2030 RTP was determined to be in conformance with the region’sState Implementation Plan (SIP), which is the plan for reaching attainment with federal airquality standards.This conformity determination means that future transportation projects identified in the RTP will not jeopardize air quality standards.It also means that federal fundingand approval will go to transportation projects that help to meetair quality goals. A major goal of this Bikeway Master Plan is to reduce the number of motor vehicle trips within Carlsbad and the region, by converting these tripsto bicycle trips. This plan is therefore consistent with the air qualitygoals of the San Diego basin.
4.2.REGIONAL BICYCLE NETWORK
4.2.1.Regional Bikeway Corridors
As part of their long range transportation planning effort, SANDAG designated a network of Regional Bikeway Corridors in their Regional Transportation Plan, Mobility 2030. As outlined in Mobility 2030 the designated Regional Bikeway Corridors in Carlsbad are the Coastal Rail Trail, Palomar Airport Road, San Marcos Boulevard andLaCosta Avenue.These regional bikeways provide both north-south and east-west links through Carlsbad, connecting to the adjoiningcities of Oceanside, Encinitas, and San Marcos.
4.2.2.San Diego RegionBikeMap
Produced by SANDAG and most recently updated in 2007, the San Diego Region Bike Map is intended to provide information on bicycle facilities to bicyclists. The map shows existing Class I, II and III facilities across San Diego County, as well as “Other Suggested Routes” that are not designated facilities, but are recommended routes for bicycling. In the City of Carlsbad, the bike lanes shown on the San Diego Region Bike Map are segments along El Camino Real, Tamarack Avenue, Faraday Avenue, Cannon Road, Palomar Airport Road, College Boulevard, Camino Vida Roble, Poinsettia Lane, Aviara Parkway, La Costa Avenue and Carlsbad Boulevard. The bike routes shown in Carlsbad include segments of Carlsbad Village Drive, Monroe Street and Avenida Encinas.
Carlsbad is served by the NCTD Coaster
Carlsbad bikeways are included in the San Diego Region Bike Map
4.3.SURROUNDING COMMUNITIES
4.3.1.Oceanside
The City of Oceanside’s Recreational Trails Element, a Sub-Element of the General Plan Circulation Element, includes the Bicycle Circulation Master Plan for the City, as well as the Equestrian and Pedestrian CirculationMaster Plan. Oceanside has an extensive existing network of bicycle facilities, including Class I trails along the San Luis Rey River, rail corridors and beaches which are popular with residents. The San Luis Rey River trail is a regional attraction and is used by Carlsbad residents for recreational cycling, particularly with children. Oceanside has recently completed a segment of Coastal Rail Trail andcontinues to add to its bikeway network.
4.3.2.Vista
The City of Vista currently has 23.75 miles ofexisting Class II bikeways. The City of Vista’s existing Class II bicycle facilities are located on nearly all major arterials, including connections to Carlsbad such as Melrose Drive. Vista’s proposed bicycle facilities are outlined in the City of Vista General Plan Circulation Element and include two proposed Class I facilities and numerous additional Class II and III bikeways.
4.3.3.San
Marcos
The City of San Marcos Bikeway Plan, updated in 2005, identifies more than 60 miles of bikeways planned for the city, many of whichwill be implemented with construction of new housing, recreation facilities and roadway improvements. The Plan identifies 70 projects, including the 22 mile inland rail trail which will run along the NCTD Sprinter from Oceanside to Escondido. The City of San Marcos has already implementedan extensive network of Class I trails, with 38 miles completed and an additional 34 planned for the future. Many of these trails are easily accessible to residents of easternCarlsbad via Rancho Santa Fe Road.
4.3.4.Encinitas
The City of Encinitas updated their Bikeway Master Plan in 2005. The plan focuses on maximizing connections between multimodal transportation and bicycles. The plan primarily recommends Class II and III facilities and emphasizes regional as well as local connections. The Bikeway Master Plan proposes numerous facilities connecting to the City of Carlsbad in the south.
5.NEEDS ANALYSIS
This chapter reviews therelationship between bicycle use, commute patterns, demographics, and land use in the City ofCarlsbad. It identifies major activity centers and public facilities where bicyclists may be destined, along with the needs of recreational and commuter bicyclists. A review of the needs of each bicycle user group will help guide the type and routing of the bikeway system.
One of the primary reasons for producing this Bikeway Master Plan is to maximize the number of bicycle commuters in order to help achieve transportation goals such as minimizing traffic congestion and air pollution. In order to set the framework for these benefits, local and national statistics are used as a basis for determining the benefits of enhancements to Carlsbad’s bikeway network and implementation of educational, encouragement and maintenance programs. The national andlocal statisticsare based on the 2000 U.S. Census.
5.1.LAND USE AND DEMAND
Unlike automobile use, where historical trip generation studies and traffic counts for different types of land uses permits an estimate of future “demand” for travel, bicycle trip generation methods are less advanced and standardized. This is partly due to the limited data available on when, where and why people bicycle. Landuse patterns can help predict demand and are important to bikeway planning because changes in landuse(and particularly employment areas) will affect average commute distance, which in turn affects the attractiveness of bicycling as a commute mode. A comprehensive bikeway network should connect the neighborhoods where people live tothe places they work, shop, recreate, or go to school. An emphasis is placed onregional bikeway and transit connections centered on the major activity centers, including:
Major employment centers
Majorretail and commercialcenters
Civic buildings such as libraries
Schools
Transit Stations
Neighborhood parks, beaches, and regional recreational areas
5.2.COMMUTE PATTERNS
A central focus of presenting commute information is to identify the current “mode split” of people that live and work in Carlsbad.Mode split refers to the choice of transportation a person selects to move to destinations, be it walking, bicycling, taking a bus, or driving. One major objective of any bicycle facility enhancement or encouragement program is to increasethe “split” or percentage of people who
choose to bike rather than drive or be driven. Every saved vehicle trip or vehicle mile represents quantifiable reductions in air pollution and can help in lessening trafficcongestion. Due to the unstable nature of congestion, even small reductions in the number of vehicles on the road can dramatically improve congestion.
Journey to work and travel time to work data were obtained from the 2000US Census for Carlsbad, San Diego County,California, and the United States. Journey to work data areshown in Table 5-1.
Table 5-1
Journey to Work Data
Source: U.S. Census 2000
As shown, about 0.3% of all employed Carlsbad residents commute primarily by bicycle, which is slightly less than the national average of 0.4%, the state average of 0.8% and the San Diego County average of 0.6%. This figure indicates that Carlsbad has a slightly less than average bicycle mode split for commuting purposes.
Travel time is important because it can give an indication of the number of potential new bicyclecommuters. Traveltime to work is shown in Table 5-2.
Table 5-2
Travel Time to Work Data
Source: Census 2000. Percentages reflect percent of workerswhodo not work from home.
5.3.TRIP REDUCTION AND POTENTIAL AIRQUALITYBENEFITS
It is possible to use the Census data above, in combination with national commuting statistics from the 2001 National Household Travel Survey (NHTS) and EPA estimates of standardemissions rates for cars to give a rough projection of future bicycle ridership in Carlsbad along with the trip reduction and air quality benefits. While these projections are only ambitious estimates, they are important to building acase for investing in bicycle facilities and programs over time.
According to the National Household Travel Survey (NHTS), the average work commute time has remained close to 20 minutes since 1983.In2001,averaging all modes, the commute time was 23 minutes.1 Assuming an average speed of 10 miles per hour, a cyclist traveling for 23minutes covers about 4 miles, which would be equivalent to a 9-minute motor vehicle trip (traveling at about 30 mph). As shown in Table 5-2, about 3,784 Carlsbad commuters (about 11%) have a commute time of 9 minutes or less. Subtracting those residents that already walk or bike to work, (674) we find that 3,110 Carlsbad residents could potentially convert their short (9-minute or less) commute trip from a vehicle trip into a bicycle trip.
With enhancement of the Bikeway Master Plan network, implementation of education and encouragement programs and employer incentives, and establishment of a bikeway maintenance program, a reasonable estimate is that the city could capture at least 25% of those potential bicycle commuters. This would result in an increase to 1,630 daily bicycle riders making 3,260 daily trips and saving an approximately 10,947 vehicle miles travels (VMTs)2 per weekday. With this shift, the total bicycle mode share in Carlsbad would increase to 2.5%. Bicyclecommute mode shares between 2%to3% are generally considered high.3
Table 5-3 quantifies the estimated reduction in VMTs and estimated reduction in air pollutants in Carlsbad following implementation of the bicycle network and capture 25% of potential bicycle commuters. According to the San Diego County Air Pollution Control District, motor vehicles are responsible for approximately 50 percent of the smog in San Diego County. Reducing VMTs by providing residents safe and functional ways to get to work,school, or shopping without using a motor vehicle will aid in reducing the amount of smog produced by motor vehicle pollution.
1 Hu, Patricia and T. Reuscher. “Summary of TravelTrends:2001 NationalHousehold Travel Survey.” Published by U.S. Department of Transportation, Federal Highway Administration. December 2004. Available at <nhts.ornl.gov/2001/pub/STT.pdf> Table 26. General Commute Patterns by Mode of Transportation.
2 Vehicle Miles Traveled is a measurement of the extent of motor vehicle operation, a sum of all miles traveled by motor vehicles over a given period of time.
3 It is possible that some commuters would be willingto bicycle more than 23 minutes to their workplace. Almost six-thousand Carlsbad residents have a commute time between 10 and15 minutes. (Table5-2) A fifteen minute drive translates to a 30-40 minute bicycle ride. If 10% of the 5,702commuters that have a ten to fifteen minute commute convertto bicycling, the Carlsbad bicycle commute mode share would increase to 4%. If all Carlsbad residents that lived fifteen minutesaway from work bicycled instead of drove, the mode share would increase to 25%.This mode share, while very high, is achievable: the City of Davis, California (home to the University of California, atDavis) estimates its 2000 bicyclemode share to be between 15% and17.5%andits 1990 bicycle mode share to have been between 20% and 25%.
Table 5-3
Bicycle Commute and Air Quality Projections
Current Commuting Statistics
Carlsbad Population77,998
Number of Commuters35,422
Number of Bicycle-to-Work Commuters 113
Bicycle-to-Work ModeShare0.32%
SchoolChildren Grades K-89,495
Source1
2000 US Census
2000 US Census (Employed persons minus those that work at home)
2000 US Census
Mode share percentage of Bicycle to Work Commuters
2000 US Census, population ages 614
Estimated School Bicycle Commuters 475 Lamorinda SchoolCommute Study (Fehr & Peers Associates, 1995) and San DiegoCounty School Commute Study (1990). (5%)
Number of College Students5,100
2000 US Census
Estimated College Bicycle Commuters 255 National Bicycling & Walking Study, FHWA, Case Study No. 1, 1995. Review of bicyclecommute share in seven university communities(5%)
Average Weekday Coaster Ridership
698
Numberof Daily Bike-Coaster Users 10
Estimated Total Number of Bicycle Commuters and Utilitarian Riders 853
Estimated Adjusted Mode Share1.1%
Average of weekdaysystemwide Coasterboardings divided by 8 stations
RTD (Denver) Bike-n-Ride Survey, December 1999 (1.4% of total boardings)
Total of bike-to-work, transit, school, college and utilitarianbicycle commutersDoes not includerecreation.
Estimated Bicycle Commuters divided by population
Total DailyBicycle Trips 1,705 Total bicycle commutersx 2 (forround trips)plus totalnumber of utilitarian bicycle trips
Reduced Vehicle Trips per Weekday 803
Reduced Vehicle Miles per Weekday 2,663
Assumes73% of bicycletrips replace vehicle tripsfor adults/collegestudents and 53% forschool children
Assumesaverage one-way trip travel length of 4.6miles for adults/college students and 0.5 mile for schoolchildren
Potential Future Bicycle Commuters
Numberof workers with commutesnine minutes or less
Source1
3,784 US Census2000
Numberof workers who alreadybicycle or walk to work 674 US Census2000
Number of potential bike-towork commuters 3,110
Future numberof new bike-towork commuters
Total Future Daily Bicycle Commuters and Utilitarian Riders
778
Calculated by subtracting number of workerswho already bicycleor walk from the number of workerswho have commutes 9 minutes or less
Based on capture rate goalof25% of potential bicycleriders
1,630 Current daily bicycle commuters, bike to schooland utilitarian riders, plus future bicycle commuters
Future Total Daily Bicycle Trips3,260 Total bicycle commutersx 2 (forround trips)
FutureReduced Vehicle Trips per Weekday
FutureReduced Vehicle Miles per Weekday
FutureReduced
Future Air Quality Benefits2,3
2,380 Assumes73% of bicycletrips replace vehicle trips
10,947
Assumesaverage one-way trip travel length of 4.6miles for adults. Assumes 12 mph average bicycle speed; 23 minute average travel time. Travel time data from NHTS 2001 Trends, Table 26.
Source1
Reduced HC (kg/weekday)31 (0.0028 kg/mile)
Reduced CO (kg/weekday)229 (0.0209 kg/mile)
Reduced NOX (kg/weekday)15 (0.00139 kg/mile)
Reduced CO2 (kg/weekday)1,205,367 (.4155 kg/mile)
Reduced HC (metric tons/year)8 1000 kg per metric ton; 256 weekdays/year
Reduced CO (metric tons/year)59 1000 kg per metric ton; 256 weekdays/year
Reduced NOX(metric tons/year) 4 1000 kg per metric ton; 256 weekdays/year
Reduced CO2(metric tons/year) 308,574 1000 kg per metric ton; 256 weekdays/year
Notes:
1. Sources as noted in table. Due to lack of detailed local bicycle usage data, estimates for Carlsbad were based in part on best available data from comparable communities in California and nationwide.
2. Emissions rates fromEPA report 420-F-00-013 "Emission Facts: Average Annual Emissions and Fuel Consumption for Passenger Cars and Light Trucks." 2000. Other sources as noted in the table.
3. HC = hydrocarbons, CO = carbon monoxide; NOX = nitrogen oxides, CO2 = carbon dioxide.
5. Needs Analysis
Under these estimates, the bicycle mode share of trips in Carlsbad would increase from 0.3% in 2000 (U.S. Census) to 2.5% percent. This increase would represent an eightfold increase of the current number of bicycle commuters in Carlsbad. This would result in an estimated decrease of 31 kilograms per day of hydrocarbons, 229 kilograms per day of carbon monoxide, 15 kilograms per day of nitrous oxides and over 1,205,000 kilograms per day of carbon dioxide. Total annual reductions in these pollutants would be 8 metric tons of hydrocarbons, 59 metric tons of carbonmonoxide, 4 metric tons of nitrous oxides andover 308,000 metric tonsof carbon dioxide.
5.4.BICYCLE SAFETY AND ACCIDENT ANALYSIS
5.4.1.Perceptions
ofSafety
Safety is a major concern of both existing and potential bicyclists. For those who ride, safety is typically an on-going concern. For those who don't ride, it is one of the most compelling reasons not to ride. Indiscussingbicycle safety, it is important to separate out perceived dangers versus actual safety hazards.
Bicycle riding on-street is commonly perceived as unsafe because of the exposure of a lightweight, two-wheeled vehicle to heavier and faster moving automobiles, trucks and buses. Actual collision statistics, however, show that bicyclists face only a marginally higher degree of sustaining an injury than a motorist based on numbers of users and miles traveled. Death rates are essentially the same with bicyclists as with motorists. Bicycle-vehicle collisions are much less likely to happen than bicycle-bicycle, bicycle-pedestrian, or collisions caused by physical conditions. The majority of reported bicyclecollisions show the bicyclist to be at fault; (due to not obeying basic traffic laws; these often involve younger bicyclists riding on the wrong side of the road or being hit by a vehicle at an intersection or driveway).
5.4.2.Safety Enforcement inCarlsbad
The City of Carlsbad’s TrafficEnforcement Division of the Police Department enforces all traffic laws in Carlsbad for bicycles and motor vehicles as part of their regular duties. Violations may include bicyclists who break traffic laws, as well as motorists who disobey traffic laws and make the cycling environment more dangerous.
In addition, an important function of the police department is filing reports for accidents involving bicyclists. A record is kept, accessible to other city departments on where, when and how collisions between bicyclistsandcarsand bicyclists and pedestrians occur. For the City’s bicycle planning effort, these departments review and monitor bicycle and pedestrian accident data to improve safety through the bicycle network.
5.5.BICYCLIST NEEDS
The purpose of reviewing the needs of bicyclists is twofold: (a) it is instrumental when planning a system that must servedifferent skill levels and different trip types; and (b) it is useful when attempting to quantify future usage and benefits
to justify expenditures of resources.According to a nationwide 1991 Lou Harris Poll, it was reported that “...nearly 3 million adults (about one in 60) already commute by bike, and projected the number could rise to 35 million if more bicycle friendly transportation systems existed.” In short, there is a large reservoir of potential bicyclists who do not ride (or ride more often) simply because they do not feel comfortable using the existing street system and/or don’t have appropriatebicycle facilities at their destination.
While the majority of Americans own bicycles, most of these people are recreational riders who ride relatively infrequently. Schoolchildren between the ages of about 6 and 14 typically make up a large percentage of the bicycle riders,oftenriding to school, parks, or other local destinations. The serious adult road bicyclist makes up a small, but important, segment of bikeway users, along with serious off-road mountain bicyclists, whoenjoy riding on trails and dirt roads. The single biggest adult group of bicyclists is the intermittent recreational rider who generally prefers to ride on pathways or quiet side streets.
5.5.1.Needs ofCasualand Experienced Cyclists
Cyclist needs vary depending on the skill level of the cyclist and the type of trip the cyclist is taking. For the purposes ofthis Plan, cyclists are separated into two skill levels: casual and experienced. Casual cyclists include youth and adults who are intermittent riders. Some casual cyclists, such as youth under age 16, may be unfamiliar with operating a vehicle on roads. Experienced cyclists include longdistance road cyclists, racers, and those who use their bicycle as a primary means of transportation. These cyclists generally feel comfortable riding on roads and with traffic.A summary of the needs of the different types of cyclists is provided below.
Table 4-5
Characteristics of Casual and Experienced Cyclists
Casual Riders
Prefer off-street bike paths or bike lanes alonglow-volume, low speedarterials
May have difficulty gauging traffic and may be unfamiliar with rules of the road. May walk bike acrossintersections.
Experienced Riders
Can comfortablyride alongside highervolume, higher-speed arterials without bike lanes. Prefers on-street facilitiesoveroffstreet paths.
Negotiates streets like a motor vehicle, including “taking the lane” and using left-turn pockets.
May useless direct route to avoid arterials with heavy traffic volumes. Prefers a more direct route.
Mayrideon sidewalks and ride the wrong way on streets.
Avoidsriding on sidewalks oron multi-use paths.Rides with the flowof trafficon streets.
Ridesshorter distances: ten milesorless.Cycles longer distances,often more than 25 miles, on a recreational ride.
The casual bicyclist will benefit from route markers, bike paths, bike lanes on lowspeed streets, neighborhood routes, traffic calming, wider curblanes, and educationalprograms. Casual bicyclists may also benefit from marked routes
that lead to parks, schools, shopping areas, and other destinations. To encourage youth to ride, routes must be safe enough for their parents to allow them to ride.
The experienced bicyclist will benefit from wider curb lanes, bicyclelanes on more direct arterials, and loop detectors at signals. The experiencedbicyclist who is primarily interested in exercise will benefit from loop routes that lead back to the point of origin.
5.5.2.Needs of Cyclists MakingRecreationaland Utilitarian Trips
As this plan for enhancing and developing bicycle facilities, and available state and federal bicycle funding is primarily focused on commuting cyclists – those riding to work or school, or for shopping, errands, and other utilitarian trips – it is important to understand the specific needs of bicycle commuters.
For the purpose of this Plan, bicycle trips are separated into two trip types: recreational and utilitarian. Recreational users cover all age groups from children to adults to senior citizens. Recreational trips can range from a 50-mile weekend group rides, to a family outing along a quiet bike path, and all levels in between. Utilitarian trips includecommuter cyclists, which are a primary focus of state and federal bicycle funding, as well as cyclists going to school, shopping or running other errands.
Table 4-6
Characteristics of Recreational and Utilitarian Trips
Recreational Trips Utilitarian Trips
Directnessof route not as important as visual interest, shade, protection from wind
Loop trips may be preferred to backtracking
Trips may range fromshort to over 50 miles
Short-term bicycle parkingshould be provided at recreational sites, parks, trailheads and other recreational activity centers
Varied topography may bedesired, dependingon the skill levelof the cyclist
May be ridingin a group
May drive with their bicycles to the starting pointof a ride
Trips typicallyoccuron the weekendor weekday afternoons
Typeof facility varies, depending on the skill levelof cyclist
Directnessof route more important than visual interest, etc…
Trips generally travel fromresidential to shopping or work areas and back
Trips generally are 1-5 miles in length
Short-term and long-term bicycle parking should be provided at stores, transit stations, schools, workplaces.
Flat topography is desired
Often ride alone
Use bicycle as primarytransportation mode for the trip; may transfer to public transportation;may or may not have access to a car for the trip
Trips typicallyoccur during morning and evening commute hours(commute to school and work). Shopping trips also occur on weekends.
Generally useon-streetfacilities, may use pathways if they provide easier access to destinations than on-streetfacilities
Recreational cyclists’ needs vary depending on their skill level. Road cyclists out for a 100-mile weekend ride may prefer well-maintained roads with wide shoulders and few intersections, stop signs or stop lights. Casual cyclists out for a family trip may refer a quiet bike path with adjacent parks, benches and water fountains.
Utilitarian bicyclists have needs that are more straightforward. They require bike lanes or wider curb lanes along all arterials and collectors, loop detectors at signalized intersections and adequate maintenance of the pavement. At the destination points, commuters require adequate long term bicycle storage and showers or changing facilities while shoppers require short term bicycle storage.
It should be noted that with higher densities of development planned for Downtown Carlsbad, residents will beplaced inclose proximity to shopping and transit. This commitment to a morepedestrian and bicycle-friendly land use pattern means that Carlsbad has the potential to increase the number of people who ride to work, school or shopping. Other factors that contribute to a potential for increased bicycle ridership in Carlsbad include (a) a temperate climate, and (b) a significant percentage of work commute trips (24.6%) that are less than 15 minutes in length.
5.6.CITIZEN AND COMMUNITY INVOLVEMENT
Public involvement is an important component of the Carlsbad Bikeway Master Plan process. The public outreach process for this project included a survey of community members. Surveys were distributed through local bicycle groups, Carlsbad’s top fifty employers, local bicycle shops, and on the city’s website. The surveys were intended to gather input on existing bicycling conditions and attitudes about bicycling in Carlsbad. Asummary of survey responses is provided in Appendix D to this plan.
5.6.1.Community Survey Responses
Sixty-seven responses were received from the community survey. All respondents are adults, with 26% aged 19-39, 66% aged 40-59 and the remaining 8% aged sixty and over. Several respondents bicycle with their children and provided comments and suggestions for improving the cycling environment for younger people. Thirty-four percent of respondents are women. Eighty-two percent of the respondentsare from Carlsbad, withthe remainder from Encinitas (10%), Oceanside (3%) and the communities of Vista, San Marcos and San Diego (2% each).
Most respondents to the survey are frequent cyclists, with 28% reporting daily or weekly rides. Cyclists who average longer rides tended to ride more frequently than cyclists who ride shorter distances. Respondentsare more likely to ride in the morning than in the evening, with 32%reporting that they ride during weekend mornings, and 23% reporting that they ride during weekday mornings. Nearly half the respondents take bike rides thatare 25 miles or more. Not including these long distance cyclists, most other respondents average less than ten miles on their rides (34% 6-10 miles, 31% 3-5 miles and 21% under 2 miles). It is reasonable
“I
ride all over the county!”
-2006 Bikeway Master Plan Survey Respondent
to assume that the long-distance cyclists are more experienced than the shortdistance cyclists.
Most respondents ride for recreation orexercise: 28% and 23% respectively. The next most common reason to ride is "social" (15%). Twelve percent of respondents bicycle to work. Very few respondents bicycle to school, to shop, or to transit (3% each). Respondents chose three main obstacles to bicycling: Lack of Bikeways (29%), Concerns about safety (28%), and lack of time (22%). These are the top concerns for both long-distance and short-distance cyclists, thoughshort-distance cyclists are more concerned with safety andlack of bikeways than long-distance cyclists.
When asked to rank facility preferences, respondents on average prefer offstreet paved bikeways and paths and on-street bike lanes to bike routes/boulevards or trails and single track dirt paths. When results are broken down by the distance cyclists ride, it is shown long distance (25+ miles) cyclists prefer on-street bike lanes and routes to off-streetpaths and trails. The shorter distance (less than 25 miles) cyclists prefer off-street paved roads more than onstreet bike lanes and bike routes or off-street unpaved trails. Twenty three of the 67 respondents reported their employers provided showers and bicycle lockers, and seventeen stated that bicycle racksare found at their destinations.
6.RECOMMENDED BIKEWAY IMPROVEMENTS
The recommended improvements for the Carlsbad Bikeway Master Plan consist of additional bikeway network facilities, intersection and spot improvements, and bicycle-related support facilities and programs suchas bike parking, maintenance programs, and educational programs. Most of the City’s major arterials have existing Class II facilities, and those comfortable riding on major streets are wellserved by the existing network. Recommendations included in this chapter address the need to regularly sweep and maintain the existing on-street network, and ensure that bicyclists are accommodated during roadway construction. Other improvements in this chapter focus on expanding the bike lane network to certain collector streets and adding additional bike routes to provide greater connectivity between the arterials.
Carlsbad’s numerous open spaces, parks, beaches as well as temperate weather and active lifestyles help to make bicycling in Carlsbad an effective transportation and recreation option at any time of the year. The recommendations includedin this chapter will help to enhance Carlsbad’s status as a great place to bicycle.
6.1.RECOMMENDED BIKEWAY NETWORK
A bikeway network is a system of bikeways that for a variety of reasons – safety, convenience,destinations served, attractiveness – provides a superior level of service for bicyclists. It is important to recognize that, by law, bicyclists are allowed on all streets and roads regardless of whether they are a part of the designated bikeway network. The bikeway network serves as a tool that allows the City to focus and prioritize bicycle facility implementation efforts where they willprovide the greatest benefit to bicyclists and thecommunity at large.
The Existing and Proposed Bikeway Network for Carlsbad is shown in Figure 6-1. The system of bikeways is classified into the standard Caltrans Class I, II, and III bikewaycategories discussed in Chapter 2.
The full bikeway network project list for the Bikeway Master Plan is provided at the end of this chapter, beginning on page 6-14. The project list includes some of the specific facility improvements discussed below. Following the project list, graphics and detailed descriptions of each project are provided to illustrate the specific facility improvements and enhancements that are recommended.
6.2.RECOMMENDED
SUPPORTFACILITIES AND PROGRAMS
Support facilities and programs are an important component of a bicycle transportation system. Support programs (such asbikeway management and maintenance,signing, and promotional/educational programs) and facilities (such as bicycle racks on buses, bicycle parking racks, and showers and lockers for employees) further improve safety andconvenience for bicyclists.
Carlsbad’s first segment of the Coastal Rail Trail was constructed in 2005
No Parking signs help to keep bike lanes free of obstructions
6.2.1.Bicycle Parking andEnd-of-Trip Facilities
Bicycle parking includes standard bike racks,covered lockers, andcorrals.While Carlsbad’s transit stations and some parks and recreation facilities are well outfitted with bicycle parking, Carlsbad’s commercial areas have limited bicycle parking available. Bicycle parking facilities are frequently located behind buildings and are intended solely for commuter cyclists. Bicycle racks should be placed in well-lit, accessible and convenient locations where they are visible to the public and convey a sense of safety for cyclists and their bicycles. Locations in need of additional bicycle parking include the Village, commercial areas near La Costa, and beach areas. A lack of safe and secure bicycle parking is often noted as a concern of bicyclists who may wish to ride towork or to shop. Theft and vandalism of bicycles, especially given that bicycles may be worth anywhere from $250 to $2,000, is a major impediment to bicycle riding.
A systematic program to improve the quality and increase the quantity of bicycle end-of-trip facilities should be implemented in Carlsbad. For example, the city could look for appropriate public locations to install new bicycle racks (such as sidewalks within the downtown commercial area, parks, and community centers). For existing private locations such as shoppingcenters, appropriate bicycle racks (e.g. inverted-U’s) could be made available to property owners for free or lowcost to encourage the installation of additional bike racks or the replacement of poorly designed wheel bender racks.
RECOMMENDATIONS
Increase Public Bicycle Parking Facilities
Functional bike parking should be provided at public destinations, including shoppingcenters, community centers, parks, and schools. All bicycle parking should be in a secure, visible area that is convenient to the destination (near building entrances). Bicycle parking on sidewalks in commercial areas and along walkways of shopping centers should beprovidedaccording to specific design criteria, reviewed by merchants andthe public, and installed as demand warrants.
As a general rule, inverted-U type racks bolted into the sidewalk are preferred in shopping centers, to be located intermittently and/or at specific bicycle destinations (e.g. cafes, grocery stores). Some rack manufacturers may be able to provide custom racks that can serve not only as bike racks, but also public artwork.While these racks can add a creative and fun element to the shopping center, the rack function should not be overlooked: all racks should adhere to the basic functional requirement of supporting the bicycle by the frame (not the wheel) and accepting a U-lock.
Bike lockers provide secure, covered, long-term storage at key commuter locations such as Transit Stations.
Carlsbad Village Station features inverted U-style racks
ExistingBikeways
BikePath-ClassI
BikeLane-ClassII
BikeRoute-ClassIII
ProposedBikeways
BikePath-ClassI
BikeLane-ClassII
BikeRoute-ClassIII
OtherTrails December2007
ExistingUnpavedOpenSpaceTrail
FutureUnpavedTrail
ExistingPavedOpenSpaceTrail
ENCINITAS
6. Recommended Bikeway Improvements
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Standard inverted-U racks also are preferred for downtown sidewalk areas, such as in Carlsbad Village. The inverted-U should be placed parallel to the street, and should be located within the sidewalk furnishing zone (in line with trees, benches, newspaper racks, etc.) so as not to block pedestrian traffic in the sidewalk through-zone. As an alternateto the standard inverted-U in areas such as the downtown area, the City of Carlsbad may wish to install a decorative bike rack style that serves to add an artistic element or tiestoa theme ofthe streetscape.
Installation of multiple capacity “wave” style racks is not recommended due to common misunderstanding of how to properly lock a bike to these racks (users commonly lock their bike parallel to the rack, effectively limiting their capacity to 1 or 2 bikes).
Adopt a Bicycle Parking Ordinance with Design Requirements
The City ofCarlsbad should consider adopting a bicycle parking ordinanceto ensure that new bicycle parking facilitiesare installed with new development. The city should consider including specific design requirements in the bicycle parking ordinance that require an inverted U-style rack, or other rack type that supports the bicycle frame in at least two pointsand can accept a U-lock.“Wave” style racks should generally not be recommended. The Association of Bicycle and Pedestrian Professionals (APBP) Bicycle Parking Guidelines document is a good source of information on appropriate bike rack styles and placement. Numerous bike rack vendors offer the inverted-U style rack; these racks are relatively inexpensive,simple to install, minimaland unobtrusive on sidewalks, and wellunderstood by users.
6.2.2.Safe Routes toSchool
The recommended bicycle network includes a number of Class III neighborhood bike routes that will benefit school children who bicycle to school.Identifying and improving routes for children to walk or bicycle to school is one of the most effective means of reducing AM traffic congestion and addressing existing safety problems.Most effective school commute programs are joint efforts of the school district,city, and parent organizations.
RECOMMENDATION
Develop a Safe Routes to School Program
Each public and private school in Carlsbad should conduct its own evaluation of school commute patterns and work with the city to identify corridor and crossing improvements. School commute routes are highly local in nature, requiring extensive and detailed examination of patternsand conditions and local input.
School commute projects need to be developed in a traditional planning process that includes (a) school administrators and teachers, (b) local PTAs and other groups, (c) neighborhood groups and the public, (d) local law enforcement, and (e)Citytransportation engineers. The planning process can be accomplished by these groups using the step-by-step process outlined below, or by enlisting professional services.
A simple sticker on the top of the rack can illustrate the correct way to park the bicycle.This is especially important in downtown areas where orienting the bicycle incorrectly against the rack (e.g. perpendicular to the rack) may result in the bicycle blocking the sidewalk.
6.2.3.Maintenance
The City of Carlsbad should continue with its routine bikeway maintenance and repair activities. The city’s bikeways are on-street bike lanes and are swept and maintained as part of a routine street sweeping and maintenance schedule. Although the majority of bikeway maintenance can be accomplished through these routine activities, special consideration should be given to bikeway safety and usability and provisions put in place for non-routine maintenance, such as a telephone number cyclists cancall to report debris such as glass. Ongoing land developmentand roadway construction in Carlsbad also may increase the need for regular maintenance, as dirt, sand and other construction debris can be tracked or deflected into bike lanes. The City should continue to ensure that contractors routinely clean any tracked dirt or other debris from construction sites that may be deposited in the bike lanes.
In addition to maintenance issues, ongoing construction activities may also hinder bicyclists as Class II lanes are closed off or obstructed, due to road work or other constructionactivities. Special accommodations, described below, should be considered for any construction work that will require obstructing a bike lane.
RECOMMENDATIONS
Develop a Funding Source for the Bicycle Facility Maintenance Program
Bicycling is an integral part of Carlsbad’s transportation network, and maintenance of the bikeway network should be part of the ongoing maintenance program for all city transportation facilities. As such, bikeway network maintenance should receive an appropriate allocation of the City’s transportation maintenance funds. Cost estimates for a standard maintenance program are provided in Chapter 7.
Consider impacts on bicycles while performing construction, maintenance and repair work on roadways and trails.
Many local cyclists commented in their survey forms about the challenges presented by construction activities along Carlsbad’s roadway network. Even the most experienced cyclists may feel anxiety when the bike lane is blocked by construction activites and they are forced out into travel lanes with vehicles that may be traveling in excess of 50 mph. While cyclists are permitted by the California Vehicle Code to leave the bike lane if it is obstructed, motorists may not be expecting them to merge left into the travel lane. For construction activities:
•The City should continue to provide suitable construction warning signs for any activities that involve work in a designated bikeway. Signage should warncyclistswell in advance of any location where the bicycle lane is closed for construction or maintenance activities.
•The City should continue to, if possible, maintain a coned-off area between the construction zone and vehicle lane for bicycle travel. 5’ is optimal, but even a 3’ area provides cyclists room to maneuver past the construction activities without forcing them into the travel lane.
Construction materials and vehicles can impede cyclists’ safe use of bicycle lanes
•The City should continue to provide,where necessary, detour routes around areas undergoingconstruction.
•The City should continue to sign and enforce reduced speed limits around constructionzones to ensure that motorists passing these areas are traveling at a safe speed (see CVC 22350).
The City already routinely implements many of these special construction accommodations described above and should continue to do so.More detailed guidelines are provided in Appendix C for accommodating bicycles in construction zones.
6.2.4.Bicycle
Signal Detection
To enable safe bicycle travel through signalized intersections, bicycles should be detected at the waiting positions used by cyclists proceeding through and turning left. Detection of vehicles and bicycles in Carlsbad is performed by video (overhead cameras combined with image processing software) and by inductive loops.
RECOMMENDATON
The City should continue to ensure that all existing and new video signal detection includes zones for bicycledetection.
6.2.5.Bicycle Enforcement
In order to encourage safe cycling in Carlsbad, facility improvements must be accompanied by enforcement of California Vehicle Code (CVC) regulations pertaining to bicycles and bicycling.The City of Carlsbad should continue to enforce CVC regulations and to ensure safe use of bicycle facilities, such as the installation of signage prohibiting parking in bicycle lanes. However, violations of such signed regulations needs to be enforced by City of Carlsbadlaw enforcement officers.
RECOMMENDATION
The City of Carlsbad Police Department should continue to perform enforcement of vehicle statutes relating to bicycle operation. A particular focus should be on obstructions of bicycle facilities, individuals riding the wrong direction, or riding on the sidewalk, as these behaviors increase the chance that a cyclist will be involved in a collision. Enforcement of vehicle laws related to bicycling can serve as an educational tool, as some individualsmay simply not understand that they are breaking the law andputting themselves at risk. A tip-line or website where cyclists andmotorists can report violations might aid in law enforcement efforts to curb bicycle-related violations.
6.2.6.Signage and Striping
All bikeway signage on public roadways in Carlsbad should conform to the signage identified in the California Manual on Uniform Traffic Control Devices
6. Recommended Bikeway Improvements
(“CaliforniaMUTCD,” the Federal Highway Administration’s MUTCD 2003 Edition, as amended for use in California). This document gives specific information on the type and location of signing for bicycle facilities in the State of California. Samples of suggested signage and striping are outlined in Appendix A.
RECOMMENDATION
Designated Bikeway Signs
The installation of standard California MUTCD bikeway signs on all designated on-street bicycle facilities (Class II and III) is important to heighten motorist awareness and help cyclists find their way. Installing signage is something that can be implemented easily compared to major striping revisions or bike path construction and should be implemented as a priority. An example of where this applies is on Existing Class III Bike Routes where installation of several signs will complete the designated route.
“SHARE THE ROAD” Signage
For all Class III Bike Routes, the City may wish to consider installing “SHARE THE ROAD” signs (MUTCD W16-1) along with the standard “BIKE ROUTE” signage (MUTCD D11-1).
Wayfinding Signage
Wayfinding signage can help provide cyclists with information necessary to use the bicycle network as an effective transportation network through the display of distance,direction and in some cases, estimated travel time information. The City could consider adding wayfinding signs along key routes to direct cyclists to important destinations. An example of this already exists in Carlsbad Village, where signage directs cyclists from the street network to access the Coastal Rail Trail. Additional wayfinding signage design details are provided in Appendix A.
6.2.7.Multi-Modal Connections
RECOMMENDATION
The North County Transit District (NCTD) should continue to allow bicycle access on all buses and trains. Bicycle travel to transit stops and stations should be enhanced in order to make the transferbetween bicycle and transit travel as convenient as possible.NCTD should continue to ensure that sufficient secure bicycle parking is provided at transit stops in order to facilitate multi-modal connections.
6.2.8.Education
Programs
This section covers future efforts to educate bicyclistsand motorists, and efforts to increase the use of bicycles as a transportation alternative. Most education and encouragement programs and activities will likely be cooperative efforts between the City of Carlsbad Police Department, CarlsbadUnified School District, San Marcos Unified School District, Encinitas Union School District, San Diegito Union
High School District, SANDAG, and localbicycle groups such as the North County Cycle Club and San Diego County Bicycle Coalition.
The Police Department currently works in a variety of ways toeducate children and adults on bicycle safety as described in Chapter 3. Unfortunately, statewide trends show that the lack of education for bicyclists, especially younger students, continues to be a leading cause of accidents. For example, the most common type of bicycle accident reported in California involves a younger person (between8 and 16 years of age) riding on the wrong side of the road in the evening hours. Studies of accident locations around California consistently show the greatest concentration of accidents is directly adjacent to elementary, middle, and high schools. Parental responsibility in teaching bicycle safety to their children cannot be overlooked, but the fact is that many parents themselves are not educated in safe on-road cyclingskills. The recommendations below are intended to ensure that both child and adult safety education remain an integral part of bicycling improvementefforts in Carlsbad.
RECOMMENDATIONS
Continue and Expand Existing Education Programs
Existing school education programs offered by the Police Department should be continued and supported bya secure, regular funding source. Schools should be encouraged to develop their own bicycle education programs.
For adult education, the City should support local adult bicycle education and safety programs, such asthe Road I and II coursesoffered by the San Diego County Bicycle Coalition.To encourage courses to be taught in Carlsbad, the city could make small grants available to certified bicycle education instructors to offsettime and materials costs and to offer the course free to participants. Meeting spaces, such as community centers and libraries, are available for rental through the City of Carlsbad, and may be useful as locations for such programs. Local employers should also be encouraged to invite bicycle education instructors to teach at their workplace.
For bicycle infractions (such as running stop signs) by minors, the Police Department should consider implementing a “bicycle traffic school”in lieu of fines.
Provide Safety Handbook
A standard safety handbook, such as the From A to Z By Bike handbook, should be made available to each school. Schools should develop a circulation map of the campus and immediate neighborhood showing the preferred circulation and parking patterns and explaining in text the reason behind the recommendations. This circulation map should also be a permanent feature in all school newsletters. Bicycle helmet subsidy programs are available in California and should be used to provide low-cost approved helmets for all school-aged bicyclists.
EducateMotorists and Bicyclists
Motorist education on the rights of bicyclists and pedestrians, and vice versa, is virtually non-existent. Many motorists mistakenly believe, for example, that
6. Recommended Bikeway Improvements
bicyclists do not have a right to ride in travel lanes and they should be riding on sidewalks. Many motorists do not understand they must only pass bicyclists when it is safe to do so and with adequate passing distance. Many motorists do not understand a bicyclist may need to ride in a travel lane if there is no shoulder or if the shoulder is full of gravel, glass, orpotholes. The term “Share the Road” is a common message intended to educate both motorists and bicyclists about their legal rights and responsibilities on the road, and the need to increase courtesy and cooperation to improve safety. Motorists and bicyclists should be educated about the rights and characteristics ofbicyclists through a variety of means including:
Enforce existing traffic laws for both motorists and bicycles (Police Department responsibility).
Work with towing companies and emergency clean up crews so they better understand the needs of cyclists.
Work with contractors, subcontractorsand city maintenance and utility crews to ensure they understand the needs of bicyclists and follow standard procedures when working on or adjacent to roadways.
Create public service announcements on radio and TV to promote the health and livability benefits of bicycling, and provide accurate information about motorist and bicyclists rights and responsibilitieson the road.
Make bicycle safety a part of traffic school curriculum (California Department of Motor Vehicles responsibility)
The City may distribute a brochure on bicycle safety and laws to the public (such brochures are available from organizations such as AAA and the California Highway Patrol).
6.2.9.Encouragement Programs
Encouragement programs are vital to the success of the Carlsbad Bikeway Master Plan. Encouragement programs work to get more people out of their cars and on bicycles which will help to reduce traffic congestion and air pollution, as well as improve the quality of life in Carlsbad. However, without community support, the City lacks the resources that are needed to ensure the success of encouragement programs over time.While Carlsbad’s Engineering Department may be responsible for designing and constructing physical improvements, strategies for community involvement will be important to ensure broad-based support – which translates into political support – to help secure financial resources. Involvement by the private sector in raising awareness of the benefits of bicycling can range from small incremental activities by non-profit groups, to efforts by the largest employers in the City. Specific programs are described below.
RECOMMENDATIONS
Facilitate the DevelopmentofEmployer Incentive Programs
Facilitate the development of employer incentive programs to encourage employeesto try bicycling to work include providing bicycle lockers and shower
facilities, and offering incentives to employees who commute by bicycle by allowing for more flexible arrival and departure times, and possibly paying for transit or taxis during inclement weather. The City may offer incentives to employers to institute these improvements through air quality credits, lowered parking requirements, reduced traffic mitigation fees, or other means. Other efforts should include:
Developing, promoting and publicizing bicycle commuter services, such as bike shops selling commutegear and bike-on-transit policies.
Creating an annual commuter challenge for area businesses.
Utilitarian and Recreational Trip Incentive Programs
Develop and implement encouragement programs for utilitarian and recreational purposes.Local businesses such as cafes should be involved to encourage customers to use a bicycle for their trips. Such efforts may include:
Implementing a “Bicycle Friendly Businesses” program (City recognizes local businesses that encourage employees or clients to bicycle, through end-of-trip facilities like bike parking,or incentives such as discounts or stipends, or other programs).
Holding an annual community event to encourage residents to replace one car trip a week with a bicycle trip.
Supporting the planning and implementation of an annual mass bicycling ride in Carlsbad to attract new riders, showcase the city, and demonstrate the benefits of bicycling.
Develop and implement a public education campaign to encourage bicycling, such as advertising on city benches, bicycle lockers, billboards and cable access television.
Community Bikeway Adoption
Community Bikeway Adoption programs are similar to the widely-instituted Adopt-a-Highway programs throughout the country. These programs identify local individuals, organizations, or businesses that would be interested in “adopting” a bikeway. Adopting a bikeway would mean that person or group would be responsible for maintenance of the bikeway either through direct action or as the source of funding for the City’s maintenance of that bikeway. For example, members of a local recreation group may volunteer every other weekend to sweep a bikeway and identify and address larger maintenance needs. Or, a local bike shop may adopt a bikeway by providing funding for the maintenance costs.
Bike Fairs and Races
Hosting bike fairs and races in Carlsbadcan raise the profile of bicycling in the area and provide entertainment for all ages at the same time.Bike fairs and races, similar to bike-to-work day events and bike rodeos, provide an opportunity
to educate and encourage current andpotential bicyclists. These events can also bringvisitors to Carlsbad who may alsocontribute to the local economy.
Local Bikeways Map
Producinga local bikeways user map can serve as an important tool for showing bicyclists the designated bikeways in Carlsbad. Given the relatively small land area of Carlsbad, a small pocket map of the local bikeways could be produced inexpensively and distributed widely to schools, at city offices, and at major employers.The map could show significant destinations, the location of bicycle parking facilities, connections to bicycle facilities in the neighboring communities. Localbusinesses, such as the local bike shop may, wish to advertise or sponsor the map, helping to offset printing costs, and the map could be produced in cooperation with the Carlsbad Chamberof Commerce. The map should be distributed as widely as possible at locations such as city offices, libraries, schools, and bike shops.The Bicycle Map shouldclearly show the type of facility (path, lane, or route) as well as includebasic safety information.
Carlsbad should also continue to coordinate with SANDAG to ensure that its bikeways are included on future updates to the San Diego Region Bike Map.
Bike-to-Workand Bike-to-School Days
The City of Carlsbad should continue to participate in the annual Bike-to-Work day in May, in conjunction with the California bike-to-work week activities. City staff can be present at “energizer” stations along key local commuter routes. Local Bike-to-School days should be held annually in conjunction with Police Department bicycle education programs. These should include International Walk and Bike to School Day, held in early October each year. The City should consider hosting, sponsoring, or supporting other bicycle events unique to the Carlsbadcommunity that will encouragemore and safer riding.
Marketing the Bikeway Master Plan
The success of the Carlsbad Bikeway Master Plan depends largely on the community’s acceptance and promotion of the Plan’s contents. In addition, city departments and commissions should incorporate the policies, objectives and spirit of the Plan into their respective projects and responsibilities.The following steps will help ensure the plan becomes a living document, helping shape Carlsbad’s future.
Distribute copies of theBikeway Master Plan tomembers of the City Council, andall Commissions.
Distribute copies of the Plan toCity of Carlsbad’s Community Development, Community Services and Public Works Departments, the Redevelopment Agency, and the Police Department.
Provide copies of the Carlsbad bicycle network map to local schools, bicycle and recreational groups, NCTD, SANDAG, local bicycle shops, and major employers.
6.2.10.Bicycle FacilityCoordinator
In order to assist with implementation of the many projects and programs recommended in this chapter, the City of Carlsbad may consider hiring a dedicated Bicycle Coordinator. Many large cities have Bicycle Coordinators; in some cases this position is combined as a Bicycle and Pedestrian Coordinator. Bicycle coordinators are most often planners, but may be housed in the planning, public works, or transportation departments depending on the jurisdiction. Some cities in California with populationssimilar to Carlsbad (approximately 100,000) that have full-time bicycle or bicycle/pedestrian planners include the City of Roseville and the City of Berkeley. While staffing a full-time bicycle coordinator position may not be feasible for Carlsbad from a budgetary standpoint, the City may choose to identify the role of bicyclefacility coordinator as a portion of an existing staff person’s job duties. This existing member of the planning or engineering department staff would fill therole of Bicycle Facility Coordinator by devoting a certain percent of their work time to bicycle planning efforts. The job duties for this staff person may include attending the monthly SANDAG Bicycle/Pedestrian Working Group meetings, and creating and staffing a city bicycle advisory committee.
6.3.RECOMMENDED NETWORK PROJECTS
The recommended Carlsbad bikeway network shown in Figure 6-1 focuses on implementing Class I, II,and III bikeways to expand and enhance the City’s bikeway network. Encouragement and enforcement programs and intersection improvements to improve cycling in Carlsbad are alsoincluded in the plan.
The next section presents descriptions and cost estimates for the top priority bicycle projects. A summary list of all recommended bikeway facilities, with segment lengths and cost estimates, is provided in Chapter 7, Implementation.
1. CARLSBAD BOULEVARD BIKE PATH AT PONTO
Project Description and Location
The proposed relocation of Carlsbad Boulevard between Palomar Airport Road and Avenida Encinas presents the opportunity for a Class I facility along the coast. This location is already served by existing Class II bike lanes along the roadway. The existing roadway is divided at this point, but portions of the roadway are planned for relocation in the future, which will provide right-of-way for a Class I facility. A Class I path at this location would serve residents of Carlsbad who prefer a separated bike path, as well as visitors to South Carlsbad State Beach. Suggested facility designs are presented below. Further study of Class I path feasibility at this location is recommended.
Design Issues
Constraints:
Limited right-of-way until Carlsbad Boulevard relocation.
Improvement Options:
Bicycle lanes along the Carlsbad Boulevard should be retained after the relocation process to provide facilities for more experienced cyclists who prefer to travel at higher speeds.
The Class I path should be designed with minimum of 10 to 12 feet of width to accommodate the higher volumes of users associated with the path’s coastal location.
The path should be equipped with directional signage, providing information to users regarding connections to the Coastal Rail Trail and other destinations.
Project Length: 1.5 miles
Graphic:
Coast Highway south of Palomar Airport Road. A Class I path could be located on the shoulder between the southbound lanes and the campground.
Cost Estimate
Total estimated cost: $4,940,000
2. COASTAL RAIL TRAIL
Project Description and Location
The Coastal Rail Trail project contained in this Master Plan is part of a larger effort to link the coastal cities of Northern San Diego County with the City of San Diego through implementation of a Class I path along the existing rail lines. In Carlsbad, the Coastal Rail Trail would run along the eastern side of the NCTD rail line from Oceanside to Encinitas. A ¾ -mile segment of the Coastal Rail Trail in Carlsbad was completed in 2005, connecting Tamarack Avenue with Oak Avenue. Due to the significant cost of completing the long-term alignment, which includes crossing three lagoons, an interim alignment has been included, which includes Class II and III onstreet facilities which may be implemented while additional funding is being sought for long-term Class I facility. Currently, signed on-street segments of the Coastal Rail Trail exist on Avenida Encinas and between the Poinsettia Rail Station and Carlsbad Boulevard at La Costa Avenue.
Design Issues
Constraints:
Lagoon crossings along long-term Class I alignment
Right-of-way constraints
Improvement Options:
The Class I path should be designed with minimum of 10 to 12 feet of width to accommodate the higher volumes of users associated with the path’s coastal location.
The path should be equipped with directional signage, providing information to users regarding connections to Carlsbad Village, Encinitas, Oceanside and other destinations.
Project length: 6.5 miles
Cost Estimate
Total estimated cost: $5,860,000
Graphic:
3. HILLSIDE/HIGHLAND DRIVE FROM TAMARACK AVENUE TO KELLY DRIVE
Project Description and Location
Hillside/Highland Drive from Tamarack Avenue to Kelly Drive is a residential street which connects the neighborhoods south and east of the Village to the Village and other destinations such as Carlsbad High School, Valley Middle School and Magnolia Elementary School. Hillside Drive is currently 48 feet wide with no existing bicycle facilities. Implementation of 6 foot wide Class II bicycle lanes on either side of the street will allow for 11 foot travel lanes in both directions and 7 foot wide parking lanes on both sides of the street. Class II bicycle lanes along Hillside Drive will provide cyclists with connections to existing Class II facilities on Tamarack Avenue and Kelly Drive, as well as proposed Class III facilities on Highland Drive and Monroe Street.
Design Issues
Constraints: No notable constraints
Improvement Options:
Retain parking lanes on both sides of the street with 11-foot travel lanes and 6-foot bicycle lanes, or Retain parking on only one side of the street and provide one 8-foot parking lane, two 8-foot bicycle lanes and two 12-foot travel lanes.
Project length: 1.5 miles
Graphic:
Cost Estimate
Total estimated cost: $60,000
Hillside Drive at Kelly Elementary School
4. AVENIDA ENCINAS FROM PALOMAR AIRPORT ROAD TO POINSETTIA TRANSIT STATION
Project Description and Location
There are currently Class II bicycle lanes along the southern portion of Avenida Encinas, from Poinsettia Transit Station south to Carlsbad Boulevard. These lanes provide a connection from the south to Poinsettia Station, yet there are no existing bicycle facilities connecting to Poinsettia Station from the north. Between Palomar Airport Road and Poinsettia Station on Avenida Encinas, there is adequate width to install Class II bicycle lanes on both sides of the roadway. In many locations, there is adequate room to provide on-street parking in addition to Class II lanes. Class II lanes along Avenida Encinas would provide a connection to Class II facilities on Palomar Airport Road and would provide a north-south link near the coast, yet avoiding the more heavily used Carlsbad Boulevard. Poinsettia Station provides secure bicycle parking for commuters, and North County Transit District accommodates bicycles on their trains and buses.
Design Issues
Constraints:
Variable roadway width
On-street parking
Improvement Options:
Class II Bike Lanes in both directions.
Maintenance of parking on both sides of street, where width is available.
Project Length: 1.0 miles
Graphic:
Cost Estimate
Total estimated cost: $50,000
Bicycle Lockers at Poinsettia Transit Station
5. PALOMAR AIRPORT ROAD FROM AVENIDA ENCINAS TO CARLSBAD BOULEVARD
Project Description and Location
The implementation of Class II lanes on Palomar Airport Road from Avenida Encinas to Carlsbad Boulevard would provide nearly continuous Class II facilities on Palomar Airport Road. Completion of this facility would provide a link to existing bicycle facilities along the Carlsbad Boulevard, as well providing a connection to significant destinations such as Poinsettia Transit Station and South Carlsbad State Beach. This segment of Palomar Airport road is currently too narrow for the implementation of Class II lanes. However, the roadway may be reconfigured in the future, at which time Class II lanes may be added. (Between Paseo Del Norte and Avenida Encinas, through the I-5 interchange, the current narrow lane widths and ramp configurations preclude the installation of Class II bike lanes, and this segment of Palomar Airport Road would continue to require shared lane use by bicyclists and motor vehicles. Recommendations for this location are discussed below under project # 15.)
Design Issues
Constraints:
Narrow roadway and bridge.
Improvement Options:
Addition of Class II Lanes west of Avenida Encinas during future roadway reconfiguration. Between Paseo Del Norte and Avenida Encinas install “Share the Road” and other warning signage to alert motorists to the presence of cyclists through the interchange.
Project length: 0.3 miles
Cost Estimate
Total estimated cost: $30,000
6. MONROE STREET (LANCER WAY) FROM CARLSBAD VILLAGE DRIVE TO HILLSIDE DRIVE
Project Description and Location
There are existing Class II bicycle lanes on Monroe Street from Marron Road to Carlsbad Village Drive. South of Carlsbad Village Drive, Monroe Street is signed with one Class III Bike Route sign in the southbound direction. Monroe Street provides an important connection to Carlsbad High School and Magnolia Elementary School, as well as a significant north-south link with gentle topography. Monroe Street (Lancer Way) should be signed with additional Class III Bike Route signage between Carlsbad Village Drive and Hillside Drive, providing connections to destinations along Monroe Street, as well as connections to Class II facilities on Carlsbad Village Drive, Tamarack Avenue, and proposed facilities along Hillside Drive.
Design Issues:
Constraints: On-street parking.
Improvement Options: Class III Bike Route signage.
Project Length: 1.3 miles
Graphic:
Cost Estimate
Total estimated cost: $13,000
Existing Bike Route signage on Monroe Street south of Carlsbad Village Drive
7. LAS FLORES DRIVE/HIGHLAND DRIVE FROM JEFFERSON STREET TO TAMARACK AVENUE
Project Description and Location
Las Flores Drive/Highland Drive provides an essential element of the connection between Carlsbad Village Drive and the residential neighborhoods, schools and services located east of Interstate 5. The limited width of Highland Drive (28 feet) prevents the continuation of Class II facilities from the intersection of Highland with Hillside Drive at Tamarack Avenue. Class III Bike Route designation is recommended from Jefferson Street to Tamarack Avenue along Highland Drive/Las Flores.
Design Issues
Constraints: On-street parking.
Improvement Options: Class III Bike Route designation.
Project length: 0.8 miles
Cost Estimate
Total estimated cost: $8,000
8. CHESTNUT AVENUE FROM COASTAL RAIL TRAIL TO INTERSTATE 5
Project Description and Location
The eastern portion of Chestnut Avenue features Class II bicycle lanes, which are dropped as the roadway passes under Interstate 5. The western portion of Chestnut Avenue connects Brierly and Chase Fields with neighborhoods east of the highway. In addition, the recent completion of the Coastal Rail Trail trailhead at Chestnut Avenue may result in an increased demand for bicycle facilities along Chestnut Avenue as residents of surrounding neighborhoods access the Coastal Rail Trail via the Chestnut Avenue trailhead. Chestnut Avenue between the Coastal Rail Trail trailhead and Jefferson Street should be designated a Class III Bike Route. Destination signage should be provided to guide Coastal Rail Trail users to the trailhead.
Design Issues
Constraints: On-street parking.
Improvement Options: Class III Bike Route designation.
Project length:
0.4 miles
Graphic:
Cost Estimate
Total estimated cost: $4,000
Coastal Rail Trail near Chestnut Avenue trailhead
9. AVENIDA ENCINAS FROM CANNON ROAD TO PALOMAR AIRPORT ROAD
Project Description and Location
Avenida Encinas between Cannon Road and Palomar Airport Road has no existing bikeway facilities. Limited roadway width prevents the installation of Class II bike lanes. However, Avenida Encinas provides an important connection for cyclists who wish to access Poinsettia Station. Class III Bike Route designation along Avenida Encinas will provide a north-south link between Class II facilities on Cannon Road and Palomar Airport Road.
Design Issues
Constraints:
On-street parking. Narrow roadway width.
Improvement Options: Class III Bike Route designation.
Project Length: 0.9 miles
Cost Estimate
Total estimated cost: $9,000
10. LAGUNA DRIVE FROM JEFFERSON STREET TO STATE STREET
Project Description and Location
Laguna Drive from Jefferson Street to State Street should be designated a Class III Bike Route, connecting Class II facilities along Jefferson Street to State Street and the Carlsbad Boulevard. This short Class III segment will provide access to Maxton Brown Park on the southern shore of Buena Vista Lagoon.
Design Issues
Constraints:
None
Improvement Options: Class III Bike Route designation.
Project Length:
0.3 miles
Cost Estimate
Total estimated cost: $3,000
11. CHINQUAPIN AVENUE FROM THE COASTAL RAIL TRAIL TO JEFFERSON STREET
Project Description and Location
The installation of Class III Bike Route signage and stenciling on Chinquapin Avenue from the future Coastal Rail Trail to Highland Drive would provide an east-west connection while avoiding an I-5 interchange. The existing roadway crossing over I-5 provides one of the few opportunities to connect the eastern and western portions of the City without intercepting a freeway intersection. Chinquapin Avenue also provides a connection to the existing and proposed Coastal Rail Trail for residential neighborhoods both to the east and west of I-5.
Design Issues
Constraints: None.
Improvement Options: Class III Bike Route designation.
Project Length:
0.2 miles
Cost Estimate
Total estimated cost: $2,000
12. GABBIANO LANE FROM BATIQUITOS DRIVE TO BATIQUITOS LAGOON
Project Description and Location
Implementation of Class III bicycle facilities along Gabbiano Lane from Batiquitos Drive to Batiquitos Lagoon will provide a connection to the Batiquitos Lagoon ecological area from Poinsettia Lane. This connection will provide bicycle access to the Batiquitos Lagoon Nature Center and trailhead. Batiquitos Drive has existing Class II lanes and provides connections to Aviara Parkway as well as Poinsettia Lane. Note that bicycles are not permitted on the unpaved Lagoon Trail. There is a bicycle rack with a capacity of 5-10 bikes located at the trailhead at the end of Gabbiano Lane. Bicyclists must lock there bikes up here and walk to the Nature Center and the Lagoon Trail.
Design Issues
Constraints:
None.
Improvement Options: Class III Bike Route designation.
Project Length: 0.3 miles
Cost Estimate
Total estimated cost: $3,000
13. STATE STREET AT CARLSBAD BOULEVARD
Project Description and Location
The intersection of State Street and Carlsbad Boulevard presents a challenge for cyclists, particularly those traveling south on Carlsbad Boulevard wishing to turn left onto State Street. Due to the limited sight distance and high traffic speeds, additional signage is recommended to alert motorists to the presence of cyclists at this intersection.
Design Issues
Constraints:
High traffic volumes and speeds.
Limited sight distance.
Improvement Options:
Installation of “Share the Road” signage to alert motorists to the presence of cyclists in the intersection.
Graphic:
Cost Estimate
Total estimated cost: $5,000
For additional details see Appendix A: Design Guidelines.
14. TAMARACK AVENUE AT I-5
Project Description and Location
Tamarack Avenue includes Class II bicycle lanes most of its length. However, where Tamarack intersects I-5, the bicycle lanes are dropped to make room for freeway on- and off-ramps. In order to proceed straight through the intersection of Tamarack and I-5 on Tamarack, cyclists must merge into the through lanes and avoid vehicular traffic entering and exiting the freeway. The installation of signage alerting motorists to the presence of cyclists may help cyclists to proceed safely through the intersection of Tamarack Avenue and I-5. There are future plans to widen Interstate 5 at Tamarack Avenue, providing additional opportunities to accommodate cyclists. The widening of I-5 is currently undergoing environmental study, with construction planned to begin in 2009. Any improvements to this interchange will be subject to Caltrans review and approval.
Design Issues
Constraints:
Narrow roadway. Freeway on- and off-ramps. High traffic volumes.
Improvement Options:
Install “Share the Road” and other warning signage to alert motorists to the presence of cyclists through the interchange.
Cost Estimate
Total estimated cost: $5,000
15. PALOMAR AIRPORT ROAD AT I-5
Project Description and Location
Palomar Airport Road includes Class II bicycle lanes for its entire length east of Paseo Del Norte. West of Paseo Del Norte the bicycle lanes are dropped due to narrow lane widths extending through the I-5 interchange and the overcrossing of the railroad tracks. Project # 5 (found previously on page 6-19) provides recommendations for installing Class II bike lanes on Palomar Airport Road west of Avenida Encinas when that segment of the roadway is reconfigured and widened in the future. Between Paseo Del Norte and Avenida Encinas, through the I-5 interchange, it is not feasible to install Class II bicycle lanes given the narrow lane widths and freeway ramp configurations, and this segment will continue to require shared lane use by bicyclists and motorists. The installation of signage alerting motorists to the presence of cyclists may help cyclists to proceed safely through the interchange of Palomar Airport Road and I-5.
Design Issues
Constraints:
Narrow roadway lanes.
Freeway on- and off-ramps.
High traffic volumes.
Improvement Options:
Install “Share the Road” and other warning signage to alert motorists to the presence of cyclists through the interchange.
Cost Estimate
Total estimated cost: $5,000
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7.IMPLEMENTATION
This chapter identifies steps towards implementation of the proposed facilities and programs of this plan, the estimated costs for theproposed improvements and maintenance,and strategies on fundingand financing.
7.1.IMPLEMENTATION PROCESS
The steps between the network improvements and concepts identified in this Plan and the final completion of the improvements will vary from project to project, but typically include:
1.Adoption of the project as part of the Capital Improvement Program and the appropriation of funds by the City Council to perform preliminary engineering tasks
2.Preliminary engineering (with consideration of possible alternatives and environmental issues) and cost estimate for individual projects as needed.
3.Secure, as necessary, anyapplicable environmental approvals.
4.Approval of the project by the PlanningCommission and the City Council, including the commitment by the latter to provide for any unfunded portions of project costs.
5.Completion of final plans, specifications and estimates, advertising for bids, receiptof bids and award of contract(s).
6.Construction of Project.
Prior to any action however, the Carlsbad City Council will need to officially adopt the Carlsbad Bikeway Master Plan to receive certain state or federal funding.
7.2.HIGH PRIORITY PROJECTS
Once a bikeway system has been identified, the greatest challenge is to identify the top priority projects that will offer the greatest benefitto bicyclists if implemented. Prioritization involves a number of factors, including: (a) cost and construction feasibility given existing traffic, safety, and environmental constraints; (b) need, benefit, and public support; (c) funding cycles and opportunities, and strength of the project as measured by specific fundingcriteria.
It is important to remember that the recommended bikeway projects and programs are flexible concepts that serve as guidelines to those responsible for implementation. The bikeway network project list may change over time as a result of changing bicycling patterns and implementation constraints and opportunities. Carlsbad city staff should review the project list on a periodic basis to ensure that 1) it reflectsthe most current priorities, needs, and opportunities; 2) it can be implemented in a logical and efficient manner; and 3) it takes advantage of all available funding opportunities and grant cycles. As projects are built andtaken off the list, new projects should be moved up on the list.
7.3.COST BREAKDOWN
A summary of estimated costs for the recommended bicycle network provided by this plan is presented in Table 7-1 below. The cost of the long-term recommended projects is estimated to be$12,440,000 for Class I projects, $140,000 for Class II Bike Lane projects, $42,000 for Class III Bike Routes projects, and $15,000 for network facility enhancement projects, fora combined total system build out cost of $12.6 million. Cost estimates include estimated cost of construction, administration and engineering design,utilities relocation, and environmental document and mitigation. Detailed cost breakdowns for each project are provided in Appendix F.
Table 7-1
Table 7-1, continued
Estimated ConstructionCost of Long-Term Recommended Bikeway Projects
Recommended Network Facility Enhancement Projects
LocationDescriptionCost
State Street at Carlsbad BoulevardInstall Bicycle Warning Signage$5,000
Palomar Airport Rd. at I-5Install Bicycle Warning Signage$5,000
Total Facility Enhancement Projects
TOTAL
Notes:
Cost of acquiring right of way is not included. Bike lane improvements assumed to be striping and signage only. Bike route improvements assumed to be signage only.
The total annual maintenance cost of the primary bike path system is estimated to be $120,300 per year when fully implemented. Bicycle facility maintenancecosts are based on per mile estimate, which covers labor, supplies, and amortized equipment costs for weekly trash removal,monthly sweeping, and bi-annual resurfacing and repair patrols. Other maintenance costs include restriping bike lane lines, sweeping debris, and tuning signals for bicycle sensitivity.
Table 7-2
Annual Operations and Maintenance Cost Estimates for Recommended Bikeway Network
Avg. Cost/Year$120,300 Est. 10-Year Cost $1,203,000
lane stripes and stencils, sign replacement as needed
and shared use
Notes:
1. Unit costs based on Alta Planning + Design experience with similar bikeway systems, and “Trails for the 21st Century: Planning, Design and Management Manual for Multi-Use Trails,” published bythe Rails-to-Trails Conservancy, 2001.
Maintenancecosts for the bikeway network will be relatively low due to the limited number of long Class I path facilities. The existing and recommended bikeway network is predominately made up of on-street bike lanes and routes
7. Implementation
that will be treated as part of the normal roadway maintenance program. As part of the normal roadway maintenance program, extra emphasis should be put on keeping the bike lanes and roadway shoulders clear of debris and keeping vegetation overgrowth from blocking visibility or creeping into the roadway. The other typical maintenance costs for the bikeway network, as shown above in Table 7-2, include the maintenance of signage, striping andstencils.
All the projects are recommended to be implemented over the next two to twenty years, or as funding is available.Themore expensive projects may take longer to implement. In addition, many funding sources are highly competitive, and therefore it is impossible to determine exactly which projects will be funded by which funding sources. Timing of projects is also difficult to predict, due to the dependence on competitive funding sources, timing of roadway and development, and the overall economy.
The projects listed may be funded through various sources. The funding section in this chapter outlines some of the local, regional, state and federal funding methods andresources for non-motorized transportation projects.
7.4.FUNDING
There are a variety of potential fundingsources including local, state, regional, and federal funding programs that can be used to construct the proposed bicycle improvements. Most of the Federal, state, and regional programs are competitive and involve the completion of extensive applications with clear documentation of the project need, costs, and benefits. Regional funding for bicycle projects typically comes from Transportation DevelopmentAct (TDA) funding, which is prorated to each County based on the return of gasoline taxes. Many of the projects and programs would need to be funded either with TDA, general fund, and regional, State and Federal sources. The primary funding sources are described below.
SAFETEA is the third iteration of the transportation vision established by Congress in 1991 with the Intermodal Surface Transportation Efficiency Act (ISTEA) and renewed in 1998 through the Transportation Equity Act for the 21st Century (TEA21). Also known as the Federal Transportation bill, the $286.5 million SAFETEA bill was passed in2005.
SAFETEA funding will be administered through the state (Caltrans or Resources Agencies) and regional planning agencies (SANDAG). Most, but not all, of the funding programs are oriented toward transportation versus recreation, with an emphasis on reducing auto trips and providinginter-modal connections. Funding criteria often includes completion and adoption of a bikeway master plan, quantification of the costs and benefits of the system (such as saved vehicle trips and reduced air pollution), proof ofpublic involvement and support, CEQA compliance,and commitment of some local resources. In most cases, SAFETEA provides matching grants of 80 to 90 percent--but prefers to leverage other monies at a lower rate. SAFETEA continues to support many of the non-motorized programs that were contained in TEA-21, with the following new and existing non-
Implementation
motorized programs (dollar amounts listed are totals for the entire federal transportation bill).
Recreational Trails Program – $110 million over five years, to be dedicated to non-motorized trail projects.
Safe Routes to School Program – A new program with $612 million over five years.
Transportation, Community and System Preservation Program - $270 million over five years reserved for bicycle and pedestrian projects.
Alternative Transportation in Parks and Public Lands - $96 million over the next four years reserved for promoting non-motorized transportation in national parks and other public lands.
7.4.1.2.
CongestionMitigation and Air Quality Improvement Program
Congestion Mitigation and Air Quality Improvement funds are programmed by the Federal transportation bill for projects that are likely to contribute to the attainment of a national ambient air quality standard, and congestion mitigation. These funds can be used for a broad variety of bicycle and pedestrian projects, particularly those that are developed primarily for transportation purposes. The funds can be used either for construction of bicycle transportation facilities and pedestrian walkways or for non-construction projects related to safe bicycle and pedestrian use (maps, brochures, etc.). The projects must be tied to a plan adopted by the State and SANDAG.
7.4.1.3.
Land and WaterConservation Fund(LWCF)
The Land and Water Conservation Fund, a program administered by the National Parks Service, allocates money to stateand local governments to acquire new land for recreational purposes, including bicycle paths and support facilities such as bike racks. Funding allocated to California is administered by the State Departmentof Parks and Recreation. Eligible applicants include cities, counties and districts authorized to acquire, develop, operate and maintain park and recreation areas. For local agencies, funds are provided through a competitive selection process. There is a 50%localmatch requirement.
7.4.2.State Funding Sources
7.4.2.1. Bicycle Transportation Account
The State Bicycle Transportation Account (BTA) is an annual statewide discretionary program that is available through the Caltrans Bicycle Facilities Unit for funding bicycle projects. Available as grants to local jurisdictions, the emphasis is on projects that benefit bicycling forcommuting purposes. The BTA program currently has $5 million available (statewide) per year. The local match must be a minimum of 10% of the total project cost.
7.4.2.2.NationalRecreational
Trails Fund
The Recreational Trails Program provides funds for developing and maintaining recreational trails and trail-relatedfacilities for both non-motorized and motorized recreational trail uses. Examples of trail uses include hiking, bicycling, in-lineskating, equestrian use, and other non-motorized as well asmotorized uses.
Recreational Trails Program funds maybe used for:
Maintenanceand restoration of existing trails (including bike paths);
Development and rehabilitation of trailside and trailhead facilities and trail linkages;
Purchase and lease of trail construction and maintenance equipment;
Construction of new trails (with restrictions for new trails on federal lands);
Acquisition of easements or property for trails;
State administrative costs related to thisprogram (limited to seven percent of a State's funds); and
Operation of educational programs to promote safety and environmental protection related to trails (limitedto five percent of a State's funds).
7.4.2.3.
Safe Routesto School (AB 1475/SB 1087)
The Safe Routes to School program is a recently created state program using funds from the Hazard Elimination Safety program. This program is meant to improve school commute routes by eliminatingbarriers to bicycleand pedestrian travel through rehabilitation, new projects, and traffic calming. In September of 2004, the passage of SB 1087 extended the SafeRoutes to School program for 3 additionalyears.
7.4.3.Regional FundingSources
7.4.3.1.TransNet
TransNet, San Diego County’s program generated to raise funds for transportation improvements in the urbanized portion of the county, allocates $1 milliondollars for bicycle paths and facilities. A one-half cent amount is attached to all sales tax transactions and placed into a fund for improvements throughout the county. The program, begun in 1988 and extends into 2008, has generated $3 billion dollars, of which one million is secured annually for bicycle paths and facilities. The program is guaranteed secured funding for an additional forty years, as it was successfully renewed under Proposition A in 2004. Local jurisdictions are awarded TransNet funds through a competitive grant process through SANDAG.
7.4.4.Local
Funding Sources
7.4.4.1. TDA Article III (SB821)
Transportation Development Act (TDA) Article III funds are state block grants awarded annually to local jurisdictions for bicycle projects in California. These funds originate from the state gasoline tax and are distributed to local jurisdictions based on population.These funds should be used as leveraging monies for competitive state and federal sources. Similar to TransNet funds, these funds are distributed to local jurisdictions through a competitive grant process through SANDAG.
7.4.4.2. Mello-Roos Community Facilities Act
Bike paths and bike lanes can be funded as part of a local assessment or benefit district. Defining the boundaries of the benefit district may be difficult unless the facility is part of a larger parks and recreation or public infrastructure program with broad community benefits and support.
7.4.4.3. Impact Fees
Another potential local source of funding is developer impact fees, typically tied to trip generation rates and traffic impacts produced by a proposed project. A developer may reduce the number of trips (and hence impacts and cost) by paying for on- and off-site bikeway improvements that will encourage residents to bicycle rather than drive. Establishing a clear nexus or connection between the impact fee and the project’s impacts is critical in avoiding a potential lawsuit.
Other opportunities for funding implementation of bicycle projects will appear over time.
Funding Sources
Acronyms:
AQMD - Air Quality Management District
Caltrans -California Department of Transportation
CMAQ - Congestion Mitigation andAir Quality
CTC- California Transportation Commission
FHWA - FederalHighway Administration
SANDAG – San Diego Association ofGovernments
RTPA - Regional Transportation Planning Agency
State DPR - CaliforniaDepartment ofParksand Recreation (under the State Resources Agency)
Congestion Mitigation and Air Quality Program (CMAQ)
Caltrans Share varies by RTPA
Statewide Transportation Enhancement Share
state (except Caltrans), regionaland local agencies with a state partner
RSTP funds may be exchanged for local funds for non-federally certified local agencies; no match may be required ifprojectimproves safety. Contact Cathy Gomes, Caltrans, (916) 654-3271
Countiesredesignated to attainment status for ozone may lose this source. Contact Cathy Gomes, Caltrans, (916) 654-3271
Funds are dispersed through the four shares listed below.
share to RTPAs.
Funding share to Caltrans. Available only if regional TEA fundsare not used
Transportation and Community and System Preservation Pilot Program
Land & Water Conservation Fund (LWCF)
State Funding
Safe Routes to School (SB 10)
Bicycle Transportation Account
Regional Transportation Improvement Program (RTIP)
Petroleum Violation Escrow Account (PVEA)
Community Based Transportation Planning Demonstration Grant Program
Office of Traffic Safety Grants
Caltrans, State Resources Agency $11 m“ RTPAs, counties, cities and non-profits.
Oct. 1 State DPR$3 m20% match jurisdictions, special districts, nonprofits with management responsibilities over the land X
pendingFHWA $25 m nationwide --state, local, MPOs------
Funding share for conservations lands category - acquisitions of scenic lands with high habitatconservation value.
For recreational trails to benefit bicyclists, pedestrians, and other users; contact State Dept. of Parks & Rec. , Statewide Trails Coordinator, (916) 653-8803
Projects that improve system efficiency, reduce environmental impacts of transportation, etc. Contact K. Sue Kiser, Regional FHWA office, (916) 498-5009
May 1stState DPR $7.7 m statewide 50%, including inkind Federal, state, city, county, eligible districts X Federally-funded. Projectsthat acquire and develop outdoor recreationareas and facilities. Contact Odel King, State DPR, (916) 653-8758
May 31 Caltrans$18 m11.5% min.city, countyXXX
DecemberCaltrans$7.2m min. 10% local match on construction city, countyXX
December 15, odd years RTPA---- city, county, transit operators, Caltrans
On-goingState Legislature$5 m-- city, county, transit operators, Caltrans
Nov.Caltrans$3 m20% localMPO, RPTA, city, countyX
Jan. 31 Office of Traffic Safety ----state, city, countyX
Primarily construction program to enhance safety of pedestrian and bicyclefacilities. Contact. Caltrans District4, (510) 286-5598
State-funded. Projects that improve safety and convenience of bicycle commuters. Contact Ken McGuire, Caltrans, (916)653-2750
Part of State Transportation Improvement Program (STIP), the main state program fortransportation project funding. For “improving transportation within the region.” RTPA must program funds.
Bicycle and trail facilitieshave been funded with thisprogram.Contact Caltrans Federal Resource Office, (916) 654-7287
Projects that exemplify livable community concepts. Contact Leigh Levine, Caltrans, (916)651-6012
Bicycle and pedestrian projects have been funded through this program. Contact OTS, (916) 262-0990
Transportation Development Act (TDA) Article 3 (2% of total TDA)
State Gas Tax (local share)
Developer Fees or Exactions (developer fee for street improvements -DFSI)
8.COMPLIANCE WITH BTA REQUIREMENTS
The following table is provided for the convenienceofCaltrans Staff, to outline the elements within the Carlsbad Bikeway Master Plan that comply with the BicycleTransportation Account (BTA) requirements. Caltrans Bicycle Transportation Account (BTA) is a significant source of funding for bicycle facility construction.To become eligible for such funding, a jurisdiction must adopt a bicycle plan that meets certain BTA requirements. The following table briefly answers the required elements of the BTA and provides references to relevant tables, figuresand sections within the Carlsbad Bikeway Master Plan Update document.Incases where the BTA requirement is not applicable, that is noted below.
Table 8-1
BTA Compliance Table for the Carlsbad Bikeway Master Plan
BTA
891.2 Required Plan Elements Description of Compliance Location
(a) The estimatednumberof existing bicycle commuters in the planareaand the estimated increasein the number of bicycle commuters resulting fromimplementationof the plan. ExistingBicycleCommutersAccording to the 2000 Census, one hundred thirteen Carlsbad residents bicycled to work. This represents a 0.3% mode share. Factoring in estimated school, bike-transitand utilitarian riders,it is estimated that 853 Carlsbad residents bicycle to work, school, or shop. Census data is listed in Table 5-1: Journey to Work Data and non-commute bicycling estimations are explainedin Table 5-3:Bicycle Commute and Air Q uality Projections.
Estimated Increase in Bicycle Commuters
Basedon data from the 2000 Census, it is estimated that there are 3,110 potential bicycle commutersin Carlsbad. It is estimated that with implementation of this plan’s recommendations, 25% of these commuters can be captured, bringing the total number of bicycle commuters to 891 and increasing the bike-to-work mode share to 2.5%.Calculations and model assumptions are discussed in Chapter 5: Needs Analysis and presented in Table 5-3:Bicycle Commute and AirQualityProjections on page 55 to 5-6.
Chapter 5 Needs Analysis Pgs 5-1 to 5-10.
Chapter 5 Needs Analysis Pgs 5-1 to 5-10.
BTA
891.2 Required Plan Elements
Description of Compliance Location
(b) A map anddescription of existingand proposed land use and settlement patternswhich shall include, but not be limited to, locationsof residential neighborhoods, schools,shopping centers, public buildings, and major employment centers.
Map and description of existing land use and settlement patterns
Map and description of proposed land use and settlement patterns
Carlsbad is characterized by concentrated, clustered developmentinconjunction with areas ofopen space. Open space, lagoons and parks arelocated throughout Carlsbad, with a concentrationof open spacein the eastern hills surrounding the airport. Much of the Carlsbad coast is public beach, with Carlsbad State Beach in the north and South Carlsbad State Beach in the south. Limited private developmentislocated along the remaining coastline,including the highly visible Encina Power Plant on the southern shoreof Agua Hedionda Lagoon at Carlsbad Boulevard. Pleasesee Figure4-1 Cityof CarlsbadGeneral Plan Land Use Map on page 4-2 for a map ofland uses...
There are no plans for major land use changesin Carlsbad.
Chapter 3: Existing Conditions. Pgs 3-1 to 3-13
Section 3.1.2 Land Uses
Figure 4-1 Land Use Map pg 4-2
Locations of residential neighborhoods
Well-established neighborhoodsoccupy most of the area north ofAgua Hedionda Lagoon. Single-family homes dominate the neighborhoods, mixed with some condominiums and apartment buildings. Newer neighborhoods occupy the southern and eastern portions of the City. Please see Figure 4-1 City of Carlsbad GeneralPlan Land Use Map on page 4-2 for a map of land uses.
Locations of schoolsSchoolsandchurches are scattered throughout the neighborhoods. Please also see Table 3-1 Elementary and MiddleSchools in Carlsbad on page 3-2 forspecific locations of schools.
Locations of shopping centers
Commercial land uses are distributed throughout the City, but are primarily focusedin the historic downtown area near thePacific coast,Carlsbad Village, along the SR-78 andI-5 corridors, and along El Camino Real near La Costa Road. Industrial usesarelocated in the vicinity of PalomarAirport. Pleasesee Figure 4-1 Cityof CarlsbadGeneral Plan Land Use Map on page 4-2 for a map ofland uses.
Locationsof public buildingsPleasesee Figure 3-1 ExistingBicycle Network on page 3-6 forlocations of public buildings
Locationsofmajor employment centers
Pleasesee Table 3-3: Ten Largest Employers in Carlsbadon page 3-3 and Figure 3-1 Existing Bicycle Network on page 3-6 for locationsof the
Chapter 3: Existing Conditions. Pgs 3-1 to 3-13
Section 3.1.2 Land Uses
Figure 4-1 Land Use Map Pg 4-2
Chapter 3: Existing Conditions. Pgs 3-1 to 3-13
Section 3.1.2 Land Uses
Figure 4-1 Land Use Map Pg 4-2
Table 3-1 Elementary and MiddleSchools Pg 3-2
Figure 4-1 Land Use Map Pg 4-2
Figure 3-1 Existing Bicycle Network Map Pg 3-6
Table 3-3: Ten Largest Employers Pg 3-3.
891.2 Required Plan Elements
Description of Compliance Location ten largest employers in Carlsbad.
Figure 3-1 Existing Bicycle Network Map Pg 3-6
(c) A map anddescription of existingand proposed bikeways.
Map of existing bikewaysThe existing bicycle network map is shownon page 3-6.
Description of existing bikeways
The CityofCarlsbad has completed construction of a portionofthe Coastal Rail Trail, approximately 3/4 miles in length, running from Tamarack Drive north to Oak Avenue. Carlsbad’s existing bikeway networkis comprised of a Class II on-street facility on nearlyeverymajor roadway in the City. Keyexisting ClassIIBike Lane segmentsare present on El CaminoReal, College Boulevard, Palomar Airport Road, PoinsettiaLane,Aviara Parkway, Melrose Drive and Rancho Santa Fe Road.
Please also see:
Figure 3-1 Existing Bicycle Network Map Pg 3-6
Section 3.2.2 through Section 3.2.3 Pgs 3-7 to 3-8
Table3-4: Index of Existing City of Carlsbad Class I Bike Lanes Pg 3-6
Table3-5: Index of Existing City of Carlsbad Class II Bike Routes Pgs 3-9
Table3-6: Index of Existing City of Carlsbad ClassIII Bike Routes Pg 3-10
Map of proposed bikewaysA map of the proposed bikeway networkis located on page 6-2.
Description of proposed bikeways
The top priority recommended bikeways are describedindetail in Section 6.3, starting on page 6-13.
Figure 6-1: Proposed Bikeway Network Pg 6-2
Section 6.3 Recommended Network Projects Pgs 6-13 to 6-30
(d) Amapand descriptionofexisting andproposedend-of-trip bicycle parking facilities.These shall include, but notbe limited to, parkingat schools, shopping enters,publicbuildings, and major employment centers. Map and description of existing end-of trip bicycle parking facilities
A variety of existing bicycle parkingfacilities arelocated throughout Carlsbad, at locations such as civic buildings,schools, parks and commercial centers.Both the Carlsbad Village and Poinsettia Transit Stations have bicycle racks and bike lockers.Although the Carlsbad Village areaisservedby bicycle racks and lockers at the Carlsbad Village Transit Station, nearby streets, such as Grand Avenueand State Street, lack convenient sidewalk bicycle parking. Parks and other recreation facilities provide bicycle racks,restrooms and changing facilities. Parks arelistedin Table 3-2 on page 3-2. Table 3-7 on page 3-11 shows Carlsbad’s ten largest employers and the bicycle supportfacilities offered by each.
Table 3-2Parks Page 3-2
Table 3-7Bicycle Racks and Support Facilities at the Ten Largest Employers in Carlsbad Pg 3-11
BTA
891.2 Required Plan Elements
Map and description of proposed end-of-trip bicycle parking facilities
Description of Compliance Location
Bicycle parking facilitiesshould be providedin commercial areas in Carlsbad. Locations in need of additional bicycle parkinginclude the Village, La Costa, and beach areas. A systematic program to improve the quality and increase the quantityof bicycle end-of-trip facilities should be implemented in Carlsbad.This may include providing free inverted U-rackstobusinessesto replace the commonly used wheelbender design. The CityofCarlsbadshould adopt a bicycle parkingordinance to ensure that new bicycle parkingfacilities areinstalled with new development.SeeSection 6.2.1 Bicycle Parking Facilities on pages 6-3 to 6-4and AppendixB: Sample Bicycle Parking Code on pages B-1 to B15 for additional information.
Section 6.2.1Bicycle Parking Facilities Pgs 6-3 to 6-4
Appendix B: Sample Bicycle Parking Code Pgs B-1 to B-15
(e) A map anddescription of existingand proposed bicycle transport andparking facilitiesfor connections with and use ofother transportation modes. Theseshallinclude,but not be limitedto, parkingfacilities at transit stops,railand transit terminals, ferry docksand landings,park and ridelots,and provisionsfor transporting bicyclists andbicycles on transit or rail vehiclesorferry vessels.
Map and description of existing bicycle facilitiesfor connections with other modes
Map and description of proposed bicyclefacilities for connectionswith other modes
The North County Transit District provides “ Breeze”bus service throughout Carlsbad. The bus routes follow major arterial roadways, serving commercial and employment centers. Many North County Transit District buses feature bicycleracks that can carry up to four bicycles. Carlsbad is home to two Breeze bus transit stations,Carlsbad Village and Poinsettia. Carlsbad Village is served by three Breeze lines and Poinsettia is served by two. The North County TransitDistrict also provides commuter railservice to the North County on the Coaster. The Coasterstops twice in Carlsbad, at Carlsbad Village Station and Poinsettia Station. The Coaster accommodates several bicycleson boardeach train without restriction
See Figure 3-1 ExistingBikeway Network, on page 3-6, for locations of bus stops.
The North County Transit District has initiatedthe Bicycle FacilityImprovement Program aimedat increasing and upgrading thebicycle facilities on buses and at each transit station. This plan recommends that NCTD continue to allow bicycle accesson all buses and trains. Bicycle travel to transitstops and stations should be enhanced in order to make the transfer between bicycleand transit travel more convenientNCTD should continue to ensure that sufficient secure bicycle parkingis provided at transitstops.
Section 3.6 Multimodal Connections Pgs 3-12 to 3-13
Figure 3-1 Existing Bikeway Network Pg 3-6
Section 6.7.1MultiModal Connections Pg 6-8
(f) A map anddescription of existingand proposed facilities forchangingand storing clothes and equipment. These shall include, but not be limited to, locker, restroom, and showerfacilities nearbicycleparking facilities.
Map and description of existing end-of-tripfacilities
Table 3-7on page 3-11 shows Carlsbad’s ten largest employers andthe bicycle support
Table 3-7Bicycle Racks and Support
BTA
891.2 Required Plan Elements
Description of Compliance Location
facilitiesoffered by each.Public parks, beaches, and civic buildings also serve as rest stops offering water, a place to sit orrest, and restroom facilities. Public parkand recreational facilitiesin Carlsbad areshown in Table 3-2 on page 3-2. and shown on Figure 3-1. Currently there are no bicycleshops located within the Cityof Carlsbad; however a number of shopsare located in the neighboring citiesof Encinitas, Vista, San Marcos, and Oceanside.Please also seeSection 3.2.7 BicycleSupport Facilities on pages 3-10 to 3-11.
Facilities at the Ten Largest Employers in Carlsbad Pg 3-11
Table 3-2Park and Recreation Facilitiesin Carlsbad Pg 3-2
Section 3.2.7Bicycle Support Facilities on pages 3-10 to 3-11
Map and description of proposed end-of-trip facilities
Functional bike parking should be provided at public destinations, includingshopping centers, community centers, parks,andschools. All bicycle parkingshouldbe in a secure,visible area that is convenient to the destination (near building entrances). Bicycleparking on sidewalksin commercial areas and along walkwaysof shopping centersshould be provided according to specific design criteria, reviewed by merchants and the public, and installed as demand warrants. The Cityof Carlsbad should adopt a bicycle parking ordinance to ensure that newbicycleparking facilities are installedwith new development. Locations in need of additional bicycle parkinginclude the Village, La Costa, and beach areas.Please also see Section 6.2.1Bicycle Parking and End of Trip Facilities on pages 6-3 to 6-4 and AppendixB:Sample Bicycle Parking Code on pages B-1 to B-15
Section 6.2.1Bicycle Parking and End of Trip Facilities Pgs 6-3 to 6-4
Appendix B: Sample Bicycle Parking Code Pgs B-1 to B-15
(g) Adescription ofbicycle safety andeducation programs conducted in the area includedwithin the plan, efforts by the law enforcement agency having primary traffic law enforcement responsibility in the area to enforceprovisions of the Vehicle Codepertaining to bicycleoperation, andcompile existing dataon the resultingeffect on accidents involving bicyclists.
Description of bicycle safety and education programs
Law enforcement of Vehicle Code provisions pertaining to bicycle operations
In past years, the CityofCarlsbad Police Department has offered educational programs such as bicyclerodeos to Carlsbad schoolchildren. Initially, rodeoswereoffered at every school site. ThePolice Department no longeroffers rodeos due to a lack of interest from CarlsbadSchools. The Carlsbad Police Department’s CrimePrevention Office doesoffer educational materialsand is willing to provide customized training and education programs for schools if requested. Customized training and programs, through the Crime PreventionOffice, are available to any group interested in bicycle and trail safety.
TheCity of Carlsbad PoliceDepartmentenforces bicycle and motorist traffic violations through its Traffic Division. The Department’s Traffic Division consistsof motor officers, collision investigators andaparking enforcement officer.The City of
Section 3.5 Education and Enforcement Programs Pg 3-12
Section 3.5 Education and Enforcement Programs Pg 3-12
BTA
891.2
Required Plan Elements
Description of Compliance Location
CarlsbadPolice Department also has a bicycle patrol unit which provides patrolservicesfor business districts, beaches and other areas. Effect of programs on accidents involving cyclists Data has not been collected regarding the effects of educational programs and law enforcement onbicycle-related accidents.
Section 3.5 Education and Enforcement Programs
Pg 3-12
(h) A descriptionof the extent of citizen and community involvement in development of the plan. Description of public involvement in developing the plan
The public outreach process for this project included a surveyof community members. Surveys weredistributed through local bicycle groups,Carlsbad’s top fifty employers, local bicycleshops,and on the city’s website.Sixtyseven responses werereceived. The surveyswere intended to gather input on existing bicycling conditions and attitudes about bicycling in Carlsbad. A summary of survey responses is providedin Appendix D to this plan.
Section 5.7 Citizen and Community Involvement
Pgs 5-10 to 5-11
Appendix D: Public Outreach
PgsD-1 to D-7
(i) A descriptionof how the bicycle transportationplanhas been coordinated and is consistent with other local orregional transportation,airquality,or energy conservation plans, including, but no limited to, programs that provide incentives for bicyclecommuting. Descriptionofcoordination and consistency with other local and regional plans
Chapter 4: PlanningandPolicy Context provides an overview of relevant local, state and federal plans and demonstrates consistency with these plans. This plan meets the City of Carlsbad’s GeneralPlanCirculation Element goal to “ promote, encourage and accommodate a variety of transportationmodes as alternatives to the automobile.”Several regional bikeways located within Carlsbad areidentified in San Diego’sRTP:Mobility 2030. These bikeways have been included in this plan as proposed projects. ThisBicycle Master Plan furthers Mobility 2030’s overall goalof converting motor vehicle trips to bicycletrips, thereby reducing motor vehicle trips in the region. The reduction in vehicle trips translates to a reduction in vehicle emissions, thereby ensuring that this plan is consistent withSan Diego AirQualityBasin goals.
Chapter 4: Planning and Policy Context
Pgs 4-1 to 4-6
BTA
891.2 Required Plan Elements
Programsthatprovide incentives for bicycle commuting
Description of Compliance Location
This plan outlinesseveralrecommendations for encouraging people to bicycle in Carlsbad. Recommendations include: facilitatingthe development of employer incentiveprograms through contests and education; developing incentives forrecreational and utilitarian bicycling by working with businesses; establishing a bicycle clunker parts and repair program; establishing community bikeway adoption; holding bike fairsand races;producing a local bikeways map; continue to support bike-to-work and school days; and marketing the Bicycle MasterPlan. SeeSection 6.1.9 on pages 6-10 to 6-12 for moredetailed descriptions of these plans.
Section 6.1.9 Encouragement Programs Pg 6-10 to 6-12.
(j) A descriptionof the projects proposedin the planand a listing of theirpriorities forimplementation.
Description of proposed projects
Priority listof proposed projects
The top priority recommended bikeways are describedindetail in Section 6.3 Recommended NetworkProjects, startingon page 6-14.
A summary listof allrecommended bikeway facilities, with segment lengths and cost estimates isprovided in Chapter 7, Implementation.
Project Sheets Pgs 6-14 to 6-28
Table 7-1 Construction Cost of Long-Term Recommended Bikeways Pages 7-2 to 7-3
(k) A descriptionof past expendituresfor bicyclefacilitiesand futurefinancial needs for projectsthatimprove safety and conveniencefor bicycle commuters in the plan area.
Description of past expenditures
Estimatedfuturefinancial needs
Between 2003and 2006 the Cityof Carlsbad implemented approximately$5.9 million of bikeway projects. An annualbreakdownof expendituresis providedin Table 3-8 Past Bicycle Program Expenditures on page 3-13.
The cost of the long-term recommended projects isestimated to be about $ 12,440,000 for ClassI projects, $ 140,000 for Class II Bike Lane projects, $ 42,000 for Class IIIBike Routes projects, and $15,000 for networkfacility enhancement projects, for a combined total system buildout cost of about$12.6 million. Cost estimatesinclude estimated costof construction, administrationand engineering design, utilities relocation, and environmentaldocument and mitigation. Cost breakdowns by proposed facility are listed in Table7-1 on pages 7-2 to 7-3. Detailed cost breakdowns foreach project are provided in Appendix E.Annualoperations and maintenance costs areestimated to be $ 120,300.A cost breakdown by Bikeway Class is providedin Table 7-2on page 7-3.
Table 3-8Past Bicycle Program Expenditures Pg 3-13
Table 7-1
Construction Cost of Long-Term Recommended Bikeway Projects Pgs 7-2 to 7-3
Appendix F: Project Cost Estimates
Table 7-2 Annual Operations and Maintenance Cost Estimates for Recommended Bikeway Network Pg 7-3
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APPENDIX A: BIKEW A Y DESIGN GUIDELINES
The design guidelines presented in this chapter are a combination of minimum standards outlined by the California Highway Design Manual’s Chapter 1000 (Chapter 1000) and the California Manual on Uniform Traffic Control Devices (California MUTCD), as well as supplemental design solutions tailored to the needs of the City of Carlsbad. The minimum standards and guidelines presented by Chapter 1000 and the California MUTCD provide basic information about the design of bicycle and pedestrian facilities, such as minimum standards for Class I paths and associated signage. The supplemental guidance in this chapter provides additional design recommendations for the Carlsbad Bikeway Network, such as recommended wayfinding signage.
A.1. CALTRANS BIKEWAY CL ASSIF I CATION O V ERVI EW
Description
Caltrans has defined three types of bikeways in Chapter 1000 of the Highway Design Manual: Class I, Class II, and Class III. Minimum and recommended standards for each of these bikeway classifications is shown below. The existing Carlsbad Bikeway Network includes segments of all three types of bikeways described below.
Graphic
A. 2. CLASS II BIKE LANE MINIMUM STANDARDS
Description
Chapter 1000 of the Caltrans Highway Design Manual provides standards for bicycle facilities planning and design. These standards outline minimum dimensions, proper pavement markings, signage and other design treatments for bicycle facilities. Refer to Caltrans website: www.dot.ca.gov/hq/oppd/hdm/hdmtoc.htm.
Graphic
Summary of Standards
Bicycle lanes shall be one way facilities, running with the direction of traffic. Where on-street parking is allowed, bicycle lanes must be striped between the parking area and the travel lanes.
Width of bicycle lane:
1. Without an existing gutter, bicycle lanes must be a minimum of 4 feet wide.
2. With an existing gutter, bicycle lanes must be a minimum of 5 feet wide.
3. Where on-street parking stalls are marked and bicycle lanes are striped adjacent to on-street parking, bicycle lanes must be a minimum of 5 feet wide.
4. Where on-street parking is allowed but stalls are not striped, bicycle lanes must be a minimum of 12 feet wide. Depending on the type and frequency of traffic, wider bicycle lanes may be recommended.
Bicycle lane striping standards:
1. Bicycle lanes shall be comprised of a 6 inch solid white stripe on the outside of the lane, and a 4 inch solid white stripe on the inside of the lane.
2. Bicycle lanes must never be delineated with raised barriers.
3. The inside 4 inch stripe of the bicycle lane should be dropped 200 feet prior to any intersection where right turns are permitted, and the outside 6 inch stripe should be dashed in this location. Bicycle lanes are generally not marked through intersections.
4. Bicycle lanes shall never be striped to the right of a right-hand turn lane
Bicycle lane signage standards:
1. The R81 (CA) bicycle lane sign shall be placed at the beginning of all bicycle lanes, on the far side of arterial street intersections, at all changes in direction and at a maximum of .6 mile intervals.
2. Standard signage is shown in Chapter 9 of the California MUTCD.
A. 3. TYPI CAL CLASS II BIK E LANE SI GNI N G AT A S I GNALI ZED INTERSECTION
Description
This treatment provides a design for where a roadway with Class II bike lanes intersects with a road at a signalized intersection.
Graphic
A. 4. DEDI CATED BIK E TU RN LANES AT AN I N TERSECTION
Description
This treatment provides a design for bicycle turn lanes at signalized intersections along a Class II facility.
Graphic
A. 5. ON-STREET BIKEWAY REGULATORY & WARNING SIGNAGE
Description
Signage for on-street bikeways includes standard BIKE LANE and BIKE ROUTE signage, as well as supplemental signage such as SHARE THE ROAD and warning signage for constrained bike lane conditions.
Graphic
Figures are from the California MUTCD.
Potential Applications
Various situations, specific to each site. The City should install SHARE THE ROAD signs along all Class III Bike Routes in addition to standard BIKE ROUTE signage. SHARE THE ROAD signs may be installed at one-half mile intervals along the designated route.
Guidelines
Signage should be installed on existing signposts if possible, reducing visual clutter along the path or roadway.
A. 6. CARLSBAD BIKEWAY
NETWOR K SUGGESTED W A YFIND I NG SIGNAGE
Description
Destination signage acts as a “map on the street” for cyclists. Destination signage can not only direct cyclists to locations, but provide mileage and draw attention to local destinations. The destination signage shown below indicates destinations along the route, and may include mileage. The city’s Coastal Rail Trail signage, also shown, provides a sample of the type of signage plate that could be attached to existing “Bike Lane” and “Bike Route” signs to enhance the network.
Graphic
Potential Applications
Existing Coastal Rail Trail signage plate along the on-street bikeway network
Along bicycle network streets near major destinations on the Carlsbad Bikeway Network.
Guidelines
1. Signage should be focused along major routes near key destinations. Signage should be oriented toward both commuter and recreational cyclists.
2. Destination signage should be easy to read.
3. Signage should be installed on existing Bike Route or Bike Lane signs where possible to avoid sign clutter.
A. 7. BICYCLE LOOP DETECTORS
Description
Bicycle loop detectors activate traffic signals at intersections, similar to standard loop detectors used for auto traffic. Where bicycle loop detectors are not present, bicyclists are forced to wait for a motor vehicle to trigger a signal; where motor vehicle traffic is infrequent, they may cross against a red signal. Bicycle loop detectors should be identified with pavement markings that show cyclists where to position themselves to trigger the traffic signal.
Graphic
Bicycle-Sensitive Loop Detector Examples
Quadrupole Loop – Type “C”
Detects most strongly in center
Sharp cut-off sensitivity
Used in bike lanes
Diagonal Quadrupole Loop – Type “D”
Sensitive over whole area
Sharp cut-off sensitivity
Used in shared lanes
Potential Applications
At signalized intersections along on-street segments of the Carlsbad Bikeway Network.
Guidelines
1. Pavement markings should identify proper cyclist position above the loop detector.
2. Loop detectors should provide adequate time for cyclists to cross the intersection, keeping in mind the slower travel speed (10-15 mph) of bicyclists.
A. 8. DRAINAGE GRATES AND UTILITY COVERS
Description
Improper drainage grates and utility covers can catch bicycle tires and cause bicyclists to lose control. Because of this, cyclists may veer into traffic lanes to avoid grates and utility covers. Properly designed grates and utility covers allow cyclists to maintain their direction of travel without catching tires or being forced into travel lanes.
Graphic
Potential Applications
Wherever drainage grates or utility covers are located along on-street segments of the Carlsbad Bikeway Network.
Guidelines
1. Grates must feature crossbars or a grid which prevents bicycle tires from catching or slipping through, as shown above.
2. Metal covers used in construction zones must have a non-slip coating.
A. 9. BICYCLE RACKS
Description
Secure bicycle parking is an essential element of a functional bicycle network. Bicycle racks are a common form of short-term secure bicycle parking and should be installed and maintained in various locations in Carlsbad such as shopping centers, recreation and beach areas and schools.
Graphic
Potential Applications
Throughout the Carlsbad Bikeway Network, with priority given to significant destinations such as parks, schools, shopping centers, transit hubs and job centers.
Guidelines
1. The rack element (part of the rack that supports the bicycle) should keep the bicycle upright by supporting the frame in two places without the bicycle frame touching the rack. The rack should allow one or both wheels to be secured.
2. A standard inverted-U style rack (shown above) is a simple and functional design that takes up minimal space on the sidewalk and is easily understood buy users. Most rack vendors offer the inverted-U design
3. In general, avoid use of multiple-capacity “wave” style racks. Users commonly misunderstand how to correctly park at wave racks, placing their bikes parallel to the rack and effectively limiting capacity to 1 or 2 bikes.
4. Position racks so there is enough room between adjacent parked bicycles. If it becomes too difficult for a bicyclist to easily lock their bicycle, they may park it elsewhere and the bicycle capacity is lowered. A row of inverted “U” racks should be situated on 30” minimum centers.
5. Empty racks should not pose a tripping hazard for visually impaired pedestrians. Position racks out of the walkway’s clear zone.
6. When possible, racks should be in a lighted, high visibility, covered area protected from the elements. Long-term parking should always be protected.
A. 10. TYPI CAL CLASS I PATH DESI GN DETAI L S
Description
In order to accommodate both bicyclists and pedestrians, Class I paths should be designed to the minimum standards shown below. In locations with high use, or on curves with limited sight distance, a yellow centerline should be used to separate travel in opposite directions. High use areas of the trail should also provide additional width up to 12 feet -16 feet as recommended below. Lighting should be provided in locations where evening use is anticipated or where paths cross below freeways or other structures.
Graphic
Potential Applications
All Class I Paths.
Guidelines
1. Paths should be constructed with adequate sub grade compaction to minimize cracking and sinking, and should be designed to accommodate appropriate loadings, including emergency vehicles.
2. A 2% cross slope shall be provided to ensure proper drainage.
A. 11. CLASS I PATH REGULATORY AND WARNING SIGNAGE
Description
Signage for Class I paths includes warning signage for path-roadway crossings, destination and way finding signage for path users, signage to assist path users in crossing roadways, and signage to encourage proper use of path facilities. Striping along paths can help separate different types of path users, can separate opposing flows of pathway traffic, and can provide information to path users about upcoming roadway crossings or obstacles.
Potential Applications
Various situations, specific to each site.
Guidelines
Signage should be installed on existing signposts if possible, reducing visual clutter along the path or roadway.
Graphic
Figures are from California MUTCD.
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APPENDIX B: SAMPLE BICYCLE PARKING ORDINANCE
LANGUAGE
This appendix provides sample bicycle parking code language taken from the City of Palo Alto Municipal Code and the City of San Francisco Planning Code. It is recommended that the City of Carlsbad pass a bicycle parking ordinance to include similar language in their zoning code. Both Palo Alto and San Francisco provide detailed parking requirements per building square footage, and include provisions such as employee shower requirements.
PALO ALTO MUN I CIPAL CODE
BICYCLE PARKING REQUIREMENTS Section
Table 1. Minimum Off-Street Parking Requirements
Table 1. Minimum Off-Street Parking Requirements
b.
c.
d. Residential day care homes: 2 spaces, or which one space shall be covered, for the resident owners or tenants
Where such uses are conditional, to be established by use permit conditions
Table 1. Minimum Off-Street Parking Requirements
Table 1. Minimum Off-Street Parking Requirements
Table 1. Minimum Off-Street Parking Requirements
Table 1. Minimum Off-Street Parking Requirements
(a) Classifications of Bicycle Parking Facilities.
Class I Facilities. Intended for long-term parking; protects against theft of entire bicycle and of its components and accessories. The facility must also protect the bicycle from inclement weather, including wind-driven rain. Three design alternatives for Class I facilities are as follows:
Bicycle Locker. A fully enclosed space accessible only by the owner or operator of the bicycle.
Bicycle lockers may be pre-manufactured or designed for individual sites. All bicycle lockers must be fitted with key locking mechanisms.
In multiple-family developments, the Class I bicy cle parking and required storage area for each dwelling unit may be combined into one locked mullet-use storage facility provided that the total space requirement shall be the sum of the requirements for each use computed separately.
The preferred Class I facility is a bicycle locker. Restricted access facilities and enclosed cages may be considered as alternatives to bicycle lockers as indicated below. Class I facilities other than lockers, restricted access rooms, or enclosed cages, but providing the same level of security, may be approved by the Planning Director.
Restricted Access. Class II bicycle parking facilities located within a locked room or locked enclosure accessible only to the owners or operators of the bicycles parked within. The maximum capacity of each restricted room or enclosure shall be ten (10) bicycles. An additional locked room or enclosure is required for each maximum increment of ten additional bicycles. The doors of such restricted access enclosures must be fitted with key locking mechanisms.
In multiple-family residential developments, a common locked garage area with Class II bicycle parking facilities shall be deemed restricted access provided the garage is accessible only to the residents of the units for wh om the garage is provided.
Enclosed Cages. A fully enclosed chain link enclosure for individual bicycles, where contents are visible from the outside, and which can be locked by a user-provided lock. The locking mechanism must accept a 3/8" diameter padlock. This type of facility is only to be used for retail and service uses and multiple family developments.
Class II Facilities. Intended for short term parking. A stationary object to which the user can lock the frame and both wheels with only a lock furnished by the user. The facility shall be designed so that the lock is protected from physical assault. A Class II rack must accept padlocks and high security U-shaped locks.
Class III Facilities. Intended for short term parking. A stationary object to which the user can lock the frame and both wheels with a user-provided cable or chain (6 foot) and lock.
All Class III facilities must be located at street floor level.
(b) The following general design standards shall be observed:
• Class II and Class III facilities shall provide at least a twenty-four inch clearance from the centerline of each adjacent bicycle, and at least eighteen inches from walls or other obstructions.
• An aisle or other space shall be provided to bicycles to enter and leave the facility. This aisle shall have a width of at least five feet (1.5 meters) to the front or the rear of a standard six-foot (1.8 meters) bicycle parked in the facility.
Appendix B: Sample Bicycle Parking Ordinance Language
• Parking facilities shall support bicycles in a stable position without damage to wheels, frame, or components. Facilities designed for hanging or vertical storage of bicycles shall not satisfy the requirements of this chapter.
• Bicycle parking should be situated at least as conveniently as the most convenient vehicle parking area. Bicycle and vehicle parking areas shall be separated by a physical barrier or sufficient distance to protect parked bicycles from damage by vehicles.
• Class I facilities at employment sites shall be located near the building entrances used by employees.
• Class II or Class III facilities intended for customers or visitors shall be located near the main building entrances used by the public.
Paving of bicycle parking areas is required.
• Convenient access to bicycle parking facilities shall be provided. Where access is via a sidewalk or pathway, curb ramps shall be installed where appropriate.
• Signage of Bicycle Parking Facilities.
• Where bicycle parking areas are not clearly visible to approaching bicyclists, signs shall be posted to direct cyclists to the facilities.
• All bicycle parking areas shall be identified by a sign of a minimum of 12" X 12" in size to identify the area for bicycle parking and to give the name, phone number of location of the person in charge of the facility.
• Where Class I parking required by this chapter is provided by restricted access parking, the sign shall state that the bicycle enclosure shall be kept locked at all times.
• Lighting shall be provided in all bicycle parking areas. In both exterior and interior locations, lighting of not less than one footcandle of illumination at ground level shall be provided.
• The director of planning and community environment shall have the authority to review the design of all bicycle parking facilities required by this chapter with respect to safety, security, and convenience.
EMPLOYEE SHOWER FACILITY REQUIREMENTS
Section 18.49.040
(e) Requirement for Showers. Employee shower facilities shall be provided for any new building constructed or for any addition to or enlargement of any existing building in compliance with the following table:
Retail, personal and eating and drinking services.
SAN FRANCISCO PLANNING CODE
BICYCLE PARKING AND SHOWER REQUIREMENTS
Excerpts from the San Francisco Planning Code, Sections 155.1-4. See: http://sfgov.org/planning/index.htm
SEC. 155.1. BICYCLE PARKING REQUIREMENTS FOR CITY-OWNED AND LEASED BUILDINGS.
In all City-owned and leased buildings, regardless of whether off-street parking is available, the responsible city official, as defined in Section 155.1(a)(11) below, shall provide bicycle parking according to the schedule in Section 155.1(c) below, except as otherwise provided in Section 155.2. The provisions of this Section shall not apply in any case where the City occupies property as a tenant under a lease the term of which does not exceed six months. In the event that a privately owned garage, as defined in Section 155.2, is in a building in which the City leas es space, Section 155.2 and not this Section shall apply. All required bicycle parking shall conform to the requirements of Sections 155.1(b) (Location of Facilities) and 155.1(c) (Number of Spaces) set forth below:
(a) Definitions.
(1) Locker. A fully enclosed, secure and burglar-proof bicycle parking space accessible only to the owner or operator of the bicycle.
(2) Check-In Facility. A location in which the bicycle is delivered to and left with an attendant with provisions for identifying the bicycle's owner. The stored bicycle is accessible only to the attendant.
(3) Monitored Parking. A location where Class 2 parking spaces are provided within an area under constant surveillance by an attendant or security guard or by a monitored camera.
(4) Restricted Access Parking. A location that provides Class 2 parking spaces within a locked room or locked enclosure accessible only to the owners of bicycles parked within.
(5) Personal Storage. Storage within the view of the bicycle owner in either the operator's office or a location within the building.
(6) Class 1 Bicycle Parking Space(s). Facilities which protect the entire bicycle, its components and accessories against theft and against inclement weather, including wind-driven rain. Examples of this type of facility include (1) lockers, (2) check-in facilities, (3) monitored parking, (4) restricted access parking, and (5) personal storage.
(7) Class 2 Bicycle Parking Space(s). Bicycle racks which permit the locking of the bicycle frame and one wheel to the rack and, which support the bicycle in a stable position without damage to wheels, frame or components.
(8) Director. Director of the Department of City Planning.
(9) Landlord. Any person who leases space in a building to the City. The term “landlord” does not include the City.
(10) Employees. Individuals employed by the City and County of San Francisco.
(11) Responsible City Official. The highest ranking City official of an agency or department which has authority over a City-owned building or parking facility or of an agency or department for which the City is leasing space.
(12) Person. Any individual, proprietorship, partnership, joint venture, corporation, limited liability company, trust, association, or other entity that may enter into leases.
(b) Location of Facilities.
(1) At locations where the majority of par king spaces will be long-term (e.g., occupied by building employees for eight hours or more), at least ½ of the required bicycle parking spaces shall be Class 1 spaces. The remaining spaces may be Class 2 spaces. The Director may approve alternative types of parking spaces that provide an equivalent measure of security.
(2) Alternative Locations. In the event that compliance with Section 155.1(b)(1) may not be feasible because of demonstrable hardship, the responsible city official may apply to the Director for approval of an alternative storage location. In acting upon such applications, the Director shall be guided by the following criteria: Such alternative facilities shall be well-lighted and secure. The entrance shall be no more than 50 feet from the entrance of the building, unless there are no feasible locations within a 50 foot zone that can be provided without impeding sidewalk or pedestrian traffic. However, in no event shall an alternative location be approved that is farther from the entrance of the building than the closest automobile parking space.
(3) Exemptions. If no feasible alternative parking facility exists nearby which can be approved pursuant to Section 155.1(b)(1) or (2) or, securing an alternative location would be unduly costly and pose a demonstrable hardship on the landlord, or on the City, where the City owns the building, the Director may issue an exemption. In order to obtain an exemption, the responsible City official shall certify to the Director in writing that the landlord, or the City, where the City owns the building, will not prohibit bicycle operators from storing bicycles within their office spac e, provided that they are stored in such a way that the Fire Code is not violated and that the normal business of the building is not disrupted.
(c) Required Number of Bicycle Parking Spaces.
(1) Class 1 Bicycle Parking Spaces. The following standards shall govern the number of Class 1, long-term, bicycle parking spaces a responsible City official must provide:
(A) In buildings with one to 20 employees, at least two bicycle parking spaces shall be provided.
(B) In buildings with 21 to 50 employees, at least four bicycle parking spaces shall be provided.
(C) In buildings with 51 to 300 employees, the number of bicycle parking spaces provided shall be equal to at least five percent of the number of employees at that building, but in no event shall fewer than five bicycle spaces be provided.
(D) In buildings with more than 300 employees, the number of bicycle parking spaces provided shall be equal to at least three percent of the number of employees at that building but in no event shall fewer than 16 bicycle parking spaces be provided.
(2) In addition to the Class 1 bicycle parking spaces required above, a responsible City official shall also provide Class 2 bicycle parking spaces according to the below enumerated schedule:
(A) In buildings with one to 40 employees, at least two bicycle parking spaces shall be provided.
(B) In buildings with 41 to 50 employees, at least four bicycle parking spaces shall be provided.
(C) In buildings with 51 to 100 employees, at least six bicycle parking spaces shall be provided.
(D) In buildings with more than 100 employees, at least eight bicycle parking spaces shall be provided. Wherever a responsible City official is required to prov ide eight or more Class 2 bicycle parking spaces, at least 50 percent of those parking spaces shall be covered.
(3) In public buildings where the City provides a public service to members of the public who are patrons or users of the buildings, such as libraries, museums, and sports facilities, the responsible City official shall provide the number of bicycle parking spaces as set out in Section 155.1(c)(1) and (2), except that the average patron load in a building during peak use hours as determined by the Director, rather than the number of employees, shall determine the number of spaces required. This Section shall not apply where a public building has a “garage” (as such term is defined in Section 155.2(a)) that is open to the general public, in which case Section 155.2 shall apply.
(4) The Director shall annually survey the amount, location, and usage of provided bicycle parking spaces in all buildings subject to the requirements of this Section in order to ascertain whether current requirements are adequate to meet demand for such parking spaces. If current requirements are inadequate, the Director shall draft and submit to the Board of Supervisors proposed legislation that would remedy the deficiency.
(5) Reductions. The Director may grant a reduction from the number of bicycle parking spaces required by this Section where the applicant shows based upon the type of patronage, clientele, or employees using the building that there is no reason to expect a sufficient number of bicycleriding patrons, clientele or employees to justify the number of spaces otherwise required by the Section.
(d) Layout of Spaces. Class 1 and Class 2 bicycle parking spaces or alternative spaces approved by the Director shall be laid out according to the following:
(1) An aisle or other space to enter and leave the facility shall be provided. The aisle shall provide a width of five feet to the front or rear of a standard six-foot bicycle parked in the facility.
(2) Each bicycle parking space shall provide an area at least two feet wide by six feet deep. Vertical clearance shall be at least 78 inches.
(3) Bicycle parking shall be at least as conveniently located as the most convenient nondisabled car parking. Safe and convenient means of ingress and egress to bicycle parking facilities shall be provided. Safe and convenient means include, but are not limited to stairways, elevators and escalators.
(4) Bicycle parking and automobile parking shall be separated by a physical barrier or sufficient distance to protect parking bicycles from damage.
(5) Class 2 bicycle racks shall be located in highly visible areas to minimize theft and vandalism.
(6) Where Class 2 bicycle parking areas are not clearly visible to approaching bicyclists, signs shall indicate the locations of the facilities.
(7) The surface of bicycle parking spaces need not be paved, but shall be finished to avoid mud and dust.
(8) All bicycle racks and lockers shall be securely anchored to the ground or building structure.
(9) Bicycle parking spaces may not interfere with pedestrian circulation.
(g) Miscellaneous Requirements.
(4) Buildings with existing traditional-type racks which support only one wheel shall have two years from the effective date of this Section to replace them with conforming racks.
SEC. 155.3. SHOWER FACILITIES AND LOCKERS REQUIRED IN NEW COMMERCIAL AND INDUSTRIAL BUILDINGS AND EXISTING BUILDINGS UNDERGOING MAJOR RENOVATIONS.
(a) Definitions.
(1) New Building. A commercial or industrial building for which a building permit is issued at least six months after the effective date of this legislation.
(2) Major Renovations. Any construction or renovation project (i) for which a building permit is issued commencing at least six months after the date of enactment of this legislation (ii) which involves an enlargement of an existing public or privately owned commercial or industrial building, and (iii) which has an estimated cost of at least $1,000,000.00. For purposes of this Section, the term “enlargement” shall mean an increase in the square footage of the ground story of a building.
(3) The term “commercial building” shall include, but is not limited to, public or privately owned buildings containing employees working for City government agencies or departments.
(b) Requirements for New Buildings and Buildings With Major Renovations. New buildings and buildings with major renovations shall provide shower and clothes locker facilities for short-term use of the tenants or employees in that building in accordance with this Section. Where a building undergoes major renovations, its total square footage after the renovation is the square footage that shall be used in calculating how many, if any, showers and clothes lockers are required.
(c) For new buildings and buildings with major renovations whose primary use consists of medical or other professional services, general business offices, financial services, City government agencies and departments, general business services, business and trade schools, colleges and universities, research and development or manufacturing, the following schedule of required shower and locker facilities applies:
(1) Where the gross square footage of the floor area exceeds 10,000 square feet but is no greater than 20,000 square feet, one shower and two clothes lockers are required.
(2) Where the gross square footage of the floor area exceeds 20,000 square feet but is no greater than 50,000 square feet, two showers and four clothes lockers are required.
(3) Where the gross square footage of the floor area exceeds 50,000 square feet, four showers and eight clothes lockers are required.
(d) For new buildings and buildings with major renovations whose primary use consists of retail, eating and drinking or personal services, the following table of shower and locker facilities applies:
(1) Where the gross square footage of the floor area exceeds 25,000 square feet but is no greater than 50,000 square feet, one shower and two clothes lockers are required.
(2) Where the gross square footage of the floor area exceeds 50,000 square feet but is no greater than 100,000 square feet, two showers and four clothes lockers are required.
(3) Where the gross square footage of the floor area exceeds 100,000 square feet, four showers and eight clothes lockers are required.
(e) Exemptions. An owner of an existing building subject to the requirements of this Section shall be exempt from Subsections (c) and (d) upon submitting proof to the Director of the Department of City Planning that the owner has made arrangements with a health club or other facility, located within a fourblock radius of the building, to provide showers and lockers at no cost to the employees who work in the owner's building.
(f) Exclusion for Hotels, Residential Buildings and Live/Work Units. This Section shall not apply to buildings used primarily as hotels or residential bu ildings. In addition, this Section shall not apply to “live/work units” as defined in Section 102.13 of the San Francisco Planning Code.
(g) Owners of Existing Buildings Encouraged to Provide Shower and Clothes Locker Facilities. The City encourages private building owners whose buildings are not subject to this Section to provide safe and secure shower and clothes locker facilities for employees working in such buildings.
(h) The Department of City Planning may establish more definitive requirements for shower and locker facilities in accordance with this Section. (Added by Ord. 343-98, App. 11/19/98)
SEC. 155.4. BICYCLE PARKING REQUIRED IN NEW AND RENOVATED COMMERCIAL BUILDINGS.
(a) Definitions.
(1) All definitions set forth in Section 155.1(a) and Section 155.3(a) are incorporated into this Section.
(2) New Commercial Building. A commercial or industrial building for which a building permit is issued on or at least six months after the effective date of this Section.
(3) Major Renovation. Any construction or renovation project (i) for which a building permit is issued commencing on or at least six months after the effective date of this Section (ii) which involves an enlargement of an existing commercial building and (iii) which has an estimated construction cost of at least $1,000,000.00.
(b) Requirements for New Commercial Buildings and Commercial Buildings with Major Renovations. New commercial buildings and commercial buildings with major renovations, as a condition of approval, shall provide bicycle parking in that building in accordance with this Section. Where a building undergoes major renovations, its total square footage after the renovation shall be used in calculating how many, if any, bicycle parking spaces are required.
(c) Types of Bicycle Parking. New commercial buildings and commercial buildings with major renovations shall offer either Class 1 bicycle parking, as defined in Section 155.1(a)(6), or Class 2 bicycle parking, as defined in Section 155.1(a)(7), or a co mbination of Class 1 and Class 2 bicycle parking.
(d) Bicycle Parking Spaces - Professional Services. For new commercial buildings and commercial buildings with major renovations whose primary use consists of medical or other professional services, general business offices, financial services, general business services, business and trade schools, colleges and universities, research and development or manufacturing, the following schedule of required bicycle parking applies:
(1) Where the gross square footage of the floor area exceeds 10,000 square feet but is no greater than 20,000 feet, 3 bicycle spaces are required.
(2) Where the gross square footage of the floor area exceeds 20,000 square feet but is no greater than 50,000 feet, 6 bicycle spaces are required.
(3) Where the gross square footage of the floor area exceeds 50,000 square feet, 12 bicycle spaces are required.
(4) Bicycle Parking Spaces—Retail. For new commercial buildings and commercial buildings with major renovations whose primary use consists of retail, eating and drinking or personal service, the following schedule of required bicycle parking applies:
(1) Where the gross square footage of the floor area exceeds 25,000 square feet but is no greater than 50,000 feet, 3 bicycle spaces are required.
(2) Where the gross square footage of the floor area exceeds 50,000 square feet but is no greater than 100,000 feet, 6 bicycle spaces are required.
(3) Where the gross square footage of the floor area exceeds 100,000 square feet, 12 bicycle spaces are required.
(f) Notice of Bicycle Parking. New commercial buildings and commercial buildings with major renovations subject to this Section must provide adequate signs or notices to advertise the availability of bicycle parking.
(g) Layout of Spaces. Owners of new commercial buildings and commercial buildings with major renovations subject to this Section are encouraged to follow the requirements set forth in Section 155.1(d) (Layout of Spaces) in installing Class 1 and Class 2 bicycle parking.
(h) Owners of Existing Buildings Encouraged to Provide Bicycle Parking Spaces. The City encourages building owners whose buildings are not subject to this Section to provide bicycle parking spaces in such buildings.
(i) Exemption. Where a new commercial building or building with major renovations includes residential uses, the building's total non-residential square footage shall be used in calculating how many, if any, bicycle parking spaces are required.
(j) This Section shall not be interpreted to interfere with the Department of Planning's authority to require more than the minimum bicycle parking spaces required by this Section as a condition of approval of a project, where appropriate.
(k) For the purposes of this Section, commercial shall mean commercial and industrial. (Added by Ord. 193-01, File No. 010488, App. 9/7/2001)
Appendix B: Sample Bicycle Parking Ordinance Language
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APPENDIX C: CONSTRUCTION ZONE TREATMENTS
Construction zones are difficult environments in which to manage traffic. Priorities exist to maintain vehicular traffic flow, to maintain transit service at an acceptable level, to maintain pedestrian access to businesses and the street, and to maintain bicycle traffic flow to minimize inconveniences to riders. Issues related to bicycles in construction zones must not be overlooked. Some of these issues are discussed here. They include the following:
• Lane Closures
• Signage
• Pavement Smoothness and Compaction
• Enforcement of Guidelines and Inspection
• Trenching and Plate Use
• Gutter-to-Pavement Transition
• Drainage Grate Guidelines
The purpose of this is to provide planning level guidance for the accommodation of bicycles in construction zones. This guidance is based on national and state sources. Actual treatments for treating bicycles in construction zones is dealt with in traffic management plans submitted by contractors to the City. Contractors and the City can use this document to assist them with specific traffic control measures in each construction zone.
LANE CLOSURES
When lanes are closed for construction activities, guidelines should consider the needs of bicyclists and motorists. Accommodating bicycle space during a lane closure is typically considered only when a bikeway facility (such as a bicycle lane) is affected by construction activities. Wherever bicycles are allowed, measures should be taken to provide for the continuity of a bicyclist’s trip through a lane closure. The most important consideration is to maintain adequate width of travel lanes to accommodate bicycle travel. Where bike lanes exist, it may be possible to carry the bike lane through the construction zone. A second option is to provide a wide outside lane through the construction zone for shared use by motor vehicles and bicycles. When necessary, bicycles share a standard travel lane (12 feet) with motor vehicles through a construction zone. Only in rare cases would bicycles be detoured to another street when travel lanes remain open on the street under construction.
A complete road closure affects bicyclists in a similar manner as motorists. If an entire roadway segment is closed for construction activities, a sufficient detour route should be provided for all modes of travel. The implementation of these detour routes, however, should take into consideration attributes of alternative routes as they pertain to bicycles versus motor vehicles. The same detour route may not be suitable for both modes. For example, a motorist detour may traverse several hills on a major thoroughfare. A bicycle detour might be provided on another set of streets that minimizes changes in elevation that impact bicyclists more than motorists. Maintaining a direct route should be a primary goal when bicycles are detoured.
GUIDELINES
In order to accommodate bicyclists through various lane closures and detours, the following guidelines are recommended. These are based on sources including, the California Manual on Uniform Traffic Control Devices (California MUTCD), the Caltrans Highway Design Manual, and the Guide for the Development of Bicycle Facilities published by the American Association of State Highway and Transportation Officials (AASHTO).
• Continuing a bike lane through a construction zone
Efforts shall be made to re-create the bike lane to the left of the construction zone if enough space exists to do so. The standard width of a bike lane is five feet.
Standard construction zone signs (see California MUTCD) are part of the recommended design, including:
W21-4A Road Work Ahead
W20-5 Right Lane Closed
W4-2 Lane Shift, Left Sign
W11-1
Bicycle Warning Sign
W16-1 Share The Road
The bicycle warning sign is recommended in combination with W4-2 and again in combination with W16-1. This effectively warns motorists of the presence of bicycles at the lane drop and again where the work zone begins.
Construction barrels equipped with flashers delineate the edge of the construction zone and also indicate the outer edge of the bike lane.
• Transitioning a bike lane to a wide travel lane in a construction zone
Where there is insufficient space to carry a bike lane through a construction zone, a wide travel lane adjacent to the construction zone should be considered. The travel lane width should be 14 to 15 feet. Bicycles share the travel lane with motor vehicles.
Standard construction zone signs (see California MUTCD) are part of the recommended design, including:
W21-4A Road Work Ahead
W20-5 Right Lane Closed
W4-2 Lane Shift, Left Sign
W11-1
Bicycle Warning Sign
W16-1 Share The Road
The bicycle warning sign is recommended in combination with W4-2 and again in combination with W16-1. This effectively warns motorists of the presence of bicycles at the lane drop and again where the work zone begins.
Construction barrels equipped with flashers delineate the edge of the construction zone and also indicate the outer edge of the bike lane. The barrels delineating the outer bike lane edge do not carry through the work zone.
• Transitioning a bike lane to a standard travel lane in a construction zone
Where there is insufficient space to provide a wide travel lane adjacent to the construction zone, then a standard 12-foot wide travel lane should be provided. Bicycles share the travel lane with motor vehicles. The rules of overtaking and passing apply in this case as in similar situations where only one travel lane is provided in one direction.
Standard construction zone signs (see California MUTCD) are part of the recommended design, including:
W21-4A
W20-5
W4-2
W11-1
W16-1
Road Work Ahead
Right Lane Closed
Lane Shift, Left Sign
Bicycle Warning Sign
Share The Road
The bicycle warning sign is recommended in combination with W4-2 and again in combination with W16-1. This effectively warns motorists of the presence of bicycles at the lane drop and again where the work zone begins.
Construction barrels equipped with flashers delineate the edge of the construction zone and also indicate the outer edge of the bike lane. The barrels delineating the outer bike lane edge do not carry through the work zone.
• For a complete roadway closure
A sufficient detour route shall be outlined with adequate signage similar to that provided for motor vehicle traffic.
Consideration should be given to alternative detour routes that minimize vertical transitions and situations where bicyclist safety may be an issue.
A bicycle detour route different from the one outlined for motor vehicle traffic may be appropriate in cases where significant grades or levels of traffic and/or traffic speeds make the route less than desirable for the average bicyclist.
Signage specific to bicyclists shall be installed on the detour route to ensure proper guidance through the roadway closure.
SIGNAGE
Signage is a critical component of construction activities. Due to the temporary nature of roadway work, information regarding temporary detours and reduced capacity do not appear on conventional maps. Aside from public notification through various media, roadside signage and signals are the only methods a public agency has to notify road users of construction activities. Therefore, signage is crucial in order to successfully manage traffic flow for motorists, pedestrians, and bicyclists.
Signage alerting roadway users of construction activities can provide for motorists and bicyclists alike. However, signage specific for bicyclists should be employed if the circumstances warrant it. Such circumstances may include a detour route that is different for bicyclists and motorists, loss of a bike lane, or reductions in the travel way width that require bicyclists to share a travel lane with motor vehicles.
Another issue with signage is its placement along a roadway. It is often the case that typical orange construction signs, which are large compared to the size of a bicycle, are placed either squarely in a bike lane or in the riding area of a wide curb lane. Sign placement should be made with bicyclists and pedestrians in mind. Because many sidewalks are directly adjacent to the roadway, placing signage on sidewalks would obstruct the pedestrian pathway and may not be visible to motorists. Sign placement can present challenges when construction activities take place.
GUIDELINES
• The City shall place signage related to construction activities in a location that does not obstruct the path of bicycles or pedestrians, including bicycle lanes, wide curb lanes, or sidewalks.
• Signage related to bicycle travel shall be included on all bikeways where construction activities occur. Signage shall also be provided on all other roadways where bicycle travel is likely to occur.
• Signage that increases motorist awareness of bicyclists through construction zones shall be used wherever possible on bikeways and other roadways on which bicyclists travel.
• Suggested non-standard signage to be used include the following signage now being used in the City of Denver, Colorado and the County of Clark, Nevada, respectively. These non-standard signs are not found in California MUTCD or Caltrans manuals:
Among others, signs that may be used in coordination with construction activities include those found on the following page. These include standard signage from the Manual of Uniform Traffic Control Devices. Some of these signs may be used in conjunction with one another in order to enhance the visibility of and provide enhanced guidance to bicyclists through construction zones and detours.
ROADWAY SMOOTHNESS AND COMPACTION
Roadway surface is a critical issue for bicyclists. As mentioned previously, bicycles are much more sensitive to subtle changes in roadway surface than are motor vehicles. Various pavement materials are used to pave roadways, and some are smoother than others. Compaction is also an important issue after trenches and other construction holes are filled. Uneven settlement after trenching can affect the roadway space nearest the curb where bicycles travel. Sometimes compaction is not achieved to a satisfactory level, and an uneven pavement surface can result due to settling over the course of days or weeks.
Bike Lane Ends
The Road With Care
GUIDELINES
• The surface of a roadway open to bicycle travel should be smooth, free of potholes, and the pavement edge uniform.
• Pavement shall be maintained so ridge buildup does not occur at the gutter-to-pavement transition or adjacent to railway crossings.
• City officials should inspect the pavement two to four months after trenching construction activities are completed to ensure that excessive settlement did not occur.
ENFORC EMENT OF GUID ELINES AND INS P EC TION
Regulations and policies are only as good as the enforcement that accompanies them. Sometimes inspections do not occur during construction and/or after construction is completed. Insufficient resources can affect the ability of a municipality to conduct proper inspections. In order to ensure that proper construction procedures are followed, it is imperative that inspectors are used to field inspect construction sites while construction activities are occurring and again once they have been completed. When roadway surfaces are not inspected, the surface may be left in an unacceptable condition, such as in an uneven or concave fashion, for months or years. Because these conditions are more likely to occur in the portion of the roadway where bicyclists travel, it is a critical issue for bicyclists.
One of the most important issues related to construction activities is enforcement. Often it is difficult to manage a team of contractors and subcontractors on a given project. The contractor is responsible for the subcontractors’ work, and the public agency has very little interaction with subcontractors. The only way for an agency to ensure that procedures and guidelines are being followed is through periodic inspection. Some contractors neglect to draft a traffic control plan and/or implement one as required. Enforcement is certainly a key issue to ensure that proper regulations are followed during construction activities.
GUIDELINES
• A traffic control plan that adequately addresses the needs of bicycle traffic through a construction zone shall be made and approved by the City Engineering Department prior to the start of construction.
• Inspection shall be made at all sites during construction activities on bikeways and on city streets to ensure that the traffic control plan is being followed.
• Inspection shall be made of the construction site immediately after construction is completed.
• If settling is likely to occur once construction is ended, such as with trenching activities, the City shall inspect the pavement surface quality two to four months after construction activities cease in order to ensure that excessive settlement did not occur.
• The City should ensure adequate staff and budget for inspection and monitoring of construction activities as they affect bicycle traffic on bikeways and all other roadways where bicycle travel is permitted.
TREN CH ING AND PLATE US E
Recent years have seen the installation of fiber-optic cable under many city streets. The primary method used to perform this type of work is trenching, which involves cutting a one- to two-foot wide trench. This
activity often takes place near the curb of roadways in order to minimize the disruption to automobile traffic. However, the common practice maximizes disruptions to bicycle traffic since bicycle travel predominantly takes place near the curb. Bike lane facilities can also be disrupted because they are located near the curb and away from vehicle travel lanes.
When plates are used to cover open trenches, they are typically not flush with the pavement and have a one- to two-inch vertical transition on the edges. This can puncture a hole in a narrow bicycle tire and can cause the bicyclists to lose control due to the shock of the vertical transition. Also, coordination among different trenching entities is a significant problem. Trenching performed by different City departments, utility companies, telecommunication companies, and others sometimes creates a situation where a street segment may be trenched several times over the course of a year. Coordination to prevent the duplication of trenching activities is a problem, especially for bicyclists whose riding space is often interrupted during trenching activities.
When activities such as this take place, bicycle travel is negatively affected, but no noticeable difference has occurred to motorists. Bicyclists often are left to their own devices to merge with vehicles in the adjacent travel lane. The interim condition of the trenches during non-construction hours is also of concern because of the impact on bicyclist travel. Although the common practice is to use steel plates during nonconstruction hours, these plates can be slippery, especially when wet. Slippage can be a significant problem for bicyclists riding over steel plates in any weather.
GUIDELINES
• Steel plates used as a temporary measure during construction activities shall not have a vertical edge greater than 10 mm without a temporary asphalt lip to accommodate bicyclists riding over them.
• The City should consider using non-skid steel plates with no raised steel bar on top.
• Wherever possible, the City should use in-laid steel plates that are flush with the surrounding pavement surface in order to minimize or eliminate the vertical transition between plates and the pavement for bicyclists.
• Steel plates shall be used only as a temporary measure during construction and shall not be used for extended periods of time.
GUTTER-TO-PAVEMENT TRANSITION
As mentioned earlier in this document, the path of travel for bicyclists is most often near the curb of a given roadway. On streets with concrete curb and gutter, one to two feet of this curbside area is typically devoted to the gutter pan, where water collects and drains into catch basins. On many streets, the path of the bicyclist is near the transition between the gutter pan and the edge of pavement. It is at this location that water can erode the transition, creating potholes and a rough surface for travel.
Many streets’ pavements do not meet flush with the gutter, creating a vertical transition between these two segments of the roadway. This area can buckle over time and create a hazardous environment to ride in for bicyclists. Since it is the most likely place for bicyclists to ride on the roadway, this issue is significant for bicycle travel.
GUIDELINES
• Gutter-to-pavement transitions should have no more than a 10 mm vertical transition.
• Pavement transitions should be examined during every roadway project for new construction, maintenance activities, and construction project activities that occur in streets.
DRAINAGE GRATES
Drainage grates are encountered in the gutter area near the curb of a roadway. This area is where most bicycle travel occurs. Drainage grates typically have some kind of slots through which water drains into the municipal wastewater system. Many grates are designed with linear parallel bars spread wide enough for a tire to become caught in so that if a bicycle were to ride on them, the front tire would become caught and fall through the slot. This would cause the rider of the bicycle to tumble over the handlebars and sustain potentially serious injuries. Drainage grates are often wider than the gutter making avoiding them difficult and sometimes dangerous pushing bicyclists out into the vehicle traffic lane.
GUIDELINES
• The City shall require that all new drainage grates be bicycle-friendly. These include grates that have horizontal slats on them so that bicycl e tires do not fall through the vertical slats.
• A program to inventory all existing drainage grates should be implemented. Grates that are not bicycle-friendly should be replaced or reset citywide.
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APPENDIX D: PUBLIC OUTREACH SURVEY RESULTS
A survey was conducted in February 2006 to gather feedback on the current conditions and attitudes toward bicycling in Carlsbad. Surveys were distributed to the community through the school system, through major employers, local bicycle clubs and local bicycle shops. The questionnaire and a summary of survey responses are provided in this Appendix.
Figure D-1: Questionnaire Form
Table D-1: Summary of Survey Results
Table D-1: Summary of Survey Results, Continued
WHEN DO YOU TYPICALLY RIDE? AVERAGE DISTANCE OF YOUR RIDE?
PLEASE RANK YOUR PREFERENCE FOR BICYCLE FACILTIES.
Table D-2 Selected Comments
My opinion for most improvement would be to keep current bike lanes clean so cyclists do not have to ride so close to the car lanes to avoid stones and debris. Secondly would be to expand bike lanes to more streets. Keep bike lanes open! Northbound ECR at Cannon has been closed way too long
Additional Bikeways is 1st priority
Motorists required to give 5 feet of clearance. Motorists’ education on bicyclist right of way. More bike lanes. Bike lanes swept more often.
Off-street paved bike paths would be TERRIFIC for Carlsbad. We go to Hilton Head Island in South Carolina where they have awesome off-street paved bike paths and we bicycle all over the place there.
Provide more Class II shared shoulder pavement striping
Additional bike lanes and paved bike paths. Received this as part of communication with North County Cycle Club Members
Off street paved bikeways on Palomar Airport Road and major roads through Carlsbad. It would be nice to have lights change when bikes are over monitors (light switches). Sometimes lights don't change unless a car drives up to intersection. For the most part, it's nice riding in Carlsbad except Palomar Airport Road where cars are driving way too fast. I would consider riding the coaster more often if the bus came to our office park in the pm's (after work). It's dark in winter walking on Palomar Airport Road and there are no sidewalks from Palomar Oaks Way to College. The bus does not stop at intersection of Palomar Oaks way and Palomar Airport Road between 4:30 and 5:30 pm. Because of the increased construction in Carlsbad, it is dangerous to ride anywhere anymore. The bike lanes have huge pot holes, nails and other debris in them. There is no way to ride across Rancho Santa Fe by Melrose without riding in a car lane. There needs to be more signage telling motorists to "share the road" with bicycles. There needs to be more (are there any at all) bikeways that are only for runners/walkers/bikes.
The most heavily used bike route in Carlsbad is the Coast Highway, for all levels of cyclists, as well as runners, it gets crowded out there on the weekends! One problem area is for cyclists heading North on the coast, where they hit the light at Carlsbad Village Drive. There are cars coming in from the right, cars turning right, and cars going straight. It is confusing for bikes where they belong at this intersection. Palomar Airport Road also has issues for cyclists heading West from I-5 to the coast.
1) Resurface the 101 bike lane north of Avenida Encinas, east side of the road. 2) Resurface the 101 bike lane south of Palomar airport road, west side. 3) More off-street paved bike paths.
Additional bikeways, safer intersections, traffic signals that sense bicycles, jagged debris removed from bike lanes, attention paid to rough pavement.
Safer intersections, more bike lanes, "share the road" signs
Increased maintenance, bike lanes where none exist, better marking, less trash/road clutter
East West Bikeway off Road
Carlsbad used to have a nice network of trails in the "Flightline" area off Palomar Airport Road Recent construction has made this area difficult to access and ride. I would like to make sure that any further development in the area provide/maintain access to the single track area. Commuting is often difficult when there is road construction in progress. I don't know if the city can request that some portion of the bike lane remain usable during the construction period. There is often no alternate route available when the construction takes place.
I would like to see more bike trails for recreational use. I also would like to see more off-street bike paths. For busy streets like El Camino Real and Palomar Airport Road it is too dangerous to bike in the existing bike lanes.
A bikeway path would be a great addition to Carlsbad. Since most people drive really fast on the main roads (5060+) I would feel much safer if a bike path was implemented.
Intersection improvements. The worst offender is westbound Palomar Airport Road at I-5, where a combination of traffic calming and marked bike lanes to the left of the right turn only freeway onramp lanes might help. Most of Carlsbad is pretty bike-friendly, and the I-5 crossing is not that bad for cyclists eastbound on Palomar Airport Road, but the westbound interchange scares the crap out of me, even that I have almost 100K miles in the saddle. I avoid it, even though it is along the most direct route from my office to the Coaster Station. Other improvements: make all traffic signals sensitive to bicycles. I am batting about.500 in triggering traffic signals in the city. Finally, PLEASE insist that construction contractors be sensitive to the needs and safety of bicyclists when setting up warning signs, barriers, etc.
Eliminate bike lanes and any "facilities" that facilitate and reinforce the notion that cyclists have an obligation to yield to motorists. Wide outside lanes are great and all we need . Adding the bike lane stripe only makes matters worse.
Paved and unpaved paths dedicated to cyclists, hikers (no cars) more bike path designations through less congested residential areas. Mountain biking trails, barrier-segregated street bike lanes
Even with the helmet law, I still see way too many kids riding (sometimes riding to school) without helmets. Not sure how much bike safety is covered in school anymore. So, maybe better training/enforcement? Overall, Carlsbad is a great place to bike .if they ever finish Rancho Santa Fe Road. Not much in favor of separate, paved off-street bike paths. Seems like non-street paths allow people to be sloppy on safety, not paying attention to the road, other riders, etc. Song in praise of Carlsbad street maintenance" they're great! Always less than 7 days between reporting potholes and getting repair done. Try that in San Diego!
We like to ride as a family. With two young children, it is not safe to go on busy roads--even with bike lanes. I would like to see more bike paths that are family friendly but also take advantage of Carlsbad scenery. Would like to see more Coastal Trails and dirt paths as well.
We ride on the bike trails in Oceanside along 76. It’s a wonderful trail, safe and well maintained. We need something like it in Carlsbad. The trail along the train track is an excellent start. We need trails like these along and around the lagoons, and up the canyons. If I didn't have to ride on El Comino Real, I would ride my bike to work. As you look at designing trails/paths, please look for the most direct route that uses the natural gradual slope. We have many hills in Carlsbad and when I ride I look for the most gradual climb to reach my destination. I'd rather ride an extra mile or two to avoid a massive hill like on Melrose south of Palomar Airport Road. We need bike paths in Carlsbad. It's not safe to ride on the streets.
Additional lighted bikeways next to train tracks.
More off street bike paths--paved or not. We love the new section between Tamarack and Carlsbad Village Drive
Palomar I-5 intersection area is a nightmare for cyclists. More bike lanes on new roads. Make the area east of Palomar Airport a trail area for bikes, runners and mountain bikes (east of Faraday) Coast railway trail: paved bike path all along the roadway.
Better paved surface on Coast Highway especially between Encinitas and Ponto
Cleaner bike lanes. Fix south 101 bike lanes by uphill north of campground. Fix north 101 by Ponto, fix bike lane northbound El Camino Real at Cannon
Safe bicycle routes, preferably to both convenient and interesting places.
On street bike lanes are most important and most safe. Bike paths are not cost effective and not safe because they are used by walkers, skaters, children, strollers, etc…accidents waiting to happen.
I would enjoy widened bike lanes through all streets, free of potholes
Open more fences and gates.
More bikeways and bike lanes. Safety and awareness. Better safety on La Costa Ave east of El Camino (very tight shoulders). Night routes where lighting (street lighting) is better than others.
Left turn traffic lights sensitive to bicycles. More signage on roads and streets, "share the road" and "watch for bicycles". More bike lanes marked on streets. Increase motorist’s awareness and sensitivity to cyclists even though a number of cyclists do not follow rules of road.
Additional bikeways. Increased maintenance. Enforcement activities for safety
Improved intersections for bicycles (west Cannon through 5 or West Palomar Road onto 101.
Bike racks placed more extensively throughout downtown, in front of stores, farmers' market area. Clearly marked bicycle lane on eastern part of Carlsbad Village Drive through town up to Highland Ave.
Since I use a bike to commute as well as for recreation, good bike lanes are most important to me. Maintenance of bike lanes is also important. Bike trails are not as important to serious cyclists as they become crowded with walkers, skaters, children learning to ride, mothers with strollers, etc. which actually impede rapid and safe cycling for those that want to make good time
Bike lanes to all schools! Help keep our kids safe.
More trails please! Dirt paths and off street paved bike paths.
sidewalks in "old carlsbad"
Lighting in the winter is important to me. I feel unsafe in some of the areas I need to travel in the dark (thru the Barrio) alternate routes have a lot of traffic (Carlsbad Village Drive)
I commute to work one day a week along El Camino Real from Tamarack to Leucadia Blvd. I know there is a lot of construction going on but the road is horrible with debris everywhere. I would like to see the bike lane kept cleaner along El Camino as well as the Coast Hwy. My children love to ride on the Rails/Trail We live on too steep of a hill so it’s a great place for them to ride. Please extend this bike path!!
Safe bike paths away from traffic (vehicular) that are scenic with water/toilet facilities available. This encourages family participation and usage.
Bikeways, bike areas that do not have vehicle access, a safe biking path throughout Old Carlsbad plus other areas of Carlsbad would decrease traffic; more stop lights, stop signs or overhead bike bridges are needed; if safe biking alternatives were available, more people would bike
1. Improved bike lane along 101 at Ponto Dr. 2. General increased maintenance of bike lanes and smoothing out potholes, etc… 3. Bike events - maybe a 1- or 2- day bike festival with USCF (United States Cycling Federation)
racers, recreational races, education programs for kids, safe riding clinics, etc.
More bike paths/ bike lanes; shoulder maintenance- ponto-coast highway-El Camino; dedicated riding areas; Palomar Airport Road; rails to trails progress?
Road maintenance, esp after winter storms, to remove rocks & debris from bike lanes; Shoulder maintenance esp. on Palomar Airport, Coast Highway & El Camino Real bike lane is very rough and potholed. ; Bike trail along the coaster route- connect existing short stretches for a longer ride.; Bike lanes on all new roads.
I ride the 101 up to O.S. and take the new bike path along the San Luis Rey River. The bike path along the river is great, but riding along the beach is dangerous. The road is narrow and crowded.
I'd be thrilled if the kids could safely ride their bikes to Magnolia School. Highland is too dangerous.
1. Repair bike path on 101 northbound from Batiqutos Lagoon to South of Poinsettia. It is currently dangerous and a huge liability to the City of Carlsbad. 2 Uninterrupted north to south bike lane along the coaster 3 Increased maintenance of existing bike lanes and clear glass.
Please address the condition of the bike lane/shoulder along north-bound 101 from south of Avenida Encinas along Ponto. This stretch of raod has been horrible for many years and is only getting worse!
Bikeways that are longer and wider. More maintenance of the on-street bike lanes. People throw way too much glass and debris and we end up riding in the street.
It would be great IF 1. Enforcement of traffic laws to get people and cars out of the bike lane. 2. The city took some of the money they spend on golf courses and medians and actually fix the existing bike lanes 3. the city/state not waste
I believe in Carlsbad the bike lanes are laid out well.
As many of our trails are being replaced by development, we need dedicated off-road riding. For example, look at Rose Canyon, Lake Hodges, Penaquitos Park as examples of ridable trails on the city. Also keep requiring builders to build the dirt/dog walk/bike paths as done now. These also make for good, safe offroad riding but link them up, often they just stop!
Some additional scenic bike paths would be appreciated. For example around some of the local lagoons. Bike lanes on the road are a problem because of heavy traffic. We are looking forward to the extension of the route along the railway. The first part in Carlsbad is great!
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Carlsbad
APPENDIX E: BICYCLE COMMUTE AND AIR QUALITY CALCULATIONS
Appendix E: Bicycle Commute and Air Quality Calculations
Table E-1: Bicycle Commute and Air Quality Projections
Current Commuting Statistics
Carlsbad Population77,998
Number of Commuters35,422
Number of Bicycle-to-Work Commuters 113
Bicycle-to-Work ModeShare0.32%
SchoolChildren Grades K-89,495
Estimated School Bicycle Commuters 475
Number of College Students5,100
Estimated College Bicycle Commuters 255
Average Weekday Coaster Ridership 698
Numberof Daily Bike-Coaster Users 10
Estimated Total Number of Bicycle Commuters and Utilitarian Riders
853
Estimated Adjusted Mode Share1.1%
Estimated Current Bicycle Trips
Total DailyBicycle Trips 1,705
Reduced Vehicle Trips per Weekday
803
Reduced Vehicle Miles per Weekday 2,663
Source
2000 US Census
2000 US Census (Employed persons minus those that work at home)
2000 US Census
Mode share percentage of Bicycle to Work Commuters
2000 US Census, population ages 614
Lamorinda SchoolCommute Study (Fehr & Peers Associates, 1995) and San DiegoCounty School Commute Study (1990). (5%)
2000 US Census
National Bicycling & Walking Study, FHWA, Case Study No. 1, 1995. Review of bicyclecommute share in seven university communities(5%)
Average of weekdaysystemwide Coasterboardings divided by 8 stations
RTD (Denver) Bike-n-Ride Survey, December 1999 (1.4% of total boardings)
Total of bike-to-work, transit, school, college and utilitarianbicycle commutersDoes not includerecreation.
Estimated Bicycle Commuters divided by population
Total bicycle commutersx 2 (forround trips)plus totalnumber of utilitarian bicycle trips
Assumes73% of bicycletrips replace vehicle tripsfor adults/collegestudents and 53% forschool children
Assumesaverage one-way trip travel length of 4.6miles for adults/college students and 0.5 mile for schoolchildren
Bicycle Commute and Air Quality Projections,Continued
Potential Future Bicycle Commuters
Numberof workers with commutesnine minutes or less 3,784 US Census2000
Numberof workers who alreadybicycle or walk to work 674 US Census2000
Number of potential bike-towork commuters 3,110
Future numberof new bike-towork commuters 778
Total Future Daily Bicycle Commuters and Utilitarian Riders 1,630
Calculated by subtracting number of workerswho already bicycleor walk from the number of workerswho have commutes 9 minutes or less
Based on capture rate goalof25% of potential bicycleriders
Current daily bicycle commuters, bike to schooland utilitarian riders, plus future bicycle commuters
Future Total Daily Bicycle Trips3,260 Total bicycle commutersx 2 (forround trips)
FutureReduced Vehicle Trips per Weekday 2,380
FutureReduced Vehicle Miles per Weekday 10,947
Assumes73% of bicycletrips replace vehicle trips
Assumesaverage one-way trip travel length of 4.6miles for adults. Assumes 12 mph average bicycle speed; 23 minute average travel time. Travel time data from NHTS 2001 Trends, Table 26.
FutureReduced Vehicle Miles per Year 2,901,003 256 weekdays per year
Future Air Quality Benefits
Reduced HC (kg/weekday)31 (0.0028 kg/mile)
Reduced CO (kg/weekday)229 (0.0209 kg/mile)
Reduced NOX (kg/weekday)15 (0.00139 kg/mile)
Reduced CO2 (kg/weekday)1,205,367 (.4155 kg/mile)
Reduced HC (metric tons/year)8 1000 kg per metric ton; 256 weekdays/year
Reduced CO (metric tons/year)59 1000 kg per metric ton; 256 weekdays/year
Reduced NOX(metric tons/year) 4 1000 kg per metric ton; 256 weekdays/year
Reduced CO2(metric tons/year) 308,574 1000 kg per metric ton; 256 weekdays/year
Emissions rates fromEPA report 420-F-00-013 "Emission Facts: Average Annual Emissions and Fuel Consumption for Passenger Cars and Light Trucks." 2000.
Other sources as noted in the table.
HC = hydrocarbons, CO = carbon monoxide; NOX = nitrogen oxides, CO2 = carbon dioxide.
Appendix E: Bicycle Commute and Air Quality Calculations
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APPENDIX F: DETAILED COST ESTIMATES
DATE:3/16/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Carlsbad Boulevard Bike Path at Ponto
PROJECT LIMITS:Segment 1: Palomar Airport Rd to Island Wy (0.75 mi.)
PROJECT DESCRIP.:Conceptual Study for a Class I Bike Path. The proposed path will be on the west side of Carlsbad Blvd. The proposed bikeway is approximately 1.49 miles long (total). Carlsbad Blvd will be realigned between Palomar Airport Rd and Poinsettia Lane. The realignment will provide enough space for a Class I facility.
ASSUMPTIONS:The existing bicycle lanes along Carlsbad Boulevard will be retained for experienced users. The Class I path should be designed with the minimum of 12 feet of width The path should be equipped with directional signage, providing users with information about connections to other destinations. No right of way costs included Environmental document assumed to be an EIR due to proximity to coastal bluffs.
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Coast Highway Bike Path at Ponto
PROJECT LIMITS:Segment 2: Island Wy to Poinsettia Lane (0.74 mi.)
PROJECT DESCRIP.:Conceptual Study for a Class I Bike Path. The proposed path will be on the west side of Carlsbad Blvd. The proposed bikeway is approximately 1.49 miles long (total). Carlsbad Blvd will be realigned between Palomar Airport Rd and Poinsettia Lane. The realignment will provide enough space for a Class I facility.
ASSUMPTIONS:The existing bicycle lanes along Coast Highway will be retained for experienced users. The Class I path should be designed with the minimum of 12 feet of width The path should be equipped with directional signage, providing users with information about connections to other destinations. No right of way costs included Environmental document assumed to be an EIR due to proximity to coastal bluffs.
BY: APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class II Bike Lanes on Hillside Drive
PROJECT LIMITS:Hillside Drive from Tamarack Avenue to Kelly Drive
PROJECT DESCRIP.:Conceptual Study for a Class II Bike Lane Improvement Project. The proposed bikeway is approximately 1.49 miles long. Hillside Drive is a residential street that is 48 feet wide with no existing bicycle facilities. Proposed 6 foot wide bike lanes with 7 foot wide parking lanes on each side of the street.
ASSUMPTIONS:The street can be striped with two 11 foot travel lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Environmental Document assumed to be Negative Declaration No right of way costs included
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class II Bike Lanes on Avenida Encinas
PROJECT LIMITS:Avenida Encinas from Poinsettia Transit Station to Palomar Airport Rd
PROJECT DESCRIP.:Conceptual Study for a Class II Bike Lane Improvement Project. The proposed bikeway is approximately 0.92 miles long. Avenida Encinas is a collector street with varying width with no existing bicycle facilities. Proposed 6 foot wide bike lanes with 7 foot wide parking lanes on each side of the street.
ASSUMPTIONS:The street can be striped with two 11 foot travel lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations.
Environmental Document assumed to be Negative Declaration No right of way costs included
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class II Bike Lanes on Palomar Airport Rd
PROJECT LIMITS:Palomar Airport Rd from Paseo Del Norte to Carlsbad Blvd
PROJECT DESCRIP.:Conceptual Study for a Class II Bike Lane Improvement Project. The proposed bikeway is approximately 0.33 miles long. Palomar Airport Rd is a Prime Arterial roadway with varying width with no existing bicycle facilities. Proposed 6 foot wide bike lanes on each side of the street.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. The improvements will be implemented with future roadway reconfiguration. Note that the I-5 overpass is at ultimate configuration and cannot accommodate Class II bike lanes. Remainder of segment should include Class II facility when built. The estimated improvements are assumed to be striping and signage only. No right of way costs included Environmental Document assumed to be Negative Declaration CONSTRUCTION
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Monroe Street
PROJECT LIMITS:Monroe St from Carlsbad Village Dr to Hillside Dr
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 1.25 miles long. Monroe St has varying width with no existing bicycle facilities.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Las Flores/Highland Dr
PROJECT LIMITS:Las Flores/Highland Dr from Jefferson St to Tamarack Ave
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 0.80 miles long. Monroe St has varying width with no existing bicycle facilities.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included
PREPARED BY:
APPROVED BY: *20% FOR TYPE A, 25% FOR TYPE B, 30% FOR TYPE C ** C>1M --> 25%; 1M>C>100K --> 35%; C<100K --> 50%
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Chestnut Avenue
PROJECT LIMITS:Chestnut Ave from Coastal Rail Trail to Interstate 5
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 0.40 miles long. Chestnut St has varying width with no existing bicycle facilities at Interstate 5.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Avenida Encinas
PROJECT LIMITS:Avenida Encinas from Cannon Rd to Palomar Airport Rd
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 0.90 miles long. Avenida Encinas is a collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included CONSTRUCTION
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Laguna Drive
PROJECT LIMITS:Laguna Drive from Jefferson St to State St
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 0.28 miles long. Laguna Drive is a collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included CONSTRUCTION
CONTINGENCIES* 30%
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Chinquapin Avenue
PROJECT LIMITS:Chinquapin Avenue from Coastal Rail Trail to Jefferson Street
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 0.18 miles long. Chinquapin Avenue is a collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included CONSTRUCTION
PREPARED BY:
APPROVED BY:
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Class III Bike Route on Gabbiano Lane
PROJECT LIMITS:Gabbiano Lane from Batiquitos Drive to Batiquitos Lagoon
PROJECT DESCRIP.:Conceptual Study for a Class III Bike Route Improvement Project. The proposed bikeway is approximately 0.33 miles long. Gabbiano Lane is a collector street with varying width with no existing bicycle facilities.
ASSUMPTIONS:The street is too narrow to be striped with 6 foot bike lanes (one in each direction). The facility should be equipped with directional signage, providing users with information about connections to other destinations. Improvements are assumed to be signage only.
No right of way costs included
PREPARED BY:
APPROVED BY:
CONTINGENCIES* 30%
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Bikeway Network Facility Enhancement on State St
PROJECT LIMITS:State Street at Carlsbad Blvd
PROJECT DESCRIP.:Conceptual Study for a Bikeway Network Enhancement Project. The State Street and Carlsbad Blvd intersection presents a challenge for cyclists who wish to proceed through the intersection.
ASSUMPTIONS:Install Share the Road and other warning signage
Improvements are assumed to be striping and pavement marking only.
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
PROJECT NAME:Carlsbad Bikeway Master Plan - Bikeway Network Facility Enhancement on Tamarack Ave
PROJECT LIMITS:Tamarack Avenue at Interstate 5
PROJECT DESCRIP.:Conceptual Study for a Bikeway Network Enhancement Project. The Tamarack Ave and Interstate 6 intersection presents a challenge for cyclists who wish to proceed through the intersection.
ASSUMPTIONS:Install Share the Road and other warning signage
Improvements are assumed to be striping and pavement marking only.
No right of way costs included
PREPARED BY:
APPROVED BY:
CONSTRUCTION COSTS5,000 $
CONTINGENCIES* 30%
DATE:3/17/2006ESTIMATE TYPE(A, B, or C):CW.O. NO.:
From a bicycle comnnuting perspective, Class 2 lanes (marked lanes on existmg roadways) are usually preferred over Class 1 (separated bike trails) or Class 3 (routes marked by signage oniy) facilities This is primarily because Class 1 trails are generally used by recreationists such as walkers, joggers skaters and cyclists with limited cycling experience, all of which combine to make Class 1 trails less desirable for commuting Class 1 facilities are also much more difficult and expensive to build, which hastypically resulted in phased and piecemeal route systems
Class 1 facilities, however, are important to non-commuting cyclists They are perceived to be safer facilities which may encourage people to use their bikes, even if at first they are using the trails only for recreational purposes These individuals may, in time, decide to use other bikeway facilities for commuting purposes Also, a trail system such as that proposed for the Coastal Rail Trail may actually provide a more direct and faster route for commuters This is due, in part, to the limited number of roadway crossings, minimal traffic control devices and relatively flat grades
Other Class 1 facilities may play an important part in providing more direct connections throughout the community Due to the topography and natural open spaces in Carlsbad, cyclists face a large number of bikeway system gaps Class 1 trails may provide the only possible short cuts between Class 2 lanes Some of these off-street routes could be implemented in conjunction with Carlsbad's programmed trails According to survey questionnaire results and observed use of "unofficial" routes, there is considerable demand for this type of route
The majority of the City of Carlsbad's existmg major roadways are well served by on-street Class 2 bicycle facilities In addition, virtually all future major roadways or extensions will also be equipped with Class 2 lanes Full implementation ofthe programmed roadways and their associated Class 2 facilities will provide a comprehensive on-street bicycle facility system However, there are a number of planned arterials as yet unbuilt, especially in the hilly southeastern portion ofthe city, creating significant gaps in Carlsbad's bicycle facility system This lack of routes is only a minor inconvenience for motor vehicle dnvers, but cyclists are required to make longer, more indirect trips than they would prefer
Several problems consistently constrain bicycle use in Carlsbad The most common constraints to bicycle use result from narrow bridges, lack of crossings over barriers such as highways and rail lines, and topography Especially in the southeastern and east central portions of the city, long and often steep grades are common Also, many of Carlsbad's existing Class 2 roadways have relatively high posted motor vehicle speeds Experienced cyclists are generally not concerned with adjacent motor vehicle speeds, especially when they can rely on the relative safety of their own lane However, less ex perienced cyclists are more likely to find such conditions uncomfortable and are therefore less likely to use these roadways
Finally, site-specific problems encountered in Carlsbad are not numerous, but a few locations have conditions detrimental enough to a safe bicycle facility system to warrant special attention (These were at State Street/ Carlsbad Boulevard, Carlsbad Boulevard/Palomar Airport Road, and Tamarack Avenue/Pio Pico Drive ) Though the vast majority of intersections do not pose a threat to competent cyclists in Carlsbad, these three were singled out for further analysis Personal experience and field work revealed these locations posed special challenges, even for experienced cyclists A common thread running through the layout of these locations was that they were intersections with motor vehicle traffic merging without sufficient advance notice for cyclists or motorists to beware of each others presence, whether by line of sight or by signed warnings, or both
Much of Carlsbad offers ideal conditions for cyclists
12 Recommendations
These recommendations are intended to take advantage of programmed roadways, bicycle facilities and trails to resolve cyclists'concerns for safety and connectivity
A primary recommendation for this study is to provide improved connectivity via increasedaccess points across the rail right-of-way and 1-5 While the northern portion of Carlsbad will have a sufficient number of points to cross 1-5, programmed plans do not include many rail line crossings Crossings at Chestnut Avenue and Chinquapin Avenue would help to alleviate the connectivity issues for this area
A second primary recommendation is the addition of several Class 1 off-street routes in the undeveloped areas of Carisbad User questionnaire responses indicate there is a considerable demand for this type of route
A third primary recommendation isthat the programmed roadways with associated Class 2 lanes should be implemented as soon as possible, but that some of the recommended Class 1 routes could supplement the Class 2 lanes until they are actually built These routes, once built, may be able to remain adjacent to the extended roadways
Carlsbad currently has no Class 1 facilities, but the potential exists for creating a Class 1 trail system throughout the city (See Figure 10-5, Proposed Bikeway Facil ity Map ) Since Carlsbad already has an extensive Class 2 system,and since there is a substantial amount of land designated as open space without Class 1 routes through them, most of the new routes shown on the map are Class 1 trails Several ofthe proposed system's Class 1 facilities would fall at least partially within the rights-of way of programmed roadways Class 1 facilities could be provided until the roadways are actually built, or be permanently installed and offset as far as possible from the roadways
Opportunities exist for the installation of several Class 1 facilities that would not only provide the relaxed recre ational atmosphere associated with off-street facilities, but would also improve commuter connections Normally, Class 2 facilities are preferred for transportation or commuting purposes However, if no roadways exist through a relatively large area, Class 1 facilities will be useful to commuters Together, these facilities would fill in many ofthe gaps in the current system where topog raphy and lack of facilities currently limit access
The proposed Class 1 routes would be paved paths officially designated as Class 1 routes, and designed for multipurpose use versus the generally unpaved surface treatment endorsedfor most informal trail facilities The paths should be wide enough (12 feet minimum) to accommodate multiple user types and should include an unpaved side path (2 to 4 feet) for users who prefer a softer trail The Class 1 path is not m addition to any proposed soft surface trail, but would replace it where the trails coincide Paving is recommended for these specific routes within the context ofthe overall trail system to maximize their value for recreational and transportational cycling throughout Carlsbad
Proposed Class 1 facilities would connect several existing and programmed parks in the central portion ofthe city The proposed Class 1 facilities would also intersect with other proposed trails and allow connection via those trails with several other parks around the periphery of the city
A major Class 1 facility that will be running through the City of Carlsbad is the Coastal Rail Trail A recommendation IS made to design proposed rest stops to be purposefully specific to Carlsbad to help to distinguish the City from other municipalities alongthe route They would occur at three scenic points along the Coastal Rail Trail within Carlsbadand would be equipped with a number of amenities for cyclists
In conjunction with Rail Trail development, the areas immediately surrounding transit stations in Carlsbad are proposed to have enhanced urban design amenities to highlight the importance of the stations The existing design elements of these transit centers could be expanded throughout the urban design zones, with progressively more detail as users got closer to the transit center themselves The urban design detailing could form relatively concentric zones of certain elements, beginning with landscaping, for example, and layering on the other amenities such as lighting, paving, fencing and site structures, culminating in a zone immediately around the transit center with all proposed amenities, as well as site structures that resemble the existing transit center buildings, but on a smaller scale
Public art is recommended for inclusion within the Coastal Rail Trail development and may be particularly appropriate at the transit stations, within the special urban design zones and at the proposed rest stops For example, interpretive features at the rest stops could be designed to be part of the public art and take advantage of the views
Carlsbad Bikeway Master Plan
The lagoons provide an opportunity for an extensive scenic recreational trail system that could also provide more direct bicycle transportation access than is now possible between the central and coastal sections of Carlsbad This is especially true for Batiquitos Lagoon, for example, where the nearest current roadways to the north and south have either significant grades or experience high motor vehicle traffic volumes and high speeds A trail along the northern shore would provide a scenic connection and would be a convenient and relatively level link between coastal Carlsbad and the La Costa area Agua Hedionda Lagoon presents a similar casewhere atrail along the shorecould connect the major employment center around PalomarAirport with downtown Carlsbad This pavedtrail alongthe Agua Hedionda Lagoon could also connect coastal Carlsbad to the Carrillo Ranchsite in eastern Carlsbad and continue on to connect to trail systems in San Marcos and Vista
The City of Carlsbad has an almost complete system of Class 2 bikeways along its major roadways, and plans to install Class 2 facilities on the as-yet unbuilt roadways as well Implementation ofthe programmed major roadways will provide greater choice m Class2 routes between relatively isolated sections of Carlsbad Full implementation of the programmed Class 2 facilities would provide a relatively complete Class 2 system
A general improvement to the Class 2 facilities is the provision of more roadway width on freeway and rail line bridges and underpasses It is common for bikeway facilities to end prior to where the roadway crosses a bridge and to have the curb pinch inward, eliminating the previously available space for cyclists In addition, many bridges have excessively high curbs that could potentially catch a cyclist's pedals, especially ifthe cyclist was attempting to stay far to the right to avoid the motor vehicles on a narrow bridge In general,there are a number of solutions short of the ideal, which would be to actually widen the bridges In some cases, the lanes could be restriped, the sidewalk width decreased or a lane of traffic eliminated In other situations where high motor vehicle volumes and limited width create particularly difficult cycling situations, alternative routes could be provided
Carlsbad has some Class 3 facilities, but several roadway segments are currently listed within the SANDAG data base as parts of "proposed routes" and "existing undesignated routes" that could be upgraded to Class 3 These possible Class 3 routes could link proposed trails along the shores of two lagoons and provide an attractive route through residential neighborhoods The roadway segments proposed for these routes are,for the most part, not subject to heavy traffic
For example. Chestnut Avenue is not currently designated as a bikeway This street connects Carlsbad Boulevard to EI Camino Real, unimpeded exceptforthe rail line It runs almost entirely through residential neighborhoods and generally has low motor vehicle traffic volumes It has definite potential as a Class 3 facility and is recommended for designation, especially if a crossingcan be implemented where it intersects the rail line
Though It will consider new crossings on a case-by-case basis, the Public Utilities Commission (PUC) prefers no net increase in crossings,meaning that it is desirable to close an old crossing when proposing a new one In some cases, the City can install new crossings if it is willing to take liability for them The PUC will be more likely to grant permission for a new crossing that can be proven to be substantially safer than the unofficial one It IS replacing
Finally, suggested solutions for the site-specific problems (State Street/Carlsbad Boulevard, CarlsbadBoulevard/Palomar Airport Road, and TamarackAvenue/Pio Pico Drive) range from simply restriping the approaches to these intersections to completely reconfiguring them For example, the most drastic solution would be at the Palomar Airport Road/Carlsbad Boulevard interchange, where a distinct motor vehicle bias makes cycling through It an uncomfortable undertaking The problems with this interchange can probably only be resolved by completely reconfiguring the intersection and eliminating some of the high speed on and off ramps This is now a programmed project that is slated to rebuild the interchange as a standard intersection more condusive to all modes of transportation, not just motor vehicles
This bikeway master plan is intended to guide bicycle facility planning for the City of Carlsbad The process included evaluating existing roadways and bicyclefacilities using conventional field techniques, computerized geographic information systems,survey questionnaires and abicycling suitability formula The plan recommends revisions toexisting facilities, construction of new facilities and an implementation program The plan also includes general design and engineering guidelines for the development of these facilities
21ProjectScope
The scope of this project included documenting and evaluatingthe existing bicycle facility system ofthe City of Carlsbad and its relationship to other existmg systems such as mass transit, and recommending improvements wherever appropriate
Based on observation, experience and research, a number ofpotential problems related tobikeways have been encountered A number of categories of typical problems were evaluated and noted while performing field work They included problems such as high speed merging arterials or high speed merge lanes (such as freeway on and off ramps), roadways with rapidly narrowing lanes (such as at bridges), on-street parking (especially on narrow roadways), uncontrolled leftturns, high speed nght turn lanes, and situations with significant roadway speed differentials between motor vehicles and bicycles
A more complete review of the types of analysis undertaken dunng field work can be found in Figure8-6, Roadway Segment Suitability The data were further refined to include specific critena used todetermine a roadway segment's bicycle suitability using an equation described in Section 8 3 2,Roadway Segment Suitability Equation
2 2 Project StudyArea
The project study area was specifically within the City of Carlsbad Surrounding communities were analyzed where an adjoining community's bicycle systems indicated opportunities for connections with Carlsbad's (See Figure 2-1, Project Location )
2.3 Methodology
The project methodology included a literature review of applicable documents, field work, a mail-in survey questionnaire and geographic information systems (GIS) analysis of the field work data Carlsbad's existing bikeway system was analyzed for a number of factors using both traditional field survey and GIS techniques
23 1 Literature Review
A literature review was conducted ofapplicable excerpts from documents relevant to this bikeway master plan These documents were from theCity of Carlsbad, adjacent communities, the County of San Diego, and a variety of specialized bicycling publications In addition, the gathering of data for the project GIS data base could be considered part of the traditional literature review Data were acquired from San Diego Association of Governments (SANDAG), the County of San Diego and the City of Carlsbad (See Chapter 3, Background Information)
232 FieldWork
All roadway segments with anexisting bicycle facility, as well as a number of additional segments, were inventoried at least once bythe project team via bicycle because it was felt that a cyclist's perspective was important to understanding the condition of the bikeway system in Carlsbad Observation items examined within each segment were thepresence or absence of bicycle facilities, posted speed limit, number of travel lanes, estimated outside lane width, and the presence of specific paving and roadway conditions that could adversely affect cycling, such as rough paving or steep grades (See Figure 8-6, Roadway Segment Suitability)
Roadways were divided into segments at points where sufficient variation occurred in roadway configuration to warrant regarding a segment as different from adjoining segments Such variations included changes in the number of lanes, posted speed limits, roadway widths, or presence or absence of bicycle facilities
233 SurveyQuestionnaire
A questionnaire was produced anddistributed primarily through local bicycle shops and bicycle advocacy groups It was a single sheet with informational and at titudinal questions on the front and a map ofthe current bikeways as indicated inthe City of Carlsbad's Circulation Element on the back side This map included instructions to the respondent to indicate which routes they used most frequently, where they would like tosee new routes, which routes they did not useand why (See Section 8 5, User Questionnaire Response and Analysis)
Introduction
234 GeographicInformationSystems(GIS)
An industry textbook describes CIS as "An organized collection of computer hardware, software, geographic data and personnel designed to efficiently capture, store, update, manipulate, analyze and display all forms of geographically referenced information " While this definition IS technically accurate, it is rather cryptic for the layperson Basically, a GIS is a computerized map with various types of associated information attached to specific places on the map Using a computer system configured for the purpose, a user can query the GIS about the place in question and selectively call up its associated information A GIS is much more than just a computer system for making maps It is an analytical tool that allows the user to identify spatial relationships between map features
A GIS does not store a map in the conventional sense, nor does it store a particular image or view of a geographic area Instead, a CIS stores the data from which a user can draw a desired view to suit a particular purpose (The majority ofthe maps in this report were generated from a single data base compiled specifically for this project) With a computer system capable of holding and using data descnbing specific features on a map, a user can overlay a number of related data layers to represent the many interrelated characteristics of the feature in question The real value of GIS is its ability to overlay information from multiple sources over a map feature, often revealing relationships that would not otherwise have been noticeable Several data sources were used to contribute to the GIS data base for this project Land use data was acquired from SANDAG and roads and trails from the County's Regional Urban Information System (RUIS)
2.4ProjectApproachandGoals
The overall approach for this master plan is summanzed in the following paragraphs The approaches listed below also constitute the planning goals for this study
• Thebicycle master plan shouldbe integrated into all trans portation plans,especially if the proposed bicycle facili tieswill use general purpose roads shared with other forms of transportation The planning efforts should include the integration of various modes of transportation including transfers between modes at transit centers and park and ride facilities
• The aim of planning for bicycles should not be focused on any particular facility type so much as it should be focused on the safe and efficient travel of cyclists This will generally require both the use of the existing trans portation infrastructure and the construction of special facilities for cyclists
• The maintenance of bicycle facilities and the monitoring and assessmentof their performance are critical for en suring safe and efficient travel for cyclists Planning for cyclists IS an ongoing process
• The coexistenceof cyclists and drivers on roads requires that both are sensitive to and recognize a common set of rules Training, education and enforcement are as impor tant as physical planning and design
• It IS imperative that a "bicycle perspective" guide any planning for cyclists The bicycle has its own character istics, constraints andopportunities thatthe planner must consider This must be combined with the recognition that cyclists do not form a homogeneous group in terms of age, ability, experience or traffic judgment
• An integration of land use planning and transportation planning is needed in order to support future projects that are not intensively dependent on the automobile This study needsto take into account future land useand population projections and provide bicycle facilities to help decreaseauto dependence
25ProjectDefinitions
To prevent the confusion that can occur when referring to bikeways, bicycle lanes, bicycle routes, bicycle trails or bicycle paths, the Caltrans standard for referring to bikeway facility types is used throughout this document
(See Figure 2-2, Bikeway Facility Types)
• Class 1 Bicyclepath physically separated from vehicular roadway intended specifically for non-motorized use
• Class 2 - On street bicycle lane designated by striping and signage
• Class3 On street bicycle route designatedby signage only
• Undesignated An additional category defined as locally recommended on-street bicycle routes that appear on bikeway maps only
Coastal Carlsbad is popular as both a cycling route and destination, even though it contains a large number of parking areas and suffers from periodic congestion
PROJEC T LOCATIO N
CITY OF CARLSBAD BIKEWAY MASTER PLAN
Oceanside ^
Oceanside
Pacific Ocean
San Marcos
IKEWA Y FACILIT Y TYPE S
CITY OF CARLSBAD BIKEWAY MASTER PLAN
TypicalSections
Locational Criteria
Separateright-ofway away from motor vehiculartrafficUsed where adjacent roadwayspeedsand ADTsaretoohighfor safejointuse,for connectionsthrough openspaceareasand parks orwhereno otherfacilitytypeis feasible
Withinvehicularrightof way, but typically delineatedbyairectional signageonlyUsedwhere roadwayspeedsandADTs arefairlylow,andwhere routedirectness and numberofusersisnot likelytobesignificant Primarily for route directionsonsuggested roadways Commuters and SeriousCyclists
Withinvehicularright-ofway,butnotsignedor delineated except in bikewaymapsUsedwhere roadwayspeedsandADTs arequitelow,andwhere route directness and numberofusersisnotlikely tobesignificantUsedto informallyconnectother facilities
Recreational, Commuters and SeriousCyclists
31CarlsbadCirculationElement
A Circulation Element is required by state law (Government Code Section 65032(b)) and must consist of "the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals, and other public utilities and facilities, all correlated with the Land Use Element of the General Plan " The Circulation Element must state the overall goals, objectives and policies concerning the circulation needs of the City and specifically address issues relating to major thoroughfares, transportation routes, terminals and other local public utilities and facilities The City of Carlsbad's Circulation Element also addresses issues of public transit, bicycle and pedestrian facilities, railroads and light rail transit, air travel, parking, transportation demand management, vehicular and pedestrian safety
The City of Carlsbad's Circulation Element is most closely related to, and is a reflection of, the Land Use Element of the General Plan The Circulation Element was developed in conjunction with computerized traffic modeling and analysis utilizing the projected land uses contained in Carlsbad's Land Use Element, as well as the land use plans of surrounding communities
The comprehensive nature of the Circulation Element requires that it relate to and correlate with all other elements of the General Plan including the Noise, Housing, Open Space and Conservation, Parks and Recreation, and Public Safety Elements All these elements address various aspects of the circulation system and together they provide the basic policies and guidelines for the development of a safe, efficient and aesthetically pleasing transportation network
311Setting
Carlsbad's dominant natural and man-made features, which establish the framework within which the circulation network must function, include the Pacific Ocean to the west, the three natural lagoons extending from the ocean to the interior of the City, the steep hills and canyons which punctuate the eastern half of the City, Highway 78 alongthe northern boundary, the Coast Highway, the San Diego Northern Railway and Interstate 5 along the coast These features all serve to separate the coastal portion of the City from the interior portion
There are five prime arterials (ADTs > 40,000) in the City (See Figure 2-1, Project Location )
• El Camino Real
• PalomarAirport Road
• Melrose Drive
• Olivenhain Road
• Rancho Santa Fe Road
There are also six major arterials (ADTs = 20,000 to 40,000)
• AlgaRoad
• Cannon Road
• Carlsbad Boulevard
• College Boulevard
• La Costa Avenue (west of El CaminoReal)
• Poinsettia Lane
Given the existing topographic constraints, the City has developed an integrated land use and circulation plan to take advantage of the natural land form features and the existing transportation facilities A major challenge for the City in the future will be to complete the remain ing roadway segments of the Circulation Element in a timely manner within a climate of increasingly strict environmental guidelines The City must also find ways to refine the existing circulation network in the developed portions of the City to accommodate increased redevelopment activity and the development of surrounding communities Finally, it is recognized that the City circulation system is a part of the larger regional, state and national transportation systems As such, the City circulation system will continue to be influenced by the demands placed upon it by larger transportation system needs
312CirculationGoalsandObjectives Goals
• A City with an integrated transportation network serving local and regional needswhich accommodatesa balance of different travel modes based on safety convenience attractiveness, costs, environmental and social impacts
• ACity with an adequate circulation infrastructure toserve the projected population
• ACity with acomprehensive network of roads which pro vides appropriate access to all land uses
• ACity with properly maintained, smooth functioning and safe traffic control systems
Community Scenic Corridors - interconnect major subareas ofthe present and planned Carlsbad community Community Scenic Corndors include
• College Boulevard
• Cannon Road
• CarlsbadVillage Drive
• FaradayAvenue
• Interstate5
• La Costa Avenue
• Olivenhain Road/Rancho Santa Fe Road
• Poinsettia Lane/Carrillo Way
Natural Open Space and Recreation Corridors - offer spectacular views of waterscapes, land forms, wildlife, and the Pacific Ocean Natural Open Spaceand Recreation Comdors include
• Adams Street/Park Drive
• Batiquitos Drive
• Jefferson Street (portion adjacent to Buena Vista Lagoon)
Railroad Corridor - presents the City of Carlsbad to people passing through the City by rail The only Rail Corridor is
• San Diego Northern Railway
Include roadways as scenic routes which provide significant views of the ocean, lagoons, open space lands, back country and urban activity
314 RegionalCirculationConsiderations
Goals
• A City with a transportation system which helps minimize air pollution and traffic congestion and supports commerce and economic development
• A City which participates with other cities in the County, through the San Diego Association of Governments, in working toward the solution of regional transportation issues
Objective
• To participate with other cities in the County in developing the Regional Growth Management Strategy which addresses air quality transportation system management, and transportation demand management for San Diego County on a "regional community" basis
Under State law, cities must adopt both Open Space and Conservation Elements, which the City of Carlsbad chose to combine into one comprehensive element because of their strong interrelationship There is also a relationship between the Circulation and Noise Elements in that larger open space buffers and setbacks are encouraged along designated scenic roadway corridors, which not only provide visual open space, but help to mitigate noise from roadway traffic Such corridors are often feasible options for bikeway development as well, both because of their desirability as efficient and scenic bicycle routes and their generally ample right-of-way widths
The City of Carlsbad's Open Space and Conservation Element relates to its Parks and Recreation Element in that parks are considered necessary and beneficial open space uses Because parks are often considered to be activity centers, their inclusion is typically a concern in bikeway master planning It is often desirable to con nect parks with available open space corridors as part of recommended bikeway system development since neighborhood parks usually serve as localized recreational "hubs"
The Open Space and Conservation Element of the General Plan establishes policies for the development of a comprehensive, connected open space system and for the protection and conservation ofthe City's natural and historic resources The Open Space and Conservation Element divides open space types into five categories including Category 3 Open Space for Outdoor Recreation This category is further subdivided into eight sub categories, the applicable ones being Greenways, Pub he Parks/Recreation Areas and Trails The inclusion of the Equestrian Facilities category could also be applicable
Public Parks/Recreation Areas are described as those parks and recreation areas for access to park and recreation sites, lake shores, beaches, lagoons, lakes, ponds, rivers, streams, estuaries and coastal bluffs and cliffs
Greenways are described as the links between major recreational and open space areas, including the recreational use of utility easements, railroad corridors, banks of nvers and streams or scenic highways
Trails are listed as areas for walking, hiking, biking, and skateboarding, including associated improvements such as staging areas, picnic areas and viewpoints
Background Information
Category 4 Open Space for Aesthetic, Cultural and Educational Purposes, is defined as buffers between land uses, including larger setbacks and greenbelts providing separation from surrounding communities (Though not likely to be as important as Open Space for Outdoor Recreation for this study, such areas are another potential consideration and could provide critical connectivity)
3 3 Carlsbad Open Spaceand Conservation Resource Management Plan
The Open Space and Conservation ResourceManagement Plan deals almost exclusively with off-street trails as links between recreational opportunities such as park sites and key natural resource areas A secondary concern was to provide an alternative non-vehicular transportation system throughout the City On-street bikeways are included only where absolutely necessary to connect trail segments where no other method is feasible Though unpaved trails are likely to be a component of any bikeway master plan, the majority of proposed routes normally emphasizeon-street facilities with due consideration of viable off-street paved routes and destinations
331IntroductiontothePlan
Over the past three years the City of Carlsbad has conducted a vanety of studies aimed at defining a potential trail system and understanding what the implications of pursuing such a system would be The Carlsbad Trails Feasibility Study, completed in 1990, concluded that a trail system was physically and financially viable As a result, a proposed Carlsbad Trail System has been included as a major component of this Open Space and Conservation Resource Management Plan
3 3 2 Physical Implications
There are a number of landscape resources distributed throughout the City which have high intnnsic aesthetic quality and also form representative examples of the natural landscape of the City Protection of these resources within open space will serve to perpetuate the high quality environment to which the City aspires Access to these resources via a trail system will enhance the recreational opportunities for City residents while allowing them to retain a connection with and to develop an understanding of the natural landscape upon which their community is built
The City is undeveloped over enough of its land area that the majority of the trail system can be achieved through integration of trail needs with future development planning A large proportion ofthe trail segments in undeveloped areas pass through large single land ownerships or Master Plan areas In these cases, the
implementation ofthe trail system should be especially easy provided trail needs are identified early enough in the planning and negotiation process
In those areas of the City which are already built up, potential exists to complete the citywide trail network through the improvement of existing open space corridors In a small number of cases, trail linkages will only be possible along sidewalks and through the use of bicycle lanes within the right-of-way
The City has a range of natural resources including water bodies, riparian habitat, chaparral and coastal sage scrub, and naturalized tree groves which have varying capacity to accommodate human land uses The trail system must be sited and designed so as to avoid negative impacts on these resources in particular, the wetland and riparian areas of the City and areas of chaparral and scrub with sensitive and/or rare and endangered species will be carefully treated In assessing the physical feasibility of the system, these resources were considered If the City decides to implement the trail system, full environmental review will have to be part of the planning and design process on each proposed project
3 3 3 Issues Summary
The City should monitor trail use and be prepared to restrict mixed bicycle and pedestrian usewhere the busiest areas of the trail system are determined to create adverse impacts due to mixed use
The City should establish and maintain periodic contact with surrounding jurisdictions to ensure thatthe linkages necessary to achieve a regionally connecting trail system are effected
3 4 CarlsbadTrail System
The 1990 Trails Feasibility Study commenced with the alignments indicated on the 1989 Comprehensive Open Space Network Map produced as part of the Citizen's Committee to Study Open Space The intention was to link together key recreational opportunities in the City including park sites and key natural resource areas A secondary concern was to provide an alternative nonvehicular transportation system throughout the City For all alignments, the first choice of location was to be in an unimproved open spacecorridor away from any roadway The second choice was to locate the trail within a power line easement Third choice was to locate the trail within its own right-of-way parallel to a roadway Only where none of these options was available does the trail system use sidewalks and bicycle lanes to connect together open space linkages
341TrailsandCommunityParks
One of the objectives ofthe trail system was to connect to the various existing and proposed community parks located throughout the City The system developed in this plan connects all the following sites
• Hosp Grove Park
• Larwin Park*
• Calavera Park
• Veterans Memorial Park*
• Poinsettia Park
• Alga Norte Park*
• Carrillo Ranch
• Stagecoach Park
*Planned not yet existing
In addition, Hosp Grove and the area around Lake Calavera are under consideration as Special Resource Areas Inboth cases, the intent ofa trails oriented Special Resource designation would be to provide an unimproved natural area for hiking and bike use
3 4 2 Classification
The trail system includes 74 miles of pedestrian, bicycle and joint use trails, of which 61 miles are unpaved hiking and bicycle paths
The proposed trail system indicates joint use by bicycles and pedestrians ofboth paved and unpaved paths The design standards for the paved paths show a minimum width of 12 feet which conforms to the Caltrans standard of joint use However, m some cases it is possible that joint use ofthe eight foot wide unpaved trails could be dangerous if, for example, particularly heavy use was made of a trail segment The City may need either to restrict use to pedestrians only, for example, or construct an additional parallel path within the right-of-way and use signage to keep pedestrians and cyclists separated
343SignageandInterpretiveInformation
An important component of the trails improvement will be the provision of adequate signage Three primary types are envisioned for the Carlsbad trail system They mclude trail markers at one mile intervals and at trail junctions, signboards atstaging areas, and interpretive signage at viewpoints In general, theCity should develop aconsistent signage standard for the trail system describing both what specific information will be communicated and the design of the signs and markers to be used
3 5 Surrounding Communities
The City of Carlsbad is bounded by the cities of Oceanside, Vista, San Marcos and Encinitas and by unincorporated sections ofthe County of San Diego (See Figure 3-1, Adjacent Communities ) Each of these junsdictions have their own trail planning efforts at different levels of detail and stages ofimplementation As part of the planning process, contact was made with all the surrounding jurisdictions toensure the development of concepts and alignments which would be compatible with those ofthe surrounding areas A summary of the issues regarding each community ispresented below The City should maintain periodic contact with surrounding jurisdictions to ensure that the linkages necessary to achieve a regionally connecting trail system are accomplished
351Oceanside
With the exception ofthe north south linkage along the coastal railroad corridor, there isonly one strong trail linkage opportunity between the City of Carlsbad and the City of Oceanside The physical barriers presented by Route 78 and Buena Vista Lagoon effectively preclude any other possibilities The one linkage identified by the Open Space Plan, other than theregional link alongthe railroad right-of-way, connects LakeCalavera with a recently constructed neighborhood park in the Oceanside immediately south of Lake Boulevard, just beyond the northeast corner of the City of Carlsbad Additional linkages between the two cities have tentatively been identified within the rights-of-ways along Coast Highway, Jefferson Street, ElCamino Real, Rancho del Oro and within the future alignment of College Boulevard These will becomprised of bicycle lanes and sidewalks and, as such, would not constitute the type of trail system being considered within theOpen Space Plan It is recommended that the City of Carlsbad ensure that any future planning for bicycle circulation take into account linkages to Oceanside
3 5 2 Vista
Exhibit "E" ofthe Bicycle, Hiking and Equestrian Trails
Elementof the Vista General Plan indicates a number of trail links running north and east from Lake Calavera into Vista All these alignments (which are shown very conceptually) run through already developed areas of the City of Oceanside Vista isalso conceptually considenng a trail linkage westward from Buena Vista Park into the City of Oceanside In this case, field investigation and assessment of ownership revealed the only physically feasible link would have to run across the top of a steep slope held under seven different ownerships from whom access rights would have to be ac-
ADJACEN T
COMMUNITIE S CITY OF CARLSBAD BIKEWAY MASTER PLAN
J 'mi" ^ Mm 4 l V,, %
San Diego County
San Diego County
Carlsbad Bikeway Master Plan
quired or dedication made by the property owners
Given thatthe trail would provide visual access into the homes concerned, this whole linkage seemed very unlikely to succeed Moreover, with access to Squires Dam limited, and the views of the reservoir from afar bemg cluttered with large industrial structures, it was not felt that this linkage was worth pursuing The City of Vista also indicates on Exhibit "E" a link along Melrose Drive This could be connected to Segment No 26 ofthe Open Space Plan (See pages 245 and 246, Maps 10 and 11)
353SanMarcos
The City of San Marcos City Council adopted a Master Trails Plan which defines a proposed citywide trail system Four segments are shown in the San Marcos Plan which connect to Carlsbad Connection to the San Marcos trails is included in this Plan via Segments Nos 36, 47, 48, 53 and 58A (See pages 249, 252, 253, 256 and 257, Maps 14, 17, 18, 21 and 22 ) Trail Segment No 58A in Carlsbad is proposed to be a equestrian trail to link with systems in Encinitas and San Marcos
354Encinitas
The City of Encinitas is proceeding with implementation of a trail system which potentially connects with Carlsbad's trails in a number of places Segment No 55 of this Plan has been aligned so as to create a connection with Encinitas which will lead into the proposed Escondido Creek Trail (the spine of the Encinitas trail system) which will eventually lead to the San Elijo Lagoon Segments Nos 55A and 56A have both been included in the proposed Carlsbad trail system following a request from Encinitas It is proposed that Trail Segment No 58A in Carlsbad allow equestrian use in order to connect the equestrian trail systems of Encinitas and San Marcos (See pages 255 and 256, Maps 20 and 21 of the City of Carlsbad Open Space and Conservation Resource Management Plan)
A potential linkage between the two cities may occur to the west of El Camino Real and the final alignment of the southern end of Segment No 50 of this Plan should be coordinated with Encinitas It is also possible that a connection could lead from the north end of Segment No 50 in a westerly direction into Encinitas Connective opportunity also lies along the coastal rail right-ofway Segment No 40 (See page 250, Map 14) Bicycle lanes have already been striped and signed along El Camino Real from Garden View Roadto Santa Fe Drive In addition, a northbound bicycle lane has been striped and signed from a point near Tennis Club Drive to Santa Fe Drive It is recommended that these bicycle lanes be extended north to a connection with Carlsbad bikeways at Olivenhain Road
Project L19 is located largely within the City of Carlsbad adjacent to Encinitas city limits (See Page 59, Figure 25 This IS a bicycle lane along La Costa Avenue from Saxony Roadeastward ) It is mentioned in this study because it represents a significant link in the plan and would serve residents of Encinitas as well as those of Carlsbad The costs for this project would logically be paid for by the City of Carlsbad, but since this project is more significant to the Encinitas Bikeway System, Encinitas may need to pay for most or all of the cost to ensure its timely completion
36 CountyTrailEfforts
The San Dieguito Community Planning Area Riding and Hiking Trails Plan (adopted asGeneral Plan Amendment GPA 87-03, Item 4) indicates a proposed trail corridor crossing County land between the City of Carlsbad and the City of San Marcos If this connection could be implemented It could have potential for linking into the Carls bad system However, the County map was created with minimal field study and many of the indicated alignments are not practicable It has not been possible to confirm the validity of indicating a trail in this area If at some future date this County trail connection were to be completed, the short easterly spur of Segment No 53 IS designed to make this connection (See pages 253 and 256, Maps 18 and 21)
37 NCTDRailTrails
The San Diego Association of Governments (SANDAG) funded a study in 1989 to evaluate the feasibility of a Class I coastal corridor bicycle path between Oceanside and downtown San Diego running primarily within the existing rail right-of-way The rail trail concept was onginally developed as an efficient way to adaptively reuse abandoned rail right-of ways, but has recently been extended to include functioning rights-of-way as well Rail trails provide a regional, multi-use, non motorized recreation and transportation facility that takes advantage ofthe easeof travel afforded by the minimal grades originally created to serve the needs of rail traffic
The SANDAG study's conclusions were preliminary, but for Its entire alignment through the Carlsbad portion of the route, it proposed that the bikeway should run along the west side of the tracks However, field analysis for this project indicates that topographic constraints along much of the west side of track require that the rail trail be placed on the east side of the tracks throughout the Carlsbad portion of the route
Background Information
This represents the long term solution to be implemented in conjunction with the installation of a planned second trackway In the short term prior to installation of the second trackway, two segments would be placed on the west side Topographic constraints on the east side and the limited availability of reasonably safe crossing points required these segments to be positioned on the west side ofthe rail right-of-way until installation of the second trackway occurs These diversions to the west side would be required to circumvent the lagoons in Carlsbad For this reason, a significant portion of the proposed rail trail at the southern end ofthe city and a shorter segment at the northern end would actually be on Carlsbad Boulevard This would be the case until the planned second trackway was installed, at which time new bridges with integral bicycle lanes would be built across the lagoons, allowing the rail trail to be constructed entirely within the rail right-of-way
An additional rail trail is currently in design just north of Carlsbad along the rail line between Oceanside and Escondido Though the trail will run somewhat north of the Carlsbad city limits within Oceanside, it is important to consider it in this study because it will connect with the Oceansideto San Diego rail trail that passes through Carlsbad, providing Carlsbad with a direct link to the regional rail trail system
4-CIRCULATION SYSTEM
4.1RoadwaySystem
The City of Carlsbad's roadway system is in generally good condition and quite adequately servesthe vehicular and bicycle needs of residents within the developed portions of the city However, there are still sizable areas, especially in the eastern half of the city, where paved roadway access has not been provided Reviewing a map of the entire city reveals that these areas are currently undeveloped andcreate considerable blocks of open space between the more distinct developed enclaves that make up the City of Carlsbad (See Figure41, Existing and Programmed Roadways ) This is one of Carlsbad's distinguishing charactenstics, andis primarily the result of local topography and managed growth policies Land form also tends to limit the number of major north-south routes through the city, primarily due to the occurrence of lagoons that stretch a considerable distance inland from the coast
42ProgrammedRoadways
The City of Carlsbad's roadway system is not complete since the city is not built out This accounts forsubstantial areas ofthe city that are not yet accessible by paved roadway This situation may cause some inconvenience for cyclists such ascommuters becausethey do not have direct routes totheir destinations This lack of roadways also limits bicycle access to and from communities adjoining Carlsbad's eastern limits It is likely that motorists do not feel particularly inconvenienced by the present roadway system However, the available routes around andthrough the hilly steep topography ofthe eastern half of the city almost certainly deters some users from other than recreational cycling (See Figure 41, Existing and Programmed Roadways)
4.3 ExistingBicycle Facilities
The City of Carlsbad probably has the highest percentage of major roadways with bicycle facilities than any other city of comparable size intheregion Virtually all major roadways have Class 2 facilities in place There are no designated Class 1 facilities, though severalexisting unpaved paths around the lagoons fulfill the purpose of unpaved off-street trails Class 3 facilities also exist in Carlsbad, but they are not likely to be proposed in thefuture
44ProgrammedBicycleFacilities
Virtually all proposed major roadways to be extended in Carlsbad areplanned to include Class 2 bicycle facilities, according to the city's General Plan Circulation Element (See Figure 4-2, Existing and Programmed Bicycle Facilities)
Carlsbad has a variety ofbike facilities including those that run along the coast, through neighborhoods and connect to other bike facilities to the south and north of Carlsbad
4.5TrailSystems
Since the City of Carlsbad will be developing a trails master plan, discussion of trail systems should appropriately be addressed in such a document However, due to the increasing populanty of off-road bicycling, the trails master plan should consider the needs of offroad cyclists, as well as other recreational users, and examine where connections between on-street and offstreet facilities can benefit of all users
A City of Carlsbad trails system may some day include trails within natural open space systems, such as around Batiquitos Lagoon
EXISTINGANDPROGRAMMEDROADWAYS
Agua Hedionda Lagoon
CARLSBAD
Batiquitos Lagoon
Agua Hedionda Lagoon
Batiquitos Lagoon
In the context of a bikeway master plan analysis, "trip origins" are defined asthose areas or specific locations from which the majority of bicycle usage is likely to come Determining where these trip origins are now or will be in the future is important in guiding the design and implementation of a cost-effective bicycle facility system that will maintain its usefulness overtime This includes tracking projected changes in land use, population density and housing data, but defining the trip ongins for a particular city is usually not so straightforward Extracting useful information from some of the data described in the following sections sometimes required evaluating data from other sources and synthesizing the results Other sources of information were reviewed based on well known principles employed in most bikeway master plan projects For instance, residential areas are, in general, trip origin points In all cases, the primary information sought was how and where changes are projected to occur in Carlsbad in the near future
51ExistingLandUse
SANDAG provided much of the data needed to produce the maps used in the trip origin analysis and produced for this chapter These maps represent demographic information derived from data collected for the 1990 census as well as other land use data developed from remotely sensed imagery
The land use map reveals a striking pattern within the City of Carlsbad, one that repeats itself throughout the maps in this chapter Development is fragmented into specific areas, with large areas of open space separating the developed areas from each other The arrangement makes more sensewhen topography is taken into account The development pattern has evolved to accommodate the steep hills ofthe eastern half of the city and the lagoons cutting across the center, north and south ends, while the ocean on the west also creates a definitive boundary The result is that development has occurred in a predictable and constrained manner in Carlsbad (SeeFigure 5-1, 1990 Land Use ) Carlsbad's development pattern is markedly different than its neighboring communities The adjoining cities of Oceanside, Vista, San Marcos and Encinitas have a much lower percentage of remaining open space compared to the City of Carlsbad These other cities also have a more dispersed development pattern Carlsbad's development IS unique to cities in the area because it has created a much more distinct clustered development pattern surrounded by large contiguous areas of open space
In terms of bicycle facility planning, significant concentrations of housing or employment can better support the costsof bicycle facilities becausepotential users are clustered Higher housing or employment densities tend to be the most cost-effective situations for bicycle facilities becausethey provide the most potential users for a given area Carlsbad's clustered development arrangement could be even more advantageous to recreational and commuting cycling becausethe open spaces separating the developed areas can provide locations for offstreet facilities with minimal exposure to high speed vehicular traffic
52FutureLandUse
Comparison of the 1990 and projected 2000 land uses reveals several noteworthy changes First, after having occupied a substantial portion of central Carlsbad, the year 2000 data indicate that agriculture will no longer be represented at all The agncultural land use has been replaced by open space and low density housing Another trend that commonly occurs as a city matures is that changes in land usestend toward conglomeration, creating fewer but larger blocks of similar land uses This trend is clearly visible in the land use maps (See Figure 5-2, 2000 Land Use)
The changes in land use noted above indicate a trend toward more concentrated development, in general, and more housing, in particular, in the central portion ofthe city This will tend to create new demands for bicycle facilities where no concentrated land uses had existed before Among the new more concentrated land uses is the large Legoland development in west central Carlsbad, where agricultural land uses are being converted to tourist resort and golf uses There will be ample remaining open spacecontiguous with the AguaHedionda Lagoon to the immediate north Recreational bicycling demand can be expected to increase in this area
Another land use change which will affect demand for bicycle facilities is the significant parcel of agricultural land between ElCamino Real and Lake Calaveras slated to become low density housing, while an adjoining sizable section surrounding the lake will be open space There will also be a new school site in the center ofthe new housing development area These three new land uses will all create greater bicycle facility demand where little had existed before Notable amounts of travel connecting these three uses is likely, as well as travel from this areato other parts of Carlsbad, especially westward to the downtown area and the coastal strip
Finally, the year 2000 land use map indicates large areas of industnal land use immediately adjacent to the Palomar Airport and extending east and west from the airport along Palomar Airport Road Much of this de-
Trip Origin Analysis
velopment was coded as vacant or under construction in theyear 1990 data, butsizable areas of agricultural land south of Palomar Airport Road and east of El Camino Real will alsobe affected This agncultural land IS destined to becomeopen space and low density housing, like much ofthe agncultural land in theyear1990 data The industrial areas north, east and west of the airport will create a corridor of employment destinations stretching from the eastern boundary of the Legoland development to the City ofVista The corridor anchored by Palomar Airport Road will continue to grow as the primary employment center of Carlsbad Its importance in terms of bicycle planning is based on its centrally located position within the city as a major bicycle commuting destination point The demand for bicycle facilities can be expected togrow with increases in employment density, especiallyfor amenities favored by commuters such as secure bicycle parking, bike lockers and showers at their destination points
53ExistmgResidentialAreas
Residential land uses are by far the most common ongin points forbicycle trips within a community, followed by those bicycle trips originating inthe residential areas of immediately adjacent communities The bicycling trips originating in residential areas typically terminate at schools andemployment centers, retail and entertainment centers, parks and open space, aswell as at other residential areas For this reason, thesizes, densities and locations of residential developments and their relationships to other land uses such as schools, employment centers and parks andopen space arecrucially important to bicycle facility planning
Like all development in Carlsbad, residential areas are clustered inspecific areas throughout the city (See Figure 5-3, 1990 Housing Density) The largest one is "Old Carlsbad", thecity "center" in the northwestern corner It extends eastward past 1-5 and beyond El Camino Real where itends at the edge oflarge expanses of open space separating Carlsbad andadjoining communities This housing center is bounded on the north and south by river valleys and lagoons and onthewest by ocean
The next largest housing center is in thesoutheast corner bounded by San Marcos and Encinitas on the east and south Open space bounds the northern edge of this area and Batiquitos Lagoon forms a boundary on the west This area isprojected to expand considerably in the near future (See Figure 5-4, 2000 Housing Density) The coastal strip between theAgua Hedionda and Batiquitos Lagoons is a third residential area of note SANDAG indicates that It will expand considerably east of 1-5 It also displays thegreatest per capita increasein housing density of the three pnmary housing areas
In general, the existing residential land use areas will increase in density, based on the year 2000 data, but the increases are not nearly as significant a factor as the projected increases in housing area The existing housing areas will expand beyond their immediate boundanes, in many cases into areas previously coded asvacant oragricultural The northwestern and coastal housing clusters will spread eastward, while the southeastern cluster will expenence in-fill and spread northward
5.4 Existing Population Density
The highest population density occurs in the "downtown" Carlsbad, the city "center" in the northwestern corner This population center extends beyond El Camino Real where densities are lower than downtown, but still contain pockets of higher density The southeast population center's density resembles that of the northwestern population density east of 1-5 Overall, the southeastern center has the lowest population density in Carlsbad The coastal strip population center between the Agua Hedionda and Batiquitos Lagoons has moderate densities with a distinct zone ofhigh densities around the intersection of Poinsettia Lane and Paseo del Norte (See Figure 5-5, 1990 Population Density)
5.5 FuturePopulation Density
Population density for all three population centers in Carlsbad exhibit the expected trend of moderate increases in the year 2000 data compared to 1990 The areas of highest density display a trend to outward expansion while remaining essentially contiguous The development of additional high density centers is not indicated in the year 2000 data (See Figure 5-6 )
5.6SummaryofTripOrigins
Based on the foregoing analysisof housingdensity, population density and land use, most future bicycle activity IS likely to originate from within the distinct clustered residential areas of Carlsbad These areas will become large enough in terms of population density and physical size to generate some bicycle traffic that originates and terminates within them, as well as supplying users for the citywide bicycle system Questionnaire results also indicated that a substantial number of commuting cyclists currently come from neighboring communities As employment densities increase, especially alongthe expanding Palomar Airport Road industnal corndor, the number of commuting cyclists from neighboring communities canalso be expected to grow as well This employment center's position is equidistant from the neighboring communities of Vista, San Marcos and Encinitas The boundaries of these communities and, more importantly, residential areas within them, all lie within two miles of this employment center
• (•I 1 Vacant
Trans./Comm./ ^ OpenSpace/
Residential Preserves
Commercial ^ | Agritculture
Office Water
Public Services Under Construction
Schools
Parks
Agua hedionda Lagoon
Saiiqijitas Lagoon
Commercial Office
Public Services
Schools ^ 1 Parks
Trans./Comm./
Residential
Aim Ht(Bmti iJtoon
TRIP DESTINATIONS
Trip destination points in terms of bicycle facility planning are generally referred to as a community's "activity" centers In the context of a bicycle master plan analysis, the term "activity" specifically refers to bicycling usage generated as a result ofthe particular trip destination A list of a community's activity centers can include its schools, parks, open spaces, athletic facilities, libraries, community centers, retail complexes and employment centers The types and locations of these activity centers within acommunity reflect the amount and types of bicycle usagethey can be expected to generate This is especially true in terms of their proximity to residential areas.
6.1 ExistingActivityCenters
The SANDAG data defines activity centers as a community's major employers, office buildings, industrial sites, government sites, retail centers, hospitals, major attractions, colleges, universities, schoolsor parks The commercial and retail activity centers can also be regarded as employment centers because, in addition to the customers that constitute the typical activity center users, they also represent significant numbers of employees Carlsbad's major retail centers are represented in SANDAG's data within the highest employment density category The civic activity centers include Carlsbad's parks and schools, which are discussed in a following section
Reviewing a map of the existing activity centers (See Figure 6-2, Activity Centers) confirms that there is an abundance of major employers, office buildings and industrial sites clustered in the area immediately around
Palomar Airport Based solely on this map, it appears to be the commercial and office hub of Carlsbad However, comparing the activity center information map with the existing employment density map from the previous section (See Figure 6-1, Employment Density) reveals that the employment density is just as high in four other areas of Carlsbad These other areas have few office buildings or major employers, but still have high employment density, which indicates that they encompass large numbers of smaller businesses Employment density is an indicator of bicycle facility demand in general, but more specifically, it is an indicator for shopping trips to areas with numerous small businesses versus commuting trips to areas with major employers
6.2 EmploymentCenters
In most cases, the City of Carlsbad's employment centers tend to coincide with the intersections of the city's major roadways. For this reason, they are scattered throughout the city, but are distinct enough to be easily discernible on a map (SeeFigure 6-1, Employment Density and Figure 6-2, Activity Centers.) There are five discrete employment areas, including the downtown area west of 1-5, at the intersections of SR 78 and ElCamino Real, the largest zone immediately around PalomarAirport, at La Costa Avenue and El Camino Real, and a zone on either side of 1-5 centered on Palomar Airport Road The zone around the airport also contains the largest concentration of major employers The new Legoland theme park site lies between this zone and the coastal zone centered on Palomar Airport Road. Essentially, all the employment center locations in Carlsbad lie along 1-5, El Camino Real or Cadsbad Boulevard
Though the Palomar Airport area contains a significant number of large employers, downtown Carlsbad also has significant employment density
The entire coastal strip contains important destination points for both commuters and recreationalcyclists
Trip Destination Analysis
Several other major employment centers occur in the adjoining communities of San Marcos, Vista and Oceanside Several are close enough to the City of Carlsbad to warrant consideration in this study They all tend to be accessible along major roadways that connect them with Carlsbad
6.3 Existing Parks/Schools/Civic Activity Centers
Considering the parks and schools independently ofthe other activity centers is intended to emphasize the more local, neighborhood and recreational functions of these centers Like most communities, Cadsbad's parks and athletic facilities are often associated with the school sites These centers are used by a much higher percentage of children than the other types of activity centers, which is an important factor in community-wide bicycle facility design The location of schools, in particular, is a major factor in identifying safe bicycle routes because bicycling has traditionally been an important transportation mode for elementary and middle school agechildren (See Figure 6-2, Activity Centers.)
Analysis of the locations of Carlsbad's schools indicate that they are all adjacent to residential areas with quiet streets However, Carlsbad's schoolsare no different than any other city's schools in that they are in close proximity to at least one major street Fortunately, the schools
and the residential neighborhoods they serve tend to fall on the same side ofthe major streets Therefore, the schools' primary bicycling access is likely to be from the surrounding residential streets that allow children access to their schools without having to ride on the busier streets and minimizes their having to cross them.
6.4 Trip Destinations Summary
Schools and parks are the most common bicycling destinations, followed by commercial, retail and employment centers This is likely to hold true in Carlsbadas well The schools will draw users from the immediate residential area of up to approximately a mile, which is the typical maximum distance that most children can be expected to want to ride. The major commercial centers such as downtown Carlsbad and the area around Palomar Airport, the retail complexes at the northern end of Carlsbad and several smaller ones scattered elsewhere throughout the central portion ofthe city can also be expected to be popular destinations, and will typically draw users from farther away than the schools
There are always special destinations that are characteristic of a particular community In Cadsbad these special destinations include the beaches and coastal strip and, where access is available, the lagoons These areas also comprise the more level coastal portions of Carlsbad where cycling is easier, making them desirable destinations for visitors as well as residents Typically, the coastal strip has higher levels of bicycle use than any other part of the city, especiallyfor recreational and exercise cycling. Like the visitors who ride the coastal strip at a more casual pace, many of the exercise cyclists are not Carlsbad residents They typically pass through Carlsbadas part of a loop training ride on Carlsbad Boulevard The coastal north San Diego County area is well known as a center for competitive athletic training, especially for cyclists and triathletes Because of its attractiveness for cycling of various types, the coastal portion of Carlsbad should be considered a destination in itself
Parks are important destination points, though they tend to serve the immediate community and do not generate longer distance bike commuting trips
Agua Hedionda Lagoon
CARLSBAD
Batiquitos Lagoon
7-MULTI-MODAL ANALYSIS
The efficiency of bicycle transportation, especially for commuting, can be enhanced by connecting the bicycle facility systemwith other modes of transportation Cyclists can use their bicycles to get to or from a multi-modal transfer point as part of their regular commute Where transit modes allow bicycles on board, multi-modal transit becomes avery useful transportation option Whether the other modes allow bicycles to be brought on board or not, they allow for much greater flexibility for persons choosing to commute by modes other than the private automobile In the case of Carlsbad, only the frequentstop local bus routes do not provide away to take bicycles along The coastal and express buses employ outside bicycle racksandthe Coaster commuter rail trains provide interior space for bicycles
71NorthCountyTransitDistrict
Though the coastal strip and northwestern Carlsbad are well served by North County Transit District (NCTD) bus routes on arterials and local streets,the central portion of the city IS served primarily by routes on major arterials, and the southeastern sector has few routes or stops This pattern tends to reflect both the topography and the housingdensity of each area The northwestern and coastal sectors have concentrations of both housing and employment and gentle land form The central sector has little housing, but does contain the majority of Carlsbad's major employers Bus routes do tend to serve the areas of highest employment density, which are generally situated along the major arterials The southeastern sector's dispersed, low density residential development pattern and relatively steep grades probably preclude the efficient implementation of mass transit
The bicycle rack-equipped routes are local route 301 with several stops along the coast on Carlsbad Boulevard, express route 310 which runs from Oceanside to University Towne Center on 1-5 with stops at Carlsbad Village Drive, the Plaza Camino Real shopping com plex and LaCosta Avenue, and express route 320 which runs from Oceanside to Escondido and stops at Plaza Camino Real Each bus can carry up to four bicycles
NCTD also provides Coaster commuter tram service from Oceanside to downtown San Diego, with two stops in Carlsbad One is at Carlsbad Village Station in downtown Carlsbad between Grand Avenue and Carlsbad Village Drive and the second at Poinsettia Station near Poinsettia Lane between 1-5 and Carlsbad Boulevard on Avenida Encinas The Coaster tram service allows cyclists to bring bicycles on board without restriction Each car has space for several bicycles (See Figure 7-1, Transfer Points )
72AMTRAK
The AMTRAK train stops closest to Carlsbad are immediately to the north in Oceanside and in SolanaBeach to the south The Oceanside stop is at the Oceanside transit center, and is the closest and probably the most convenient access for Carlsbad residents It also serves as a transfer point for Greyhound Bus Lines, Metrolink commuter trains providing service from Oceansideand points north and NCTD's Coaster commuter tram serving Oceanside to downtown San Diego AMTRAK allows bicycles on board trains as checked baggage only AMTRAK IS less likely to be used for daily bicycle-related commuting since Coaster service now provides convenient and more complete commuter rail service to Oceanside and points south to downtown San Diego
73ExistingParkandRideFacilities
There is only one official park and ride facility in Carlsbad, in far south Carlsbad just east of 1-5 at La Costa Avenue near the south shore of Batiquitos Lagoon (See Figure 7-1, Transfer Points ) Though it is not within Carlsbad's city limits, there is a park and ride lot immediately north of Carlsbad in Oceanside at 1-5 and SR 78
Within Carlsbad, the parking lot at the Poinsettia Station IS large enough to accommodate a park and ride function and is virtually never full Especiallysince the station IS guarded, it could be used as a park and ride lot, even if it is not officially recognized as such
Bus stops and transit stations can become important multimodal links if bus bicycle racks and on site bicycle lockers are provided
74ExistmgTransitCenters
There are two transit centers in Carlsbad One is the Cadsbad Village Station in downtown Carlsbad It is served by the Coaster commuter tram and three bus routes, one of which is equipped with bicycle racks The second ts at the Plaza Camino Real retail complex at SR 78 and El Camino Real served by nine bus routes, two of which are bicycle rack-equipped express routes Finally, although not officially recognized as a transit center, the Poinsettia Station is also a Coaster stop and IS served by one bus route which does not provide bicycle racks Bicycle parking at these transit centers consist of both bicycle lockers and racks (See Figure 7-1, Transfer Points )
75TransferPointSummary
The northwestern sector of Carlsbad is served by numerous local bus routes and transit centers at the Carlsbad Village Station and the Plaza Camino Real retail complex Coastal Carlsbad is served by a local bus route along Carlsbad Boulevard and another one along the east side of 1-5 that also accesses the Poinsettia Station, one of two commuter rail stations The remainder ofthe city, comprised ofthe central and southeastern portions of Carlsbad, is served by only two bus routes, one running from Oceanside to Encinitas on El Camino Real and the other from San Marcos to Encinitas on Rancho Santa Fe Road Neither of these routes employs buses equipped with bicycle racks
Secure bike locker facilities are important elements for those cyclists who will not be taking their bicycles aboard buses or commuter rail trains
The Coaster commuter rail system represents an important multi-modal link for cyclists because its trams provide space for bikes on board
TRANSFERPOINTS CITYOFCARLSBADBIKEWAYMASTERPLAN
Agua Hedionda Lagoon
Babquitos Lagoon
Safety is a pnmary concern in evaluating an existing bicycle facility system or in proposing new facilities or extensions The primary lesson learned from the literature reviewed for this bicycle master plan and others is that installation of bicycle facilities without careful consideration of their specific attributes and drawbacks can actually exacerbate already problematic safety situations This ISparticularly true for facilities that are likely to be used by other types of users such as walkers, runners and skaters, in addition to cyclists Well-designed, attractive, off street bicycle facilities tend to become mixed usefacilities and the other user types do not move with the relative predictability of vehicles On the other hand, even though they move with more predictability, cyclists using on-street facilities must contend with the omnipresent automobile Safety concerns vary considerably depending on the type of bicycle facility
Safety is reviewed in the following sections through applicable literature, examination of user types and capabilities, analysis of bicycle/roadway compatibility, suitability of specific roadways for cycling, specific problem intersections and user questionnaires
81LiteratureReview
Several references that highlighted the design and safety aspects of bikeway systems were reviewed for this portion of the study A review of the titles and subtitles should reveal that cyclists are not being considered the exclusive users of bicycle facilities These publications included comprehensive literature reviews, technical design criteria and case studies
• BicycleTransportation - A Guide for Cycling Transporta tion Engineers Second Edition, JohnForester
• Guide for the Development of Bicycle Facilities American Association of State Highway and Transportation Officials (AASHTO)
• Bicycle Blueprint - A Plan to Bring Bicycling into the Mainstream in New York City,Transportation Alternatives
• Pedestrian and Bicyclist Safety - A Review of Key Programs and Countermeasure Developments During the 1980's, University of North Carolina Highway Research Safety Center
• The National Bicycling and Walking Study Transporta tion Choices for a ChangingAmenca U S Dept ofTrans portation Federal Highway Administration
• Technical Handbook of Bikeway Design - Planning, De sign. Implementation, Second Edition, Velo Quebec, Ministere des Transports du Quebec
82UserTypesandCapabilities
Users can be classified using a number of critena including the cyclists' ages, their cycling experience and physical condition, for examples, to come up with a profile of the types of users expected to make use of a particular bikeway system Such a user classification is very useful for bikeway planning purposes
821UserClassification
The Amencan Association of State Highway and Transportation Officials (AASHTO) is developing a revised edition of their widely used Guide for the Development of Bicycle Facilities A recently publicized excerpt from the new edition is a cyclist classification system designed to be used as a guide to assist in the selection of appropriate facilities The classification system is as follows
• Group A Advanced Bicyclists (Experienced) Group A bicyclists fall into two categories, commuting/utility and sports /touring
• Croup B - Basic Bicyclists (casual, novice,occasional, recreational)
• Group C Children (preteen)
AASHTO estimates that only about 5% of the cycling population are experienced cyclists Though there are no data to support this estimate, this is probably accu rate enough for general use in the United States However, north coastal San Diego County may have a considerably higher percentage of experienced cyclists than other areas ofthe country due to locally favorable topographic, climatic and economic conditions The actual number of expenenced cyclists is probably not verifi able, but this likely higher percentage should be kept in mind during planning and design of any future bicycle facilities in Carlsbad They may be responsible for more than half of bicycle facility use during certain periods, especially along the coastal strip from communities north and south of Carlsbad Even so, it should be noted that the majority of cyclists are not experienced
AASHTO states that, in most circumstances Group B and Group C cyclists can be combined However, Group C cyclists are much more likely to ride almost daily, and especially to ride bicycles to and from schools during mornings and afternoons most ofthe year This would also include Group B teens The majority of Group B adult cyclists are more likely to ride on weekends and some evenings during the summer since they are more likely to be riding for recreation rather than for commuting More importantly, the groups also tend to ride on different types of streets Group C cyclists tend to stay in residential areas,while Group Bcyclists will tend to ride on busier streets if there is sufficient width and bike lanes Parents will usually not allow their young
Safety Analysis
children to ride on busy streets, even ones with bike lanes GroupAcyclistsare accustomedto riding on busy streets,with orwithout bikelanes
Experience level tends todetermine whether an adult is a GroupA or Group Bcyclist Perhaps one wayto distinguish between GroupA and Group B cyclists is to observe where they wait for a signal to change at intersections Experienced, Group Acyclists tend to stay far enough to the left of the curb lanetoallow nghtturning motor vehicles to safely go byontheir right When the Iightchanges, theysteerdirectly for the rightsideof the curb lane across the intersection This keeps them m directviewof motorists who arealsoproceeding straight through the intersection and gets them out of these motorists'path as quickly as possible Sincethe motorists are starting forward from a standstill, the risk of injury IS minimal Inexperienced, Group B cyclists tend to hugthe curb, puttingthem at risk ofvehicular traffic turning rightacross theirpaths
Typical bicycle facility system users tend to reflect the AASHTO groupcategories, though individualsofdiffer ent groups may choose to ride together, such aswhen adult parents (GroupB) ridewith their children(Group C) This combination probably occurs frequently, especially on weekends, but as the AASHTO study author said, thesetwo groups can be combined, making them functionallyone group
For this study, bicyclists areclassified by AASHTO group However, since it is likely thatanyClass 1 bicycle facility will attract users other than cyclists, this study tends to regard bicycle paths as multi-use that will also be used by skaters, joggers, recreational andexercise walkers Experiencehas shown this to be the case, and unless the numbers of users become excessive,thismixed use IS acceptable This mixing of uses tends to occur primarily on pathswith relatively benign grades Experienced cyclists who prefer to travel at higher speeds tend to avoid Class 1 facilities thatattractother types of slower users in favorof less traveled, morechallenging routes, mcluding those with significanthills, usually Class 2 or 3 (See Figure 8-1, User Classification )
8 2 2 User Capabilities
Typical user capabilities vary considerably depending on age, experience and physical conditioning Figure 8-1, Bikeway User Classification, summarizes the average speeds and distances of which specific user types are generally capable Note that these averages vary widely within the cyclist groups, and within the noncyclist user types Skaters' speeds closely approximate cyclist speeds, forinstance, while recreationalwalkers move considerably slower than cyclists It shouldbe noted that speed and maneuverabilityare inverselyproportional
Another crucial aspect of user capability is expenence, which canalsobedefinedas knowledgeof appropriate traffic behavior or roadway aptitude This factor is not as tangibly measured as physical capabilities, but it is no less important Itcan probably be assumed thatGroup A cyclists are farmore knowledgeable about appropriate traffic conduct than other cyclists and are likely to be the most attentive users due to long term roadway expenence However,ibicycle facility design andplanning must also take into account the other end of the spectrum, meaning not only the much larger numbers of Group B and GroupCcyclists, but also the skaters, joggersandwalkersthat are likelyto usea facility These userscan represent all levels ofexperience and, therefore,all levels ofroadway aptitude
8 3 Bicycle/Roadway Compatibility Analysis
Another aspect of bicycle facility system safety is the compatibility of specific roadway configurationsand roadway conditions with bicycling The existing bikeway systemandother potential additions were reviewed for compatibility in terms of problems that have typically been encountered in similarsituations in othercities and the specificproblems encountered during field investigation in Carlsbad
8 3 1 Typical Roadway/Intersection Conflicts
There are a number of different types of conflictsthat can occurbetween motorvehicles and bicycles Inmany of the cases to be discussed in this section, fault lies with the motorist's failureto see and rightfullyyield to the cyclist In other cases, someof these conflicts occur because the cyclist does not rightfully yield to the motor vehicle Ineither case, the cyclist is bound to suffer the most from the encounter
The first class of conflicts are those that occur while motor vehiclesor bicycles are turning at intersections (SeeFigure 8-2, Controlled Intersection Conflicts) Many of the scenarios illustrated inthe graphic occur where vehicular turning motions catch cyclists unaware because they assume the motorist sees them and expect the vehicle to yield The motorists involved in these scenarios, in many cases, did not see the oncoming cyclists or misjudged the cyclists' speed Many motorists that do not ride bicyclesdo not realize how fast a bicycle can go, nor thatcyclistshave equal vehicular rights and responsibilities under California law
Note that several of these accident scenarios (C4-C7) occur at high speed largeradius right turn intersections Safety experts generally agreethatthis configuration is not at all conduciveto safecycling or walking because Itencourages motoriststo maintain relativelyhigh speeds
BIKEWA Y USE R CLASSIFICATIO N CITY OF CARLSBAD BIKEWAY MASTER PLAN
• Vehicular left turn into bicycle exiting a wide radius right turn
• Vehicular high speed right tum overtaking straight-through cyclist prior to intersection
• Inadequate high speed exit lane passing width
• Vehicular high speed right turn into cyclist at intersection
entering and exiting the intersection This type of movement also encourages the motorist to pay attention to traffic approaching on the left, ignoring pedestrians or cyclists on the right This endangers cyclists both turning or proceeding straight through the intersection This configuration is unsafe for walkers for the samereasons and because it creates a much wider crossing than a standard intersection Redesigning the islands to slow motor vehicle traffic or installing stop signs would improve both bicycle and pedestrian safety
The second major class of conflicts are those that occur at points where motor vehiclescan enter or exit the roadway at other than established intersections, such as at curb cuts or freeway ramps Once again, many of these
can occur when the motorist fails to seeand yield to the cyclist (See Figure 8-3, Uncontrolled Non-Intersection Conflicts) These scenarios are similar to those that can occur at intersections, but those at freeway ramps can be even more devastating to the cyclist because the vehicle may be moving faster than it would at a controlled intersection Accidentscan and do occur due to the negligence of the cyclist, but of all six conflicts illustrated in this graphic, only the third one (U3) is most likely the fault of the cyclist
The third class of conflicts are those that occur along roadway segments away from intersections Though the majority of accidents occur at intersections and they are generally the most severe, cyclists can and do get hurt on roadway segments away from intersections (See Figure 8-4, Roadway Segment Conflicts) Most of Carlsbad's arterials are ideal for cyclists in terms of curb lane widths and the limited number of curb cuts However, there is the possibility of a motor vehicle drifting into the bicycle lane at high speed, though this is extremely rare
Note that three of these conflicts involve parked vehicles (R1-R3) Vehicular parking along bicycle routes is generally unsatisfactory in terms of safety, but some types of parking are more problematic than others Vehicles illegally parked on the bicycle route itself (RI) or parallel parking with its inherent door opening conflicts (R3) are still probably not as dangerous as angled parking (R2) This ISbecause a motorist leaving an angled parking space IS unable to see the approaching cyclist due to the adjacent vehicles Conflict R5 (vehicle backing out of driveway) is very similar to R2 when on-street parking is present Finally, R5 (vehicle overtaking cyclist with inadequate passingwidth) can occur on bndges where the roadway often narrows
832RoadwaySegmentSuitabilityEquation
A major project task was evaluating all the bicycle facilities in Carlsbad for their suitability for cycling use The evaluation method was published in an American
Right turns acrossbike lanes are perhaps the most common safety problem These turns occur at intersections as well as non intersection curb cuts
Angled parking adjacent to bike lanes creates a safety problem since leaving parking spaces requires the driver to back into the bike lane with a substantial blind spot
Temporary stopping or parking in bike lanes is common in areas with limited parking such asalong the beach
Society of Civil Engineenng(ASCE) journal that described an equation developed specifically to quantitatively rate roadway segment bicycle suitability Like conventional subjective evaluation methods, each route was first divided into segments based on how each section differed from those at either end of it For examples, changes in the number of lanes, the posted speed limit or the type of bicycle facility warranted designating a section of roadway as a segment
Once the individual segments were designated, each was field surveyed by bicycle and at least once by car Specific observation items were recorded within each segment including the presence or absence of bicycle facilities, the posted speed limit, the number of travel lanes, the estimated outside lane width, and the presence of specific paving and roadway conditions that could adversely affect cycling, such as rough paving or steep grades
After the specific roadway segment observations were noted and compiled, they were incorporated into the equation designed to define each segments' suitability for cycling The observation items were plugged into the equation as coefficients which then yielded a numerical value that defined the cycling suitability of the particular roadway segment The equation is given below, followed by an explanation of the coefficients
CyclingSuitability = ADT/ (L x 2500) + S / 35 + (14 W) + PF + LF
• ADT Average Daily Trips - Number of motor vehicles traveling both ways on a particular segment during an average 24 hour period Data acquired from SANDAG
• L Travel lanes Number of travel lanes both ways
• S Posted Speed Limit Postedvehicular speed limit
• W Outside Lane Width Estimated curb lane width in feet coded as good (12' or greater) fair (11'), and inad equate (less than 11')
• PF Pavement Factors - Subjective evaluation of local ized pavement problems suchascracksor potholes (See Figure8-5, Roadway Segment Suitability Rating Example)
• LF Location Factors Subjective evaluation of problems or advantages specific to location such as parallel park ing or paved shoulders (See Figure 8 5 Roadway Segment Suitability Rating Example)
The quantitative values represented by the first four variables listed above had to be plugged into the equation in a specific manner and therefore had substantial effects on the resulting calculations The last two variables, pavement and location factors, were subjective and their values were simply added on at the end ofthe equation, giving them less weight than the other van
ables in the results Even so, the equation was almost completely quantitative because even these last two variables were succinctly defined, generally by their presence or absence They contributed a positive or negative fractional number to the segment rating The lower the score a segment received, the better its bicycle suitability The numerical scores and their meaning are as follows
• Excellent Less than 1 Extremely favorable for cycling
• Good 1 to 4-Conducive to cycling, but with minor drawbacks GroupAcyclists are generally not affected bythese drawbacks
• Fair 4 to 7 Marginal desirability for Group A cyclists Not recommended for Group Bor Ccyclists
• Poor Greater than 7 - Generally not recommended for cycling
The equation was tested on a number of different types of segments to verify a rating scale The equation's "quantitativeness" meant that it could be applied in southern California with minimal modification, even though it was developed in Georgia The modifications that were made involved adding factors specific to Carlsbad or removing others specific to Georgia Once verified, the observation values from all segments were incorporated into the GIS data base for Carlsbad to produce a roadway map coded by cycling suitability (See Figure 8-5 for an example of the rating forms Appendix A contains rating forms for all segments evaluated ) Assuming certain variables such as expected ADT, for example, could be fixed in advance, it is possible that the suitability of future roadways could be predicted using this equation
833RoadwaySegmentSuitabilityAnalysis
The roadway segment analysis generated a map portraying Carlsbad's major roadways in terms of bicycle suitability It was evaluated in comparison to field experience and questionnaire responses (See Figure 8-6, Roadway Segment Suitability)
The majority of Carlsbad's major roadway segments received a "fair" rating, followed by a significant number rated as "good" and a few rated as "poor" Only one short segment received a rating of "excellent " This rating reflects the scoring method that weighted the model results toward the middle of the scale Carlsbad's existing roadways actually fared quite well when rated by this bicycling suitability model
The primary reason that the vast majority of Carlsbad's major roadways received a rating of "fair" in the bicycling suitability model was not that there is something fundamentally or physically wrong with most of the city's
bikeways It is that many of these arterials that were rated as "fair" also have fairly high motor vehicle volumes and speeds The equation used to construct the bicycling suitability model rightfully places the traffic volume and speed coefficients in positions that have significant impact on the model results
8.4 Site-Specific Analysis
As useful as the suitability model is for determining roadway segment suitability for cycling, it can not address every concern, including the many forms that site-specific problems can take and that are almost always present in any existing bikeway system The site-specific problems encountered in Carlsbad were not numerous, but were detrimental enough to a safe bicycle facility system to warrant special attention It should be reiterated that having such problems is not unique Every city is different and virtually any city has similar problem sites or has different types of problem sites that are similarly detrimental to maintaining a safe cycling environment
Since employing the suitability model had already highlighted specific segment problems, three problem intersections were singled out for further analysis The vast majority of intersections do not pose a threat to competent cyclists in Carlsbad However, personal experience and field work revealed three that posed special challenges, even for experienced cyclists, and required further analysis
widths tend to decrease at bridge crossings and high curbs make marginal lanes even narrower This bridge over 1-5 was recently rebuilt and upgraded, but similar bikeway situations still exist on other bridges in Carlsbad
Segments of Rancho Santa FeRoadhave very limited widths with no lane markings The raised curb tends to decrease the available space for cyclists and restricts their ability to get off the road quickly if a driver does not provide sufficient space
Roadway
On street parking and no roadway shoulders combine to make Avenida Encinas a bike unfriendly road
There are few routes crossing I 5 appropriate for cyclists This photo of Carlsbad Village Drive shows how little curb width IS available approaching 1-5
ROADWAY SEGMENT SUITABILITY
Ufoon
Carisbad Bikeway Master Plan
841CarlsbadBoulevard/StateStreet
This intersection configuration was the result of numerous factors working against each that created an unsafe bicycling situation The factors include the juxtaposition of a grid street pattern intersecting a curvilinear coastal highway route close to where it was necessary to bridge the coastal highway over a rail right of-way (See Figure 8-7, Site-Specific Conflicts State Street/Carlsbad Boulevard )
For northbound cyclists on Carlsbad Boulevard, the danger is not so much being struck by a car, but vice versa The cyclist is moving at a fairly high speed approaching the intersection after coming down off the bridge over the rail line and must watch for southbound motor vehicles turning left onto State Street These motor vehicles have a yield sign, not a stop, and the drivers can misjudge the cyclists' speed This IS exacerbated by the speed that experienced cyclists can attain on this grade and the number of serious cyclists who use this route as a training ride The northbound cyclist also wants to move over to the relative safety ofthe curb lane as soon aspossible This IS difficult because of the blind intersection conditions created by the acute angle ofthe State Street merge lane, and exacerbated by the planting and structures blocking the cyclist's and motorist's views of each other (See #1 in Figure 8-7)
For southbound cyclists on Cadsbad Boulevard wanting to turn left onto State Street,the situation is reversed They must contend with high speed motor vehicles in a relatively short vertical and horizontal sight distance situation as the vehicles come over the rail bridge and down toward the intersection There is sufficient room to wait for the proper moment to make the left turn, but the cyclists must also be concerned about drivers approaching from behind who know that they have oniy to yield, not to stop (See #2 in Figure 8-7)
Potential solutions include the following
1 Reroute northbound cyclists onto State Street prior to the intersection at a nearby cross street, such as at Grand Avenue
2 Re-stripe northbound Cadsbad Boulevard and the northbound State Street approach at the current merge point in a manner that would allow for the installation of stop sign control for northbound State Street traffic
The introduction of astop sign at a location where there was previously free movement should always be done with extreme caution and plenty of prior notice In many instances, a red flashing light is placed in advance of the new stop sign for a period of time until local users of the road become accustomed to the new traffic control
3 Re-stripethe southbound Carlsbad Boulevard leftturn lane channelization (short bike lane positioned next to the yield sign) to provide a place of sanctuary for cyclists waiting to tum left onto State Street out of the path of motorists also turning left
4 Reconfigure the intersection into a "T" arrangement
The new intersection may be signalized, but a stop sign at northbound State Street is probably sufficient considenng local traffic volumes
Poor judgement of a cyclist sspeeddown this hill by a motorist turning leftonto State Street from southbound Carlsbad Boulevard could result in afailure to yield situation and collision
842TamarackAvenue/PioPicoDrive
The problems specific to this intersection and the immediate vicinity are numerous They include lack of bicycle facilities, high vehicular traffic volumes, a large number of curb cuts, narrow lanes over the 1-5 bndge, and the close proximity of a perpendicularly intersecting street (Pio Pico Drive) to an interstate highway onramp (See Figure 8-8, Site-Specific Conflicts Tamarack Avenue/Pio Pico Drive)
The intersection of State Street and Carlsbad Boulevard isan especially difficult one for cyclists
SITE-SPECIFICCONFLICTS STATESTREET/CARLSBAD BOULEVARD CITY OF CARLSBAD BIKEWAY MASTER PLAN
The close proximity of the Pio Pico Drive/Tamarack Avenue intersection to the 1-5 on-ramp from Tamarack Avenue IS the mam problem which the others problems simply exacerbate Because the on-ramp is so close to where Pio PICO Drive intersects with Tamarack Avenue and appears to be adequate for merging, motorists may make the right turn (westbound) from Pio Pico Drive directly to the 1-5 on-ramp without making certain there are no cyclists approaching westbound on Tamarack Avenue
Potential solutions include the following 1 Tamarack Avenue's physical roadway width will not allow for a westbound bike lane The current striping configuration of southbound Pio Pico Drive provides sufficient width for vehicles turning right onto Tamarack Avenue to pass to the right of other vehicles waiting (for the green light) to turn left This side by-side positioning further impairs the ability of motonsts turning right to see approaching cyclists If the southbound Pio Pico Drive approach was re-striped (narrowed), it
would likely improve the situation, but would not solve the problem of inattentive motorists
2 Another more effective measure, which unfortunately would increasevehicle delays, involves the prohibition of right turns from Pio Pico Dnve during the red light phase A more detailed study would be needed to determine if the added traffic delay during peak periods would result in an unacceptable level of service
843CarisbadBlvd/PalomarAirportRoad
This intersection is particularly complicated for all users, cyclists and motorist alike Its complexity derives from Its design using highway standards intended to avoid motor vehicle delays and stopping as much as possible It was not built with other types of users in mind (See Figure 8-9, Site-SpecificConflicts Cadsbad Boulevard/Palomar Airport Road) The result is multiple instances of commonly occurring problems These in elude high speed merge laneswhere cyclists must watch out for motor vehicfe traffic approaching from the rear or the side, depending upon whether the cyclist is do ing the merging or is proceeding straight through the intersection (See #1 in Figure 8-9)
Another problem is the high speed off-ramps that force cyclists to watch for motor vehicles attempting to turn right either in front or behind cyclists that are proceed ing straight through the intersection This situation occurs at three points within this configuration (See #2 in Figure 8-9)
This intersection also has two very narrow bridges with high curbs that could pose a hazard by catching a cyclist's pedals (See #3 in Figure 8-9) No matter what the cyclists' destination after passingthrough this intersection, cyclists must pass through one or more of the
There are no Class 2 facilities on Tamarack Avenue where it crosses I 5 Curb cuts, on ramps and high traffic volume makes this a difficult roadway segment for cyclists
The freeway type intersection at PalomarAirport Road and Carlsbad Boulevardcreates difficult merges across high speed traffic for cyclists
Bridges over the rail line at Palomar Airport Road and at Poinsettia Laneand the braided ramps of Carlsbad Boulevard are narrow and bike lanes end abruptly Raised curb heights also contribute to limited bike travel lane area
SITE-SPECIFICCONFLICTS TAMARACKAVENUE/PIO PICO DRIVE CITY OF CARLSBAD BIKEWAY MASTER PLAN
1 • Inadequate distance between Pio Pico Drive/Tamarack Avenue intersectionand1-5on-ramp Becausetheon-rampisso closetoPioPicoDriveand appears adequate for merging,motoristsmaymake therightturnfromPioPico to1-5on-rampwithoutdue regard for other traffic, mcludingcyclists
2•TamarackAvenuenarrow onbridgeover1-5
3•Highconcentration of intersectionsandcurbcutsin thisareaTherearenobicycle facilitieshere,either The combinationofcurbcuts, highlevelsofvehiculartraffic andlackofbicyclefacilities create unsatisfactory conditions for cycling
This "intersection" is actually designed to highway interchange standards intended to minimize motor vehicle delays It is, in general, not conducive to bicycling safety because of the high motor vehicular speeds and the following problems
High speed merge lanes occur at several locations around this intersection, forcing cyclists to watch for high speed motor vehicles approaching from the rear or side
High speedoff-ramps occur at three locations, forcing cyclists proceeding straight (2) through to watch for high speed motor vehicle traffic approaching from the rear and attempting to weave m front of or behind cyclists to reach the off-ramp
The two bridges on Palomar Airport Roadare narrow and lack bicycle facilities ^ The curbs are high, as well, creating the potential for catcning pedals
SafetyAnalysis
situations described above Though this intersection is slated for realignment into a typical "J " configuration, this IS not likely to occur for some time
Potential interim solutions include the following 1 Provide an alternative routefor lessexperiencedcyclists However, the nearest alternative east-west routes are well south at Poinsettia Lane where the bridge over the rail line ISalso narrow with high curbs, and north at Cannon Road The nearest parallel route isAvenida Encinas In the long term, the Coastal Rail Trail would provide a viable alternative route to bypass this intersection
2 Place stop signs at the merge ramps onto eastbound Palomar Airport Road The other two merge points could only be improved by providing a short bike path prior to the merge point that would permit cyclists to cross the merging lane at a right angle
85UserQuestionnaireResponseand Analysis
User questionnaires are often employed in master planning projects to take advantage of the knowledge and experience of local residents A user questionnaire was developed specifically for this project to gather information on user demographics, user satisfaction with the current bicycle facility system, user facility preferences and to determine where users felt new facilities were needed (See page 8-23 )
The questionnaire was distributed through local bicycle shops and the City of Carlsbad Community Development Services counter It was also mailed to members of the San Diego County Bicycle Coalition who live in Carlsbad and surrounding cities The questionnaires were postage-paid to encourage user response (Note that if the percentages for many of the responsesto the following questions were added up, they would total more than 100% This is because the instructions to the respondents were to select all answers that they felt applied to them Therefore, percentages are given based on the number of respondents who selected a particular answer divided by the total number of respondents (See Figure 8-10, Carlsbad BikewayMaster Plan Questionnaire)
The first section of the questionnaire gathered conventional demographic information about the bicycle system users in Carlsbad It included questions about residency, age, reasons for cycling, frequency of cycling, typical destinations, and the average distance ridden
The responses to question #1 indicated that 35% were Carlsbad residents, 24% were from Oceanside, 6% each from Vista, San Marcos and Encinitas and the remain-
der split between Del Mar, San Diego, Poway and Escondido In responses to question #2, approximately 70% of the respondents described themselves as between the ages of 40 and 59, 30% were between 19 and 39 years old, and 6% were between the ages of 13 and 18 The average respondent's age was 45 years old
Respondents were asked to select from a list of types of cycling they engaged in for question #3 All the types were selected in varying numbers in the following order recreation (82%), exercise (59%), transportation to/ from work (47%), training for competition (35%), social cycling (29%), transportation for shopping or errands (24%), and transportation to/from school (12%) The number of respondents using their bicycles astransportation to and from school appeared to be low, but this IS probably due to the relatively high average age (45) of the respondents and the method of distribution of the questionnaire
Question #5 asked about typical destinations The results indicate that many respondents commute because the highest percentage (70%) of respondents selected "destination beyond Carlsbad " The other choices were as follows beaches (41%), no destination/loop ride (35%), employment centers (29%), shopping centers (24%), parks/sports facilities (18%), and schools or libraries (6%) Under the "other" category, another 6% wrote in "off-road "
The responses to question #6 indicated that the most popular time to ride by far was weekend mornings (75%) and the least popular was weekend evenings (12%) The remainder of the responses were fairly evenly distributed across the week, ranging from 35% for weekday mid-days to 47% for weekday mornings and evenings
The final question of this series (#7) asked for the average distance covered in the respondent's rides The results definitely reflect more experienced cyclists The most popular choice was more than 25 miles (70%), followed by 11-24 miles (29%) and 6-10 miles (6%) It IS noteworthy that no one selected any answer below 6 miles This is another example of the high average cycling experience of the respondents
The next setof questions probed the respondent's attitude concerning cycling in Cadsbad and their specific cycling experiences, not just in Carlsbad It included questions about what prevented the respondent from riding more often, how satisfied the respondent was with current bikeway maintenance in Cadsbad, any involvement in cycling accidents, bikeway facility preferences and specific bikeway facility concerns
Oceanside
CARLSBAD BIKEWAY MASTER PLANQUESTIONNAIREMAP
CITY OF CARLSBAD BIKEWAY MASTER PLAN
Using a colored pen or pencil^ please show us
1 where you live
2 Typical destination points of your rides
3 The routes you use most often
4 The routes you avoid
5 where you would like additional routes
6 Any locations with dangerous traffic, roadway or speed conditions
ExistingMajor Roadswith BikeFacilities
Future Major Roadswith Bike Facilities
Future Major Roads without BikeFacilities
Existing Minor Roadswithout Bike Facilities Rail Line and Transit Stations
San Marcos
Safety Analysis
Question #8 asked what prevented the respondent from nding more The most commonly selected response was "trips take too long, can't afford the time," (53%), followed by "lack of safe/direct bikeways," (29%) The remainder ofthe choices received uniformly small response rates of zero to 6%
Question #9 asked how satisfied the respondents were with the current bikeway maintenance in Carlsbad The results were very favorable with the majority saying they were very satisfied (35%) or somewhat satisfied (41%) The choices of somewhat unsatisfied or very unsatisfied received only one response each This question also had space for comments The problems mentioned included debris such as glass and dirt in the bikeway, landscape maintenancevehicles blocking the cyclist's path, and road maintenance and construction
Question #10 asked whether the respondents had been involved in any cycling accidents in the past five years It did not inquire about location, but did ask for a brief descnption ofthe incident Of the 24% ofthe respondents that had been in an accident, all but one involved a motor vehicle and all of those said their accidents were caused by the dnver The one exception was a cyclist who was hit by a loose skateboard The motor vehicle/bicycle accidents included hitting a car door suddenly opened intothe cyclist's path, an illegal motor vehicle u-turn across the cyclist's path, a motor vehicle pulling out into cyclist's path, and a motor vehicleturning right across the cyclist's path In this case, even though the cyclist had just passed the motor vehicle at the previous intersection and was wearing bright clothing and was riding with lights, the motor vehicle dnver turned in front of the cyclist without slowing, signaling or easing into the bicycle lane
Question #11 asked what type of bikeway facilities were preferred The majority (53%) preferred Class 2 "bicycle lanes," followed closely by Class 1 "bicycle paths," (47%) The next selections was "trails/single track dirt paths," (35%) followed by atie between "modified Class 1 (multiuse trail)" and "off-highway dirt roads," (12%) No one selected Class 3 "bicycle routes-signed only"
Question #12 included alist of facility problems andasked respondentsto selectal I those that concerned them most The ten choices received 6 to 59% response rates in the following order beginning with the most frequently selected narrow roadways (59%), streets with high speed vehicular traffic (47%), parked cars on street (47%), high speed off-ramps and merge lanes (41%), high speed right turns for vehicles (24%), roadway hazards such as grates or poor lighting (24%), high number of mid-block curb cuts or dnveways (12%) and high number of mid-block left turns from oncoming traffic (12%)
The final question asked respondents to select from a list of 11 potential improvements that would convince them to commute or ride more often The most often selected Item was wider streets (47%) This was followed by three Items that tied at41% more Class 2 (striped lanes) along safe streets, more Class 1 (separate pathways) connecting parks, schools, activity centers and workplaces, and bicycle sensitive loops in intersections The remainder of the responses were selected by 6 to 29% of the respondents Several respondents also included comments concerning educating motorists and better enforcement of existing traffic laws One respondent suggested improvements in urban planningto emphasize mixed uses containing housing and employment
The questionnaire also asked for general written comments Among them were requests for more Class 1 and mixed-use off-road trails and information concerning where to legally ride off-road in Carlsbad, better pavement patching, provision of more bicycle racks and lockers at employment and entertainment centers and the construction ofthe rail trail to San Diego One respondent said that "unaware dnvers" were the greatest problem confronting cyclists
Finally, in addition to written comments, the respondents were also instructed to review a city map on the back of the questionnaire and to annotate it with the routes most often used, the routes they tended to avoid and why, where new routes were desirable, and specific locations with dangerous traffic or roadway conditions This datagathering technique proved to be very useful, particulady in determining where the respondents felt that problems existed within the Carlsbad system They were able to pinpoint problem locations much more accurately than if they had only been able to describe them in words This was especially true of roadway segments that respondents felt were not conducive to cycling, either because of excessive motor vehicle speeds, lack of bicycle facilities or limited width Figure 8-11, Questionnaire Response Summary, represents a compilation of the problem areas that respondents noted on their questionnaire maps One point of interest was that though the respondents did not propose any new on-street routes, several respondents did indicate off-road routes they were currently using or would like to see designated as official routes
Finally, since questionnaire responses and comments mentioned specific roadway segments with problems, it was enlightening to compare the questionnaire summary denved from the annotated maps and wntten comments to the suitability model results There was aconsiderable amount of concurrence, meaningthat the suitability model did generally assign low ratings to roadway segmentsthat the respondents felt had problems
QUESTIONNAIRE RESPONSE SUMMARY CITY OF CARLSBAD BIKEWAY MASTER PLAN
mOceanside
Oceanside
LEGEND
Angled Vehicular Parking
Narrow Underpasses
(3) No Facilities/Numerous Parked Cars
(4) Narrow Bridges/On and Off Ramps
(5) Inadequate On-ramps
(6) Narrow Roadway Segments
mmm High Speed Vehicular Traffic
1111 Steep Grades
smms "Unofficial" Off-road Routes in current use
San Marcos
Safety Analysis
CARLSBADBIKEWAYMASTERPLANQUESTIONNAIRE
The Oty of Carlsbad is formulating a bikeway master plan lour answen to Ihe following questions will provide vilal infoimation lor this plan Vou may check more than one box where appropnate After completing these questions please mark up the map on the back of this sheet
Finally please fold and tape this questionnaire shut and drop il in ihe mail soon If you have any questions or need more copies of this questionnaire pleasecall SieveJanQ of Ihe City of Carlsbad (438 Mil ext 4354) or Nike Singleton of KTU+t (4S2 2828) Thank you
I Where do you live?
D Carlsbad • San Marcos Oceanside • Encinitas
• Vista • Other
3 What types of cycling do you engage in?
n Recreation D Transportation to/fhom work
D Social cycling D Transportation to/fromschool
D Exercise O Transportation to shopping/ errands
D Training for competition • Other
5 What are your typical destinations?
D Schools or library • Employment centers • Beaches
How often do you nde in Carlsbad? • Daily • Weekly
• Monthly
• No destination loop nde only
Other
7 Average distance of your nde?
Q Under 2 miles D 11 24 miles
• 3 5 miles • 6 10 miles
D Tnpstoo far cant physically handle D Poor bikeway / street maintenance
D Tnps take too long cant afford the time D Unreli^le weather or darkness
• Lack of safe / direct bikeways • Cant carry parcels/ packs
9 How satisfled are you with current bikeway maintenance in Carlsbad^
n Very satisfied [3 Somewhat unsatisfied
D Somewhat satisfied D Very unsatisfied
10 Have you been involved in a cycling accident m the past five years?
D 25 andabove
O Changeof clothing / shower
D Not interested in commuting
• other If a problem list specifics below-
O no [D yes
(If yes bnefly descnoe the circumstances of the accident Includethe type of roador bike facility w^ere it occurred type{s) of vehicles involved if pedestrianswere involvedand the seventyof injunesor anyroadway design factors that havecontnbuted to the KCtdent)
What type of bike facility would you prefer to use?
n Class 1 trail separated from streets for exclusive use of cyclists (8 16 width)
D Modified Qass I multnpurpose 'U'ail for bikes pedestnans joggers andskaters
D Class 11stnped bike laneson streets (4 6 width)
12 What conditions or facility problems concern you most?
D Streets with high speedvehiculartraffic
iZl Streets wrth high volume of vehicular traffic
D Narrow width roadways
D Parked cars on street
n High number of curbcuts or drivewa/s midblock betv/een intersections
D High number of mid block left tums from oncoming vehicles
13 Would you commute or nde more often if
D More Class 11 (stnped lanes) were available along safe streets
D Oass III routes only marked by silage
• Off Highway dirt roads
• Trails singletrack dirt paths
D High speednght tums for vehicles
[Zl High speed off ramps and merge lanes
D Poor pDad maintenance and debris
Q Roadwayhazards grates and poor lighting
• Other
n Qass I pathways were availableconnecting parks schools activity centers and vrarkplaces
D Bike facilities connected with transit centers (bus or commuter rail)
D Employment areas provided showers andlockers
D Employers offered incentives
D Streets were generally wider
D Low vehicular volume streets were more interconnected across the community
D Streets contained medians thereby limiting left turns in front of cyclists
D Streets were better maintained
n Intersections included bike sensitive loop detectors for control of left tum and through traffic signals
• Other
Any additional comments are welcome Thank you for participating in this study and remember to mark up the map on the back of this sheet and send it in
Carlsbad's extensive existing bikeway system provides an excellent foundation for further expansion of the bicycle facilities The system is currently heavily weighted toward Class 2 facilities to take advantage of the arterials built throughout the city Partly because of the preponderance of Class 2 facilities, the opportunities considered below would employ Class 1 facilities Some of the issues discussed in the following sections possess positive attributes, such as the rail right-of-way for example
91CoastalRailTrailOpportunities
The Coastal Rail Trail is a proposed multi-use trail that will run along the existing rail right-of-way between Oceanside and downtown San Diego passing through all coastal cities It represents an opportunity to provide a regional bicycle facility that can also anchor an extensive and scenic Class 1 bicycle system looping around the lagoons and acrossthe City of Carlsbad
However, detouring the rail trail onto the adjacent streets may be necessary until aplanned second trackway is built The present rail bridges over the lagoons will not accommodate bicycle facilities in their current configuration Only when this second trackway is built, along with the bridges capableof supporting atrail, would the rail trail be entirely within the rail right-of-way and be able to avoid city streets altogether Until then, the rail trail would need to be at least partially on the streets and partially on reconstructed bridges
92Oceanside-Escondido RailTrail Opportunity
This rail trail will run along the existing rail right-of-way from Oceanside to Escondido passing through Vista and San Marcos It will provide a regional bicycle facility connection for Carlsbad because it will be linked with Carlsbad via the Coastal Rail Trail just north of Carlsbad in Oceanside The Coastal Rail Trail would provide a direct, scenic, and convenient link to the OceansideEscondido Rail Trail
Other connections to the Oceanside-Escondido Rail Trail (from the northern end of Carlsbad across a small portion of Oceanside) are possible, but this may be problematic due to the topography in Oceansidesouth of the rail trail and the lack of safe crossing points over SR 78 leading into Oceanside The only cJirect connection to the Oceanside-Escondido Rail Trail from Carlsbad other than via El Camino Real would be via the proposed Coastal Rail Trail itself
9 3 Lagoons
The lagoons and their drainages can provide relatively level locations for scenic, off-street bicycle facilities Their east-westorientation makes them ideal for connecting the coastal strip's bicycle facilities with those in the central portion of the city Though they could probably be considered primarily for recreational cyclists, implementation of routes continuing eastward of the lagoons would benefit the commuting cyclists of Carlsbad aswell These routes could largely bypass the current Class 2 arterials with their steep grades This would make them desirable for both recreational and commuting cyclists
94 Future Street Additions and ExtensionswithBicycleFacilities
Virtually all programmed arterials within the City of Carlsbad are planned to include Class 2 bicycle facilities When this road and bicycle facility development is complete as planned, it will provide a comprehensive network of Class 2 routes throughout the city, closing many of the current gaps that may prevent more bicycle travel Many experienced cyclists prefer on-street facilities and they should find that the finished on-street system will provide ample and adequate routes for transportational cycling
95OtherProposedTrails
A number of unpaved trails are proposed for development in the open space areas within the city (See Figure 4-3, Existingand Programmed Trail Systems) These trails would provide primarily east-west connections in areas with little planned development This is likely to makethem attractive to cyclists as well, and just as off-street Class 1 bicycle paths tend to become multi-use facilities, it is likely that trails will be affected the sameway It may be inadvisable to designate specific trails as either bicycle or pedestrian facilities since enforcement will be difficult Referring to all trails as "multi-use" facilities will probably be sufficient to advise users that they should expect different types of users Unless congestion reaches unacceptable levels, mixed-use trails generally function quite well
96PrioritizedSafetyIssues
The study questionnaire revealed that the respondents' primary concerns were about safety Mostoften mentioned were limited roadway widths, parked cars on streets, high speed vehicular traffic and high speed off-ramps and merge lanes Field experience indicates that general safety priorities should include adequate roadway widths over freeway and rail line bridges, aswell asthe elimination of angled vehicular parking Other priorities should include the three specific problem intersections described in Section 8 4, (Site-Specific Analysis)
9.7ConnectivityIssues
The overall configuration of the City of Carlsbad is a series of separated neighborhoods distributed across the city limits Currently, topographic constraints and limited bicycle facilities somewhat restnct transportation between these neighborhoods In many cases, bicycle transportation means riding on high speed, high volume arterials when traveling any distance east-west or northsouth This IS partially due to the fact that many of Carlsbad's major streets have not yet been completed, and may not be built for some time to come The intracity traffic naturally converges on the existing arterials, where the existing bicycle facilities are also located It should be reiterated that the primary reason that the majority of Carlsbad's major roadways receiveda rating of only "fair" in the bicycling suitability model is that many of the arterials that have bike lanes also have fairly high motor vehicle volumes and speeds and the bicycling suitability equation's coefficients for traffic volume and speed have significant impact on the outcome of the model
A second connectivity issue is the rail line between Carlsbad Village Drive and Tamarack Avenue Though it traversessomeof Carlsbad's most denselypopulated areas, no streets cross the tracks between Carlsbad Village Drive and Tamarack Avenue and access to the rail right-of-way is prohibited There are some illegal crossing points in regular use now, but they are convenient to pedestrians, not cyclists
Finally, like many cities, the interstate highway presents significant problems in terms of connectivity The limited number of crossing points forces cycliststo plan east-west trips based on their locations Even then, where underpasses and overpasses do provide access, the roadway is often narrow and cyclists using it are confronted with motor vehicles making their way to and from high speed vehicular off and on-ramps
98ConnectivityOpportunities
Implementation of the Coastal Rail Trail and the city's programmed roadways would create more opportunities to develop an improved bikeway system in Carlsbad Specifically, designating Chestnut Avenue as a bikeway and providing an access across the rail right-of-way would create another east-west connection through the largest residential section of Carlsbad, creating a connection between the coast and El Camino Real Chestnut Avenue IS also a good candidate for an east-west connection because it bypasses 1-5 via an existing underpass specifically for Chestnut Avenue The underpass provides no access to i-5, meaningthere are no vehicular on-ramps or off-ramps to contend with at this location (See Figure 10-5, Proposed Bikeway System Conceptual Linkages)
The Chestnut Avenue rail crossing is the only one recommended by NCTD Other major crossing points observed during field work occur at State Street, Oak
Avenue, Chinquapin Avenue, at the SDG&E Encinas power plant and just south of Palomar Airport Road The crossing at State Street would be accommodated by programmed trail development along the south shore of BuenaVista Lagoon The SDG&E power plant crossing would be replaced by a proposed east-west trail at Cannon Road connecting to the Coastal Rail Trail
A crossing at Chinquapin Avenue would create a direct connection between an existing east-west Class 2 facility with a safe overcrossing of 1-5 and with the rail trail and the coastal corridor The observed Oak Avenue crossing IS probably not needed since it is so closeto the Carlsbad Village Station The observed Palomar Airport Road crossing location is probably not a safe crossing location Instead, an additional crossing is proposed at Manzano Drive just north of Palomar Airport Road This location would provide a safer crossing that also would help to direct users from crossing at Palomar Airport Road
99ProjectedBicycleFacilityDemand
The respondents to the questionnaire distributed for this study felt that the city's bikeway facilities were generally physically sufficient The pnmary concerns with existing facilities were generally about limited roadway widths, parked cars on streets and high speed vehicular traffic The provision of showers and bicycle lockers at employment centers was commonly mentioned, as well as adequate bicycle lockers at transit centers
However, the most common request for additional facili ties wasfor off-street facilities such asdirt roads and singletrack trails that connect parks, schools, activity centers and workplaces This may be due to a desire to avoid motor vehicle traffic in general, a desire for more experience of open space, or a reflection of the still growing popularity of mountain bikes There appears to be signifi cant demand for informal dirt trails within the city and implementation of the city's programmed trail systems should addressmuch of this off-street demand Such trails would primarily serve recreational users since most commuters will prefer to ride on paved surfaces
Based on the previous chapters of this master plan, this chapter describes the general bikeway system improvements recommended for the City of Carlsbad
The following recommendations are intended to take advantage of programmed roadways, bicycle facilities and trails to resolve cyclists' concerns for safety and connectivity The City of Carlsbad has an almost complete system of Class 2 bikeways along its major roadways, and plans to install Class 2 facilities on the as-yet unbuilt roadways as well Implementation of the programmed major roadways will provide greater choice in Class 2 routes between relatively isolated sections of Carlsbad Full implementation of the programmed Class 2 facilities would provide a relatively complete Class 2 system
Short but important gaps in the system now occur, especially on the bridges over highways and rail lines where the roadways tend to narrow significantly Two such potentially important gaps are the crossings of Palomar Airport Road and Poinsettia Lane over the coastal rail line (See Figure 4-2, Existing and Programmed Bicycle Facilities ) However, the widening of both bridges has now been added to the list of programmed facilities and both will then accommodate Class 2 bicycle facilities
While the northern portion of Carlsbad will have a sufficient number of points to cross 1-5, the programmed plans do not include many rail line crossings Crossings at Chestnut Avenue and Chinquapin Avenue would help to alleviate the connectivity issues for this area
Carlsbad has no Class 1 facilities, but the potential exists for creating a Class 1 trail system throughout the city (See Figure 10-5, Proposed Bikeway Facility Map ) Figure 10-5 is a map of proposed routes that would facilitate cycling throughout Carlsbad Since Carlsbad already has an extensive Class 2 system, a substantial amount of land designated as open space and no Class 1 routes, most ofthe new routes shown on the map are Class 1 trails
101ProposedBikewayFacilityMap
The facilities shown on the Proposed Bikeway Facility Map (See Figure 10-5) represent a number of types ranging from Class 1 bikeways to improvements in intermodal connections to benefit bicycle commuting The following sections describe these bikeway components in detail
102Class3Facilities
Class 3 bikeways (often called bike routes) are not striped as bike lanes, but are identified by signage and shown on bikeway maps They are recommended for residential streets where motor vehicle traffic volumes are low, for streets where right-of-way restrictions prevent the installation of a Class 2 facility and for rural routes where upgrading to Class 2 facilities is not warranted due to the expense of right-of-way acquisition and construction costs versus the projected volume of bicycle use Since bicycles are permitted on all highways (except for some freeways), the decision to sign a route should be based on the advisability of encouraging bicycle traffic on the route In addition, destination signing of Class 3 routes is advisable where the route covers considerable distances, or provides access to a number of different neighborhoods or destination points
Class 3 facilities are routes designated by signage only, without street stnping Their primary purpose is to create local or neighborhood street connections between Class 2 facilities They are used on roadway segments where bicycle traffic volumes are not large enough to warrant roadway striping and designation as Class 2 facilities, but the segment fulfills the primary purpose just mentioned They are commonly employed in residential areas and to access schools However, they should only be employed on roadway segments with low ADTs and posted speeds
Carlsbad has some Class 3 facilities, but several roadway segments are currently listed withm the SANDAG data base as parts of "proposed routes" and "existing undesignated routes" that could be upgraded to Class 3 One possible Class 3 includes Las Flores Dnve, sections of Highland Road, Chinquapin Avenue, Adams Street, Highland Drive and Park Drive (See Figure 105, Proposed Bicycle Facilities) These six roadway segments form a contiguous link between northwestern Carlsbad near Buena Vista Lagoon and north central Carlsbad near Agua Hedionda Lagoon to near El Camino Real This proposed Class 3 facility would also link proposed trails along the shores of these two lagoons and provide an attractive route through the residential neighborhoods east of 1-5 and then along Agua Hedionda Lagoon The roadway segments proposed for this route are, for the most part, not subject to heavy traffic Park Drive between Monroe Street and Adams Street intersects the previously proposed Class 3 route and connects It with another existing Class 3 that accesses a high school and city pool complex on Monroe Street (See Figure 10-5, Proposed Bicycle Facilities )
Recommendations
No segment of Chestnut Avenue is currently designated as a bikeway and it is disrupted by the rail corridor rightof-way However, this street proceeds unimpeded under 1-5 through an underpass and, except for the rail line, connects Carlsbad Boulevard to El Camino Real It IS also rated as "good" and "fair" in the bicycling suitability model This route runs almost entirely through residential neighborhoods and generally has low motor vehicle traffic volumes It has definite potential asa Class 3 facility and is recommended for designation, especially if a crossing can be implemented where it intersects the rail line
Finally the segment of Carlsbad Village Drive between Harding Street west of 1-5 and Highland Drive east of 1-5 IS currently designated as a Class 3 facility It has two lanes of traffic each way, heavy traffic volumes, numerous curb cuts and limited width It is a decidedly unpleasant and unsafe place to ride a bicycle In its present configuration, its use should not be encouraged as a bicycle facility It should either be widened to accommodate a Class 2 striped lane or have the Class 3 designation removed Since it is very unlikely that additional width could be provided short of removing a travel lane, it is probably more feasible to remove the Class 3 designation
103Class2Facilities
Class 2 bikeways (often called bike lanes) are one way facilities within roadways placed next to the curb for the preferential use of bicycles within the paved area of streets They are designated by striping, pavement markings and signage Class 2 facilities must be at least four feet wide where no parking occurs and five feet wide where parking does occur Class 2 facilities are in place throughout the City of Carlsbad and more are planned along all programmed major roadways
A specific location where widening and Class 2 lanes are needed isAvenida Encinas just north of Poinsettia Lane
This roadway is quite narrow in places and lacks bicycle facilities, even though it is currently the only access to Poinsettia Station, and will be until the Coastal Rail Trail IS constructed This segment in its current configuration received one ofthe few "poor" ratings in the bicycling suitability model and was referred to by several questionnaire respondents as uncomfortably narrow and having excessive amounts of adjacent parking Field surveys also revealed that the pavement edge fell away abruptly several inches onto adjacent gravel parking lots along some portions ofthe roadway near Poinsettia Lane
The entire length of Rancho Santa Fe Road within the Carlsbad city limits received a "poor" rating it is the longest contiguous segment to be rated so low Its problems include limited width, high speeds and a section with significant grades However, it is likely that widening could be accomplished to mitigate the effects of the traffic speeds on most of its length Where widening is more difficult at the steep grade just south of Melrose Drive, the existing three lanes could be restriped to two and Class 2 lanes added
1032ImprovementstoExistingFacilities
The portion of La Costa Avenue between Rancho Santa Fe Road and El Camino Real was mentioned by several questionnaire respondents who said they disliked using It It received a "fair" rating in the suitability model It has varying numbers of lanes, parking configurations
Sections of Avenida Encinas should be widened to accommodate a Class 2 facility If the Coastal Rail Trail is constructed adjacent to this area, this Class 2 facility would provide a convenient connection to the Poinsettia Station and the Coastal Rail Trail from Poinsettia Lane
and bicycle facilities throughout its length, and relatively high traffic volumes and posted speeds Currently, various parts of the segment are designated as Class 2 and Class 3 Restriping the roadway to create Class 2 condi tions throughout and to provide more space for cyclists may be an option to make it a more comfortable route for cycling This would require reducing the number of lanes for motor vehicle traffic to one lane each way and perhaps reducing or eliminating the existing parallel parking However, City engineers indicated that changing this street is not feasible
A general improvement to the Class 2 facilities is the provision of more roadway width on freeway and rail line bridges and underpasses It is common to find that the bikeway facility ends prior to the roadway segment crossing a bridge and to have the curb pinch inward, eliminating the previously available space for cyclists
Carisbad Bike Facility Master Plan
In addition, many ofthe bridges have excessively high curbs that could potentially catch a cyclist's pedals, especially if the cyclist was attempting to stay far to the right to avoid the motor vehicles on a narrow bridge Many questionnaire respondents noted narrow bridges as a problem in Carlsbad
In general, there are a number of solutions short of the ideal, which would be to actually widen the bridges In some cases, the lanes could be restriped, the sidewalk width decreased or a lane of traffic eliminated In other situations where the motor vehicle volumes and limited width create particularly difficult cycling situations, alternative routes could be provided
104Class1Facilities
Class 1 bikeways (often called bike paths) are facilities with exclusive right-of-way for bicycles and pedestrians with cross flows by motor vehicles kept to a minimum They are physically separatedfrom motor vehicle routes
A wide physical separation is recommended where a Class 1 facility parallels a motor vehicle route Any separation of less than five feet from the pavement edge of a motor vehicle route requires a physical barrier to prevent cyclists from encroaching onto the roadway Anywhere there is the potential for motor vehicles to encroach onto a Class 1 bicycle facility, a barrier should be provided Class 1 routes immediately adjacent to a street are not recommended becausemany cyclists will find It less convenient to ride on this type of facility as compared to streets, especially for utility trips such as commuting Other reasons that Class 1 routes immediately adjacent to a street are not recommended is because they can encourage wrong way riding on the street and can create safety problems at intersection crossings
Unlike on-street facilities that already have defined minimum design speeds, the minimum design speedof Class 1 facilities IS a factor to consider In general, the minimum design speedshould be 20 mph Speed limits may also be implemented and are generally 10 or 15 mph
Opportunities exist for the installation of several Class 1 facilities that would not only provide the relaxed recreational atmosphere associated with an off-street facility, but would also improve commuter connections Normally, Class 2 facilities are preferred for transportation or commuting purposes However, if no roadways exist through an area, these Class 1 facilities will be useful to commuters Together, these facilities would fill in many of the gaps in the current system where topography and lack of facilities currently limit access The location and alignment of the Class 1 facilities are subject to further study and environmental review (See Figure 10-5, Proposed Bicycle Facilities)
The City has adopted, as part ofthe General Plan Open Space and Conservation Element, a master plan of primarily pedestrian pathways known asthe CarlsbadTrails System (CTS) Some of the proposed Class 1 routes follow the planned routes of some of the CTS trails
The Class 1 routes proposed m Figure 10-5 would differ from the CTS trails becausethey would be wider paved paths designated asClass 1 routes, and designedfor multipurpose useversusthe generally unpaved surfacetreat ment and pedestrian orientation endorsed for the adopted trails plan Class 1 paths must be wide enough (12 feet minimum) to accommodate multiple user types and must include an unpaved side path (2 to 4 feet) for users who prefer a softer trail The Class 1 path would not be in addition to any proposed soft surface trail of the CTS, but would replace it where the trails coincide Paving ISrecommended for these specihc routes within the context of the overall trail system to maximize their value for recreational and transportational cycling throughout Carlsbad Becauseof the many differences between CTSand the proposed Class 1 routes, a General Plan Amendment would be necessary to develop the Class 1 facilities in this Bikeway Master Plan
Where the use of asphalt or concrete paving conflicts with an approved trails master plan, environmental resources, or where a more informal, rural ambience is desired, soil polymer technology should be investigated Several manufacturers produce soil stabilizingemulsions that are applied on existing or imported soil or decomposed granite to create a natural looking trail surface A light concentration stabilizes the surface and controls dust, while a heavier concentration mixed into the soil and compacted can be used to create a resilient surface suitable for wheelchairs
1041CoastalRailTrail
The Coastal Rail Trail to run between downtown San Diego and Oceanside within the right-of-way of the existing rail line is currently in design It will connect with another trail being designed within the rail rightof-way between Oceanside and Escondido These facilities will be paved, multi-use, regional routes connecting the coastal cities of San Diego County, as well as the cities roughly paralleling SR78 between the coast and Escondido
The Coastal Rail Trail is commonly regarded as an excellent opportunity to provide a regional trail link connecting Carlsbad with other coastal communities, and by linkage with the Oceanside to Escondido rail trail, to inland communities as well However, it also provides additional trail opportunities within Carlsbad by providing a northsouth spine from which to extend a series of east-west trails across the city This system would allow users to
Recommendations
traverse the length and breadth ofthe City, including going through areas where they can not currently go, either as a leisurely recreational rider meandering around the lagoons, or as a commuter on routes that shorten the current bicycle travel time between the coastal and inland areas of Carlsbad, all without encountering motor vehicle traffic and limiting street crossings
Because any attractive Class 1 bicycle facility can and will attract many other types of users, such as walkers and skaters,the term "rail trail" is simply a more widely used and generally understood term for what is actually a "rail corridor multi-use path" (See Section 8 2 1, Bikeway User Classification ) With this in mind, a series of typical plan and section details were developed to guide implementation of the rail trail
The details highlight the many different right-of-way configurations likely to be encountered while designing and building the rail trail through Carlsbadand the variations in implementation that may be necessary to provide the maximum level of user safety It is not likely that all the illustrated configurations will be encountered in any one city, but the rail trail through Carlsbad must cross three lagoons, as well as traverse very narrow sections of right-of-way near downtown (See Figures 10-1 to 10-4, Coastal Rail Corridor Multi-Use Trail Improvements)
•BridgesOverLagoons
Except for the relatively short crossing at Agua Hedionda, the bicycle bridges needed to cross the lagoons are planned to be constructed when the current single rail line ISconverted to a dual line system At that time, the bridges would be designed and built to accommodate rail and bicycle facilities on a single structure at each lagoon, both to reduce costs and to minimize environmental impacts to wetlands This upgrade is not expected to occur for some time, perhaps not for twenty years For the foreseeable future, the Coastal Rail Trail bicycle route will detour away from the rail right-of-way onto nearby parallel surface roadways, wherever necessary, to bypass the lagoons (See Section 113 4, Bikeway Bridge Improvements, for more information )
•RailCrossingPoints
The proposed rail crossing points would follow specific NCTD guidelines for the entire length of the Coastal Rail Trail However, there is dissension between this master plan and NCTD concerning the allowable width of the openings in the fence at the rail crossing points The minimum required width for a multi-use trail to receive official Class 1 bikeway designation is ten feet, so this master
plan calls for fence openings the full width of the trail NCTD does not allow ten foot openings m rail line fencing (Perhaps a compromise can be reached in which openings narrower than ten feet can be implemented with appropriate warning striping and guardrails that would funnel cyclists and pedestrians into the opening while also helping to inform them beforehand that they are approaching a potentially hazardous rail right-of-way Though It IS not generally desirable nor recommended to reduce the width of a Class 1 bikeway to lessthan ten feet wide at any point, combined with these types of visual warning cues, such narrowing may in this instance, be desirable at these rail line crossing points)
Though It will consider new crossings on a case-by-case basis, the Public Utilities Commission (PUC) prefers no net increase in crossings, meaning that it is desirable to close an old crossing when proposing a new one In some cases, the City can install new crossings if it is willing to take liability for them The PUC will be more likely to grant permission for a new crossingthat can be proven to be substantially safer than the old unofficial one It IS replacing
The design of the proposed rest stops would be purposefully specific to Carlsbad to help to distinguish the city from other municipalities along the route They would occur at three scenic points along the Coastal Rail Trail within Cadsbadand would be equipped with a number of amenities (See Section 11 4, Rail Trail Construction )
The Coastal Rail Trail has the potential to be both an important recreational and commuter bike facility
Midblock crossingpoints would follow specific guidelines developed for this project and would incorporate a number of safety features The basic facility design could be usedfor the entire length ofthe Coastal Rail Trail from Oceanside to downtown San Diego (See Figure 10 3)
•SpecialUrbanDesignZones
The areas immediately surrounding transit stations in Carlsbad are proposed to have enhanced urban design amenities to highlight the importance of the stations This may include improvements in paving, landscaping, lighting, fencing, site furnishings, signage and art that would relate to both the design of the transit stations and their urban context
For a distance of half a mile along the rail line and within the rail right-of-way, these enhanced urban design treatments would highlight the approach to the core of two unique areas of the City, anchored by their transit centers The existing design elements of these transit centers could be expanded throughout the urban design zones, with progressively more detail as usersgot closer to the transit center themselves The urban design detailing could form relatively concentric zones of certain elements, beginning with landscaping, for example, and layering on the other amenities such as lighting, paving, fencing and site structures, culminating in a zone immediately around the transit center with all proposed amenities, as well as site structures that resemble the existing transit center buildings, but on a smaller scale
•PublicArt
Public art for inclusion within the Coastal Rail Trail development may be particularly appropriate at the transit stations, within the special urban design zones and at the proposed rest stops For example, interpretive features at the rest stops could be designed to be part of the public art and take advantage of the views Specific guidelines for public art in Carlsbadcan be found in Appendix B
1042Mid-CityHistoricTrail (CoasttoCarrilloRanch)
A paved trail along the Agua Hedionda Lagoon could be extended eastward to the Carrillo Ranch site in eastern Carlsbad near SanMarcos Its alignment would run from the shore of the lagoon eastward to a point just east of the Carlsbad Ranch development (Legoland) where it could turn south through a proposed golf course development to cross Palomar Airport Road From just south of PalomarAirport Road, it could run eastward to cross EI Cammo Real south of Camino Vida Roble and then up the valley to the Carrillo Ranch site From here It could continue on unpaved and connect with the City of San Marcos trail system
1043SpecificParkConnections
The proposed Class 1 facilities will connect several existing and programmed parks in the central portion of the city These include Alta Mira, Veterans Memorial, Calavera Hills, Laguna Riviera, Carrillo Ranch, Alga Norte and Poinsettia Parks The proposed Class 1 facilities would also intersect with other proposed trails and allow connection via those trails with several other parks around the periphery of the City
10.5 Multi-useTrailFacilities
This type of facility is proposed for only one route system in this bikeway master plan, leading to and around Lake Calaveras This facility is intended to take advantage of existing well established dirt roads in the area as an off-street route Whether or not this route is paved will be based on environmental constraints and determined prior to implementation Maintaining its unpaved status means that it can not be designated a Class 1 bi cycle facility, but this route is intended to be an informal route for all types of trail users, not just cyclists
10 6 Other Bicycle Facilities
Several other types of bicycle facilities are recommended under this master plan, but are not shown on the facility map due to scale or other factors
1061UndesignatedBikeFacilities
These routes are indicated on bikeway system maps only, without signage or striping No undesignated bike facilities are proposed in this bikeway master plan Typically, undesignated routes are most useful in more densely populated urban areas, but Cadsbad's relatively small areas of dense development should allow its bikeway system to function without the need for this type of facility It should be noted that all of the currently existing undesignated routes are proposed to be upgraded to Class 3 facilities under this master plan Implementing this upgrade would be of minimal cost since It would require the addition of bicycle route signage only However, it should be a goal of any workable bikeway system to make as many streets as possible compatible for bicycle use
1062Site-specificProjects
The site-specific project areas are intersections and bridges that will all require minor to significant reconfiguration to make them functional components of a safe bikeway system (See Chapter 8 )
Carlsbad Bike Facility Master Plan
1063UrbanAccessPathways
In some cases, opportunities to increaseintermodal transit use may be available simply by providing convenient access between transit centers and bikeways where none yet exists Where these urban access paths may prove useful, they would require development of multiuse pathways for non-motorized usebecause they would naturally attract pedestnan useas well Therefore, multiuse standards should be implemented in the design of these access paths
1064ConnectionstoUrbanCenters
Among the criteria used in the selection of routes for this bikeway master plan was the definition of activity and employment centers, as well as CIS evaluation of population and employment densities These types of data probably best represent what could be called "urban centers " Using this data, bikeway routes were selected to provide the most direct connections possible between these urban centers and the existing transit centers In some cases, existing bikeways already ran adjacent to transit centers, or an adjacent undesignated roadway was determined to be a candidate route
1065SchoolAccessPaths/Routes
In most cases, a considerable percentage of students at any particular school will get there by bicycle Many of these children are not experienced, knowledgeable or comfortable with riding on streets in the midst of motor vehicle traffic Forthem, alternate routes should be designated to access schools from the surrounding neighborhoods they serve These routes would utilize lightly traveled streets where sidewalk riding would be unlikely to pose safety problems for themselves or other users These routes should also be designed to cross arterials or other high volume streets, when necessary, at specific points with sufficient sight distances,crosswalks, pedestrian signals and, where appropriate, crossing guards The students for whom these routes are designated should be encouraged to use them
1066IntermodalFacilities
For this bikeway master plan, intermodal facilities include bus stops, commuter rail stops and park and ride lots These park and ride facilities need to be accessible to cyclists and should be equipped with bicycle lockers The two coastal commuter rail stations could perhaps be improved by installing additional bicycle lockers as demand requires
A proposed park and ride lot at the Poinsettia Station commuter rail stop could provide some benefits for bicycle, automobile and commuter rail users The existing parking lot is probably large enough to accommodate a park and ride function without expansion Putting a park and ride lot at the commuter rail station would
probably foster commuter rail use and would still place It close enough to 1-5 to be convenient to persons who continued to drive A potential added benefit may be that exposure to the commuter rail environment may encourage automobile commuters to try rail commuting
Another park and ride lot could be installed at the Plaza Camino Real retail complex at SR 78 and El Camino Real An existing transit center there is served by at least nine bus routes, including two express routes using bicycle rack-equipped buses, but bicycle lockers are needed (See Figure 10-5, Proposed Bicycle Facilities )
10 7 Current Constraintsto Cycling
Several problems consistently constrain bicycle use in Carlsbad The following sections describe the most prevalent ones
1071NarrowBridges
The most common constraint to bicycle use in Cadsbad results from narrow bridges, or from a lack of crossings over barriers such as highways and rail lines Bridge construction or reconstruction takes place very infrequently, but when such work is planned, the needs of cyclists should be considered and crossing opportunities implemented Retrofitting bicycle facilities onto existing substandard bridges is much more costly than including bicycle facilities within a scheduled improvement project In some cities, the provision of bicycle facilities on bridges has been made a standard component of new bridge planning, design and construction Besides roadway bridges, bicycle facilities have also been implemented as part of pipeline crossingsover rivers, for example
1072Topography
The next greatest constraint to cycling in Carlsbad is topography, especially in the southeastern and east central portions ofthe city Long and often steep grades are common Though a small percentage of cyclists may actually seek out such grades, most would rather avoid them Little can be done to alleviate this problem except to provide alternative routes to circumvent steep areas wherever possible One example of such an alternative route IS the proposed segment along the northern shore of Batiquitos Lagoon This particular segment IS intended to serve as a multi-use route to take advantage of the views of the lagoon However, it can also serve as an alternate route connecting coastal Carlsbad to El Camino Real without having to ride up and over the hills just north ofthe lagoon via Poinsettia Lane and Aviara Parkway
Recommendations
1073Connectivity
There are a number of planned arterials as yet unbuilt, especially in the hilly southeastern portion ofthe city Under current conditions, this lack of routes creates only minor inconvenience for motor vehicle drivers However, until these streets are actually in place, there is a lack of desirable routes and cyclists are required to make longer, more indirect trips than they would prefer Once in place, these planned arterials would provide cyclists with much more convenient routes from one neighborhood to another
10 7 4 High Speeds
Many of Cadsbad's existing Class 2 roadways have rela tively high posted motor vehicle speeds Experienced cyclists are generally not concerned with adjacent motor vehicle speeds, especially when they can rely on the relative safety of their own lane However, less expenenced cyclists are more likely to find such conditions uncomfortable and are therefore less likely to use these roadways
-CIPPRO)ECTS&FUNDING
Sections 11 1to 11 3 define the recommended bikeway system improvements as CIP projects and provide construction costs See Figure 11-1, Proposed CIP Project Segments, for a graphic overview of the proposed bikeway segments See Table 11-1 for general costs For a description of each segment, see Table 11 -2 andthe specific CIP segment cost analyses spreadsheets inAppendix D The remaining sections of this chapter describe the funding sources availablefor bikeway projects, followed by a summary Tables 11-3A and B, Trail and Bikeway Facility Funding Summary
111SpecificProjects
These are locations that presently do not function optimally for cyclists' safety The changes needed range from restriping and signage to complete reconfiguration However, for this master plan, their CIP projects costs are considered to be only the restriping and signage needed to complete the improvements Thecosts of actual reconstruction due to recommended reconfiguration is not included because the two intersections recommended for reconfiguration are already slated for suchwork The necessaryreconstruction is described in the following paragraphs, butare not tallied
1111CarlsbadBoulevard/StateStreet
This intersection is probably the most problematic in the City of Cadsbad The recommended (and planned) solution IS to realign State Street so that it forms a "T" intersection with Carlsbad Boulevard State Street would be controlled by a stop sign and a left turn lane would probably beprovided on southbound CarlsbadBoulevard These alterations would greatly improve safety at this intersection, for cyclists and motorists alike However, environmental concerns about this reconfiguration may be troublesome considering the potential impacts to adjacent wetlands
1112 CarlsbadBlvd/PalomarAirportRoad
This intersection, like the previous one, is planned to be reconfigured with a standard intersection configuration This will be a significant undertaking since this reconfiguration requires the removal and realignment of an intersection styled after those used on interstate highways, complete with cloverleaf ramps and overpasses
1113 TamarackAvenue/PioPicoDrive
This intersection is currentiy lightly traveled by cyclists, but the recommended improvements to make it safer for them would not be costly Restriping the lanes to accommodate a Class 2 lane and providing signage warning motorists to watch forcyclists would probably be sufficient forthis intersection
112 BikewayDevelopmentPriorities
The factors used in prioritzing the implemention of potential bikeway project types included probable demand, available funding, regional significance and transportational efficiency With these criteria, the proposed Coastal Rail Trail was given first priority, followed by on-street routes andoff-street routes See Table 11 -2, Capital Improvement Projects, for more information
113TypicalUnitConstructionCosts
The cost of bicycle facility construction varies widely depending on the type offacility concerned A generalized list of typical unit construction costs are shown in Table 11-1 These figures can be used for preliminary cost estimates, but they do not reflect special circumstances that may occur in specific situations, such as the long bridges that would be needed to span lagoons, for instance The following sections provide generalized costs per mile for each class of bicycle facility, as well as what these costs cover, and just as importantly, what they do not
113 1Multi-UseTrails(Segments36-37)
This type of trail is represented by a small trail system leading to and around Lake Calaveras These segments would not fulfill Caltrans official bikeway designations because they are intended to serve as multi-purpose routes that may or may notbe paved, depending upon environmental review prior to implementation Until surface type IS determined, costsformulti-use trails should be considered the same as those for Class 1 bikeways
1132Class1Bikeways(Segments28-35)
Because they are constructed independently of existing or programmed motor vehicle facilities Class 1 paths are by far the most expensive of all bicycle facilities Typical costs are $150,000 to $350,000 per mile,exclusive of right-of-way acquisition, bridges and other potential major expenses such asextensive grading The range of costs isprimarily due to topography and facility width Forexample, a Class 1 facility being converted from an abandoned rail roadbed will require far less grubbing, grading and structural enhancements than a facility being constructed through undeveloped hilly terrain
113 3 Class 2 Bikeways (Segments 10-27)
Class 2 facility costs are approximately $15,000 to $35,000 per mile This cost includes all necessary lane stnping and signage, butdoes not include widening of roadways The cost variation is due to the amount of striping and signage installed The cost will be higher where substantial restriping is needed, such as where multiple motor vehicle lanes require restriping
1134Class3Bikeways(Segments1-9)
Class 3 routes costs are the lowest of all facility types because the only physical improvement to be installed IS route signage The cost range of $1,500 to $5,000 per mile ISdue to the distance between signs, which can vary considerably depending upon factors such as horizontal and vertical curvature, the number the intersections and curb cuts, and how often the route changes direction onto a different roadway
1135BikewayBridgeImprovements
The following information concerns bridges designed to serve bicycle facilities in locations other than planned or programmed roadway bridges Typical roadway bridges are constructed of reinforced concrete to withstand the enormous stressesof motor vehicle traffic and seismic activity Bridges intended for non-motorized uses do not need to beas robust or as costly as bridges designed for regular motor vehicle use
Bridges costs depend on design load and foundation, and to a lesser extent, length, width and materials Bridges must be designed to carry the same loads as the bicycle facility they serve OnClass 1 facilities, for example, where patrol, emergency or maintenance vehicles are expected to use the bridge, it must be able to support at least the gross weight of the heaviest anticipated vehicle Bridges intended to support motor vehicles will require much sturdier construction and increased width, both of which will increase costs
Unstable soil conditions will require any bridge to be built with more expensive foundations in the form of larger footings or piers Wooden bridges tend to be less expensive than metal bridges, though their useful life may be shorter Bridge costs increase almost exponentially as their height increases dueto increased structural complexity Finally, prefabricated bridges are generally cheaper and less environmentally damaging to install than constructed-in-place bridges For bridge preliminary cost estimates, $1,200 to $1,500 per linear foot IS adequate
Typical Bikeway Construction Costs
Table 11 -1
00-$20 00
00-$25 00
Steelor ConcreteBridge
36" Retaining Wall (Concrete)
00-$40 00 Relocate Signs/Fencing
00-$2 00
00-$5 00 Traffic/Bike PathSigning
Control
40-$3 00
00
20-$0 40
10-$0 20
CarlsbadBikeFacilityMasterPlan
114 RailTrail Construction
The planning, design and construction of the Coastal Rail Trail will need to acknowledge some specific cost issues not commonly encountered in most bikeway projects The following sections illustrate the specific concerns behind some of these issues
114 1Class1Bikeway
Though It IS planned to be a multi-use facility, the Coastal Rail Trail is being designed to meet Caltrans Class 1 bikeway standards Therefore, costs for the bikeway can utilize the estimates from Section 113 1, Typical Unit Construction Costs, for Class 1 Bikeways As described in that section, specific significant additional expenses related to topography, bridges, etc need to be added to normal costs However, since the bikeway will be built adjacent to a prepared rail roadbed and land acquisition costs are not likely to be a factor, costs for this Class 1 facility may be somewhat lower than typical installations On the other hand, the bridges needed to cross the lagoons will add substantially to the overall costs
A factor that will play a role in facility costs specific to the City of Carlsbad is the width ofthe rail right-of-way The right-of-way width varies through the city, being narrowest in the northern half of the city near down town and the existing transit center at Carlsbad Village Drive, and widest in the southern half of the city Where the right-of-way width is large, construction costs should be at the low end relative to typical Class 1 bikeways However, where right-of-way widths are restricted, additional costs are likely to be incurred in the form of supplementary earth moving, grading, compaction and retaining wall construction to provide the necessarylevel linear space for Class 1 bikeway development
114 2BikeBridges
The bike bridges for the coastal bikeway are significantly different from most bikeway installations for three reasons First, they will require longer bridges than normally constructed for typical bikeways Second, these bridges would likely be built as adjuncts to new rail bridge construction Third, the rail bridge construction IS not likely to occur for some time For these reasons, costs are difficult, if not impossible, to determine at this time, especially since the type of rail bridge construction will determine the type of added bikeway decking and attachment Therefore, in lieu of bridge costs, roadway segments that are planned to be used to circumvent the lagoons should be used for cost analyses for the foreseeable future For more information on bridge construction requirements, see Section 113 4, Bikeway Bridge Improvements
114 3Signage
The City of Carlsbad's approved design for signage identifying the Coastal Rail Trail incorporates an icon that identifies the City of Carlsbad within its portion of the coastal route, as well as incorporates a graphic emblem that generally identifies the Coastal Rail Trail throughout Its alignment from Oceanside to San Diego This general configuration should be used by the other municipalities throughout the Coastal Rail Trail alignment
This identifying signage should be placed in an uniform method such as at all trail crossing and access points, rest stops and transit stations The selected size and method of installation should follow a standard acceptable and agreed to by all the municipalities along the Coastal Rail Trail alignment The standard sign is likely to be a small, baked enamel-coated metal plate securely bolted to a sturdy wooden post
1144RestStops
Rest stops are proposed for three locations within the City of Carlsbad's portion ofthe Coastal Rail Trail alignment Their locations were selected to provide conveniently dispersed stopping points, to take advantage of available viewpoints at scenic areas and at points of natural interpretive opportunities along the Coastal Rail Trail alignmentwithin the City of Carlsbad The selected rest stops represent the culmination of the three critena
The City of Carlsbad envisions a substantial array of amenities at these rest stops Among them are the following
• Bike racks,
• Shade shelters,
• Seating,
• Signage (interpretive and directional),
• Lighting,
• Trash receptacles,
• Emergency telephones,
• Portable restrooms,
• Water fountains (with bottle spouts and dog basins)
Incorporation of all of these components into the rest stops would require some expense, but should be seen as an opportunity to create a favorable impression of the City of Carlsbad for large numbers of trail users in an highly effective manner The provision of these amenities at scenic vista points within Cadsbad would leave a lasting favorable impression on users To help ensure this, the signage should cleady identify the rest stops as being provided by the City of Carlsbad
PROPOSE D CI P PROJEC T SEGMENT S CITY OF CARLSBAD BIKEWAY MASTER PLAN
LEGEND
ProposedClass1Trails
- "ProposedMulti-UseTrails
• " ExistingClass2BikeLanes
PlannedRoadswithClass2BikeLanes
ProposedClass2BikeLanes
ExistingClass3BikeRoutes
ProposedClass3BikeLanes
O ProposedParkandRideLots /
A ProposedRailLineCrossings
O ExistingandPlannedParks
Site-specificCorrectiveProjects
CIPSegments (g)
Figure 11-1
(See Pocket Map in back of document for larger version of this map)
Oceanside
Oceanside
Vista San Marcos
Pacific Ocean
Encinitas
Carlsbad Bike Facility Master Plan
CIPProjectsandBikewayFunding
1145PublicArt
Public art should be considered under any large-scale community project, including a bikeway master plan
Art installations are most appropriate where the largest number of users can experience and appreciate them
For this master plan, those locations would be along the Coastal Rail Trail, primarily at the transit centers and secondarily at the rest stops, assuming that a numerical criterion is used The coastal areas of the city are the most heavily used and the Coastal Rail Trail is expected to continue that trend Public art at the transit stations would also benefit a great many more users than those specifically using the Coastal Rail Trail Rail and bus users embarking and disembarking at the transit centers could also appreciate public art in such a highly visible venue (See Appendix B for specific city guidelines for public art in Carlsbad )
114 6TransitCenterImprovements
Transit center improvements directly contribute to the intermodal integration ofthe rail trail and the transit center
The type of improvements that specifically benefit both facilities where they intersect are pnmanly bicycle storage facilities such as bike lockers and bike racks Other recommended transit center improvements are more general in nature and are intended to highlight the immediate area and direct usersto the transit center (See Section 10 4 1, Special Urban Design Zones, for more information regarding these general improvements )
114 7Summary
Due to the length and complexity ofthe bridges required to cross the lagoons and the additional construction necessary where available right-of-way width is limited Class 1 bikeway costswill be significantly higher in these locations within the City of Carlsbad In almost all other respects, costs for the remainder of the Class 1 coastal facility should be similar to more typical installations, and may even be less due to the condition of the established rail roadbed and its moderate slopes
115 BikewayFunding Sources
Federal, State and local government agencies invest billions of dollars every year in the nation's transportation system Only a fraction of that funding is used in development projects, policy development and planning to improve conditions for cyclists Even though appropriate funds are limited, they are available, but desirable projects sometimes go unfunded because communities may be unaware of a fund's existence, or may apply for the wrong type of grants Also, the competition between municipalities for the available bikeway funding is often fierce
Whenever Federalfunds are used for bicycle projects, a certain level of State and/or local matching funding is generally required State funds are often availableto local governments on the same terms Almost every implemented bicycle program and facility in the United States has had more than one funding source and it often takes a good deal of coordination and opportunism to pull the various sources together According to the FHWA's publication. An Analysis of Current Funding Mechanisms for Bicycleand Pedestrian Programsat the Federal, State and Local Levels, where successful local bike facility programs exist, there is usually a full-time bicycle coordinator with extensive understanding of funding sources Cities such as Seattle, Washington, Portland, Oregon and San Diego are prime examples Bicycle coordinators are often in a position to develop a competitive project and detailed proposal that can be used to improve conditions for cyclists within their jurisdictions Much ofthe following information on Federal and State funding sources was derived from the previously mentioned FHWA publication
In 1991, Congressre-authorized the collection and distribution of the Federal gasoline tax and related transportation spending programs The legislation was seen as particularly significant because the focus of 30 years of Federal transportation investment, the Interstate Highway System, was neanng completion The new legislation provided the opportunity to rethink transportation priorities and philosophies
ISTEA funding is managedthrough the Stateand regional agencies, in this case the San Diego Area Council of Governments (SANDAG) Most, but not all, ofthe funding programs are oriented toward transportation versus recreation, with the emphasison reducing auto trips and providing intermodal connections Funding criteria include completion and adoption of a bicycle master plan, quantification of the costs and benefits of the system (mcluding saved vehicle tnps, reduced air pollution), proof of public involvement and support, CEQA compliance and the commitment of local resources In most cases, ISTEA provides matching grants of 80 to 90 percent The amount of money available through ISTEA is substantial (over $155 billion from 1992-97), but there IS always strong competition to obtain those funds
ISTEA IS currently undergoing re-authorization in Congress and was slated for final approval in late 1997 Current indicators are that ISTEA programs will continue, though under a new name, and stateswill be given more control over how funds are spent
Federal funding through the ISTEA program provides the bulk of outside funding ISTEA is comprised of two major programs, Surface Transportation Program (STP) and Congestion Management and Air Quality Improvement (CMAQ), along with other programs such as the National Recreational Trails Fund, Section 402 (Safety) funds Scenic Byways funds and Federal Lands Highways funds, though municipalities are unlikely to be eligible for funding from all of these sources
Among the new concepts in the original legislation were intermodalism, transportation efficiency, funding flexibility and planning, all of which had direct benefits for cycling The legislation also created a wide range of funding opportunities for bicycle-related activities, including the following that may represent opportunities for the City of Carlsbad
•SurfaceTransportationProgram(STP)
Section 1007 (a)(l)(b)(3) allows states to spend their allocation of Surface Transportation Program funds on a range of activities similar to those of the NHS Bicycle facilities are specifically listed as eligible items STP Funds can also be used for "nonconstruction bicycle projects related to safe bicycle use "
Section 1007 (b)(2)(C)(c) created a new category of transportation enhancement activities (TEA) on which States were required to spend at least 10 percent of their Surface Transportation Programfunds TEAs are very broadly defined as
' with respect to any project or the area to be served by the project, provision of facilities for pedestriansandcy clists, acquisition of scenic easements and scenic or historic sites, scenic or historic highway programs landscap mgandother scenic beautification, historic preservation rehabilitation and operation of historic transportation buildings, structures or facilities including historic rail roadfacilities andcanals, preservation of abandonedrailway corndors (including the conversion and use thereof for pedestrian and bicycle trails) control and removal of outdoor advertising archaeological planningand research and mitigation of water pollution due to highway runoff "
Surface Transportation Program funds are allocated to the California Department of Transportation (Caltrans), which makes the decisions as to how the funds are actually spent The Federal government does not allocate funds to specific projects Therefore, for a bicycle project to be funded, it must appear on the list of potential projects under consideration at the State, regional, or City level, whichever is appropriate
•LocalPlanning
Section 1024 (a) requires each metropolitan area (with a population greater than 200,000) to develop an annual or biannual Transportation Improvement Program (TIP) that "shall provide for the development of transportation facilities (including pedestnan walkways and bicycle transportation facilities) which will function as an intermodal transportation system " These TIPs must be based on available funding for projects in the program and they must be coordinated with transportation control measures to be implemented in accordancewith Clean Air Act provisions Final project selection rests with the California Transportation Commission (CTC), with technical input from Caltrans
•StatePlanning
Two sections of the Act explicitly require the State to develop a TIP to "consider strategies for incorporating bicycle transportation facilities and pedestrian walkways in projects, throughout the State," (Section 1025 (c)(3)), and to "develop a long-range plan for bicycle transportation facilities and pedestnan walkways for appropriate areas of the State, which shall be incorporated into the long-range transportation plan,' (Section 1025 (e)) These provisions are important on a municipal level because they are crucial for getting incidental bicycle projects funded The intent behind these sections is to ensure that if bicycle facilities are identified in a TIP or long-range plan as being necessary in a corridor and construction or reconstruction work in those corridors IS planned, then the relevant bicycle improvements called for in the planning must be included and implemented
Opportunities for incorporating bicycle projects are not limited to large transportation projects and not even to actual construction projects Independent bicycle and pedestrian projects, such as trails away from highway corridors and nonconstruction projects, such as mapping, also need to be incorporated into State and City planning documents if they are to be funded
Section 1033 states thatthe Federal share under ISTEA of bicycle transportation facilities is to be 80 percent The remaining 20 percent ofthe funds must be matched by the State or local government agency implementing the project The section also states that, to be funded, a bicycle transportation facility must be principally for transportation rather than recreation purposes This has been defined by the FHWA to mean
Where Federal-aid highway funds are used, these projects should serve a transportation function A circular recreation path, for example, would not beeligible However, any type of facility which does serve a valid transporta tion needwhile also fulfilling recreation purposes would be eligible"
CIP Projects and Bikeway Funding
The section goes on to describe a "bicycle transportation facility" as
"new or improved lanes, paths or shoulders for the use of cyclists, traffic control devices, shelters and parking fa cilities for cyclists "
•CongestionMitigationandAirQualityProgram(CMAQ)
Section 1008 is referred to as the Congestion Mitigation and Air Quality Program (CMAQ) This part ofthe legislation IS intended to fund programs and projects likely to contnbute to the attainment of national ambient air quality standards under the 1990 Clean Air Act Amendments Five areas of eligibility have been defined
Transportation activities in an approved State Implementation Plan (SIP) developed under the Clean Air Act
• Transportation Control Measureslisted in Section 108 (b)(1 )(A) of the Clean Air Act, which include
"(ix) programs to limit portions of roadway surfacesor cer tain sections of the metropolitan areato the use of non motorized vehicles or pedestrian use, both as to time and place
"(x) programs for secure bicycle storage facilities and other facilities, including bicycle lanes, for the convenience and protection of cyclists in both public and private areas, and
"(xv) programs for new construction and major reconstruc tion of paths tracks, or areas solely for the usebypedes trians or other non-motorized means of transportation, when economically feasible and in the public interest "
"Construction of bicycle and pedestrian facilities, nonconstruction projects related to safe bicycle useand State bicycIe/pedestrian coordinator positions asestablished in the ISTEA for promoting andfacilitating the in creased use of non motorized modes of transportation This includes public education, promotional and safety programs for using such facilities '
To be funded under this program, projects and programs must come from a transportation plan (or State (STIP) or Regional (RTIP) Transportation Improvement Program) that conforms with the SIP and must be consistent with the conformity provisions of Section 176 of the Clean Air Act
•Section402(Safety)Funds
Section 402 funds address State and community highway safety grant programs The priority status of safety programs for cyclists expedites the approval process for these safety efforts
Symms National Recreational Trails Act
The Symms National Recreational Trails Act created a trust fund for the construction and maintenance of trails At least 30 percent of the funds must be spent on trails for non-motorized users and at least 30 percent for trails for motorized users The remainder is to be allocated to projects as determined by the State Recreational Trails Advisory Board of the California Department of Parks and Recreation which the State must have to be eligible for the funds
FederalTransitAct
Section 25 ofthe 1964 Urban Mass Transportation Act states that
"For the purposes of this Act a project to provide access for bicycles to mass transportation facilities, to provide shelters and parking facilities for bicycles in and around mass transportation facilities, or to install racks or other equipment for transporting bicycles on mass transportation vehicles shall be deemed to be a construction project eligible for assistance under sections 3, 9 and 18 of this Act"
The Federal share for such projects is 90 percent and the remaining 10 percent must come from sources other than Federal funds or fare-box revenues Typical funded projects have included bike lockers at transit stations and bike parking near major bus stops To date, no projects to provide bikeways for quicker, safer or easier access to transit stations have been requested or funded
This funding source is administered by the U S Recreation and Heritage Conservation Service and the State Department of Park and Recreation Any project for which LWCF funds are desired must meet two specific criteria The first is that projects acquired or developed under the program must be pnmanly for recreational use and not transportation purposes and the second is that the lead agency must guarantee to maintain the facility in perpetuity for public recreation
The application will be considered using criteria such as priority status within the State Comprehensive Outdoor Recreation Plan (SCORP) State Department of Park and Recreation will select which projects to submit to the National Park Service (NPS)for approval Final approval IS based on the amount of funds available that year, which is determmed by a population-based formula Trails are the most commonly approved project type A recent example is the restoration and expansion of trails withm Florida Canyon in San Diego's Balboa Park
NationalRecreationalTrailFund
This funding source is intended to pay for a variety of recreational trails programs to benefit cyclists, pedestrians and other non-motorized users Projects must be consistent with the State Comprehensive Outdoor Recreation Plan required by the Land and Water Conservation Act
1152StateSources
StreetsandHighwaysCode
BicycleLaneAccount(BLA)
Section 2106 (b) ofthe Streetsand Highways Code transfers funds annually to a Bicycle Lane Account (BLA) from the revenue derived from the excise tax on motor vehicle fuel The BLA is administered by the Caltrans Office of Bicycle Facilities which allocates funds to cities and counties It is locally administered through SANDAG to counties and cities Approximately $1 2 million is available annually to projects m San Diego County
For a project to be funded from the BLA, the project shall
i) Be approximately parallel to a State, county, or city roadways, where the separation of bicycle traffic from motor vehicletrafficwill increase thetraffic capacity of the road way, and
II) Servethe functional needsof commuting cyclists,and III) Include but not be limited to
• New bikeways serving major transportation corridors,
• New bikeways removing travel barriers to potential bi cycle commuters
• Secure bicycle parking at employment centers, park and ride lots and transit terminals,
• Bicycle carrying facilities on public transit vehicles,
• Installation of traffic control devices to improve the safety and efficiency of bicycle travel,
• Elimination of hazardous conditions on existmg bikeways serving a utility purpose
• Planning and
• Safety and education
Maintenance is specifically excluded from funding and allocation takes into consideration the relative cost effectiveness of the proposed project
StateHighwayAccount
Section 157 4 ofthe Streets and Highways Code requires Caltrans to set aside $360,000 for the construction of non-motorized facilities that will be used in conjunction with the State highway system The State Highway Account fund is also administered by the Office of Bicycle Facilities
Funding is divided into different project categories Minor B projects (lessthan $42,000) are funded by a lumpsum allocation by the CTC and are used at the discretion of each Caltrans District office
Minor A projects (estimated to cost between $42,000 and $300,000) must be approved by the CTC Major projects (more than $300,000) must be included in the State Transportation Improvement Program and approved by the CTC Fundedprojects have included fencing and bicycle warning signs related to rail corridors
TransportationDevelopmentActArticle III (SenateBill821)
Transportation Development Act Article III funds areState block grants awarded annually to local jurisdictions for bicycle and pedestrian projects in California The funds originate from the State retail sales tax and are distributed through the Congestion Management Agency to local jurisdictions based generally of population Examples of expenditures have included construction of bicycle facilities and pnnting of bicycle safety posters on the back of city buses (Carlsbad is slated to receive $340,000 in TDA funds in FYl 998 )
115 3OtherSourcesofFundingforBicycle Projects
Governor's EnergyOffice(Oil Overcharge Funds)
The Federal government forced oil companies to repay the excess profits many of them made when they violated price regulations enacted in response to the energy crisis of the early 1970's Few states have taken advantage of this fund, but some have received grants for bike coordinators and bicycle facilities The types of projects eligible for funding vary by state, as does the level of allocation available
CoastalConservancyFunds
Coastal communities are eligible to receive funds from the Coastal Conservancy from its Coastal Access Program Bicycle parking and bicycle access projects are eligible, but must be within the coastal zone as defined by the locally adopted Local Coastal Program (LCP) Generally, projects must meet the following criteria
• Serve a greater than local need,
• Addressa critical public safety problem,
• Takeadvantage of a unique opportunity,
• Bepart of a comprehensive regional access program,
• Demonstrate an innovative and cost effective designthat meets the "Conservancy's Coastal Access Standardsand Recommendations",
• Becompleted within one year of grant approval, and
• Providewheelchair access opportunities
115 4LocalSources
TransNetSalesTaxfunds
San Diego County voters passed a local tax ordinance authonzing the creation of the TransNet Sales Tax, imposing a 1/2 cent "transaction and use tax" solely to fund transportation improvements About one million dollars has been allocated for improved bicycle routes throughout the region The ordmance descnbesbicycle facilities and requirements for facilitiesas
"All purposes necessary andconvenientto the design, right of-way acquisition andconstruction of facilities intended for the useof bicycles Bicyclefacilities shall also mean facilities and programs that help to encourage the use of bicycles, such as securebicycle parkingfacilities, bicycle promotion programs and bicycle safety education pro grams "
'All new highway projects funded with revenues as pro vided in this measure,which are also identified as bikeway facilities inthe regional Transportation Plan, shall be re quired to include provision forbicycle use"
PropositionA
This is a funding source administered by SANDAG with an annual availability of approximately $1 million per year
AssemblyBill 2766 / 434
This bill funds air pollution reduction projects related to alternate modes of transportation This fund is administered by theAir Pollution Control Board (APCB) Approximately $3 million is available annually
CommuterComputer
This program is funded byCaltrans and covers a variety of transportation management activities including projects such as bicycle lockers andsecurity devices These will be provided, installed and maintained for public agencies at no cost to the requesting agency Commuter Computer also offers a bicycle locker loan program to private sector entities
DeveloperImpactFees
As a condition for development approval, it is possible to require the developer to provide certain infrastructure improvements, which can include bicycle projects These projects have commonly provided Class 2 facilities for portions ofon-street, previously planned routes They can also be used to provide bicycle parking or shower and locker facilities The type of facility that should be required to be built by developers should reflect the greatest need for theparticular project and its local area Legal challenges to these types of fees have resulted in the requirement to illustrate a clear nexus between the particular project and the mandated improvement and cost
New Construction
Future road widening and construction projects are one means of providing on-street bicycle facilities To ensure that roadway construction projects provide bike lanes where needed It is important that the review process includes input pertaining to consistency with the proposed system Future development in the City of Carlsbad will contribute only if the projects are conditioned
Restoration
Cable TV and telephone companies sometimes need new cable routes within public rights-of-way Recently, this has most commonly occurred dunng expansion of fiber optic networks Sincethese projects require a significant amount of advance planning and disruption of curb lanes, it may be possibleto request reimbursement for affected bicycle facilities to mitigate construction impacts Incases where cable routes cross undeveloped areas, it may be possible to provide for new bikeway facilities following completion of the cable trenching, such as sharing the use of maintenance roads
OtherSources
Local sales taxes, fees and permits may be implemented asnew funding sources for bicycle projects However, any of these potential sourceswould require a local election
Volunteer programs may bedeveloped to substantially reduce the cost of implementing some routes, particularly multi-use paths For example, a local college design class may use such a multi-use route as a student project, working with a local landscapearchitectural or engineering firm Work parties could be formed to help clear the right-of-way for the route A local construction company may donate ordiscount services beyond what the volunteers can do A challenge grant program with local businesses may be a good source of local funding, in which the businesses can "adopt" a route and help to construct and maintam it
Most Likely Sources
According to City of Carlsbad sources, the most likely local sources of bikeway funding are the following
1) TDA/CIP (Transportation Development Act, Capital Improvement Projects)
This segment would be on a roadway with low motor vehicle traffic volume and would provide a connection between the northernmost east/west routes in the City of Carlsbad and the coastal north/south routes Its western end would be near both the existing Class 2 facility on CarlsbadBoulevard and the planned Class 1 Coastal Rail Trail This segment would also provide access to Maxton Brown Park on the south shore of Buena Vista Lagoon
Carlsbad Bikeway Master Plan
This segment parallels the rail line on a street with moderate motor vehicle traffic volumes It would provide access to the downtown transit centerand connect it with routes to the north and south, including the planned Coastal Rail Trail and the existing Class 2 route on Carlsbad Boulevard This segment could also be considered analternative route for the Coastal Rail Trail
Carlsbad Bikeway Master Plan
This segment connects the northeastern residential sections of Carlsbad immediately east of 1-5 to the downtown businessdistrict west of 1-5 using the existmg LasFlores Drive bridge over 1-5 The LasFlores Drive bike route then connects to an existing Class 2 route (Jefferson Street) running north/south
Carlsbad Bikeway Master Plan
This segment creates a north/south link east of 1-5 from northern Carlsbad to just north of Agua Hedionda Lagoon Much of this proposed segment is currently listed as"undesignated" routes and would occur on relatively lightly traveled roadways through residential areas
Carlsbad Bikeway Master Plan
This segment takes advantage of an existing crossing under 1-5 that is not encumbered by a freeway intersection Chestnut Street does not have high motor vehicle traffic volumes and runs through primarily residential areas from north central Carlsbad at El Camino Real to Carlsbad Boulevard on the coast The only missing section is at the rail line right-of-way, but this isalso one ofthe points at which a rail line crossing is proposed under this bikeway master plan
Carlsbad Bikeway Master Plan
This proposed segment would take advantage of an existing crossing over 1-5 that IS not encumbered by a freeway intersection Itwould connect Segment 4 to the proposed Coastal RailTrail and with Segment 7 along the north shoreof Agua Hedionda Lagoon Chinquapin Avenue has relatively low motor vehicle traffic volumes and runs primarily through residential areas
Carlsbad Bikeway Master Plan
This segment would provide part of a scenic connection from the residential areas of northwestern Carlsbad to central Carlsbad alongthe northern shore of Agua Hedionda Lagoon This proposed segment is currently considered an "undesignated" route Adams Street has relatively low motor vehicle traffic volumes
Carlsbad Bikeway Master Plan
Segment8 ParkDrivefromTamarackAvenuetoKellyDrive
This segment is a continuation of an existing Class 3 route adjacent to Carlsbad High School and other municipal facilities on Monroe Street, to Park Drive crossing Tamarack Drive It would connect this area of central Carlsbad to El Camino Real via the northern shore of Agua Hedionda Lagoon and then on an existing Class 2 route on Kelly Drive adjacent to an elementary school and park The proposed Segment 7 on Adams Street that intersects this segment would provide a link to the residential areas immediately east of 1-5 and then to areas west of 1-5 via Chinquapin Avenue (Segment 6)
Carlsbad Bikeway Master Plan
This segment would provide a link between the Class 2 and 3 on-street sections of the City of Carlsbad bikeway system and Batiquitos Lagoon This segment would run from Segment 10 (Class 3, Batiquitos Drive off Poinsettia Lane), to Batiquitos Lagoon
This segment would provide part of an alternative east/west route paralleling Aviara Parkwaythat would avoid much of its steepestgrades, its higher motor vehicle traffic speeds and volumes It would provide a more relaxed and scenic route since much of it runs parallel to Batiquitos Lagoon
Carlsbad Bikeway Master Plan
This segment would close a gap between two existing Class 2 facilitiesand connect Palomar Airport Road with Paseo del Norte It would allow riders to avoid a very busy intersection by creating an alternative route that runs through a relatively lightly traveled residential area
Carlsbad Bikeway Master Plan
This segment represents a continuation of the existing Class 2 lanes on Carlsbad Village Drive east of 1-5 through to downtown, Carlsbad Boulevard and the coast This route would provide access to the downtown transit station and the proposed Coastal Rail Trail from residential areaseast of 1-5 It would require restriping and possibly reconfiguration of substantial portions of Carlsbad Village Drive due to the minimal roadway width currently available through much of this proposed segment
Carlsbad Bikeway Master Plan
This proposed segment would constitute the completion (along with Segments 12 and 14) of Class 2 lanes on Carlsbad Village Drive along a section where nofacilities currently exist This would create a direct Class 2 route from coastal Carlsbad to the City of Oceanside once College Boulevard IS completed
This segment would be a continuation of the Class 2 lanes currently existing on Marron Road once its construction proceeds eastward to the City of Oceanside There is little bicycle traffic on Marron Road east of El Camino Real atpresent because it currentiy stops not far east of El Camino Real This should change upon completion into Oceanside because this segment will provide a east/west route paralleling SR78 to thecoast as well as accessing a regional shopping center and transit center
Carlsbad Bikeway Master Plan
This segment would constitute the completion of Class 2 lanes on Paseo del Norte Class 2 lanes currently exist along the remainder of this street This would create a direct Class 2 route from Poinsettia Laneto Cannon Road and provide access to areas west of 1-5 via three freeway crossing points within the middle third of the City of Carlsbad This proposed segment would also provide access to several eastward routes that would in turn access employment centers within central Carlsbad
Carlsbad Bikeway Master Plan
This proposed segment would provide direct Class 2 route access to the Poinsettia Station transit center between Poinsettia Lane and Palomar Airport Road from as far north as Cannon Road
It would also provide accessto the planned Coastal Rail Trail at a point just south of Poinsettia Road where Avenida Enemas swings west and intersects Carlsbad Boulevard and the Coastal Rail Trail
Carlsbad Bikeway Master Plan
This proposed segment would constitute the completion of Class 2 lanes on Palomar Airport Road aiong asection where no facilities currentiy exist This segment would intersect Carlsbad Boulevard, creating a direct Class 2 route between coastal Carlsbad to the City of San Marcos This segment hasa major problem in the limited width currentiy availableon the bridge over the rail line However, any improvements in the short term are to beconsidered temporary since this problematic intersection is slated to bereplaced with a "T" configuration
Carlsbad Bikeway Master Plan
Only a short section of Rancho Santa Fe Road currently has Class 2 lanes in place This proposed segment would constitute the completion (along with Segment 19) of Class 2 lanes on the entire length of Rancho Santa Fe Roadin the sections where no facilities currently exist within the City of Carlsbad Much of the improvements can be accomplished within the existmg right-ofway, but the southern portion of this segment between Denning Drive and La Costa Avenue may need to be widened to accommodate a Class 2 facility
Carlsbad Bikeway Master Plan
Only a short sechon of Rancho Santa Fe Road currently has Class 2 lanes in place This proposed segment would constitute the completion (along with Segment 18) of Class 2 lanes on the entire length of Rancho Santa Fe Roadin the sections where no facilities currently exist within the City of Carisbad Some of the improvements may be accomplished with restriping, but this segment will need to be widened to accommodate a Class 2 facility It would create a link between the northeastern section of the City of Encinitas and coastal Carisbad via Olivenhain Road or La Costa Avenue
Carlsbad Bikeway Master Plan
This long segment represents a planned eastward extension of Cannon Road to include Class 2 lanes This proposed segment would create a direct Class 2 route between the City of Oceanside and coastal Carlsbad Several other proposed north/south segments would intersect this segment, making it a regional connection
Carlsbad Bikeway Master Plan
This segment represents a planned eastward extension of Faraday Avenue to include Class 2 lanes into the City of Vista This proposed segment would complete a Class 2 route connecting Vista and coastal Carlsbad via Faraday Avenue and Cannon Road
Carlsbad Bikeway Master Plan
This proposed segment represents the planned extension of Poinsettia Lane to include Class 2 lanes from where Poinsettia Lane currently ends just east ofEl Camino Real to Melrose Drive Besidesconnecting coastal Carlsbad withthe Cities of Vista and San Marcos via Melrose Drive, other existing and planned north/south segments also intersect this segment within Carlsbad,making it a regional bikeway link
Carlsbad Bikeway Master Plan
This segment represents a planned northward extension of Melrose Avenue from PalomarAirport Roadinto the City ofVista to include Class 2 lanes This proposed segment would create a contiguous Class 2 route connecting the Cities of Encinitas, San Marcosand Vista via Melrose Drive and Rancho Santa Fe Road
Carlsbad Bikeway Master Plan
This segment represents a planned northward extension of El Fuerte Street from Alga Road to Faraday Avenue to include Class 2 lanes This proposed segment would create a Class 2 route connecting east central and south central Carlsbad, and intersect three other existing and proposed east/west routes
Carlsbad Bikeway Master Plan
This segment represents a planned northward extension of a roadway from the City of Encinitas mto the City of Carlsbad that would mclude Class 2 lanes This proposed segment would create a Class 2 route connecting northern Encinitas with western San Marcos and Vista via eastern Carlsbad using contiguous sections of the planned road, Rancho Santa FeRoad and Melrose Avenue
Carlsbad Bikeway Master Plan
This segment represents a planned eastward extension of La CostaAvenue to Camino de los Coches that would include Class 2 lanes This would eventually provide aClass 2 connection from the northeastern section of the City of Encinitas through southern Carlsbad to thecoast via La Costa Avenue
Carlsbad Bikeway Master Plan
This segment represents the planned northward extension of College Boulevard from El Camino Real into the City of Oceanside to include Class 2 lanes This proposed segment would complete a Class 2 route along the entire length of College Boulevard within the City of Carlsbad It would provide a northeast to southwest central artery through Carlsbad into Oceanside, intersecting several other planned east/west segments
Segment28 AguaHediondaconnection
This segment would connect the proposed Coastal Rail Trail alignment with the existing Carlsbad Boulevard Class 2 facility Much ofthis route is existing as asphalt roadway
This segment would be oneof ftve (30,31,32,33 and34) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos
This particular segment would bethe northern terminus for this senes of Class 1 segments at Cannon Road and proceed parallel with the alignment of Faraday Avenue (Specific alignment would be determined pending a future route location study, possibly including the City of Carlsbad Municipal Golf Course)
This segment would be oneof ftve (30, 31,32, 33 and 34) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos
This particular segment would be a Class 1 access route connecting Faraday Avenue with the remainder ofthis series of segments running roughly parallel and south of Palomar Airport Road This Class 1 system would provide an alternative to cycling on major roadways with high motor vehicle volumes and relatively high speeds (Speciftc alignment would be determined pending a future route location study )
Carlsbad Bikeway Master Plan
This segment would be oneof ftve (30,31,32,33 and34) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos
This particular segment would bethe Class 1 connection between College Boulevard and EI Camino Real (Speciftc alignment would be determmed pending a future route location study)
This segment would be one of ftve (30, 31,32, 33 and 34) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos
This particular segmentwould bethe Class 1 connection between El Camino Real and EI FuerteStreet (Speciftc alignment would be determined pending a future route location study )
Carlsbad Bikeway Master Plan
ProjectL
This segment would be one of ftve (30, 31, 32,33 and 34) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to theCity of San Marcos
This particular segment would be the Class 1 connection between El Camino Real and Melrose Avenue and the eastern terminus forthis series of Class 1 segments It would also provide Class 1 access to Carrillo Ranch (Speciftc alignment would be determined pending afuture route locafton study )
Carlsbad Bikeway Master Plan
ProjectM
Segment35 CoastalRailTrail
When completed, the planned Coastal Rail Trail would be the single longest segment proposed withm this bikeway master plan Itwould run within the rail nght-of-way along the east side of the rail line from the City of Oceanside to the City of Encinitas It would be part of the long-range Class 1 route from Oceanside to downtown San Diego
Constructing this segment would require crossing three lagoons, but for the foreseeable future, portions of this Class 1 facility would probably occur on surface streets as a Class 2 or 3 facility to temporarily circumvent the lagoons This cost analysis reftects the estimated completed cost
Note Does not include bridges over lagoons
Carlsbad Bikeway Master Plan
ProjectN
Segment36 LakeCalaverasloop
This segment would be a recreationally oriented loop around Calaveras Lake It would take advantage of the numerous existing trails around the lake to deftne a alignment connected to the remainder of the City of Carlsbad's bikeway system Connection with bikeways withm the City of Oceanside from this segment should also be feasible
Note Because trail surfacing is to be determined prior to implementation, the cost analysis assumes Class 1 type paving
Path Stripmg/Signing
AC Path w/Agg Base (3"/6") 2-24" Parallel DG Paving Paths (3") Clear and Grub Subgrade Prep/Exec Drainage Fencing
Carlsbad Bikeway Master Plan
This segment would be the primary connechon between the City of Carlsbad's Class 2 route system and the loop (Segment 36) proposed around Lake Calaveras, aswell asthe northern terminus ofa proposed Class 1 system along the Agua Hedionda Creek drainage
Note Trail surfacing is to be determined prior to implementafton, but the cost analysis assumes Class 1 type pavmg
2-FACILITY GUIDELINES
These facility guidelines are intended to guide development of all types of bikeway facilities The first section considers the necessary planning aspects of bikeway system design in general The following section discusses general physical design guidelines Subsequent sections provide physical design information for specific classes of bikeway facilities
12 1 BikewayPlanning
Successfully implementing a bikeway system involves careful planning that considers a number of issues, including setting up appropriate mechanisms to take advantage of bikeway opportunities as they become available Author and bicycle planning expert Susan Pinsof has perhaps described the process most succinctly
"A comprehensive, affordable approach to bicycle planning involves maximizing the usefulness of existing infrastructure by improving the safety of shared roadway space, usmg opportunities, such as available open space corridors for trails, creating more "bicycle-fnendly" communities through planning, design and regulation, and addressing the need for bicycle safety education and encouragement"
1211LocalEmphasis
Cycling IS primarily a local activity since most trips do not exceed five miles Experienced cyclists routinely ride further than this and their cross-community travel should be accommodated However, if it is a community goal to make localized cycling a viable option for personal transportation, then cyclist mobility must be improved and enhanced throughout the community, especially to important local destinations Even though State or Federal policies may influence or even dictate some design and implementation decisions, it is local decisions that will most significantly affect the potential for cycling within a community
1212MasterPlanProcess
The basis for a bicycle-friendly community can be established by instituting appropriate policies through the development and adoption of this bicycle master plan
A program of physical improvements and workable implementation strategies that reflects local needs was developed as part of this master plan A bicycle master plan will be of little value if it is not part of an active and ongoing planning process that continually seeks to integrate cycling considerations into all areas of local planning
Within this master plan, facility design guidelines have been tailored to local conditions, but are also consistent with national guidelines, such as the AASHTO Guide to Development of Bicycle Facilities State guidelines are also referenced, specifically,Caltrans Highway Design Manual, Chapter 1000, Bikeway Planning and Design and the Caltrans Traffic Manual Elements of these guidelines without relevance to the region have been excluded
1213'institutionalizing"BicyclePlanning
Achieving implementation of this master plan will be greatly expedited by "institutionalizing" bicycle planning, a concept first developed by Peter Lagerway of the city of Seattle, Washington as part of his efforts as the city's pedestrian and bicycle coordinator The term refers to coordinating local planning and regulatory functions in the development of a program of improvements Three elements are needed to institutionalize bicycle planning on a local level 1) a bicycle advisory committee, 2) a bicycle coordinator, and 3) committed public officials
1) Public involvement can be promoted through the formation of a bicycle advisory committee as a new city committee, or as a subcommittee of an appropriate existing committee Its primary benefit would be in providing an avenue for public participation and support
2) City government involvement can occur through the designation of a bicycle coordinator For a city the size of Carlsbad, this may be a part-time position, but this does not diminish its importance Since a truly comprehensive bicycle planning effort will involve many city departments including public works, parks and recre ation, planning, schools and police, the bicycle coordinator would be in a position to organize interdepartmental efforts and make certain that bicycle concerns are integrated into other city activities in the planning stages, as well as coordinate with adjacent communities and jurisdictions
3) The third aspect of institutionalization of bicycle planning involves obtaining the commitment of public officials Leadershipfor bicycle improvements may already come from public officials, but even if it does not, officials will be more likely to be supportive if they can be certain their constituency wants a more bicycle-friendly community
1214PrimaryPlanningConsiderations
The safety, efficiency and enjoyment of the bike facility by expected users should be the primary considerations employed in the planning of new bicycle facilities More specifically, such considerations should include the following
Facility Guidelines
• Direct and convenient alignment to serve trip origins and destinations
• Access to and from existmg and planned bicycle facili ties
• Avoiding abrupt facility discontinuity,
• Avoiding steep grades whenever possible
• Adequate lighting and sight lines,
• Convenient bicycle parking at destinations, and
• Adequate commitment to maintenance
1215IntegrationwithOtherCityPlansand Programs
Bicycle facility planning requires a high level of coordination because it is directly affected by the planning decisions of other City departments, as well as those of adjacent communities, the county, regional and state agencies Land use, zoning, street design, open space and park planning all affect how bicycle-friendly acommunity can be For examples, land use patterns affect cycling by determining the locations of trip origins and destinations by si ich means as creatmg areasof employment and housing densities sufficient to sustain bicycle facilities, or by providing a balance of housing and jobs by encouraging multi-use development Access or bicycle parking facilities can often be included in developments at a \ovj cost Also, the provision of better access and connections between developments for cyclists and pedestrians may be more easily provided ifthe need IS understood and articulated as early as possible in the planning process
Effective bicycle planning may require review of regional transportation plans, local street plans, park and open space plans and even site plan review Transportation plans provide opportunities for low cost improvements to be designed mto subsequent projects Local street plans provide opportunities to implement changes that make streets more conduciveto cycling usingtechniques such as "traffic calming" (Section 12 2 22) Park and open space planning provide opportunities to acquire greenways and to build multi-use trails Site plan review provides opportunities to ensure that project design accommodates cyclists through the provision of improvements such as access or parking facilities and that the project's vehicular traffic does not decrease the safety of cyclists of adjacent facilities
1216EducationandEncouragement
Education and encouragement of cycling are important elements of any bicycle planning effort and can occur through instructional venues such as school curricula and through the efforts of large employer-based transportation programs There is no shortage of educational materials available through a number of private and government organizations The dissemination of meaningful information can also be augmented by the par-
ticipation of local businesses such as bike shops, especially sincethey have a vested interest in promoting safe cycling m Carlsbad
Land use and design options are largely determmed by regulatory functions that, in turn, help to define community character and functionality These regulatory functions such as subdivision regulations, zoning requirements and developer exactions are also often used to set requirements for amenities in new development projects These same regulations can be used to help define development patterns more conducive to cycling such as incorporating more mixed use, higher densities and connections between communities and land uses Street patterns and hierarchy can greatly affect average daily (motor vehicle) trips (ADTs), connectivity and motor vehicle speeds, which in turn positively or negatively affect cycling Street design can be modified to discourage high motor vehicle speeds and to provide width for a bike lane Linear open space can become land for greenway routes that benefit all non-motorized users, not just cyclists
Though prioritization of bikeway projects is defined by State and local decisions, it is Federal funding and policies that currently encourage the use of transportation funds for bicycle and pedestrian projects However, Federal funding can not be counted upon as a reliable source for the foreseeable future since it depends on the political nature of legislative action Bicycle planning can not sustain itself on the occasional Federal grant Future local implementation will more likely depend on instituting bicycle improvements as part of infrastructural projects, which is when they are most cost-effective
Similarly, the most economical way to include bicycle facilities in private development isthrough initial project planning and design, not asan afterthought Ordinances can be written that bikeway systems be included as part of new developments An effort should be made to show developers that such requirements are worthwhile because they create well-established marketing advantages gained from providing pedestrian and bicycle amenities Ordinancescan also require bicycle amenities such as bicycle parking, showers and lockers at employment sites In all cases, a bicycle master plan is important for establishing priorities for such public/private projects
Review of developments for transportation impacts should addresshow on-site bicycle facilities are planned Bicycle storage racks should be provided at commercial facilities at locations convenient to building entrances and covered from the elements This is espe-
Carlsbad Bike Facility Master Plan
cially important at retail and service establishments At employment sites, secure bicycle racks and/or lockers should be provided (For a further discussion regarding bicycle storage facilities, see Appendix C, Supplemental Facilities)
Requiring developments near commuter rail stations to provide access pathways to these transit centers as part of urban in-fill may improve multi-modal connections for pedestrians and cyclists alike Other developers should contribute to bicycle master plan implementation projects in newly developing areas Park land dedication or fees in lieu of dedication is another possible component of strategies to acquire local trail and bicycle path rights-of-way
1218LocatingBicycleFacilitiesonRoadways
The appropriateness of a roadway facility for bicycling IS influenced by a number of factors These factors can generally be classified into the following categories
•LandUseandLocationFactors
These factors represent the most significant category affecting compatibility Since bicycle trips are generally shorter than motor vehicle or mass transit trips, there must be a manageable distance between origins and destinations, such as between residential areas and places of employment There are certain key land uses which are especially likely to generate bicycle traffic if good bicycle facilities are available These consist of, but are not limited to, transit centers, schools, employment centers with nearby residential areas, recreation areas and mixed use areas
•PhysicalConstraintFactors
These consistof roadway geometric or physical obstacles to bicycling which are difficult or costly to remedy For example, a roadway may be appropriate becauseof location factors but not appropriate becauseof the existence of physical constraints to bicycling such as a narrow bridge, insufficient right-of-way or intersections with restricted lane widths resulting from lane channelization The feasibility of correcting these physical constraints must be weighed in designating bikeways
•TrafficOperationsFactors
These include traffic volume, speed, the number of curb cuts or conflict pomts along the roadway, sight distance and bicycle-sensitive traffic control devices Experienced cyclists will use roadways even if they have limiting traffic operational factors, but less confident cyclists will perceive such roadways as unsafe and intimidating These roadway facilities should be designed or improved to accommodate cycliststhrough the shared useof roadways However, they are inappropriate for full designation as bikeways
Other safety issuessuch as maintenance and pavement repair are also important considerations m the designation of bikeways, but do not directly affect the planning aspects of appropriate facilities
Planning for bicycle facilities on roadways should begin at the very earliest stage of project development on all sizes and types of roadway projects Even the smallest roadway reconstruction project could result in a missed opportunity if cyclists are not taken into consideration at the initiation of the project At the municipal level, planners should address these roadway planning issues in the comprehensive context of the circulation element in the municipal master plan
The following procedure offers the planner and designer guidance in determining the need for bikeways during the usual phases of project development
•NeedsAssessment
The first step in the planning processfor any transportation project IS the assessment of needs Existing and planned land use, current and projected traffic levels and the special needs ofthe area population are examined There are circumstances in which a portion ofthe transportation need might be served by non-motorized means, as well as locations where existing bicycle demand would be better served by improved facilities The following land use and location factors assist in recognizing the potential for non-motorized travel and evalu ating the needs of cyclists at the street level
The roadway
• Serves an activity center which could generate bicycle trips
• Is included on acounty or municipal bicycle master plan
• Providescontinuity with or between existing bicycle fa cilities including those of adjacent cities
• Is located on a roadway which is part of amapped bike route or utilized regularly by local bicycleclubs
• Passes within two miles of a transit center
• Passes within two miles of a high school or college
• Passes withina half mile of anelementary school or middle school,
• Passes through an employment center especially if there 15 asignificant residential area within athree mile radius or
• Provides accessto arecreation area or otherwise serves a recreation purpose
If any one of these factors exist, the roadway has the potential to attract less experienced bicycle riders and/ or significant numbers of advanced riders As a result, it should be considered as potentially appropriate for designation as a bikeway
Facility Guidelines
The planner should mclude a description ofthe potential significance of the roadway as a bicycle facility m the project initiation or scoping document that will be forwarded to the project designer If the planner determines that the project is potentially appropriate for designation as a bikeway, the nature of potential bicycle use should be addressed, including factors affecting roadway design, such as roadway truck volumes or intersections
•PreliminaryEngineering
Roadway facilities which have been determined through needs assessment to be potentially appropriate for bikeways should be analyzedto determine whether any physical constraints exist that may limit the facility type that could be provided The following factors should be considered
• Sufficient right-of way exists or additional right-of way can be acquired to allocate the required space for a bikeway,
• Physical impediments or restrictions exist, but they can be avoided or removed to allow for the required pave ment width to provide a bikeway,
• Bridges allow for bicycle access in accordance with bikeway standards and
• Travel or parking lanes can be reduced in width or elimi nated to allow spacefor bikeways
If these factors occur, a bikeway should be recommended at the completion ofthe preliminary engineering phase for the following situations
• Transportation facilities or segments that connect bicycle traffic generators within five miles of each other or
• Segments of transportation facilities that provide continu Ity with existing bicycle facilities
If physical constraint factors that preclude allocation of space and designation of bikeways exist along a particular roadway and cannot be avoided or remedied, these factors should be reported to the project manager in the final design phase and alternative design treatments should be generated
Planning and engineering should consider more than roadway cross-sections Often, the most difficult potential areas of conflict are at intersections In general, high speed interchanges, merge lanes and wide radius curbs are unsafe for cyclists and should be avoided
• Final Design And Facility Selection
Class 2 facilities are usually more suitable in urban settings on roads with high traffic volumes and speeds Class 3 facilities are often used in urban settings to guide cyclists along alternate or parallel routes that avoid major obstacles, or have more desirable traffic operational factors
In rural settings Class 2 facilities are not usually necessary to designate preferential use On higher volume roadways, wide shoulders offer cyclists a safe and comfortable riding area On low volume roadways, most cyclists prefer the appearance of a narrow, low speed country road
Table 12-1 recommends the type of bikeway and pavement width for vanous traffic conditions For locations where pavement widths do not meet the criteria listed in the table, the local municipal bicycle authority should be consulted to assist in the decision-making process
Where physical obstructions exist that can be removed in the future, the roadway facility should be designed to meet bikeway space allocation requirements and upgraded and designated when the physical constraint is remedied (i e , bndge is replaced and improved to allow designated facility)
The fmal design should be coordinated with the bicycle coordinator for review and approval prior to construction
When the needs assessment and preliminary design indicate the need for bikeways, the designer should consider traffic operations factors in determining the actual design treatment for the bikeway The following should be considered m the design ofthe roadway and bicycle facility
• Existing and projected traffic volumes and speeds
• Existenceof parking (Can parking be restricted or removed to allow better sight distances?)
• Excessive intersection-conflict points (Can intersection conflict points be reduced along roadways?),
• Turn lanes at intersections that can be designed to allow space for cyclists
• Sections with insufficient sight distance or roadway geometries be changed, or
• Traffic operations bechanged or "calmed' to allow space and increasedsafety for cyclists
122GeneralPhysicalGuidelines
The following sections cover physical design guidelines applicable to all bicycle facility types Guidelines specific to Class 1, 2 and 3 facilities are covered m subsequent sections
1221PavementWidth
At a minimum, all roadway projects shall provide suffi cient width of smoothly paved surface to permit the shared use of the roadway by bicycles and motor vehicles
Table 12-1 is based on the FHWA publication Selecting Roadway Design Treatments to Accommodate Bicycles Pavement widths represent minimum design treatments for accommodating bicycle traffic These widths are based on providing sufficient pavement for shared use by bicycle and motor vehicle traffic and should be used on roadway projects as minimum guidelines for bicycle compatible roads
Considerations in the selection of pavement width include traffic volume, speed, sight distance, number of large vehicles (such as trucks) and grade The dimensions given in Table 12-1 for shared lanes are exclusive ofthe added width for parking, which is assumed to be eight feet On shared lanes with parking, the lane width can be reduced if parking occurs only intermittently On travel lanes where curbs are present, an additional one foot IS necessary
On very low volume roadways with ADTs of less than 1,200, even relatively high speed roads pose little risk for cyclists since there will be high probability that an overtaking motor vehicle will be able to widely pass a bicycle When an overtaking car is unable to immediately pass a bicycle, only a small delay for the motorist IS likely These types of roadways are jointly used by both cyclists and motorists m a safe manner and widening of these roads is not usually recommended Costs of providing widening of these roads can seldom be justified based on either capacity or safety
Similarly, moderately low volume roadways with ADTs between 1,200 and 2,000 generally are compatible for bicycle use and will have little need for widening However, since there is a greater chance of two opposing cars meeting at the same time as they must pass a cyclist, providing some room at the outside of the outer travel lane is desirable on faster speed roadways On low speed roadways, motorists should be willing to accept some minimal delay
With ADTs from 2,000 to 10,000, the probability becomes substantially greater that a vehicle overtaking a bicycle may also meet another oncoming vehicle As a result, on these roads, some room at the edge of the roadway should be provided for cyclists This additional width should be two to three feet added to a typical 11 foot outer travel lane At low speeds, such as below 25 mph, little separation is needed for both a cyclist and a motorist to feel comfortable during a passing maneuver With higher speeds, more room is needed
At volumes greater than 10,000 ADTs, vehicle traffic in the curb lane becomes almost continuous, especially during peak periods As a result, cyclists on these roadways require separate space to safely ride, such as a Class 2 facility In addition, improvements to the roadway edge and the shoulder area will be valuable for motorists as well
Caltrans guidelines for highways recommend that a full eight foot paved shoulder be provided for State highways On highways havmg ADTs greater than 20,000 vehicles per day, or on which more than five percent of the traffic volume consists of trucks, every effort should be made to provide such a shoulder for the benefit of cyclists, to enhance the safety of motor vehicle movements and to provide "break down" space, as well as a Class 2 facility Otherwise, the highway should probably not be designated as a bicycle facility
1222SightDistance
Roadways with adequate sight distance will allow a motorist to see, recognize, decide on the proper maneuver and initiate actions to avoid a cyclist Adequate decision sight distance is most important on high speed highways and narrow roadways where a motorist would have to maneuver out of the travel lane to pass a cyclist
The pavement widths given in Table 12 1 are based on the assumption that adequate sight distance is available In situations where there is not adequate sight distance, the provision of additional width may be necessary
1223TruckTraffic
Roadways with high volumes of trucks and largevehicles, such as recreational vehicles, need additional space to minimize cyclisVmotorist conflicts on roadways Additional width will allow overtaking of cyclists by trucks with less maneuvering Additionally, overtaking by a truck will exert less lateral force from truck drafts and provide greater sight distance for following vehicles
Although there is no established threshold, additional space should be considered when truck volumes exceed five percent ofthe traffic mix, or on roadways that serve campgrounds, or where a high level of tourist travel IS expected using large recreational vehicles Where truck volumes exceed 15 percent ofthe total traffic mix, widths shown on the table should be increased by a minimum of one foot
Recommended Pavement Widths*
1,200to2,000ADTs
2,000to10,000ADTs <30
More thart 10,000 ADTs orTrucks over 5%
Notes
*Primarily applicable to Class 3 and "Undesignated" routes
SH = Shoulder SL= Shared Lane
Shared lane is acceptable forvolumes less than 1,200 ADTs
Provide 8' shoulder forvolumes greater than 10,000 ADTs
Source Selecting Roadway Design Treatments to Accommodate Bicycles, FHWA
12 2 4 Steep Grades
Steep grades influence overtaking of cyclists by motorists Cyclists climbing steep grades are often unsteady (wobbly) and may need additional width Also, the difference in speed between a slow, climbing cyclist and a motor vehicle results in less time for the driver to react and maneuver around a cyclist The slowing of a motor vehicle on a steep grade to pass a cyclist can result in a diminished level of service
1225UnavoidableObstacles
Short segments of roadways with multiple unavoidable obstacles that result in inadequate roadway width are acceptable on bicycle compatible roadways if mitigated with signing or striping Typical examples include bridges with narrow widths and sections of roadway that cannot be widened without removing significant street trees These conditions preferably should not exist for more than a quarter of a mile, or on high speed highways "Zebra" warning striping should be installed to shift traffic away from the obstacle and allow for a protected buffer for bicycle travel
In situations where a specific obstacle such as a bridge abutment can not be avoided, a pavement marking consisting of a single six inch white line starting 20 feet before and offset from the obstacle can also be used to alert cyclists thatthe travel lane width will soon narrow ahead (SeeSection 1003 6 ofthe Caltrans Highway Design Manual for specific instructions )
In either situation, where bicycle traffic is anticipated, a "SHARE THE ROAD" sign should be used to supplement the warning striping On longer sections of roadway that are irrevocably narrow, edge striping should be employed to narrow the travel lane and apportion pavement space for a partial shoulder In situations where even these measures may not provide adequate road way space for cyclists, it is recommended that an alternate route be designated
12 2 6 Pavement Design
Though wider tires are now very common and bicycle suspension systems are becoming increasingly prevalent, bicycles still require a riding surface without significant obstacles or pavement defects because they are much more susceptible to such surface irregularities than are motor vehicles Asphalt is preferred over concrete where shoulders are employed The outside pavement area where bicycles normally operate should be free of longitudinal seams Where transverse expansion joints are necessary on concrete, they should be saw cut to ensure a smooth transition In areaswhere asphalt shoulders are added to existing pavement, or where pave-
ment IS widened, pavement should be saw cut to produce a tight longitudinal joint to minimize wear and expansion ofthe joint
12 2 7 Raised Roadway Markers
Raised roadway markers such as reflectors or rumble strips should not be used on roadway edges where bicycles are most likely to operate becausethey are a surface irregularity that can be hazardous to bicycle stability Painted stripes or flexible reflective tabs are preferred In no case should strips of raised reflectors that are intended to warn motorists to reduce vehicle speeds prior to intersections be allowed to cross through the bicycle travel lane
12 2 8 Utilities
Because bicycles are much more sensitive to pavement irregularities than motor vehicles, utility covers should be adjusted as a normal function of any pavement resurfacing or construction operations Failure to do so can result in the utility cover being sunken below the paving surt^ace level which creates a hazard experienced cyclists refer to as "black holes " Also, it is common practice to excavate trenches for new utilities at road edges, the same location as bicycle facilities When such trenching is completed, care should be given to replacing the full surface of the bicycle lane from the road edge to the vehicle travel lane instead of narrow strips that tend to settle or bubble, causing longitudinal obstructions Replacement of the bike lane striping should also be required
12 2 9 Drainage Facilities
Storm water drainage facilities and structures are usually located along the edge of roadways where they often present conflicts with cyclists Careful consideration should be given to the location and design of drainage facilities on roadways with bicycle facilities
All drainage grate inlets pose some hazard to bicycle traffic The greatest hazard comes from stream flow drainage grates which can trap the front wheel of a bicycle and cause the cyclist to lose steering control, or have the narrow bicycle wheels drop into the grate A lesser hazard is caused by cyclists swerving into the lane of traffic to avoid any type of grate or cover Riding across any wet metal surface increases the chances of a sudden slip fall
Only a "bicycle safe" drainage grate with acceptable hydraulic characteristics should be used The inlet grate should be used in all normal applications and should be installed flush with the final pavement Where additional drainage inlet capacity is required because of
Facility Guidelines
excessive gutter flow or grade (greater than two percent), double inlets should be considered Depressed grates and stream flow grates should not be used except in unique or unusual situations which require their use and only outside the lane sharing area Where necessary, depressed grates should only be installed on shoulders SIX feet wide or greater Where projects offer the possibility for replacement of stream flow grates located in the lane sharing area, these grates should be replaced with the "bicycle safe" grate
When roads or intersections are widened, new bicycle safe drainage grates should be installed at a proper location at the outside of the roadway, existing grates and inlet boxes should be removed and the roadway reconstructed Drainage grate extensions, the installation of steel or iron cover plates or other "quick fix" methods which allow for the retention of the subsurface dram inlet are unacceptable measures since they will create a safety hazard in the portion of the roadway where cyclists operate
Manholes and covers should be located outside ofthe lane sharing area wherever possible Utility fixtures located within the lane sharing area, or any travel lane used by bicycle traffic, should be eliminated or relocated Where these fixtures cannot be avoided, the utility fixture cover should be made flush with the pavement surface
12 2 10 Combination Curb and Gutter
These types of curbs reduce space available for cyclists The width of the gutter pan should not be used when calculating the width of pavement necessary for shared use by cyclist On steep grades, the gutter should be set back an additional one foot to allow space to avoid high speed crashescausedby the longitudinal joint between the gutter pan and pavement Where the combination curb and gutter is used, pavement width should be calculated by adding one foot from the curbed gutter
12211Bridges
Bridges provide essential crossings over obstacles such as rivers, rail lines and high speed roadways, but they have been almost universally constructed for the expedience of motor vehicle traffic and often have features that are not desirable for bicycling Among these features are widths that are narrower than the approach roadways (especially when combined with relatively steep approach grades), low railings or parapets, high curbs and expansion joints that can causesteering prob lems
Though sidewalks are generally not recommended for cycling, there are limited situations such as long or narrow bridges where designation of the sidewalk as an alternate bicycle facility can be beneficial to cycling, especially when compared to riding in the narrow bridge roadway This is only recommended where the appropriate curb cuts, ramps and signage can also be included Using the bndge sidewalk as a bicycle facility is especially useful where pedestrian use is expected to be minimal Appropriate signage directed to all potential users should be installed so that they will be aware of the shared use situation Bridge railings or barrier curb parapets where bicycle use is anticipated should be a minimum of 4 5 feet high
Short of wholesale replacement of the existing narrow bridges over rail lines and highways, there are a few measures to substantially improve safety for cyclists Signage warning motonsts of both the presence of cyclists and the minimal bridge width should be installed at the bridge approaches "Zebra" warning stripe areas should be painted along high curbs to deter cyclists from riding too close to them which can result in the pedal hitting these high curbs, causing an accident This situation ISof particular concern since the cyclist will want to stay as far to the right as possible to avoid passing motor vehicles traffic, even though riding far to the right increases the chances of hitting the high curb
Though the first alternative mentioned above, bridge replacement, is the preferred alternative for bridges that are too narrow, it is the least likely to occur due to cost
A second alternative is to direct cyclists to alternate, safer routes, but this will not always be practical since highway and rail crossing points are usually limited in number and considerable distances apart In any case, these other crossing points may well have similar width restrictions
A third alternative is to build separate bridges for cyclist and pedestrian use Where access warrants a workable solution, this could be a cost-effective long-term solution compared to rebuilding the motor vehicle bridge These additional bridges could be built adjacent to the motor vehicle bridges, or be installed well away from them, depending upon where best to conveniently accommodate cyclists and pedestrians, who would also undoubtedly use such facilities An advantage to constructing the bridges away from the motor vehicle bridges IS that only one bndge would be needed since building bicycle/pedestrian bridges immediately adjacent to existing motor vehicle bridges would require constructing two one-way spans, one on each side of the roadway, for optimum user safety
Carlsbad Bike Facility Master Plan
Recommended locations for new bikeway bridges or bridge expansions include Poinsettia Lane and Palomar Airport Roadover the rail line and at Tamarack Avenue, Jefferson Street and Las Flores Drive over 1-5
If sidewalk widths are sufficient, directing cycliststo use the sidewalks and installing ramps at the bridge ends is a possible solution In general, sidewalks are not recommended as a cycling venue and riding on sidewalks IS illegal, but in cases where narrow bridges are not expected to be rebuilt for an extended period of time, this may be areasonable alternative If possible, a railing should be installed between the roadway and the sidewalk
Finally, it should be noted that all the other alternatives are inherently inferior to the first alternative of rebuilding narrow bridges in terms of safety, and should only be considered where the first alternative can not be implemented
12 2 12 Traffic Control Devices
As legitimate usersof California's roadways, cyclists are subject to essentially the same rights and responsibilities as motorists In order for cyclists to properly obey traffic control devices, those devices must be selected and installed to take their needs into account All traffic control devices should be placed so they can be observed by cyclists who are properly positioned on the road This includes programmed visibility signal heads
• Traffic Signals and Detectors
Traffic-actuated signals should accommodate bicycle traffic Detectors for traffic-activated signals should be sensitive to bicycles, should be located in the cyclist's expected path and stenciling should direct the cyclist to the point where the bicycle will be detected Examples of successful bicycle-sensitive signal detector installation and their specific applications are shown at right
Since detectors can fail, added redundancy in the event of failure is recommended in the form of pedestnan push buttons at all signalized intersections These buttons should be mounted in a location which permits their activation by a cyclist without having to dismount
It IS increasingly common for bicycles to be made of so little ferrous metals that they may not be detectable by many currently installed types of loop detectors Ofthe types available,those illustrated at right should be used
Where left turn lanes are provided and only protected left turns are allowed, bicycle sensitive loop detectors should be installed in the left turn lane, or a pedestrian style push button should be provided that is accessible to the cyclist in the median immediately adjacent to the turn lane to permit activation of the left turn phase
Where moderate or heavy volumes of bicycle traffic exist, or are anticipated, bicycles should be considered in the timing ofthe traffic signal cycle as well as in the selection and placement of the traffic detector device In such cases, short clearance intervals should not be used where cyclists must cross muIti-lane streets According to the 1991 AASHTO Guide for the Development of Bicycle Facilities, a bicycle speed of 10 mph and a perception/reaction time of 2 5 seconds can be used to check the clearance interval Where necessary, such asfor particularly wide roadways, an all-red clearance interval can be used
In general, for the sake of cyclist safety, protected left turns are preferred over unprotected left turns In addition, traffic signal controlled left turns are much safer for cyclists than left turns at which motorists and cyclists must simply yield This is because motor vehicle drivers, when approaching an unprotected left turn situation or planning to turn left at a yield sign, tend to watch for other motor vehicles and may not see an approaching cyclist More positive control of leftturns gives cyclists an added margin ot safety where they need it most
/ Quadrupole Loop
• Detects most strongly in center
• Sharp cut off of sensitivity
• Used in bike lanes Diagonal Quadrupole Loop
• Sensitive over whole area
• Sharp cut-off of sensitivity
• Used in shared lanes
/ Standard Loop
• Detects most strongly over wires
• Gradual cut off
• Usedfor advanced detection
SourceCityofSanDiego
loop detectors should be selected for specific sites based on range and cut off distance These configurations have been shown to function well in the applications indicated
•Signing
When designating a bicycle route, the placement and spacing of signs should be based on the Caltrans Traffic Manual and Highway Design Manual For bike route signs to be functional, supplemental plaques can be placed beneath them when located along routes leading to high demand destinations (e g "To Downtown," "To Transit Center," etc ) Since bicycle route continuity IS important, directional changes should be signed with appropriate arrow subplaques Signing should not end at a barrier Instead, information directing the cyclist around the barrier should be provided
According to the Manual on Uniform Traffic Control Devices (MUTCD) Part 2A-6 "Care should be taken not to install too many signs A conservative use of regulatory and warning signs is recommended as these signs, if used to excess, tend to lose their effectiveness On the other hand, a frequent display of route markers and directional signs to keep the driver informed of his location and his course will not lessen their value "
"BIKE ROUTE" - This sign is mtended for use where no unique designation of routes is desired However, when used alone, this sign conveys very little information It can be used in connection with supplemental plaques giving destinations and distances (See Section 1003-3 of the Caltrans Highway Design Manual and Part9B-22 of the MUTCD for specific information on subplaque options )
Roadways that are appropriate for bicycle use, but are undesignated, usually do not require regulatory, guide or informational signing in excess of what is normally required for motorists In certain situations, however, additional signing may be needed to advise both mo torists and cyclists of the shared use of the roadway, including the travel lane
"N O PARKING/BIKE LANE" - This is a combination sign employed by the City of Carlsbad where designation of a route is needed, but where the prevention of automobile parking within the bicycle lane is also a priority For example, it is likely to be used on roadways along the beaches where parking problems tend to occur more frequently
"SHARE THE ROAD" - Though not currently used by the City of Carlsbad, this sign is recommended where the following roadway conditions occur
• Shared lanes (especially if lane widths do not comply with Table 12 1)with relatively high posted travel speeds of 40 mph or greater,
• Shared lanes (conforming with Table 12 1) in areas of limited sight distance
• Situations where shared lanes or demarcated shoulders or marked bike lanes are dropped or end and bicycle and motor vehicle traffic must begin to share the travel lane,
• Steep descending grades where bicycle traffic may be operating at higher speeds and requires additional ma neuvering room to shyaway from pavement edgecondi tions,
• Steepascending grades especially wherethere isno paved shoulder, or the shared lane is not adequately wide and bicycle traffic may require additional maneuvering room to maintain balance at slow operating speeds,
• High volume urbanconditions,especially thosewithtravel lanes less than the recommended width for lane sharing
• Other situations where it isdetermined to be advisable to alert motorists ofthe likely presenceof bicycle traffic and to alert all traffic ofthe need to share available roadway space
12213IntersectionsandDriveways
High speed, wide radius intersection designs increase traffic throughput for motor vehicles by minimizing speed differentials between entering and exiting vehicles and through vehicles However, these designs exacerbate speed differential problems faced by cyclists traveling along the right side of a roadway and encourage drivers to fail to yield the right-of-way to cyclists As a result, where wide radius turns are bemg considered, specific measures should be employed to ensure that the movement of cyclists along the roadway will be visible to motorists and to provide cyclists with a safe area to operate to the leftof these wide radius right turn lanes One method to accomplish this is to stripe (dash) a bicycle lane throughout the intersection area Also, "SHARE THE ROAD" signs should be posted m advance of the intersection to alert existing traffic In general, however, curb radii should be limited to distances which communicate to the motorist that he or she must yield the right-of-way to cyclists traveling along the roadway, or to pedestrians walking along the sidewalk or roadway margin
Sand, gravel and other debris in the cyclist's path present potential hazards In order to minimize the possibility of debris from being drawn onto the pavement surface from unpaved intersecting streets and driveways, dur mg new construction, reconstruction and resurfacing, all unimproved intersecting streets and driveways should be paved back to the right-of-way line or a distance of 10 feet Where curb cuts permit access to roadways from abutting unpaved parking lots, a paved apron should be paved back to the right-of-way line, preferably 10 feet from the curb line These practices will lessen the need for maintenance debris removal The placement of the paved back area or apron should be the respon-
sibility of those requesting permits for access via curb cuts from driveways and parking lots onto the roadway system
12214RoadsideObstacles
To make certain that as much of the paved surface as possible IS usable by bicycle traffic, obstructions such sign posts, light standards, utility poles and other similar appurtenances should be set back a one foot minimum "shy distance" from the curb or pavement edge with exceptions for guard rail placement in certain instances Additional separation distanceto lateral obstructions IS desirable Where there is currently insufficient width of paved surface to accommodate bicycle traffic, any placement of equipment should be set back far enough to allow room for future projects (widening, resurfacing) to bring the pavement width into conformance with these guidelines Vertical clearance to obstructions should be a minimum of 8 feet, 6 inches (See Section 1003 1of the Caltrans/-//ghwayDes/gnAtanua/)
12215RailroadCrossings
As with other surface irregularities, railroad grade crossings are a potential hazard to bicycle traffic To minimize this hazard, railroad grade crossings should, ideally, be at a right angle to the rails This minimizes the possibility of a cyclist's wheels being trapped in the rail flangeway, causing loss of control Where this is not feasible, the shoulder (or wide outside lane) should be widened, or "bumped out" to permit cyclists to cross at right angles (See Section 1003 6 of the Caltrans High-, way Design Manual)
It IS important that the railroad grade crossing be as smooth as possible and that pavement surfaces adjacent to the rail be at the sameelevation asthe rail Pavement should be maintained so that ridge buildup does not occur next to the rails
Options to provide a smooth grade crossing include removal of abandoned tracks, use of compressible flangeway fillers, timber plank crossings or rubber grade crossing systems These improvements should be included in any project which offers the opportunity to do so
12216TSMTypeImprovements
Transportation Systems Management (TSM) improvements are minor roadway improvements which enhance motor vehicle flow and capacity They mclude intersection improvements, channelization, the addition of auxiliary lanes, turning lanes and climbing lanes TSM improvements must consider the needs of bicycle traffic m their*design, or they may seriously degrade the ability of the roadway to safely accommodate cyclists The inclusion of wider travel lanesor adjacent bike lanes
will decrease traffic conflicts and increase vehicular flow Designs should provide for bicycle compatible lanes or paved shoulders Generally, this requires that the outside through lane and (if provided) turning lane be 14 feet wide Auxiliary or climbing lanes should conform with Table 12-1 by either providing an adjacent paved shoulder, or a shared lane width of at least 15 feet Where shared lanes and shoulders are not provided, it must be assumed that bicycle traffic will take the lane
There may be instances or locations where it is not feasible to fully implement guidelines pertaining to the provision of adequate pavement space for shared use due to environmental constraints or unavoidable obstacles In such cases, warning signs and/or pavement striping must be employed to alert cyclists and motorists of the obstruction, alert motorists and cyclist of the need to share available pavement space, identify alternate routes (if they exist), or otherwise mitigate the obstruction
On stretches of roadway where it is not possible to provide recommended shoulder or lane widths to accommodate shared use, conditions for bicycle traffic can be improved by
• Striping wider outside lanes and narrower interior lanes, or
• Providinga limited pavedshoulder area by striping a nar I row travel lane This tends to slow motor vehicle operat mg speeds and establish aspace (with attendant psycho logical benefits) for bicycle operation
Where narrow bridges create a constriction, zebra strip ing should be usedto shift traffic away from the parapet and provide spacefor bicycletraffic
Other possible strategies include
• Elimination of parking or restricting it to one side of the roadway
• Reduction of travel lanes from two in each direction to one in each direction plus center turn lane and shoul ders, or
• Reductionofthe number of travel lanes meach direction and the inclusion or establishment of pavedshoulders
12218AccessControl
Frequent access driveways, especially commercial access driveways, tend to convert the right lane of a roadway and Its shoulder area into an extended auxiliary acceleration and deceleration lane Frequent turning movements, merging movements and vehicle occupancy of the shoulder can severely limit the ability of
Facility Guidelines
cyclists to utilize the roadway and are the primary causes of motor vehicle-bicycle collisions As a result, access control measures should be employed to minimize the number of entrances and exits onto roadways For driveways having a wide curb radius, consideration should be given to marking a bicycle lane through the dnveway intersection areas As with other types of street intersections, driveways should be designed with sufficiently tight curb radii to clearly communicate to motorists that they must fully stop and then yield the rightof-way to cyclists and pedestrians on the roadway
12219BikewayReconstructionafterConstruction
Since roadways with designated bicycle facilities carry the largest volumes of users, their reconstruction should be of particular concern Unfortunately, bicycle facilities are often installed piecemeal and users can find themselves facing construction detours and poor integration of facilities where the facilities begin and end
Bicycles facilities also sometimes seem to "disappear" after roadway construction occurs This can happen incrementally as paving repairs are made over time and are not followed by proper bikeway restriping When combined with poor surface reconstruction following long periods out of service due to road work, this can result in the eventual loss of affected bikeway facilities and decrease the number of cyclists regularly using bicycle facilities within the City of Carlsbad
Adjacent construction projects that require the demolition and rebuilding of roadway surfaces can cause problems in maintaining and restoring bikeway function Construction activities controlled through the issuance of permits, especiallydriveway, drainage, utility, or street opening permits, can have an important effect on the quality of a roadway surfacewhere cyclistsoperate Such construction can create hazards such as mismatched pavement heights, rough surfaces or longitudinal gaps in adjoining pavements,or other pavement irregularities
Permit conditions should ensure that pavement foundation and surface treatments are restored to their preconstruction conditions, that no vertical irregularities will result and that no longitudinal cracks will develop Stricter specifications, standards and mspections designed to prevent these problems should be developed, as well as more effective control of construction activities wherever bikeways must be temporarily de molished A five year bond should be held to assure correction of any deterioration which might occur as a result of faulty reconstruction of the roadway surface
Spot widening associated with new access driveways frequently results in the relocation of drainage grates Any such relocation should be designed to close permanently the old drainage strurture and restore the road way surface New drainage structures should beselected and located to comply with drainage provisions established in these guidelines
12220MaintenancePriorities
Bikeway maintenance is easily ovedooked The "sweeping" effect of passing motor vehicle traffic readily pushes debris toward the roadway edges where it can accumulate within an adjoining bicycle facility Litter and broken glass usually ends up in these areas as well Since the potential for loss of control can exist due to a blowout caused by broken glass, or through swerving to avoid other debris, proper maintenance is directly related to safety For this reason, street sweeping must be a priority on roadways with bike facilities, especially in the curb lanes and along the curbs themselves The police department could assistby requiring towing companies to fully clean up accident scene debris, or face a fine This would prevent glass and debris from being left in place after a motor vehicle accident, or simply swept into the curb or shoulder area
Suggested minimum sweeping schedule
• Class 1 heavy use monthly light use twice/year
• Class 2 heavy use monthly
• Class 3 twice/year
The availability of a forum through which citizens can conveniently notify the proper city authority of bicycle facility problems or shortcomings is desirable The City of San Diego Street Division,for example, makes available a Service Request form via the city's Internet home page to allow citizens to report problems relating to streets, sidewalks, drains and other civil engineering infrastructural issues It does not specifically mention bicycle facilities in its list of selected problems, but does offer the user the opportunity to type in the particulars of any street-related issue
12221IntermodalPlanningandFacilities
Creating an environment conducive to intermodal transit begins with providing the proper types of facilities and amenities in locations convenient enough to attract potential users Such facilities can include those described in the following sections
• Bike Lockers and Racks
The provision of bicycle racks and lockers is an important first step in making a multi-modal system work for cyclists Their presence encouragescyclists to use available transit because these facilities help to alleviate concerns about security, primarily theft or vandalism of bicycles parked for long periods
•AdditionalBus-mountedRacks
The provision of bus-mounted bicycle racks on more bus routes may encourage cyclists to use the bus system, especially in the outlying sections ofthe city where topography isthe most pronounced These racks should be mounted on the front of the bus to increase visibility between the bus driver and the cyclist using the rack and to decrease the chance of theft while the bus is stopped
12 2 22 Traffic Calming
There exist roadway conditions in practically ali communities where controlling traffic movements and reducing motor vehicle speeds is a worthwhile way to create a safer and lessstressful environment for the benefit of non-motorized users such as pedestrians and cyclists These controlling measuresare referred to astraffic calming These measures are also intended to mitigate impacts of vehicular traffic such as noise, accidents and air pollution, but the primary link between traffic calming and bicycle planning isthe relationship between motor vehicle speed and the severity of accidents European studies have shown that instituting traffic calming techniques significantly decreases the number of pedestrian and cyclist fatalities in accidents involving motor vehicles, as well as the level of injuries and air pollution, without decreasing traffic volume
•StopSigns/YieldSigns
The installation of stop signs is a common traffic calming device intended to discouragevehicular through traffic by making the route slower for motorists However, stop signs are not speed control devices, but rather rightof-way control devices They do not slow the moving speed of motor vehicles and compliance by cyclists is very low Requiring motor vehicles to stop excessively also contributes to air pollution Cyclistsare even more inconvenienced by stop signs than motorists because unnecessary stopping requires them to repeatedly reestablish forward momentum The use of stop signs as a traffic management tool is not generally recommended unless a bicycle route must intersect streets with high motor vehicle traffic volumes Controlled intersections generally facilitate bicycle use and improve safety and stop signs tend to facilitate bicycle movement across streets with heavy motor vehicular traffic An alterna-
tive to stop signs may be to use yield signs or other traffic calming devices as methods to increase motorist awareness of crossing cyclists
•SpeedBumpsandTables
Though many cities are no longer installing speed bumps, they have been shown to slow motor vehicle traffic speeds and reduce volume If speed bumps are employed as a traffic management tool, a sufficiently wide gap must be provided to allow unimpeded bicycle travel around the bump to prevent safety hazards for cyclists Standard advance warning signs and markers must be installed as well
•PartialTrafficDiverters
These traffic calming devices include traffic circles and chicanes, both of which force traffic to follow a curved path which had formerly been straight They are usually employed in areas of traditional grid street configuration These devices can actually increase traffic hazards if they are not substantial enough to decrease mo tor vehicle speeds, or if appropriate side street access points are not controlled
•TotalTrafficDiverters
These diverters close roadways to motor vehicles only, or divert them to other routes while continuing to provide access to non-motorized users Partial diverters allow access for cyclists in both directions, but block motor vehicle entry at one end Both devices reduce motor vebicle driver options as a means to reduce the local traffic volume while allowing unrestricted access for pedestrians and cyclists They are only useful where bicycles are fully exempt from the restrictions preventing the access of motor vehicles Bicycle access should be clearly signed where motor vehicle access is limited so that cyclists are made aware that they can proceed even though motor vehicles can not
•CurbExtensionsandRadiusReductions
Larger curb radii are intended to facilitate high speed right-turn movements for the convenience of motorists However these larger radii are more dangerous for crossing and adjacent cyclists and pedestrians both because of the resulting higher motor vehicle speeds and the longer crossing distance for the cyclists and pedestrians Motorists tend to spend less time looking for pedestrians and cyclists when they are attempting to make a high speed turn because their attention is focused on watching for oncoming traffic from the left Their tendency to watch for pedestrians crossing from the right is also reduced In addition, this type of intersection en-
Facility Guidelines
courages higher speed movements across the bicycle travel lane, increasing the risk of collisions To avoid these problems, curb radii should be reduced and curb extensions installed that pinch in toward the motor vehicle traffic lanes This narrowing ofthe roadway tends to reduce traffic speeds, which creates a longer period for drivers to see potential conflicts before making right turns However, due to the resulting reductions in motor vehicle speeds, this approach may not be appropriate at congested intersections In such cases, there should instead be a safe lane and crossover segmentespecially for cyclists
Extensions are curb bulbs extending into the intersection from the corners of one or both of the intersecting roadways Reducing curb radii functionally narrows the intersection, shortening the crossingdistance for pedestrians and cyclists and slowing approachingtraffic Curb extensions are even more effective than reduced curb radii in decreasing crossing distance and slowing traffic They can also serve the additional purposes of defining parking lanes and improving visibility at corners
The use of curb extensions should be confined to residential areaswith limited through traffic sincethey limit the use of the curb lane to parking instead of providing extra roadway space beneficial for cycling Reduced curb radii can be used more widely, but should not be used on streets with bus service, or on streets with routine large truck use requiring right turns
123Class1Multi-UseTrailGuidelines
Class 1 facilities are generally paved multi-use paths or trails, separated from motor vehicle traffic Off street routes are rarely constructed for the exclusive use of cyclists since other non-motonzed user types will also find such facilities attractive For that reason, the facilities recommended in this master plan should be considered multi-use where cyclists will sharethe pathways with other users The recommended Class 1 routes (bike paths) are primarily intended to provide commuting routes through areas that are not yet served by roadways
Their primary purpose notwithstanding, most cyclists will find bicycle paths inviting routes to nde, especially if travel efficiency is secondary to enjoyment of cycling Since these paths would augment the existing roadway system, they can extend circulation options for cyclists, making trips feasible which would not otherwise be possible if the cyclists had to depend exclusively on roadways, especially in areas where usable roads are limited Class B and C (casual and children) cyclists would likely also appreciate the relative freedom from conflicts with motor vehicles compared to riding on typical roadways
The presence of a Class 1 route near an existing roadway should not be construed asjustification for prohibiting bicycles on the parallel or nearly parallel roadway In several cases, this master plan calls for Class 1 routes parallel to the alignments of planned roadways The decision to retain the adjacent Class 1 routes or to replace them with the roadway equipped with a Class 2 facility will be based on critena defined by the City pnor to the time of roadway construction Should any of these Class 1 routes be retained parallel to the new roadways, these roadways should still be designed to be compatible with bicycle use (According to the City transportation element, most new roadways are planned to include Class 2 bike lanes ) Two reasonsto retain parallel facilities are that an experienced cyclist may fmd Class 1 paths inappropriate because of intensive use, or the routes may not be direct enough to suit the experienced cyclist By the same token, the Class 1 path will likely be much more attractive to less experienced cyclists than a parallel facility on the street
In general. Class 1 facilities should not be placed immediately adjacent to roadways Where such conditions exist Class 1 facilities should be offset from the street as much as possible and separated from it by a physical barrier These measures are intended to promote safety for both the cyclists and the motorists by preventing movement between the street and the Class 1 facility
Since off-street paths (Class 1) are now rarely constructed for the exclusive use of cyclists, they must be designed for the safety of cyclists and other expected user types Heavy use of multi-use trails can create conflicts between different types of users These conflicts can include speed differentials between inexperienced and experienced cyclists as well as between pedestrians, joggers and in-Iine skaters, differences in the movements typical of particular user types and even the kinds of groupings common to the different user types as they casually move down the pathway
As long as volumes are low, the level of conflict between different user types can be managed without enforcement However, even moderate increases in user volume can create substantial deterioration in level of service and safety Conflicts between different user types are especially likely to occur on regionally significant recreational trails that attract a broad diversity of users, especially adjacent to the beaches (such asthe proposed Coastal Rail Trail) In general, paths that are expected to receive heavy use should be a minimum of 14 feet wide, paths expected to experience moderate use should be at least 12 feet wide and low volume paths can be 10
feet wide Caltrans Class 1 requirements call for eight feet (2 4 meters) as the minimum width with two foot (0 6 meters) clear areas on each side
•RegulationofMultipleUsePaths
The potential for multiple-use path conflicts has increased substantially in recent years with the increased popularity of jogging, mountain bikes and in-line skating Where multi-use trails were once commonly used primarily by pedestrians and secondanly by cyclists, today they tend to be used by a roughly equal distribution of pedestrians, cyclists and in-line skaters
In-line skating has been the fastest growing sport in America for several years Also, the majority of bicycles sold in the United States over the last decade have been mountain bikes, far outstripping sales of drop-bar type road bike sales The mountain bike's relative comfort and upright riding position have helped to encourage inexperienced cyclists who previously rarely rode to do so more often
Methods used to reduce trail conflicts have included providing separate facilities for different groups, prohibiting certain user types, restricting certain uses to specific hours, widening existing facilities or marking lanes to regulate traffic flow Examples of all of these types of actions occur along the coastal trails of southern California where conflicts between different user types can be especially severe dunng peak periods
•CompatibilityofMultipleUseofPathsor Trails
Joint use of paths by cyclists and equestrians can pose problems due to the ease with which horses can be startled Also, the requirements of a Class 1 bicycle facility include a solid surface, which is not desirable for horses Therefore, where either equestrian or cycling activity IS expected to be high, separate trails are recommended On facilities where Class 1 designation is not needed and the facility will be unpaved, mountain bikes and horses can share the trail if adequate passing width IS provided, the expected volume of traffic by both groups IS low and available sight distances allow equestrians and cyclists to anticipate and prepare for possible conflicts Education of all trail users in "trail etiquette" has proven to be helpful on shared trails elsewhere
The recent surge in the popularity of mountain bikes have increased conflicts on narrow trails with minimal surface improvements that were originally designed for hiking alone On some trails, especially ones that are contiguous over distances greater than the average hiker's typical one day hiking range, mountain bikes now commonly outnumber hikers
The primary problem with this mixed use is the speed differential between mountain bikers and hikers This speed difference is exacerbated by additional concerns such as limited sight distances due to topography and vegetation Mountain bikes can also cause some erosion or compaction problems Therefore, mountain bike use should be restricted to wider multi-use trails and dirt roads that have adequate sight distances and drainage improvements to protect against erosion Once again, education is an important component in minimizing conflicts This includes situations where adjacent vegetation or habitat is considered sensitive Signs restricting users to the trail may be sufficient, though the addition of fencing or railings may be required ff signage does not achieve the desired results
•UrbanAccessPathways
Conflicts between different user types on multiple use routes occur primarily on heavily used recreational paths, or near major pedestrian trip generators Lightly used neighborhood pathways and community trails can be safely shared by a variety of user types Construction of urban access pathways between adjoining residential developments, schools, neighborhoods and surrounding streets can substantially expand the circulation opportunities for both pedestrians and cyclists
However, bicycle use of urban access pathways should not include sidewalks adjacent to streets for a number of reasons First, sidewalks are designed for pedestrian speeds and maneuverability Second, they are usually encumbered by parking meters, utility poles, benches, trees, etc Third, other types of users and their specific types of maneuverability can also pose a safety issue for cyclists
Though sidewalks are, in general, not conducive to safe cycling, an exception is Class C cyclists, young children This type of bicycle use is generally acceptable because it provides young children who do not yet have the judgment or skill to ride in the street an opportunity to develop their riding skills Sidewalks in residential areas generally have low pedestrian volumes and are usually accepted as play areas for children
Finally, one other exception to sidewalk use by cyclists should be allowed This is where the walkway is at least eight feet wide and well away from streets, such as within parks In such cases, bicycle use on walkways can occur safely
•BicyclePathsAdjacenttoRoadways
Two-way bicycle facilities located immediately adjacent to a roadway are not generally recommended because they require one direction of bicycle traffic to ride against motor vehicle traffic, contrary to the normal "Rules of
Facility Guidelines
the Road " This puts the wrong way cyclists in the motorists' "blind spot" at intersections where they do not have the right-of-way, or are not noticed by motorists turning right because the cyclists are not on the roadway Many cyclists will also find it less convenient to ride on this type of facility as compared to streets, especially for utility trips such as commuting This more experienced group of cyclists may find the roadway more efficient, safer, or better maintained than the adjacent bicycle facility The AASHTO guide says that " bicycle lanes, or shared roadways should generally be used to accommodate bicycle traffic along highway corridors rather than providing a bicycle path immediately adjacent to the highway "
An exception to this general rule can occur where an off-road route intended primarily for bicycle use must be located adjacent to a roadway for a short distance to maintain trail continuity such as when an existing roadway's bridge will be used by the trail Even so, physical separation of the bicycle facility from the roadway must be provided
A substantial portion ofthe following sections are taken directly from the AASHTO Guide for the Development of Bicycle Facilities, 1991 In keeping with standards employed in other reviewed master plans, the AASHTO excerpts are italicized Note that AASHTO's use of the term "bicycle path" is equivalent to a "Class 1 bicycle facility" as defined by Caltrans and as used in this master plan Also, the AASHTO term "highway" is synonymous with the term "roadway" Finally, all measurements in the Caltrans documents are now in metric form
1241WidthandClearance
The paved width and the operating width required for a bicycle path are primary design considerations Under most conditions, recommended paved width for a twodirectional bicycle path is 10 feet In some instances, however, a minimum of eight feet can be adequate This minimum should be used only where the following con ditions prevail (1) bicycle traffic is expected to be low, even on peak days or durmg peak hours, (2) pedestrian use ofthe facility is not expected to be more than occasional, (3) there will be good horizontal and vertical alignment providing safe and frequent passing opportunities, and (4) the path will not be subject to maintenance vehicle loading conditions that would cause pavement edge damage Under certain conditions it may be necessary or desirable to increase the width of bicycle path to 12 feet or more, for example', because of substantial bicycle volume, probable shared use with jog-
gers and other pedestrians, use by large maintenance vehicles, steep grades, or where bicycles will be likely to ride two abreast
Reduced widths are acceptable on access pathways due to their generally short length and low volumes However, wherever possible, minimum width standards should be employed One-directional bicycle facilities are not generally recommended since they will almost certainly be used as two-way facilities
A minimum of 2 feet width graded area should be mam tamed adjacent to both sides of the pavement How ever, 3 feet or more is desirable to provide clearance from trees, poles, walls, fences, guardrails, or other lateral guidelines A wider graded area on either side of the bicycle path can serve as a separate jogging path The vertical clearance to obstructions should be a minimum of 8 feet However, vertical clearance may need to be greater to permit passage of maintenance vehicles and, in undercrossings and tunnels, a clearance of 10 feet IS desirable for adequate vertical shy distance
M42HorizontalSeparationfromRoadways
Class 1 bicycle facilities are generally physically separated from roadways However, where a Class 1 facility must be considered within a roadway right-of-way, a wide separation between a bicycle path and adjacent highway is desirable to confirm for both the cyclist and the motorist that the bicycle path functions as an independent highway for bicycle traffic In addition to physical separation, landscaping or other visual buffer is de sirable When this is not possible and the distance between the edge of the roadway and the bicycle path is less than 5 feet, a suitable physical divider may be considered Such dividers serve both to prevent cyclists from making unwanted movements between the path and the highway shoulder for the protection of cyclists from motor vehicles and to reinforce the concept that the bicycle path IS an independent facility Where used, the divider should be a minimum of 4 5 feet high, to prevent cyclists from toppling over it and it should be designed so that It does not become an obstruction or traffic hazard in itself
1243DesignSpeed
The speed that a cyclist travels is dependent on several factors, including the type and condition ofthe bicycle, the purpose of the trip, the condition and location of the bicycle path, the speed and direction of the wind and the physical condition ofthe cyclist Bicycle paths should be designed for a selected speed that is at least as high as the preferred speed of the faster cyclists In general, a minimum design speed of 20 mph should be used However, when the grade exceeds four percent, a design speed of 30 mph is advisable
Carlsbad Bike Facility Master Plan
On unpaved paths, where cyclists tend to ride slower, a lower design speed of 15 mph can be used Similarly, where the grades dictate, a higher design speed of 25 mph can be used Since bicycles have a higher tendency to skid on unpaved surfaces, horizontal curvature design should take into account lower coefficients of friction
1244 Horizontal Alignment and Superelevation
The minimum radius of curvature negotiable by a bicycle IS a function of the superelevation rate of the bicycle path surface, the coefficient of friction between the bicycle tires and the bicycle path surface and the speed of the bicycle The minimum design radius of curvature can be derived from the following formula
R = Minimum radius of curvature (meters)
V= Design speed (kph)
e = Rate of superelevation
f = Coefficient of friction
For most bicycle path applications, the superelevation rate will vary from a minimum two percent (the minimum necessary to encourage adequate drainage) to a maximum of approximately five percent (beyond which maneuvering difficulties by slow bicycles and adult tricyclists might be expected) The minimum superelevation rate of two percent will be adequate for most conditions and will simplify construction
The coefficient of friction depends upon speed, surface type, roughness and condition, tire type and condition, and whether the surface is wet or dry Friction factors used for design shouldbe selectedbased upon the point at which centrifugal force causes the cyclist to recognize a feeling of discomfort and instinctively act to avoid higher speed Extrapolating from values used in high way design, design factors for paved bicycle paths can be assumed to vary from 0 30 at 15 mph to 0 22 at 30 mph (Based on a superelevation rate (e) of two percent, minimum radii of curvature can be selected from Figure 1003 IC of the Caltrans Highway Design Manual)
When substandard radius curves must be used on bicycle paths because of right-of-way, topographical, or other considerations, standard curve warning signs and supplemental pavement markings should be installed in accordance with the Caltrans Highway Design Manual The negative effects of substandard curves can also be partially offset by widening the pavement through the curves
1245Grade
Grades on bicycle paths should be kept to a minimum, especially on long inclines Grades greater than five percent are undesirable because the ascents are difficult for many cyclists and the descents cause some cyclists to exceed the speeds at which they are compe tent Where terrain dictates, grades over five percent and less than 500 feet long are acceptable when a higher design speed is used and additional width is provided
1246Switchbacks
In areas of steep terrain, a series of "switchbacks" may be the only solution to traversing changes in elevation At these locations, a grade of eight percent is acceptable for a distance of no more than 100 feet Grades steeper than eight percent will not meet Americans with Disabilities Act (ADA) standards Switchback radii should be larger than normally employed for pedestrian facilities to allow for cyclists to be able to safely make the turns without having to dismount Pavement width should be a minimum of 12 feet wide to allow ascending cyclists room to walk their bicycles when necessary The switchbacks should be completely visible from the next uphill turn Runouts at the end of each turn should be considered for cyclists unable to slow down quickly enough to make the turn Railings should be installed to discourage shortcuts and appropriate signing should be placed at the top of the descent
12 4 7 Sight Distances
To provide cyclists with an opportunity to see and react to the unexpected, a bicycle path should be designed with adequate stopping sight distance The distance required to bring a bicycle to a full controlled stop is a function of the cyclist's perception and brake reaction time, the initial speed of the bicycle, the coefficient of friction between the tires and the pavement and the braking ability ofthe bicycle Figure 1003 1D of the Caltrans Highway Design Manual indicates the minimum stopping sight distance for various design speeds and grades based on a coefficient of 0 25 to account for the poor wet weather braking characteristics of many bicycles For two-way bicycle paths, the sight distance in descending direction, that is, where "C" is negative, will control the design
1248Intersections
Intersections with roadways are important considerations in bicycle path design If alternate locations for a bi cycle path are available, the one with the most favorable intersection conditions should be selected For crossings of freeways and other high-speed, high-volume arterials, a grade separation structure may be the
only possible or practical treatment Unless bicycles are prohibited from the crossinghighway, providing for turning movements must be considered When intersections occur at grade, a major consideration is the establishment of right-of-way The type of traffic control to be used (signal, stop sign, yield sign, etc) and locations, shouldbeprovided in accordance with the Caltrans Traffic Manual
Sign type, size and location should also be in accordance with the Caltrans Traffic Manual Care should be taken to ensure that bicycle path signs are located so that motorists are not confused by them and that roadway signs are placed so that cyclists are not confused by them
Other means of alerting cyclists of a highway crossing include grade changes or changing surfaces at the approach Devices installed to prohibit motorists from entering the bike path can also assist with alerting cyclists to crossings
It IS preferable that the crossing of a bicycle path and a highway be at a location away from the influence of intersections with other highways Controlling vehicle movements at such intersections is more easily and safely accomplished through the application of standard traffic control devices and normal Rules ofthe Road Where physical constraints prohibit such independent intersections, the crossings may be at or adjacent to the pedestrian crossing Right of way should be assigned and sight distance should be provided so as to minimize the potential for conflict result ng from unconventional turning movements At crossings of high volume multi-lane arterial highways where signals are not warranted, consideration should be given to providing a median refuge area for cyclists
When bicycle paths terminate at existing roads, it is important to integrate the path into the existing system of roadways Care should be taken to properly design the terminals to transition the traffic into a safe merging or diverging situation Appropriate signing is necessary to warn and direct both cyclists and motorists regarding these transition areas
Bicycle path intersections and approaches should be on relatively flat grades Stopping sight distances at intersections should be checked and adequate warning should be given to permit cyclists to stop before reaching the intersection, especially on downgrades
Ramps for curb cuts at intersections should be the same width as the bicycle paths Curb cuts and ramps should provide a smooth transition between the bicycle paths and the roadway
12 4 9 Signing and Marking
Adequate signing and marking are essential on bicycle paths, especially to alert cyclists to potential conflicts and to convey regulatory messages to both cyclists and motorists at highway intersections In addition, guide signing, such as to indicate directions, destinations, distance, route numbers and names of crossing streets, should be used in the same manner as they are used on highways In general, uniform application of traffic control devices, as described m the Caltrans Highway Design and Traffic Manuals, will tend to encourage proper cyclist behavior
A designer should consider a 4 inch wide yellow centerline stripe to separate opposite directions of travel This IS particularly beneficial in the following circumstances (1) for heavy volumes of bicycles, (2) on curves with restricted sight distances, and (3) on unlightedpaths where nighttime riding is expected Edge lines can also be very beneficial where nighttime bicycle traffic is expected
General guidance on signing and marking is provided in the Caltrans Highway Design Manual Care should be exercised in the choice of pavement marking materials Some marking materials are slippery when wet and should be avoided in favor of more skid-resistant materials
12410PavementStructure
Under most circumstances, a two inch thick asphalt top course placed on a six inch thick select granular subbase IS suitable for a bikeway pavement structure Where unsatisfactory soils can be anticipated, a soil investigation should be conducted to determine the load-carrying capabilities of the native soil and the need for any special provisions
In addition, some basic differences between the operating characteristics of bicycles and those of motor vehicles should be recognized While loads on bicycle paths will be substantially less that typical roadway loads, paths should be designedto sustain without damage the wheel loads of occasional emergency, patrol, maintenance and other motor vehiclesthat are expected to use or cross the path Where such motor vehicle use will be required, four inches of asphalt should be used Additional pavement structure may also be necessary in flood plains and in locations where shallow root systems may heave thin pavement sections
Special consideration should be given to the location of motor vehicle wheel loads on the path When motor vehicles are driven on bicycle paths, their wheels will usually be at or very near the edges of the path Since this can cause edge damage that, in turn, will result in the lowering ofthe effective operating width ofthe path.
adequate edge support should be provided Edge support can be either in the form of stabilized shoulders or in constructing additional pavement width Constructing a typical pavement width of 12 feet, where right-ofway and other conditions permit, eliminates the edge raveling problem and offers two other additional advantages over shoulder construction First, it allows additional maneuvering space for cyclists and second, the additional construction cost can be less than that for constructing shoulders because the separate construction operation is eliminated
It IS important to construct and maintain a smooth riding surface on bicycle paths Bicycle path pavements should be machine laid Root barriers should be used where necessary to prevent vegetation from erupting through the pavement, and on Portland cement concrete pavements, transverse joints, necessary to control cracking, should be saw cut to provide a smooth ride On the other hand, skid resistance qualities should not be sacrificed for the sake of smoothness Broom finish or burlap drag concrete surfaces are preferred over trowel finishes, for example
At unpaved highway or driveway crossings of bicycle paths, the highway or driveway should be paved a minimum of 10 feet on each side of the crossing to reduce the amount of gravel being scattered along the path by motor vehicles The pavement structure at the crossing should be adequate to sustain the expected loading at the location
4 ,
12411Structures
An overpass, underpass, small bridge, drainage facility or facility on a highway bridge may be necessary to provide continuity to a bicycle path On new structures, the minimum clear width should be the same as the approach paved bicycle path and the desirable clear width should include the minimum two foot wide clear areas Carrying the clear areas across the structures has two advantages First, it provides a mmimum horizontal shy distance from the railing or barrier, and second. It provides needed maneuvering space to avoid con flicts with pedestrians and other cyclists who are stopped on the bridge Access by emergency, patrol and maintenance vehicles should be considered in establishing the design clearances of structures on bicycle paths Similarly, vertical clearance may be dictated by occasional motor vehicles usmg the path Where practical, a vertical clearance of 10 feet is desirable for adequate vertical shy distance
Railings, fences, or barriers on both sides of a bicycle path structure should be a minimum of 4 5 feet high Smooth rub rails should be attached to the barriers at handlebar height of 3 5 feet
Bridges designed exclusively for bicycle traffic may be designed for pedestrian live loading On all bridge decks, special care should be taken to ensure that bicycle safe expansion joints are used
Where it is necessary to retrofit a bicycle path onto an existing highway bridge, several alternatives should be considered in light of what the geometries ofthe bridge will allow
One option is to carry the bicycle path across the bridge on one side This should be done where (1) the bridge facility will connect to a bicycle path at both ends, (2) sufficient width exists on that side of the bridge, or can be obtained by widening or restriping lanes, and (3) provisions are made to physically separate bicycle traffic from motor vehicle traffic as discussed above
A second option is to provide either wide curb lanes or bicycle lanes over the bridge This may be advisable where (l)the bicycle path transitions into bicycle lanes at one end ofthe bridge, and (2) sufficient width exists, or can be obtained by widening or restriping
A third option is to use existing sidewalks as one-way or two-way facilities This may be advisable where (1) conflicts between cyclists and pedestrians will not exceed tolerable limits, and (2) the existing sidewalks are adequately wide Under certain conditions, the cyclist may be required to dismount and cross the structure as a pedestrian
Because of the large number of variables involved in retrofitting bicycle facilities onto existing bridges, compromises in desirable design criteria are often inevitable Therefore, the width to be provided is best determined by the designer, on a case-by-case basis after thoroughly considering all the variables
12412Drainage
7^e recommended minimum pavement cross slope of two percent adequately provides for drainage Sloping in one direction instead of crowning is preferred and usually simplifies the drainage and surface construction
A smooth surface is essential to prevent water ponding and ice formation
Where a bicycle path is constructed on the side of a hill, a ditch of suitable dimensions shouldbe placed on the uphill side to intercept the hillside drainage Such ditches should be designed in such a way that no undue obstacles are presented to cyclists Where necessary, catch basins with drains shouldbeprovided to carry the intercepted water under the path Drainage grates and manhole covers should be located outside of the travel path of the cyclist (See Section 1003 6 of the
Facility Guidelines
Caltrans Highway Design Manual) To assist in draining the area adjacent to the bicycle path, the design should include considerations for preserving the natural ground cover Seeding, mulching and sodding of adjacent slopes, swales and other erodible areas should be included in the design plans
12413Lighting
Fixed-source lighting reduces conflicts along the paths and at intersections In addition, lighting allows the cyclist to see the bicycle path direction, surface conditions and obstacles Lighting forbicycle paths is important and should be considered where riding at night is expected, such asbicyclepaths serving college students or commuters and at highway intersections Lighting should also beconsideredthrough underpasses or tunnels and when nighttime security could be a problem Dependmg on the location, average maintained horizontal illumination levels of 5 to 22 luxshould be considered Light standards (poles) shouldmeet the recommended horizontal and vertical clearances Luminaires and standards should be at a scale appropriate for a pedestnan or bicycle path (See Section 1003 6 of the Caltrans Highway Design Manual)
12414BarrierstoMotorVehicleTraffic
Bicycle paths often need some type of physical barrier at highway intersections andpedestrian load bridges to prevent unauthorized motor vehicles from using the facilities Provisions can be made for a lockable, removable post to permit entrance by authorized vehicles The post should be permanently reflectorized for nighttime visibility and painted a bright color for improved daytime visibility When more than one post is used, a five foot spacing is desirable Wider spacing can allow entry to motor vehicles, while narrower spacing might prevent entry by adult tricycles and bicycles with trailers Striping an envelope around the barrier is recommended (See Section 1003 1 of the Caltrans Highway Design Manual )
An alternate method of restricting entry of motor vehicles IS to split the entry way into two five foot sections separated by low landscaping Emergency vehicles can still enter if necessary by straddling the landscape The higher mamtenance costs associated with landscaping should be acknowledged, however, before this alternative method is selected
125UnpavedMulti-UseFacilities
In some cases, unpaved trails or roads may be used as part of a bikeway system Though not eligible for official designation as bicycle facilities, they can be acknowledged as "informal" unpaved connections between official paved segments Because these routes are
generally in less developed areas, they may also be considered scenic unpaved "byways" that can be accessed via the official bikeway system
Most ofthe bicycles sold today are mountain bikes designed for use on unpaved surfaces and come equipped with wide tires and lowgearing Many recreational cyclists ride this type of bicycle and would gladly use them on a well maintained unpaved route Unpaved routes are unlikely to attract many commuting cyclists, but the routes mayexperience some utility use if they provide convenient shortcuts between popular destinations where such routes would not otherwise exist
Available guidelines for unpaved facilities are limited In general, the coefficient of friction used in calculating curve radii and a factor in determining design speed, should be reduced Although there are not data available for unpaved surfaces, it is suggested that friction factors be reduced by 50 percent to allow a sufficient margin of safety This reduction in friction affects all situations where traction is important, especially on grades Grades steeper than three percent may not be practical for bicycle paths with crushed stone surfaces
In cases where switchbacks are necessary for unpaved paths that occur in steep terrain, curve radii maybe enlarged, thepath widened and runout areas provided In areas of erosive soils, it is also advisable to install signage requinng cyclists to dismount when traversing the switchbacks
12 6Class2 Facilities
Class 2 facilities aremarked bicycle lanes within roadways usually adjacent to the curb lane, delineated by appropriate striping and signage
Bicycle lanes can be considered when it is desirable to delineate available road space for preferential use by cyclists and motorists and to provide for more predictable movements by each Bicycle lane markings can increase a cyclist's confidence in motorists not straying into his/her path of travel Likewise, passing motorists are less likely to swerve to the left out of their lane to avoid cyclists on their right
Bicycle lanes should always be one-way facilities and carry traffic in the same direction as adjacent motor vehicle traffic Two-way bicycle lanes on one side of the roadway are unacceptable because they promote riding against the flow of motor vehicle traffic Wrongway riding IS a major cause of bicycle accidents and violates the "Rules ofthe Road" stated in the Uniform Vehicle Code Bicycle lanes on one-way streets should be on the right side ofthe street, except in areas where a bicycle lane on the left will decrease the number of
conflicts (e g, those caused by heavy bus traffic) In unique situations, it may be appropriate to provide a contra-flow bicycle lane on the left side of a one-way street Where this occurs, the lane should be marked with a solid, double yellow line and the width of the lane should be increased by one foot
1261LaneWidths
Under ideal conditions, the minimum bicycle lane width IS five feet However, certain edge conditions dictate additional desirable bicycle lane width Figure 1003 2A of the Caltrans Highway Design Manual depicts four common locations for such facilities in relation to the roadway The first figure depicts bicycle lanes on an urban curbed street where a striped parking lane is provided The mmimum bicycle lane width for this location IS five feet If parking volume is substantial or turnover IS high, an additional one or two feet of width is desirable for safe bicycle operation Bicycle lanes should always be placed between the parking lane and the motor vehicle lanes Bicycle lanes between the curb and the parking lane can create obstacles for cyclists and eliminate a cyclist's ability to avoid a car door as it IS opened Therefore, this placement should not be considered
The second figure depicts an urban curbed street where parking is allowed, but without striping for a separate bike lane This parking lane shared with bicycles should be 11 to 12 feet wide 13 feet is recommended where parking turnover is high, such as commercial districts Cyclists do not generally ride near a curb because of the possibility ofdebns, of hitting a pedal on the curb, of an uneven longitudinal joint, or of a steeper cross slope
The third figure shows a roadway where parking is pro hibited Bicycle lanes in this location should have a minimum width of five feet where a curb occurs (measured from the curb face) and four feet where no curb is used If the longitudinal joint between the gutter pan and the roadway surface is uneven and falls within five feet ofthe curb face, a minimum of four feet should be provided between the joint and the motor vehicle lanes
The fourth figure depicts bicycle lanes on a roadway where parking is prohibited and without curbs Bicycle lanes should be located between the motor vehicle lanes and the roadway shoulders In this situation, bicycle lanes may have a minimum width of four feet, since the shoulder can provide additional maneuvering width A width of five feet or greater is preferable Additional widths are desirable where substantial truck traffic is present, or where vehicle speeds exceed 40 mph In certain situations, it may be appropriate to designate the full shoulder as the bike lane
1262Intersections
Bicycle lanes tend to complicate both bicycle and motor vehicle turning movements at intersections Because they encourage cyclists to keep to the right and motorists to keep to the left, both operators are somewhat discouraged from merging in advance of turns Thus, some cyclists will begin left turns from the right side of the bicycle lane and some motorists will begin right turns from the left side of the bicycle lane Both maneuvers are contrary to established Rules ofthe Road and result in conflicts
Design treatment for bicycle lanes at a simple intersection IS shown in Figure 1003 2B of the Caltrans Highway Design Manual On a two lane roadway, the edge line along the bike lane should end approximately 200 feet from the intersection to allow left turning cyclists and right turning motorists to "weave "
Design treatment at multi-lane intersections is more complex Figure 1003 2C ofthe Caltrans Highway Design Manual presents examples of pavement markings for bicycle lanes approaching motorist right-turn-only lanes Where there are ni merous left turning cyclists, a separate turning lane should be considered The design of bicycle lanes should also include appropriate signing at intersections to reduce the number of conflicts Generalguidance for pavement marking of bicycle lanes IScontained in Section 1003 2 ofthe Caltrans Highway Design Manual (See the Caltrans Traffic Manual for more specific information)
Adequate pavement surface, bicycle-safe grate inlets, safe railroad crossings and traffic signals responsive to bicycles should always be provided on roadways where bicycle lanes are being designated Raised pavement markings and raised barriers can cause steering diffi culties for cyclists and should not be used to delineate bicycle lanes
1263SigningandStripingRequirements
Signing and striping should be in accordance with Section 1004 ofthe Caltrans Highway Design Manual and the Caltrans Traffic Manual Bicycle lanes should be wellmarked and signed to ensure clear understanding of the presence and purpose ofthe facility by both cyclists and motorists The Caltrans Traffic Manual also specffiesstandard signing for bicycle lanes The appropriate signs should be used in advance ofthe beginning of a marked designated bicycle lane to call attention to the lane and to the possible presenceof cyclists Signs should be used only in conjunction with the appropriate pavement marking and erected at periodic intervals along the designated bicycle lane and in the vicinity of locations where the preferential lane symbol is used
Facility Guidelines
where it is necessary to restrict parking, standing, or stopping in a designated bicycle lane, appropriate signs, as described in the Caltrans Traffic Manual, may be used The City of Carlsbad also usesa combination "NO PARKING/BIKE LANE" sign
Bicycle lane stripes should be solid, six to eight inch wide white lines Care should be taken to usepavement striping that is skid-resistant Thermoplastic tape and painted markings can become slippery and cause the cyclist to fall Impregnated grit, nonskid, preformed tape IS an acceptable striping material
It IS very important to reapply bicycle lane markings when they begin to fade, since faded bicycle lane markings can lead to confusion for motorists and cyclists If necessary, reapplication of bicycle lane stripes should be placed on a more frequent schedule than regular roadway restriping projects Old markings should be removed prior to restriping if new layers of marking materials would otherwise create raised areasthat would be hazardous to cyclists
Prompt replacement of bicycle lane striping following pavement repairs should be the responsibility of the paving contractor for projects that have required the removal and replacement of bike lane paving Too often, lane striping isnot replaced following construction or repaving projects
Preferential bicycle lane symbols should be installed on the pavement in bicycle lanes Symbols should be installed at regular intervals (nomore that 350 feet between symbols), immediately after intersections and at areas where bicycle lanes begin Pavement letters that spell "BIKE ONLY," and arrows are optional, butdesirable
12 7Class 3 Facilities
A Class 3 facility is a suggested bicycle route that usually consists of a series of signs designating a preferred route between destinations such as residential and shopping areas A network of such routes can provide access to a number of destinations throughout the community In some cases, looped systems of scenic routes have been created to provide users with aseries of recreational experiences In addition, such routes can provide relatively safe connections forcommuting to workplaces or schools
The designation ofa roadway as a Class 3 facility should be based primarily on the advisability of encouraging bicycle use on that particular roadway While the road ways chosen for bicycle routes may not be free of problems, they should offer the best balance of safety and convenience of the available alternatives In general, the most important considerations are pavement width
and geometries, traffic conditions and appropriateness of the intended purpose A certain amount of risk and liability exists for any area that the City signs as a Class 3 route The messageto the user public is that the facility ISa safe route Therefore, routes should not be placed on streets that do not meet appropriate safety standards
Attributes which describe how appropriate a particular road IS for a bicycle route include directness, connectivity with other bicycle facilities, scenery and available services Directness is important for cyclists traveling for a purpose, such as commuting, though this is not the case for recreational riders, for whom scenery may be the primary factor in selecting a route For recreational riders traveling more than a few miles, services such as food, water, restrooms and pressurized air may be of interest
1271RoadwayEngineering
while design of all Class 1 and 2 bikeways should follow the Bikeway Planning and Design Chapter 1000 of Caltrans' Highway Design and Traffic Manuals, there are bound to be situations where the recommended geometries for a Class 3 facility can not be achieved due to right-of-way constraints, for example Planning and design ofthe Class 3 facility should emphasize safety for cyclists and provide additional warnings to motorists to be aware of the presence of cyclists
A: ROADWAY SEGMENT SUITABILITY RATING FORMS
B: CITY OF CARLSBAD PUBLIC ART GUIDELINES
C: SUPPLEMENTAL FACILITIES
D: CIP COST ANALYSIS
E: CALIFORNIA VEHICLE CODE BICYCLE SECTIONS (21200-21212)
Outelde Lane Width (W)* Lane width adequate marginal or inadequate
Pavement Factors (PF)*
Curb and gutter
Patched or weathered paving
Cracked paving
Moderate frequency of curbcuts
Rough RR crossing
frequency of curb cuts
Location Factors (LF)*
Typical Section Factors
Moderate grades
Frequent vert curves (poor sight dist)
Frequent hor curves (poor sight dist)
Uncontrolled right turn lanes
Severegrades
Center turn lane
Median present
Paved shoulder
Roadway and ParkingFactors
APPENDIX
CityofCarlsbadPublicArtGuidelines
Artworks
The City of Carlsbad wishes to encourage the broadest interpretation of art and the diverse venues used by artists The various media and materials which can be used by contemporary artists include
1 Sculpture Free-standing,wall supported or suspended, kinetic, electronic, etc , in any material or combination of materials
2 Murals or portable paintings In any material or variety of materials, with or without collage or the addition of non traditional materials and means
3 Earthworks, fiberworks, neon, glass, mosaics, photographs, prints, calligraphy, any combination of forms of media including sound, film, holographic and video systems, hybrids of any media and new genres
4 Standardizedfixtures such asgates, streetlights, etc , may be contracted to artists for unique or limited editions, provided the work is designed specifically for the city as public art
5 Architectural elements designed and executed by visual artists in collaboration with an architect or landscape architect, which may be incorporated into, upon or adjacent to publicly funded structures
6 Design elements incorporated into a capital improvements project that are designed by an artist for fabrication and execution by the project contractor
Exclusions
The following items are identified as ineligible for inclusion in the City's Art in Public Places Program (These Items may be funded through other programs or departments within the City, but they do not fall within the parameters of art in public places)
1 Directional elements such as supergraphics,signage,or color coding except where these elements are integral parts of the original work of art
2 "Art objects" which are mass produced as a standard design such as playground equipment, fountains or statuary objects
3 Reproductions by mechanical or other means of original works of art, except in cases of film, video photography, printmaking or other media arts, specifically commissioned by the City
4 Decorative, ornamental or functional elements which are designed by the building architect as opposed to an artist commissioned for this purpose
5 Landscape architecture and landscape gardening except where these elements are designed by an artist and/ or are an integral part of the work of art by an artist
6 Services or utilities necessary to operate or maintain the artwork over time
7 Existing works of art offered for sale or donation to the City which do not have an established and recognized significance as art in public places among arts professionals and art appraisers
8 Works of art which are not publicly accessible or visible
9 Works of art which cannot reasonably be maintained within the resourcesallocated by the citizens of Carlsbad
a SupplementalFacilities
The following brochures are included to acquaint the reader with the range of site products readily available to municipalities for bikeway projects Though the rec ommendations of fellow professionals who have utilized some of these products were employed m selecting these brochures for mclusion, no endorsement or recommen dation of the products advertised m them is specifically intended or implied
It IS strongly recommended that qualihed bicycle facility design professionals be consulted when determining which site products would best function for any particular situation, including, for examples, selection and installation guidelines
Finally, new products are constantly being introduced and bicycle facility product selection need not be based solely on these brochures
BIKE RACKS THAT COMBINE FORM AND FUNCTIO N
Genesis
The Genesis™ bicycle rack transcends formand functionto make a bold aesthetic statement When empty the simple floating concentric rings of the Genesis™ look like an attractive outdoor sculpture Whenfull these same concentric rings park bikes safely and securely
The Genesis™ offers two contact points at front and rear for locking Theunique concentric design of the Genesis™ helps guide bikes into proper parking position while providing double the parking space of typical serpentine racks
The Genesis™ featuresa heavy duty 2 3/8 (60mm) steel frame U IS available in configurations that park up to 8 bicycles The Genesis™ is available in a galvanized finish or a wide range of powder coat colors It is also available m stainless steel
Style - unique concentric design makes the Genesis™ the ideal bicyclerack for buildings
Security - heavy duty construction and concentric design are ideal for use with Utype locks
See SweetSource for additionalproduct informatioa Call 1-800-551-3796 to order SweetSource
Patent appliedfor
GENESIS™ORDERINFORMATION
ItemNo Length(mm) Description(Capacity)
CNSi_
CNS6 CNS8 97 1/4 (2470) ' Li Standard Height 34"(864mm)
Add Suffixes For Installation Method (IC)-InGround (SF)-SurfaceFlangeMount
SPACEREQUIREMENTS GNS4
Add Suffixes For Finish/Material (G)-HotDippedGalvanizedAfterFabrication (P)-TGICPolyesterPowderCoat SeePage8forcolorselection (S)-StainlessSteel
No matter how bikes evolve in the nextthousand years, the Circa 2000"will parkthem safelyand securely Circas concentric design helps guide bikes intoplace while spacing them safely apart Once in place,the Circa 2000" offers bikes two distinct contact points,atfront and rear, for secure locking
Each circle of Circa 2000" parks two bikes Racks are availablein configurations that park up to eight of present stylebicydes In the future, who knows how many bikes Circa 2000" will park'
The Circa 2000" bike rack is designed tolast well into the next millennium Its sturdy 1 90" (48 mm) 0 D diameter steel frame stands up underthe most punishing use and hostile environments In fact, NASA is currently evaluating Circa 2000* foruse on Mars (notreally, but they should) The Circa 2000' is availablein a galvanized finish or a wide range ofpowder coat colors It IS also available m stainless steel
It's impossible to know the future We don't knowwhat kind ofbicycles people will ride during the next millennium But,we do know one thing As long as bikes have two wheels, they'll be parking them atCirca 2000" bike racks
Heavy Duty Winder & Winder-Plus
The Heavy Duty Winder and Winder Plus bicycle parking racks meet or exceed the specifications of similar serpentine type stands In addition their loop dimensions are calculated to provide suf ficient clearance for bicy cle handlebars pedals and seats - clearances not always available on all serpentine type stands The overall height of 42 (1067mm) makes for easier loading of the racks fromone or both sides
The Heavy Duty Winder's' massive frame (2 3/8 (60mm) 0 D structural steel) is suited to the most abusive institutional environment and allows the use of high security U type locks to secure the frame of the bicycle to the rack
The Winder Plus bicycle parking rack has the same sleek modern look as heavy duty serpentine type racks with radii that provide even more clearance for bicycles than its big
brothers The Winder Plus is constructed of strong high quality 15/8 (41mm) diameter structural steel tubing
The Heavy Duty Winder and Winder Plus racks are available in 3 5 7 9 11 and 13 bike capacity models forbelowgrade (standard) or surface mounting (13 bike models have an additional center support) They are offered in a hot dipped galvanized (standard) stainless steel or electrostatically applied powder coat finish
Form - massive contemporary looks blend nicelyin any setting
Function - high security U type locks can be used to secure bicycle frameto the rack
The UTwo is an attractive high function bicycle parking rack It offers a secure stable parking option forbicycles
The U type lockable U Two is offered in five configurations to accommodate 2to 10 bikes The U Two provides a stable two point contact when a bike is resting against it The loops are attached to heavy duty galvanized rails for ease of installation
The Bike Bench'^ bicycle parking rack (Patent Nos 5 098 155) is a unique alternative to unattractive conven tional grid type parking racks It provides the dual function of bicycle parking and outdoor seating inone attractive site furnishing The Bike Bench® is perfect for bike trails malls
U TWO ORDER INFORMATION
Item No Length (mm)
rijT160 2 IC* N/A
UTl 60 2 SF* N/A
Description (Capacity)
I LoopU Two (2 Bikes) In Ground [ I LoopU Two (2 Bikes) Surface Flange
UTl 60 4' 323/8 (822) 2 Loop U Two (4 Bikes) •
UTl60 6* 593/4 (1518)
rOrieol^ sv/s {22JW
UTl 60 10 1141/2 (2908)
•Ships UPS
standard Height 34" (864mm)
standard Width 16" (406mm)
Add Suffixes For Finish
3 LoopU Two (6 Bikes)
TLOTpTlinVvo (8 Bikes)""
5 Loop U Two (10 Bikes)
(B) - Black PowderCoat Finished Loops
(G) - HotDippedGalvanized After Fabrication Loops
(Note Rails are galvanized for both the Blackand Galvanized Loops)
SPACE REQUIREMENTS
1-5-1 |_7-8 —1
neighborhood parks tennis courts or wherever the needs of both cyclists and pedestnans must be served The frame is constructed of 15/8 0 D structural steel tubing
The Contemporary Bike Benchi^ (Patent Nos 5 098 155) is a heavier 2 3/8 0 D tubing version of the traditional Bike Bench® It isa permanent mount rack that allows the use of U type locks
(B)- Black Powder Coat Finish (G) - Hot Dipped GalvanizedAfter Fabrication
8 2
Gridrac, Grand Stand & Guard Rail
The Cridrac features a traditional design ideal for high volume/low security use Choose either 48 or 110 long stands with parking spaces provided on one or both sides for up to 18 bicycles Add on units are available for attach ment to basicunitsfor easy and economical expansion The Gndrac is constructed of rugged 1 5/8 (41mm) OD and 3/4 (19mm) OD 14 gauge steel tubing All vertical spacers are welded in place 48" Gridracs ship UPS at substantial savings
The Grand Stand is an economically pnced ruggedly con structed bicycle parking rack for the homeowner small retailer or small office Its one piece grid frame is 1 1/4 (32mm) 0 D structural steel tubing with 3/4 structural
GRIDRAC & GRAND STAND ORDER INFORMATION Item No
5 GRIlO
CRIII*
LCR112C**
CRIUC*
[CRTTF GRI 15*
CR117G*
steel vertical spacers welded in place The Grand Stand holds 6 bikes and is available in a black or galvanized finish
The Guard Rail is designed to accommodate 2to 4 bicycles with handlebars alternated The user has the option of securmg the bikes frame to the top or second rail The length of the Guard Rail and the presence of the 1 5/8 (41mm) OD second rail also help prevent bicycles from sliding under the rack if the bike is inadvertently moved
GUARD RAIL ORDER INFORMATION
(Capacity)
rGT200*~" ''UIU 9' - ^H^I^ Basic - park both sides (8 Bikes- 4 each side) 48 (1219) Gridrac Add on- park both sides (8 Bikes- 4eachside) TTF(2794) Cridric'Basic'^^k b^FsTdlsTTMiker-l^Mcirslder""
I GDI 40 C 54 (1372) CD145G 54 (1 372) 110 (2794)
Gndrac Add on - park both sides (18 Bikes- 9eachside)
l8ir2T9r Cridrac Basic - park one side (4 Bikes)
48 (1219) Gndrac Add on - park one side (4 Bikes)
Cridrac Basic- park one side (9Bikes) 110 (2794) Cridrac Add on- parkone side (9 Bikes) ~39 1/2IT003) Grand"SliTcT^rFboffill^^
AK900 Concrete Anchor Kit for Gndracs (includes expansion bolts)
*Ships UPS **Powder coat finish not available
Standard Width Cridrac 36" (914mm)
Standard Width Grand Stand 29" (737mm)
Add Suffixes For Finish
(B) - Black Powder Coat Finish
(G) - Hot Dipped GalvanizedAfter Fabrication
SPACE REQUIREMENTS
Guard Rail(2 to 4 Bikes)-Surface Mount Standard Height 33" (838mm)
Add Suffixes For Finish (G) - Hot Dipped GalvanizedAfter Fabrication
SPACE REQUIREMENTS
CDI40/GDI45
GD145fC
'U' Racks & Class II
The 'U' Rack provides economical secure bicycleparking for apartments retail outlets office malls or other settings where appearance is important but economy is a consideration
The U Rack is offered in two different sizes
2 3/8 0 D (2 pipe) and 1 90 0 D (1 1/2 pipe) structural steel tubing The U Rack allows the use of U type locks and two point contact when the bike is resting against it The lean bars add additional support by keeping the front wheel from turning
With the addition of cabling to the lean bar the U Rack meets Class 11 specifications by allowing the bikes frame and both wheels to be locked with one padlock
The U Rackis offered m an inground or surface mount unit and can be shipped U PS
U' RACK ORDER INFORMATION
2 3/8' OD Steel
Item No Length (mm) Description(Capacity) 22 (559)
Add Suffixes For Installation Method (IC)-InGround(Standard) (SF)~SurfaceFlangeMount Otherinstallationoptionsareavailableuponrequest
SPACE REQUIREMENTS
U238 UI90
J0J508)_ 30(762) J JO(508]_ 30(762)
Add Suffixes For Finish/Material (C)-HotDippedGalvanizedAfterFabncation (P)-TGICPolyesterPowderCoat SeePage8forcolorselection (S)-StainlessSteel
Dura Locker™ offers protec tion and selection The Dura Locker™ provides bicycles with the highest level of security and protection The solid heavy duty construction of these units makes them practi cally impervious to weather vandalism or theft It also means Dura Locker™ will pro vide many years of virtually maintenance free service
DuraLocker™isthefirstlocker
manufacturer to offer lockers in fiberglass molded HDPE powder coated steel and stainless steel materials The wide selection of materials means there is a Dura Locker™ for virtually any budget environment or location
Double door Dura Lockers™ park two bikes Its easy to add more units so Dura Locker™ expands with your needs The tamper proof designs have no external fasteners Units come {"7^^^ with surface mounted anchor
Genesis™ - The bicycle parking rack shall be the GNS (insert Bike Capacity Finish and Installation Method) Genesis" _ bike capacity parking rack as manufactured by Madrax Inc Galvanized and Powder Coated Versions Rack shall be constructed of ASTM A53 2 Schedule 40steel pipe (23/8 OD x 154 wall) Stainless Steel Rack shall be constructed of ASTM A312
s,'^-^ additional product infonnation 2 Schedule 40 TP 304 stainless Steel I Call 1-800-551-3796 to order SweetSource (2 3/ 8 O D X 154 wall)
Heavy Duty Winder - The bicycle parking rack shall be the HW238 (insert Bike Capacity Finish and Installation Method) Heavy Duty Winder _ bike capacity parking rack as manufacturedby Madrax Inc Rack shall be a minimum of 42 High to provide proper clearance for parked bicycles Galvanized & Powder Coated Versions Rack shall be constructed of ASTM A53 2 Schedule 40 steel pipe (2 3/8 OD X 154 wall) Stainless Steel Rack shall beconstructed of ASTM See SweetSource for A312 2 Schedule 40 TP 304 Stainless additiona product inlomiation i m > to f\ r\ A II\ Call 1-800-551-3796 to Steel (2 3/8 ODX 154 wall) orderSweetSource
Winder Plus - The bicycle parking rack shall be the WPI 58 (insert Bike Capacity Finish and Installation Method) Winder Plus _ bike capacity parking rack as manufactured by Madrax Inc Rack shall be a minimum of 42 High toprovide proper clearance for parked bicycles Rack shall be of one piece construction to prevent disassem bly Rack shall be constructed of 1 5/8 OD - 12 ga (109 wall) structural steel tubing
U Two - The bicycle parking rack shall be the UTl 60 (insert Bike Capacity and Finish selection) U Two bike capacity rack as manufac tured by Madrax Inc Rack shall be constructed of 1 5/8 0 0 - 13 ga ( 095 wall) structural steel tubing and 2 x 1 steel rail
Bike Bench^ - The bicycle parking rack shall be the BB158 (insert Item Nos and Finish selection) Bike Bench* 4bike capacity rack as manufactured by Madrax Inc Rack shall be constructed of 15/8 0 D and 3/4 0 D -14 ga (083wall) structural steel tubing with all members of the grid section welded
Contemporary Bike Bench"' - The bicycle parking rack shall be the CBIOO G Contemporary Bike Bench* 4 bike capacity rack as manufac tured by Madrax Inc Rack shall be constructed of ASTM A53 2 Schedule 40 steel pipe (2 3/8 OD x 154 wall)
Gndrac - The bicycle parking rack shall be the GRU (insert Item Nos and Finish selection) Gridrac _ bike capacity rack as manufac tured by Madrax Inc Rack shall be constructed of 15/8 0 D and 3/4
0 D - 14 ga ( 083 wall) structural steel tubing with all members of the grid section welded
Grand Stand - The bicycle parking rack shall be the GS200 _ (insert Finish) Grand Stand 6 bike capacity rack as manufactured by Madrax Inc Rack shall beconstructed of 11/4 OD and 3/4 OD - 16 ga ( 065 wall) structural steel tubing with all members of the grid section welded
Guard Rail - The bicycle parking rack shall be the GD14 _ G (insert Item Nos selection) Guard Rail bike capacity rack as manufactured by Madrax Inc Rack shall be constructed of 1 7/8 0 D10 ga (134 wall) structural steel tubing
'U' Rack & Class II - The bicycle parking rack shall be (insert Item Nos Finish and Installation Method) U Rack 2 bike capacity parking rack as manufactured by Madrax Inc Rack shall be of one piece construction to prevent disassembly Rack shall be constructed of structural steel
Dura Locker™ - The bicycle locker shall be the DLIOO (insert Bike ( Capacity and Finish/Material) as manufactured by Madrax Inc
FINISHES
Galvanized(G)
The parking rack shall be hot dipped galvanized after fabrication Rack shall be hand hied to remove galvanizing flash Powder Coat (P) / Black Powder Coat (B) Rack shall be powder coated after complete fabrication with triglycidyl isocyanurate (TGIC) powder a polyester coanng The color shall be (list color) To insure powder coat adhesion steel must be free of any scale paint varnish or rust Substrate preparation prior to powder coating IS to include achemical wash and rinse followed with an iron phosphate treatment Stainless Steel (S) Satin #4
INSTALLATIONMETHOD
In Ground (IG) (Standard) Surface Flange Mount ( SF) Surface Gusset Mount ( SG)
ORDERINGNOTATION
Example for Heavy Duty Winded HW238-9-SG-C-TEAL No of Bikes Finish/Material
HW238 - 9 - SG - GItem No
T Installation Method (Color)' (If Powder Coat)
The Bike Rib®'s user frieniily design albws easy loci"-up of-)ike-fdme anci^wheelt - ANll-prom3tes: organizeiJ and efficient bike parlling Tile Bike Rib® fits Ivhere itherracks won't and]provides optimum flexibility insite orientation
Making Bike Racks
THE BIKE RIB® SPECIFICATIONS
FINISH OPTIONS
•Galvanized
Hot dipped after fabrication
• Powder CoatPaint
1 1/2 (1 7/8 od)
Schedule 40 Steel Pipe
Polyester powder coat Standard color black wrinkle
Other colorsavailable
• Thermo PlasticCoating
A kind to the bike finish (soft to the touch)
Standard color black Limited colorsavailable
•StainlessSteel
A 11/2 T304stainless 083 wall/14 gauge tubing with #4 (brushed) to #7 (polished) finish isavailable
*other sizes and dimensions available
MOUNTING OPTIONS
Surface Mount
6 1/2 X3/16 round base platestwo anchor holes each Drill four 1/2 d holesfor drop in expansion anchors and attach rack with bolts Boltsandanchors included
imbedded
The rack drops 4 into sleeves imbedded in concrete andanchored with epoxy
Function First Bike Security was establishedto encourage bicycle useasatransportation alternative to automobiles Our goal isto provide productsthat support cycling
Model numbers correspond to number of bikes each rack holds
MODEL #BR4
30 long
Function FirstBike Security PO Box 44137 Tucson, AZ85733 4137
(520) 322 9626 or 1 888 BIKE RIB Fax (520) 326 4801
MODEL #BR6
60 long
MODEL #BR8
84 long
Inground
The rack is left longto accommodate core dniling (approx 4 ) or upto 12 long for below grade installation
GROUPING OPTIONS
The Bike Rib® Rack IS aseriesof Bike Rib®sconnectedto bottom rails using stainless steel security bolts washers andlocking nuts The simple on site assembly makes shipping and handling of racks easy Fullywelded assembly alsoavailable For anchoring rack to surface see attachment detail above andsuriace mounting instructions Anchorsand bolts included
PLACEMENT SUGGESTIONS
Forthe BikeRib''
TheBikeRib®bike rack provides optimum flexibility insite orientation It can be positioned in many ways- parallel (as illustrated) endto end at a 45 degreeangle in groups (see above right) or dispersed around a building
(minimumclearances required) (n) (y) (U)
24fromparallel wallorobject 2430apart
The Bike Rr Series II
The Series I
emphasizesfuncti(pn over form a' The^esult is aven; aestheticbike^rackthat, equal access at each point ofattachment and easy lock-up ofbike frame and wheels
Function First BikeSecurity was established to encourage bicycle useas atransportation alternative to automobiles Ourgoal isto provide products that support cycling
MODELS
Modelnumbers correspondto the number of bikes each rackholds
First Bike Security
4137 (520) 322 9626 or 1 888 BIKE RIB Fax(520) 326 4801
A kind tothe bike finish (soft to the touch) Standard color black Limited colors available
• Galvanized Hotdipped after fabrication
MOUNTING OPTIONS
Inground
Therack is leftlong to accommodate core dnlling (approx 4 ) or up to 12 long for below gradeinstallation
SurfaceMoi
61/2 X3/16 round base plates_ twoanchor holes f Dnll tour 1/2 d hole§1 drop in expansion anchors and attach rack with bolts Bolts and anchors included
The Bike Rib' Series II
The Series III combinesithe proven functioriality ofthe Bike Rib®with a contemlporaryj sculptural appeal resulting inan aesthetic, userfriendly rack that promotes organized and efficient bike parking
THE BIKE RIB® SERIES III-
FORM FOLLOWING FUNCTION
Each rib of the rack supports two bikes Each bike hasequal access to the rack for locking bike frame and wheels (the front wheel isthe most vulnerable to theft) Parkingonly requires access from one side and all bikes may be parked in the samedirection The rack may be placedas little astwo feetfrom adjacent wall or object
INTRODUCING THE BIKE RIB® SERIES III
SPECIFICATIONS
1 1/2 (1 7/8 od) Schedule 40 Steel Pipe
MODELS
Model numbers correspond to the number of bikes each rack holds
FINISH OPTIONS
• Powder Coat Paint A polyester powder coat applied to pipe Standardcolor black wrinkle Othercolors available
•ThermoPlasticCoating
A kind to the bike finish (soft to the touch) Standardcolor black Limited colorsavailable
•Galvanized Hot dipped after fabrication :
INSTRUCTIONS
Therack is leftlong to accommodate core drilling (approx 4 ) or up to 12 long for below grade installation SurfaceMount
BIK€-SH€Useries
The BIKE-SHELL"Solution
The Model 352 isour best made bike locker moredurable more attractive and lower maintenance than all others
Theconstruction of fiberglass reinforced plastic IS highly resistant to impact and scratching
The finish never needspainting will not rust or corrode and isextremely resistant to most stains
I Thestandard keylock mechanism is completely internal and resists tampering
I I Reduced costs due to low maintenance and long life
Security free due to built mdoor locks with concealed hinges Locking bar from top to bottom of door
American Bicycle SecurityCompanyisone ofthe largest makers of bikesecurity systems in theworld with dozens ofsatisfiedcustomers and hundreds of successfulinstallations throughout the United States
Ourwideexperience can helpyou get your bicycle transportation program off the ground and running fast Phone today for more information concerningthenew line of lockers
Visit our web site for custom design ideas //www ameribike com/
This bold and straightforward feat?rp.^^'r^ '"^"'^'^'"9 fa^^'ly features a heavy duty schedule 40
of%L7 ^ ^"PP°rt system with a choice seats and Seating Surfaces
Seating surfaces are offered in perforated steel half round steel bar or IZt'^" ' °'T'"" Alaska yeSw sSs Marine Teak or PurpleheaVt wood
Litter Containers
Complementary perforated steel litter
Colors
Choose from ten standard and over 170 special CASPAX 7™ designer MountingPermanent embedment or pedestal (surface) mounting M«aestal
About the Company
TimberForm Site Complements are manufactured and distnbuted throughout the world by Columbia Cascade Company For over a quarter of a century site related products carrying the TimberForm brand name have earned a reputation for design excellence durability and value
In addition to site furniture the company produces a complete line of playground equipment and outdoor fitness systems under the trade names TimberForm and PipeLine° See the back cover of this brochure for examples
Matching CycLoops™ bicycle racks and CycLocker™ bicycle lockers appear in Sweets Catalog under File Number 02842 COL
•1
This fresh family of unique street park and mall furniture incorporates graceful design elements into each of the products The strong all steel welded construction features round rod willows and Schedule 40 pipe frames The senes includes bench seat settee and chair plus matching litter containers ash receptacle and planter
This Brochure
These 16pages present a bnef overview of our most popular site furnishing design families A detailed presentation of each product and senes appears in theTimberForm Site Complement Catalog Several examples of ourplay equipment and fitness systems are shown onthe last page of this brochure
Site Catalog, Drawings, Specifications and Samples
For a copy of ourcomprehensive site complement catalog specific product drawings and specifications (for inclusion in biddocuments) or to view wood or color coating samples contact your nearby TimberForm regional representative Current delivered pnces will also beprovided upon request
Ijj i
Seating Surfaces
All seating surfaces are of contoured rectangular formed steel tube Litter Containers
Matching steel litter containersare offered with 18gallon steel liner Top options Open Top Flat Top Domed Top Ash/Dome Top and Hamper Top
Regional Representatives
Columbia Cascade maintains a worldwide network of experienced women and men who are familiar with all of ourproducts They can provide knowledgeable input dunng the early planning stages of a project For the name and phone number of the TimberForm representative serving your area call the Sweet s BuyLine 24 hours a day seven days a week
If immediate product information or consultation is required please contact our Oregon design headquarters toll free at 1 800/547 1940 Toidentify yourself as a professional specifier request extension 970
Our headquarters facsimile number is 503/223 4530 and our Oregon telephone number is 503/223 1157
Complementary Accessories
Ash receptacle and planter
Colors
Choose from ten standard and over 170 special CASPAX 7™ designer colors
Mounting
Permanent embedment pedestal (surface) mounting or leveling (movable)
TimberForm Willow
TimberForm Craftsmen
Inspired by the subtle design qualities of Gustav Leopold and J George Stickley s 1901 Amencan Craftsman wooden furniture this award winning senes replicates that distinct penod style in cast metal The TimberForm Craftsmen family of classic site furnishings features benches and seats of cast metal with wood slats and cast litter containers
Graphics and Lettering
The chrysanthemum graphic shown (far left) ISthe standard motif on all castings a rhododendron emblem (see below) is optional Custom symbols and logos can be included in relief on any cast face lettering can be added on seats and litter containers
Seating Surfaces
Wood seating surfaces are offered in kiln dned Alaska yellow cedar Manne Teak or Purpleheart
Litter Containers
Cast surround includes a metal 32 gallon steel liner Top options Open Top Flat
Top Domed Top Ash/Dome Top
Hamper Top Hamper Top with ash tray and Hamper Top with covered ash tray
Colors
Choose from ten standard and over 170 special CASPAX 7 designer colors
Mounting
Permanent surface mounting or movable applications
TimberForm Renaissance
The TimberForm Renaissance family of solid steel furnishings offers traditional styling with unparalleled utility for use in the most demanding public settings indoors or out The senes includes benches seats litter containers an ash receptacle and a planter
Seating Surfaces
Contoured seating surfaces are of formed steel
Seating Options
Wall mount seats and intermediate armrests on all benches and seats are available
Litter Containers
Two sizes of formed steel litter containers are offered One uses a standard capacity 23 gallon steel liner the other a large capacity 32 gallon liner
Top options Open Top Flat Top Domed
Top Ash/Dome Top or Hamper Top
Complementary Accessories
Matching ash receptacle 2812 and a planter is offered
Colors
Choose from ten standard and over 170 special CASPAX 7 designer colors
Mounting
Permanent surface or movable depending on model
TimberForm Profile
The TimberForm Profile family of contemporary site furnishings features welded wire surfaces supported by strong schedule 40 round steel pipe frames The senes includes straight and curved benches and seats tables plus litter containers anash receptacle and a planter
Seating Surfaces
Seating surfaces are welded wire
Seating Options
Choose from modular straight or curved seats and benches with individual seating pods and optional armrests on the ends only or also between sections Non modular seats and benchesin lengths of six and eight feet are also offered in this senes
Litter Container
Litter container is welded wireand includes an 18 gallon steel liner Top options Open Top Flat Top Domed Top Ash/DomeTop or Hamper Top
Complementary Accessories
Welded wire ash receptacle and planter GameBoard for tables
Colors
Choose from tenstandard and over170 special CASPAX 7 designer colors
Mounting
Permanent embedment or pedestal (surface) mounting Pedestal mount includes matching base covers to conceal fasteners
TimberForm Skyline
The TimberForm Skyline senes is a modern design family of site furnishings featunng benches and seats with cast metal frames and wood slats Matching wood surrounds appear on the litter container ash receptacle and planter
Lettering
Custom lettenng can be included in relief on the cast metal seat and bench end frames
Seating Surfaces
Wood seating surfaces are offered in kiln dned Alaska yellow cedar Manne Teak or Purpleheart
Litter Containers
Includes a metal 36 gallon steel liner Top options Open Top Flat Top Domed Top Ash/Dome Top Hamper Top Hamper Top with ash tray or Hamper Top with covered ash tray
Colors
Choose from ten standard and over 170 special CASPAX 7 designer colors
Mounting
Permanent or movable surface applications
TimberForm Madison
The stalwart TimberForm Madison family of site furnishings features substantial tubular steel frames with premium 3x 4 wood or recycled plastic seating surfaces
Seating Surfaces
Seating surfaces are of premium kiln dned Douglas fir or recycled plastic
Litter Containers
Kiln dried wood surround includes a metal 36 gallon liner featuring side removal Top options Open Top Flat Top Domed Top Ash/Dome Top Hamper Top Hamper Top with ash tray or Hamper Top with covered ash tray
Colors
Choose from ten standard and over 170 special GASPAX 7 designer colors
Mounti^ng
Permanent embedment or pedestal (surface) mounting with leveling feet Also offered for moveable applications
2120-6
TimberForm Restoration
The TimberForm Restoration senes is a twin family of site furnishings featunng benches and seats with cast iron frames and wood slats Matching wood surrounds appear on the litter container ash receptacle and planter
Two design series are offered One the 2118 style (facing page) features wide sweeping armrests with a rose relief cast in the bench and seat ends It was the recipient of the prestigious G Mark of design excellence from theJapanese government The other the 2120 style (this page) is a classical civic furniture design with simplified elements Each style has been successfully used for intenor and extenor applications throughout the world
Symbols and Logos
Custom symbols and graphics canbe included in relief on seat and bench ends replacing the existing motifs
Seating Surfaces
Wood seating surfaces are offered in kiln dned Alaska yellow cedar Manne
Teak or Purpleheart
Seating Options
Long lengths intermediate support frames and armrests are offered
Litter Containers
Matching wood surrounds a metal 21 or 36 gallon steel liner Top ophons Open
Top Flat Top Domed Top Ash/Dome
Top Hamper Top Hamper Topwith ash tray or Hamper Top with covered ash tray
Complementary Accessories
Matching ash receptacles and planters
Colors
Choose from ten standard and over 170 special CASPAX 7 designer colors
Mounting
Permanent surface mounting or movable applications
TimberForm Manor
The TimberForm Manor family of classic Early Amencan styled estate furnishings features all steel construction for the toughest applications The senes includes arched back straight back and curved seating plus matching accessory table litter containers ash receptacle and planters
Seating Surfaces
All seating surfaces are of formed steel Seating Options
Intermediate and center armrests can be added
Litter Containers
Two sizes of matching steel litter containers are offered one uses a standard capacity 21 gallon steel liner the other a large capacity 36 gallon insert
Top options Open Top Flat Top Domed Top Ash/Dome Top Hamper Top Hamper Top with ash tray and Hamper Top with covered ash tray
Complementary Accessories
Accessory table GameBoard ash receptacle and planters
Colors
Choose from ten standard and over 170 special CASPAX 7 designer colors
Mounting
Permanent embedment or pedestal (surface) mounting with leveling feet Also offered for moveable applications
TimberForm Plaza
The elegant TimberForm Plaza family of site furniture features wood slats that appear to float above the round steel frames Benches and seats are offered with and without armrests The senes includes straight single benches and seats sectional curved multiple benches plus two litter containers an ash receptacle and a planter
Seating Surfaces
Wood seating surfaces are offered in kiln dned Alaska yellow cedar Manne Teak or Purpleheart
•
Seating Options
Benches can be used back to back for a unique appearance and enhanced space utility
Litter Containers
Two sizes of wood faced litter containers are offered one uses a standard capacity 18 gallon steel liner the other a large capacity 32 gallon insert Top options Open Top Flat Top Domed Top Ash/Dome Top or Hamper Top
Complementary Accessories
Raised Double Seat 2731 6 can function as a table with or withoutGameBoard Other accessoriesinclude an ash receptacle and a planter
Colors
Choose from ten standard and over 170 special CASPAX 7 designer colors
Mounting
By permanent embedment or pedestal (surface) mounting with leveling feet
TimberForm Boulevard
This elegant all steel senes of furnishings includes a matching seat bench picnic table litter container ash receptacle and planter Using 14 gauge perforated steel supported by strong schedule40 pipe (rather than thin walled tubing) this stylistic family is equally at home on the street or at the mall
Seating Surfaces
Seating surface is patterned perforated steel
Litter Containers
Perforated steel surround with an 18 gallon steel liner Top options Open Top Flat Top DomedTop Ash/Dome Top or Hamper Top
Complementary Accessories
Other accessones include an ash receptacle a planter and a picnic table
Colors
Choose from ten standard and over 170 special CASPAX 7 designercolors
Mounting
Permanent embedment or pedestal (surface) mounting with leveling feet
TimberForm Parkway
TimberForm Parkwayfurnishings use premium kiln dned Douglas fir slatswith steelframes Choose fromseats benches picnic and game tables litter containers ash receptacle and planters
Seating and Table Surfaces
Wood seatingand tablesurfaces are patterned kiln dned Douglas fir
Seating Options
Straight backand contour benches wall mountbenches and seats double benches and platform seats
Litter Containers
Wood surround with a 36 gallonsteel liner
Alltop options available
Complementary Accessories
Several standard and accessible picnic and game tables GameBoard litter receptacle holder ash receptacle and planter
Colors
Ten standardcolor coating hues
Mounting
Permanent embedment or pedestal (surface) mounting
2603-6
2605-FT
263i-6
2601-6
TimberForm Greenway
Time proven functional and tough
TimberForm Greenway park furnishings use premium kiln dned Douglas fir slats with steel frames Choose from seats benches picnic and game tables litter containers ash receptacle and planters
Seating andTable Surfaces
Wood seating and table surfaces are patterned kiln dned Douglas fir
Seating Options
Select from flat back and contour benches wall mount benches and seats double benches and platform seats
Litter Containers
Wood surround with a 36 gallon steel liner
Top options Open Top Flat Top Domed Top Ash/Dome Top Hamper Top Hamper Top with ash tray or Hamper Top with covered ash tray
Complementary Accessories
Several standard and accessiblepicnic and game tables GameBoard litter containers and planter
Colors
For metal frames choose from 10 standard powder coating hues
Mounting
Permanent embedment or pedestal (surface) mount
TimberForm Recycled Slats
Selected TimberForm benches seats picnic and game tables are offered with recycled plastic slats Shown here are examples from the Madison''''^ and
Parkway™ families Contact your nearby representative for availability on products from other design series
Other Products for the Site
In addition to the sampling of sit furnishings shown in this brochun manufacture hundreds of other si complements Among them met£ bollards timber and metal sign structures picnic and game table CycLoops & CycLockers
We offer four styles of bike rack: single or multiple bicycle lockers in range of colors to match our Timt Site Complements For a comple presentation see Sweet s Catalog I 02842 COL or request a copies c CycLoops and CycLocker bicycle brochures
Custom Site Products
We are often called upon by architects landscape architects and designers to produce unique products of their own design or for custom modifications of our cataloged items for special applications
As one of the world s leading producers of wood and metal site furnishings we have the ability expenence and manufactunng capability to produce almost any product destined for the site
We actively encourage designer input anc solicit inquines for custom designed or modified products Contact your nearby TimberForm Site Complement representative for more information and specification assistance
OW ^ou canproviije safer working conditions,Veduce your-insuence costs and increaseworker productivity with the CostContameFlitter Receptaclefrom McC11ntpck Metal The uniquf side Mding design reducesthe risk of cbstlyiofck injurieai •Awling safe, easyaccessfor unloading without th'e needTOiiftthe^32'gallon mterilolceptaclaiver the ^'^tl'SB top of the unit Designedand nnanufactured in the
USA, the C0|;M;onta[ner**al^OTelps.you rexjme maj-pte.n|nce^islsjthahks to its vandal-res|^t|nt finish Unlike y stone or| concr|te ,iQntainers* graffitiis easilyremoved from the ^smooth surfacewitha nld solvent
Capacity
Dimensions
Weight
Operation
Construction Body
Floor Plateand Hinge
Top
Liner
Finish
Lock
Materials
Installation
The RSO-25
Available in monochromatic all-steel construction, or with brushed stainless steel tops Other options include ash urns and controller/litter receptacle combinations
Advanced Side Loading Design
Reduces risk of back injury and associated insuranceclaims
High density polyethylene liner included
5 Minute Graffiti Solution
Quick, easy cleanup
Stainless Steel Continuous Hinge
Rust-free performance
Durable-Vandal Resistant
Low maintenance, long life
Sleek Lines-Small Footprint
No front or rear side Enhances vintage or contemporary streetscapes
Easy Installation
Free standing or bolt down
ADA Compliant
The RSO-25
The litter receptacle specified by the City of San Jose, California, for the Downtown Streetscape Master Plan
32 Gallons
24 Diameter 44 Height 30 3/4 to the opening
150 pounds
Side swingsopen to unload so operators don't need to liftthe filled intenor receptacleoverthe top
The Hid-A-Bag Mini is available as a Single or double unit, with or without cedar facing Lid options include "animal-proof" latches, a recycling top or a combination waste/recyclmg lid as shown
Hid-A-Bags are easily installed with precast mounting pads
The Mini uses a standard refuse bag or an optional reuseable bag
To remove refuse simply pull out hinged bag rack, slip off the top of the bag and slide the contents out
Convenient user openings Restricted removal of material for areas with beverage container deposits
Hid-A-Bag® features
• Standard keylock on unloading door
• Mounting on a poured or pre-cast pad
• Clustered to handle most recyclables
• Convenient, durable and aesthetically pleasing
• Standard plastic or re-usable canvas bags
Hld-A-Bag® Depot advantages
• Low cost drop-off collection
• Minimal space requirements - expandable for future material or higher volumes
• Simple unloading of bags - No special equipment required
• Easily installed on grass, pavement or concrete surface
Th e Mb d e r n C 1a 5 5 i c 5
ystonc Ridge Designs introduces Modern Classicsin exclusive site ixirniture. Keystone Ridge Designs manufactures premier site fxxrnisliings including: benches, litter receptacles food court seating, planters, ash urns, picnic tables, bike rack and bollards Withi more than a decade of experience and a reputation as a leader in site amenities, our products stand the test of time—from putdbbr city streetscapes to indoor shopping malls across America.
Combining superior workmanship with an architectural flairj we create a stuniiing piece of furniture whichwill enhance your outdoor environment or interior setting Keystone Ridge Designs offers the best value comprised of top quality products, competitive pricing, irinovative designs and personal service
Produced by skilled craftsmen, our continuous-flow weld seam is practically unnoticeable This weld process penetrates the metal ensuring a virtually inseparable weld that deters rust Iri additioh, each pieGe goes through a rigorous inspection that guarantees the KejfstoneRidge Designs' seal of quality approval
Oflfering the exchxsive KEYSHIELDT M metal finish
Keystone Ridge Designs; begins with unsurpassed metal preparation followed by the application of 7-15 mils of colored polyester powder Goating The rcsult is a first class appearance and extremely durable finish that is rust, abuse, and sun fade resistant. KEVSHIELD^"^ is strength, durability and quality—our stamp of armored excellence that is foremost in the industry
Keystone Ridge Designs is uniquely able to create custom products to meet yoiir specifications and designs. Our in-house CAD designers will gladly provide you with presentation-ready specification drawings for your next custom project
Quality, craftsmanship, dedication to your creative vision^— these are the hallmarks of Keystone Ridge Designs.
CATALM A y*ERiE.y
^ (Patent Pending)
, A Georgian visionary, the Catalma ' series separates itself from the mainstream with a delicate flow of curves brmging with it sunshine and warmth The Catalma back design hints at an era of gentility and gracious livmg
• Curved rolled and straight bar form an industry unique back design
• Delicate bar on the arm and under the seat represents Georgian embellishment complementing the flowof the back
• Backless bench also has sunburst effect
• Bench available with back or flat m any length mounting or standard color
Litter receptacle includes plastic liner flat lid anti-theft lanyard tn either 22- or 32-gaUon capacity with any mounting or standard color optional lids and liners (seepage 1 7)
Exclusive KEYSHIELD™ polyester powdercoatmg finish— our stamp of armoied excellence that ISforemost in the industry
22
32
Bench w/back 6
Bench w/back 8
Bench flat 6
Bench flat 8
litter 22 gal
litter 32 gal
In thestyle of theArts and Crafts Movement, theMcConnell bench focuses attention on thecreation of the heart and hand A regal appearance IS dl amatized by the arm design with evidence of horizontal lines and artistic engineering The back is crowned with an arc completing this period recreation
• Double steel reinforcement in the arms of the bench
• Curved rectangular tubing accents top of bench
• Bench available with back or flat in any length mounting, or standard color
kLitter receptacle includes plastic liner flat lid fanti-theft lanyard m either 22- or 32-gallon
• capacity with any mounting orstandard color (jptional lids and liners (see page 1 7)
Exclusive KEYSHIELD polyester powdercoatmg finish—our stamp of armored excellence that is foremost m theindustry
At ts and Crafts design and simple aetincQEstm|:jxt to government buildings and estates for 1 estoration and workman integrity with The Afti craftsmanship in todays contemporary form
• Exclusive design features a high handsome back . V *Af''®,'y^on(i shapes allude Co,a stained glass window appearat.
this versatile metal bench delivers che required stability needed for any project and an appeal ance that blends with any decor The Pullman is a popular satisfying choice for any setting
Combining to take site furnituie into the 21st century the PuUenium fits the mold for futuristic seating systems Sleek and stylish yet fully assembled for ease of installation and optimum stability the PuUenium makes tomorrows visions a reality today
• Lumbar support for supreme comfort
• Fully assembled
• Center arm option
• Modular seating perfect for public waiting areas
• Straight Ol curved
Bench available with back or flat in any Wcngth mounting or standard color 'Exclusive KEYSHIELD TM polyester
• powdeicoating finish—our stamp of armored excellence that is foremost in the industry
Curved w/back 6
Pullman
Pullman w/back 6'
PL2M3
PI6 PIS Pullman flat 6 Pullman flat 8 $610^1 PLIM3
ATLA/NT A y*E.RiE.y
(Patent /I o Ues 572 155)
Inspired by aichitects the patented Atlanta bench offets the distinctive grace that many settings require with the quality manufacturing of a fully assembled metal unit Innovative engineering has given the Atlanta the freedom to curve and adapt CO any surrounding Bend the Rules—We Did'
• Grace of curved lines with the option of a curved seat and back
• Fully assembled unit
• Bench available with back or flat in any length mounting or standard color
• Litter receptacle includes plastic liner flat lid anti-theft lanyard in either 22- or 32-gallon capacity with any mounting oi standard color, optional lids and Imers (seepage I 7)
• Exclusive KEYSHIELD™ polyester powdercoatmg finish—our stamp of armored excellence that is foremost m the industry
yiG/iATURE.yERI^ For the ultimate in customized furnishings add your corporate logo or community crest co the Atlanta The Keystone Ridgc Designs Logo Option IS literally a Signature piece and allows the opportunity to add a truly personal touch to your surroundings
• Duplicationof any logo
• Option of curved or straight backed Atlanta
• Exclusive KEYSHIELD™ polyester powdercoatmg finish—our stamp of armored excellence that is foremost m the industry
PULLMA/1 TAbLE. ft.l f
Enhance a food court by creating an extraordinary setting for enjoyinga luncheon while dining either inside oi out The PuUman proves its adaptability once again with this series extension while reinforcing its stitement of durability and comfort
• Optional round square or rectangular table tops
• Seating options flat or with back
• Mounting options freestanding poitable or pedestal
• Umbrella hole option
• Opcional porcablc glides or stationary anchoring systems
• Exclusive KEYSHIELD™ polyester powdercoatmg finish—our stamp of armored excellence thit IS foremost m the industry
P6C-P Pullman courtyard table & chairs $1480 w/pedestal leg $1350
P6C Pullman courtyard table & chairs
(Signature logo option shown) $1350
(Patent /Vo Des 576 27 0)
Designed in the style of a wooden country garden bench, this patented sturdy metal bench ts equaUy at home m a tram station or an exclusive maU
• Ruggedly-made available in multi-color
• Bench available with back or flat in any length mounting or standard color
• Littei with door offers self-latchinghinge system COavoid lost keys and open hanging door
• Ltttei receptacle includes plastic liner flat lid anti-theft lanyard in either 22- or 32-gaUon capacity with any mounting or standard color optional lids and liners (seepage I 7)
• Exclusive KEYSHIELD™ polyester powdercoatmg finish—our stamp of armored excellence that is foremost in the industry
Astunning design that leflccts light and adds lustre to museums and gaUeries or reinforces a perception of puiity for medical facilities
Inspired by the Reading design this piece offei sexceptional strength and a pristine contemporary look for the distinctive site
• Available in mirror or brushed finish
• FuUy assembled unit
• Bench available with back or flat in any length ot mounting
fimVU f READI/IG bE/ICN
Curved Readmg w/back 6' one coloi
RE22 Hin 32 Reading Chair Harmony III litter 32 gal
RE2CU6X Curved Readmg w/back 6' two color ~ $I250
RERT Readmg lectangular table
$55jy HIII 22 Harmony III litter w/dome option ^ >- — ^ m 22 gal
$475-^
RE 16 Readmg flat 6'
REI8 Reading flat 8'
RE3 22 Readmg litter 22 gal
RE3 32 Readmg litter 32 gal , ^
RE3SQ 32 Reading squaie litter 32 gal
RE4SQ Readmg squire planter
RE2CU6
MORIZO/N y^ERiE y
(Patent Pending)
East meets west in the dtsttnccive Horizon Series
Expertly designed to ftt into any setting froma Japanese garden to a downtown cultural district this bench lends itself to anyoiae who has a taste for culture and adventure
Single rolled bar framed in a curved rectangular tubing incorporates the image of sun dawning on the Horizon
• Unsurpassed comfort with bench back lumbar support
• Repetition of solid metal tubing, evenly spaced, creates a superior seating experience
• Horizontal hnes enhance any decor
• Bench available with back or flat in any length mounting or standard color
• Litter receptacle includes plastic liner flat lid anti-theft lanyard in either 22- or 32-gallon capacity wich any mouncmg or sCandard color opctonal lids and liners (see page I 7)
• Exclusive KEYSHIELD™ polyescer powdercoacing finish— our scamp of armored excellence that is foremost m the industry
In the shape of a half-moon delicate arcs and accent curves complement the Crescent Series while taking the back detail to new dimensions
This series is an enchanting, soft alternative to straight-lined designs
• Durable tubular steel frame
• Lower bench back provides an invitation to star gaze or to relax
• Curved seat provides stability and a graceful look, enhancing any setting
• Bench avaUable with back tn any length mounting OI standatd color
• Litter receptacle includes plastic Imer flatltd kantt-theft lanyard in either 22- or 32-gaUon "capacity with any mounting or standard color,
^^optional lids and liners (see page I 7)
^Kxclusive KEYSHIELD TM polyester
^^^powdercoating finish—our stamp of armored excellence that is foremost in the industry CR26
Crescent Bench w/back 6
Crescent Bench w/back 8
Crescent litter 22gal
Crescent litter 32gal
Crescent Ash Urn
• All round litter receptacles are available m either 22- or32-gallon size
• Standard features plastic liner flat lid and vinyl-coatedstainless steel anti-theft lanyard
• Litter receptacle with door offers self-latching hinge system to avoid lost keys and open hanging door
• Optional lids dome ash dome elevated elevated ash (see photo)
• Planters and square litter receptacles available m aU styles with galvanized liner, with orwithout drain hole
• Exclusive KEYSHIELD TM polyester powdercoatmg finish— our stamp of armored excellence that is foremost in the industiy
L
biKE RACIV
• Optional lengths available bOLLARiy
• Pedestnan and vehicle traffic deterrent
• Bicycle mount with one or two loop attachment
• Exclusive KEYSHIEL D TM polyester powdercoatmg finish—our stamp of armored exceUence that is foremost in the industry
RMy & Co/iPiTio/i y i^STONERlDGE
V/ARRA/IT y
Miterials and woikmanship are warrinted agamst defect foi a period of one year fiom dace of purchase KeystoneRidgc Designs Inc will repair or replace any part found defectiveupon wiittcn notificition and mspection by our factory representative Warranty covers only drosc items which have been installed according to our instructions and does not covet abnormal use vindilism or acts of nature
Keystone Ridge Designs Inc reserves the right to alter product design matenals or constiuction without notice
P R I C I /I G
Prices in this catilogsupersede all other pricing and are subject to change without notice Shipping charges ire noc included in prices
Gt/HERA L yPEClFICATIOA y
1 Hardware Scunless steel Anchoring boles are noc supplied
2 KEYSHIELD™ Metal Finish Ail steel is coated using a coloied polyester powder coating applied Co a chickncssof 7 15 mils Substrate preparation consists of removing impuntiLS such as heavy mill oils and rust inhibitors ensuring chiC allsurface contaminancs ne lemoved The subscnce is sandblasted to a white finish the ulnmace degree inpowder
coat piepaiation The substrate receives a coriosion inhibiting iron phosphate coating per T T C 490 method II prior to applicationof the powderco icing The substrace is preheaced and che powdercoatmg is electrostatically applied to provide a smooth satin like
^^^•hnish The product is chen oven cured according to powdercoatmgmanufacturing ^^^sptcificaDons The result A product with che Keystone Ridge Designs stamp of quality with the KEYSHIELD™ armor Co resisc chipping cracking rusting and UVA damage
O p 1 \ o n f
1 Colors Ten standard colors with an additional 160 custom colors availrble surchirge loi custom coloi ma) be applied based on quantity Colors in photos may not be eAact call foi color chart
2 Bench lengths Standard sizes art 6' and 8' with custom size options
3 Mountings Suifaceand bury installation is standard portable is optional Litters and planteis can be ordered with optional elevated leg for permanent installation
4 Litter receptacles with doors Otfer che self htchmg hinge system Co avoid lost keys md open hanging doors
5 Lids Powdercoated flat mecal lids with clear coated stainless sceel anci theft lanyards irc scandird on ill litter receptacles
6 Litter liners Round black plastic liners are standard Round oi square powdercoaced sCeel hnets aie available options
7 Planter liners Pow dercoaced metal with or without dram holes
9 Terms and conditions All cuscom designs lequire 50% down balance C O D or prepay
• Foi all ochei oiders please call our officefor billing information MasterCard and Visa lilso acccpced
10 Delivery Keystone Ridge Designs Inc is released of allresponsibility fordamages kpr shoitagcs once che bill of lading is signed by che common carrier indicacmg the 'hipmenc was made compkcc and in good condicion The freighcbill is joui receipt and should be confirmed against the shipment received Any damages or shortages should be indicated on che freighcbill before the shipment is accepced
670 Mercer Road PO Box 2008 Butler, Pennsylvania 16003-2008'ji^
1-800-284-8208 (724) 284-1213
Fax (724) 284-1253
e-mail KeystonRdg@aolconf
Sweets 1998 Volume I BuyLme® I-800-892-1165 02870/KEY BuyLme 7880
See SweecSource® for addicion; CaU I-800-55I-3796 Co ordei
The BIKE BANK was designedfor the cyclist who needs maximum protectionagainsttheft Wht providing the luxury and convenience of personalstorage the bike bank slock shelter ishikerfiendly easily accessible and will accommodate eitherpadlocksor U locks
A durable mamtenancefree weather resistantpolyvinyl coating covers allareas ofthe unit that come in contactwith the bicycle preventing scratching or marring of the bicyclefinish Unitsareofferedin both single and double capacity
A unified lockingsystem locks bicycleframe both wheelslock shelterand storage bank as one
The Bike Bank
The tamperproof steel lockingshelterm combination with the bike bank cover deters theftby making it very difficult to gam access to the hikers lock with a holt cutter
The ', topivot freely offer maximum stren\_ and security and withstand eventhe >\ >' mostsevere weather ^ ^ conditionsfor yea, of troublefreeuse
The rolledsteelstorage hank was designedfor commuters students or cyclists who needto store their ^ in a secureplace Great for helmets seats bookbags ram gearand bike accessones
HEBIKE SAFE
THE BIKE SAFE
The BIKE SAFE offers maximum security I lockingboth wheels andframe of hike simultaneously ina biker friendly unified lockingsystem The lockingshelteraccepts bothpadlock or U-locks and protects them from bolt cuttersprying andtheweather A blackpolyvinyl coatingcovers allareas that come in directcontactwith the bicycleAvailable insingle or double capacity
SPECIFICATIONS
Steelbase is 3/16 thickby 1 75 high by 4 9 wide
Arms = rectangular tubing 14 ga 1 1/2 x 3
Lock shelter = 14 ga
Storage bank 14 ga 9 x 12 x21
Locking arm = case hardened steel 1/4 x 1 1/2 x 10 3/4
Lockingpins = case hardened steel 5/8 diameter x 8
Finish = blackpolyvinyl inareas that comeincontact with the bike and black polyesterpaint in all other areas
Special anchor expansion mounting bolts 1/2 x4 3/4 included (3 with singleor 5with double)
GRy^BER RESERVES THE RIGHT TO MAKE CHANGES WITHOUT PRIOR NOTICE
Nioiel Descnption Size (inches) Weight
THE BIKE BANK
THE BIKE SAFE
0Lx325H
APPENDIX
CIPCostAnalysis
Cosfs shown in the spreadsheet format reflect those directly related to construction of bicycle lanes or routes only For example, proposed Class 2 or 3 facilities where such lanes have already been programmed by the City of Carlsbad reflect the costs of items such as striping and signage only The costs of physical bicycle lane con struction items, such as asphalt and subbase, is not included in these spreadsheets since they would already have been accounted for within the programmed CIP for the roadway
Since the proposed Class 1 paths have not been previously programmed, their spreadsheet format does include construction costs, but does not include land acquisition costs or other unknown factors such as the extent of grading or the length and height of necessary bridges (See Section n 3, Typical Unit Construction Costs)
Carlsbad Bikeway Master Plan
Segment 1 Laguna Drive from Jefferson Street to State Street
This segment would be on a roadway with low motor vehicle traffic volume and would provide a connection between the northernmost east/west routes in the City of Carlsbad and the coastal north/south routes Its western end would be near both the existing Class 2 facility on Carlsbad Boulevard and the planned Class 1 Coastal Rail Trail This segment would also provide access to Maxton Brown Park on the south shore of Buena Vista Lagoon
Carlsbad Bikeway Master Plan
This segment parallels the rail line on a street with moderate motor vehicle traffic volumes It would provide access to the downtown transit center and connect it with routes to the north and south, including the planned Coastal Rail Trail and the existing Class 2 route on Carlsbad Boulevard This segment could also beconsidered an alternative route for the Coastal Rail Trail
This segment connects the northeastern residential sections of Carlsbad immediately east of 1-5 to the downtown businessdistrict west of 1-5 using the existing Las Flores Drive bridge over 1-5 The Las Flores bike route then connects to an existing Class 2 route (Jefferson Street) running north/south
Carlsbad Bikeway Master Plan
This segment creates a north/south link east of 1-5from northern Carlsbad to just north of Agua Hedionda Lagoon Much of this proposed segment is currently listed as"undesignated" routes and would occur on relatively lightly traveled roadways through residential areas
Carlsbad Bikeway Master Plan
This segment takes advantage of an existing crossing under 1-5 that is not encumbered by a freeway intersection Chestnut Street does not have high motor vehicle traffic volumes and runs through primarily residential areas from north central Carlsbad at El Camino Real to Carlsbad Boulevard on the coast The only missing section is at the rail line right-of-way, but this is also one ofthe points at which a rail line crossing is proposed under this bikeway master plan
This proposed segment would take advantage of an existing crossing over 1-5 that IS not encumbered by a freeway intersection It would connect Segment 4 to the proposed Coastal Rail Trail and with Segment 7 alongthe north shore of Agua Hedionda Lagoon Chinquapin Avenue has relatively low motor vehicle traffic volumes and runs primarily through residential areas
Carlsbad Bikeway Master Plan
This segment would provide part of a scenic connection from the residential areas of northwestern Carlsbad to central Carlsbad alongthe northern shore of Agua Hedionda Lagoon This proposed segment is currently considered an "undesignated" route Adams Street has relatively low motor vehicle traffic volumes
Carlsbad Bikeway Master Plan
Segment8
This segment is a continuation of an existing Class 3 route adjacent to Carlsbad High School and other municipal facilities on Monroe Street, to Park Drive crossing Tamarack Drive It would connect this areaof central Carlsbad to EI Camino Real via the northern shore of Agua Hedionda Lagoon and then on an existing Class 2 route on Kelly Drive adjacent to an elementary school and park The proposed Segment 7 on Adams Street that intersects this segment would provide a link to the residential areas immediately east of 1-5 and then to areas west of 1-5 via Chinquapin Avenue (Segment 6)
This segment would provide a link between the Class 2 and 3 on-street sections of the City of Carlsbad bikeway system and a proposed multi-use unpaved trail system proposed along Batiquitos Lagoon This sement would run from Segment 10 (Class 3, Batiquitos Drive off Poinsettia Lane), to Segments 46 and 47 which comprise the unpaved, multi-use trail along the entire northern shore of Batiquitos Lagoon from El Camino Real to the planned Coastal Rail Trail west of 1-5
CarlsbadBikewayMasterPlan
Segment 10 La Costa Avenue from El Camino Real toCalle Madero
This segment would provide part of an alternative east/west route paralleling Aviara Parkway that would avoid much of its steepest grades, itshigher motor vehicle traffic speeds and volumes It would provide a more relaxed and scenic route since much of it runs parallel to Batiquitos Lagoon
Carlsbad Bikeway Master Plan
Project C
Segment 12 Camino
This segment would close a gap between two existing Class 2 facilities and connect Palomar Airport Road with Paseo del Norte It would allow riders to avoid a very busy intersection by creating an alternative route that runs through a relatively lightly traveled residential area
de los Ondas from Hidden Valley Rd to Paseo del Norte
Carlsbad Bikeway Master Plan
This segment represents a continuation of the existing Class 2 lanes on Carlsbad Village Drive east of 1-5 through to downtown, Carlsbad Boulevard and the coast This route would provide access to the downtown transit station and the proposed Coastal Rail Trail from residential areaseast of 1-5 It would require restriping and possibly reconfiguration of substantial portions of Carlsbad Village Drive due to the minimal roadway width currently available through much ofthis proposed segment
Carlsbad Bikeway Master Plan
ProjectD
Segment 14 Carlsbad Village Drive from Olympia Drive to Victoria Avenue
This proposed segment would constitute the completion (along with Segments 12 and 14) of Class 2 lanes on Carlsbad Village Drive along a section where no facilities currently exist This would create a direct Class 2 route from coastal Carlsbad to the City of Oceanside once College Boulevard is completed
Carlsbad Bikeway Master Plan
ProjectD
This proposed segment would constitute the completion (along with Segments 12 and 13) of Class 2 lanes on Carlsbad Village Drive along a section where no facilities currently exist This segment would intersect College Boulevard when It IS completed into the City of Oceanside, creating a Class 2 route from coastal Carlsbad to Oceanside This proposed segment would also intersect with a Class 1 route to Lake Calaveras and a Class 1 route southwest along the Agua Hedionda Creek drainage back to the coast
This segment would be a continuation of the Class 2 lanes currently existing on Marron Road once its construction proceeds eastward to the City of Oceanside There is little bicycle traffic on Marron Road east of ElCamino Real at present because it currently stops not far east of El Camino Real This should change upon completion into Oceanside because this segment will provide a east/west route paralleling SR78 to thecoast as well as accessing a regional shopping center and transit center
Carlsbad Bikeway Master Plan
This segment would constitute the completion of Class 2 lanes on Paseodel Norte Class 2 lanes currently exist along the remainder of this street This would create a direct Class 2 route from Poinsettia Laneto Cannon Road and provide access to areas west of 1-5 via three freeway crossing points within the middle third of the City of Carlsbad This proposed segment would also provide access to several eastward routes that would in turn access employment centers within central Carlsbad
Carlsbad Bikeway Master Plan
This proposed segment would provide direct Class 2 route access to the Poinsettia Station transit center between Poinsettia Lane and Palomar Airport Road from as far north as Cannon Road
It would also provide accessto the planned Coastal Rail Trail at a point just south of Poinsettia Road where Avenida Enemas swings west and intersects Carlsbad Boulevard and the Coastal Rail Trail
Carlsbad Bikeway Master Plan
ProjectG
Segment 19 Faraday Avenue from College Blvd to current northwest end
This proposed segment is currently incomplete, but it is recommended for Class 2 lanes upon completion of this roadway The rest of this roadway, existing and planned, includes or will include Class 2 facilities This roadway IS designed with sufficient width for Class 2 facilities and it would provide access to the employment centers in the area from future Cannon Road and the existing sections of College Boulevard
Carlsbad Bikeway Master Plan
ProjectH
This proposed segment would constitute the completion (along with Segment 21) of Class 2 lanes on Palomar Airport Road along a section where no facilities currently exist This segment would intersect Carlsbad Boulevard, creating a direct Class 2 route between coastal Carlsbadto the City of San Marcos This segment has a major problem in the limited width currently available on the bridge over the rail line However,any improvements in the short term areto be considered temporary since this problematic intersection ISslated to be replaced with a"T" configuration
Carlsbad Bikeway MasterPlan
This proposed segment would constitute the completion, (along with Segment 19) of Class 2 lanes on PalomarAirport Roadalong a section where only temporary facilities currently exist Permanent facilities will be constructed when development occurs This segment will provide the final Class 2 link in a route connecting Coastal Carlsbad with the City of San Marcos This segment would also intersect Melrose Avenue when it is completed north of Alga Road into the City ofVista
Carlsbad Bikeway Master Plan
ProjectI
Only a short section of Rancho Santa Fe Roadcurrently has Class 2 lanes in place This proposed segment would constitute the completion (along with Segment 22) of Class 2 laneson the entire length of Rancho Santa Fe Road in the sections where no facilities currently exist within the City of Carlsbad Much of the improvements can be accomplished withm the existing right-ofway, butthe southern portion of this segment between Denning Drive and La Costa Avenue may need to be widened to accommodate aClass 2 facility
Carlsbad Bikeway MasterPlan
ProjectI
Segment 23 Rancho Santa Fe Roadfrom Olivenhain Roadto City of Encinitas
Only a short section of Rancho Santa Fe Road currently has Class 2 lanes in place This proposed segment would constitute the completion (along with Segment 21) of Class 2 laneson the entire length of Rancho Santa Fe Road in the sections where no facilities currently exist within the City of Carlsbad Some of the improvements may be accomplished with restriping, but this segment will need to be widened to accommodate a Class 2 facility It would create a link between the northeastern section of the City of Encinitas and coastal Carlsbad via Olivenhain Road or La Costa Avenue
Carlsbad Bikeway Master Plan
Projectj
Segment 24 Cannon Road from Carlsbad Boulevard to Paseo del Norte
The section of Cannon Road that currently exists from Carlsbad Boulevard to just east of 1-5 has sufficient width along most of its length to accommodate a Class 2 facility This proposed segment would provide access to the coastal rail trail and to the Poinsettia Station transit center a short distance to the south In addition Cannon Road is proposed to continue eastward to the City of Vista (Segment 24), creating a direct route between Vista and coastal Carlsbad with a Class 2 facility
This long segment represents a planned eastward extension of Cannon Road to include Class 2 lanes This proposed segment would create a direct Class 2 route between the City of Vista and coastal Carlsbad Several other proposed north/south segments would intersect this segment, making it a regional connection
Carlsbad Bikeway MasterPlan
ProjectK
This segment represents a planned northward extension of Faraday Avenue to include Class 2 lanes This proposed segment would create a Class 2 link between a proposed extension of Cannon Road and anexisting section of College Boulevard and continue eastward into the City of Vista where it would intersect with the planned northward extension of Melrose Drive The completion of Faraday Avenue would provide a connection between central Carlsbad and the City ofVista, and then on to coastal Carlsbadvia the future extension ofCannon Road to intersect with Faraday Avenue
This segment represents a planned eastward extension of Faraday Avenue to include Class 2 lanes into the City of Vista This proposed segment would complete a Class 2 route connecting Vista and coastal Carlsbad via Faraday Avenue and Cannon Road
This lengthy proposed segment represents the planned extension of Poinsettia Laneto include Class 2 lanes from where Poinsettia Lane currently ends just east of Aviara Parkway to Melrose Drive Besides connecting coastal Carlsbad with the Cities of Vista and San Marcos via Melrose Drive, other existing and planned north/south segments also intersect this segment within Carlsbad, making it a regional bikeway link
This segment represents a planned southward extension of College Boulevard to align with Aviara Parkway at Palomar Airport Road and would include Class 2 lanes Construction of this segment, along with Segment 33, would complete a regional Class 2 link from the City of Oceanside to southern Carlsbad This particular segment also connects two of the most important east/west segments, Poinsettia Lane and Palomar Airport Road
Carlsbad Bikeway Master Plan
This segment represents a planned northward extension of Melrose Avenue from Palomar Airport Road into the City of Vista to include Class 2 lanes This proposed segment would create acontiguous Class 2 route connecting the Cities of Encinitas, San Marcos and Vista via Melrose Drive and Rancho Santa Fe Road
Carlsbad Bikeway MasterPlan
This segment represents a planned northward extension of El Fuerte Street from Alga Road to Faraday Avenue to include Class 2 lanes This proposed segment would create a Class 2 route connecting east central and south central Carlsbad, and intersect three other existing and proposed east/west routes
Carlsbad Bikeway Master Plan
Project K
Segment 32 Planned road from Rancho Santa Fe Rd to City of Encinitas
This segment represents a planned northward extension of a roadway from the City of Encinitas into the City of Carlsbad that would include Class 2 lanes This proposed segment would create a Class 2 route connecting northem Encinitas with western San Marcos and Vista via eastern Carlsbad using contiguous sections of the planned road, Rancho Santa Fe Road and Melrose Avenue
Carlsbad Bikeway MasterPlan
ProjectK
Segment 33 La Costa Ave from Rancho Santa Fe Rd to planned road
This segment represents a planned eastward extension of LaCosta Avenue eastward into the City of Encinitas via Camino de los Coches that would include Class 2 lanes This would eventually provide a Class 2 connection from the northeastern section of the City of Encinitas through southern Carlsbad to thecoast via La Costa Avenue
Carlsbad Bikeway Master Plan
ProjectK
Segment 34 College Boulevard from El Camino Real to City of Oceanside
This segment represents the planned northward extension of College Boulevard from El Camino Real into the City of Oceansideto include Class 2 lanes In combination with Segment 28, this proposed segment would complete a Class 2 route along the entire length of College Boulevard within the City of Carlsbad It would provide a northeast to southwest central artery through Carlsbad into Oceanside, intersecting several other planned east/west segments
Segment35 LakeCalaverasloop
This segment would connect the proposed Coastal Rail Trail alignment with the existing Carlsbad Boulevard Class 2 facility Much ofthis route is existmg as asphalt roadway
This segment is oneof a series of three segments (36, 37 and 39) running along the south side of the Agua Hedionda Creek drainage in a generally northeast to southwest direction across central Carlsbad These segments would provide a scenic Class 1 access route almost all the way to the coast from northeastern Carlsbad
Much of this segment could be retained once Cannon Road iscompleted and be designed to run parallel with it, orcould be replaced by the Class 2 facility planned for Cannon Road
This segment would be one of three segments (36, 37and 39) running along the south side of the Agua Hedionda Creek drainage in a generally northeast to southwest direction across central Carlsbad These segments would provide a scenic Class 1 access route almost all the way to the coast from northeastern Carlsbad
Much of this segment could be retained once Cannon Road iscompleted and be designed to run parallel with it, orcould be replaced by the Class 2 facility planned for Cannon Road
This segment would split off from the junction of El Camino Real and segments 36 and 37and runalong the north side ofthe Agua Hedionda Creek drainage Itwould connect at its west end at the junction ofthe Class 2 and 3 segments on Kelly Drive and Park Drive near an elementary school and park
This segment would be one of five (40, 41, 42,43 and 44) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos This particular segment would be the Class 1 connection between the intersection of College Boulevard and El Camino Real (Specific alignment would be determined pending a future route location study)
Carlsbad Bikeway Master Plan
This segment would be one of five (40, 41, 42,43 and 44) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos This particular segment would be the Class 1 connection between El Camino Real and El Fuerte Street (Specific alignment would be determined pending a future route location study )
Carlsbad Bikeway Master Plan
ProjectP
This segment would be one of five (40, 41, 42, 43 and 44) running in a generally northwest to southeast direction across central Carlsbad These segments would provide a scenic Class 1 access route from west central Carlsbad to the City of San Marcos
This particular segment would be the Class 1 connection between ElCamino Real and Melrose Avenue and the eastern terminus for this series of Class 1 segments It would provide Class 1 access to Carrillo Ranch when the ranch IS opened to the public (Specific alignment would be determined pending a future route location study )
This segment would be a recreationally oriented loop around Calaveras Lake It would take advantage of the numerous existing trails around the lake to define a paved alignment connected to the remainder of the City of Carlsbad's bikeway system Connection with bikeways within the City of Oceanside from this segment should also be feasible
Segment47
This segment would be the primary connection between the City of Carlsbad's Class 2 route system and the Class 1 loop (Segment 46) proposed around Lake Calaveras, aswei I as the northern terminus of a proposed Class1 system along the Agua Hedionda Creek drainage
CarlsbadBikewayMasterPlan
Project S
Segment 48 Unpaved multi-use trail from El Camino Real to Gabbiano Lane
This segment would beone of two contiguous segments (48 and 49) alongthe northern shore of Batiquitos Lagoon between El Camino Real and the Coastal Rail Trail It would beunpaved and would not be an official route
Much of this particular segment already exists as a well established dirt road To take advantage of this road andthe more natural experience it affords, these two segments would differ from all other proposed segments in this bikeway master plan by remaining unpaved Since this segment would be primarily for recreational use, commuting cyclists who preferred to ride on paved streets could use theclosely parallel Batiquitos Drive
Unpaved Multi Use Trail Length 11 688 Feet 2 21 Miles
This segment would be one of two contiguous segments (48and 49) running along the northern shore of Batiquitos Lagoon between El Camino Real and the Coastal Rail Trail These two segments would differ from all other proposed segments in this bikeway master plan by remaining unpaved This segment would require substantial engineering effort to cross under 1-5 to connect with the planned Coastal Rail Trail just north of Batiquitos Lagoon
Note Requires passage under Interstate 5
The following sections ofthe State Vehicle Code with specific application to cycling are included as a reference source concerning the legal implications of operating a bicycle on the roadways within the state of California
California VehicleCode*
BicycleSections(21200-21212)
21200 (a) Every person riding a bicycle upon a highway has all the rights and is subject to all the provisions applicable to the driver of a vehicle by this division, including, but not limited to, provisions conceming driving under the influence of alcoholic beverages or drugs, and by Division 10 (commencing with Section 20000),Section 27400, Division 16 7 (commencing with Section 39000), Division 17 (commencing with Section 40000 1), and Division 18 (commencing with Section 42000), except those provisions which by their very nature can have no application (b) (1)Any peaceofficer, as defined inChapter 4 5(commencing with Section 830) of Title 3 of Part 2 of the Penal Code, operating a bicycle during the course of his or her duties is exempt from the requirements of subdivision (a), except as those requirements relate to dnving under the influence of alcoholic beverages or drugs, if the bicycle is being operated under any of the following circumstances
(A) In response to an emergency call
(B) While engaged in rescue operations
(C) In the immediate pursuit of an actual or suspected violator of the law
(2) This subdivision does notrelieve apeace officer from the duty tooperate a bicyclewith due regard for the safety of all persons using the highway
21200 5 Notwithstanding Section 21200, it is unlawful for any person to ride a bicycle upon a highway while under the influence ofan alcoholic beverage or any drug, or under the combined influence of an alcoholicbeverage and any drug Any person arrested for aviolation of this section may request to have achemical test made of the person's blood, breath, or urine for the purpose of determining the alcoholic or drug content of that person's blood, and, if so requested, the arresting officer shall have the test performed A conviction of a violation of this section shall be punished by a fine of not more than two hundred fifty dollars ($250) Violations of this section are subject to Section 13202 5
21201 (a) No person shall operate a bicycle on a roadway unless It ISequipped with a brake which will enable the operator to make onebraked wheel skid on dry level, clean pavement
(b) No person shall operate on the highway any bicycle equipped with handlebars so raisedthat the operator must elevate his hands above the level of his shoulders in order to grasp the normal steering grip area
(c) No person shall operate upon any highway a bicycle which IS of such a size as to prevent the operator from safely stopping the bicycle, supporting it in an upnght position with at leastone foot on the ground, and restarting It in asafe manner
(d) Every bicycle operated upon any highway during darkness shall be equipped (1) with a lamp emitting a white light which, while the bicycle is in motion, illuminates the highway in front of the bicyclist and is visible from a distance of 300 feet in front and from the sides of the bicycle, (2) with a red reflector on the rear which shall be visible from a distance of 500 feet to the rear when directly in front of lawful upper beams of headlamps on amotor vehicle, (3) with awhite or yellow reflector on each pedal visible from the front and rear of the bicycle from a distance of 200 feet, and (4) with a white or yellow reflector on eachside forward of the center of the bicycle, and with a white or red reflector on each side to the rear of the center of the bicycle, except that bicycles which are equipped with reflectorized tires on the front and the rear need not be equipped with these side reflectors Such reflectors and reflectorized tires shall be of a type meeting requirements established by the department
(e) A lamp or lamp combination, emitting a white light, attached to the operator and visible from a distance of 300 feet in front and from thesides of the bicycle, may be used in lieu of the lamp required by clause (1) of subdivision (d)
21201 5 (a) No person shall sell, oroffer for sale, a reflex reflector or reflectorized tire of a type required on abicycle unless It meets requirements established by the department If there exists a federal Consumer Product Safety Commission regulation applicable to bicycle reflectors, the provisions of that regulation shall prevail over provisions of this code or requirements established by the department pursuant to this code relative to bicycle reflectors
(b) No person shall sell, or offer for sale, a new bicycle that IS not equipped with a red reflector on the rear, a white or yellow reflector on each pedal visible from the front and rear of the bicycle, a white or yellow reflector on each side forward of the center of the bicycle, and a white or red reflector on each side to the rear ofthe center of the bicycle except that bicycles which are equipped with reflectorized tires on the front and rear need not be equipped with these side reflectors
(c) Area reflectorizing material meeting the requirements of Section 25500 may be used on a bicycle
21202 (a) Any person operating a bicycle upon a roadway at a speed less than the normal speed of traffic moving in the same direction at such time shall nde as close as practicable to the right-hand curb or edge of the roadway except under any ofthe following situations
(1) When overtaking and passing another bicycle or vehicle proceeding in the same direction
(2) When preparing for a left turn at an intersection or into a private road or driveway
(3) When reasonably necessary to avoid conditions (including, but not limited to, fixed or moving objects, vehicles, bicycles, pedestrians,animals, surface hazards, or substandard width lanes) that make it unsafe to continue along the right-hand curb or edge, subject to the provisions of Section 21656 For purposes of this section, a "substandard width lane" is a lane that is too narrow for a bicycle and a vehicle to travel safely side by side within the lane
(b) Any person operating a bicycle upon a roadway of a highway, which highway carries traffic in one direction only and has two or more marked traffic lanes, may ride as near the left-hand curb or edge of such roadway as practicable
21203 No person riding upon any motorcycle, motorized bicycle, bicycle, coaster, roller skates, sled, or toy vehicle shall attach the same or himself to any streetcar or vehicle on the roadway
21204 (a) No person operating a bicycle upon a highway shall ride other than upon or astride a permanent and regular seat attached thereto
(b) No operator shall allow a person riding as a passenger, and no person shall ride as a passenger, on a bicycle upon a highway other than upon or astride a separate seat attached thereto If the passenger is four years of age or younger, or weighs 40 pounds or less, the seat shall have adequate provision for retaining the passenger m place and for protecting the passenger from the movmg parts of the bicycle
21205 No person operating a bicycle shall carry any package, bundle or article which prevents the operator from keeping at least one hand upon the handlebars
21206 This chapter does not prevent local authorities, by ordinance, from regulating the registration of bicycles and the parking and operation of bicycles on pedestrian or bicycle facilities provided such regulation is not in conflict with the provisions of this code
21207 (a) This chapter does not prohibit local authorities from establishing, by ordinance or resolution, bicycle lanes separatedfrom any vehicular lanes upon highways, other than state highways as defmed in Section 24 of the Streets and Highways Code and county highways established pursuant to Article 5 (commencing with Section 1720) of Chapter 9 of Division 2 of the Streets and Highways Code
(b) Bicyclelanesestablished pursuant to this section shall be constructed in compliance with Section 891 of the Streets and Highways Code
21207 5 Notwithstanding Sections 21207 and 23127 of this code, or any other provision of law, no motorized bicycle may be operated on a bicycle path or trail, bikeway, bicycle lane established pursuant to Section 21207, equestrian trail, or hiking or recreational trail, unless It IS within or adjacent to a roadway or unless the local authority or the governing body of a public agency havmg jurisdiction over such path or trail permits, by ordinance, such operation
21208 (a) Whenever abicycle lane has beenestablished on a roadway pursuant to Section 21207, any person operating a bicycle upon the roadway at a speed less than the normal speed of traffic moving in the same direction shall ride within the bicycle lane, except that such person may move out of the lane under any of the following situations
(1) When overtaking and passing another bicycle, vehicle, or pedestrian within the lane or about to enter the lane if such overtaking and passing cannot be done safely within the lane
(2) When preparing for a left turn at an intersection or into a private road or driveway
(3) When reasonably necessary to leave the bicycle lane to avoid debris or other hazardous conditions
(b) No person operating a bicycle shall leave a bicycle lane until the movement can be made with reasonable safety and then only after giving an appropriate signal in the manner provided in Chapter 6 (commencing with Section 22100) in the event that any vehicle may be affected by the movement
21209 (a) No person shall drive a motor vehicle in a bicycle lane established on a roadway pursuant to Section 21207 except as follows
(1) To park where parking is permitted
(2) To enter or leave the roadway
(3) To prepare for a turn within a distance of 200 feet from the intersection
(b) This section does not prohibit the use of a motorized bicycle in a bicycle lane, pursuant to Section 21207 5, at a speed no greater than is
reasonable or prudent, having due regard for visibility, traffic conditions, and the condition of the roadway surface of the bicycle lane, and in a manner which does not endanger the safety of bicyclists
21210 No person shall leave a bicycle lying on its side on any sidewalk, or shall park a bicycle on a sidewalk in any other position, so that there is not an adequate path for pedestrian traffic Local authorities may, by ordmance or resolution, prohibit bicycle parking in designated areas of the public highway, provided that appropriate signs are erected
21211 (a) No person shall stop, stand, sit, or loiter upon any class I bikeway, as defined in subdivision (a) of Section 890 4 of the Streets and Highways Code, or any other public or private bicycle path or trail, if the stopping, standing, sitting, or loitering impedes or blocks the normal and reasonable movement of any bicyclist
(b) No person shall place or park any bicycle, vehicle, or any other object upon any bikeway or bicycle path or trail, as specified in subdivision (a), which impedes or blocks the normal and reasonable movement of any bicyclist unless the placement or parking is necessary for safe operation or is otherwise in compliance with the law
(c) This section does not apply to drivers or owners of utility or public utility vehicles, as provided m Section 22512
(d) This section does not apply to owners or drivers of vehicles who make brief stops while engaged in the delivery of newspapers to customers along the person's route
21212 (a) A person under 18 years of age shall not operate a bicycle, or ride upon a bicycle as apassenger, upon a street, bikeway, as defined in subdivision (a) of Section 2373 ofthe Streets and Highways Code, or any other public bicycle path or trail unless that person is wearing a properly fitted and fastened bicycle helmet that meets the standards of the American National Standards Institute (ANSI Z 90 4 bicycle helmet standard) or the Snell Memorial Foundation's Standard for Protective Headgear for Use m Bicycling This requirement also applies to a person who rides upon a bicycle while m a restraining seat that is attached to the bicycle or in a trailer towed by the bicycle
(b) Any helmet sold or offered for salefor use by operators and passengers of bicycles shall be conspicuously labeled in accordance with the standard described in subdivision (a) which shall constitute the manufacturer's certification that the helmet conforms to the applicable safety standards
(c) No person shall sell, or offer for sale, for use by an operator or passenger of a bicycle any safety helmet which ISnot of a type meeting requirements established by this section
(d) (1) A person who violates a requirement of this section in 1994 shall be warned of the violation by the enforcing official, but shall not be issued a notice to appear
(2) Any charge under this subdivision shall be dismissed when the person charged alleges in court, under oath, that the charge against the person is the first charge against that person under this subdivision, unless it is otherwise established in court that the charge is not the first charge against the person
(e) Except as provided in subdivision (d), a violation of this section is an infraction punishable by a fine of not more than twenty-five dollars ($25) The parent or legal guardian having control or custody of an unemancipated minor whose conduct violates this section shall be jointly and severally liable with the minor for the amount of the fine imposed pursuant to this subdivision
(f) Notwithstanding Section 1463 of the Penal Code or any other provision of law, the fines collected for a violation of this section shall be allocated as follows (1) Seventy-two and one-half percent of the amount collected shall be deposited in a special account ofthe county health department, to be used for bicycle safety education and for assisting low-income families in obtaining approved bicycle helmets for children under the age of 18 years, either on a loan or purchase basis The county may contract for the implementation of this program, which, to the extent practicable, shall be operated in conjunction with the child passenger restraint program pursuant to Section 27360
(2) Two and one-half percent of the amount collected shall be deposited in the county treasury to be used by the county to administer the program described in paragraph (1)
(3) Ifthe violation occurred within a city, 25 percent of the amount collected shall be transferred to and deposited in the treasury of that city If the violation occurred in an unincorporated area, this 25 percent shall be deposited and used pursuant to paragraph (1)
SANDMS
401 B Street Suite 800
San Diego CA 92101 4231
(619) 595 5300
Fax (619) 595 5305
www sandag org
MEMBER AGENCIES
Citiesof Carlsbad
Ctiula Vista
Coronado
Del Mar El Cajon
Encinitas Escondido Innperial Beach
La Mesa
Lemon Grove NationalCity Oceanside Poway
San Diego
San Marcos Santee Solana Beach Vista and County oi San Diego
TheSANDAGBicycle-PedestrianAdvisoryCommittee,atitsDecember2001 meeting reviewedtheCityofCarlsbadBikewayMasterPlanThecommittee found that the plan iscomplete consistent with the 2020 Regional Transportation,andcoordinatedwithadjacentjurisdictions'bicycleplans
CaliforniaDepartment of Transportation P O Box 942874 Sacramento CA 94274-0001
CITY OFCARLSBAD BIKEWAY MASTER PLAN
Pursuant to the provisions of Streets and Highways Code Section 891 2, the City of Carlsbadrespectfiilly submits the Carlsbad Bikeway Master Plan for your consideration
The Carlsbad Bikeway Master Plan was developed through a coordinated approach with the adjacent Cities of Encinitas, Oceanside, San Marcos and Vista to ensure compliance withtheir bikeway circulation plans The proposed facilitieswere compared and evaluated based on adopted goals and pohcies within each city's General Plan Review of their Circulation Elements, Pedestnan and Trails Elements, and Land Use Elements were crucialto ensure compatibility
The San Diego Bicycle Coalition also reviewed the Master Plan and specificcomments were mcluded m the final document The public was given opportumties to provide mput mto the Master Plan through publicworkshops and the completion of a bicycleuser questionnaire
Enclosed, for your review and consideration, are the following
1 Carlsbad Bikeway Master Plan
2 Carlsbad City Coimcil Agenda Bill and Resoluton No 2001-313 acceptmg the Carlsbad Bikeway Master Plan '
3 A letter from the San Diego Association of Govemments Bicycle-Pedestnan Advisory Comnuttee confimimgtheir action relative to the Carlsbad Bikeway MasterPlan
The City of Carlsbad feels thatthis document complies vwththe provisions of Streetsand Hi^ways Code Section 891 2 If you have any questions or would like further clanficationofthe Master Plan, please feel free to contact me at (760) 602-2738
