Encinitas Municipal Code Art. 5.0 Mobility

El Camino Real provides local, citywide, and regional mobility functions including access to local services, goods movement, and commuter routes. This chapter describes the mobility network for the movement of people, goods, and services throughout the Specific Plan Area (SPA) and provides guidance on future improvements to this network. The SPA mobility network is comprised of roadways, public transit, bicycle, and pedestrian facilities. The mobility framework included in this chapter is designed to balance El Camino Real's many existing functions while improving mobility and safety for people of all ages, means, and abilities. In general, existing development patterns have resulted in the SPA being heavily oriented towards vehicular travel, particularly for drive-up shopping. This has resulted in adjacent parcels being largely disconnected as there is a lack of circulation and access between the commercial centers throughout the SPA.

Throughout the development of the El Camino Real Specific Plan (ECRSP), the community and the ECRSP Task Force have articulated the mobility and transportation challenges inherent within the SPA. Through community engagement efforts, mobility challenges were discussed, including the use of El Camino Real as a main north/south throughfare with high levels of both through and local traffic. Other mobility concerns reported include a lack of protected cycle lanes, lack of end of trip facilities, increased congestion, and poor pedestrian connections. Additionally, dispersed commercial land uses on either side of the El Camino Real right-of-way results in high frequency lane switching. The concept of a road diet to control traffic speeds and incentivize a more welcoming pedestrian experience has been a repeated discussion item with the community and ECRSP Task Force.

Extensive consultation has been undertaken and analysis conducted around the challenges, constraints, and opportunities of the mobility network within the SPA. As a result, the ECRSP prioritizes an integrated, multimodal network of streets, bike paths, sidewalks, and paseos that provide connections between sites along El Camino Real. The multimodal-oriented approach supports the community's vision of El Camino Real as a place that has enhanced pedestrian, cyclist, and transit infrastructure. Additionally, this approach will facilitate mobility connections between adjacent land parcels that have historically been disconnected and reduce a dependance on drive-up shopping. The overall goal of the Mobility chapter is to make travel throughout the SPA safe and accessible to all users, while balancing the need to provide vehicular access and through travel.

Parking standards are addressed in the Development Standards section of the ECRSP (see Section 3.4.6, Parking Standards).

As of authoring this Specific Plan, the City of Encinitas (the City) is updating its Circulation Element. The Specific Plan has been developed in coordination with these efforts to ensure consistency with the new Circulation (or Mobility) Element. The roadway network within the ECRSP was analyzed and strategically designed to improve multimodal networks and environments within the SPA. To achieve the vision and goals of the ECRSP, all future development shall comply with the roadway requirements contained within this chapter and will not be subject to future mobility analysis guidelines that result from the new Circulation (or Mobility) Element update.

(Ord. 2024-08, 9/25/2024)

The ECRSP Roadway Network outlines the long-term vehicular network within the SPA. Shown in Figure 5-1, the Roadway Network was structured to support multimodal facilities and accommodate future growth in the SPA. Overall, the Roadway Network maintains some current roadway classifications, while providing for pedestrian, bicycle, and transit access improvements to create a multimodal corridor. While no new roadways are proposed, long-term redevelopment within the SPA, particularly within existing shopping centers on large parcels, may result in opportunities to include new public streets and off-street pathways to enhance overall circulation and access.

5.2.1 Street Classifications

There are four roadway classifications within the SPA including: Prime Arterial, Major Arterials, Collector Roads, and Local Streets. These classifications are defined below as per the Encinitas General Plan. Any streets within the SPA that are not identified in Table 5-1, Roadway Network Classifications, are classified as Local Streets.

A. Prime Arterials:

Prime Arterials are six-lane divided roadways, with a typical right-of-way width of 126 to 140 feet and curb-to-curb pavement width of 106 to 120 feet. El Camino Real is the only Prime Arterial in the SPA. The roadway is generally divided into three travel lanes in each direction by a median. However, north of Garden View Drive, El Camino Real is augmented to have four travel lanes in each direction with a median. The constrained and unconstrained scenarios of El Camino Real are shown in Figure 5-2, Constrained El Camino Real Cross-section, and Figure 5-3, Un-Constrained El Camino Real Cross-section.

B. Major Arterials:

Major Arterials are four-lane divided roadways, with a typical right-of-way width of 85 to 120 feet and a curb-to-curb pavement width of approximately 80 feet. This 120-foot roadway is also divided by a raised median with two travel lanes in each direction.

C. Collector Roads:

Collector Roads are four-lane undivided (no median) roadways, with a typical right-of-way width of 70 to 84 feet and a curb-to-curb pavement width of approximately 64 feet. Its function is to distribute traffic between local streets and major and prime arterials. Although some collectors serve as through routes, their primary function is to provide access from surrounding land uses.

Suburban Collector Roads are a sub class of Collector Roads. Suburban Collector Roads are three lane undivided (no median) roadways designed to provide access in, out and through neighborhoods and destinations. Generally moderate right-of-way width of 50 to 75 feet and a curb-to-curb pavement width of approximately 50 feet.

D. Local Streets:

Local Streets are designed to provide access to individual parcels to abutting properties and for localized traffic movements within residential, commercial, and industrial areas. Local Streets consist of two lanes with a typical right-of-way width of 50 to 70 feet and curb-to-curb pavement width of approximately 40 feet.

Table 5-1: Roadway Network Classifications

Footnotes:

Footnotes:

5.2.2 Travel Speeds

Historically, speed limits within the SPA have been set by utilizing the "85 percent rule" whereas an Engineering and Traffic survey has used the top 15 percent of prevailing speeds, among other factors, to identify recommended speed limits. This has resulted in high-speed limits where these may not be appropriate.

California Assembly Bill 43 (AB 43) provides the City with increased control over deciding how speed limits should be set and whether they should be reduced on certain roads and highways without having to follow the 85 percent rule mandated by State Law. AB 43 allows the City to lower speed limits on roads in business and residential areas, and other stretches identified as "safety corridors." This will allow the City to investigate lower speed limits areas along local roads that may be more prone to traffic safety concerns, particularly areas of the City with frequent pedestrian or bicycle traffic, such as Via Montoro, Mountain Vista Drive, and Via Molena.

5.2.3 Recommended Roadway Improvements

Figure 5-1 illustrates the proposed roadway network and improvements to support future growth and a multimodal network. Improvements include:

• Incorporation of adaptive signal controllers to accommodate heavy left-turn demands and to respond to changing travel patterns. The resulting improved operations may reduce the length or quantity of required left-turn pockets.

• Conducting speed surveys, parking utilization studies, utility presence, sight distance surveys, and discussions with emergency service personnel and community members. As a result of such surveys and studies, locations for traffic calming structures such as chicanes and traffic circles can be determined.

(Ord. 2024-08, 9/25/2024)

The North County Transit District (NCTD) provides transit service within the SPA, with nearly all developed land accessible within a quarter mile walk or bike ride from a transit stop. Bus Route 304 offers service to Downtown Encinitas to the west and Palomar College to the east. Bus Route 309 offers services to San Luis Rey Transit Center in Oceanside to the north and Downtown Encinitas to the south. However, most of the bus stops within the SPA lack amenities such as benches, shelters, trash cans, bus schedules, and lighting to make transit an attractive transportation alternative to private vehicles.

The SPA is not within a 2021 SANDAG Regional Plan Mobility Hub Area. However, this segment of El Camino Real is identified in SANDAG's Adopted Regional Bike Network for on-street facilities, and Encinitas Boulevard, west of El Camino Real, is identified as a Complete Corridor - Regional Arterial.

The ECRSP does not include any specific changes to the transit network or connections. However, as development occurs within the SPA, an expanded public transit system, including greater frequency and connections, may be required to accommodate growth. Should the El Camino Real Corridor be designated for the Flexible Fleet locations, consideration should be made to the format of the technology and avoid blocking transit access. Flexible fleet categories include small low speed vehicles such as e-scooters, bikes or other electric rideable, rideshare, carpool, vanpool, and other services such as uberpool and Lyft.

5.3.1 Recommended Transit Improvements

All established or future bus stops shall provide adequate shelter from the weather, including sun and rain, and shall comply with accessibility requirements and NCTD design standards. Bus stops shall be allowed in the Frontage Zone, as described in Section 4.4.3 Frontage Zone. Bus shelters shall have a serviceable trash receptacle and sign to designate the stop information. Bus shelters shall follow similar design theme as streetscape furniture exemplified in Figure 4-3, Example Street Furniture.

To ensure the established bus stops provide the recommended amenities, Figure 5-4, Recommended Amenities by Bus Stop, identifies the recommended transit-related amenities to be added to existing bus stops throughout the SPA. These recommendations consist of bus stop amenities such as signage, benches, shelter, accessibility-compatible bus pads, removal of sidewalk obstructions, trash receptacles, and lighting. In addition, a future micro-transit or local shuttle service is encouraged within the SPA, with consideration to all future transit service facilities and vehicle parking throughout the SPA.

Route 309 is planned for enhanced frequency as part of the 2021 Regional Plan. As the improved headways come into service, the City should consider implementing transit priority signals with peak hour queue jumpers to further improve transit performance and reliability. Peak hour queue jumper lanes are programed by a light signal which provide a phase specifically within a queue jump. Buses in the queue jump lane get a head-start over the other queued vehicles and can therefore merge into the regular travel lanes immediately beyond the signal.

Additionally, as stated in Chapter 1, the City of Encinitas is updating its Climate Action Plan (CAP). One CAP measure is to implement a local shuttle system. The CAP update includes an analysis of a future micro-transit system to serve the SPA to improve multi-modal choices and reduce vehicle miles traveled. All future micro-transit facilities are permitted and encouraged throughout the SPA, as articulated in Table 3-2, Allowed Uses contained in Chapter 3, Land Use and Development Regulations.

(Ord. 2024-08, 9/25/2024)

The SPA currently has a bicycle network providing good coverage and connectivity throughout the SPA. As shown in Figure 5-5, Existing Bicycle Network, this network is provided by way of existing Class II Bike Lanes which provide connectivity and coverage along existing roadways which link into connections outside the SPA. However, it is noted that while there is good coverage, the existing facilities may not be inviting to most users. El Camino Real is a 6-to 8-lane roadway with posted speed limits ranging from 35 to 45 miles per hour. This environment, in addition to the lack of physical separation between the bike lane and vehicular travel lane, may discourage both experienced cyclists and those seeking to take up cycling as a regular mode of transportation.

The following bikeway classifications are included in Figure 5-5, Existing Bicycle Network, and in Figure 5-6, Proposed Bicycle Network. These are classifications defined by Caltrans and should be utilized within the SPA to facilitate greater uptake in cycling.

Class I Bikeways: Class I bikeways, also known as bike paths or shared-use paths, are corridors with exclusive right-of-way for bicyclists and pedestrians, away from the roadway and with cross flows by motor traffic minimized. Class I facilities support both recreational and commuting opportunities and are typically provided along rivers, shorelines, canals, utility rights-of-way, abandoned railroad rights-of-way, within school campuses, or within and between parks.

Class II Bikeways: Class II bikeways, also known as bike lanes, are established along roadways, and are defined by pavement striping and signage to delineate a portion of a roadway for bicycle travel. Bike lanes are one-way facilities, typically striped adjacent to motor traffic travelling in the same direction. Contraflow bike lanes can be provided on one-way streets for bicyclists travelling in the opposite direction.

Class III Bikeways: Class III bikeways, or bike routes, designate a preferred route for bicyclists on roadways shared with motor traffic not served by dedicated bikeways to provide continuity to the bikeway network. However, bike routes are generally not appropriate for roadways with higher motor traffic speeds or volumes. Routes are established by placing signage, road surface striping, and wayfinding along roadways.

Class IV Bikeways: Class IV bikeways are also referred to as separated bikeways, protected bikeways, or cycle tracks, provide a right-of-way designated exclusively for bicycle travel within the roadway and are physically protected from vehicular traffic. Class IV bikeways can provide for one-way or two-way travel. Types of separation include, but are not limited to, grade separation, flexible posts, or on-street parking.

5.4.1 Recommended Bicycle Improvements

Figure 5-6, Proposed Bicycle Network, illustrates the proposed bicycle improvements to support future growth and a multimodal network. Improvements include:

• Cycle tracks (Class IV Bikeways) are proposed along El Camino Real south of Leucadia Boulevard/Olivenhain Road to south of Encinitas Boulevard. These cycle tracks can be implemented by minimizing vehicular travel lane width and using the existing buffer.

• Further planned bicycle facilities include buffered Class II bike lanes along Garden View Road and Mountain Vista Drive, un-buffered Class II bicycle lanes along Via Montoro and Via Molena, and Class I multi-use paths along the south side of Encinitas Boulevard to the west of El Camino Real and along the south side of Leucadia Boulevard to the west of El Camino Real.

• Driveways, right turn only lanes, and intersection approaches should be emphasized during the project design to minimize conflicts between bicyclists and drivers.

(Ord. 2024-08, 9/25/2024)

Pedestrian facilities within the SPA include sidewalks along public roadways and connections to offsite existing trails. The ECRSP includes a network of sidewalks, trails, and linear connections such as paseos that seek to improve pedestrian comfort and accessibility.

Pedestrian counts identified activity as generally higher in the southern part of the SPA where parcel sizes are smaller, and buildings are more concentrated. This was also anecdotally confirmed through engagement with the community. However, due to its large roadway width, fast moving vehicles, and narrow sidewalks, El Camino Real currently lacks a comfortable, and engaging pedestrian experience. The pedestrian network, as shown in Figure 5-7, Pedestrian Network, and recommended pedestrian improvements are intended to enhance pedestrian comfort and create a more vibrant and enticing environment that encourages walking. It is recommended that the trailheads to the Encinitas Creek Trail be enhanced through more visible signage at entries that build upon existing and planned signage along the El Camino Real Corridor.

5.5.1 Recommended Pedestrian Improvements

Table 5-2, Recommended Pedestrian Intersection Improvements, identifies and describes the pedestrian improvements necessary to enhance the pedestrian experience and support future growth within the SPA. Improvements include intersection enhancements to improve safety and accessibility for people walking. Table 5-2 identifies the recommended specific improvements for each intersection, including retrofitting existing marked crosswalks to high visibility crosswalks, advanced stop bars, curb extensions, pedestrian countdown signal heads, and accessibility-detectable warning surfaces. The recommended pedestrian improvements were designed and assessed by transportation professionals to enhance safety, and connectivity along the El Camino Real Corridor. All recommended pedestrian improvements are subject to approval by the City Engineer and may require future project-specific traffic analysis to determine feasibility, cost, and impact prior to approval. Table 5-2 does not preclude the City from making additional improvements, if needed, to improve the overall roadway network within the SPA.

Table 5-2: Recommended Pedestrian Intersection Improvements

(Ord. 2024-08, 9/25/2024)