Encinitas Municipal Code Title NCSP North 101 Corridor Specific Plan

As required by the California Environmental Quality Act (CEQA), an environmental impact report (EIR) was prepared addressing both the Downtown Encinitas and North 101 Corridor Specific Plans. This EIR was certified by the Encinitas City Council with the adoption of the Downtown Encinitas Specific Plan, and has been updated by an addendum making minor changes to reflect changes from the first draft to the final draft of the North 101 Corridor Specific Plan. The EIR examines a range of possible environmental effects resulting from the full implementation of both specific plans; that is, from build-out of land uses pursuant to specific plan zoning and design criteria, and from the completion of streetscape and capital facilities improvements.

Negative impacts are cited for certain resource issues including potential land use conflicts, noise, air quality, traffic circulation, and greater demand on library and school services. Mitigation measures to reduce these impacts to a level of insignificance are identified for all issues except cumulative regional air quality, and cumulative demand for schools and libraries. Related findings of the Statement of Overriding Considerations address these circumstances. The EIR also finds several positive impacts, including increased housing opportunities, preservation and enhancement of community character, and promotion of public safety by the completion of the street and infrastructure improvements. The EIR and Addendum are on file with the City, and may be referenced for the discussion of mitigation measures and details of environmental analysis.

The Leucadia community is characterized by local, family-owned businesses; small-lot subdivisions; small-scale development and uses; and architectural diversity. The purpose of this specific plan is to help guide rehabilitation and successful economic restructuring of the North 101 Corridor as it evolves into the twenty-first century.

The community vision seeks to:

Design Recommendations as part of this Specific Plan are intended to inform and guide property development and redevelopment in the North 101 Corridor Specific Plan area.

One of the basic intents of these Design Recommendations is to encourage good design without severely restricting the building owner's preferences or the dictates of economics regarding materials and style.

Another intent of these recommendations is to provide specific direction on design to the property owner, developer, architect or designer. It is not the intent of the recommendations, however, to discourage innovative design or individual expressions. The applicant that wants to create an innovative project is encouraged to do so with the understanding that the project will be subject to discretionary City review, and may be approved or denied by the City.

A development applicant should understand that these Design Recommendations are not regulatory, such as the Development Regulations, but rather discretionary. Language will state "very strongly encouraged" or "encouraged" on items the City would like to see included in a development project and "very strongly discouraged" or "discouraged" on items the City would not like to see included in a development project. Therefore, if any discrepancies between these Design Recommendations and the Development Regulations occur, the Development Regulations take precedence.

Creation of a healthy development climate along the corridor is another key purpose of these design recommendations. As new development and rehabilitation occur under the auspices of these design recommendations, other property owners are encouraged to invest in improvements, knowing that their efforts may be matched by their neighbors.

All new building, landscaping, exterior alterations, signage or construction projects, whether they require any other City permit or not, are subject to Design Review unless exempted by Section 4.3, Exemptions from Design Review. These recommendations do not affect existing buildings which are not proposing new construction, new signage, new landscaping, or exterior alterations. Except as otherwise specified herein, the provisions of Title 23, Section 23.08 of the Encinitas Municipal Code shall apply to the area designated as the North 101 Corridor Specific Plan. Objective "Standards" included in the City's Design Standards and Guidelines shall apply to all residential development and mixed-use residential development. Where conflicts in objective standards occur, the objective design standards specified in this chapter shall supersede and apply. Where the Specific Plan is silent, the City's Design Guidelines shall apply.

When in compliance with all other city ordinances, regulations, and provisions of this Specific Plan, the following projects are exempted from all provisions of Design Review:

a. Walls and fences of 6 feet or less in height.

b. Construction underground, which will not leave any significant, permanent marks on the surface after completion. Utility boxes, pipes, and poles shall be considered "significant permanent marks". Street furniture shall be exempt unless part of a development proposal (i.e. sidewalk cafes) or city streetscape projects requiring discretionary approval.

c. Maintenance work on buildings, landscaping or grounds which does not significantly alter the appearance or function of the building, landscaping, or grounds.

d. Minor exterior alterations to buildings which do not result in an increase in floor area and are substantially consistent with the existing building design and character, as determined by the Director of Community Development.

e. Change of message/copy of existing signs. This shall not include new signs or substantial reconstruction of existing nonconforming signs, as determined by the Director of Community Development.

f. Interior remodeling work.

g. The construction or landscaping of one single-family detached dwelling or an addition or accessory structure to a single-family detached dwelling.

h. Landscape maintenance and upkeep, including minor replacement of plants, as determined by the Director of Community Development.

i. Residential swimming pools, spas, patio covers, lath houses, decks, and balconies provided that zoning and specific plan standards are met.

j. Temporary facilities as defined in the Uniform Building Code.

k. Exterior repainting, providing color palette is consistent with the Specific Plan Design Recommendations.

l. Roof maintenance and repair. Roof reconstruction or use of different materials is subject to design review as determined by the Director of Community Development.

Any person aggrieved by a final determination made under the authority of this Chapter may file an appeal pursuant to Chapter 1.12 of the Encinitas Municipal Code.

The Circulation Plan provides directives intended to promote the efficient and safe movement of people and goods within the North 101 Corridor Specific Plan Area. In addition, it establishes policies and programs which will ensure that all components of the transportation system meet the future transportation needs of the City.

The Circulation Element of the City of Encinitas General Plan contains several policies regarding the utilization of alternative modes of transit. These policies are incorporated into various sections of the North 101 Corridor Specific Plan.

The planned transit facilities within the North 101 Corridor Specific Plan Area are primarily bus transit services. The plan area is currently served by the North County Transit District (NCTD).

Corridor Route 301 provides bus service northward on North Highway 101 to the Oceanside Transit Center and southward on North Highway 101 to University Towne Center. Local Route 361 is strictly an Encinitas route. This bus route traverses throughout the City and services the plan area on North Vulcan Avenue.

The recommended bikeway system within the plan area consists of a combination of a Class I bike path and Class II bike lanes. The predominantly used bike route within the plan area is the North 101 Corridor.

Recommendations:

The recommended bikeway system within the plan area is consistent with facilities outlined in the Circulation Element of the City of Encinitas General Plan, and the Master Bikeway Plan and Engineering Feasibility Study for the City of Encinitas (MBP) prepared by Barton-Ashman Associates, Inc., November 1990.

Public services and facilities include capital facilities (streets, sewers, storm drains and drainage facilities, water, gas and electric utilities) and governmental services (schools, fire and police services, and other governmental services). A goal of the North 101 Corridor Specific Plan is to insure adequate public services and facilities based on the planned types and levels of land use.

Street, alley, pedestrian and streetscape improvements are outlined in the Circulation chapter of the plan. A survey of other existing utility systems was conducted to gauge the need for improvements, based both on age of facilities and demand for additional capacity based on planned area development. The sewer systems were found adequate. Overshadowing other utility needs, however, is the storm drain system. An adequate drainage system needs to be designed and installed to replace the virtually non-existent system today and resolve flooding problems.

So fundamental is the needed storm drain system, that it should be designed and engineered before any other street improvements are engineered or installed. Substantial cost savings may be realized by joint design and installation of drainage, streetscape and other improvements, and a major objective of the specific plan is to define and coordinate all capital improvements. Another infrastructure objective is to underground overhead utilities consisting of electricity, telephone and cable TV lines. The opportunity exists for additional cost savings by coordinating and combining undergrounding with other needed capital facility improvements.

The city, county, and other governmental agencies provide a broad range of public services. Service levels are planned based on projected population and intensities of land use. Police and fire services will not be negatively impacted by the land use changes in the specific plan. This includes the existing system of fire hydrants, which are judged ample in terms of location, capacity and pressure. The elementary and secondary school districts will experience some impact as a result of the proposed specific plan land use. The existing Paul Ecke Central Elementary School on Vulcan Avenue is planned to continue in operation.

Perhaps the greatest challenge for the specific plan regarding public facilities is providing the funding for needed improvements. Substantial capital costs will be involved in needed street, alley, bicycle, pedestrian sidewalk/path, and streetscape improvements, as well as the major storm drain system for the area. Substantial savings can be realized by coordinating all improvements and combining and sharing their funding. The specific plan provides cost estimates for all capital improvements and summarizes potential funding sources to enable subsequent detailed capital facility programming to choose and carry out the best options, as discussed in Chapter 10.

Early Settlers, Mythology and Merle: The U.S. Civil War had been over for a decade when the first Caucasian settler arrived in the area known today as Leucadia. While early accounts of the North Highway 101 Corridor are sketchy, Nathan Eaton is thought to be the first settler. Arriving in 1875, he set up a homestead just south of Batiquitos Lagoon where he grew crops and kept bees.

In the 1880's the Leucadia Land and Town Company was established. One story holds that a band of English Spiritualists settled in the area. Another version maintains that a promoter of questionable reputation, Tom Fitch, came from Nevada to sell land through the Leucadia Land and Town Company. Regardless of the origin, the name Leucadia, meaning "a sheltered place", remained.

In 1881, the California Southern along with the Atchison, Topeka, and Santa Fe Railroad built a rail yard in National City and began to lay a rail bed along the coast through Encinitas and Leucadia to Oceanside, and ultimately to San Bernardino. Construction of the railroad brought James Benjamin Elliott to Leucadia. Several accounts credit Elliott with planting the cypress and eucalyptus trees that define the 101 Corridor of Leucadia. It is thought that Elliott's motivation to plant the trees was to enhance the real estate value of the area and that he used railroad crews to plant the trees. Upon his termination from the railroad, Elliott purchased a farm in Leucadia and joined with Fitch in promoting the Leucadia Land and Town Company.

Proponents of Leucadia commissioned a plan in 1888 by the surveyor, O. N. Sanford, who platted Encinitas. The "Map of North Leucadia" featured a grid with 80 foot streets and avenues and 20 foot alleys. Regular lots in the area west of the railroad and adjacent to the railroad on the east were 50 feet by 120 feet while lots farther east were 146 feet by 300 feet and known as "villa lots." The street names include one for Nathan Eaton (Nathan Street) and several from Greek mythology (Hygeia, Marathon, Neptune).

By 1898, the use of street names derived from mythology had taken hold. A survey map of the "Fifth Road District" shows additional streets south of Marathon, all with names from mythology. The southernmost street started with an "A" (Athena) and the streets progressed in alphabetical order (excluding "K") through Lycurgus Street, which was just south of Marathon.

Another early resident was rancher E. B. Scott who supposedly planted the first Eucalyptus trees in the area overlooking the lagoon. Scott named the area "Merle" after one of his sons. The name Merle persisted for years. In the San Diego City and County Directory of 1899-1900 and 1901, Merle was listed with N. A. Eaton as postmaster. There was no listing for "Leucadia" in either directory. Even a much later State Highway Survey Map (1926) shows the area between Nathan and Sanford Streets as Merle: so the name persisted well into the twentieth century.

Water, Roads and Subdivisions: The growth and development of Merle and Leucadia, as with most of the West, is directly linked to the availability of water. In spite of the grandiose dreams of the purveyors of nineteenth century Leucadia, the limited water supply kept a ceiling on development. With the construction of the dam at Lake Hodges and the establishment of the San Dieguito Irrigation District, a reliable source of water became available.

In 1925, the South Coast Land Company advertised that their "policy has always been never to market land until water is actually on the land, ready for use, roads built, maps completed, and all problems connected with marketing such lands thoroughly worked out." The widening of Highway 101 in 1913 and the establishment of the water district in 1924, those elements deemed necessary for subdivision were in place and the South Coast Land Company, with others, went to work.

The South Coast Land Company, the biggest land promoter in the area, subdivided a large area east of Highway 101 between Fulvia (now Leucadia Blvd.) and Sanford in early 1924. The company heralded South Coast Park as "the principal subdivision in point of both area and population containing 1050 acres under irrigation.." Starting in 1925 through the end of the decade almost every issue of the Encinitas Coast Dispatch contained a large display ad for South Coast Park as well as a column entitled "South Coast Park". The column loosely tracked the development of the area offering news of individuals who were building there.

The South Coast Park area had moved west of Highway 101 with the subdivision of Unit 2 in 1925, and Units 4 and 5 in 1927. This area stretched from Athena on the south to Grandview on the north. It was during the 1927 subdivision that the streets of Nathan, Pacific, Pine, Monterey, and Myrtle were vacated and replatted.

The popularity of South Coast Park is reflected in a 1929 Encinitas Coast Dispatch article which said that "R. R. Zachary of the South Coast Land Company states that building restrictions are to be more rigidly enforced in the future. He advises all who contemplate building in South Coast Park soon to get in touch...to talk over building restrictions."

Improvements to the general area and service businesses were needed to further promote urbanization. In 1925, the development of a Civic Center (the area surrounding what is now known as Leucadia Roadside Park) for South Coast Park was promoted to attract businesses. In order to achieve the dream of "building a city", it was necessary to provide business services, according to an advertisement in the Encinitas Coast Dispatch in 1925. This ad tells of immediately needing "a first class general store, a good garage and several smaller shops." Plans for the Civic Center included improvements such as light standards. Another ad boasted that "on Wednesday, August 19, our street lights in South Coast Park Civic Center were turned on for the first time to the great delight of the entire community. This makes South Coast Park Civic Center the best lighted district between Santa Ana and La Jolla."

Another major subdivision was Seaside Gardens and Seaside Gardens Annex established in 1924 by Esther Cullen, Cora A. Taylor, and Amelia C. Briggs. Seaside Gardens was located to the west of Highway 101 and the Annex to the east. Promotions for Seaside Gardens promised that they would bring in "real people, not joy-riders, any one of whom you would like to have as a neighbor. Some will buy in Seaside Gardens, some will want acreage, we have both" boasted an ad in the Encinitas Coast Dispatch.

In 1928, the entire Seaside Gardens tract was purchased by John P. Mills. The Encinitas Coast Dispatch described the area as "an attractive residential district with sidewalks, curbs, gutters, ornamental light standards and trees already planted."

Avocado Acres No. 2 was subdivided by the Southern Title Guaranty Company in 1924, creating Eucalyptus and Wilstone Streets. Avocado Acres was promoted by the Ed Fletcher Company of San Diego. Fletcher was an influential figure in the history of San Diego county and was involved in developing land, roads and dams. In the teens Fletcher worked for the South Coast Land Company and purchased almost all of the coastal land from Oceanside to Del Mar. He helped to build the dam at Lake Hodges that spurred the formation of water companies and districts.

Agriculture, Avocados, and Flowers: The development of a reliable and ready source of water, combined with the mild coastal climate and entrepreneurial growers resulted in the blossoming of Leucadia. A description from the 1929 Encinitas Coast Dispatch tells that "the Briggs Floral Gardens in the northern part of South Coast Park are now a riot of color - the acres of brilliant flowers are visible for many miles North on the Coastal Highway."

The growth of the floral industry is credited to Thomas McLoughlin who moved from Seattle to Leucadia in 1924. McLoughlin, president of the South Coast Horticultural Association, was instrumental in creating the Encinitas Mid-Winter Flower Shows, an annual event that ran from 1925 through 1935. The exhibition attracted growers from all over the state and featured fruits and vegetables as well as flowers. Dignitaries such as the mayor of San Diego and "numbers of celebrities of the movie industry in Hollywood" attended the events.

A green gold coast of avocado trees was envisioned for the Leucadia area in the middle 1920's. The industry was touted as having "phenomenal growth...having been told of its possibilities as a 'green gold' crop." Only a few years earlier they were called "alligator pear trees" and regarded as a mere novelty.

The growing popularity of the fruit was capitalized upon with the subdivision named Avocado Acres. Advertisements for the subdivision offered to plant "your land with the best varieties of avocados from our own nurseries and care for them for a time at reasonable cost." One could also write away for their "new book, 'The Avocado.'"

Avocado groves were also planted in the South Coast Park area along Vulcan Avenue and spreading out to residential streets such as Encinitas (now Sunset) and Hermes. By 1928, avocado groves were considered "one of the high points of interest for those who came to look over this section of South Coast Park." In the early "pre-water" 1920's, plantings were made by seed. With further experimentation and readily available water, avocado plantings and trees became part of the Leucadia landscape.

From Tents to Cabins to Motor Courts to Motels: The Growth of the Tourist Industry: As the transportation improvement of the railroad in the 1880's brought growth to the North Highway 101 Corridor area, the widespread use of the automobile brought growth in the late 1920's. By the late teens American automobile manufacturers had developed assembly line production methods and were able to sell greater numbers of sturdy, inexpensive cars. These private passenger cars offered a freedom from railroads. Railroad lines were defined by the rails and stations. With an automobile a tourist could travel a variety of routes (initially roads used by horses and wagons) and the driver of the automobile could choose where and when to stop and what to see, limited only by the location and condition of the roads.

This freedom "to start, stop, or change direction at will made the automobile more than a means of moving from one place to another. It offered not only an alternative to railroads but also...the magic of the silver screen. The windshield of any car could be transformed into a proscenium arch framing one of the most fascinating movies of all - the landscape played at high speed." (Liebs). No previous mode of transportation provided such an experience.

The combination of the availability of the private automobile and California's climate opened the doors to the development of a tourism industry in the Encinitas-Leucadia area. Highway 101, the state highway connecting Los Angeles and San Diego was the main approach to the area from the North. The eucalyptus and cypress trees that had been planted a few decades earlier provided a shaded roadside strip for travelers who had just traversed the wide open coastal plains. Services for travelers such as gas stations, produce booths, tourist camps, and restaurants began to sprout up along the roadside. From the mid 1920's through the 1930's, the North Highway 101 corridor spawned a myriad of roadside businesses as the popularity of the automobile endured the depression.

One of the primary services required by travelers were overnight accommodations. One early form of accommodation was the auto camp. Sunset magazine extolled the virtues of "Tenting on the New Camp Ground" (July 1925) describing it as a "pleasure that is being enjoyed by annually increasing thousands in the auto" with new camps being developed "every year for the growing army of motorists who have caught the fever of outdoor life."

In 1925, the South Coast Land Company opened "a modern free camping ground on the Highway" (Encinitas Coast Dispatch, 1925) to accommodate the visitors who were interested in purchasing property. In 1928, the Encinitas Coast Dispatch noted that "although this part of San Diego county is essentially an agricultural unit, the 'vacation industry' and home-making business play an important role in the growth recorded here during the past year. Along the coast highway, hotels, restaurants and other establishments catering to vacation tourists have shown marked expansion."

Some other highway services noted in the Encinitas Coast Dispatch included: a campground and store (Glaucus and Highway 101) managed by Evelyn Hilton and George Calvert; the Journey's End Auto Camp; the Leucadia Service Garage adjoining the Post Office; the Evans Steak and Chop House; the Williams Grocery Store; and the Cypress Grove Auto Camp and Filling Station. During this period another building type critical to the success of automobile touring - the gas station - came into prominence. The one stop service station became a roadside fixture housing a gas distribution system and auto maintenance services under one roof.

By the 1920's tourism had become an integral part of the economy of the North Highway 101 corridor, and the auto campgrounds provided refuge for hardy auto travelers. Traditional hotels in the business districts near rail stations had long offered accommodations. However, after a long day's drive and adventure many motorists preferred the informality of the auto camp to the more formal hotel with its central lobby area. Many communities and businesses such as the South Coast Land Company built tourist camps in city parks or vacant lands. These campgrounds were popular with tourists since they provided reassurance of a comfortable and secure destination where they could gas up the car and browse in local stores. Local businesses also hoped the tourists would stay for a period of time and eat and shop at the local establishments.

However, as auto touring became more popular the camps began to decline. With the influx of tourists it became more difficult to maintain the campgrounds; they became more crowded and occasional unsavory characters camped at these free grounds. Campgrounds began to charge a fee and to provide services and incentives for travelers to stay at their facility. As travelers became conditioned to expect to pay a fee for a place to camp, competition - and the development of amenities - grew. Business owners discovered that travelers were willing to pay additional money for more permanent, private accommodations, and the concept of tent cabins and cabin camps emerged. These, too, were short-lived since the term cabin camps became associated with run down lots full of auto gypsies.

Physical changes from that of haphazard assemblages of tents and cabins to more organized plans of "courts" of cabins resulted in accommodations that were private yet visible and accessible from the highway. The Encinitas Coast Dispatch reported on the early motor courts constructed along Highway 101 in the 1920's. In 1928 it reported that "South Coast Park" is looking forward to the beginning of work on the new McClung auto court which is to be started on the highway near the Civic Center soon. The court is to be of stucco, adding to the plans drawn up by H. P. McClung of Alhambra...there will be 10 units with garage as well as McClung's own 6-room home." Located north of the Civic Center, "It is one of the most attractive in this section of the community." A year later the Blue Goose Auto Court, "modern in every way", was under construction.

The first motor hotel, called a "motel", is generally attributed to the Milestone Motel built in San Luis Obispo in 1925 by Pasadena architect Arthus S. Heineman. The motel building type consisted of a building (or buildings) each containing a string of rooms rather than the individual cabin concept of motor courts. Motels were more economical to build than motor courts since they maximized available space and cut down on construction requirements. Motels became the primary form of roadside accommodations starting in the 1930's.

Wood Frames and Plastic: The Development of Plant Nurseries: For the first half of the 20th century floriculture in the North Highway 101 Corridor area consisted of growers producing flowers (mainly gladioli) in open fields. The flowers were mostly sold at local markets. There were very few green-houses in the area. The era of dramatic growth for the floral industry took place after World War II as a result of new technologies. The development of polyethylene plastic film made it possible to construct simple wood frame structures that were enclosed with the plastic film. These wood frame structures were more economical to build than the traditional steel and glass greenhouses. Air freight became a viable option as the cost for the service decreased. This opened up national markets to growers. Growers from the Los Angeles area, squeezed out by urbanization, migrated to San Diego County after World War II.

Conclusion: The early growth and development of the North Highway 101 Corridor is linked to water, transportation, and tourism. After the first footholds of a few early settlers, the coming of the railroad in the 1880's brought transportation links to the rest of California and the United States. Early subdivisions and land development was begun, but was limited by a scarce water supply. The establishment of Lake Hodges and the San Dieguito Irrigation District resulted in a reliable water source. By the mid-1920's several land companies and developers were subdividing the land along the North Highway 101 Corridor. New residents further developed the area by establishing businesses such as agriculture, avocado and flower growing, and developing tourist services such as motor courts, motels and other roadside services.

The cultural landscape of the North Highway 101 Corridor today features surviving examples of these land uses, such as motels and nurseries still featuring their original function in their original form, and structures in which the use has changed but the form remains relatively intact.

The Land Use and Housing Elements of the Encinitas General Plan direct that the North 101 Corridor Specific Plan consider mixed use zoning as a land use option in the specific plan's commercial districts. This means that residential development can be allowed in districts which previously have been zoned exclusively for commercial uses. The reasons for considering this are many, not related just to housing strategies. Housing has not been a major issue in the crafting of the specific plan, but a serendipitous opportunity exists to aid the City's housing needs through the land use strategies of the North 101 Corridor Specific Plan.

The North 101 Corridor Specific Plan area has historically contributed more than its fair share of affordable housing in the city and the City should not rely on this specific plan to solve the citywide affordable housing problem. However, the strategies outlined below address housing need, within the context of the best land use planning for the area, and the desire to economically upgrade the coastal community.

Chapter 2 of this plan presents the community vision and sets forth the goals of the North 101 Corridor Specific Plan. The goals relating to housing are:

Chapter 9.0 addresses general plan compliance in detail. In terms of housing, to be consistent with and serve to implement the General Plan, this specific plan must retain at least the same amount and levels of density of residential development potential as established under the Land Use Element. In addition, as provided under the Land Use Element and housing program VI-e of the Housing Element, the specific plan process has addressed mixed use residential under commercial zoning.

The North 101 Corridor Specific Plan area covers a long, narrow swath of land surrounding the parallel coastal runs of North Highway 101, the railroad tracks, and Vulcan Avenue. This area incorporates the heart of the original coastal Leucadia community, its commercial activity centers, and some of the immediately adjacent residential neighborhoods. At the time of the land use survey for this specific plan (1990) the planning area included 1,256 total dwelling units, 231 under commercial zoning, 74 under office professional zoning, and approximately 46 of these attached directly to non-residential (commercial or office) uses. This shows that a pattern of mixed commercial/ residential use was established in the area prior to the adoption of this plan.

Fifty-five (4.4%) of the existing dwellings were classified as stand-alone, single-family residential. Forty-six (3.7%) were duplex, 516 (41%) were other multi-family, and 602 (48%) were spaces in mobilehome or trailer parks. This pattern clearly differentiates the residential character of the North 101 Corridor Specific Plan area from that of the "average" city residential situation, which is predominantly single-family detached. The existing North 101 Corridor is an area of broad housing variety, reflecting distinct neighborhoods as part of its make-up. Housing here has a number of direct and indirect relationships to the travel corridor itself, both physically and historically. The housing is generally higher density than the average of the city, but is still predominantly small-lot, small-scale in its built character. This residential make-up is a key element of the eclectic, small-scale, unique character of the North 101 Corridor Specific Plan area.

It is difficult to project the residential buildout potential for the North 101 Corridor Specific Plan area given the prevalent mixed use zoning. However, certain development assumptions were made in order to estimate the potential residential buildout. (Appendix J, Volume IV)

The maximum residential build-out projection under the specific plan is estimated at 1,761 units. This compares to a total of 1,256 units existing in 1990 and a potential of 851 units had previous general plan land use gone to build-out. The reduction in dwelling units under the general plan land use build-out was due to planned commercial land uses replacing existing dwelling units. The mixed-use allowances make up a substantial proportion of these differences: 472 units under the specific plan, none under previous zoning, and 231 units existing in 1990. Additionally, the replacement of OP zoning with various residential and mixed use zones along Vulcan Avenue, together with increases in certain residential zones along this street contribute to an increase in the number of dwelling units.

As noted above, housing development is not mandated in the specific plan to be guaranteed affordable. Market forces are expected to apply such that much of the Plan's residential development potential can be affordable. As such, adoption of the specific plan helps address the obligation of the City to provide "adequate sites for housing opportunities" for income categories of households with identified need.

The North 101 Corridor Specific Plan was prepared in accordance with applicable goals, policies and provisions of the general plan, which calls for the preparation of a specific plan for the beach-side commercial corridor within the Leucadia community.

The following are applicable goals and policies listed under each element category of the general plan, followed by a discussion which addresses the specific plan's consistency with the general plan.

GOAL 1: Encinitas will strive to be a unique seaside community providing a balance of housing, commercial, light industrial/office development, recreation, agriculture and open space compatible with the predominant residential character of the community.

POLICY 1.8: Encourage the types of commercial activities which will supply the community with a diverse economic base.

POLICY 1.9: Maintain a proper balance between acreage of commercial land and population served.

POLICY 1.10: Encourage the reasonable regulation of signs to preserve the basic character of the communities and to avoid adverse effect on property values. New pole and roof signage shall be prohibited. Freestanding monument signs shall be permitted, but shall be limited to a maximum height of eight feet. A variance from this height limitation may be granted by the City based on extreme topographic constraints and a demonstration that all other reasonable alternatives have been considered to provide site/business identification. Detailed regulation and limitation shall be specified in the City's zoning regulations. (Coastal Act/30251/Visual Protection)

POLICY 1.11: Encourage the rehabilitation and redevelopment of obsolete or declining commercial development, in ways consistent with community design and development objectives.

POLICY 1.14: The City will maintain and enhance the Highway 101 commercial corridor by providing appropriate community-serving tourist-related and pedestrian-oriented uses. (Coastal Act/30250)

GOAL 3: To assure successful planning for future facilities and services, and a proper balance of uses within the city, the City of Encinitas will establish and maintain a maximum density and intensity of residential and commercial uses of land within the city which will:

POLICY 3.3: The City will designate land use categories/zones for commercial development which provide for the commercial needs of the community with use and intensity regulations consistent with the goals of this Element.

POLICY 3.4: The City will allow those commercial uses which are necessary to satisfy the current and projected needs of the individual communities as indicated on the Land Use Map and under the policies of this plan.

POLICY 3.5: Commercial areas/zones shall be designated to avoid undue concentrations of commercial development which would increase traffic to levels beyond the current and projected capability of the City's services and facilities to deal with the increased traffic.

POLICY 3.7: With the exceptions described in Policy 3.12, once acknowledged as being consistent with the General Plan and Local Coastal Program, the allowable maximum density of any property designated for residential use shall not be increased except by the affirmative vote of a majority of those voting in the election approving the proposed increase.

POLICY 3.8: With the exceptions described in Policy 3.12, once acknowledged as being consistent with the General Plan and Local Coastal Program, property designated/zoned for non residential uses shall not be redesignated/rezoned to allow residential uses except by the affirmative vote of a majority of those voting in the election approving the proposed change.

POLICY 3.9: With the exceptions described in Policy 3.12, once acknowledged as being consistent with the General Plan and Local Coastal Program, property designated/zoned for residential use shall not be redesignated/rezoned to any non-residential use except by the affirmative vote of a majority of those voting in the election approving the proposed change.

POLICY 3.10: With the exceptions described in Policy 3.12, once acknowledged as being consistent with the General Plan and Local Coastal Program, property designated/zoned for non-residential use shall not be redesignated/rezoned to allow more non-residential uses or a greater intensity of use except by the affirmative vote of four or more City Council members based upon a finding that the proposed redesignation/rezoning will not substantially reduce revenues to the City and will not substantially increase traffic burdens on roads and highways.

POLICY 3.12: The following may be considered as exceptions to the requirements for voter approval for specified general plan land use map amendments:

1. Minor adjustments in land use boundaries to correctly reflect property or development site boundaries, which adjustments do not substantially change intended area development potential as approved by Council by unanimous vote.

2. Changes to land use designations to correct (a) map omissions and (b) mapping errors which are clearly demonstrated to be errors contrary to the intent of the General Plan as approved by a unanimous Council vote.

3. A change from any land use designation to the Ecological Resource/Open Space/Parks designation, when property has been purchased or land development rights have been secured for land for open space or parks purposes as approved by a unanimous Council vote.

4. Minor land use designation changes when approved by affirmative vote of four or more City Council members. For purposes of this paragraph, "minor" is defined as changes for which certified environmental review per the California Environmental Quality Act has determined that there will be no unmitigable significant negative environmental impacts, and one of the following apply:

(a) Exception for Decrease in Intensity:

The change is to a category of lower land use intensity or density than the existing category that results in a reduction in intensity. For purposes of this determination the following hierarchy of categories, from higher to lower, is established: Light Industrial, General Commercial, Visitor-Serving Commercial, Transportation Corridor, Local Commercial, Public/Semi-Public, Office Professional, Residential 25, Residential 15, Residential 11, Mobilehome Park, Residential 8, Residential 5, Residential 3, Rural Residential 2, Rural Residential 1, Rural Residential, Ecological Resource/Open Space/Parks.

(b) Exception for Residential Density:

The change applies to 5 acres of land area or less, and is a change from a non-residential to a residential category, or from a residential to another higher-density residential category, which would result in the allowance of ten or fewer additional dwelling units (prior to consideration of any density bonus) for the 5 acre site. The change shall also be determined to be compatible with, and generally not exceeding the density of, surrounding planned land use residential densities.

(c) Exception for Change Within Land Use Class:

The change applies to 5 acres of land area or less, and is a change from one land use category to another when both are within the same class of categories. For purposes of this determination the following classes of categories are established:

1. Rural Residential, Rural Residential 1, Rural Residential 2

2. Residential 3, Residential 5, Residential 8

3. Residential 11, Residential 15, Residential 25

4. Office Professional, Local Commercial

5. Visitor Serving Commercial, General Commercial

6. Changes in land use designations when approved by affirmative vote of four or more City Council members, to allow projects that provide a significant public benefit. A "significant public benefit" shall be determined by the City Council.

GOAL 4: The City of Encinitas will ensure that the rate of residential growth:

POLICY 4.2: The City will plan to provide services and facilities concurrent with projected need, sufficient to allow issuance of the maximum annual number of dwelling unit building permits. To guard against an unforeseen shortfall of services or facilities, the City will determine adequacy of services and facilities for each residential development at the discretionary review stage. For dwellings not subject to discretionary review, such determination shall be made with the earliest development permit submittal. No unit shall be approved or permitted for which inadequate services or facilities are available.

GOAL 5: The City of Encinitas will ensure that the rate of commercial growth:

POLICY 5.1: Commercial growth within the City should be sufficient to support residential growth and provide adequate services to the citizens of the individual communities.

POLICY 5.2: Proposed commercial growth should reflect a general balance of uses within the community.

POLICY 5.3: The City shall develop and implement commercial zoning and development standards which will accomplish the goals and policies of the General Plan, emphasizing quality, community character, and community needs.

GOAL 6: Every effort shall be made to ensure that the existing desirable character of the communities is maintained.

POLICY 6.1: Permit commercial land uses and other types of non-residential development only in those areas where such development presently is concentrated or where indicated by the General Plan as long as such development does not result in land use conflicts with surrounding residential development.

POLICY 6.5: The design of future development shall consider the constraints and opportunities that are provided by adjacent existing development. (Coastal Act/30251)

POLICY 6.6: The construction of very large buildings shall be discouraged where such structures are incompatible with surrounding development. The building height of both residential and non-residential structures shall be compatible with surrounding development, given topographic and other considerations, and shall protect public views of regional or statewide significance. (Coastal Act/30251/30252/30253)

POLICY 6.7: Require commercial development to provide sufficient landscaping to soften the visual impact of commercial buildings and parking areas.

GOAL 7: Development in the community should provide an identity for the City while maintaining the unique identity of the individual communities. (Coastal Act/30253)

POLICY 7.1: Establish design themes for commercial districts located within individual communities.

POLICY 7.3: Although common themes for each of the communities may be established, each community may also promote variety in the design of individual projects.

POLICY 7.4: Develop regulations and incentives for residential, commercial, and industrial developers to vary design, setbacks, driveways, rooflines, materials, colors, landscaping, etc. to ensure variation in the design of individual residential units within larger subdivisions and commercial/ industrial projects.

POLICY 7.5: A streetscape specific plan(s) for the Highway 101 corridor and El Camino Real corridor shall be prepared (Coastal Act/30251)

POLICY 7.6: Private development shall coordinate with street/public improvements, i.e. streetscape, landscape, site design and the like.

POLICY 7.8: The 101 corridor from the north City boundary to Encinitas Boulevard is designated a Specific Plan area. Development shall be allowed prior to the completion of the Specific Plan.

POLICY 7.10: Both residential and non-residential development shall be limited to a maximum height of two stories and 30 feet. Limited exceptions for non-residential development may be allowed, but only for designated specific sites as developed and adopted through area specific plans. Exceptions may also be made for Medical Complex development projects at the discretion of the City pursuant to conditional use permit applications as provided by the Zoning Code, to allow building heights up to a maximum height of three stories.

GOAL 9: Preserve the existence of present natural open spaces, slopes, bluffs, lagoon areas, and maintain the sense of spaciousness and semi-rural living within the I-5 view corridor and within other view corridors, scenic highways and vista/view sheds as identified in the resource management element. (Coastal Act/30240/30251)

POLICY 9.3: Prohibit and eliminate billboards and obtrusive advertising media along freeway corridors, Highway 101/First Street and other scenic corridors and routes as specified in the Resource Management Element. (Coastal Act/30251)

GOAL 1: The City will encourage the provision of a wide range of housing by location, type of unit, and price to meet the existing and future housing needs in the region and city. [i-a through h; ii-a through d; iii-c and d; iv-a through f; v-b through g; vi-a, c through l; vii-c; viii-c]

POLICY 1.2: Strive to provide a wide variety of housing types so that a range of housing needs and tastes will be made available to existing and future residents. [I-a through h; II-b, c, d; IV-e, f; V-b, c; VI-a, e, j, k, l; VII-e; VIII-c]

POLICY 1.3: When existing residential units are replaced, they should be replaced with units that are compatible in design with the surrounding residential neighborhood as planned by the City. [I-a]

POLICY 1.6: Encourage retention of all existing, viable mobile home parks through use of a mobilehome/trailer park overlay zone, a permanent mobilehome park zone, and the application of incentives. [I-d; II-c; IV-e, f; V-c]

GOAL 3: The City will encourage the maintenance and preservation of the existing housing stock as well as quality workmanship in new housing.

POLICY 3.9: Encourage street planting, landscaping, and undergrounding of utilities. [I-a]

POLICY 3.10: Encourage high standards of design, materials, and workmanship in all construction and developments. [I-a]

GOAL 1: Encinitas should have a transportation system that is safe, convenient and efficient, and sensitive to and compatible with surrounding community character. (Coastal Act/30252)

POLICY 1.2: Endeavor to maintain Level of Service C as a basic design guideline for the local system of roadways understanding that the guideline may not be attainable in all cases.

POLICY 1.3: Prohibit development which results in Level of Service E or F at any intersection unless no alternatives exist and an overriding public need can be demonstrated.

POLICY 1.4: Require, where feasible, interconnecting off-street pedestrian and vehicular circulation between adjacent commercial and office land uses. This policy should be required along major transportation corridors to minimize traffic conflicts associated with pedestrian and vehicular movement to and from these properties. (Coastal Act/30252)

POLICY 1.7: Encourage adjacent properties to use common access points to access prime arterials, major roads, collectors and augmented local streets.

POLICY 1.9: Minimize private driveway access onto both major and collector roads.

POLICY 1.10: Encourage the design of roads and traffic controls to optimize safe traffic flow by minimizing turning, curb parking, uncontrolled access, and frequent stops.

POLICY 1.12: The City will promote increased off street parking for existing and future commercial and residential uses in the near coast area, will minimize curb cuts for new development in the vicinity of beach access points in order that the maximum amount of curb parking will be available to beach users, and will encourage remote parking/shuttle service and park-and-ride facilities in the Coastal Zone. The City will require that all commercial, industrial and residential uses be designed and constructed with sufficient off street parking and loading facilities to assure adequate parking is provided with new development such that no adverse impacts on coastal access are documented. Parking ratios shall be utilized as specified and detailed in the City's Zoning Code and in implementing Specific Plans which provide sufficient parking spaces so as not to require patrons/employees/residents to utilize parking which is necessary/required for other approved uses or street and other public parking that should otherwise be available for public use. (Coastal Act/30252)

POLICY 1.14: A coordinated traffic signal system shall be developed and implemented.

POLICY 1.15: The City will actively support an integrated transportation program that encourages and provides for mass-transit, bicycle transportation, pedestrians, equestrians, and car-pooling. (Coastal Act/30252)

POLICY 1.17: Standards shall be established and implemented to provide for adequate levels of street lighting, based on criteria of safety and related to volumes of vehicular, pedestrian and bicycle activity and potential points of conflict. Such standards shall be designed to respect different community and neighborhood needs for lighting, different community standards for design and special attention given to preservation of dark sky.

POLICY 1.18: Standards shall be established and implemented to provide for a comprehensive system of traffic control devices and signing, based on sound traffic engineering principals, to assure traffic safety and preservation of community character.

POLICY 1.19: The City will provide for adequate levels of maintenance of all improved components of the circulation system, such as roadways, sidewalks, bicycle facilities, roadway drainage systems, pedestrian, recreational trails, bicycle trails and facilities.

GOAL 2: The City will make every effort to develop a varied transportation system that is capable of serving both the existing population and future residents while preserving community values and character. (Coastal Act/30252/30253)

POLICY 2.1: Adopt and implement standards for rural, semi-rural, and urban roadways within the City consistent with community character.

POLICY 2.4: When considering circulation patterns and standards, primary consideration will be given to the preservation of character and safety of existing residential neighborhoods. Where conflicts arise between convenience of motorists and neighborhood safety/community character preservation, the latter will have first priority.

POLICY 2.8: Where necessary, require acquisition of right-of-way as a condition of approval of all final subdivision maps. Encourage landscaping of rights-of-way if not being used for public roads, hiking/riding trails or beach access trails.

POLICY 2.9: Develop new alternate road and intersection standards to promote retention of existing neighborhood atmosphere.

POLICY 2.10: Establish landscaping buffer and building setback requirements along all roads which are local augmented status or larger, except where inappropriate. (Coastal Act 30252)

POLICY 2.12: Encourage unique characteristic community design standards for traffic signals and intersection signing and other street improvements, structures and furniture.

POLICY 2.13: Encourage landscaped medians and parkways on all roadways where practical.

POLICY 2.14: Develop rural, semi-rural, and urban standards and criteria for private streets including a mechanism for on-going maintenance.

POLICY 2.16: Develop a program to improve alleyways with paving and drainage improvements.

POLICY 2.18: Where possible, functioning of the street system should be improved by the installation of intersection improvements.

GOAL 3: The City of Encinitas will promote the use of other modes of transport to reduce the dependence on the personal automobile. (Coastal Act/30252)

POLICY 3.1: The needs of the handicapped will be considered in new development plans including handicapped parking, loading, etc.

POLICY 3.2: Continue to assist in expanding public transportation and emphasize public transportation in future development with preference given to cost-effective alternatives. (Coastal Act/30252)

POLICY 3.3: Create a safe and convenient circulation system for pedestrians. (Coastal Act/30252)

POLICY 3.4: Cooperate with San Diego County, SANDAG, and other jurisdictions to help plan and implement a regional multi-modal transportation system that is accessible to residents in the City. (Coastal Act/30252)

POLICY 3.6: The City should provide and encourage efficient links between possible rail transit service and other transportation modes, including rerouting of bus service to interface with transit stops.

POLICY 3.8: A program shall be developed to install sidewalks or paths, where appropriate, around schools, churches, active parks, commercial and other areas of pedestrian activity where public safety or welfare is at issue (Coastal Act/30252)

POLICY 3.10: Standards shall be established for the location and design of newsracks, signs, walls and other improvements which encroach into the public right-of-way. (Coastal Act/30251)

POLICY 3.11: The City will strive to implement a safe, direct, and convenient circulation system for commuting and recreational bicycle traffic. The City will support the development of additional bicycle facilities in the Coastal Zone, including the following:

GOAL 4: The City should make every effort to develop a circulation system that highlights the environmental and scenic amenities of the area. (Coastal Act/30251)

POLICY 4.1: Design roads to enhance scenic areas. (Coastal Act/30251)

POLICY 4.2: Promote and encourage roadside and median landscaping. (Coastal Act/30251)

POLICY 4.3: Separate pedestrian, bicycle, and vehicular traffic by encouraging adequate space for walking and biking by striping roadways, excepting freeways. Coastal Act/30252)

POLICY 4.4: Where possible, establish a separate system of hiking trails, bicycle paths and equestrian trails from which motorized vehicles shall be banned.

POLICY 4.9: Prohibit whenever legally possible, or strictly regulate billboards on city streets, roads, freeways, railroad rights-of-way, and lagoons. (Coastal Act/30251/30253)

POLICY 4.10: Develop street lighting standards, where appropriate, consistent with neighborhood/community character and night sky viewing.

POLICY 4.11: Keep street lighting, curbs, and gutter requirements consistent with individual neighborhood character.

POLICY 4.12: Encourage undergrounding of utilities within street rights-of-way and transportation corridors. (Coastal Act/30251)

POLICY 4.14: Where feasible, minimize the dependence on private motor vehicles. (Coastal Act/30252)

GOAL 1: Public health and safety will be considered in future land use planning. (Coastal Act/30253)

POLICY 1.4: Develop a master plan for drainage and flood control. (Coastal Act/30236)

POLICY 1.6: The City shall provide for the reduction of unnatural causes of bluff erosion, as detailed in the Zoning Code, by:

a. Only permitting public access stairways and no private stairways, and otherwise discouraging climbing upon and defacement of the bluff face;

b. Improving local drainage systems to divert surface water away from the bluff;

c. Studying the underground water system and looking for potential solution to bluff instability/erosion caused by such water;

d. Reducing the infusion of ground water from domestic sources through, among other actions, requiring the removal of existing irrigation systems within forty feet of the bluff edge and prohibiting the installation of such systems in new development;

e. Permitting pursuant to the Coastal Bluff Overlay Zone, bluff repair and erosion control measures on the face and at the top of the bluff that are necessary to repair human-caused damage to the bluff, and to retard erosion which may be caused or accelerated by land-based forces such as surface drainage or ground water seepage, providing that no alteration of the natural character of the bluff shall result from such measures, where such measures are designed to minimize encroachment onto beach areas through an alignment at and parallel to the toe of the coastal bluff, where such measures receive coloring and other exterior treatments and provided that such measures shall be permitted only when required to serve coastal-dependent uses or to protect existing principal structures or public beaches in danger from erosion, and when designed to eliminate or mitigate adverse impacts on local shoreline sand supply; and

f. Requiring new structures and improvements to existing structures to be set back 25 feet from the inland bluff-top edge, and 40 feet from coastal bluff-top edge with exceptions to allow a minimum coastal bluff-top setback of no less than 25 feet. For all development proposed on coastal bluff-tops, a site-specific geotechnical report shall be required. The report shall indicate that such a reduced setback will not result in risk of foundation damage resulting from bluff erosion or retreat to the structure within its economic life and with other engineering evidence to justify the coastal bluff-top setback.

In all cases, all new construction shall be specifically designed and constructed such that it could be removed in the event of endangerment and the applicant shall agree to participate in any comprehensive plan adopted by the City to address coastal bluff recession and shoreline erosion problems in the City.

This does not apply to minor structures that do not require a building permit, except that no structures, including walkways, patios, patio covers, cabanas, windscreens, sundecks, lighting standards, walls, temporary accessory buildings not exceeding 200 square feet in area, and similar structures shall be allowed within five feet from the bluff-top edge; and

g. Permanently conserving the bluff face within an open space easement or other suitable instrument. (Coastal Act/30210/30235/30240/30251/30253)

POLICY 1.15: The City shall establish and implement standards, based on the 50- or 100-year storm, for flood control and drainage improvements, and the maintenance of such improvements, designed to assure adequate public safety. Such standards and improvements shall be consistent with the policies of this Plan to respect community character and maintain natural or natural-appearing drainage courses whenever feasible.

GOAL 1: The City will conserve, protect, and enhance the water resources in the planning area. (Coastal Act/30231)

POLICY 1.1: Require new development to utilize measures designed to conserve water in their construction.

POLICY 1.10: Promote the use of water efficient sprinkling and gardening systems to include ordinances and technology to encourage drought tolerant plants.

GOAL 3: The City will make every effort possible to preserve significant mature trees, vegetation and wildlife habitat within the planning area. (Coastal Act 30240)

POLICY 3.1: Mature trees of community significance cannot be removed without City authorization.

POLICY 3.2: Mature trees shall not be removed or disturbed to provide public right-of-way improvements if such improvements can be deferred, redesigned, or eliminated. This policy is not meant to conflict with the establishment of riding/hiking trails and other natural resource paths for the public good, or with the preservation of views.

POLICY 3.3: The City will examine ways to aesthetically trim street trees and vegetation within the public right-of-way including the possibility of using contract services or City personnel. (Coastal Act/30240/30251)

POLICY 3.4: A program shall be developed to trim roots and replace sidewalks and other public facilities which may be damaged by roots. (Coastal Act/30251/30254)

POLICY 3.5: A street tree planting program shall be developed and implemented.

POLICY 3.6: Future development shall maintain significant mature trees to the extent possible and incorporate them into the design of development projects.

GOAL 4: The City, with the assistance of the state, federal and regional agencies, shall provide the maximum visual access to coastal and inland views through the acquisition and development of a system of coastal and inland vista points. (Coastal Act/30251)

POLICY 4.5: The City will designate "Scenic/Visual Corridor Overlay" areas within which the character of development would be regulated to protect the integrity of the Vista Points according to the following criteria:

POLICY 4.6: The City will maintain and enhance the scenic highway/visual corridor viewsheds. (Coastal Act/30251)

POLICY 4.7: The City will designate the following view corridors as scenic highway/visual corridor viewsheds:

POLICY 4.9: It is intended that development would be subject to the design review provisions of the Scenic/ Visual Corridor Overlay Zone for those locations within Scenic View Corridors, along scenic highways and adjacent to significant viewsheds and vista points with the addition of the following design criteria:

GOAL 5: The City will make every effort to participate in programs to improve air and water quality in the San Diego region. (Coastal Act/30231)

GOAL 7: The City will make every effort to ensure significant scientific and cultural resources in the planning area are preserved for future generations. (Coastal Act/30250)

POLICY 7.1: Require that paleontological, historical and archaeological resources in the planning area are documented, preserved or salvaged if threatened by new development. (Coastal Act/30250)

POLICY 7.2: Conduct a survey to identify historic structures and archaeological/cultural sites throughout the community and ensure that every action is taken to ensure their preservation. (Coastal Act/30250/30253(5))

POLICY 7.3: The City will pursue the development of a historic resources program to assist in the identification, preservation, and restoration of those buildings, structures, and places within the City that have historic significance.

GOAL 9: The City will encourage the abundant use of natural and drought tolerant landscaping in new development and preserve natural vegetation, as much as possible, in undeveloped areas. (Coastal Act/30240/30251)

POLICY 9.1: The City will initiate and pursue the landscaping of appropriate median and parking areas with trees on all new and existing arterial streets. (Coastal Act/30251)

POLICY 9.4: Encourage and adopt standards for the use of drought tolerant and/or natural landscaping and efficient irrigation systems throughout the City. (Coastal Act/30231/30240)

POLICY 9.5: Encourage and adopt standards for clean-up, landscaping, beautification, utility undergrounding, and additional landscaping in parking facilities where needed in existing commercial areas. (Coastal Act/30251/30252)

POLICY 9.6: Require landscaping in the design of new residential, commercial, and industrial areas and buildings as detailed in the City Zoning Code regulations. (Coastal Act/30251/30253)

POLICY 9.7: Encourage and adopt standards for landscaping of existing commercial and industrial uses to screen and buffer unsightly and congested commercial/industrial areas from surrounding land uses. (Coastal Act/30251)

GOAL 13: Create a desirable, healthful, and comfortable environment for living while preserving Encinitas' unique natural resources by encouraging land use policies that will preserve the environment. (Coastal Act/30250/30251)

POLICY 13.3: Encourage the use of buffer zones to separate major thoroughfares from adjacent areas and protect them from pollutants of noise, exhaust, and light. (Coastal Act/30250/30251)

POLICY 13.5: The City shall promote and require the conservation and preservation of natural resources and features of the area in their natural state and avoid the creation of a totally urbanized landscape. Encourage the planting of trees and other vegetation, especially native species, to enhance the environment. (Coastal Act/30240/30251)

GOAL 1: The maintenance of the open space resources in the planning area will continue to be emphasized. (Coastal Act/30240)

POLICY 1.6: Establish mini-parks and playlots in high density areas where larger parks are inaccessible or impractical to provide, and only when the provision of neighborhood parks to serve local neighborhood park needs is not possible.

POLICY 1.7: Provide a neighborhood park within convenient, and where possible, walking distance for all urban area residents.

POLICY 1.11: Develop an open space program that will link the various communities together with parks, recreation/pedestrian access and natural visual corridors.

POLICY 1.12: Active parks, passive parks, and natural open space shall be provided in each of the communities to the extent possible.

POLICY 1.14: The City shall attempt to acquire the Santa Fe railroad right-of-way, should it become available, for the development of recreational facilities and landscaping as well as transportation and other public needs.

POLICY 1.16: Future trails in addition to those planned for in this element may be added to the existing systems to enhance the recreational opportunities of the City.

GOAL 2: The City will make every effort to preserve open space areas that represent a significant environmental resource in the community. (Coastal Act/30240)

POLICY 2.2: Provide and maintain an inter-linking network of trails for horseback riding, hiking, and bicycling; and minimize the cost of the trail system by encouraging the use of drainage channels, flood plains, existing trails, public lands, excess street rights-of-way, and major utility rights-of-way. (Coastal Act/30212.5/30252)

POLICY 2.3: Encourage the preservation and protection of areas for the recreational activities characteristic of Encinitas such as horseback riding, surfing, skin-diving, bicycling, walking, and jogging. (Coastal Act/30212.5/30252)

GOAL 1: Provide an acceptable noise environment for existing and future residents of the City of Encinitas.

POLICY 1.1: Review actions or projects that may have noise generation potential to determine what impact they may have on existing land uses. If a project would cause an increase in traffic noise levels, the policy of the City of Encinitas is to accept an increase up to an Ldn of 55 dB in outdoor residential use areas without mitigation. If a project would increase the traffic noise level by more than 5 dB and the resulting Ldn would be over 55 dB, then mitigation measures must be evaluated. If the project, or action, would increase traffic noise levels by 3 dB or more and the resulting Ldn would exceed 60 dB in outdoor use areas in residential development, noise mitigation must be similarly evaluated. The impact of non transportation projects must generally be evaluated on a case-by-case basis. The following recommendations will aid in evaluating the impacts of commercial and industrial projects.

a) Performance Standards Adjacent to Residential Areas. New commercial construction adjacent to residential areas should not increase noise levels in a residential area by more than 3 dB (Ldn) or create noise impacts which would increase noise levels to more than an Ldn of 60 dB at the boundary of the nearest residential area, whichever is more restrictive.

b) Performance Standards Adjacent to Commercial and Industrial Areas. New commercial projects should not increase noise levels in a commercial area by more than 5 dB (Ldn) or increase noise levels to an Ldn in excess of 70 dB (office buildings, business and professional) or an Ldn of 75 dB (industrial) at the property line of an adjacent commercial/industrial use, whichever is more restrictive.

POLICY 1.2: An Ldn of 60 dB is the maximum acceptable outdoor noise level in residential outdoor use areas. The City recognizes that there are residential areas in which existing noise levels exceed an acceptable level. The City will adopt a Noise Wall/Barrier Installation Policy for determining which areas should receive soundwalls along the major street system and to evaluate possible cost participation programs for constructing these soundwalls.

POLICY 1.4: The City will limit truck traffic in residential and commercial areas to designated truck routes. Limit construction, delivery, and through truck traffic to designated routes. Distribute maps of approved truck routes to City traffic officers.

POLICY 1.5: The City will establish and maintain coordination among City, County, and State agencies involved in noise abatement and other agencies to reduce noise generated from sources outside the City's jurisdiction.

POLICY 1.7: Apply Title 24 of the California Administrative Code, associated with noise insulation standards, to single-family dwellings.

GOAL 2: Require that new development be designed to provide acceptable indoor and outdoor noise environments.

GOAL 3: Ensure that residents are protected from harmful and irritating noise sources to the greatest extent possible.

GOAL 4: Provide for measures to reduce noise impacts from stationary noise sources.

POLICY 4.1: Ensure inclusion of noise mitigation measures in the design and operation of new and existing development.

Certain basic financing needs have been identified which include improvements to traffic/circulation, drainage, and utility infrastructure. Other specific capital improvements include streetscape enhancement, community facilities, and community development programs.

The following table summarizes an initial estimate of those capital needs and costs that apply within the North 101 Corridor Specific Plan area. These are preliminary cost estimates based on '96 dollars. The cost estimates for the undergrounding of utilities, drainage, and street improvements can be reduced if these projects are coordinated and implemented at the same time.

Improvement Projects