This chapter provides recommendations to promote the efficient
and safe movement of people and goods within the Cardiff-by-the-Sea
Specific Plan area. Policies and standards are presented to ensure
that components of the transportation system provide optimal circulation
of vehicles, pedestrians, and bicycles while minimizing conflicts
and maintaining safety.
North/south vehicular circulation within the Specific Plan area
traffic is carried primarily by San Elijo and Newcastle Avenues. A
series of east-west streets link Newcastle Avenue with San Elijo Avenue
and the surrounding residential community. All the roads in the Specific
Plan area are designated either as Special Case, Urban Local, or Augmented
Local roads or alleys. The Augmented Locals (Birmingham Drive and
San Elijo Avenue) serve to funnel traffic in and out of the Specific
Plan area, while local roads primarily are used for internal circulation.
Level of Service (LOS) is the standard unit of measurement that
describes the quality of flow through an intersection. There are six
levels of service, from A through F, with A representing the least
delay and F the most delay.
The Encinitas General Plan indicates the lowest acceptable LOS
in the City is D, although the goal is to maintain LOS C or better
on Circulation Element roads. Within the Specific Plan area, Birmingham
Drive and San Elijo Avenue are designated Circulation Element roads.
The minimum standards for the improvement of streets and roadways
located within the Cardiff-by-the-Sea Specific Plan area are provided
in the table below. Additional right-of-way may be required to accommodate
turn lanes or other improvements to ensure adequate functioning of
the following intersections: Birmingham Drive at Newcastle Avenue,
Birmingham Drive at San Elijo Avenue, and San Elijo Avenue at Chesterfield
Drive. On-street parking may be restricted, as deemed necessary by
the City Engineer, to provide for safe travel on narrow roads, and
sight distance and turning movements at intersections and driveways.
Proposed cross-sections of streets within the Specific Plan area are
shown in Figures 21, 22, 23, 24, 25 and described below. These standards
shall apply only to that portion of the streets within the boundaries
of the Specific Plan Area.
|
TABLE 5-1 – RECOMMENDED RIGHT-OF-WAY (ROW) IMPROVEMENTS
| ||
|---|---|---|
|
Street
|
Total ROW Width (includes pathways and roadway)1
|
Typical Curb-to-Curb Roadway Width5
|
|
Birmingham Drive
- San Elijo Avenue to Newcastle Avenue
- Newcastle Avenue east
|
70′
60′
|
46′
40′
|
|
San Elijo Avenue2
|
60′
|
45′
|
|
Newcastle Avenue
- Birmingham Drive to Liverpool Drive3
- Liverpool Drive to Orinda Drive
|
60′
60′
|
40′
40′
|
|
Liverpool Drive
|
60′
|
40′
|
|
Aberdeen Drive
|
60′
|
40′
|
|
Chesterfield Drive
|
60′
|
40′
|
|
Orinda Drive (between San Elijo Avenue and easterly entrance
to Glen Park4)
|
50′
|
40′
|
|
Manchester Avenue (north of Birmingham Drive)
|
40′
|
30′
|
|
1
|
Portions of existing ROW that exceed the total ROW shown here
shall not be reduced unless the City Council makes a finding that
the additional ROW is not necessary to achieve the objectives or planned
improvements identified in this Specific Plan.
|
|
2
|
The easterly San Elijo Avenue ROW line from Chesterfield Drive
to Mozart Avenue shall remain fixed in its location as of the adoption
date of this Specific Plan. The City should work with the North County
Transit District to acquire additional ROW or other access necessary
along the westerly edge of San Elijo Avenue to achieve the planned
improvements identified in this Specific Plan.
|
|
3
|
In the event of a major redevelopment of the Cardiff Town Center
site, curb-to-curb width and total ROW shall be increased by a minimum
of 8' to accommodate diagonal parking along the west side of Newcastle
Avenue. The number of additional on-street parking spaces gained over
the existing parallel parking may be used as a credit toward the off-street
parking requirement of the redeveloped site on a one-for-one basis.
|
|
4
|
Orinda Drive is outside the Specific Plan area, although circulation
would benefit if from the easterly entrance of Glen Park eastward
to Newcastle Avenue, Orinda Drive transitions to a 40' Special Case
Local Street.
|
|
5
|
On-street parking shall be provided where curb-to-curb dimensions
allow.
|
|
Fig. 21 Street Standards A
 |
|
Fig. 22 Street Standards B
 |
|
Fig. 23 Street Standards C
 |
|
Fig. 24 Street Standards D
 |
|
Fig. 25 Street Standards E
 |
When improvements of streets or portions of rights-of-way are
proposed by the City, or are required of any developer or agency in
conjunction with land use or other development, such improvement shall
be consistent with these standards.
Consistent with City regulations, requirements to install street
improvements may be satisfied by other applicable measures when it
is determined that incremental improvements are inappropriate.
5.4.1
Signalized Intersections
Signalized intersections within the Specific Plan area occur
at two locations.
|
SIGNALIZED INTERSECTIONS
|
RECOMMENDED IMPROVEMENTS
|
|---|---|
|
San Elijo Avenue/Birmingham Drive
|
Implementation of design improvements that advance pedestrian
safety at crossings, e.g., with enhanced in-street paving at crosswalks.
|
|
San Elijo Avenue/Chesterfield Drive
|
Implementation of design improvements that advance pedestrian
safety at crossings, e.g., with enhanced in-street paving at crosswalks,
and also create a major gateway entrance1 to the Specific Plan Area.
|
|
1
|
Major Gateway Entrances are described in Chapter 4 and can include monument signs, overhead signs, wayfinding signs, public art, or other features that make clear to pedestrians and motorists that they are entering a special district.
|
5.4.2
Unsignalized Intersections
Unsignalized intersections within the Specific Plan area where
improvements are recommended are:
|
UNSIGNALIZED INTERSECTIONS
|
RECOMMENDED IMPROVEMENTS
|
|---|---|
|
San Elijo Avenue at Liverpool Drive
|
Implementation of design improvements that advance pedestrian
safety for crossing Liverpool Drive, e.g., with enhanced in-street
paving.
|
|
San Elijo Avenue at Aberdeen Drive
|
Implementation of design improvements that advance pedestrian
safety for crossing Aberdeen Drive, e.g., with enhanced in-street
paving.
|
|
San Elijo Avenue at Orinda Drive
|
Implementation of design improvements that advance pedestrian
safety at crossings, e.g., with enhanced in-street paving for crosswalks.
|
|
Newcastle Avenue at Birmingham Drive
|
Implementation of design improvements that advance pedestrian
safety at crossings, e.g., with enhanced in-street paving, and also
developing a major gateway entrance to the Specific Plan Area.1
|
|
Newcastle Avenue at Liverpool Drive
|
None recommended. This intersection was improved with the construction
of the Cardiff branch library.
|
|
Newcastle Avenue at Aberdeen Drive
|
Implementation of design improvements that both advance pedestrian
safety for crossing Aberdeen Drive, e.g., with enhanced in-street
paving.
|
|
Newcastle Avenue at Chesterfield Drive
|
Implementation of design improvements that advance pedestrian
safety for crossing Chesterfield Drive, e.g., with enhanced in-street
paving.
|
|
1
|
Major Gateway Entrances are described in Chapter 4 and can include monument signs, overhead signs, wayfinding signs, art, or other features that make clear to pedestrians and motorists that they are entering a special district.
|
5.5.0
Objective
An objective of this Specific Plan is to enhance pedestrian
orientation in the Specific Plan area. Major considerations in creating
a pedestrian-oriented environment include:
|
•
|
Creating safe pedestrian facilities at all pathways and while
crossing intersections
|
|
•
|
Providing adequate separation between pedestrian and vehicular
facilities
|
|
•
|
Remaining sensitive to the needs of persons with physical challenges
|
|
•
|
Completing missing pedestrian linkages within and in immediately
adjacent areas outside the Specific Plan to create connectivity to
and from the Specific Plan area
|
To this end, pathways are proposed for all streets within
the Specific Plan area.
Land use, development standards, and design policies and recommendations
contained within this Plan reinforce one another to achieve the objectives
of creating an enhanced pedestrian environment. Specifically, the
requirement for pathways within the Plan area, the multiple use of
alleyways, and the variety of routes that allow residents to move
through the Cardiff-by-the-Sea business district are all intended
to encourage pedestrian activity.
5.5.1
Formal and Informal Pedestrian Linkages
The framework for pedestrian orientation is provided by the
grid-like street pattern, alleyways, pedestrian paths integrated as
a part of development, and recreational paths. Still, opportunities
to reinforce the pedestrian network exist.
One objective of enhanced pedestrian circulation is to link
the parks, informal paths, and open spaces that border the Specific
Plan area. These include Glen Park to the south, the informal pedestrian
pathway along the NTCD Right-of-Way (ROW) to the west, and George
Berkich Park to the north. These can be linked through a pedestrian
circulation system consisting of pathways on primary and secondary
streets that run north, south, east, and west from the Specific Plan
area.
In addition, there are informal walking routes that will materialize
over time which use alleys and unofficial pedestrian paths internal
to the Specific Plan area. By interconnecting public pathways, alleys,
and at-grade parking areas, opportunities are created for pedestrians
to meander throughout the Cardiff business district. These highly
desirable meandering routes facilitate a connection between pedestrian
and place, and lead to an intimate knowledge and enhanced sense of
bonding with an area.
Finally, there are locations in the Specific Plan area where
the pedestrian network is fragmented due to breaks in the availability
of pathways. This Specific Plan supports the opportunity for these
informal meandering routes to occur in a natural fashion. It does
not create or specifically plan them since such orchestrated paths
may or may not favor with pedestrians. As new Specific Plan development
standards are implemented by either the City or private development,
over time the discontinuity will cease to exist. The Specific Plan
envisions that certain improvements will occur in larger, defined
segments. However, it is desirable that the new network of pedestrian
pathways occurs throughout and adjacent to the Specific Plan in a
timely manner.
5.5.2
Crosswalks
The wide curb-to-curb travel distance across Orinda Drive at
San Elijo Avenue, in combination with the north-to-south downward
sloping grade of San Elijo Avenue which encourages some drivers to
accelerate, make the pedestrian crossing at Orinda Drive cumbersome.
The awkwardness of the crossing hinders the pedestrian linkage with
Glen Park.
If Newcastle Avenue is to become a strong element of the pedestrian
network, there is a need for a safe pedestrian crossing at Birmingham
Drive. A crosswalk, pedestrian refuge, and/or pedestrian-activated
crossing signal would make crossing Birmingham Drive easier and provide
for vehicular traffic-calming. Increasing pedestrian traffic across
Birmingham at this point would also stimulate development activity
along Newcastle as well as along Birmingham itself.
Bikeway Master Plans approved by Caltrans have three classes
of bikeway facilities:
|
•
|
A Class I Bicycle Path is typically a completely separate right-of-way
for the exclusive use of nonmotorized vehicles.
|
|
•
|
A Class II Bicycle Lane is typically a lane nearest the curb
that is striped and signed for bicycle use. It is usually located
on major streets.
|
|
•
|
A Class III Bicycle Route is typically a shared right-of-way
designated only by signs. Bicycles share the roadway with motor vehicles.
Bicycle Routes are usually designated on neighborhood streets.
|
In 2005, the City of Encinitas adopted an updated version of
the 1990 Master Bikeway Plan and Engineering Feasibility Study for
the City of Encinitas. That plan proposed several bikeways within
the Cardiff Specific Plan area:
|
•
|
A Class II bike lane along San Elijo Avenue between Mozart Avenue
and Chesterfield Drive; and
|
|
•
|
A Class III bike route that extends westerly along Liverpool,
turns south on Newcastle, turns west on Chesterfield, then turns south
again on San Elijo.
|
In addition to these bikeways, an additional Class III bike
route was considered on Newcastle Avenue between Liverpool and Birmingham
Drives, which would then travel westerly on Birmingham Drive to San
Elijo Avenue. The addition of this Class III bike route would provide
a complete bikeway loop through the Specific Plan area, add additional
activity along Newcastle Avenue, and reinforce street level activity.
However, this route was rejected during the Master Bikeway Plan update
given the relatively high traffic volume along Birmingham Drive and
auto related crash history at Birmingham and San Elijo Avenue.
See Figure 26, Bikeway Master Plan.
|
Fig. 26 Bikeway Master Plan
 |
The North County Transit District (NCTD) serves the Specific
Plan area via northbound and southbound service on South Coast Highway
101.
As well, the Specific Plan area lies along the southwestern
edge of NCTD's "FAST" service area. This means that vans pick up riders
anywhere within the designated Encinitas FAST service area and then
transport them to transit centers, bus stops, or drop-off points within
the service area. One transit transfer point is within the Cardiff
Town Center.
In the future, if new transit stops are located within the Specific
Plan area, facilities that provide comfort, safety, and legible signage
should be provided. The need for signage, seating, protection from
natural elements, and refuse facilities should be factored in when
new transit stop locations are proposed.
5.8.1
Introduction
Parking strategies for the Cardiff-by-the-Sea Specific Plan
area are intended to support parking availability for patrons of commercial
uses and, simultaneously, seek to avoid forcing overflow parking into
residential neighborhoods.
In 2005 the City of Encinitas requested San Diego County's regional
planning agency, the San Diego Association of Governments (SANDAG)
to conduct a study of existing and future parking demand in the Specific
Plan area. That study concluded that sufficient parking was available
at all times of the year and all times of the day and that existing
parking was sufficient to meet the demands of anticipated future growth.
The study went on to note that in some parts of the Specific Plan
area, available parking may be underutilized. It did acknowledge,
however, that when difficulty in finding parking spaces occurs, the
difficulty is often in finding parking spaces that are close to the
driver's destination. According to the study, when parking immediately
adjacent to the destination is unavailable, in most cases there is
ample parking one or two blocks away. The study also found that a
higher percentage of parking is available on-street rather than off-street.
Requiring off-street parking is the usual method for providing
adequate parking for land uses. Under this strategy, development is
required to provide parking on each development site as per specified
parking ratios.
Since parking is adequate to meet the needs of the Specific Plan area, standards for the Specific Plan area shall meet the citywide parking standards of Chapter 30.54 of Title 30 of the Encinitas Municipal Code except as otherwise provided in this Specific Plan.
To be considered in the application of citywide parking standards
is a dilemma those standards sometimes create. Typically, standards
are a formula requiring a set number of off-street parking spaces
based on a specific land use. Sometimes, however, a use desired by
a community cannot meet the parking requirement. Thus a restaurant
wanting to reuse a retail space once occupied by a bicycle repair
shop might not be able meet the considerably greater parking standard.
This circumstance occurs particularly when the reuse is in an existing
building or older shopping area, and the opportunity for new parking
means redevelopment of the entire center. Not only might the restaurant
use be desirable – especially in a neighborhood that wants to
increase its pedestrian nature – but the additional parking
mandates may force major redevelopment and hasten changes in an area's
character. The parking strategies in Section 5.8.3 below are intended
to introduce some flexibility in meeting parking requirements in a
manner that would promote desirable re-use of existing buildings and
maintaining existing character.
The 2005 SANDAG Parking Study recommended that the City periodically
conduct parking surveys to monitor the supply and demand of parking
in the business district. Such surveys will assist the City in evaluating
the effectiveness of the parking strategies implemented by this Specific
Plan, and making adjustments where necessary to ensure an adequate
supply of parking. Such surveys should be budgeted in the City's multi-year
Capital Improvement Program and conducted every 5-10 years.
5.8.2
Purpose and Intent
The provisions set forth in this chapter are intended to provide
for adequate and convenient vehicle parking. The parking requirements
set forth herein shall be considered the minimum necessary for specific
land uses allowed, within the zones created for this Specific Plan.
The intent of these provisions is to ensure:
|
•
|
Adequately designed vehicle parking;
|
|
•
|
Sufficient capacity;
|
|
•
|
Adequate circulation;
|
|
•
|
Minimal traffic congestion;
|
|
•
|
Public safety; and
|
|
•
|
Convenience.
|
It shall be the responsibility of land owners, developers,
and/or operators to provide and maintain adequate parking, meeting
the minimum requirements set forth herein.
5.8.3
Parking Strategies
A.
Allowance
for Re-use of Existing Commercial Structures
Promoting re-use of commercial buildings extends the economic
life of structures and, in so doing, maintains the existing physical
look of the Specific Plan area. Because this is a desired objective
of the community, consideration is given in Section 5.8.4 to allowing
changes in use even in those instances where additional off-street
parking is required and cannot be met fully.
An example, as cited in 5.8.1 above, is when a retail space
is converted to restaurant use. Under certain circumstances, the restaurant
could be permitted even if it cannot meet the full parking requirement
for new development. Instead, for instance, the applicant could be
mandated to meet as much off-street parking as feasible given site
conditions and development standards In no case would the required
parking be reduced to less than the existing off-street parking.
B.
Ensure
Adequate Parking for New Development
As a policy intended to support the reuse of existing commercial
structures, all new development must meet off-street parking requirements
of this Specific Plan.
C.
Encourage
a 'Park-Once' Strategy
Improvements to the public streetscape, installation of signage
and 'wayfinding' graphics, and allowing informal pedestrian pathways
to evolve through commercial developments will encourage more pedestrian
activity. By providing a better pedestrian-oriented environment, visitors
and employees will be more likely to use less-conveniently located
parking and do more walking around. This will result in a wider distribution
of parking opportunities throughout the district and provide opportunities
for pedestrians to explore businesses and amenities in the Specific
Plan area.
D.
NCTD
ROW Parking
The City of Encinitas should evaluate the feasibility of providing
public parking within the NCTD railroad ROW.
The railroad ROW adjacent to the Cardiff business district represents
a potentially significant source of parking. Currently, there are
three areas of ROW being used for informal public parking: an unpaved
area across from the block between Mozart Avenue and Birmingham Drive,
and two paved areas across from the blocks between Liverpool Drive
and Chesterfield Drive. These parking areas have not been formally
permitted by the North County Transit District (NCTD), the railroad
ROW owner. Although not part of this Specific Plan, the City should
consider approaching NCTD about possible use of a portion of its ROW
for formal public parking. There may be an opportunity to plan for
the additional public parking in conjunction with implementation of
the Coastal Rail Trail project.
E.
Potential
Future Strategies
Other potential parking strategies were considered during the
development of this specific plan. While not recommended for implementation
at this time, additional parking management measures that may be considered
in the future are presented below.
(1)
Shared Parking:
Encourage shared-parking arrangements and/or 'non-exclusive'
parking. Within the Cardiff-by-the-Sea business district, more than
100 spaces are reserved for specific businesses or users. This can
result in inefficient utilization of available parking capacity, particularly
when the spaces are reserved by businesses during periods of non-operation.
In the future, if more parking lots or spaces are designated for exclusive
use, and/or increased parking demand significantly exceeds increased
supply, the City should consider incentives to promote shared and
non-exclusive parking arrangements. Potential incentives may include:
|
•
|
Relaxing standard parking ratios for developments that convert
exclusive use (reserved) parking spaces to non-exclusive spaces;
|
|
•
|
Relaxing parking standards for shared parking agreements between
two or more off-site users;
|
|
•
|
Conditioning new development to limit exclusive-use parking.
|
When an applicant seeks to employ one or more of the
future parking strategies identified in Section 5.8.3 and no other
discretionary permit is otherwise required, a Minor Use Permit shall
be processed.
(2)
Parking Facility:
Construction of a public parking structure, though not justified
based on current studies, could act as a catalyst to area development
if collocated with commercial development.
5.8.4
Parking Standards
Unless otherwise specified herein, the provisions, requirements and standards of Chapter 30.54 of Title 30 of the Encinitas Municipal Code shall apply to all properties in the Cardiff-by-the-Sea Specific Plan area. In case of conflict between the provisions set forth herein and the provisions of Chapter 30.54 of Title 30 of the Encinitas Municipal Code, the provisions set forth herein shall apply.
All required parking shall be off-street, on the same site as
the land use it serves, unless otherwise provided by these regulations.
A public alley may be used as part of the required width of
back-out and maneuvering aisle space for on-site parking which is
immediately adjacent to said alley when the alley is at least 20 feet
in width and the adjacent property has at least 4 feet for back-up
area beyond the required parking space.. Parking in the alley itself
shall be prohibited unless adequate clearance can be achieved to the
satisfaction of the Traffic Engineer and Fire Department.
Off-street parking for a use may be provided on an immediately
adjacent development site, by discretionary design review or use permit,
provided that access from the use to said parking is unimpeded; said
parking is not counted toward the required parking of any other land
use; and said parking is reserved for the life of the use by a recorded,
covenant to the satisfaction of the Planning and Building Director.
Joint use of parking shared between uses may be approved, as provided by Section 30.54.050 of Title 30 of the Encinitas Municipal Code.
A.
Schedule
of Required Parking
|
TABLE 5-2 – REQUIRED PARKING
| |
|---|---|
|
Stand Alone Single and Multi-Family Residential
|
As per the requirements for residential uses in EMC
|
|
Dwellings*
|
Chapter 30.54
|
|
Office & Commercial Uses
| |
|
General Offices, professional services other than medical and
dental
|
1 space / 300 s.f. of gross building floor area (min. 2 spaces)
|
|
Personal service commercial uses, including beauty shops, hair
salons, nail salons, dry cleaners
| |
|
Other individual retail uses and commercial services except
as otherwise specified
| |
|
Restaurant, take-out-no seating
| |
|
Restaurants**
|
1 space / 100 s.f. of gross building floor area
|
|
NOTE: A calculated parking requirement resulting in a fractional
space shall be rounded up to the nearest whole space.
| |
|
*
|
Tandem parking permitted and may be unenclosed, provided that
such parking may not occupy a front yard set-back.
|
|
**
|
Outdoor dining space on the public right-of-way (ROW) is limited
to your storefront and shall not count towards required parking. Those
properties that do not have availability of public ROW – can
put outdoor dining adjacent to their storefront without extending
more than 5' from the building. Tables extending beyond 5' shall meet
the parking requirements within Section 30.54 of the Municipal Code.
|
B.
Applicability
for Residential Uses
Stand alone single and multi-family residential uses shall comply with the off-street parking requirements of Encinitas Municipal Code Chapter 30.54 for residential uses.
C.
Applicability
for Nonresidential Uses
The following parking provisions shall apply to non-residential
uses. These provisions apply only to the extent that the available
area on a development site is restricted, before any new construction,
so as to preclude the full provision of the number of parking spaces
required in this chapter. In all cases, to the maximum extent possible
based on current parking standards and existing site conditions, the
maximum number of parking spaces shall be provided, up to the number
required by the schedule of required parking.
For additions to or increase of gross floor area of existing
buildings, or new development proposed to replace existing buildings
on the site, the number of required parking spaces is the fewer of
either: the total number required for the development site for the
combination of uses as per the ratios specified in this chapter; or
the number of existing parking spaces on the development site before
new development, plus additional spaces for the addition or increase
in gross floor area as required by the ratios specified in this chapter.
For any change from one non-residential use to another non-residential
use in an existing building, not related to an addition to or increase
of gross building floor area, the number of required parking spaces
is the fewer of either: the total number required for the development
site for the combination of uses as per the ratios specified in this
chapter; or the maximum number that the development site can yield
under current parking standards and existing site conditions.
