City of Encinitas, CA CIRCULATION PLAN

5.2.1

Circulation Study

The ETAM has analyzed the traffic circulation patterns and intersection levels of service within the plan area relative to the following alternatives:

•	Existing land uses
•	Projected land uses which would result from complete build-out under previous zoning
•	Land uses projected as a result of the adoption of the Downtown Encinitas and North 101 Corridor Specific Plans and associated street improvements

The circulation model measures the flow of traffic at several strategic intersections located throughout the plan area. The unit of measurement used to describe the quality of flow through the intersection is Level of Service (LOS). The LOS is the ratio of an intersection's traffic volumes (existing or forecasted) to its design capacity. For the various intersections, there are six levels of service: A, B, C, D, E, and F. The level of service for intersections is defined by criteria based on the average stop delay per vehicle. Level of Service A represents very little delay (stop delay per vehicle of less than approximately 5 seconds). Level of Service F indicates significant delay (stop-delay per vehicle exceeding 60 seconds).

The analysis of the existing circulation system based upon current land uses (1990) indicates that the Level of Service for various intersections located within the specific plan area is LOS A, B, or C in both the a.m. and p.m. peak hour flow conditions (see Technical Appendix B). These values are consistent with the goals for Level of Service criteria outlined in the City of Encinitas General Plan.

Within the Downtown Encinitas Specific Plan area, the circulation model has revealed that the Level of Service for roadways and studied intersections in this area at future "build-out" is expected to be between LOS A and LOS C. This holds both for land uses projected under previous zoning, and the land uses projected by the Specific Plan. Implementation of the Specific Plan will not entail a decline of safety or servicablity of the auto circulation system, as long as planned street and intersection improvements are provided. Therefore, no mitigation measures are recommended other than the completion of planned street improvements.

5.2.2

Street Improvements

The streetscape design concepts for key corridors specified under Section 4.7.4 of this specific plan include accommodation of circulation needs, and shall be implemented. The following standards shall be applied for all other plan area streets and alleys. When improvements of streets or portions of rights-of-way is proposed by the City, or 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 covenant, lien, and/or other applicable measure when it is determined that incremental improvements are inappropriate.

Downtown Area

Street improvements from Vulcan Avenue west, including the commercial core and the Residential West subdistrict, should be consistent with the character of the existing residential and commercial neighborhoods. Improvements should provide optimal circulation of traffic, pedestrians, and bicycles. On-street parking should be provided where existing curb to curb dimensions allow.

Handicap ramps shall be required to be installed at intersection corners throughout the area.

Vulcan Avenue

Improvements to Vulcan Avenue between Encinitas Boulevard and "E" Street are indicated in the streetscape section of the Specific Plan (Section 4.7). Improvement standards for the remainder of Vulcan Avenue are described below. These standards describe five distinct "sections" of Vulcan Avenue going southerly from "E" Street. Engineering improvement plans and striping must transition from section to section.

The section of Vulcan Avenue located between "E" Street and McNeill Avenue is contained within an existing 65-foot right-of-way. Concrete curb and gutter and sidewalk are currently installed along the eastern edge, with a 9 foot parkway from back of sidewalk to the east property line. The existing roadway (curb-to-curb) width equals 50 feet. Future improvements should expand the curb-to-curb width, provide four travel lanes, bike lanes, and concrete curb and gutter along the western edge. The extra roadway width is to be achieved by reconstructing curb and side-walk on the eastern side further east.

The portion of Vulcan Avenue located between McNeill Avenue and East "F" Street is also currently contained within a 65-foot right-of-way. Ultimate improvements here will transition, from three travel lanes (two northbound) at F Street, to four travel lanes to match the section north of McNeill Avenue. Concrete curbing and bicycle lanes on each side, and sidewalk along the eastern edge will be provided. Excess right-of-way width on the eastern side north of F Street is planned to be vacated, to protect existing private facilities related to the historic "Derby House".

The improvements to the portion of Vulcan Avenue from East F Street southward to East I Street, and from East J Street south, shall be contained within the existing 50-foot right-of-way width. The improvements should include two travel lanes, parallel parking along the eastern edge, bike lanes, concrete curb and gutter on both sides, and concrete sidewalk along the eastern edge. At the northerly portion of this section, improvements will "flare" out to match the section north of East F Street.

The section of Vulcan Avenue from East I Street to East J Street has recently been improved to a 50-foot roadway cross section which includes concrete curb and gutter and sidewalk along the eastern edge. These improvements were installed in conjunction with the development of Mildred MacPherson Neighborhood Park. The ultimate configuration will include two travel lanes, bike lanes, parking along the eastern edge, and concrete curb and gutter on both sides. The space available for curbside parking along the eastern is wide enough to consider diagonal parking, to increase parking availability for the park; however, safety of traffic flow along Vulcan Avenue must be considered before such parking is provided.

Figures 7-b through 7-e illustrate how the above described sections of Vulcan Avenue will transition from one to the next, from "E" Street south to the end of the Specific Plan area.

Third Street

Improvements to Third Street shall be contained within the existing 80-foot right-of-way. The existing curb to curb width equals 51 feet. The existing curb and gutter and concrete sidewalk shall remain in place. The striping improvements should include two travel lanes, bike lanes, and parallel parking (Figure 7-f).

These standards largely keep in place the existing improvements on Third Street. The retention of bicycle lanes from "K" Street to "E" Street, and their extension from "B" Street to "E" Street, will ensure a "safe route to school" and complete this recreation bypass of First Street. The established pattern of sidewalks behind broad parkways is a significant element of neighborhood character; it is interrupted only where Third street crosses Cottonwood Creek (south of "B" Street) to minimize the impact on the Creek. On the east side of Third Street between "J" and "K", if the opportunity arises to relocate sidewalk behind a parkway per these standards, it shall be required.

Fourth Street

Improvements to Fourth Street shall be contained within the existing 80-foot right-of-way. The existing roadway width equals 51 feet. The improvements should include two travel lanes, parallel parking, bike lanes, and concrete curb and gutter (Figure 7-g).

Improvements per these standards already exist and shall be retained between "C" and "E" streets. From "H" to "F" Street, past street closings have narrowed the right-of-way intermittently, and sidewalks, when built, have been placed directly behind the curb, with no parkway. Bicycle lanes on Fourth Street, between "F" and "H" streets, may be sacrificed, but future development and redevelopment shall maintain a minimum of 70 feet of right-of-way and provide parkway and sidewalk per these standards.

"C" Street

The improvements to "C" Street shall be contained within the existing 80-foot right-of-way. The existing curb to curb width equals 51 feet. The existing curb and gutter and concrete sidewalk shall remain in place. The striping improvements should include two travel lanes, parallel parking on the south side, and diagonal parking on the north side (Figure 7-h). Diagonal parking on the north maximizes available parking for the commercial use and Moonlight Beach on the north side of "C" Street. Sidewalks in the commercial portion of "C" Street (as far west as the alley between Second and Third streets) may be full width from property line to back of curb, with street trees in tree grates.

"F" Street

The improvements to "F" Street west of Third Street shall be contained within the existing 80-foot right-of-way. The improvements should include two travel lanes, parallel parking along the southern edge, and 45 degree angle parking along the northern edge to accommodate school drop-off and pick-up. The existing curb to curb width is 51 feet and shall remain. Concrete sidewalk shall be installed along both edges. Note that sidewalk on the north side is at the back of the curb for drop-off/pick-up; street trees in tree gates shall be provided here (Figure 7-i).

The improvements to "F" Street east of Third Street shall also be contained within the existing right-of-way. The existing curb to curb width equals 51 feet. The existing curb and gutter and concrete sidewalk shall remain in place. Sidewalk may be full width, property line to curb line, in the commercial district, with street trees in tree grates. Along residentially zoned frontage the landscaped parkways between curb and sidewalk shall remain. The curb-to-curb improvements east of Third Street should include two travel lanes and parallel parking (Figure 7-j). Turn lanes/pockets as needed can be accommodated at intersections due to available curb-to-curb width.

"G, H, I and J" Streets

The improvements to "G, H, I, and J" Streets shall be contained within the existing 80-foot rights-of-way. The existing curb to curb width equals 51 feet. The existing curb and gutter and concrete sidewalk shall remain in place. The striping improvements should include two travel lanes and parallel parking (Figure 7-j). Turn lanes/pockets as needed can be accommodated at intersections due to available curb-to-curb width. Sidewalk may be full width, property line to curb line, in the commercial district, with street trees in tree gates. Along residentially zoned frontage the landscaped parkways between curb and sidewalk shall remain.

"K" Street

The improvements to "K" Street shall be identical to the improvements proposed for Third Street (Figure 7-f). On "K" Street sidewalks shall remain behind the broad parkway strip, even in the commercial district, as a visual transition to the Self-realization Fellowship gardens to the south.

Street Intersections

Throughout "Downtown," from First Street west to the ocean, street improvements retain several design characteristics which are important and desirable for the character of this historic, "Main Street" area. Among these, is the use of a relatively small radius curve for curb returns at intersections. Smaller than the contemporary "suburban" radius of 25 feet to 35 feet, this "sharper" return (approximately 10 feet) promotes pedestrian activity and defines the unique streetscape flavor of the original Encinitas Downtown. The use of this sharper radius curve at curb returns is to be retained with all future street improvements in this area.

Eastern Residential Area

The street improvement standards established for the Residential East subdistrict are unique among the standards of this specific plan, reflecting the unique identity of this neighborhood. The residential portion of this neighborhood is, in certain aspects of character, a westerly extension of the Encinitas Highlands neighborhood to the east. As such, the intent of these standards is to maintain much the same informal, "semi-rural" character of the internal streets of this neighborhood, characterized by minimal and informal street improvements. Specified streets called out below provide key connections as part of a "safe routes" network, and are designed to formal pedestrian and bicycle facilities. Otherwise, neighborhood street standards are minimized.

East "F" Street

East "F" Street provides vehicular and pedestrian access to Vulcan Avenue/downtown via Requeza Street from points east. For this reason, it is important to provide formal pedestrian and bicycle facilities. On-street parking, however, may be eliminated, as a narrower street section will allow driveway parking for adjacent properties to be retained. The improvements shall include two travel lanes; bicycle lanes; concrete curb; and concrete sidewalk on the north side (Figure 7-k). The improvements shall be contained within an adequate minimum right-of-way.

East "I" Street

East "I" Street provides a through connection from points east of Cornish Drive to MacPherson Park along Vulcan Avenue. Improvements shall include two travel lanes; concrete curb; parallel parking and concrete sidewalk on the north side; and curbing on the south side (Figure 7-l). These improvements shall be contained with-in an adequate minimum right-of-way.

East "G", "H", and "J" Streets, McNeill, Briggs and DeWitt Avenues

Existing road widths and right-of-ways vary along these streets. The need is to provide adequate paved street width; ample shoulder width is set aside for informal pedestrian passage and shoulder auto parking, expected to be interspersed with landscaping. Minimum shoulder grading should be expected, to accommodate storm drainage. Improvements shall include two paved auto travel lanes, and designated shoulder width.

Specialized Street Improvements

These streets are located west of First Street in the plan area. Due to their unique characteristics, the improvements are specialized.

Moonlight Lane

Moonlight Lane is located west of Fourth Street between "C" and "D" Streets. The improvements shall be contained within the existing 20-foot right-of-way. These improvements should be identical to those used for alleyways. The entire right-of-way width should be paved and a concrete valley gutter installed along the centerline to facilitate drainage (Figure 7-m). No encroachments or obstructions in this right-of-way width will be allowed; any required fire hydrants, streetlights, or above-ground utilities shall be provided in dedicated easements behind the right-of-way line.

Sealane Drive

Sealane Drive is located west of Third Street between "H" and "J" Streets. The majority of the street is contained within a 40 to 46-foot right-of-way. Approximately 100 feet of the street north of "I" Street is located within an existing 20-foot right-of-way.

Ultimate improvements are planned to include two travel lanes, parallel parking along the western edge, and concrete curb and gutter along the eastern edge. The existing curb, gutter and sidewalk along the western edge shall remain, and is to be completed where currently not present (Figures 7-n and 7-o).

This standard requires that approximately 100 feet of additional curb and gutter be installed north of "I" Street along the western edge, with 0.06 acres of right-of-way dedication where the current right-of-way is only 20 feet wide (Figure 7-p). Because of existing development at this location, the ability to obtain this right-of-way width is unlikely unless new development is proposed to completely replace the existing development. Short of this, the City Engineer may determine interim, lesser dedication and improvements as may be feasible.

Private Street

The private street is located west of the Pacific View Elementary School and between "E" and "F" Streets. The improvements shall include 20 feet of pavement with a concrete valley gutter along the centerline to facilitate drainage (Figure 7-m). No encroachments or obstructions in this paved width shall be allowed.

Alleyways

The improvements to alleyways located within the plan area shall be contained within the existing 20-foot right-of-way width.

These alleyways shall be improved as shown on Figure 7-m. The entire right-of-way width shall be paved and a concrete valley gutter shall be installed along the centerline to facilitate drainage. No encroachments or obstructions in this paved width shall be allowed.

5.2.3

Controlled Intersections

Existing signalized intersections are located within the plan area at the following locations:

•	Encinitas Boulevard/Vulcan Avenue
•	Encinitas Boulevard/First Street
•	First Street/"D" Street
•	First Street/"E" Street
•	Vulcan Avenue/"D" Street

See Streetscape Element of the specific plan for improvement details for these intersections (Section 4.7). No changes to signalization at these intersections are recommended.

In addition to the existing signalized intersections, several existing all-way stop sign controlled intersections are located within the Plan area at the following locations:

•	First Street/"J" Street
•	Second Street/"E" Street

See Streetscape Element of the specific plan for improvement details for these two intersections (Section 4.7).

•	Vulcan Avenue/"E" Street

The anticipated traffic volumes at this intersection will be significant such that signalization is warranted. See Streetscape Element of the specific plan for details. Also see Technical Appendix B, Section VI.

•	Third Street/"D" Street
•	Third Street/"E" Street

No traffic control changes for Third/"D" or Third/"E" streets are recommended. See Figure 7-c for proposed Third Street improvements. See Streetscape Element of the specific plan for "D" and "E" Street improvements.

Two additional intersections present unique circumstances which warrant additional consideration:

•	Second Street/"D" Street

This is currently a 2-way stopped intersection, with a stop along "D" Street, but not for north/south traffic on Second Street. Higher traffic volumes on "D" Street than Second Street, and sizable street drainage dips across Second Street encourage north/south drivers to stop anyway, leading to some confusion at this intersection without a 4-way stop. This intersection shall be re-examined as a priority. Consideration for a 4-way stop shall be heavily weighted by the driver confusion cited above.

•	Cornish Drive/"F" Street - Requeza Street

This intersection is currently stopped on Cornish Drive, but not for east/west traffic on Requeza - "F" Street. This intersection is at the crown of a hill, with poor visibility north/south, while traffic sometimes is fast moving along Requeza Street. Analysis by the City in 1991 indicated warrants are close for a 4-way stop. With the establishment of City Hall on Vulcan Avenue at the end of 1992, this intersection shall be re-evaluated as a priority for a 4-way stop. Traffic volumes, excessive speed on Requeza - "F" Street, safety for north/south drivers, and the character of the residential neighborhood through which this traffic flows shall be weighted heavily.

5.2.4

Special Street Conditions

Because Third Street northbound from "C" to "B" Street is a steep downhill slope, drivers have been encouraged to speed approaching the "B" Street intersection. This is potentially dangerous, especially considering pedestrian and bicycle traffic to and from Moonlight Beach. The City shall study available means to control the speed of traffic northbound and institute controls as feasible.

•	Streets and highways
•	Transit facilities
•	Bicycle facilities planning
•	Pedestrian circulation

•	The existing Class I bike path located on First Street south of "K" Street is to remain.
•	Provide a Class III bike route on First Street from "C" Street to "K" Street, on "D" Street eastward to Cornish Drive, on Cornish Drive southward to Requeza Street, and on Second Street from "D" Street south.
•	Provide Class II bike lanes along Vulcan Avenue, Encinitas Boulevard/"B" Street, Santa Fe Drive, Third Street, Fourth Street, from "C" Street to "E" Street, "E" Street from Fourth Street to Third Street, and "K" Street from Third Street to First Street.

•	Create a safe, convenient pedestrian circulation network
•	Make facilities sensitive to the needs of the handicapped
•	Accommodate safe pedestrian facilities adjacent to and crossing the railroad
•	Provide adequate spacing between pedestrian and vehicular facilities
•	Promote pedestrian access to coastal areas

•	Third Street/"E" Street
•	Third Street/"F" Street
•	Fourth Street/"E" Street
•	Fourth Street/"F" Street