CA Review TL
Meeting Date: April 14, 2026
To: Mayor and City Council
From: Geoff Patnoe, City Manager
Staff Contact: John Kim, City Traffic Engineer
[email protected], 442-339-2757
Subject: City of Carlsbad Traffic Management Program 2026 Update
Districts: All
Recommended Actions
Adopt a resolution adopting the City of Carlsbad Traffic Management Program 2026 update.
Executive Summary
The Carlsbad Residential Traffic Management Program was established to help improve the quality of life in neighborhoods by reducing vehicle speeds on residential streets to improve safety. The program was adopted by the City Council in 2001 and revised in 2011. Since the adoption of the program, traffic calming measures, such as speed cushions, have been implemented to reduce vehicle speeds on 29 residential streets.
The proposed update of the City of Carlsbad Traffic Management Program would replace the previous program. It was developed through a collaborative effort between city departments, including Fire, Police and Community Development. The goal of the program is to reduce speeding and improve safety on city streets while balancing the needs and priorities of all roadway users along with public safety concerns.
Explanation & Analysis
Current program
The current program consists of three phases that offer traffic calming solutions at increasing levels of cost and complexity. The program is initiated when staff receive a complaint or concern about traffic speeding on residential streets.
Phase 1: The initial phase of the program focuses on education and enforcement and offers strategies including:
a) Police presence and police enforcement
b) Engineering tools such as speed limit signs, warning signs, pavement legends and temporary speed feedback signs
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Phase 2: If Phase 1 tools are found to be insufficient and if the critical speed, which is the speed at which 85% of the vehicles are traveling at or below, is found to be 32 mph or higher on a residential street with a prima facia speed limit of 25 mph, Phase 2 can be considered.1 Traffic calming strategies in Phase 2, which incorporates feedback from residents, may include features such as speed cushions and traffic circles.
Community support of the proposed pro gram, assessed through a mail survey, is needed to move the project to implementation.
Phase 3: If the implemented Phase 2 solutions do not adequately address the reported issues, residents can then request Phase 3 of the program. Traffic calming strategies in Phase 3 may include:
• Center island narrowing
• Raised intersections
• Lateral shift in lanes
• Realigned intersections
• Forced turn channelization
• Median barriers and traffic diverters
Phase 3 of the cur rent program has never been initiated or implemented on any city streets because of the effectiveness and success of the traffic calming measures applied in Phases 1 and 2.
The current program is provided as Exhibit 2.
Proposed City of Carlsbad Traffic Management Program 2026 update The proposed update to the program, now to be known as the Traffic Management Program, reflects current traffic calming practices and balances the needs and priorities of all roadway users in the city, including police enforcement and emergency response.
The major revisions to the program are:
Clarification on process for considering traffic calming on non-residential streets While this program will continue to focus on addressing concerns about speeding on residential streets, language clarifying the process that will be applied to address speeding concerns on non-residential streets has been added. Since this update includes traffic calming on non-residential streets, the name of the program has been changed to the Traffic Management Program.
A two-phase program
Because of the effectiveness of Phases 1 and 2 traffic calming measures, there has not been a need to initiate or implement Phase 3 of the current program, so Phase 3 of the program has been removed. This will simplify the program; a two-phase program is easier to understand by the public and has been proven to be effective in addressing speeding.
Applicable traffic calming tools previously found in Phase 3 will be included in Phase 2 of the updated program.
1 In California, prima facie speed limits (California Vehicle Code Section 22352) are default "presumed" limits that apply even if no sign is posted. These include 25 mph limits for residential and business districts and school zones.
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Introduction of the Traffic Calming Review Committee
The Traffic Calming Review Committee, consisting of staff from the Traffic & Mobility Division, Fire and Police departments and others as determined by the City Manager has been added to the program. The committee will consider various aspects of public safety functions—including enforcement efforts, impacts to emergency response and fire safety, and traffic safety and operations—and will collaborate on Phase 1 and Phase 2 traffic calming measures to address speeding concerns on city streets.
Limit evaluation on a residential street to once every two years Vehicle speeds on a roadway tend to remain constant unless there are significant changes to the roadway’s characteristics or to the surrounding roadway network and land uses. If a residential street does not meet the program criteria for traffic calming consideration, repeated evaluation on the same street within a short period of time would likely yield similar results. Limiting the evaluation frequency on a residential street to once every two years will allow staff to prioritize resources on streets that have not been studied in the past.
Revisions to eligibility criteria for Phase 2
Based on input from internal stakeholders, the following eligibility criteria for a street to move forward to Phase 2 of the program have been established. • Completion of Phase 1 of the program
• Requirement of a resident-led petition, a new criterion • The 85th percentile speed must be greater than 32 mph, which is changed from 32 mph or above
Assessment of eligibility by the Traffic Calming Review Committee, another new criterion.
Reporting of mail survey results
Staff will present mail survey results for potential traffic calming projects that have connecting cul-de-sac streets within the project area in the following manner:
• Responses from residences within the entire project area, including connecting cul-de- sac streets
• Responses from residences on the subject street only
This dual-reporting method will provide information on the level of support from residents living on the subject street segment and those living on connecting streets.
Clarification on a support rate of 67% or more to advance a traffic calming project Language has been added to clearly indicate that a mail survey return rate and support rate will be reported as a whole number, rounded down to the nearest whole number as appropriate.
Revisions to the Toolbox
Many of the Phase 3 measures in the current program will remain and be included as Phase 2 tools in the new program. This provides a variety of traffic calming tools to be available for staff to consider during the development of Phase 2’s conceptual plan.
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Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 Stop signs are not included in the toolbox because they are not recommended for speed control by the California Manual on Uniform Traffic Control Devices. However, the city may consider stop signs as part of a traffic management plan where appropriate and warranted, as determined by staff and as authorized by the City Council.
High-visibility crosswalks are no longer included as a traffic calming tool because crosswalk markings alone have not been found to be effective in significantly slowing traffic. High- visibility crosswalks can still be included as part of a comprehensive traffic calming plan in combination with other features, if appropriate.
Traffic calming tools that restrict traffic movements at intersections such as forced turn channelization and partial diverters, are not included because those are primarily designed for grid roadway networks, which is not a characteristic of the city’s street network, and would alter traffic patterns by diverting traffic to nearby streets.
The exclusion of certain tools does not mean they cannot be considered. The toolbox represents generally accepted traffic calming practices, but staff may consider tools not included in the toolbox if found to be appropriate.
The proposed City of Carlsbad Traffic Management Program update is provided as Attachment A to Exhibit 1.
Traffic Safety & Mobility Commission recommendation
Staff presented the Traffic Management Program to the Traffic Safety & Mobility Commission for its feedback on Feb. 2, 2026. The commissioners supported the Traffic Management Program with a vote of 3/2/0/2. The approved minutes of this meeting are included in Exhibit 3.
Fiscal Analysis
The adoption of the Traffic Management Program does not have any fiscal impact.
Next Steps
With the City Council’s adoption of the Traffic Management Program, staff will begin addressing residents’ speeding concerns on city streets utilizing the updated traffic management program effective immediately.
Environmental Evaluation
The proposed action to adopt the City of Carlsbad Traffic Management Program 2026 update is exempt from environmental review under California Environmental Quality Act Guidelines, or CEQA, Section 15061(b)(3) and 15378(b)(5) as it can be seen with certainty that there is no possibility the proposed action may have a significant effect on the environment.
Exhibits
1. City Council resolution
2. Carlsbad Residential Traffic Management Program 2011
3. Minutes from the Feb. 2, 2026, Traffic Safety & Mobility Commission meeting (on file in the Office of the City Clerk)
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RESOLUTION NO. 2026-077 .
A
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARLSBAD,
CALIFORNIA, ADOPTING THE CITY OF CARLSBAD TRAFFIC MANAGEMENT PROGRAM 2026 UPDATE
W
HEREAS, the City Council of the City of Carlsbad, California has determined it necessary, desirable and in the public interest to adopt a traffic management p rogram to reduce vehicle speeds and improve safety on city streets; and
WHEREAS, the Carlsbad Residential Traffic Management Program, or CRTMP, was adopted by the City Council in 2001 and revised in 2011; and
WHEREAS, the City of Carlsbad Traffic Management Program, or TMP, 2026 update would replace the CRTMP and continue to improve quality of life in neighborhoods by reducing vehicle speeds and improving safety while balancing the needs and priorities of all roadway users in the city; and WHEREAS, the process and eligibility criteria for traffic calming on residential streets and a separate process for traffic management on non -residential streets are specified in the TMP ; and WHEREAS, the TMP was presented to the Traffic Safety & Mobility Commission, or TS&MC, for their feedback on Feb. 2, 2026; and
WHEREAS, the TS&MC supported the TMP.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad, California, as follows:
1. That the above recitations are true and correct.
2. That the City Council has determined that the proposed action to adopt the City of Carlsbad Traffic Management Program 2026 u pdate is exempt from environmental review under C alifornia Environmental Quality Act Guidelines, or CEQA, Section 15061(b)(3) and 15378(b)(5) as it can be seen with certainty that there is no possibility the proposed action may have a significant effect on the environment.
3. That the City of Carlsbad Traffic Management Program 2026 update (Attachment A) is adopted and effective immediately.
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Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 PASSED, APPROVED AND ADOPTED at a Regula r Meeting of the City Council of the City of Carlsbad on the 14th day of April, 2026, by the following vote, to wit:
AYES: Blackburn, Bhat-Patel, Acosta, Burkholder, Shin.
NAYS: None.
ABSTAIN: None.
ABSENT: None.
_______
_______________________________
KEITH BLACKBURN, Mayor
_______
_______________________________
SHERRY FREISINGER, City Clerk
(SEAL)
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Attachment A
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Table of Contents
About this program ............................................................................................................. 3
Goal and Approach ............................................................................................................. 4
Strategies ............................................................................................................................ 4
Traffic calming overview ..................................................................................................... 5
How the program works ..................................................................................................... 6
Is your neighborhood eligible? ........................................................................................... 7
Phase 1: Education and Enforcement ................................................................................. 7
Phase 2: Traffic Management ........................................................................................... 10
Petition (request for inclusion into Phase 2) .................................................................... 15
Traffic calming measures removal/revision process (Phase 2) ........................................ 16
Petition (request to remove/revise traffic calming measure(s)) ...................................... 17
Program update procedures ............................................................................................. 18
Traffic calming toolbox ....................................................................................... Appendix A
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About this program
Introduction
Being able to walk or ride bicycles without being confronted by speeding cars and trucks is a key factor in a neighborhood’s quality of life. But residents in all areas of Carlsbad, like those in other U.S. cities, often face unsafe or undesirable conditions because of drivers speeding on their neighborhood streets or using them instead of the major arterial roadways. Community members have continued to express concerns about these traffic problems to city officials, the Police Department and Traffic & Transportation staff, asking that their neighborhood quality of life be improved by reducing vehicle speeds and volumes.
The City Council approved the Carlsbad Residential Traffic Management Program in 2001 to provide a comprehensive citywide program to minimize excessive speeds and high traffic volumes in neighborhoods across the city. The program, based on an approach developed by a committee of community members, provides the means for residents to ask the city to make improvements to address their concerns about speeding and traffic in their neighborhoods, the process by which city staff evaluates such requests and a set of traffic calming measures to be considered as possible measures to slow drivers down and discourage cut-through traffic.
The program is structured around three key requirements:
• The first is the support of the residents in any neighborhood where traffic calming is needed.
• The traffic calming measures must also meet with the approval of emergency agencies so that they do not significantly impact response times. • The residents must be willing to live with the actual traffic calming measures designed to slow traffic and reduce cut-through traffic in their neighborhood.
The City Council approved an update to the program in 2011.
As modes of travel and traffic volumes evolve, so do traffic calming measures, techniques and methodologies. Accordingly, this update is intended to update the program and traffic management tools to reflect the best current traffic safety practices and simplify the program to better address residents’ traffic concerns.
Non-residential streets
The processes established in this program were specifically designed for residential streets rather than commercial streets or the city’s main transportation corridors, which have very different uses and characteristics. Requests for traffic calming measures on non-residential streets will be reviewed by city staff. A Traffic Calming Review Committee, as defined in Phase 1 of this program, will evaluate the requests to determine if a project would be appropriate, feasible and would balance the needs of all users of the roadway system, including emergency response. Traffic calming projects on non-residential streets, which are generally much more complex and costly than traffic projects on residential streets, may then be developed as Capital Improvement Program projects, as appropriate.
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Traffic calming measures considered for non-residential streets should follow the guidelines described in the Mobility Element, the element of the city’s General Plan that covers transportation. The Mobility Element provides guidelines for the city’s livable street system, which is designed to support safe, comfortable travel for everyone — pedestrians, cyclists, transit riders and drivers — while reinforcing the character and quality of surrounding neighborhoods. It identifies the modes of travel that are prioritized on different street typologies to provide a balanced mobility system that meets the mobility needs for all modes and people of all ages and abilities. It also identifies preferred attributes for each of the street types and provides guidance on traffic calming measures that should be considered according to these typologies.
(Since this update also addresses traffic calming on non-residential streets, the name of the program has been changed to the City of Carlsbad Traffic Management Program.)
Goal and approach
Carlsbad’s traffic management program is designed to safely reduce excessive traffic speeds without creating new problems for drivers or emergency responders or others who use the roadways.
The program evaluates areas where excessive speeds have been reported and addresses those concerns through a collaborative program that can involve a range of traffic calming measures.
These traffic calming measures can take many forms, including what are known as the three Es:
Education: Increase awareness and knowledge among road users about safe and responsible behaviors to promote safe speeds, discourage distracted driving and compliance with traffic laws.
Enforcement: Police presence and selective enforcement of vehicle code violations.
Engineering: Physical measures and other techniques such as speed cushions, traffic circles or, in certain situations, stop signs. These measures are based upon engineering principles, financial, public safety response and environmental considerations.
Strategies
Managing traffic is a key component in improving and maintaining the community’s quality of life. The City of Carlsbad follows the following strategies to identify and address issues about speeding and safety concerns on city streets:
• Promoting neighborhood safety for pedestrians, bicyclists, motorists and residents • Maintaining reasonable vehicular access
• Preserving emergency service response times, evacuation routes, and accessibility for oversized utility vehicles and emergency equipment
• Maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative modes of travel
• Encouraging and incorporating resident participation
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• Balancing on-street needs such as parking with the reasonable and safe function of the street
• Using city resources and funds efficiently and effectively • Considering achievable options for funding
• Using a combination of education, enforcement and engineering (the three Es) • Satisfactorily addressing legal and liability issues
• Developing recommendations that adhere to state law
According to the Institute of Transportation Engineers resource, “Transportation and Land Development,” residential streets should ideally be designed and constructed to a “residential neighborhood scale” to achieve vehicle speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is typically accomplished by restricting roadway length so that a driver slows, stops or makes a significant turning movement every 300-700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been designed to this residential neighborhood scale. The City of Carlsbad Traffic Management Program attempts to resolve speeding issues through education and enforcement first. If education and enforcement still do not address speeding concerns, staff can then consider installing a series of traffic management measures based on residential neighborhood scale to encourage compliance with the speed limits in residential neighborhoods.
Traffic calming overview
The City of Carlsbad wants residents to feel safe in their neighborhoods. If a resident is concerned about speeding and other unsafe conditions in their neighborhood streets related to speeding, the traffic management program provides access to traffic calming resources that can help.
What is traffic calming?
"Traffic calming” is a term that generally refers to a method of slowing vehicles that uses physical design, signs, painted markings, road use rule changes and other transportation engineering measures to improve safety for motorists, vehicle drivers, pedestrians and cyclists.
Let’s work together
The City of Carlsbad Traffic Management Program is designed to facilitate neighborhood collaboration to identify traffic safety concerns and weigh potential solutions.
Laws, regulations and policies
City staff can consider a variety of tools and solutions to address neighborhood concerns about traffic safety including the California Manual on Traffic Control Devices, which establishes the state’s standards for the design, placement, and use of traffic signs, signals and pavement markings. All of the possible solutions are in keeping with the authority and responsibility given to local authorities by the California Vehicle Code and California Fire Code to protect public health and welfare.
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The California Fire Code, as adopted by the city, sets requirements for road standards and prohibits traffic calming unless approved by the fire code official. It applies to all roadways that are required for emergency vehicle access including neighborhood streets. The Fire Code is also considered to ensure adequate road width, access for emergency response, appropriate road surface and ability to turn around.
State law sets the baseline for those who can use public streets and how cities may regulate travel. It is the policy of the State of California that all people have an equal right to use public streets and that no agency may restrict the use of streets to only certain individuals. With certain exceptions provided for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in specific instances related to implementation of the city’s Mobility Element, among other exceptions.
How the program works
The program is designed in such a way that residents of each street with identified concerns, and with neighborhood support and commitment, can play a part in the program. The procedures to implement traffic management measures and techniques are described on the following pages and are referred to as phases.
In general, the established procedures are consistent with the methodology currently used in Carlsbad to address any traffic-related concerns. The procedures require, and are designed to encourage, substantial neighborhood participation, following the process used by staff to formulate solutions to problem locations and the methods for proposing those solutions to the Traffic Safety & Mobility Commission for support of the recommendation and to the City Council for final resolution.
The City of Carlsbad Traffic Management Program has two main phases. The cost, complexity, effectiveness and impact on residents increase with each phase:
Phase 1 Education and Enforcement
Phase 1 focuses on awareness and behavior, using education and targeted enforcement to encourage safer driving habits. These tools are typically low-cost, can be implemented quickly, and rely on city staff to address speeding concerns before more intensive traffic management measures are considered.
Phase 2 Traffic Management
Phase 2 measures consist of cost-effective traffic management features that may reduce vehicle speeds.
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Is your neighborhood eligible?
Participation in the City of Carlsbad Traffic Management Program generally requires a street to meet all of the following requirements:
1. Meets the definition of a residence district (as defined by California Vehicle Code Section 515) or a designated school zone (as defined by the California Manual on Uniform Traffic Control Devices Section 1A.13)
2. Meets the definition of a “local street” under California Vehicle Code Section 40802
3. A resident has made a request that staff consider a street for the City of Carlsbad Traffic Management Program process
4. The street has not been evaluated as part of the program in the past two years
This program does not preclude the Traffic Calming Review Committee, the City Manager or the City Council from separately considering traffic calming measures for a street that does not meet these eligibility criteria.
Phase 1: Education and Enforcement
The process is initiated when the Transportation Department’s Traffic & Mobility Division receives a traffic-related request from a resident or group of residents.
Step 1.1 Initiating a traffic request procedure
A resident or group of residents can initiate a request by sending an email to [email protected], calling (442) 339-5332, or submitting a request through the Carlsbad Connects app. The following information is required for requests:
• Name and contact information of requester(s), including home addresses
• Specific location of the street(s) (e.g., Nueva Castilla Way from La Costa Avenue to Levante Street)
Upon receiving the correspondence and verifying that the street satisfies program eligibility requirements, staff will assign an engineer to investigate and conduct an engineering study of the street(s).
Step 1.2 Investigation/studies
Staff will gather preliminary data about the concern. Field reviews and appropriate traffic studies will be conducted. They may include:
• Geometric conditions of the road
• Parking availability, restrictions
• Vehicle, pedestrian and bicycle counts
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• Location of existing traffic control devices on streets that are near or intersect with the proposed street
• Location of existing traffic calming measures on other sections of the road or on streets that intersect with the proposed street
• Collision analysis
• Speed data
• Other studies as determined appropriate
The Phase 1 strategy will be formulated after the data is collected.
Step 1.3 Evaluation by the Traffic Calming Review
Committee
The City Manager will establish a Traffic Calming Review Committee consisting of staff from the Traffic & Mobility Division, Fire and Police departments and other staff as determined by the City Manager.
• After Traffic & Mobility Division staff collect data from the field reviews, the Traffic Calming Review Committee will discuss the request.
• The Police Department will analyze the capabilities and limitations of enforcement in addressing traffic concerns. • The Fire Department will analyze potential impacts on emergency response routes and fire safety considerations, providing input to ensure that traffic management solutions maintain essential public safety functions.
• The Traffic Calming Review Committee will then make
recommendations on possible Phase 1 measures, if needed.
Step 1.4 Recommending Phase 1 measures
Phase 1 measures from the City of Carlsbad Traffic Management Program toolbox (Appendix A) may be recommended by the Traffic Calming Review Committee and implementation of these measures can be accomplished by city personnel. Traffic & Mobility Division staff can issue work orders for the installation of signs or striping by city staff.
Traffic & Mobility Division staff can implement temporary speed feedback signs on the subject street as a tool to collect speed data in Step 1.2 and to educate drivers of their speed.
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These speed feedback signs typically will be in place for two weeks. In the first week, the displays on the units will be turned off to collect speed data. During the second week, the displays will be turned on and will display the speed of approaching vehicles to educate drivers about their speed.
Where applicable, the Traffic Division of the Police Department will develop, implement and monitor an enforcement strategy under the direction of the officer in charge.
Step 1.5 Communication with residents
Information on appropriate traffic calming strategies and techniques proposed to address the identified concern will be shared with the resident(s) who initiated the request, including information about the issuance of work orders. Traffic & Mobility Division staff will also outline the engineering and enforcement approach that will be used to mitigate the traffic-related concerns.
Step 1.6 Phase 1 monitoring
Effectiveness of the implemented measures and/or strategies will be monitored by Traffic & Mobility Division staff and, as appropriate, by the Police Department. The residents who originated the request will be informed of the monitoring results.
Approximately six months after completion, staff will take another speed measurement to evaluate the effectiveness of Phase 1 measures in reducing speeds.
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Phase 2: Traffic Management
If all applicable Phase 1 options have been completed and do not appear to adequately address the problem after being in place for at least six months (as determined by a follow-on speed measurement completed in Step 1.6), Phase 2 of the City of Carlsbad Traffic Management Program may be considered.
Step 2.1 Phase 2 eligibility determination
Not all residential streets and/or residential areas will qualify to participate in Phase 2 of the City of Carlsbad Traffic Management Program based upon the established process. All of the following eligibility criteria must be met for a street to be considered for further processing through the program:
1. Completion of Phase 1 of the City of Carlsbad Traffic Management Program
2. The critical or 85
th percentile speed (the speed at which 85%
of the vehicles are traveling at or below) must be greater than 32 mph as determined by speed data collected in
Phase 11
3. A petition showing 67% or more residents and non-resident owners of residences in the project’s area of influence support the traffic calming consideration
4. Assessment of eligibility by the city’s Traffic Calming Review Committee that traffic calming would not hamper
emergency response (e.g., connector streets to arterials may not be eligible)
The data collected in Step 1.6 will also be considered for further processing to Phase 2 of the program. The need for a traffic calming measure and its effectiveness is reduced when measured speeds are less than 32 mph.
Step 2.2 Determining the project area of influence
The street or streets directly impacted by potential solutions, including all dwelling units or other land uses bordering the subject street or streets, comprise the project area of influence.
The project area of influence will be established by the Traffic Calming Review Committee based on the characteristics of the street, location of concerns received and potential diversion of traffic due to traffic calming. The establishment of the project area of influence shall
1 The Federal Highway Administration reports that findings have shown that a critical speed above 32 mph corresponds to a marked increase in the risk of severe injury to a pedestrian.
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consider the implementation of measures on a roadway system as opposed to singular, isolated installations.
Step 2.3 Phase 2 concept plan development and
neighborhood meeting
City staff, using the data collected in Phase 1, will prepare a draft concept plan within the boundaries of the project’s area of influence.
Appropriate Phase 2 measures will be selected from the City of Carlsbad Traffic Management Program Toolbox (Appendix A). Traffic & Mobility Division staff will present the draft concept plan to the Traffic Calming Review Committee for review and approval to present at a neighborhood meeting.
All residents and property owners from the project area of influence will be invited to a neighborhood meeting hosted by the city. At the meeting, staff will explain the Phase 2 process that may lead to the installation of the traffic management measures proposed for their neighborhoods.
Discussion will include:
• Neighborhood concerns
• Traffic data gathered
• Evaluation results from Phase 1
• Potential Phase 2 solutions
• Advantages/disadvantages of specific Phase 2 features • Phase 2 approval process
Representatives of the Fire and Police departments will be invited to attend the meeting to explain response needs of the emergency service providers, enforcement and any concerns with potential traffic management on the street.
Upon presentation of the draft Phase 2 concept plan at the neighborhood meeting and taking into consideration the
neighborhood’s input, the Traffic Calming Review Committee may amend the draft concept plan.
Step 2.4 Mailing a survey for Phase 2 concept plan
support
This amended traffic calming plan will then be presented to the neighborhood through a survey mailed to homes in the project area.
The purpose of the survey will be to determine if the neighborhood (as defined by the project area of influence) is in favor of the proposed plan. The survey will include data gathered in Phase 1 and will include any potential impacts to public safety response.
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Residents and non-resident owners within the project area of influence are eligible to participate in the support survey via regular mail. The survey will be considered valid if a minimum of 67% of the residents contacted fill out and return the completed survey. Staff will then analyze the returned surveys to determine if 67% or more of the project area of influence respondents support the Phase 2 plan.
The return rate and support rate shall be calculated by staff and reported as a whole number, rounded down to the nearest whole number as appropriate. For example, a 66.9% return or support rate will be truncated to 66% not rounded up to 67%.
For projects that include connecting cul-de-sac streets within the project area of influence, staff will calculate mail survey results in two ways as listed below:
1) Mail surveys returned within the entire project area of influence
2) Mail surveys returned on the affected street(s) only
The results of these surveys will show the level of support from residents living on the subject street segment and those who are not, for information purposes only. The 67% requirement will remain the respondents in the project area of influence.
If fewer than 67% of the surveys are returned, the resident(s) may request that staff reevaluate the street starting from Phase 1.
Reevaluation will be conducted by city staff after a minimum of one year after the failed survey.
Step 2.5 Recommendation by the Traffic Safety & Mobility Commission and final approval by the City Council
The resident-approved Phase 2 concept plan will be brought to the Traffic Safety & Mobility Commission to hear public testimony on the matter and for the commission’s recommendation. A duly noticed public meeting will be held by the City Council to receive the recommendations of the Traffic Safety & Mobility Commission for Phase 2 implementation.
If the City Council decides that the Phase 2 concept plan is acceptable as presented, the City Council will adopt a resolution authorizing the installation of the proposed measures and authorizing the appropriation of any necessary funding. The City Council may consider other options such as returning the Phase 2 concept plan to the neighborhood for refinement.
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Step 2.6 Phase 2 implementation
Depending on the scope of the proposed measures, implementation of Phase 2 in most cases will require preparation of project design plans, specifications and cost estimates either by city staff or private consultants. Project construction will be performed by contractors awarded construction contracts through the city’s standard construction bidding process.
Step 2.7 Phase 2 monitoring
Phase 2 measures that have been installed will be monitored for effectiveness during the first year following completion of the installation. Staff will analyze traffic data results, accident history, observed deficiencies and/or impacts of the Phase 2 measures, comments, and suggestions or complaints received.
Traffic is measured by “critical speed,” or the 85th percentile speed, which is the speed at which 85% of the vehicles are traveling at or below. If the “after” speed measurement indicated that the implemented measures are not effective in reducing speeds on the subject street, i.e. the critical speed is higher than the 32-mph threshold, staff could repeat the Phase 2 process with a modified traffic calming plan for the street.
If the implemented measures are deemed to be effective, defined as reducing the critical speed to less than the 32 mph threshold, but residents of the neighborhood believe that the impacts and results of the Phase 2 measures still do not fully address their concerns, they may request removal or revision of the implemented measures. The request must follow the Traffic Calming Measures Removal/Revision Process and be submitted no earlier than one year from the date of installation of the Phase 2 traffic calming measures.
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City of Carlsbad Traffic Management Program Process
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Name (please print) Address (please print) Email address and telephone number Signature
(attach additional sheets as necessary)
Petition
Request to proceed into Phase 2 of the Carlsbad Traffic Management Program
CONTACT NAME: DATE:
CONTACT ADDRESS:
CONTACT EMAIL ADDRESS: ____________________________________________ CONTACT TELEPHONE NUMBER:: ____________________________________________
The undersigned state they that they are requesting that the City of Carlsbad consider inclusion into Phase 2 of the Carlsbad Traffic Management Program for traffic calming measure(s) consideration on _______________________________(street name).
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Traffic calming measures removal/revision process (Phase 2)
Individual residents within a neighborhood may suggest that one or more traffic calming measures be removed or revised even after critical speed is measured to be less than 32 mph. If so, a resident-led petition favoring the change signed by at least 67% of the residents and non- resident owners within the project area of influence or expanded project area of influence, if applicable, must be sent to staff. The petition shall indicate the proposed revision or removal of the traffic calming measures. Eligibility criteria for signing the petition will be the same as for previously indicated voting procedures (one signature per household or property). A sample petition is provided on the next page for use by the neighborhood contact person to collect signatures.
Staff will review the petition, determine if the 67% minimum threshold is met, and notify all residents and non-resident owners within the project area of influence of the results. A petition will not be accepted by staff during the monitoring year, which is the first year after the Phase 2 measures are implemented.
If the petition has 67% or more valid signatures, it will be submitted to the Traffic Safety & Mobility Commission for consideration. All individuals within the project area of influence will be notified in writing of the meeting and will have an opportunity to address the commission with their concerns. The Traffic Safety & Mobility Commission recommendation, whether to deny or uphold the petition, will be forwarded to the City Council for final approval.
All residents and non-resident owners within the neighborhood project area of influence will be notified by mail of the date when the City Council will consider their request for removal or revision of the traffic calming measure(s). Each interested resident will have an opportunity to address the City Council. A final decision will be made by the City Council based upon staff input, Traffic Safety & Mobility Commission recommendations and resident comments.
As appropriate, staff will initiate action on the City Council's decision. All residents and non- resident owners within the project area of influence will be notified of the City Council decision by mail.
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Name (please print) Address (please print) Email address and telephone number Signature
(attach additional sheets as necessary)
Petition
Request to remove/revise traffic calming measure(s)
CONTACT NAME: DATE:
CONTACT ADDRESS:
CONTACT EMAIL ADDRESS: ____________________________________________ CONTACT TELEPHONE NUMBER:: ____________________________________________
The undersigned state they that they are requesting that the City of Carlsbad consider removing or revising the traffic calming measure(s) installed on ________________________________(street name).
The measure or measures to be removed/revised are: ______________________________________ The undersigned further state that they have read the Travel Calming Removal/Revision Process section contained in the City of Carlsbad Traffic Management Program.
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Program update procedures
It is intended that the City of Carlsbad Traffic Management Program be dynamic and subject to change. Traffic calming measures, techniques and/or methodologies continue to evolve. What was once in favor and popular to implement may have been subsequently found by agencies or the community to be undesirable, unworkable or unacceptable to the neighborhood.
Revisions to the City of Carlsbad Traffic Management Program are expected. When revisions are suggested, a formal review and approval process of the revision(s) will be followed.
Step 1 Initiation of revision
A change or revision may be initiated by the City Council, staff or a resident. The requested revision should be made in writing, with the reasons for or the intent of the revision clearly stated. A compelling reason to initiate the update process or to change the process must be offered to be favorably received.
Step 2 Review by staff
Suggested revisions will be thoroughly researched and reviewed by city staff, including emergency services, to determine if they are appropriate for inclusion in the City of Carlsbad Traffic Management Program based on possible outcomes of the proposed revisions. As necessary, comments from stakeholders will be solicited. Changes to traffic calming measures, procedures or methodologies will only be considered by the Traffic Safety & Mobility Commission once during a rolling 12-month period.
Step 3 Response to initiator
Staff will respond in writing to the individual(s) proposing the revisions, commenting on their suitability or requesting additional information as needed. Revisions deemed unacceptable by staff will not be processed further. Revisions recommended by staff for further consideration will be scheduled for discussion at a Traffic Safety & Mobility Commission meeting.
Only those suggested revisions that significantly enhance the overall City of Carlsbad Traffic Management Program as determined by the city’s Traffic Calming Review Committee, which consists of staff in Public Works Transportation, Fire and Police departments at a minimum, will be considered for acceptance and submitted to the Traffic Safety & Mobility Commission.
Step 4 Review by the Traffic Safety & Mobility Commission All revisions proposed during any 12-month period will be reviewed by the Traffic Safety & Mobility Commission by the end of that 12-month period. The recommendations of the Traffic Safety & Mobility Commission for all such proposed revisions will be forwarded to the City Council for approval. The Traffic Safety & Mobility Commission review meetings will be duly noticed and open to the public for their input on revisions or changes.
Step 5 Review and approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety & Mobility Commission. Staff may be directed by the City Council to implement the revisions to the program and the supporting documents or to take no action on the requested revision or to return at a later date taking into consideration input from the public and City Council discussion.
Noticing procedures for the City Council meeting will be the same as for the Traffic Safety & April 14, 2026
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Mobility Commission meeting, and all interested residents will be encouraged to attend the City Council meeting to make their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic calming program in progress. A neighborhood that has started development of its traffic calming program will continue the process without change.
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APPENDIX A
TRAFFIC CALMING TOOLBOX
Traffic control vs. traffic calming
Traffic control devices focus on directing vehicle flow with official signs, signals and striping placed in the public right-of-way advising drivers on how they should behave while traveling. Common examples of recognized traffic control devices include stop signs, speed limit signs, curve warning signs and centerline striping. These devices have been officially approved by the State of California Department of Transportation (Caltrans) in keeping with the legislative authority provided for in the California Vehicle Code.
Conversely, traffic calming measures focus on altering vehicle flow by using physical road changes to force drivers to slow down and behave more safely in residential/pedestrian areas. Common examples of recognized traffic calming measures include speed humps, road narrowing, and traffic circles. Not all traffic calming measures have been officially approved by the State of California but still remain available as a safe and viable “tool” in a jurisdiction’s “toolbox.”
Put another way, traffic control devices inform drivers of the rules of the road, while traffic calming measures introduce physical features that drivers must negotiate as they travel along the roads.
Each tool listed is unique and has a specific purpose for addressing residential street traffic concerns that require some form of traffic calming. Each tool has its own set of advantages and disadvantages.
More than just a structural feature on a street, traffic calming tools also encompass education, enforcement and engineering.
Alternative methods for reducing speed
Though this program provides some tools in the toolbox, there are alternative features that could also be considered as a part of a traffic calming plan. While the California Manual on Uniform Traffic Control Devices does not recommend the use of stop signs as speed control devices, stop signs do have the effect of causing vehicles to slow at intersections. Although stop signs are not shown as a traffic calming measure in the toolbox in Appendix A, the city may consider stop signs as a possible traffic calming alternative where appropriate and warranted as determined by staff and as authorized by the City Council.
The following pages identify tools that have been endorsed and are available for use in Carlsbad. These tools were selected based on their demonstrated efficacy in addressing traffic concerns and consideration of impacts on emergency response times, evacuation routes and accessibility for large public utility and service vehicles. This approach ensures that traffic management solutions enhance neighborhood safety while preserving critical community functions.
Each traffic calming measure is briefly described with application and possible advantages and disadvantages.
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APPENDIX A
A-1
Phase 1
Education
Description
Conversations, meetings, emails,
letters and handouts to residents
regarding neighborhood traffic and
pedestrian safety issues.
Application
Traffic education is intended to make
residents aware of local residential
speed limits and other neighborhood
traffic and safety concerns.
Advantages
Allows residents to express views
and obtain answers
Identifies issues of concern and
solutions
Disadvantages
Effectiveness may be limited
Limited audience
Special considerations
Meetings need to stay focused on specific traffic issues
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APPENDIX A
A-2
Phase 1
Police Enforcement
Description
The Police Department deploys
officers to observe drivers’
behavior, perform targeted
enforcement on residential streets.
Application
Targeted police enforcement used
to make drivers aware of local
speed limits and to reduce speeds
by issuing citations.
Advantages
Effective, visible enforcement
Driver awareness increased
Can be used on short notice
Can reduce speeds temporarily
Disadvantages
Temporary measure
Requires long-term use to be effective
Limited police resources
Special considerations
Typically, it is only used on residential streets with documented speeding problems Typically, it is only effective while an officer is monitoring speeds Benefits are short-term without regular periodic enforcement
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APPENDIX A
A-3
Phase 1
Temporary Speed Feedback Signs
Description
A portable device equipped with a
radar unit that detects, displays
and records the speed of passing
vehicles. The sign can be set to
display the speed on its screen or
show a blank screen for data
collection only.
Application
Temporary speed feedback signs
may help discourage speeding on
neighborhood streets through
education (when set on display
mode) by showing drivers their
current speed.
Advantages
Educational tool
Good public relations tool
Encourages speed compliance
Can reduce speeds temporarily
Disadvantages
Not an enforcement tool
Ineffective on multi-lane roadways
Less effective on high-volume streets
Limited resources to install
Signs required to be mounted on existing
infrastructure like streetlight poles and roadside
signposts
May not be effective at lowering vehicle speeds
Special considerations
Can be installed on a standard streetlight where a resident indicates there is a speeding problem
Typically, it is only effective in reducing speeds when the sign is present and set on display mode
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APPENDIX A
A-4
Phase 1
Speed Limit Signs
Description
25-mph speed limit signs are installed on
neighborhood residential streets that meet
the legal definition of a residence district in
the California Vehicle Code.
Application
Speed limit signage encourages slower
vehicle speeds along residential streets. Signs
are only installed along streets where
speeding is a problem.
Advantages
Clearly indicates prima facie speed limit
Usually popular with residents
Low cost of installation
Disadvantages
Not effective by themselves
May add to sign pollution
Increases cost of sign maintenance
Special considerations
Requires police enforcement and community compliance to be effective
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APPENDIX A
A-5
Phase 1
Speed Limit Pavement Legends
Description
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application
Speed limit pavement legends increase driver
awareness of the speed limit to help reduce
speeding.
Advantages
Supplements speed limit signs
May help reduce speeds
Usually popular with residents
Disadvantages
Not effective or enforceable by
themselves
Increases street maintenance cost
Special considerations
Should only be installed on streets where speeding is a documented problem
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APPENDIX A
A-6
Phase 1
Warning Signs
Description
Standard warning signs give drivers
advanced notice of roadway conditions.
Application
Warning signs advise motorists to reduce
their speed.
Advantages
Informs drivers of roadway conditions
Low cost of installation
Disadvantages
May add to sign clutter
Increases cost of sign maintenance
Not a regulatory sign
Special considerations
Advisory only, cannot be enforced
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APPENDIX A
A-7
Phase 2
Speed Table/Raised Crosswalk
Description
Speed tables/raised crosswalks are
constructed 3 to 4 inches above the
elevation of the street. They feature
ramps on the approaches and a flat top,
typically about the length of a passenger
car.
Application
Speed tables/raised crosswalks help
reduce vehicle speeds at mid-block
locations or intersections.
Advantages
Reduces vehicle speeds
Access not affected
Generally, results in a gentler ride as
compared to speed humps
Disadvantages
May increase noise
Affects emergency response times
Increases in maintenance costs
May not be as aesthetically pleasing
Special considerations
Requires special signage and markings which may lead to sign clutter Careful attention required for drainage issues and other design issues Works well in combination with curb extensions and curb radius reductions
Fire Department and Police Department evaluation
Fire Department and Police Department shall have final approval of speed table locations and spacing.
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APPENDIX A
A-8
Phase 2
Speed Cushions
Description
Field-formed asphalt approximately 3.5
inches in height and 12 feet in length
installed in a series across a roadway.
Transverse cuts across the cushion allow
some emergency vehicles to pass without
vertical deflection.
Application
Speed cushions may help reduce vehicle
speeds without significantly impacting
some emergency vehicle response time.
Advantages
Reduces vehicle speeds
May reduce vehicle volumes
Disadvantages
May increase noise
Aesthetics
May divert traffic to other streets
Increases in maintenance costs
Affects emergency response times
Special considerations
Requires special signing and markings
To control vehicle speeds, the spacing must be carefully evaluated
Fire Department and Police Department evaluation
Fire Department and Police Department shall have final approval of speed cushion locations and spacing.
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APPENDIX A
A-9
Phase 2
Narrowing Lanes (Striping)
Description
Striping used to narrow traffic lanes. The
“extra” pavement width can be used to
create or add to bicycle and/or parking
lanes. Lane striping can also be used to
visually simulate the hardscape features
that define the horizontal traffic calming
measures found in this Toolbox.
Application
Narrowing lanes with striping can be used
to help slow vehicle speeds. Horizontal
measures can be simulated with striping
but may not be as effective as traffic
calming measures that use hardscape to
deflect traffic.
Advantages
Can be quickly implemented in some
circumstances
May reduce travel speeds
May improve safety
Disadvantages
Not effective as a stand-alone measure
May lead to loss of parking
Increases regular maintenance
Some residents may oppose striping on
neighborhood streets
Increases resurfacing costs
Special considerations
Narrowed travel lanes may change how it “feels” to drive on the road, encouraging slower speeds Can be installed quickly
Designated parking lanes can be created
Adds striping to neighborhood streets
Fire Department and Police Department evaluation
Fire Department and Police Department shall have final approval of narrowing lanes to reduce speeds.
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APPENDIX A
A-10
Phase 2
Turn Restrictions via Signs
Description
Standard “No Left Turn,” “No Right Turn”
or “Do Not Enter” signs used to prevent
undesired turning movements onto
residential streets.
Application
Turn restriction signage can be used to
help reduce cut-through traffic on
residential streets.
Advantages
Redirects traffic to main streets
May help reduce cut-through traffic
Low cost
Disadvantages
May divert traffic to other streets
Inconvenient to residents
Enforcement required
Adds to sign clutter
Violation rates can be high without
enforcement
Special considerations
Installed at entry points of a neighborhood to prevent traffic from entering It has little or no effect on speeds for through vehicles With active enforcement, violation rates can be reduced
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APPENDIX A
A-11
Phase 2
Speed Feedback Signs
Description
A device equipped with a radar unit that
detects, displays and records the speed
of passing vehicles. The sign can be set
to display the speed on its screen, a
slow-down message or a blank screen
for data collection only.
Application
Speed feedback signs may help
discourage speeding on neighborhood
streets through education (when set on
display mode) by showing drivers their
current speed or a slow-down message.
Advantages
Educational tool
Positive public relations tool
Encourages speed compliance
Can help reduce vehicle speeds
Disadvantages
Not an enforcement tool
Less effective on multi-lane roadways
Less effective on high-volume streets
Special considerations
None
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APPENDIX A
A-12
Phase 2
Entry Treatment
Description
Entry treatments consist of raised
landscaped median islands and textured
pavement features and are located at
entries to neighborhoods.
Application
Entry treatments help reduce speed.
They provide visual cues to drivers that
they are entering a residential area or
that surrounding land uses are
changing.
Advantages
May reduce vehicle speeds
Creates an identity for the
neighborhood
May help reduce cut-through traffic
Opportunity for landscaping
Disadvantages
Increase in noise
May require removal of parking
Can impede truck movements
Creates physical obstruction
Increases in maintenance costs
Special considerations
Entry treatments have minimal influence on drivers’ routine behavior Overall speeds and volumes are usually only minimally affected Entry treatments make drivers more aware of the neighborhood environment Care should be taken not to restrict pedestrian visibility at adjacent crosswalk
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APPENDIX A
A-13
Phase 2
Center Island Narrowing
Description
Center island narrowing is the
construction of a raised island in the
center of a wide street.
Application
Center islands can be installed on wide
streets to help lower speeds and/or to
prohibit left-turning movements. They
also provide a mid-point refuge area for
pedestrians.
Advantages
May help reduce vehicle speeds
Can reduce vehicle conflicts
Reduces pedestrian crossing width
Landscaping and identity opportunity
Disadvantages
May require parking removal
May reduce driveway access
May impact emergency vehicles
May divert traffic to other streets
Special considerations
When used to block side street access, it may divert traffic May visually enhance the street with landscaping
Bicyclists prefer not to have travel way narrowed
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APPENDIX A
A-14
Phase 2
Curb Radius Reduction
Description
Removal of existing larger radius curb
returns at an intersection and
construction of smaller radius curb
returns.
Application
Curb radius reductions can slow vehicle
turning speeds and shorten pedestrian
crossing distance.
Advantages
Shorter pedestrian crossing width
Slower vehicle turning speeds
Opportunity for landscaping
Disadvantages
Impacts large vehicle turns
Special considerations
Careful attention needs to be given to drainage issues Turning radii for larger vehicles may cause them to turn into oncoming lanes, or design corner curbs to facilitate vehicle loads so larger length vehicles can mount corner curbs.
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APPENDIX A
A-15
Phase 2
Traffic Circle
Description
Traffic circles are raised circular islands
installed in an existing intersection.
Traffic circles require drivers to slow
down to maneuver around the circle.
Application
Traffic circles can provide speed control.
Advantages
Effectively reduces vehicle speeds
Reduces collision potential
Better side-street access
Opportunity for landscaping
Disadvantages
May increase bicycle/automobile conflicts
Affects emergency response times
Can restrict large vehicle access
More expensive than some other options
May affect left-turning movement for some
vehicles
May require parking removal
Special considerations
Traffic circles are best used in a series or with other devices About 30 feet of curbside parking must be prohibited in advance of circle Requires the installation of signs and pavement markings Traffic circles are less effective at T-intersections
Fire Department and Police Department evaluation
Fire Department and Police Department shall have final approval of traffic circle locations.
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APPENDIX A
A-16
Phase 2
Raised Intersection
Description
A raised intersection is a flat, raised area
covering an entire intersection. There
are ramps on all approaches. The
plateau is generally about 4 inches high.
Typically, the raised intersection is
finished with textured pavement.
Application
Raised intersections can reduce vehicle
speeds and provide for safer pedestrian
crossings.
Advantages
Effectively reduces vehicle speeds
Enhances pedestrian safety
Can be aesthetically pleasing
Disadvantages
Expensive to construct and maintain
May require drainage modifications
Affects emergency response times
Special considerations
Makes intersections more pedestrian-friendly
Special signage is required
May require bollards around corners
Fire Department and Police Department evaluation
This measure is one of the least acceptable to the Fire Department and the Police Department and its use requires extensive evaluation of the specific location and impacts on emergency response times.
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APPENDIX A
A-17
Phase 2
Mid-Block Choker
Description
Mid-block chokers are curb extensions
that narrow a street by extending
the curbs towards the center of the
roadway. The remaining street cross-
section consists of two narrow lanes.
Application
Mid-block chokers can help reduce
speeds by narrowing the roadway so
two vehicles can pass slowly in opposite
directions.
Advantages
Effectively reduces vehicle speeds
Shorter pedestrian crossing width
Improves sight distance
Opportunity for landscaping
Disadvantages
May require parking removal
May create hazard for bicyclists
May create drainage issues
May impede truck movements
May impact driveway access
Special considerations
Preferred by many emergency response agencies to other measures Provides excellent opportunities for landscaping
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APPENDIX A
A-18
Phase 2
Chicane
Description
A chicane is a series of two or more
staggered curb extensions on
alternating sides of a roadway. The
horizontal deflection causes motorists
to reduce speed.
Application
Chicanes help reduce vehicle speeds.
Advantages
Effectively reduces vehicle speeds
Low impact on emergency vehicles
Opportunity for landscaping
Disadvantages
Potential loss of parking
Increased maintenance
May impact driveways
May be expensive
Special considerations
May require removal of substantial amounts of on-street parking Most effective when traffic volumes are approximately equal in both directions May increase conflicts with pedestrians and bicyclists Provides landscaping opportunities
Most residents would have their driveways affected
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APPENDIX A
A-19
Phase 2
Intersection Bulb-Out
Description
Intersection bulb-outs narrow the street
by extending the curbs toward the
center of the roadway.
Application
Intersection bulb-outs are used to
narrow the roadway and to create
shorter pedestrian crossings. They also
influence driver behavior by changing
the appearance of the street.
Advantages
Improves pedestrian visibility
Shorter pedestrian crossing width
May reduce vehicle speeds
Opportunity for landscaping
Disadvantages
May require parking removal
May create drainage issues
Impacts large vehicle turns
Special considerations
Intersection bulb-outs at transit stops enhance service May require landscape maintenance to preserve sight distances Turning radii for larger vehicles may cause them to turn into oncoming lanes Consider design for bicyclists
Fire Department evaluation
Intersection bulb-outs shall be restricted to only one of the two intersecting streets.
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Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 D Ă LJ Ϯ Ϭ ϭ ϭ
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Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 Carlsbad Residential
Traffic Management
Program
May 2011 Revision
Traffic Division
Transportation Department
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Acknowledgments
May 2011 Program Update
CITY OF CARLSBAD CITY COUNCIL CITY OF CARLSBAD ENGINEERING DEPARTMENT Matt Hall – Mayor Skip Hammann – Transportation Director Ann J. Kulchin – Mayor Pro Tem John Kim – Traffic Division Manager Mark Packard Doug Bilse – Traffic Signal Systems Engineer Keith Blackburn Jim Murray – Associate Engineer
Farrah Douglas
TRAFFIC SAFETY COMMISSION CITY OF CARLSBAD FIRE DEPARTMENT Gordon P. Cress Mike Davis – Fire Marshal
Jack Cumming Chris Heiser – Fire Division Chief
Steve Gallagher
Guy J. Roney, III CITY OF CARLSBAD POLICE DEPARTMENT Jairo Valderrama Lt. Marc Reno – Traffic Supervisor
May 2001 Program Development
CITY OF CARLSBAD CITY COUNCIL
Claude A. Lewis – Mayor
Ann J. Kulchin – Mayor Pro Tem
Ramona Finnila
Matt Hall
Julianne Nygaard
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM COMMITTEE Courtney Heineman – Chairperson
Kip McBane – Vice-Chairperson
Tom Blake
Howard Heffner
John Murphey
Michael Ott
Jim Stachoviak
CITY OF CARLSBAD ENGINEERING DEPARTMENT
Lloyd B. Hubbs - Public Works Director
Robert T. Johnson, Jr. – Deputy City Engineer, Transportation Michele Masterson – Management Assistant
Jim Murray – Associate Engineer
Jannae DeSiena – Senior Office Specialist
CITY OF CARLSBAD POLICE DEPARTMENT
Sgt. Kelly Cain – Traffic Supervisor
MEETING MINUTES
Dianna Scott – Minutes Clerk
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TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................................... i
INTRODUCTION ............................................................................................................................................. 1
GOALS ........................................................................................................................................................... 3
PROGRAM STRATEGIES ................................................................................................................................. 3
PROCEDURES ................................................................................................................................................. 4
PROGRAM ELIGIBILITY .................................................................................................................................. 5
PHASE I : EDUCATION AND ENFORCEMENT ................................................................................................. 6
PHASE II : TRAFFIC MANAGEMENT ............................................................................................................... 8
PHASE III : TRAFFIC CALMING ..................................................................................................................... 11
PHASE III QUALIFICATION CRITERIA SCORING WORKSHEET ....................................................................... 13
TRAFFIC CALMING MEASURES REMOVAL PROCESS ................................................................................... 17
PETITION—REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S) .......................................................... 18
PROGRAM UPDATE PROCEDURES .............................................................................................................. 19
MEASURES NOT RECOMMENDED FOR USE ................................................................................................ 21
ACRONYMNS AND GLOSSARY ..................................................................................................................... 22
CITY COUNCIL RESOLUTION ........................................................................................................................ 23
TRAFFIC CALMING TOOL BOX (PHASE I) .................................................................................................. TB-1
TRAFFIC CALMING TOOL BOX (PHASE II) ............................................................................................... TB-10
TRAFFIC CALMING TOOL BOX (PHASE III) .............................................................................................. TB-16 April 14, 2026
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EXECUTIVE SUMMARY
In all areas of Carlsbad, daily commuter traffic or other types of traffic drive on neighborhood streets.
Speeding and/or excessive volumes may cause residents to become alarmed about safety and quality of life. When the tranquility and ambiance of the neighborhood is disrupted by drivers speeding or trying to find short-cuts, concerned citizens contact City officials.
This scenario, repeated each day in some areas of the City, alerted the City Council to the need for a comprehensive citywide program to minimize excessive speeds and high volumes in neighborhoods.
Similar problems in California and throughout the country have inspired engineering solutions called traffic calming, which is a method of slowing cars and discouraging cut-through traffic. With traffic calming in mind, the City Council elected to use a citizen-based approach to develop such a program, appointing a committee of seven citizens to work with staff in developing solutions for any Carlsbad neighborhoods seriously affected by traffic problems.
The citizen's committee developed a three-phase approach to addressing traffic problems in Carlsbad neighborhoods. After reviewing and evaluating programs from many cities, the committee recommended a program it suitable for Carlsbad and which would achieve the three goals that must be met if traffic calming is to be successful. The first requirement is support of the residents in any neighborhood where such calming is needed. Second, the traffic calming measures must meet with the approval of emergency agencies concerned about response times, as well as the needs of other utilities whose large vehicles could be adversely affected or damaged by the traffic calming measures. Finally, the residents must be willing to live with the actual traffic calming measures designed to slow traffic and cut-through traffic volumes in their neighborhood.
This document represents the first revision to the initial program developed by the Carlsbad Residential Traffic Management Program Committee. The primary reasons for revising the program were to add lower cost traffic management tools such as residential stop signs and speed cushions and to establish benchmark criteria for the funding of future traffic calming projects. The revised program is divided into the following three phases:
Phase I: application of enforcement and education to resolve non-compliance issues.
Phase II: utilizing engineering-based measures to increase compliance with posted speed limits and discourage cut through traffic.
Phase III: development and implementation of a comprehensive plan comprised of traditional traffic calming measures to address traffic issues while enhancing the residential character of the street.
Ultimately leading to improvement in the quality of life of affected neighborhoods, the Carlsbad Residential Traffic Management Program is still another way in which the City provides for the health, safety and welfare of its citizens.
i
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1 CARLSBAD
RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
INTRODUCTION
Virtually every day, on many residential streets, Carlsbad residents are faced with the potentially dangerous intrusion of speeding vehicles and/or cut-through traffic. Carlsbad streets have experienced escalating traffic impacts due to population and employment growth. As a result, an increasing number of citizens have expressed concerns to City officials, the Police Department and Engineering staff about these traffic problems.
Carlsbad residents are not unique in voicing such concerns. Cities throughout the United States have struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result, citizens have asked that their neighborhood quality of life be improved through a reduction of vehicle speeds and volume. Many desire the simple pleasure of being able to walk or ride bicycles through their neighborhoods without fear of vehicular traffic, a key factor in neighborhood livability.
"Livable" cannot be precisely defined as it relates to community or neighborhood. However, the residents' expectation that fewer vehicles should be speeding down neighborhood streets is an indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable neighborhood include:
a sense of community
a safe place to walk or bicycle
interaction among neighbors
a general feeling of security and safety
the opportunity for residents to enjoy their homes and property streets that do not penalize drivers traveling at the posted speed limit
"Traffic calming" is a term that has, in recent years, become synonymous with providing the means to slow vehicles, reduce cut-through traffic volumes and help achieve a livable community. Through the use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects of the motor vehicle in residential neighborhoods.
In response to the concerns of Carlsbad residents, the City Council has established the Carlsbad Residential Traffic Management Program, referred to as the CRTMP, to address neighborhood concerns about unwanted traffic. The Institute of Transportation Engineers (ITE), an international organization of transportation professionals, has defined traffic calming as:
"The combination of mainly physical measures that reduces the negative effects of motor vehicle use, alters driver behavior and improves conditions for non-motorized street users."
Carlsbad's Residential Traffic Management Program is designed to have significant neighborhood involvement. Staff plans to work closely with residents to identify problems and their solutions and to gather the support necessary to ensure the success of any traffic calming plan that may merit adoption.
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2 be allowed to override the need for thorough understanding, commitment and approval by the neighborhood.
Since neighborhood involvement is the key, the program is designed to solicit and encourage residents' active participation in identifying concerns, developing reasonable solutions and supporting the final outcome. In the traffic engineering field, the manner in which this occurs is a process that contains the elements of the “4E's":
Education
Engineering
Enforcement
Enhancement
By utilizing the "4E" process, which incorporates a comprehensive, integrated involvement of concerned residents, the challenge of identifying and resolving problems can successfully take place.
The basic elements of the 4E process include:
Education: Providing resource materials and information to residents to inform them about all aspects of traffic calming.
Engineering: Physical measures and other techniques utilized in the traffic calming program that are based upon input and concurrence by residents, engineering principles, financial and environmental considerations.
Enforcement: Police presence and selective enforcement of vehicle code violations.
Enhancement: Using special treatments in the physical measures through design and/or landscaping features to improve livability, aesthetics, community pride.
This program has been established with and conforms to authority and responsibility given to local authorities by the California Vehicle Code to protect the health and welfare of its citizens. Additionally, it meets one of the goals in the Circulation Element of the General Plan that states Carlsbad is a "City with an integrated transportation network, serving local and regional needs, which accommodates a balance of different travel modes based upon safety, convenience, attractiveness, costs, environmental and social impacts".
It is the policy of the State of California that all persons have an equal right to use public streets and that no agency may restrict the use of streets to only certain individuals. With certain exceptions provided for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in specific instances related to:
implementation of the Circulation Element of the General Plan criminal activity
regulating or prohibiting processions or assemblages
streets dividing school grounds to protect students attending such schools or school grounds
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3 Requests to implement the CRTMP will ultimately be considered through the process outlined in this program. Careful consideration will be given to each request to ensure that it meets State law and the criteria contained in the program.
GOALS
The City Council established the CRT MP as a countermeasure to intrusion by excessive traffic and/or higher than normal vehicle speeds in the neighborhood and thus, to help improve the quality of life.
With a defined traffic management process and established procedures contained in this document, Carlsbad residents will have the measures and techniques ("tools") at their disposal to avert many negative impacts associated with vehicular traffic on residential streets.
The goals of a traffic management program include:
improving the quality of life in the neighborhood
creating safe streets by reducing the collision frequency and severity reducing negative effects of motorized vehicles
design of features that encourage self-enforcement
PROGRAM STRATEGIES
The City of Carlsbad strives to achieve neighborhood livability through implementation of current standards and policies. Managing traffic is a key component in this endeavor and one that is vital for promoting characteristics of livable neighborhoods. Therefore, strategies are needed to identify and address issues revolving around speeding, excessive volumes and safety concerns on residential streets when it occurs. These strategies include:
developing recommendations that adhere to State law
satisfactorily addressing legal and liability issues
preserving reasonable emergency vehicle access and response time consistent with response standards
maintaining reasonable vehicular access
promoting neighborhood safety for pedestrians, bicyclists, motorists and residents encouraging and incorporating citizen participation in identifying traffic calming measures and techniques
utilizing City resources and funds efficiently and effectively utilizing a combination of education, engineering, enforcement and enhancement (4E's) maintaining, encouraging and enhancing pedestrian, bicycle, transit and alternative modes of travel
balancing on-street needs (such as parking) with the reasonable and safe function of the street considering achievable options for funding
According to the ITE resource, “Transportation and Land Developm ent, 2 nd Edition”, residential streets should ideally be designed and constructed to a “residential neighborhood scale” to achieve vehicle speeds and traffic volumes consistent with typical neighborhood uses. Residential neighborhood scale is April 14, 2026
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4 typically accomplished by restricting roadway length so that a driver slows, stops, or makes a significant turning movement every 300-700 feet. Drivers tend to comply with speed limits in residential neighborhoods when the effective, uninterrupted street length is less than 700 feet.
Complaints related to excessive vehicle speeds often originate on residential streets that have not been designed to this residential neighborhood scale. The CRTMP attempts to resolve these types of speeding issues by installing a series of traffic management measures to reduce the effective street length so that a driver slows, stops, or makes a significant turning movement every 300 to 700 feet.
Traffic management measures are recommended to be spaced, on average, at approximately 500 foot intervals. The traffic management strategies included in the CRTMP toolbox are designed to work in concert with one another to limit the effective, uninterrupted length of an existing street to approximately 500 feet, which should result in a reduction in vehicle speeds and render the route less attractive to cut-through traffic.
PROCEDURES
The procedures to implement traffic management measures and techniques are described on the following pages and are referred to as phases. In general, the established procedures are consistent with the methodology currently used in Carlsbad to address any traffic-related concerns. The procedures require, and are designed to encourage, substantial neighborhood participation, following the process used by staff to formulate solutions to problem locations and the methods for proposing those solutions to the Traffic Safety Commission and City Council for final resolution.
Carlsbad's Residential Traffic Management Program has been developed as a three- ph ase program,
consisting of the following structure approach:
Phase I : Enforcement and Education
Phase II : Traffic Management
Phase III : Traffic Calming
The program is designed in such a way that residents of each street with identified problems, and with neighborhood support and commitment, can play a part in the program. The cost, complexity, effectiveness and impact to residents increase with each phase. Phase I features are generally considered simple improvements that can be initiated internally and provided by city staff. Phase II consists of cost-effective traffic management features that may reduce vehicle speeds but may also penalize those who drive at the legal speed limit. Phase III features are the most effective at traffic calming but are expensive and may negatively impact parking.
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5 PROGRAM ELIGIBILITY
Participation in the Carlsbad Residential Traffic Management Program requires the following:
1. The subject street must meet the legal definition of residence district (as defined by the California Vehicle Code) or designated school zone (as defined by the California Manual on Uniform Traffic Control Devices).
2. The subject street must have a curb-to-curb width of 40 feet or less.
3. A letter sent by a resident or residents requesting that staff consider a subject street for inclusion into the CRTMP process.
Any street that does not meet the program eligibility criteria but is nevertheless considered by city staff to be a candidate for traffic calming will be scheduled for review and possible approval by the Traffic Safety Commission. If the Commission's review leads to the conclusion that the street merits an exception, it will be processed through the CRTMP as if program eligibility criteria were met. Any street recommended by the Traffic Safety Commission as not qualifying for an exception may be requested by a citizen to be reviewed by the City Council for a final determination. The exception process may be used for consideration for inclusion into each phase of the program.
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6 PHASE I: EDUCATION AND ENFORCEMENT
When a resident, or group of residents, from a neighborhood has a traffic-related concern that they believe should be addressed by the Carlsbad Residential Traffic Management Program and have sent a letter to the Traffic Division of the Transportation Department, the process will be initiated in the following manner.
Step 1 Initiate Traffic Request (TR) Procedure
Upon receipt of the correspondence and verification that the subject street satisfies program eligibility requirements, staff will initiate a Traffic Request (TR) that includes the information contained in the letter. The TR is an internal logging and tracking system in the Transportation Division used to initiate action and file correspondence. An engineer will be assigned to investigate and conduct an engineering study of the street(s).
Step 2 Investigation/Studies
Staff will gather preliminary data about the expressed concern. Field reviews and appropriate traffic studies will be conducted. They may include:
geometric conditions of the road volume counts
parking availability/restrictions pedestrian counts location of existing traffic control devices collision analysis speed surveys other studies as determined appropriate
Phase I strategy will be formulated after the data is collected.
Step 3 Coordination with the Police and Fire Departments
Staff will discuss with the Police Department solutions that can be addressed through enforcement. An enforcement strategy will be prepared and implemented by the officer in charge of the Traffic Division of the Police Department. Concurrently, staff will discuss with the Fire Marshal emergency response route issues and other fire safety issues.
Step 4 Issue Work Order
Implementation of Phase I can be accomplished by city forces. Staff can usually issue work orders for the installation of signs or striping or implementation of speed feedback signs.
Step 5 Communication with Residents
Information on appropriate traffic calming strategies and techniques proposed to address the identified concern is shared with the person or group that initiated the request, including information about the issuance of work orders. Staff also outlines the engineering and enforcement approach that will be utilized to mitigate neighborhood concerns.
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7 Step 6 Monitor
Effectiveness of the implemented measures and/or strategies is monitored by Engineering Department staff and, as appropriate, by the Police Department. The resident or group originating the request is then informed of the monitoring results.
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8 PHASE II: TRAFFIC MANAGEMENT
If all applicable Phase I options have been completed and do not appear to adequately address the problem after being in place for an appropriate amount of time as determined by the city staff, Phase II of the CRTMP may be considered.
Step 1 Written Request
Phase II will be initiated when an affected resident that resides on the street where the concern exists sends a letter to the Traffic Division of the Transportation Department requesting Phase II consideration.
The letter will be generated by a resident, following discussions with city staff to review what might be accomplished through Phase II of the program.
Step 2 Phase II Eligibility Determination
Not all residential streets and/or residential areas will qualify to participate in Phase II of the Carlsbad Residential Traffic Management Program based upon the established process. Eligibility criteria for Phase II are as follows:
1. Completion of Phase I of the CRTMP; and
2. The 85th percentile speed (critical speed) must be 32 miles per hour or greater as determined by a speed survey(s).
Both of the eligibility criteria must be met for a street to be considered for further processing through the CRTMP. However, on a case- by-case basis, city staff may determine exceptions. A street considered as an exception must be approved by the Traffic Safety Commission.
Step 3 Determine Project Area of Influence (PAOI)
The street or streets significantly impacted by neighborhood concerns or potential solutions, including all dwelling units or other land uses bordering the subject street or streets, comprise the Project Area of Influence (PAOI). The PAOI will be established by city staff, with input from the neighborhood representatives. The establishment of the PAOI by staff shall consider the implementation of measures on a roadway system as opposed to singular, isolated installations.
Step 4 Phase II Concept Plan
All residents from the PAOI will be invited to a neighborhood meeting hosted by the city. At the meeting, staff will explain the Phase II process that may lead to installation of the traffic management measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I
potential Phase II solutions
advantages/disadvantages of specific Phase II features
Phase II approval process
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9 street. Also, a Police Department representative will be invited to attend the meeting to respond to questions about enforcement issues.
Staff, using the data collected in Phase I, and working with affected residents, will draft a plan of proposed Phase II measures within the boundaries of the PAOI. Since Phase II measures are limited in application, they may not be appropriate for a given situation. For example, if a subject street does not feature intersections, residential STOP signs would not be appropriate. Staff will work with residents to prepare the Phase II concept plan which will be presented to the neighborhood via mail survey for support.
The concept plan will be presented to the Traffic Safety Coordinating Committee to allow city staff such as Fire Department and Police Department representatives to review and comment.
Step 5 Mail Support Survey for Phase II Concept Plan
A mail support survey will be conducted by City staff upon completion of the Phase II concept plan developed by staff. The purpose of the survey will be to determine if the neighborhood (as defined by the PAOI) is in favor of the proposed plan.
Residents and non-resident owners within the PAOI are eligible to participate in the mail support survey.
Distribution of the support survey will be conducted by the City through the mail. The survey will be considered valid if a minimum of 50% of the residents contacted fill out and return the completed survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community responding supports the Phase II plan.
If the Phase II concept plan includes measures with vertical deflection such as speed cushions or speed tables, support for these measures from residents directly affected will be highly desirable. Staff will work with these residents and will strive to balance the concerns of individual residents with the overall success of the concept plan as a system of interdependent features. Since the success of Phase II will be dependent on the spacing of proposed features, the removal of any measure from the concept plan due to lack of support may have a detrimental effect on the concept as a whole.
If 50% of the surveys are not returned, an outreach program may be initiated by the resident(s). Re- survey will occur after all steps established in the outreach program are completed. A re-survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of the returned surveys, the resident(s) may request that staff develop an alternative plan or abandon their efforts. A revised Phase II plan will be tested by the support survey process in this step. If the revised plan fails to garner support of the residents in the PAOI after the second survey, no further surveys will be conducted by City staff for a minimum of one year.
Step 6 Final Approval by the City Council
The approved Phase II concept plan will be brought forward to the Traffic Safety Commission for recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held by the City Council to receive the recommendations of the Traffic Safety Commission for Phase II implementation. If Council decides that Phase II is acceptable as presented, it will so indicate by adopting an ordinance authorizing installation of residential STOP signs and/or other proposed measures and authorizing the appropriation of any necessary funds . The Council may consider other April 14, 2026
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10 options such as returning to the neighborhood for refinement of the Phase II concept plan or proceeding to Phase III of the CRTMP.
Step 7 Phase II Implementation
Implementation of Phase II, in most cases, will be performed by city forces via work orders issued by staff.
Step 8 Phase II Monitoring
Phase II measures that have been installed will be monitored for effectiveness during the first year following completion of the installation. Staff will analyze traffic data results, accident history, observed deficiencies and/or impacts of the Phase II measures, comments, and suggestions or complaints received.
If some residents of the neighborhood believe that the impacts and results of Phase II do not meet their expectations, they may request removal of the permanent measures. The request for removal must follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of Phase II installation.
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11 PHASE III: TRAFFIC CALMING
If applicable Phase II options have been evaluated and do not appear to adequately address the problem as described previously, Phase III of the CRTMP may be considered. Phase I II of the CRTMP is designed to allow traditional traffic calming measures to be used in areas where Phase II options have not adequately resolved the traffic issues. Due to the potential fiscal impacts of Phase III and probable
impacts to parking capacity and limit access to properties, residents will be required to first utilize Phase II measures before requesting to proceed to Phase I II. Phase I II measures will be limited to locations where re-routed traffic will only impact higher classified roadways. Residents have the option to bypass Phase II only if funding is privately secured and all Phase III criteria are satisfied.
Step 1 Written Request
Phase I II will be initiated when the affected residents send a letter to the Traffic Division of the Transportation Department requesting Phase III consideration. The letter will be generated by the residents following discussions with city staff, study of Police Department results of Phase II, and anticipation of what might be accomplished through further utilization of the CRTMP process. The Phase III process will require an evaluation of a qualification criteria as well a neighborhood-initiated support petition.
Step 2 Project Scoring and Qualification Criteria
Candidate streets will be evaluated on the following factors and associated points for the purpose of establishing a project score for funding considerations . Streets with a score exceeding 50 points will be eligible for Phase III.
Criteria and points assigned are as follows:
1. Travel Speed (maximum 40 points):
6 points for each mile per hour the 85 th percentile speed is over 32 miles per hour.
2. Traffic Volumes (maximum 30 points):
Typical weekday ADT divided by 100 and rounded to the nearest whole number or the weekday peak hour volume divided by 10 and rounded to the nearest whole number.
3. Collision History (maximum 15 points):
Five points will be assigned for each correctable collision on a street, including intersections, within the past five years. A correctable collision is one that might have been prevented by the installation of a traffic control device or traffic calming measure.
4. Sidewalks (maximum 5 points):
5 points if no sidewalk or pedestrian pathway exists on either side of the street. 5 points if no sidewalk or pedestrian pathway exists along at least one side of the street.
5. School Proximity (5 points maximum):
5 points if school grounds abut the candidate street.
3 points if the PAOI is within 500 feet of school grounds. 1 point if the PAOI is located within 1,000 feet of school grounds.
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12 6. Pedestrian Crossings (5 points maximum):
5 points if a school crosswalk (yellow crosswalk) is located on a street in the PAOI. 5 points if a major or midblock crosswalk is located on a street in the PAOI. A major crosswalk is defined as having 10 or more pedestrians crossing per hour during any eight hours of a typical weekday.
A maximum total of 100 points may be given for the street under consideration, using the Traffic Management Program Priority Scoring Worksheet. A minimum score of 51 points is required for the subject street to qualify for Phase III.
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13 Carlsbad Residential Traffic Management Program
Phase III Qualification Criteria
Scoring Worksheet
This worksheet will be completed by City of Carlsbad staff. It will be used to assign points to a street for Phase I II qualification and prioritization of a potential specific neighborhood traffic calming project.
Name of neighborhood (street location):
Points
1. Travel Speed (40 pts. max.)
For each mile per hour the 85 th percentile speed is over 32 miles per hour , 6 points will be assigned.
Critical Speed:
2. Traffic Volumes (30 pts. max.)
Total weekday ADT divided by 100, rounded to nearest whole number or weekday peak hour volume divided by 10, rounded to nearest whole number (use higher number)
Volume: Date Counted:
3. Collision History (15 pts. max.)
Five points for each correctable collision during the past 5 years Number of collisions:
4. Sidewalks (5 pts. max.)
No sidewalk or pedestrian pathways exists on either side of the street = 5 points No sidewalk or pedestrian pathway exists along at least one side of the street = 5 points
5. School Proximity (5 pts. max.)
School grounds abut candidate street = 5 points
PAOI is located within 500 feet of school grounds = 3 points PAOI is located within 1,000 feet of school grounds = 1 point
6. Pedestrian Crossings (5 pts. max.)
School crosswalk (yellow crosswalk) is located on a street in the PAOI = 5 points
Major or midblock crosswalk is located on a street in the PAOI = 5 points
Total Score:
___________________________________________
Evaluator Date
A MINIMUM SCORE OF 51 POINTS IS REQUIRED TO QUALIFY FOR PHASE I II.
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14 Step 3 Neighborhood Support Petition
If the subject street meets the Phase III Qualification Criteria, concerned residents will need to establish resident support for continuation of the Phase I II process. The support petition is initiated by the neighborhood representative and serves as the mechanism to establish that residents’ support the City's consideration of a Phase I II traffic calming project. Documentation of support for consideration of a future project is indicated by a simple majority (50% plus one signature) of those eligible individuals located within the PAOI that sign the petition. The petition form will be developed by staff but it will be the responsibility of residents to circulate the petition and submit the results.
Step 4 Project Funding
Upon satisfaction of Steps 2 and 3 of the Phase I II process, the subject street may be considered for funding as a future project through the Capital Improvement Program (CIP) process. If more than one CRTMP project is submitted in a given fiscal cycle, priority will be established by the Phase II I Qualification Criteria scoring. Many different fiscal factors must be considered to establish if and to what level funds will be allocated for projects on the priority list. Staff will recommend a funding level and the City Council will consider and adopt the annual budget before the fiscal year ending on June 30.
As an alternative to the City funding the design and construction of Phase III improvements, residents may choose to collect funds themselves in any manner they choose, including the formation of an assessment district. This private funding must be for 100% of the project cost including design, construction, inspection, administration and contingency costs associated with the project. Private funds must be deposited with the city prior to proceeding to Step 4.
Phase III will not proceed until funding source is identified and funds are secured.
Step 5 Kick-off Meeting with the Neighborhood
All individuals from the PAOI will be invited to a nei
ghborhood kick-off meeting hosted by the City. At
the meeting, staff will explain to those in attendance the Phase I II process that may lead to installation of the traffic calming measures proposed for their neighborhoods. Discussion will include:
neighborhood concerns
traffic data gathered
results from Phase I and II
potential solutions
traffic calming plan development process
before and after traffic study process
A Fire Department representative will attend the meeting to explain response needs of the emergency service providers and any concerns the Fire Department has with potential traffic calming on the candidate street. Also, a Police Department representative will attend the meeting to respond to questions about enforcement issues.
Step 6 Develop the Conceptual Neighborhood Traffic Calming Plan By meeting and working closely with the residents, staff will be able to assist in:
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15 assessing neighborhood needs
identifying alternatives
developing initial plans or solutions
finalizing the comprehensive plan based upon
o sound engineering principles
o neighborhood input
o state-of-the-art traffic calming practices
Throughout design development of the conceptual plan, all residents within the PAOI will be provided updates and will be encouraged to offer input. The residents will be actively involved in all aspects of developing the comprehensive neighborhood traffic calming plan and will be expected to commit the time and effort needed to develop a successful plan. Directly affected residents and property owners will be notified and involved with the development of the conceptual plan.
The length of time needed to develop the conceptual plan is dependent upon the complexity of the issues, the level of neighborhood involvement and support, project cost and the willingness of the residents to aggressively pursue plan development. The series of meetings leading to completion of a final conceptual plan for presentation to the neighborhood could take six months or longer.
Step 7 Mail Support Survey for Final Conceptual Plan
A mail support survey will be conducted by city staff upon completion of the conceptual plan developed by residents and staff and evidence of a generally favorable consensus on the plan by interested residents. The purpose of the survey will be to determine if the neighborhood (PAOI) is in favor of the proposed plan by a super majority (67% or more).
Residents and non-resident owners within the PAOI will be included in the survey, essentially following the eligibility procedures addressed in Phase II. If necessary, and as determined by city staff based upon the proposed conceptual traffic calming plan, additional properties may be included or excluded by expanding or reducing the boundaries of the PAOI. The revised PAOI will become the new PAOI for purposes of the survey and other communications with residents affected by the proposed traffic calming project.
Distribution of the support survey will be conducted by the City through the mail. The survey will be considered valid if a minimum of 50% of those contacted fill out and return the survey. Staff will then analyze the returns to determine if 67% or more of the PAOI community responding supports proceeding to the final plans, specifications and estimates (PS&E) stage and for the installation of temporary features. Staff will notify by mail all individuals within the PAOI of the survey results and the next steps in the process.
If 50% of the surveys are not returned, an outreach program must be developed by the residents with the assistance of staff. Re-survey will occur after all steps established in the outreach program are completed.
A re-survey will be valid if 50% or more of the surveys are returned to staff. If the plan is not approved by 67% or more of the returned surveys, the residents may choose to develop an alternative plan or abandon their efforts. A revised conceptual plan, after an appropriate outreach program, will be tested by the support survey process in this step. If a conceptual plan fails to garner support of the residents in April 14, 2026
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16 the PAOI after the second survey, no further surveys will be conducted by city staff for a minimum of one year.
If neighborhood support for the Phase III traffic calming concept plan is established, staff can proceed to Step 8.
Step 8 Environmental Review
Upon confirming the neighborhood support for the Phase I II concept plan and funds have been identified, allocated and approved, staff will initiate environmental review of the proposed project through the City of Carlsbad Planning Department. Generally, traffic calming improvements proposed within the existing street right-of-way are found to be exempt from detailed environmental review.
Step 9 Complete Final Design
Final design of the traffic calming plan can be started by staff concurrent with processing the environmental document. However, the final plan cannot be completed beyond the 30% stage until environmental certification is received and funding for the project is secured. Depending upon the complexity of the final plan, a consultant may be hired by the city. After completion of the final design, staff will initiate installation of temporary measures to simulate the effect of the proposed permanent traffic calming measures. The Police and Fire Departments will have considerable input during the final design.
Step 10 Final Approval by the City Council
The approved Phase III design plan will be brought forward to the Traffic Safety Commission for recommendation and to hear public testimony on the matter. A duly noticed public meeting will be held by the City Council to receive the recommendations of the Traffic Safety Commission for the final traffic calming project and to hear public testimony on the matter. If Council decides the project is acceptable, it will so indicate by adopting a resolution authorizing advertising for construction bids, thus taking the first step toward installation of the project. If, on the other hand, the Council does not support the proposal, staff may be directed to abandon the plan, or to return to the neighborhood for refinement of the plan, or to take no further action.
Step 11 Project Construction
Construction of the approved project, in most cases, will be performed by a licensed contractor selected through the city's formal construction bidding process. After a contractor is selected by the city, individuals within the PAOI will be notified of the construction schedule.
Step 12 Project Monitoring
Traffic calming projects that have been constructed will be monitored for effectiveness during the first year following completion of the installation and also during the second year after the installation.
If residents of the neighborhood believe that the traffic calming measures, impacts and results do not meet their expectations, they may request removal of the permanent measures. The request for removal must follow the Traffic Calming Measures Removal Process and be submitted at least one year from date of Phase III installation.
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17 Traffic Calming Measures Removal Process (Phase II and III) Individuals within a neighborhood may determine that one or more traffic calming measures should be removed. If so, a petition favoring removal and signed by 80% of the eligible individuals within the PAOI or expanded PAOI, if applicable, must be sent to staff. Eligibility criteria for signing the petition will be the same as for previously indicated voting procedures (one signature per household or property). A sample petition is provided on the next page for use by the neighborhood contact person to collect signatures.
Staff will review the petition, determine if the 80% threshold is met and notify all residents and non- resident owners within the PAOI of the results. No removal petition will be accepted by staff during the test period when temporary measures are being reviewed.
If the petition has 80% or more valid signatures, it will be submitted to the Traffic Safety Commission for consideration. All individuals within the PAOI will be notified in writing of the meeting and will have the opportunity to address the Commission with their concerns. The Traffic Safety Commission recommendation, whether to deny or sustain the removal petition, will be forwarded to the City Council.
All residents and non-resident owners within the neighborhood PAOI will be notified by mail of the date when the City Council will consider their request for removal of the traffic calming measure(s). Each interested resident will have the opportunity to address the City Council. A final decision will be made by the City Council based upon staff input, Traffic Safety Commission recommendations and citizen comments. As appropriate, staff will initiate action on the City Council's decision. All residents and non- resident owners within the PAOI will be notified of the City Council decision by mail.
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18 PETITION
REQUEST TO REMOVE TRAFFIC CALMING MEASURE(S)
CARLSBAD RESIDENTIAL TRAFFIC MANAGEMENT PROGRAM
CONTACT PERSON: DATE:
CONTACT PERSON ADDRESS:
CONTACT PERSON TELEPHONE:
The undersigned state they that they are requesting that the City of Carlsbad consider removing the traffic calming measure(s) installed on ________________________________(street name).
The measure or measures to be removed are: ______________________________________ ____________________________________________________________________________ ___________________________________________________________________________.
The undersigned further state they have read the Travel Calming Removal Process section contained in the Carlsbad Residential Traffic Management Program.
Name (please print) Address (please print) Telephone Signature
1. 2.
3. 4.
5. 6.
7. 8.
9. 10.
11. 12.
13. 14.
15. 16.
17. 18.
19. 20.
(attach additional sheets as necessary)
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19 PROGRAM UPDATE PROCEDURES
It is intended that the Carlsbad Residential Traffic Management Program be dynamic and subject to change. Traffic calming measures, techniques and/or methodologies continue to evolve. What was once in favor and popular to implement may have been subsequently found by agencies to be undesirable, unworkable or unacceptable to the neighborhood.
Revisions to the Carlsbad Residential Traffic Management Program ( CRTMP) are expected. When revisions are suggested, a formal review and approval process of the revision(s) will be followed.
Steps in the revision/update process are as follows:
Step 1 Initiation of Revision
A change or revision may be initiated by the City Council, staff or a citizen. It is suggested that the requested revision be made in writing, with the reasons for or intent of the revision clearly stated. A compelling reason to initiate the update process or to change the process must be offered to be favorably received.
Step 2 Review by Staff
Suggested revisions will be thoroughly researched and reviewed by staff to determine if they are appropriate for inclusion in the Carlsbad Residential Traffic Management Program. Other City departments will also be consulted and, as necessary, comments from stakeholders will be solicited.
Changes to traffic calming measures, procedures or methodologies will only be considered by the Traffic Safety Commission once a year, unless such measures, procedures or methodologies are determined to be illegal.
Step 3 Response to Initiator
Staff will respond in writing to the individual proposing the revisions, commenting on their suitability or requesting additional information as needed. Revisions deemed unacceptable by staff will not be processed further. Revisions recommended by staff for further consideration will be scheduled for discussion at a Traffic Safety Commission meeting. Only those suggested revisions that significantly enhance the overall Carlsbad Residential Traffic Management Program will be considered for acceptance and submitted to the Traffic Safety Commission.
Step 4 Review by the Traffic Safety Commission
All revisions proposed during any 12-month period will be reviewed by the Traffic Safety Commission at the end of such period. The recommendations of the TSC on all such proposed revisions will be forwarded to the City Council. The TSC review meetings will be duly noticed and open to the public for their input on revisions or changes.
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20 Step 5 Review and Approval by the City Council
In a public meeting, the City Council will consider the recommendations of the Traffic Safety Commission. Staff may be directed by the Council either to implement the revisions to the program and the supporting documents or to take no action on the requested revision. Noticing procedures for the Council meeting will be the same as for the Traffic Safety Commission meeting and all interested residents will be encouraged to attend the Council meeting to make their opinions known.
Proposed revisions will not interfere with or delay the processing of a neighborhood traffic calming program in progress. A neighborhood that has started development of its traffic calming program will continue the process without change.
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21 Measures Not Recommended for Use
Several traffic management measures were evaluated and determined to be unsuitable for use in Carlsbad. Listed following are measures not recommended for installation on public streets and, therefore, not proposed for consideration as part of a neighborhood traffic calming project.
Rumble Strip
A rumble strip is an alteration to the paved street surface by various techniques to draw the driver's attention to a roadway condition. This measure is not acceptable in a residential neighborhood due to the noise and vibration created when a vehicle is driven over the rumble strip.
One-Way Street
A one-way street may encourage increased speeds and may result in additional traffic volumes on a nearby street due to diverted traffic. On a residential street, confusion and wrong-way travel may result as a one-way street is an atypical encounter for drivers when leaving a single-family residence.
Miscellaneous Non-Standard Devices
Signs and/or striping not recognized by the State of California Department of Transportation (Caltrans) as an official traffic control device shall not be used in the public right- of-way. These signs typically include CHILDREN AT PLAY, SLOW and others. Non-official signs are of the novelty type, many have messages that are misinterpreted by drivers, have no legal meaning and their use can expose the City to tort liability. These types of signs do not command the attention or respect of drivers that are repeat users of the street. Using signs that are not officially approved may give a false sense of security to residents. Additionally, the signs raise expectations that some degree of protection is provided through their use when, in reality, this is not the case.
Cul-de-Sacs and Road Closures
Streets have been designed and constructed to facilitate multiple points of egress for the residents and multiple ways for an emergency vehicle to respond to an incident. Basic circulation patterns are intended to remain. Streets will not be truncated through the construction of a barrier to cause a road closure or by converting the end of the street into a cul-de-sac through construction of a turnaround.
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22 ACRONYMS AND GLOSSARY
California Vehicle Code A document published by the Department of Motor Vehicles containing laws relating to the use of streets and the operation of vehicles thereon.
Circulation Element Comprehensive plan in Carlsbad for the safe and efficient movement of people and goods.
Critical Speed (85th percentile) The speed at which 85% of the vehicles are traveling at or below.
General Plan A document required by law that contains the overall goals, objectives and policies for development of the City.
ITE Institute of Transportation Engineers
Midblock Any point located between two successive intersections.
NTCC Neighborhood Traffic Calming Committee
PAOI Project Area of Influence
PS&E Plans, specifications and estimates used to construct projects.
Traffic Calming The combination of mainly physical measures that reduces the negative effects of motor vehicle use, alters driver behavior and improves conditions for non -motorized street users —ITE definition.
CRTMP Carlsbad Residential Traffic Management Program
Toolbox Traffic calming measures ("tools") used to reduce vehicle speeds and/or minimize volumes on residential streets.
TR Traffic Request. Used by transportation staff to log, file and track project requests.
TSC Traffic Safety Commission
Warrants Established, objective criteria used to evaluate traffic conditions.
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TRAFFIC CALMING TOOLBOX
Traffic control devices are those official signs and striping placed in the public right- of-way and recognized by the public such as STOP signs, curve warning signs, centerline striping, etc. These devices have been officially approved by the State of California Department of Transportation (Caltrans) pursuant to legislative authority provide for in the California Vehicle Code.
Traffic calming measures, however, have evolved to include features that may not be officially approved through legislative action by the State of California. Commonly referred to as “tools”, the traffic calming measures or features available for use in Carlsbad are available in this program’s “toolbox”.
Each tool listed is unique and has a specific purpose for addressing residential street traffic concerns that require some form of traffic calming. Each tool has its own set of advantages and disadvantages and a range of costs. More than just a structural feature on a street, traffic calming tools also encompass education, enforcement, engineering and enhancement.
The following pages identify tools that have been endorsed and available for use in Carlsbad.
They were chosen for:
Appropriateness to address traffic concerns in Carlsbad.
Acceptability to stakeholders including the Fire and Police Departments.
Suitability for use in residential neighborhoods.
Each traffic calming measure is briefly described, application for usage listed, and possible advantages and disadvantages outlined. Estimated costs have been provided when the cost of the measure was able to be determined.
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Phase I
Education
Description:
Conversations, meetings, e -mails,
letters and handouts to residents
regarding neighborhood traffic and
pedestrian safety issues.
Application:
Traffic education is intended to make
residents aware of local residential
speed limits and other neighborhood
traffic and safety concerns.
Advantages:
Allows residents to express views
and obtain answers.
Identifies issues of concern and
solutions.
Disadvantages:
Effectiveness may be limited.
Potentially time consuming.
Limited audience.
Special Considerations:
Meetings need to stay focused on specific traffic issues.
Cost:
Varies (staff time and published materials).
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Phase I
Police Presence
Description:
Police vehicles drive through or stop for a few
minutes on residential streets to observe
driver behavior.
Application:
Police presence is used to make a visual
showing in residential neighborhoods to help
discourage speeding.
Advantages:
Shows an enforcement presence.
May help slow vehicle speeds.
Disadvantages:
Presence without enforcement has
limited effectiveness.
Limited police resources.
Special Considerations:
Typically only effective when officer is present.
Used on residential streets with complaints of speeding.
Cost:
N/A
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Phase I
Police Enforcement
Description:
The Police Department deploys mo torcycle or
automobile officers to perform targeted
enforcement on residential streets.
Application:
Targeted police enforcement used to make
drivers aware of local speed limits and to
reduce speeds by issuing citations.
Advantages:
Effective, visible enforcement.
Driver awareness increased.
Can be used on short notice.
Can reduce speeds temporarily.
Disadvantages:
Temporary measure.
Requires long-term use to be effective.
Limited police resources.
Special Considerations:
Typically only used on residential streets with documented speeding problems.
Typically only effective while officer is actually monitoring speeds.
Benefits are short-term without regular periodic enforcement.
Expensive.
Cost:
N/A
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Phase I
Speed Feedback Signs
Description:
A portable device equipped with a
radar unit that detects , displays and
records the speed of passing vehicles.
The sign can be set to display the speed
on its screen or show a blank screen for
data collection only.
Application:
May help discourage speeding on
neighborhood streets through
education (when set on display mode)
by showing drivers their current speed.
Advantages:
Effective educational tool.
Good public relations tool.
Encourages speed compliance.
Can reduce speeds temporarily.
Disadvantages:
Not an enforcement tool.
Ineffective on multi-lane roadways.
Less effective on high volume streets.
Limited Police Department resources to install
Special Considerations:
Can be installed on a street light standard where a resident indicates there is a speeding problem.
Typically only effective in reducing speeds when the sign is present and set on display mode.
Some motorists may speed up to try to register a high speed (when on display mode).
Recommend for temporary use only.
Cost:
$5,000 each unit
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Phase I
Speed Limit Signs
Description:
25 mile per hour speed limit signs are ins talled
on neighborhood residential streets that meet
the legal definition of a RESIDENCE DISTRICT.
Application: Speed limit signing encourages
slower vehicle speeds along residential
streets. Signs are only installed along streets
where speeding is a problem.
Advantages:
Clearly indicates prima facie speed limit.
Usually popular with residents.
Low cost of installation.
Disadvantages:
Not effective by themselves.
May add to sign clutter.
Increased cost of sign maintenance.
Special Considerations:
Typically only installed on streets where speeding is a documented problem.
Requires police enforcement to be effective.
Cost:
$200 per sign.
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Phase I
Speed Limit Pavement Legends
Description:
Painting of speed limit legends on the
roadway adjacent to speed limit signs.
Application:
Speed limit pavement legends increase driver
awareness of the speed limit to help reduce
speeding.
Advantages:
Supplement to speed limit signs.
May help reduce speeds.
Usually popular with residents.
Disadvantages:
Not effective or legal by themselves.
Increase in maintenance cost.
Special Considerations:
Should only be installed on streets where speeding is a documented problem.
Cost:
$350 per legend.
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Phase I
Warning Signs
Description:
Standard warning signs give drivers advanced
notice of roadway conditions.
Application:
Warning signs advise motorists to reduce their
speed.
Advantages:
Informs motorists of roadway conditions.
Low cost of installation.
Disadvantages:
May add to sign clutter.
Increased cost of sign maintenance.
Not a regulatory sign.
Special Considerations:
Advisory only, cannot be enforced.
Cost:
$200 per sign.
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Phase I
Neighborhood Speed Monitoring Program
Description:
Resident writes down the license plate
number of vehicle(s) observed to be speeding
noting date, time & location. Information is
called in to the Traffic Division of the Police
Department. The Police Department sends a
letter to the registered vehicle owner
informing them their vehicle was observed to
be speeding on the stated street on the
specified date, time & location. The vehicle
owner is informed that residents are very
concerned about speeding & are requested to
observe the 25 mph residential speed limit.
Application:
The Neighborhood Speed Monitoring Program
helps to discourage speeding through
neighborhood & Police Department
involvement, awareness & neighborhood peer
pressure.
Advantages:
Encourages speed compliance.
Creates nei ghborhood involvement
and awareness.
Disadvantages:
Not an enforcement tool.
Requires Police Department resources
to send letters.
Cost:
police Department staff time to send out letters.
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Phase II
Residential STOP Signs
Description:
Residential s top signs may be considered
for installation under special
circumstances for speed reduction at
intersections on residence district streets.
Application:
The installation of residential stop signs at
intersections reduces the uncontrolled
length of a street, which may help to
reduce vehicle speeds on the street.
Advantages:
May help reduce vehicle speeds
within 150-200 feet of intersection.
Favored by many residents.
Low cost of installation.
Disadvantages:
Non-enforcement may lead to a general non -
compliance of stop signs.
May divert traffic to other streets.
Emergency response times slightly impacted.
Increased maintenance costs
May lead to increased noise/air pollution
Not as effective as horizontal d eflective
measures such as traffic circles.
Special Considerations:
To control vehicle speeds, the recommended spacing of this traffic calming measure on a residential street is typically between 300 to 700 feet.
Requires stop limit line and stop legend to be painted on the street which may lead to sign clutter.
Requires stop limit line and stop legend to be painted on the street.
Cost:
$2,000 (two approaches) - $4,000 (four approaches).
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Phase II
Speed Table
Description:
Speed tables are constructed 3 to
4 inches above the elevation of
the street. They feature ramps on
the approaches and a flat top,
typically about the length of a
passenger car.
Application:
Speed tables help reduce vehicle
speeds at mid-block locations.
Advantages:
Reduces vehicle speeds.
Access not affected.
Generally results in a gentler
ride as compared to speed
lumps.
Disadvantages:
May increase noise.
Emergency response times affected.
Increased maintenance costs.
Perception of reducing property values.
May not be as aesthetically pleasing as chicanes.
Special Considerations:
Requires special signing and markings which may lead to sign clutter.
Careful attention required for drainage issues and other design issues.
Works well in combination with curb extensions and curb radius reductions.
At existing crosswalk locations, a crosswalk may be painted on the proposed speed table.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed table locations and spacing.
Cost:
$8,000 - $14,000 each (prefabricated).
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Phase II
Speed Cushions
Description:
Prefabricated rubber or field
formed asphalt approximately 3
inches in heig ht and 7 -12 feet in
length installed in a series across
a roadway. Transverse cuts
across the cushion allow some
emergency vehicles to pass
without vertical deflection.
Application:
Reduce vehicle speeds without
significantly impacting some
emergency v ehicle response
time.
Advantages:
Reduces vehicle speeds.
May reduce vehicle volumes.
Disadvantages:
May increase noise.
Aesthetics.
May divert traffic to other streets.
Perception of reducing property values.
Increased maintenance costs.
Some emergency vehicles impacted by slowing response
times.
Special Considerations:
Requires special signing and markings.
To control vehicle speeds, the spacing must be carefully evaluated.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of speed lump locations and spacing.
Cost:
$4,000 - $6,000 each (prefabricated).
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Phase II
High Visibility Crosswalks
Description:
High visibility crosswalks established by
painting stripes between the crosswalk's
outer boundary stripes.
Application:
High visibility crosswalks increase crosswalk
visibility to drivers.
Advantages:
More visible to the driver than
traditional crosswalks.
Disadvantages:
May give false sense of security to
pedestrians.
Higher maintenance costs.
Special Considerations:
Should only considered at controlled intersections where painted crosswalks already exist.
Pedestrians may place too high a reliance on its ability to control driver behavior.
Can be used at high pedestrian volume crossing locations.
Cost:
$1500 to $7,000 each.
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Phase II
Narrowing Lanes (Striping)
Description:
Striping used to narrow traffic
lanes. The "extra" pavement width
can be used to create or add to
bicycle and/or parking lanes. Lane
striping can also be used to visually
simulate the hardscape features
that define the horizontal traffic
calming measures found in Phase
III.
Application:
Narrowing lanes with striping used
to help slow vehicle speeds.
Horizontal measures can be
simulated with striping but are not
as effective as Phase III traffic
calming measures that use
hardscape to deflect traffic.
Advantages:
Can be quickly implemented in
some circumstances.
May reduce travel speeds.
May improve safety.
Disadvantages:
Not effective as stand-alone measure.
May lead to loss of parking.
Increases regular maintenance.
Some residents may oppose striping on neighborhood
streets.
Increases resurfacing costs.
Special Considerations:
Narrowed travel lanes create "friction" to help slow vehicle speeds.
Can be installed quickly.
Designated bicycle lanes and/or parking lanes can be created.
Adds centerline and edgeline striping to neighborhood streets.
Cost:
$0.75 per linear foot.
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Phase II
Neighborhood Signs
Description:
Neighborhood signs involve the use of special
signs such as "ENTERING A TRAFFIC CALMED
NEIGHBORHOOD" to increase motorist
awareness.
Application:
Neighborhood signs help reduce speeding on
residential streets.
Advantages:
May increase driver awareness.
May cause drivers to slow down.
Low cost of installation.
Disadvantages:
May have no lasting effect.
Can create false sense of security.
Adds to sign clutter.
Increased cost of sign maintenance.
Not a standard MUTCD sign.
Special Considerations:
Installed at entry points to a neighborhood.
Cost:
$$200 per sign.
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Phase III
Turn Restrictions via Signs
Description:
Standard "No Left Turn", "No Right Turn",
or "Do Not Enter" signs used to prevent
undesired turning movements onto
residential streets.
Application:
Turn restriction signing used to reduce
cut-through traffic on residential streets.
Advantages:
Redirects traffic to main streets.
Reduces cut-through traffic.
Low cost.
Disadvantages:
May divert traffic to other streets.
Inconvenient to residents.
Enforcement required.
Adds to sign clutter.
Violation rates can be high without
enforcement.
Special Considerations:
Installed at entry points of a neighborhood to prevent traffic from entering.
Has little or no effect on speeds for through vehicles.
With active enforcement, violation rates can be reduced.
Cost:
$200 per sign.
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Phase III
Textured Pavement
Description:
Textured pavement is installed in the roadway
typically to provide an entry statement to the
neighborhood.
Application:
Used as a visual cue for drivers to slow down.
Advantages:
Aesthetic/visual enhancement.
Provides entry statement to traffic calmed
area.
Disadvantages:
Increase in maintenance.
Increase in noise.
Expensive.
Special Considerations:
Textured pavement has minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally influenced.
Cost:
$10 per square foot.
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Phase III
Entry Treatment
Description:
Entry treatments consist of raised landscaped
median islands and textured pavement features
and are located at entries to neighborhoods.
Application:
Entry treatments help reduce speed. They provide
visual cues to drivers they are entering a
residential area or that surrounding land uses are
changing.
Advantages:
May reduce vehicle speeds.
Creates an identify for the
neighborhood.
May reduce cut-through traffic.
Opportunity for landscaping.
Disadvantages:
Increase in noise.
May require removal of parking.
Can impede truck movements.
Creates physical obstruction.
Increase in maintenance.
Special Considerations:
Entry treatments have minimal influence on drivers routine behavior.
Overall speeds and volumes are usually only minimally affected.
Entry treatments make drivers more aware of the neighborhood environment.
Care should be taken not to restrict pedestrian visibility at adjacent crosswalk.
Cost:
$21,000 to $35,000 per approach.
April 14, 2026
Item #13 Page 93 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-20
Phase III
Center Island Narrowing
Description:
Center island narrowing is the construction
of a raised island in the center of a wide
street.
Application:
Center islands are installed on wide streets
to help lower speeds and/or to prohibit left -
turning movements. They also provid e a
mid-point refuge area for pedestrians.
Advantages:
Reduces vehicle speeds.
Can reduce vehicle conflicts.
Reduces pedestrian crossing width.
Landscaping opportunity.
Disadvantages:
May require parking removal.
May reduce driveway access.
May impact emergency vehicles.
May divert traffic to other streets.
Special Considerations:
When used to block side street access, may divert traffic.
May visually enhance the street with landscaping.
Bicyclists prefer not to have travel way narrowed.
Cost:
$14,000 to $28,000 each.
April 14, 2026
Item #13 Page 94 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-21
Phase III
Curb Radius Reduction
Description:
Removal of existing larger radius curb returns
at an intersection and construction of smaller
radius curb returns.
Application:
Curb radius reductions slow vehicle turning
speeds and shorten pedestrian crossing
distance.
Advantages:
Shorter pedestrian crossing width.
Slower vehicle turning speeds.
Opportunity for landscaping.
Disadvantages:
Impacts large vehicle turns.
Special Considerations:
Careful attention needs to be given to drainage issues and turning radii.
Cost:
$12,000 to $18,000 (four-leg intersection)
April 14, 2026
Item #13 Page 95 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-22
Phase III
Traffic Circle
Description:
Traffic circles are raised circular islands
installed in an existing intersection. Traffic
circles require drivers to slow down to
maneuver around the circle.
Application:
Traffic circles provide speed control.
Advantages:
Effectively reduces vehicle speeds.
Reduces collision potential.
Better side-street access.
Opportunity for landscaping.
Disadvantages:
May increase bicycle/automobile conflicts.
Can increase emergency vehicle response time.
Can restrict large vehicle access.
Expensive.
Some left-turning vehicles must negotiate
circle clockwise.
Special Considerations:
Traffic circles are best used in a series or with other devices.
About 30 feet of curbside parking must be prohibited in advance of circle.
Requires the installation of signs and pavement markings.
Traffic circles are less effective at T-intersections.
Fire Department and Police Department Evaluation:
Fire Department and Police Department shall have final approval of traffic circle locations.
Cost:
$20,000 to $35,000 per intersection.
April 14, 2026
Item #13 Page 96 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-23
Phase III
Raised Intersection
Description:
A raised intersection is a flat, raised area
covering an entire intersection. There are
ramps on all approaches. The plateau is
generally about 4" high. Ty pically, the
raised intersection is finished with
textured pavement.
Application:
Raised intersections reduce vehicle speeds
and provide for safer pedestrian crossings.
Advantages:
Effectively reduces vehicle speeds.
Enhances pedestrian safety.
Can be aesthetically pleasing.
Disadvantages:
Expensive to construct and maintain.
Requires drainage modifications.
Affects emergency vehicle response time.
May require bollards around corners.
Special Considerations:
Makes intersections more pedestrian-friendly.
Special signing is required.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and the Police Department and its use requires extens ive evaluation of the specific location and impacts to emergency response times.
Cost:
$48,000 to $110,000 per intersection.
April 14, 2026
Item #13 Page 97 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-24
Phase III
Mid-Block Choker
Description:
Mid-block chokers are curb extensions
that narrow a street by extending
the curbs towards the center of the
roadway. The remaining street cross -
section consists of two narrow lanes.
Application:
Reduces speeds by narrowing the roadway
so two vehicles can pass slowly in opposite
directions.
Advantages:
Effectively reduces vehicle speeds.
Shorter pedestrian crossing width.
Improves sight distance.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
May impede truck movements.
May impact driveway access.
Special Considerations:
Preferred by many emergency response agencies to other measures.
Provide excellent opportunities for landscaping.
Cost:
$14,000 per location
April 14, 2026
Item #13 Page 98 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-25
Phase III
Lateral Shift
Description:
A lateral shift is the construction of curb
extensions into the roadway that creates a
horizontal deflection drivers must
negotiate.
Application:
A lateral shift helps reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Cost:
$14,000 to $28,000 per location.
April 14, 2026
Item #13 Page 99 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-26
Phase III
Chicane
Description:
A chicane is a series of two or more
staggered curb extensions on alternating
sides of a roadway. The horizontal
deflection causes motorists to reduce
speed.
Application:
Chicanes help reduce vehicle speeds.
Advantages:
Effectively reduces vehicle speeds.
Low impact on emergency vehicles.
Opportunity for landscaping.
Disadvantages:
Loss of parking.
Increased maintenance.
May impact driveways.
May be expensive.
Special Considerations:
May require removal of substantial amounts of on-street parking.
Most effective when traffic volumes are approximately equal in both directions.
May increase conflicts with pedestrians and bicyclists.
Provide landscaping opportunities.
Most residents would have their driveways affected.
Cost:
$40,000 to $80,000 per location.
April 14, 2026
Item #13 Page 100 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-27
Phase III
Intersection Bulb-Out
Description:
Intersection bulb -outs narrow the street
by extending the curbs toward the center
of the roadway.
Application:
Used to narrow the roadway and to create
shorter pedestrian crossings. They also
influence driver behavior by changing the
appearance of the street.
Advantages:
Improve pedestrian visibility.
Shorter pedestrian crossing width.
May reduce vehicle speeds.
Opportunity for landscaping.
Disadvantages:
May require parking removal.
May create hazard for bicyclists.
May create drainage issues.
Impacts large vehicle turns.
Special Considerations:
Intersection bulb-outs at transit stops enhance service.
May require landscape maintenance to preserve sight distances.
Fire Department Evaluation:
Intersection Bulb-Outs shall be restricted to only one of the two intersecting streets.
Cost:
$14,000 to $28,000 (four-leg intersection).
April 14, 2026
Item #13 Page 101 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-28
Phase III
Realigned Intersection
Description:
"T" intersections are realigned/modified
by constructing horizontal deflection
which forces previous straight -through
movements to make slower turning
movements.
Application:
Realigned intersections help reduce
vehicle speeds.
Advantages:
Reduces vehicle speeds.
No significant impact on emergency
and transit service.
May discourage through traffic.
Opportunity for landscaping.
Disadvantages:
Removal of parking required.
Increased maintenance.
May divert traffic to other streets.
Special Considerations:
Reduces vehicle speeds near intersection.
May change STOP sign configuration and affect emergency response times.
Careful attention needs to be made to drainage issues.
Cost:
$14,000 to $28,000 each intersection.
April 14, 2026
Item #13 Page 102 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-29
Phase III
Forced Turn Channelization
Description:
Forced turn channelization are raised
median islands that restrict specific
movements at an intersection.
Application:
Forced turn channelization reduces traffic
volumes/cut-through traffic.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Shorter pedestrian crossing distances.
Disadvantages:
May divert traffic to other streets.
Can increase trip lengths.
Special Considerations:
Has little or no effect on speeds for through vehicles.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Cost:
$7,000 to $14,000 per approach.
April 14, 2026
Item #13 Page 103 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-30
Phase III
Median Barrier
Description:
Median barriers are raised islands constructed
through intersections that prevent left turns
and side street through movements.
Application:
Median barriers reduce cut-through traffic.
Advantages:
Redirects traffic to other streets.
Reduces cut-through traffic.
Provides pedestrian refuge area.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
Increases trip lengths.
May impact emergency response.
Creates physical obstruction.
Special Considerations:
Should not be used on critical emergency response routes.
Landscaping needs to be carefully design ed to not restrict visibility for motorists, bicyclists and pedestrians.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$14,000 to $28,000 each.
April 14, 2026
Item #13 Page 104 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-31
Phase III
Semi-Diverter
Description:
Semi-diverters are curb extensions that
restrict movements into a street. They are
constructed to approximately the center of
the street, obstructing one direction of traffic.
A one -way segment is created at the
intersection, while two -way traffic is
maintained for the rest of the block.
Application:
Semi-diverters reduce traffic volume.
Advantages:
Reduces cut-through traffic.
More self-enforcing than signs.
Reduces pedestrian crossing widths.
Opportunity for landscaping.
Disadvantages:
May divert traffic to other streets.
May increase trip lengths.
May require the removal of parking.
Increased maintenance.
Special Considerations:
Restricts access into street while allowing residents access within block.
Potential use must consider how residents will gain access.
In emergency situations, emergency vehicles can gain access.
May increase emergency response times.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $28,000 each.
April 14, 2026
Item #13 Page 105 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-32
Phase III
Partial Diverter
Description:
Partial diverters are raised areas placed
diagonally across a f our-legged
intersection (3/4 closure). They prohibit
through movements by creating two "L"
shaped intersections, with one leg having
a right turn.
Application:
Partial diverters help reduce cut -through
traffic. They also minimally decrease
speeds near the intersection.
Advantages:
Reduces cut-through traffic.
Minimal impact to emergency access.
Reduces collision potential.
Opportunity for landscaping.
Disadvantages:
Redirects traffic to other streets.
May increase trip lengths.
Special Considerations:
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Can be attractively landscaped.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$20,000 to $48,000 each.
April 14, 2026
Item #13 Page 106 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 TB-33
Phase III
Diagonal Diverter
Description:
Diagonal diverters are raised areas placed
diagonally across a four -legged intersection.
They prohibit through movements by creating
two "L" shaped intersections.
Application:
Diagonal diverters reduce traffic volumes.
They also mini mally decrease speeds near the
intersection.
Advantages:
Reduces cut-through traffic.
Self-enforcing.
Reduces vehicle conflicts.
Opportunity for landscaping.
Disadvantages:
Increases out of direction travel.
Increases trip lengths.
Impedes emergency vehicles.
Special Considerations:
Can be designed to allow emergency vehicle access.
Can be designed to allow pedestrian and bicycle access.
Problem(s) may be shifted to other streets unless a comprehensive area plan is developed.
Less impact to circulation than a full street closure.
Fire Department and Police Department Evaluation:
This measure is one of the least acceptable to the Fire Department and Police Department; its use requires extensive evaluation of the specific location and impacts to emergency response times.
Cost:
$25,000 to $52,000 each.
April 14, 2026
Item #13 Page 107 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 Exhibit 3
Minutes from Feb. 2, 2026, Traffic Safety and Mobility
Commission Meeting
(on file in the Office of the City Clerk)
April 14, 2026
Item #13 Page 108 of 108
Docusign Envelope ID: 80E09B41-2BC2-4953-8004-245CB7BFF9B1 City of Carlsbad Traffic Management
Program 2026 Update
John Kim, City Traffic Engineer
Miriam Jim, Senior Engineer
April 14, 2026
1 RECOMMENDED ACTION
Adopt a resolution adopting the City of Carlsbad
Traffic Management Program 2026 Update.
ITEM 13: TMP 2026 Update
2 • Established to improve quality of life and
safety by reducing vehicle speeds on
residential streets
• Adopted by City Council in 2001, revised in
2011
• Outlines the process for implementing traffic
calming measures on residential streets
• Since 2001, traffic calming measures have
been installed on 29 residential streets
3 ITEM 13: TMP 2026 Update
3 BACKGROUND
4 ITEM 13: TMP 2026 Update
4 CURRENT PROGRAM
Three phases
1. Education and
Enforcement
2. Cost-effective
traffic calming
3. Traditional
traffic calming
5 ITEM 13: TMP 2026 Update
5 Signs and Markings Temporary Speed
Feedback Signs
Enforcement
CURRENT PROGRAM
Phase One: Education and Enforcement
• Initiated when a resident contacts the city with a concern 6 ITEM 13: TMP 2026 Update
6 Speed Cushions Traffic Circles
CURRENT PROGRAM
Phase Two: Cost-effective measures
• Developed with community involvement
Phase 3: Traditional traffic calming
• If Phase 2 solutions do not adequately address the speeding concerns, residents can request Phase 3
• Phase 2 measures have been effective, so phase 3 has not yet been needed
7 ITEM 13: TMP 2026 Update
7 CURRENT PROGRAM
• Balance the needs and priorities of roadway users
in the city
• Reflect recent industry practices
• Collaborative effort among several departments:
o Community Development
o Fire
o Police
o Transportation
8 ITEM 13: TMP 2026 Update
8 TRAFFIC MANAGEMENT PROGRAM
2026 UPDATE
CHANGE #1: TWO-PHASE PROGRAM
Current program
• Phases 1 and 2 have been
proven to be effective
• Phase 3 has never been
implemented
Update
• Two-phase program is simpler
and easier to understand
• Applicable Phase 3 traffic
calming tools have been
included in Phase 2
ITEM 13: TMP 2026 Update
9 CHANGE #2: NON-RESIDENTIAL STREETS
• Language added clarifying the process to address speeding concerns on non-residential streets
• Program name has been changed to:
City of Carlsbad Traffic Management Program (TMP)
ITEM 13: TMP 2026 Update
10 CHANGE #3: TRAFFIC CALMING REVIEW
COMMITTEE
• Goals
• Help identify the needs of all roadway users
• Balance the different priorities of the city
• Collaborate on Phase 1 and Phase 2 traffic calming measures • Interdepartmental effort
• Fire Department
• Police Department
• Transportation Department
• Other staff as determined by the City Manager
ITEM 13: TMP 2026 Update
11 CHANGE #4: REDUCED EVALUATION
FREQUENCY
• Limited evaluation to once every two years for the same street • Vehicle speeds remain constant most of the time with no major changes to the roadway
• Prioritize resources on streets that have not been evaluated by the program
ITEM 13: TMP 2026 Update
12 CHANGE #5: PHASE 2 ELIGIBILITY CRITERIA
Current program
• Completion of phase 1
• Critical speed, or 85th
percentile speed, at 32
mph or above
ITEM 13: TMP 2026 Update
13 Update
• Completion of phase 1 (no change)
• Critical speed, or 85th percentile speed,
greater than
32 mph (revised)
• Requirement of a resident-led petition (New)
• 67% of residents and non-resident owners of
residences in the project area
• Traffic Calming Review Committee
assessment (New)
CHANGE #6: SURVEY SUPPORT RATE
• A requirement of a minimum of 67% of return rate and support rate • Survey rate reported as a whole number, rounded down to the nearest whole number
• Example: 66.9% rate will be rounded down to 66% rather than up to 67% ITEM 13: TMP 2026 Update
14 TOOLBOX MEASURES NOT INCLUDED
These features may be considered as part of a traffic management plan where appropriate and warranted:
• Stop signs
• Not recommended for speed control by the California MUTCD • High Visibility Crosswalk
• This feature alone has not been found to be effective in slowing traffic ITEM 13: TMP 2026 Update
15 TRAFFIC SAFETY AND MOBILITY
COMMISSION
Staff presented the program update to Traffic
Safety & Mobility Commission on Feb. 2, 2026,
and the commission supported the updated
Traffic Management Program.
ITEM 13: TMP 2026 Update
16 RECOMMENDED ACTION
Adopt a resolution adopting the City of Carlsbad
Traffic Management Program 2026 Update.
ITEM 13: TMP 2026 Update
17