Del Mar City Council
April 17, 2023

the bluffs, and a comprehensive overview of seven (7) design concepts for potential pedestrian access improvements along the Del Mar bluffs. The seven candidate concepts included in the Planning Study that were advanced to conceptual designed based on multiple evaluation criteria include:

1. North-South Trail (east of railroad)

2. At-Grade Crossing at 11th Street with Ramps and Stairs to Beach

3. At-Grade Crossing at 11th Street with Stairs to Beach

4. At-Grade Crossing at 7th-8th Street with Ramps to Beach

5. At-Grade Crossing at 7th-8th Street with Stairs to Beach

6. Undercrossing at 7th-8th Street with Ramps to Beach

7. Undercrossing at 7th-8th Street with Stairs to Beach The December 2022 presentation and publication of the draft Planning Study and initial design concepts kicked off an extensive public comment period. In addition to the Council briefing on December 5, 2022, the project team hosted a community open house at the Del Mar Town Hall on December 7, 2022, to receive comments and feedback from the public.

The draft Planning Study was made available on the SANDAG and City of Del Mar websites for a written comment period through January 31, 2023. The project team also presented the initial design concepts to SANDAG’s Social Services Transportation Advisory Council (SSTAC) on January 17, 2023, to receive focused input on the accessibility features of the potential pedestrian access improvements. Finally, SANDAG hosted a booth at the Del Mar Farmers Market on January 28, 2023, to get more input on the concepts and answer questions about the study.

DISCUSSION/ANALYSIS:

Now that the public comment period is over and the grant-funded consultant task order exhausted, SANDAG and lead consultant WSP have finalized the Coastal Connections Conceptual Planning Study. A copy of the final report is included as Attachment A. Because the report does not recommend one or more solutions as the preferred options for potential pedestrian access improvements, no significant changes were made to the report based on the public comment period. Instead, the final Planning Study presents seven feasible concepts, including the expected benefits, costs, and potential tradeoffs of each.

Representatives from SANDAG will provide a detailed briefing on the results of the public comment period for the Planning Study at the April 17, 2023, City Council meeting, and will document any input from the Council or the public. The presentation slides summarizing the Planning Study and the public’s feedback on the initial concept designs will be made available as a staff red dot communication after the agenda packet is distributed.

The results of the public comment period indicated strong support for the North-South Trail design concept. This concept is also supported by the Coastal Commission, and is a conditional mitigation requirement for SANDAG’s Del Mar Bluffs Stabilization Project 5 Project; therefore, it is SANDAG’s recommendation to advance this concept for further evaluation and discussions with the City of Del Mar and NCTD. 2 April 17, 2023 Item 10
City Council Agenda Report
Final Coastal Connections Conceptual Planning Study
April 17, 2023

During the beginning of the public comment period there was initial support and a preference for the At-Grade Crossing at 11th Street design concept. However, support for this concept declined throughout the comment period due to noise concerns associated with the design’s required audible warning devices and train horns. According to feedback received, the noise concerns associated with an at-grade crossing shifted public preference to the Undercrossing at 7th-8th Street design concept. While this design concept would result in significant physical impacts to the bluffs, and is the costliest to construct, it would not require audible warning devices or the requirement for trains to sound their horns when passing. Furthermore, the proposed location for the undercrossing concept is in a portion of the bluff that has been previously disturbed and is not in a natural condition, which somewhat mitigates the potential physical impacts associated with the design’s heavily engineered infrastructure.

Based on these findings, SANDAG recommends the North-South Trail, Undercrossing at 7th8 th Street, and At-Grade Crossing at 11th Street design concepts be advanced for further analysis and discussions with the City of Del Mar and NCTD. Ultimately, agreement will be needed between all three agencies on which of these concepts to bring forward for environmental clearance and preliminary engineering. Per the Coastal Commissions’ consistency certification for the Del Mar Bluffs Stabilization Project 5, SANDAG is required to construct a north-south trial from Seagrove Park to 4th Street, a California Public Utilities Commission-approved railroad crossing near 7th Street or 11th Street, and one accessway to the beach. The three (3) design concepts SANDAG is recommending for further evaluation are supported by City staff, and will ultimately led to a project to satisfy the mitigation requirements.

FISCAL IMPACT:

There is no fiscal impact or action to be taken by the City Council related to this agenda item.

ENVIRONMENTAL IMPACT:

The proposed City Council action does not constitute a “project” under the definition set forth in California Environmental Quality Act (CEQA) Guidelines Section 15378 because it will not have a potential to result in a direct or indirect physical change in the environment and is, therefore, not subject to CEQA. No further action under CEQA is required.

NEXUS TO CITY COUNCIL GOALS AND PRIORITIES:

This item is a Tier 1 special project on the City Council’s list of goals and priorities for Fiscal Year 2022-2023.

ATTACHMENTS:

Attachment A – Final Coastal Connection Conceptual Planning Study Attachment B – December 5, 2022, Presentation on Initial Design Concepts 3 April 17, 2023 Item 10
Coastal Connections
Conceptual Planning Study

SAN DIEGO ASSOCIATION OF GOVERNMENTS

CITY OF DEL MAR

NORTH COUNTY TRANSIT DISTRICT

CALIFORNIA COASTAL COMMISSION
March 7, 2023
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i COASTAL CONNECTIONS CONCEPTUAL PLANNING STUDY

CONTENTS

1. STUDY PURPOSE & OVERVIEW....................................................1 Background ................................................................................................................... 1 Study Area..................................................................................................................... 2 Stakeholder Engagement............................................................................................... 3

2. EXISTING CONDITIONS ASSESSMENT ........................................5 Physical Conditions........................................................................................................ 7 Community Mobility...................................................................................................... 10 Railroad Operations..................................................................................................... 16 Related Projects in Study Area .................................................................................... 17 Policies & Prior Recommendations for Pedestrian Access & Bluff Preservation........... 19

3. IDENTIFICATION & SCREENING OF POTENTIAL CONCEPTS ..22 Candidate Concepts .................................................................................................... 22 Evaluation Criteria ....................................................................................................... 23 Intial Screening & Selection of Concepts ..................................................................... 24

4. DESIGN CONCEPTS .....................................................................26 Development of Selected Design Concepts ................................................................. 26 Evaluation of Design Concepts .................................................................................... 26 Concept 1: North-South Trail ....................................................................................... 29 Concept 2: At-Grade Crossing at 11th Street, Ramps & Stairs to Beach....................... 36 Concept 3: At-Grade Crossing at 11th Street, Stairs to Beach ...................................... 38 Concept 4: At-Grade Crossing at 7th-8
th Streets, Ramps to Beach ............................... 40 Concept 5: At-Grade Crossing at 7th-8
th Streets, Stairs to Beach ................................. 42 Concept 6: Undercrossing at 7th-8
th Streets, Ramps to Beach...................................... 44 Concept 7: Undercrossing at 7th-8
th Streets, Stairs to Beach........................................ 46

5. IMPLEMENTATION STRATEGY ...................................................48 Right-of-Way, NCTD Approval, Maintenance & Liability............................................... 48 California Coastal Commission (CCC) Approval .......................................................... 49 California Public Utilities Commission (CPUC) Approval.............................................. 50 Environmental Reviews ............................................................................................... 52 Audible Safety Systems for At-Grade Crossings .......................................................... 52 Accessibility Design ..................................................................................................... 54 Constructability ............................................................................................................ 55 Next Steps & Funding.................................................................................................. 58 APPENDIX A: CCC Staff Reports, Del Mar Bluffs Stabilization Project Phases 4 & 5 APPENDIX B: Study Outreach Plan, Comments & Responses
APPENDIX C: Initial Screening Matrix of Potential Improvements APPENDIX D: Rough Order-of-Magnitude Cost Estimates
APPENDIX E: Santa Claus Lane At-Grade Crossing Approval Materials APPENDIX F: Montgomery Ave Noise Study Wayside Horn Demonstration Report Attachment A 5 April 17, 2023 Item 10
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1. STUDY PURPOSE & OVERVIEW
This Coastal Connections Conceptual Planning Study assesses the opportunities and constraints of potential pedestrian access improvements for a 1.6-mile section of the Los Angeles-San Diego-San Luis Obispo (LOSSAN) Railroad Corridor in the cities of Del Mar and San Diego.

This study followed the three-phase process shown in Figure 1-1 and described throughout this report, which is organized into five sections:
— Section 1 summarizes the study’s purpose, background, study area, and stakeholder engagement activities.
— Section 2 reviews the study area’s existing conditions and context. — Section 3 establishes evaluation criteria and screens a wide range of potential access improvements.
— Section 4 describes and evaluates seven selected design concepts including a north-south trail and railroad crossings, with draft conceptual plans and summaries of expected benefits, costs, and potential tradeoffs of each concept.
— Section 5 discusses implementation considerations and next steps.

BACKGROUND
Developed jointly by the San Diego Association of Governments (SANDAG), the City of Del Mar, the North County Transit District (NCTD), and the California Coastal Commission (CCC), this study identifies potential formal pedestrian connectivity improvements in and around the railroad corridor. It was initiated as a condition of the 2019 CCC approval of SANDAG’s Del Mar Bluffs Stabilization 4 project. CCC then approved the Del Mar Bluffs Stabilization 5 project in 2022 with a condition requiring construction of a north-south trail, a railroad crossing approved by the California Public Utilities Commission (CPUC), and a beach accessway with the consensus of the partner agencies above. Appendix A contains both CCC staff reports containing additional details.

Currently, many pedestrians enter railroad property in the study area, both to cross the railroad and to walk along the bluffs. This creates safety concerns for pedestrians and risks impacting passenger and freight rail services. This study seeks to improve public safety, minimize potential conflicts between railroad operations and pedestrian access, and minimize impacts to existing coastal resources including coastal bluffs. The results are intended to help inform the selection of specific projects, their design elements, and a regulatory strategy for successful implementation.

As described in Section 2, a related SANDAG study is focused on the long-term relocation of the railroad outside the study area, which would create additional opportunities for pedestrian access.

Literature Review,
Existing Conditions &
Feasibility
Assessments
Identification &
Screening of Potential
Improvements
Selection,
Development &
Evaluation of Draft
Concepts
Figure 1-1: Study Process
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STUDY AREA
Shown in Figure 1-2 and Figure 1-3, the study area consists of about 1.6 miles of high coastal bluff along the southwestern edge of the City of Del Mar. It is bounded by two existing roadway crossings that provide both vehicular and pedestrian access:
— Coast Boulevard (Mile Post 244.1): Roadway at-grade crossing near Seagrove Park and Powerhouse Park. Contains a wayside horn as part of a train quiet zone. — North Torrey Pines Road (MP 245.7): Roadway overcrossing near Torrey Pines State Beach and Los Peñasquitos Lagoon.

Figure 1-2: Study Area Map
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STAKEHOLDER ENGAGEMENT
Appendix B contains the study outreach plan, containing key messages and further details on the activities summarized below. It was developed in collaboration with SANDAG’s Public Information Office.

Project Development Team (PDT)
The core project team consisted of SANDAG and consultants WSP and Villa Civil. To help monitor and guide the core project team, the project also included a Project Development Team (PDT) that met, generally monthly, throughout the entire study. The PDT included staff from SANDAG, the City of Del Mar, NCTD, and CCC.

Additional Stakeholders
The project team also met with the following stakeholder agencies and groups to receive additional input and feedback on potential mobility needs and design concept reviews:
— City of San Diego
— California Public Utilities Commission (CPUC)
— California State Parks
— Los Peñasquitos Lagoon Foundation
Del Mar City Council
The project team briefed the Del Mar City Council on October 4, 2021, and December 5, 2022, to receive input from the City Council and the public.

Figure 1-3: Study Area Photo
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Community Open House & Public Comment Period
The project team and the City of Del Mar hosted a community open house event on December 7, 2022. An accompanying “virtual” open house was available online at the SANDAG and City of Del Mar websites for an eight-week comment period through January 31, 2023, featuring the same materials presented at the in-person open house.

Appendix B contains the comments received during the public comment period, including summary charts, the full comment database, and initial responses from the project team.

SANDAG Social Services Transportation Advisory Council (SSTAC) The project team presented to the SSTAC on January 17, 2023, to receive feedback on the accessibility features of the potential conceptual designs.

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2. EXISTING CONDITIONS

ASSESSMENT
The existing conditions assessment is organized into the following sections:
— Physical conditions
— Community mobility
— Railroad operations
— Related projects in study area
— Prior recommendations for pedestrian access and bluff preservation In addition to the maps contained in this report, the project also includes an online basemap showing the features described in this report and recent aerial imagery. Table 2-1 lists the key documents consulted by the project team during the study.

Table 2-1: Literature Review List
Author Document Year
CCC Staff Report, Del Mar Bluffs Stabilization Project
5 Consistency Certification (Appendix A)
2022
CCC Staff Report, Del Mar Bluffs Stabilization Project
4 Consistency Certification (Appendix A)
2019
CCC Sea Level Rise Coastal Adaptation Planning
Guidance for Critical Infrastructure
2021
CCC Sea Level Rise Policy Guidance 2018
CPUC General Order 75-D: Standards for Warning
Devices for At-Grade Highway-Rail Crossings
2006
CPUC General Order 164-E: State Safety Oversight of
Rail Fixed Guideway Systems
2018
City of Del Mar/CCC Local Coastal Program (LCP) Land Use Plan 1993-2022 City of Del Mar/CCC LCP Implementing Ordinances 2001-2022 City of Del Mar/TRAC The Railroad Advisory Committee (TRAC) Study 1995 City of Del Mar Community Plan (General Plan) incl. 2019 Safety Element addressing bluffs & railroad
1976-2021
City of Del Mar Climate Action Plan & 2020 Monitoring Report 2016-2020 City of Del Mar Sea Level Rise Adaptation Plan (not part of certified LCP)
2018
City of Del Mar Vulnerability & Risk Assessment incl. Addendum (not part of certified LCP)
2016-2018
City of Del Mar Landscape Development Guidelines 1988
City of Del Mar Parking Master Plan 2000
City of Del Mar Vision 2020 2003
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Author Document Year
City of Del Mar Downtown Parking Management Plan 2015
City of Del Mar Design Guidelines 2017
City of Del Mar Complete Streets Policy 2017
City of Del Mar Public Paths and Trails Map 2020
City of Encinitas Montgomery Avenue Noise Study Wayside Horn Demonstration Acoustic Monitoring Report
(Appendix F)
2017
Federal Railroad
Administration
Train Horn Rule (49 CFR Part 222) 2005
LOSSAN Working
Group
Final Report from the LOSSAN San Diego
Regional Rail Corridor Working Group
2021
NCTD Trespasser Risk Reduction Study & Conceptual
Fencing Plan (WSP)
2021
NCTD Geotechnical Review of Proposed Security
Fencing – Del Mar Bluffs (Leighton)
2021
NCTD Right-of-Way Fencing at Del Mar Draft Plans 2021
NCTD Fence & Signage Layout (KTUA) 2021
NCTD Board Policy No. 11: Real Estate 2012-2021
NCTD Board Policy No. 18: Railroad Crossing Quiet
Zones and Wayside Horn Systems
2021-2022
NCTD/SANDAG Design Criteria for the LOSSAN Corridor in San Diego County
2017
SANDAG Del Mar Bluffs Geotechnical Study (Leighton) 2001 SANDAG Geotechnical Design Report for DMB4
(Leighton)
2018
SANDAG Geotechnical Design Report for DMB5
(Leighton)
2020-2021
SANDAG Del Mar Bluffs Stabilization 5 Project Study
Report & 100% Plans
2020-2022
SANDAG Del Mar Bluffs Stabilization 6 Project Study
Report & 30% Plans
2020-2022
SANDAG Infrastructure Development Plan for LOSSAN
Rail Corridor in SD County
2018
SANDAG San Diego Forward: The Regional Plan 2021
SANDAG/Caltrans North Coast Corridor PWP/TREP 2014-2016 U.S. Access Board ADA and ABA Accessibility Standards 2010-2014 U.S. Army Corps of
Engineers
Encinitas-Solana Beach Coastal Storm Damage
Reduction Project Integrated Feasibility Study
2012
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PHYSICAL CONDITIONS
As shown in Figure 2-1, the study area is located primarily in the “South Beach” area of the City of Del Mar characterized by tall bluffs along the coast. The railroad right-of-way is a relatively flat, graded area mid-bluff between the western coastal bluffs and the eastern upper bluffs. The area contains a mix of natural bluff landforms and physical infrastructure of varying ages.

Figure 2-1: Study Area Context
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Environmental & Geotechnical
The study area’s western coastal bluffs are subject to wave action and experience routine erosion—typically through sudden, episodic events rather than continuously—at an average retreat rate of about 0.4-0.6 feet per year. The surface is underlain by a combination of fill soils and a sequence of sedimentary formational units:
— Bay Point Formation (Quaternary): This upper formation is reddish-brown, weakly indurated, highly erodible, soft sandstone and siltstone with moderate permeability. — Del Mar Formation (Eocene): This lower formation is light gray to olive green, slightly fissile, cemented siltstone and claystone with very low permeability. — Torrey Sandstone Formation (Eocene): Limited exposures along the southern portion of the study area.

Figure 2-2 shows a typical bluff face on which both the Bay Point and Del Mar formations are visible. In general, the Bay Point Formation is potentially more erodible than the Del Mar Formation. However, the Del Mar Formation has greater exposure to adverse wave attack and groundwater seepage.

Fronting the lower western bluffs is beach sand covering a wide, wave-cut platform in the Del Mar and Torrey Sandstone formations. The beach sand rises to an elevation of about +10 feet at the bluff toe. However, dynamic coastal shoreline processes greatly influence beach elevation and width on a seasonal basis. The bluff materials also are subject to weathering and erosional processes.

A more comprehensive description of the site surface conditions, geologic materials and groundwater conditions are available in the 2001 and 2018 geotechnical studies published by SANDAG and developed by Leighton (details in Table 2-1).

Figure 2-2: Bay Point Formation (Reddish) atop Del Mar Formation (Grayish-Green) Attachment A 13 April 17, 2023 Item 10
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Landslides & Existing Infrastructure
The bluffs have been altered by a combination of landslides and built infrastructure. These activities have both exacerbated and controlled ground surface erosion as summarized below.

Landslides: Numerous landslides of widely variable sizes are located along the lower bluffs west of the railway tracks. These landslides have mainly been triggered by natural processes, primarily erosional forces from direct high wave attack, precipitation runoff, and groundwater seepage through the bluff face.

Seawalls: Several unstable landslide areas or filled zones along the coastal bluff toe have been mitigated with the use of engineered seawalls of various types, heights, and effectiveness.

Recent railroad-related stabilization projects (see “Related Projects in Study Area” below) have installed heavy-duty galvanized steel soldier beams with drilled-shaft concrete foundations socketed into the competent Del Mar Formation, with pressure-treated wood lagging between the beams (Figure 2-3). Some older seawalls in the study area use reinforced concrete. The seawalls have been backfilled with both conventional compacted fill soils and soil-cement treated materials, with variable performance in these backfill areas.

Drainage: Numerous drilled horizontal drains of varying size and effectiveness have been installed within various landslide masses and just above the horizontally bedded contact of the Bay Point and Del Mar formations. Other relevant site features include networks of surface and subsurface drainage improvements such as stormwater inlets, conveyance pipes, concretelined channels, and discharge outlets at beach level.

Coastal Bluff Stabilization: As described in “Related Projects in Study Area” below, coastal bluff stabilization features include long intermittent series of deep, narrowly spaced, large diameter reinforced concrete drilled shafts along the west side of the railroad, with and without long tieback anchors. Additional, localized retention systems exist throughout the study area.

Figure 2-3: Drainage Infrastructure and Newly Installed Soldier Pile Wall Attachment A 14 April 17, 2023 Item 10
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COMMUNITY MOBILITY
Outside the railroad right-of-way, the bluffs are designated as an open space location that is used by pedestrians for passive recreation and access to the adjacent beach and coastline.

These unique coastal resources are a major attraction for both residents and visitors. Any new coastal access points in the community will attract that demand, drawing from the adjacent coastal access areas shown in Figure 2-1.

This section is organized into the following sub-sections:
— Pedestrian and roadway network
— Bluff usage: north-south movement
— Bluff usage: east-west movement
— Parking
Pedestrian & Roadway Network
As shown in the maps in Figure 1-2 and Figure 2-1, the study area is characterized by a gridlike roadway network east of the railroad corridor, with local roads carrying relatively low traffic volumes west of Camino Del Mar. Most of these local roads lack sidewalks, with pedestrian traffic typically using the sides of the roadways and sharing with low-speed, low-volume vehicular traffic.

The study area is largely comprised of the “South Beach” section of the Del Mar coast, with the railroad corridor and surrounding bluffs presenting greater challenges to coastal access than other nearby beaches. The adjacent coastal areas—"North Beach” and “Main Beach” in Del Mar, and Torrey Pines State Beach in San Diego—are both characterized by relatively low elevations and ample beach access points.

Bluff Usage: North-South Movement
North-south informal pedestrian activity in the study area is characterized by several common behaviors, as described below and mapped in Figure 2-5 through Figure 2-8 on the following pages and in the study’s online basemap.

East of the railroad, popular movement patterns include:
— 11th Street to 10th Street: Concrete drainage channel — 10th Street to 8th Street: Unimproved trail
— 8
th Street to 7th Street: Unimproved trail
— 7
th Street to Sea Cliff Way: Decomposed granite area alongside concrete drainage channel, used by pedestrians as an informal trail (Figure 2-4) — Sea Cliff Way to 4th Street: Unimproved trail alongside concrete drainage channel — 4
th Street to ~700 feet South of 4th Street: Unimproved trail extending to southern bluff edge
West of the railroad, popular movement patterns include:
— Powerhouse Park to ~15th Street: Unimproved trail along bluff edge — ~15th Street to 11th Street: Some pedestrian movement along rail bed — 11th Street to 8
th Street: Unimproved trail along bluff edge
— 8
th Street to 7th Street: Some pedestrian movement along rail bed — 7
th Street to North Torrey Pines Road: Unimproved trail along bluff edge Attachment A 15 April 17, 2023 Item 10
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Bluff Usage: East-West Movement
East-west pedestrian activity in the study area is characterized by several common behaviors, as described below and mapped in Figure 2-5 through Figure 2-8 on the following pages and in the study’s interactive online basemap:
— East of Railroad: Numerous streets and alleys end at the railroad right-of-way, providing multiple potential access points for pedestrians attempting to cross the corridor. The most common access points include 11th Street and 8th Street. — West of Railroad: Steep bluffs prevent much east-west movement west of the railroad.

However, over time pedestrians have made informal trails to access the beach near 11th Street, 8th Street/7th Street, and North Torrey Pines Road.

Parking
The study area contains the following parking resources:
— On-Street Parking:
o On-street parking on most public roadways, including all numbered streets ending at the railroad right-of-way
o No parking in alleys, which include all studied locations with “Lane” or “Way” suffixes (Sea Orbit Lane, Melanie Way, etc.)
— Off-Street Parking: The City of Del Mar has identified existing off-street parking areas available to the public at the following locations, mapped in in Figure 2-5 and Figure 2-6:
o Civic Center: 1-2 blocks from 10th Street and 11th Street o Del Mar Shores Park: 1-2 blocks from 7th Street and 8th Street Figure 2-4: Decomposed Granite Adjacent to Drainage Facility, South of 7th Street Attachment A 16 April 17, 2023 Item 10
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Figure 2-5
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Figure 2-6
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Figure 2-7
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Figure 2-8
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RAILROAD OPERATIONS
The LOSSAN corridor is the nation’s second-busiest intercity passenger railroad corridor and is rapidly growing. The study area’s 1.6-mile section is served by the following operators:
— Intercity Passenger Service: Amtrak Pacific Surfliner connecting San Luis Obispo, Los Angeles, and San Diego.
— Commuter Rail Passenger Service: NCTD COASTER connecting Oceanside and San Diego (Figure 2-9).
— Freight Service: BNSF and subcontractor Pacific Sun, mostly operating in the overnight hours when passenger services are not running.

The study area’s 1.6-mile section is single-tracked, with maximum authorized speeds of 50 mph (north of MP 244.6) and 80 mph (south of MP 244.6). No double-tracking is planned in this section due to physical constraints. The nearest passenger stations are Solana Beach Station (2.3 miles north) and Sorrento Valley Station (3.5 miles south).

As shown in Table 2-2, the corridor is expected to accommodate a significant increase in passenger trains in the future, with service frequencies improving over time as capacityenhancing capital projects are completed throughout the corridor.

Table 2-2: Passenger Service Frequency (Minutes) in Peak (PK) & Off-Peak (OP) Periods Existing LOSSAN Optimization Study Goals
Service 2022 Near Term Mid Term Long Term
Intercity (Amtrak) 60 PK / 60 OP 60 PK / 60 OP 60 PK / 60 OP 60 PK / 60 OP Commuter (NCTD) 40 PK / 60 OP 20 PK / 60 OP 20 PK / 20 OP 15 PK / 20 OP Source: SANDAG; LOSSAN Rail Corridor Optimization Study (LOSSAN Rail Corridor Agency, 2021) Figure 2-9: COASTER Train Passing Seagrove Park (NCTD)
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RELATED PROJECTS IN STUDY AREA
The study area is the site of several concurrent multi-agency projects described below:
— SANDAG Del Mar Bluffs (DMB) stabilization projects
— NCTD proposed corridor fencing
— Long-term relocation of railroad
SANDAG Del Mar Bluffs (DMB) Stabilization Projects
This ongoing series of projects led by SANDAG seeks to stabilize the bluffs and protect against erosion. DMB Phase 4 was completed in 2020, and this study was initiated as mitigation for the project. Additional emergency stabilization work is currently underway south of 4th Street. DMB Phase 5 has been permitted and is expected to begin construction in 2023, and includes a condition from CCC requiring construction of a north-south trail, a railroad crossing approved by the California Public Utilities Commission (CPUC), and a beach accessway with the consensus of the relevant stakeholder agencies.

SANDAG is planning to include additional bluff stabilization elements in DMB Phase 6 which is currently in the design stage. To minimize potential conflicts with all planned bluff projects, the concepts developed in this study primarily considered the expected ultimate condition that would result following completion of DMB Phase 6.

East of the railroad, the proposed DMB Phases 5-6 contain the following key elements:
— Seagrove Park to 10
th Street: Drainage channel and intermittent walls
West of the railroad, the proposed DMB Phases 5-6 contain the following key elements:
— Seagrove Park to 11th Street: Soldier pile-anchored seawall below 1.5:1 graded slope — 8
th Street to 7th Street: Soldier pile-anchored seawall; some portions of 1.5:1 graded slope — 4
th Street to ~900 feet North of North Torrey Pines Road: Soldier pile-anchored seawall NCTD Proposed Corridor Fencing
NCTD is proposing to install right-of-way fencing in this section of the corridor to reduce pedestrian trespassing and associated safety incidents. The current proposed plan, dated October 2021, is available on NCTD’s website. The project is currently on hold due to related litigation filed in state court and with the federal Surface Transportation Board.

Long-Term Relocation of Railroad
SANDAG is currently preparing the San Diego Regional Rail Alignment Study, a feasibility study for the long-term relocation of the LOSSAN corridor away from the Del Mar Bluffs. The study is expected to be completed in 2022 and is currently studying the two potential alignments shown in Figure 2-10. Additional portal locations for the proposed alignments will be examined further during the environmental phase of the rail realignment project.

The rail realignment project is included in SANDAG’s Regional Plan for implementation by 2035.

In the state budget for Fiscal Year 2022-2023, the State of California approved $300 million in new funding for the project. SANDAG expects to use the funding to complete preliminary planning and design work and then begin environmental review.

Once the railroad is relocated off the bluffs, stakeholder agencies will assess the study area’s physical conditions and evaluate whether infrastructure on the bluffs may need to be removed to ensure public safety and return the bluffs to a more natural state.

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The City of Del Mar’s analyses of sea level rise, discussed below, recommends participation in regional efforts to relocate and remove railroad operations from the bluffs due to projected effects of sea level rise on the bluffs and existing railroad operations.

Figure 2-10: Alignment Alternatives, San Diego Regional Rail Alignment Study (SANDAG) Attachment A 23 April 17, 2023 Item 10
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POLICIES & PRIOR RECOMMENDATIONS FOR PEDESTRIAN

ACCESS & BLUFF PRESERVATION
The study area has been the subject of many prior plans, studies, and projects to improve pedestrian access and preserve the coastal bluffs.

City of Del Mar Community Plan (General Plan)
The City of Del Mar Community Plan, originally adopted in 1976, is the primary policy framework applicable the study area. The document identifies the “south bluff” and adjacent beach as one of five major open space areas in Del Mar and includes a goal to preserve these features intact wherever possible. The plan also contains a policy to preserve open space areas that are too hazardous to justify permanent construction.

Balancing these goals, the Community Plan also recommends improving pedestrian access to coastal resources, including via new crossings at 11th Street and 4th Street:

Bluffs to Beach Access – It is recommended that rights-of-way be obtained and that steps and paved paths be developed down the bluffs to the beach near Seagrove Park, 11th Street, Fourth Street, and on both sides of the mouth of the San Dieguito River.

City of Del Mar Local Coastal Program (LCP)
As mapped in the preceding figures and the study’s online basemap, most of the coastal bluffs are in parcels owned by the City of Del Mar. These areas are covered by Del Mar’s Local Coastal Program (LCP) which has been certified by CCC. The LCP contains policies to preserve and enhance natural resources while also prioritizing increased pedestrian access.

Key policies include guidance to:
— Protect and preserve open space areas.
— Conserve the natural character of land, water, vegetative, and wildlife resources by ensuring future development minimizes the disturbance of existing or natural terrain and vegetation. — Preserve fragile coastal bluffs as a visual resource and avoid risks to life and property associated with bluff failure and shoreline erosion.

Notably, the LCP generally prohibits grading, construction, and shoreline protection activities along coastal bluffs. The shoreline protection currently being constructed along the south bluff was permitted by CCC through a separate federal consistency certification process focused on protecting existing railroad operations along the bluffs. This is discussed further in Section 5.

Sea Level Rise Adaptation Planning
The City of Del Mar’s Sea Level Rise Adaptation Plan (2018) identifies a range of adaptation options to help property owners, including the City, to plan to minimize coastal bluff erosion and associated risks to people, property, and coastal resources. The City’s Coastal Hazards, Vulnerability and Risk Assessment (2016) and Addendum (2018) identified that the south bluff— including existing railroad operations on the bluff—is vulnerable to the effects of projected sea level rise.

The Railroad Advisory Committee (TRAC) Study
This 1995 study recommended rail corridor crossings at the following locations in the study area, based on a review of multiple criteria including potential environmental impacts, connectivity benefits, historic usage, and the favorability of existing grades:

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— 11th Street
— 8
th Street (added by City Council)
— Torrey Pines State Beach
11th Street
City staff noted the existence, in the late 1800s or early 1900s, of a rugged trail to the beach near 11th Street that was navigable by horse-drawn buggy. 10th Street
As shown in Figure 2-12 and Figure 2-13 from the San Diego Historical Society, a variety of pedestrian infrastructure has been constructed along the coastal bluffs for over a century, including a wooden trestle overcrossing at 10th Street. Remnants of the trestle crossing are still visible today at the end of 10th Street (Figure 2-13).

Figure 2-11: Historic Coastal Access Facilities (San Diego Historical Society) Attachment A 25 April 17, 2023 Item 10
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Figure 2-12: 10th Street Crossing (San Diego Historical Society) Figure 2-13: Existing Remnants of 10th Street Crossing
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3. IDENTIFICATION & SCREENING OF

POTENTIAL CONCEPTS
Following the review of existing conditions, the project team worked with stakeholder agencies to identify and screen potential pedestrian improvements.

CANDIDATE CONCEPTS
The project team conducted extensive literature reviews and outreach to stakeholder agencies to identify a wide range of potential improvements in the study area. The proposed improvements fit into three broad categories: north-south trails, railroad crossings, and the Torrey Pines area.

North-South Trails
An important initial finding was that pedestrian movement in the study area includes not only east-west beach access, but also substantial north-south travel—in which pedestrians use the railroad corridor and adjacent bluffs as north-south accessways parallel to the beach. This finding led the project team to identify and screen potential concepts for north-south trails on both sides of the railroad.

Railroad Crossings
The project team assessed the feasibility of potential east-west railroad crossings at all street ends and alleys in the study area, as well as parts of the southern study area including Anderson Canyon and the vicinity of Torrey Pines State Beach. All potential crossings would include connections from the adjacent street end/alley to the beach.

The assessment of railroad crossings examined potential at-grade crossings, undercrossings, and overcrossings, with key findings summarized below.
— At-Grade Crossings: The CPUC generally prohibits new at-grade railroad crossings per General Order 75-D. However, in several meetings with the project team, CPUC staff indicated that new at-grade crossings could receive discretionary approvals from CPUC on a case-by-case basis, as described in Section 5.
— Undercrossings: The project team found undercrossings may be feasible from an engineering perspective with prefabricated, rectangular concrete box culverts positioned just below the railroad ballast and bedding, similar to nearby crossings at Oceanside Harbor and San Elijo Lagoon. These generally would be supported by the competent Bay Point Formation atop a bed of leveling gravel, using construction methods summarized in Section

5. This process also would pose greater impacts to the bluffs than other types of railroad crossings, potentially creating conflicts with the City of Del Mar Community Plan, described further in Section 2.
— Overcrossings: While the project team found overcrossings may be feasible from an engineering perspective, they would pose substantial visual impacts, with railroad regulations requiring at least 26 feet of vertical clearance. The structural foundations would require heavily reinforced drilled concrete shafts. To minimize the structure height and associated visual impacts, ideal locations for overcrossings would be near 6 th and 7th
Streets, where the railroad is approximately 25-30 feet below the eastern bluffs.

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Torrey Pines Area
To ensure a thorough understanding of pedestrian needs south of Del Mar, the project team conducted additional focused meetings with stakeholders representing the southern study area near Torrey Pines State Beach. These meetings included staff from the City of San Diego, California State Parks, and the Los Peñasquitos Lagoon Foundation. Appendix C contains a summary of potential projects in Torrey Pines area.

EVALUATION CRITERIA
Table 3-1 describes the evaluation criteria used in the screening of candidate concepts.

Table 3-1: Evaluation Criteria for Initial Screening
Criterion Description
Engineering Feasibility,
Bluffs & Right-of-Way
(West Side)
West of the railroad, preliminary assessment of engineering feasibility; bluff conditions including erosion and sea level rise; potential development impacts from grading, walls, hardscape, and other project features; and the ability of the project footprint to remain within the public right-of-way.

Engineering Feasibility,
Bluffs & Right-of-Way
(East Side)
East of the railroad, preliminary assessment of engineering feasibility; bluff conditions; potential development impacts from grading, walls, hardscape, and other project features; and the ability of the project footprint to remain within the public rightof-way.

Pedestrian Connectivity &
Coastal Access
The degree to which each concept would create connectivity benefits by creating new links and nodes in the pedestrian network, including neighborhood connectivity as well as coastal access.

Consistency with Existing
Movement Patterns
Concepts should reflect and enhance existing movement
patterns to the greatest degree possible within feasibility constraints, as these existing patterns generally reflect the most desired and direct paths of travel.

Consistency with Prior
Facilities, Studies &
Recommendations
Concepts should be informed by the prior facilities, studies, and recommendations for pedestrian access that have been developed in the past (see Section 2).

Parking Impacts All concepts may draw additional visitors, particularly railroad crossings providing accessible routes to the beach. The study area contains on-street and off-street parking areas (see Section 2) which are closer to some concepts than others.

Regulatory Feasibility All concepts will require consultation and/or approval from a wide range of regulatory and stakeholder agencies including the City of Del Mar, NCTD, SANDAG, CCC, and CPUC.

Visual Impacts Potential visual impacts include pedestrian paths and associated structures, walls, grading, stairways, ramps, handrails, and shoreline protection. At-grade crossings also include fencing, gates, lights, and signal houses.

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Criterion Description
Noise Impacts Short-term impacts during construction of all concepts; longterm noise impacts from at-grade crossings, which require audible warning systems at the crossing and are likely to require the routine sounding of train horns (see Section 5); and noise impacts associated with public use of the new
accessways
Planning-Level Cost Preliminary, rough-order-of-magnitude cost estimates for each concept in accordance with SANDAG format and assumptions for recent capital projects. (See Appendix D.)

INTIAL SCREENING & SELECTION OF CONCEPTS
The project team screened a wide range of potential concepts across the evaluation criteria described above to determine which concepts to advance to conceptual design. The results of the screening are summarized below. Appendix C contains the full screening matrix.

Advanced to Conceptual Design
In collaboration with stakeholder agencies, the project team selected seven candidate concepts to advance to conceptual design. These seven design concepts are further described and evaluated in Section 4:
— Concept 1: North-South Trail (East Side)
— Concept 2: At-Grade Crossing at 11th Street, Ramps & Stairs to Beach — Concept 3: At-Grade Crossing at 11th Street, Stairs to Beach — Concept 4: At-Grade Crossing at 7th
-8
th Streets, Ramps to Beach
— Concept 5: At-Grade Crossing at 7th
-8
th Streets, Stairs to Beach
— Concept 6: Undercrossing at 7th
-8
th Streets, Ramps to Beach
— Concept 7: Undercrossing at 7th
-8
th Streets, Stairs to Beach
Not Advanced to Conceptual Design
The initial screening found that the types of potential improvements listed below, while providing benefits, fulfilled fewer evaluation criteria than the seven concepts selected for advancement.

Appendix C contains the full screening matrix and other information on these candidate concepts that were not advanced to conceptual design:
— North-South Trail (West Side): The varying widths and ongoing erosion of the western bluffs prohibit a continuous north-south trail, including some unstable sections that could pose safety concerns.
— Railroad Overcrossings: Any overcrossing concept would pose substantial visual impacts, with a required vertical clearance of 27 feet above the railroad, plus another 6-10 feet to the top of the crossing structure. West of the railroad, pedestrians would need to descend approximately 27 feet from the crossing to reach the bluff top, before descending another 60-65 feet to the beach—a total elevation change of approximately 90 feet that would require substantial switchback-style ramps and/or stairs to traverse. Given these impacts, the project team and stakeholder agencies agreed not to advance overcrossing concepts to conceptual design.

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— Railroad Crossings Connecting to Alleys: Alleys are narrower than street ends and generally intended only to serve adjacent residential properties. As such, the project team determined street ends are the preferred connection points for any new railroad crossings. — Torrey Pines Area: While stakeholder agencies suggested many beneficial concepts near Torrey Pines (summarized in Appendix C), there was broad agreement among stakeholder agencies that the selected concepts should focus on addressing the more critical mobility and safety issues in the northern study area along the Del Mar bluffs.

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4. DESIGN CONCEPTS
This section describes the development and evaluation of the selected design concepts. It includes a summary of each concept with preliminary plans, cross-sections, cost estimates, and sample 3D renderings.

The design concepts are:
— Concept 1: North-South Trail
— Concept 2: At-Grade Crossing at 11th Street, Ramps & Stairs to Beach — Concept 3: At-Grade Crossing at 11th Street, Stairs to Beach — Concept 4: At-Grade Crossing at 7th
-8
th Streets, Ramps to Beach
— Concept 5: At-Grade Crossing at 7th
-8
th Streets, Stairs to Beach
— Concept 6: Undercrossing at 7th
-8
th Streets, Ramps to Beach
— Concept 7: Undercrossing at 7th
-8
th Streets, Stairs to Beach

DEVELOPMENT OF SELECTED DESIGN CONCEPTS
Upon selection of the seven concepts to advance, the development process began with initial conceptual engineering and planning activities to determine each concept’s potential footprint and geometric requirements. This was an iterative process, supported by workshop-style design meetings with stakeholder agencies and multiple iterations of each concept. The results of this conceptual process are the preliminary plans and cross-sections shown in the following pages.

Upon completion of the initial plans, the project team developed rough-order-of-magnitude cost estimates for each design concept. These estimates, summarized in the following pages and detailed in Appendix D, use SANDAG’s standard template and assumptions from similar capital projects.

The final step in the concept development process was development of sample 3D renderings that show what each design concept could look like if constructed. These 3D renderings focus on the western bluffs and were built from SANDAG’s existing 3D model created for the Del Mar Bluffs Stabilization project.

EVALUATION OF DESIGN CONCEPTS
Following the development of each design concept, the project team evaluated the concepts to understand their relative benefits and costs.

Universal Benefits Shared by Selected Design Concepts
The seven design concepts that were advanced to conceptual design have the following common project features—which were evaluated as screening criteria during the initial selection of concepts described in Section 3—that will deliver benefits and improvements to existing conditions:
— Pedestrian Connectivity & Coastal Access: All concepts would improve pedestrian connectivity and access to coastal resources compared to existing conditions. As discussed in Section 5, CCC determined that the proposed improvements also would serve as mitigation for the expected impacts of the SANDAG Del Mar Bluffs Stabilization projects. — Consistency with Existing Movement Patterns: All concepts are consistent with existing pedestrian movement patterns, including historic patterns of north-south travel parallel to the Attachment A 31 April 17, 2023 Item 10
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railroad as well as common east-west beach access via unimproved trails near 11th, 8th, and 7 th Streets described in Section 2.
— Consistency with Prior Facilities, Studies & Recommendations: All concepts are broadly consistent with the prior facilities, studies, and recommendations described in Section 2, including historic crossings, the 1995 TRAC study, and 2022 CCC approvals. — Safety: All concepts would improve safety over existing conditions via the addition of legal crossings, accessways, and channelization fencing. All concepts will be designed to meet applicable safety standards, with the specific details to be determined in future phases by many regulatory and stakeholder agencies, as detailed in the implementation discussion in Section 5.

The project team’s evaluation of these additional criteria found no meaningful difference among the seven design concepts:
— Beach/Sand/Tide Conditions: All railroad crossing concepts would be bound on the west side by previously approved seawalls and would provide beach access through planned gaps in those seawalls, posing little or no new impacts to beach areas. To the extent that any crossing concepts would pose impacts, the expected impacts would be substantially similar across all crossing concepts. The north-south trail is east of the railroad and would have no impact to beach conditions.
— Railroad Operations: No long-term impacts to railroad operations are expected from any proposed concepts. For at-grade crossings, trains would have precedence and trigger the activation of pedestrian gates and warning systems when approaching.

Final Evaluation Criteria
Table 4-1 on the following page is an evaluation matrix that summarizes the project team’s evaluation of all seven design concepts. These final evaluation criteria, which were originally introduced in Section 3 during the initial screening process, capture the meaningful differences, benefits, and tradeoffs of the design concepts relative to each other:
— Development impacts: Western bluffs
— Development impacts: Railroad & east side
— Regulatory feasibility: Consistency with coastal & local policies — Regulatory feasibility: CPUC requirements
— Regulatory feasibility: Accessibility design
— Parking impacts
— Visual impacts
— Noise impacts
— Planning-level cost
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EVALUATION OF DESIGN CONCEPTS
Table 4-1: Evaluation of Design Concepts
Criterion 1: North-South Trail 2: At-Grade Crossing at
11th St, Ramps & Stairs
3: At-Grade Crossing at
11th St, Stairs
4: At-Grade Crossing at
7 th
-8
th St, Ramps
5: At-Grade Crossing at
7 th
-8
th St, Stairs
6: Undercrossing at
7 th
-8
th St, Ramps
7: Undercrossing at
7 th
-8
th St, Stairs
Development Impacts:

Western Bluffs
N/A Ramps & stairs more
impactful together vs.
either facility alone.

Stairs minimize impacts
vs. ramps.

Ramps impactful vs. stairs. Stairs minimize impacts
vs. ramps.

Major excavation but
shortens beach access
trail vs. at-grade. Ramps
impactful vs. stairs.

Major excavation but
shortens beach access
trail vs. at-grade. Stairs
minimize impacts vs.
ramps.

Development Impacts:

Railroad & East Side
Minor impacts south of 8th
St. More grading & walls
north of 8th St.

At-grade minimizes
impacts. Short, direct
connection to 11th St.

At-grade minimizes
impacts. Short, direct
connection to 11th St.

At-grade minimizes
impacts. Some impacts to
connect to 7th-8
th St.

At-grade minimizes
impacts. Some impacts to
connect to 7th-8
th St.

Undercrossing & eastern
access ramps pose largest
impacts.

Undercrossing & eastern
access ramps pose largest
impacts.

Regulatory Feasibility:

Consistency with
Coastal & Local Policies
Improves community
connectivity. Some
impacts to eastern bluffs.

No impacts to western
bluffs.

Improves coastal access.

At-grade crossing
minimizes development.

Western ramps & stairs
impactful.

Improves coastal access.

At-grade crossing &
western stairs minimize
development.

Improves coastal access.

At-grade crossing
minimizes development.

Western ramps impactful.

Improves coastal access.

At-grade crossing &
western stairs minimize
development.

Improves coastal access.

Substantial development
vs. at-grade crossing.

Improves coastal access.

Substantial development
vs. at-grade. Western
stairs minimize impact vs.
ramps.

Regulatory Feasibility:

CPUC Requirements
CPUC coordination
required.

CPUC must approve new
at-grade crossings.

CPUC must approve new
at-grade crossings.

CPUC must approve new
at-grade crossings.

CPUC must approve new
at-grade crossings.

CPUC coordination
required.

CPUC coordination
required.

Regulatory Feasibility:

Accessibility Design
Meets ADA/CBC
standards.

Meets ADA/CBC
standards.

Meets ADA/CBC
standards from street end
to western bluff top.

Meets ADA/CBC
standards.

Meets ADA/CBC
standards from street end
to western bluff top.

Meets ADA/CBC
standards.

Meets ADA/CBC
standards from street end
to western bluff top.

Parking Impacts Accessible path would
attract automobile trips,
with impacts spread
across entire alignment.

Accessible ramps to beach
may attract more
automobile trips than
concepts with stairs only.

Stairs to beach may attract
fewer automobile trips
than accessible ramps.

Accessible ramps to beach
may attract more
automobile trips than
concepts with stairs only.

Stairs to beach may attract
fewer automobile trips
than accessible ramps.

Accessible ramps to beach
may attract more
automobile trips than
concepts with stairs only.

Stairs to beach may attract
fewer automobile trips
than accessible ramps.

Visual Impacts Low impacts south of 8th
St. Some impacts from
grading & walls north of 8th
St.

Short connection to 11th St
minimizes eastern
impacts. Ramps & stairs
impact western bluffs.

Short connection to 11th St
minimizes eastern
impacts. Stairs minimize
impact to western bluffs.

Connections to 7th-8
th St
create eastern impacts.

Ramps impact western
bluffs vs. stairs.

Connections to 7th-8
th St
create eastern impacts.

Stairs minimize impact to
western bluffs.

Undercrossing ramps
impact east side. Beach
access ramps impact
western bluffs, but shorter
than at-grade.

Undercrossing ramps
impact east side. Stairs
minimize impact to
western bluffs vs. ramps &
shorter than at-grade.

Noise Impacts Does not require audible
warning systems or train
horns.

At-grade crossings require
audible warning systems
and/or train horns.

At-grade crossings require
audible warning systems
and/or train horns.

At-grade crossings require
audible warning systems
and/or train horns.

At-grade crossings require
audible warning systems
and/or train horns.

Grade-separated
crossings do not require
audible warning systems
or train horns.

Grade-separated
crossings do not require
audible warning systems
or train horns.

Planning-Level Cost
(See Section 4 &
Appendix D)
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CONCEPT 1: NORTH-SOUTH TRAIL
This 0.8-mile trail along the east side of the railroad provides an accessible route from Seagrove Park to 4th Street. Notable concept features include:
— Accessible Paths: All paths are designed to be six feet wide, feature ADAcompliant grades, and can utilize a special form of stabilized decomposed granite for an accessible surface. Some areas, especially north 8 th Street, may require
retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts.
— Accessible Connections to All Street Ends: Accessible connections to Seagrove Park and all numbered streets from 13th Street to 4th Street. These also may include optional connections to the railroad crossings proposed in Concepts 2-7, if implemented together.
— 8
th Street Drainage Culvert with Fill: As shown in the sample rendering in Figure 4-1, a relatively low-impact way to traverse the drainage infrastructure just north of 8
th Street is to place the trail atop parts of the drainage culvert, supported by a wall that is partially covered by fill and landscaping. — 9
th Street Plaza: This optional feature, shown in the sample rendering in Figure 4-2, could be added to street ends such as 9
th Street to provide an
additional amenity for public views.

Figure 4-3 through Figure 4-8 on the following pages are the full conceptual plans. Table 4-2 summarizes the cost estimate for the full trail, and Table 4-3 breaks the estimate into three segments to account for potential phased implementation. The full planning-level cost estimates are in Appendix D.

Table 4-2: Planning-Level Cost Estimate, Concept 1 Full (Full Estimate in Appendix D) Cost Category Full Trail:

Seagrove Park to 4th
Street
Construction Contract Estimate $5.1 million
Design, Environmental & Support Costs $3.7 million
Total Project Cost Estimate (2022 Dollars) $8.8 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.8 million Total Project Cost Estimate (Year of Expenditure Dollars) $9.6 million Table 4-3: Planning-Level Cost Estimate, Concept 1 by Segment (Full Estimate in Appendix D) Cost Category Segment A:

Seagrove Park to
11th Street
Segment B:
11th Street to 8th
Street
Segment C:
8 th Street to 4th
Street
Construction Contract Estimate $2.3 million $2.0 million $1.6 million Design, Environmental & Support Costs $1.7 million $1.5 million $1.2 million Total Project Cost Estimate (2022 Dollars) $4.0 million $3.5 million $2.8 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.4 million $0.3 million $0.3 million Total Project Cost Estimate (Year of Expenditure Dollars) $4.4 million $3.9 million $3.1 million Figure 4-1: Sample Rendering, 8
th Street Drainage Culvert with Fill, Concept 1
Figure 4-2: Sample Rendering, 9
th Street Plaza, Concept 1
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Figure 4-3
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Figure 4-4
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Figure 4-5
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Figure 4-6
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Figure 4-7
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Figure 4-8
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CONCEPT 2: AT-GRADE CROSSING AT 11TH STREET, RAMPS & STAIRS TO BEACH This at-grade railroad crossing takes advantage of existing east-west movement patterns and a large area of artificial fill on the western bluffs north of 11th Street. Notable features include:
— Natural Stairs: Designed to match the existing informal paths along the bluffs, natural stairs are graded into the terrain using timber or stone, as pictured in the sample photos in Figure 4-11. Steeper portions may require retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts. — Accessible Paths & Ramps: All paths except natural stairs, including the ramps on the western bluffs, feature ADA-compliant grades and can utilize a special form of stabilized decomposed granite for an accessible surface.
— View Overlook: On the western bluff top, a view overlook is a new amenity that would be accessible from 11th Street and optionally Concept 1, North-South Trail. — At-Grade Railroad Crossing: Located near the end of 11th Street and includes:
o Gates, Lights & Bells: Standard safety features per CPUC requirements. o Safety Fencing: Full extent to be determined in collaboration with CPUC, CCC, NCTD, and City of Del Mar.
o Signal House: Requires NCTD access and parking from the end of 11th Street. — Connection to 11th Street: Accessible path from 11th Street connects to the existing network. This also features an optional connection to Concept 1, North-South Trail.

Figure 4-9 is a sample rendering, Figure 4-10 shows a typical cross-section looking north, and Figure 4-12 on the following page is the full conceptual plan. Table 4-4 summarizes the cost estimate, with the full planning-level estimate in Appendix D.

Table 4-4: Planning-Level Cost Estimate, Concept 2 (Full Estimate in Appendix D) Category Estimated Cost
Construction Contract Estimate $5.4 million
Design, Environmental & Support Costs $3.9 million
Total Project Cost Estimate (2022 Dollars) $9.3 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.9 million Total Project Cost Estimate (Year of Expenditure Dollars) $10.2 million Figure 4-10: Typical Cross-Section Looking North, Concept 2 Figure 4-9: Sample Rendering, Concept 2
Figure 4-11: Sample Photos of Natural Stairs
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Figure 4-12
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CONCEPT 3: AT-GRADE CROSSING AT 11TH STREET, STAIRS TO BEACH This at-grade railroad crossing takes advantage of existing east-west movement patterns and a large area of artificial fill on the western bluffs north of 11th Street. Notable features include:
— Natural Stairs: Designed to match the existing informal paths along the bluffs, natural stairs are graded into the terrain using timber or stone, as pictured in the sample photos in Figure 4-15. Steeper portions may require retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts. — Accessible Paths: All paths except the natural stairs feature ADA-compliant grades and can utilize a special form of stabilized decomposed granite for an accessible surface. — View Overlook: On the western bluff top, a view overlook is a new amenity that would be accessible from 11th Street and optionally Concept 1, North-South Trail. — At-Grade Railroad Crossing: Located near the end of 11th Street and includes:
o Gates, Lights & Bells: Standard safety features per CPUC requirements. o Safety Fencing: Full extent to be determined in collaboration with CPUC, CCC, NCTD, and City of Del Mar.
o Signal House: Requires NCTD access and parking from the end of 11th Street. — Connection to 11th Street: Accessible path from 11th Street connects to the existing network.

This also features an optional connection to Concept 1, North-South Trail.

Figure 4-13 is a sample rendering, Figure 4-14 shows a typical cross-section looking north, and Figure 4-16 on the following page is the full conceptual plan. Table 4-5 summarizes the cost estimate, with the full planning-level estimate in Appendix D.

Table 4-5: Planning-Level Cost Estimate, Concept 3 (Full Estimate in Appendix D) Category Estimated Cost
Construction Contract Estimate $3.0 million
Design, Environmental & Support Costs $2.2 million
Total Project Cost Estimate (2022 Dollars) $5.2 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.5 million Total Project Cost Estimate (Year of Expenditure Dollars) $5.7 million Figure 4-14: Typical Cross-Section Looking North, Concept 3 Figure 4-13: Sample Rendering, Concept 3
Figure 4-15: Sample Photos of Natural Stairs
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Figure 4-16
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CONCEPT 4: AT-GRADE CROSSING AT 7TH-8

TH STREETS, RAMPS TO BEACH
This at-grade railroad crossing takes advantage of existing east-west movement patterns near 7 th and 8th Streets. Notable features include:
— Accessible Paths & Ramps: All paths except natural stairs, including the ramps on the western bluffs, feature ADA-compliant grades and can utilize a special form of stabilized decomposed granite for an accessible surface. Ramps on the bluffs may require retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts.
— View Overlook: On the western bluff top, a view overlook is a new amenity that would be accessible from 7th Street and optionally Concept 1, North-South Trail). — At-Grade Railroad Crossing: Located near the end of 7th Street and includes:
o Gates, Lights & Bells: Standard safety features per CPUC requirements. o Safety Fencing: Full extent to be determined in collaboration with CPUC, CCC, NCTD, and City of Del Mar.
o Signal House: Requires NCTD access and parking from the end of 7th Street. — Connections to 7th & 8th Streets: Accessible path from 8th Street and natural stairs near 7th Street (sample photos in Figure 4-19) connect to the existing network. These also feature optional connections to Concept 1, North-South Trail.

Figure 4-17 is a sample rendering, Figure 4-18 shows a typical cross-section looking north, and Figure 4-20 on the following page is the full conceptual plan. Table 4-6 summarizes the cost estimate, with the full planning-level estimate in Appendix D.

Table 4-6: Planning-Level Cost Estimate, Concept 4 (Full Estimate in Appendix D) Category Estimated Cost
Construction Contract Estimate $4.9 million
Design, Environmental & Support Costs $3.5 million
Total Project Cost Estimate (2022 Dollars) $8.4 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.8 million Total Project Cost Estimate (Year of Expenditure Dollars) $9.2 million Figure 4-18: Typical Cross-Section Looking North, Concept 4 Figure 4-17: Sample Rendering, Concept 4
Figure 4-19: Sample Photos of Natural Stairs
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Figure 4-20
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CONCEPT 5: AT-GRADE CROSSING AT 7TH-8

TH STREETS, STAIRS TO BEACH
This at-grade railroad crossing takes advantage of existing east-west movement patterns near 7 th and 8th Streets. Notable features include:
— Natural Stairs: Designed to match the existing informal paths along the bluffs, natural stairs are graded into the terrain using timber or stone, as pictured in the sample photos in Figure 4-23. Steeper portions may require retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts. — Accessible Paths: All paths except the natural stairs feature ADA-compliant grades and can utilize a special form of stabilized decomposed granite for an accessible surface. — View Overlook: On the western bluff top, a view overlook is a new amenity that would be accessible from 7
th Street and optionally Concept 1, North-South Trail.
— At-Grade Railroad Crossing: Located near the end of 7th Street and includes:
o Gates, Lights & Bells: Standard safety features per CPUC requirements. o Safety Fencing: Full extent to be determined in collaboration with CPUC, CCC, NCTD, and City of Del Mar.
o Signal House: Requires NCTD access and parking from the end of 7th Street. — Connections to 7th & 8th Streets: Accessible path from 8th Street and natural stairs near 7th Street connect to the existing network. These also feature optional connections to Concept 1, North-South Trail.

Figure 4-21 is a sample rendering, Figure 4-22 shows a typical cross-section looking north, and Figure 4-24 on the following page is the full conceptual plan. Table 4-7 summarizes the cost estimate, with the full planning-level estimate in Appendix D.

Table 4-7: Planning-Level Cost Estimate, Concept 5 (Full Estimate in Appendix D) Category Estimated Cost
Construction Contract Estimate $3.0 million
Design, Environmental & Support Costs $2.2 million
Total Project Cost Estimate (2022 Dollars) $5.2 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.5 million Total Project Cost Estimate (Year of Expenditure Dollars) $5.7 million Figure 4-22: Typical Cross-Section Looking North, Concept 5 Figure 4-21: Sample Rendering, Concept 5
Figure 4-23: Sample Photos of Natural Stairs
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Figure 4-24
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CONCEPT 6: UNDERCROSSING AT 7
TH
-8

TH STREETS, RAMPS TO BEACH
This railroad undercrossing takes advantage of existing east-west movement patterns near 7th and 8
th Streets, while reducing or eliminating some of the most impactful features of at-grade crossings including CPUC special approval, safety fencing, and noise impacts (described in Section 5). Notable features include:
— Accessible Paths & Ramps: All paths, including the ramps on the western bluffs, feature ADA-compliant grades and can utilize a special form of stabilized decomposed granite for an accessible surface. Ramps on the bluffs may require retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts. — View Overlook: Located at the western end of the undercrossing, a view overlook is a new amenity that would be accessible from 7th Street and optionally Concept 1, North-South Trail.
— Railroad Undercrossing: A prefabricated, 8-foot by 10-foot rectangular concrete tunnel would be positioned just below the railroad ballast and bedding. — Connection to 8
th Street: Accessible path from 8th Street connects to the existing network.

This also features an optional connection to Concept 1, North-South Trail.

Figure 4-25 is a sample rendering, Figure 4-26 shows a typical cross-section looking north, and Figure 4-27 on the following page is the full conceptual plan. Table 4-8 summarizes the cost estimate, with the full planning-level estimate in Appendix D.

Table 4-8: Planning-Level Cost Estimate, Concept 6 (Full Estimate in Appendix D) Category Estimated Cost
Construction Contract Estimate $6.8 million
Design, Environmental & Support Costs $4.9 million
Total Project Cost Estimate (2022 Dollars) $11.7 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $1.1 million Total Project Cost Estimate (Year of Expenditure Dollars) $12.8 million Figure 4-26: Typical Cross-Section Looking North, Concept 6 Figure 4-25: Sample Rendering, Concept 6
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Figure 4-27
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CONCEPT 7: UNDERCROSSING AT 7
TH
-8

TH STREETS, STAIRS TO BEACH
This railroad undercrossing takes advantage of existing east-west movement patterns near 7th and 8
th Streets, while reducing or eliminating some of the most impactful features of at-grade crossings including CPUC special approval, safety fencing, and noise impacts (described in Section 5). Notable features include:
— Natural Stairs: Designed to match the existing informal paths along the bluffs, natural stairs are graded into the terrain using timber or stone, as pictured in the sample photos in Figure 4-30. Steeper portions may require retaining walls, some of which may be below grade and/or covered with fill and landscaping to reduce visual impacts. — Accessible Paths: All paths except the natural stairs feature ADA-compliant grades and can utilize a special form of stabilized decomposed granite for an accessible surface. — View Overlook: Located at the western end of the undercrossing, a view overlook is a new amenity that would be accessible from 7th Street and optionally Concept 1, North-South Trail.
— Railroad Undercrossing: A prefabricated, 8-foot by 10-foot rectangular concrete tunnel would be positioned just below the railroad ballast and bedding. — Connection to 8th Street: Accessible path from 8th Street connects to the existing network.

This also features an optional connection to Concept 1, North-South Trail.

Figure 4-28 is a sample rendering, Figure 4-29 shows a typical cross-section looking north, and Figure 4-31 on the following page is the full conceptual plan. Table 4-9 summarizes the cost estimate, with the full planning-level estimate in Appendix D.

Table 4-9: Planning-Level Cost Estimate, Concept 7 (Full Estimate in Appendix D) Category Estimated Cost
Construction Contract Estimate $3.7 million
Design, Environmental & Support Costs $2.7 million
Total Project Cost Estimate (2022 Dollars) $6.4 million Estimated Cost Escalation to 2023-2027 Years of Expenditure $0.6 million Total Project Cost Estimate (Year of Expenditure Dollars) $7.0 million Figure 4-29: Typical Cross-Section Looking North, Concept 7 Figure 4-28: Sample Rendering, Concept 7
Figure 4-30: Sample Photos of Natural Stairs
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Figure 4-31
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5. IMPLEMENTATION STRATEGY
This section discusses a wide range of implementation considerations for the design concepts developed in this study. It is organized into the following categories:
— Right-of-way, NCTD approval, maintenance, and liability — California Coastal Commission (CCC) approval
— California Public Utilities Commission (CPUC) approval — Environmental reviews
— Audible safety systems for at-grade crossings
— Accessibility design
— Constructability
— Next steps and funding

RIGHT-OF-WAY, NCTD APPROVAL, MAINTENANCE &

LIABILITY
The seven design concepts recommended for advancement are mostly located within public rights-of-way and do not require the use of any private property. The northern terminus of the north-south trail reaches Seagrove Park through a public access easement located on private property.

As mapped in Figure 2-5 through Figure 2-8 and in the study’s online basemap, the public parcels in the study area are divided among several agency owners:
— Street rights-of-way owned by the City of Del Mar
— Railroad parcels owned by NCTD
— Western bluffs owned by the City of Del Mar
NCTD Right-of-Way Approval
NCTD approval is required for any construction or other work in its right-of-way. This is governed by NCTD Board Policies No. 11 (Real Estate) and No. 18 (Railroad Safety and Community Enhancement Projects) as well as the scope of work for the SANDAG DMB Phase 5 project.

The NCTD railroad right-of-way contains some private encroachments in which adjacent property owners have installed landscaping or small structures on NCTD property, most notably in the areas between Seagrove Park and 9
th Street. With the concurrence of NCTD,
the project team presumed that any private encroachments in the NCTD right-of-way would be removed if needed to construct the design concepts developed in this study.

Maintenance & Liability Agreements
Any projects located within the railroad right-of-way will require future agreements with NCTD for the City of Del Mar to assume responsibility for ongoing maintenance. NCTD Board Policy No. 18 and the scope of work for the SANDAG DMB Phase 5 project recommend that liability and maintenance for any coastal access or recreational improvements in the NCTD right-of-way should be the responsibility of the City of Del Mar.

These details will require additional collaboration and consensus among the stakeholder agencies.

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Some elements of railroad crossings will require specific maintenance activities to be conducted by NCTD. This includes the need for NCTD parking, most likely at adjacent street ends, to facilitate inspection activities. This will require further coordination with the City of Del Mar for use of the street right-of-way.
— At-Grade Crossings: Monthly inspections of signal house and at-grade crossing facilities such as gates, lighting, and other safety systems. — Undercrossings: Annual inspections of undercrossing infrastructure and supporting structural elements.

CALIFORNIA COASTAL COMMISSION (CCC) APPROVAL
Approval of Proposed Concepts via Federal Consistency Certification As noted in the study background in Section 1, the proposed design concepts were included as conditions of the SANDAG DMB Phase 5 project, which CCC approved in June 2022 under the federal consistency certification process. The CCC staff report, available in Appendix A, provides additional details on the review of proposed concepts.

At the time of CCC’s approval action in June 2022, the proposed concepts in this study were still under development in preliminary draft form. While some of the more complex concepts (such as the ADA-compliant ramp system) were not advanced or refined enough to allow for a full analysis at the time, CCC approved a concept for a north-south trail, a concept for an at-grade crossing at the end of 7
th or 11th Street, and stairs at 11th Street as part of the federal consistency certification. To account for potential modifications or refinements to the design concepts as they proceed through development process, the staff report explains:

As established through Commission review of past projects under Section 930.65 that involved modifications to previously reviewed consistency certifications, the Commission would consider if the change would cause the project to have an effect on any coastal use or resource substantially different than originally described and, as a result, would no longer be consistent with the Coastal Act. If the change is determined to not be substantially different and is still consistent with the Coastal Act, the project and proposed change could proceed. If the change is determined to be substantially different and no longer consistent with the Coastal Act, Commission staff would work with SANDAG to identify modifications or alternatives that could be implemented to achieve consistency and then bring them to the Commission for its consideration.

North Coast Corridor Public Works Plan/Transportation & Resource Enhancement Program (PWP/TREP)
The North Coast Corridor PWP/TREP is a 40-year plan for the entire transportation corridor between Oceanside and San Diego that includes railroad double-tracking, infrastructure improvements on Interstate 5, and bicycle and pedestrian projects. It was developed jointly by SANDAG and Caltrans, approved unanimously by CCC in 2014, and updated in 2016.

The PWP/TREP acts as a programmatic CCC permitting document for a suite of corridor projects including railroad and freeway improvements, bicycle and pedestrian projects, and environmental mitigation and preservation. While the pedestrian improvements proposed in this study were not specifically included in the PWP/TREP, they also pose no conflicts to any planned PWP/TREP improvements.

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This study and the PWP/TREP both share a similar goal to improve multimodal mobility in the corridor in an environmentally sensitive manner. The PWP/TREP also provides general guidance from CCC on multimodal improvements in the corridor including policies, design/development strategies, and implementation measures that could inform future permitting and implementation of the concepts developed in this study.

CALIFORNIA PUBLIC UTILITIES COMMISSION (CPUC)

APPROVAL
The CPUC regulates the safety and operations of railroads statewide, including review and approval of most physical and operational modifications. The project team met with CPUC staff three times throughout the study to review design and implementation requirements and will continue consultation through future project development activities.

All seven design concepts developed in this study will require consultation and approval by CPUC due to their proximity to the railroad, with the proposed at-grade crossings undergoing the highest level of review as detailed below.

Approval of At-Grade Crossings
The CPUC generally prohibits new at-grade crossings. General Order 75-D explains that “the Commission's policy is to reduce the number of at-grade crossings on freight or passenger railroad mainlines in California.” Approval of new at-grade crossings therefore will require approval by CPUC as part of a discretionary decision process, with commissioners basing their review on site-specific factors, including an assessment of CPUC’s at-grade crossing fencing requirements.

General Order 164-E provides additional guidance, including completion of a safety evaluation called a Rail Crossing Hazard Analysis Report (RCHAR) to assess the benefits and risks of proposed railroad crossings. CPUC staff reported that the critical questions in evaluating any proposed crossing projects include:
— What are the actual safety issues in the project area? — Will the proposed condition be safer than the existing condition? — Are there other special considerations such as engineering or environmental constraints?
CPUC staff have cited several specific concerns for at-grade crossings in nearby sections of the railroad corridor, including the high frequency and speed of trains, the curvature of the railroad tracks limiting visibility, and the history of safety incidents in the corridor.

Potential Precedent: Santa Claus Lane At-Grade Crossing While CPUC policy generally prohibits new at-grade crossings, CPUC staff identified a recently approved at-grade crossing at Santa Claus Lane in Santa Barbara County that could serve as a model for potential at-grade crossing approvals in Del Mar. Located on the LOSSAN Rail Corridor near Carpinteria, the project has been permitted but is not yet constructed. Figure 5-1 shows the project location and current conditions, and Figure 5-2 is an excerpt from the approved concept plan. The proposed project includes fencing around the crossing on both sides of the railroad to control and channel pedestrian access.

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As described by CPUC staff, factors in the Santa Claus Lane approval included:
— Grade separation study concluding that overcrossing and undercrossing options were infeasible (discussed below)
— Inclusion of channelization fencing on both sides of the railroad to control access — Support from the railroad owner
CPUC staff also noted that the railroad in Santa Barbara County may have lower train volumes than Del Mar, which could be considered in the discretionary decision by commissioners. CPUC could also consider the temporary nature of the crossing in light of the plans to relocate the railroad off the bluffs, as discussed in Section 2 of this report.

Figure 5-2: Concept Plan for Planned Santa Claus Lane At-Grade Crossing (County of Santa Barbara)
Approved location of
at-grade crossing
Figure 5-1: Location of Planned Santa Claus Lane At-Grade Crossing (Nearmap) Attachment A 56 April 17, 2023 Item 10
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Grade Separation & Safety Study for At-Grade Crossings
A major factor in CPUC approval of the Santa Claus Lane at-grade crossing was a grade separation study that evaluated options for potential overcrossings and undercrossings.

CPUC staff specifically requested in its letter to applicants: “As part of considering and approving the construction of new at-grade crossing, the CPUC staff requires applicants to conduct a thorough study of a grade separation, exploring all practicable designs of pathways crossing under and over the railroad mainline track.” The grade separation study for Santa Claus Lane is available in Appendix E and included the following elements:
— Landward and seaward field investigation/geotechnical studies data — Concept geometrics
— Policy analysis
— Mean high tide study data
— CCC staff reports or other reviews
— Projected number of users
— Traffic data
The study concluded that an overcrossing was infeasible for several reasons, including CCC concerns about shoreline protective devices and visual impacts, and that an undercrossing was infeasible due to flooding concerns.

Many of the elements listed above have been fulfilled by this study, including preliminary field investigation, geotechnical review, concept geometrics, and policy analysis. To maximize efficiency, the information in this study could be supplemented with the additional technical items listed above, plus the CPUC-prescribed RCHAR safety evaluation described earlier, into a single “grade separation and safety study” that would occur at the beginning of the design process.

ENVIRONMENTAL REVIEWS
The access improvement project would be reviewed under the California Environmental Quality Act (CEQA), and potentially also the National Environmental Policy Act (NEPA) if federal funds are used. This process would include an initial review of potential environmental impacts under a variety of topic areas and may require technical studies where needed to substantiate those findings. The results of the environmental analyses also may prompt supporting mitigation measures.

The recently approved at-grade crossing at Santa Claus Lane received a Mitigated Negative Declaration under CEQA (available in Appendix E). This environmental review identified some potential impacts and sufficient mitigations to reduce those impacts below significant levels. The type of environmental document, determination of significance of impacts to resources and potential mitigation will be made by the appropriate CEQA and NEPA lead agencies.

AUDIBLE SAFETY SYSTEMS FOR AT-GRADE CROSSINGS
At-grade crossings require audible safety systems that would create noise impacts in the surrounding community. Per the federal Train Horn Rule, a new at-grade crossing typically requires warning bells at the crossing itself, plus the sounding of train horns when trains approach the crossing from either direction, beginning one-quarter mile away.

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One potential alternative to the routine sounding of train horns may be a wayside horn, which simulates the sound of train horns from a stationary location at the at-grade crossing itself. This would require one of the following additional regulatory approvals, either of which could be pursued separately, but are not requirements for the implementation of at-grade crossings:
— Quiet Zone: The Federal Railroad Administration (FRA) allows the creation of quiet zones that allow wayside horns in lieu of routine train horns. However, FRA regulations require quiet zones to be “bookended” on each side by vehicular crossings with quiet zone status. Attaining quiet zone status for pedestrian at-grade crossings in Del Mar therefore would require attaining quiet zone status for the roadway at-grade crossing at Sorrento Valley Road, located south of the study area in the City of San Diego. — Wayside Horn Waiver: CPUC staff reported that the existing at-grade pedestrian crossings in San Clemente—one of which is pictured in Figure 5-3—received waivers from the Federal Railroad Administration (FRA) to implement wayside horns at the crossings in lieu of train horns, which are required by state law. However, CPUC staff also reported that FRA has made it clear that further waivers are highly unlikely, and that changing state law to allow wayside horns at pedestrian crossings would be the only way to remove the need for the FRA waiver. SANDAG or other stakeholder agencies may choose to pursue this option via the state legislature.

A recent study in Encinitas—the Montgomery Avenue Noise Study Wayside Horn Demonstration Acoustic Monitoring Report (2017), included as Appendix F—showed that wayside horns could reduce community noise impacts compared to train horns, with the sound from train horns traveling farther into the community and at a higher intensity. The study examined both 92-decibel and 80-decibel types of wayside horns, noting: “The current standards for wayside horns are applicable to roadway crossings and consist of 92 decibel horns. However, at similar pedestrian-only quiet zone crossings in San Clemente, the CPUC Figure 5-3: At-Grade Crossing in San Clemente (SANDAG)
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approved a modified wayside horn of 80 decibels.” For context, standard train horns are 96- 110 decibels per the federal Train Horn Rule. Other federal research estimates that motorcycles typically emit around 95 decibels, and gas-powered lawnmowers and leaf blowers typically emit around 80 decibels.

Regardless of the specific audible systems used, any new at-grade crossing in Del Mar could create new noise impacts in the community through warning bells, train horns, and/or wayside horns. Currently train horns are not sounded routinely in the area, with the nearby Coast Boulevard at-grade crossing using a wayside horn in lieu of routine train horns.

The at-grade crossing concepts developed in this study presume standard requirements for warning bells at the crossing and the routine sounding of train horns. The concepts do not include wayside horns or quiet zone elements because those elements are outside the scope of this study and are not requirements for the implementation of at-grade crossings.

Additional approvals for wayside horns or other quiet zone elements could be pursued in the next phases of project development.

ACCESSIBILITY DESIGN
Design requirements for accessibility are governed by several laws and guidelines as summarized below. The design concepts advanced in this study include several accessibility options to help facilitate future design decisions by stakeholder agencies.

The Americans with Disabilities Act (ADA) requires new facilities to be designed to accommodate users with mobility impairments. Current ADA Accessibility Standards (2010) require new facilities to include ADA-compliant design unless it is “structurally impracticable,” which is defined as “the unique characteristics of terrain prevent the incorporation of accessibility features.” If full compliance with the 2010 ADA Accessibility Standards is determined to be structurally impracticable, compliance with the standards is required to the extent that it is not structurally impracticable. In that case, any portion of the facility that can be made accessible would be made accessible to the extent that it is not structurally impracticable.

While ADA does not make any explicit distinctions or exceptions for beach access trails or impacts to sensitive resources, a separate federal law, the Architectural Barriers Act (ABA) of 1967, does make these distinctions as detailed in Chapter 10 of the ABA Accessibility Standards (codified as Appendix D of 36 C.F.R. Part 1191). Use of ABA design standards typically is limited to federal projects on federal lands, or federally funded projects in which ABA standards are explicitly prescribed by the funding source. The U.S. Access Board’s Accessibility Standards for Federal Outdoor Developed Areas explains:

The new provisions for trails, picnic and camping facilities, viewing areas, and beach access routes are not included in the Department of Justice’s (DOJ) 2010 ADA Standards and have no legal effect on state and local governments and private entities subject to DOJ’s ADA regulations. State and local governments and private entities may, however, use the provisions for guidance when designing trails, picnic and camping facilities, viewing areas, and beach access routes.

Although not binding regulations, the ABA standards could provide guidance for outdoor trails and accessways sited in areas with steep terrain or where other environmental laws may preclude full compliance with accessibility standards.

In this conceptual study, the project team found that that the seven design concepts are physically feasible from an engineering perspective, although they may pose a variety of potential impacts and challenges. Of note is the fact that the segment of sandy beach below Attachment A 59 April 17, 2023 Item 10
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the bluffs in the project area is narrow and can be inundated with water during certain times of the day and more consistently during certain times of the year. The timing of inundation in this section of the beach is projected to worsen over time with projected sea level rise. In addition, potential changes to the visual character of the bluffs—including associated grading (beyond the grading that will be performed as part of the DMB5 Stabilization Project), retaining walls, and the potential modification of the topography of the bluffs—could present conflicts with coastal policies and potential permitting issues. These issues will be further evaluated in the next phase of project development.

The project team plans to present the concepts for public feedback on accessibility design considerations, including a presentation to SANDAG’s Social Services Transportation Advisory Council (SSTAC). The project team may consult the U.S. Department of Justice and/or any additional federal or state funding entities for additional guidance during future project development activities.

CONSTRUCTABILITY
The pedestrian improvements developed in this study present a range of constructability considerations, with a major factor being the degree to which construction requires access to the NCTD railroad right-of-way. This is summarized below, followed by a discussion of constructability considerations for the north-south trail and railroad crossings.

Railroad Access
As shown in the conceptual plans in Section 4, all proposed facilities have at least some elements in the NCTD railroad right-of-way, which at minimum will require a right-of-entry permit from NCTD to construct, as well as NCTD-approved flagging protection staff during construction activities. Additionally, all workers in the right-of-way will be required to complete NCTD’s federally mandated roadway worker protection (RWP) program.

NCTD requires that work in the railroad right-of-way be performed in a manner that limits impacts to train operations to the extent practicable. The railroad “foul zone” is defined by NCTD as within 25 feet of the nearest running rail. Any work in the foul zone should be performed such that it can be stopped and cleared of the tracks prior to a train entering the work limits. Equipment and workers may not be able to clear the foul zone in all cases when trains pass, but they must be cleared of the tracks and secured to prohibit movement.

As described in the following pages, most construction activities for the improvements developed in this study will fit into two categories with respect to railroad access:
— Some construction activities may require suspending railroad operations. This typically would occur during nighttime work periods or multi-day absolute work windows (AWWs) which are typically scheduled several times per year.
— Some project elements may be constructed primarily from adjacent street ends or beaches, with little or no entry into the railroad foul zone. All work in the NCTD right-ofway still will require a right-of-entry permit, flagging protection, and RWP.

NCTD provides additional guidance in the Working Around the Rails section of its website.

Constructability Considerations for North-South Trail
The north-south trail has varying constructability considerations depending on its surrounding context, which is shown in the conceptual plans in Section 4. For construction purposes, the 0.8-mile trail is divided into three potential construction areas described below.

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Seagrove Park to 8
th Street
The northern section of the north-south trail is highly constrained by the railroad and adjacent residential development. While the adjacent street ends and alleys will provide some access, construction of the full trail will require entry into the railroad corridor. This will require a right-of-entry permit, flagging protection, and RWP as described above.

Notable construction activities for the section from Seagrove Park to 8th Street will include materials delivery via street ends/alleys, materials staging—which is likely to require storage space within the railroad right-of-way—clearing vegetation, excavation, grading, constructing the path and supporting retaining walls, placing pedestrian bridges at Sea Orbit Lane and Lois Lane, and placing ditch crossings near 10th and 9th Streets. The walls, bridges, and ditch crossings likely will require construction via the railroad corridor and should be completed together, potentially during nighttime work periods or an AWW. Those elements also should be comprised of prefabricated, modular materials to the greatest degree possible.
8 th Street Culvert Area
Just north of 8th Street, the north-south trail includes a proposed drainage culvert below graded fill, as shown in the conceptual plans and renderings in Section 4. This will require entry into the railroad corridor including right-of-entry permit, flagging protection, and RWP as described above. Mid-size equipment will be required to excavate and install the culvert, and these activities may enter the railroad “foul zone” resulting in operational impacts to the railroad.

Notable construction activities for the 8th Street culvert area will include materials delivery via street ends/alleys, materials staging—which is likely to require storage space within the right-of-way near 8th Street—clearing vegetation, excavating, placing the precast culvert, grading and fill, and constructing the path. The culvert should be comprised of prefabricated materials to the greatest degree possible.
8 th Street to 4th Street
This southern section of the north-south trail is in a wider part of the NCTD railroad right-ofway, located farther east of the railroad tracks than the section north of 8th Street and situated along bluffs that ascend to the south. While construction will require right of entry, flagging protection, and RWP, it is sufficiently far from the railroad “foul zone” to avoid operational impacts.

Notable construction activities for the section from 8th Street to 4th Street will include materials delivery via street ends/alleys, materials staging—which is likely to require storage space within the right-of-way—clearing vegetation, grading, constructing the path, placing a timber walkway over the drainage facility between 7th and 8th Streets, and placing ditch crossings near 7
th and 6th Streets. The ditch crossings should be comprised of prefabricated materials to the greatest degree possible. Compared to the section north of 8th Street, this southern section will require substantially less excavation and use of heavy equipment.

Constructability Considerations for Railroad Crossings
The proposed railroad crossings have distinct constructability considerations across three areas as described below, all of which are shown in the conceptual plans in Section 4.

Western Bluffs (All Crossings)
The proposed ramps, natural stairs, and retaining walls will require construction access from the beach side, similar to recent work conducted for SANDAG’s Del Mar Bluffs Stabilization projects. Substantial portions of the western bluffs are within the NCTD railroad right-of-way, Attachment A 61 April 17, 2023 Item 10
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requiring at minimum a right of entry permit and RWP, with flagging protection required for initial construction along the bluff top. However, once the planned channelization fencing along the bluff top is installed, future work along the bluffs is not likely to require flagging protection given the access control provided by the fencing and the overall distance from the railroad “foul zone.”
Notable construction activities for the western bluffs will include materials delivery via beach; materials staging (which also is likely to require storage space on the beach); clearing vegetation; grading; constructing the path and supporting retaining walls; and constructing a beach access point at a planned seawall opening. The walls should be comprised of prefabricated, modular materials to the greatest degree possible. The natural stairs proposed in some concepts entail largely manual work, requiring less heavy equipment than other elements once the supporting retaining walls and grading activities are complete.

At-Grade Crossings & East Side Paths (11th Street & 7
th-8th Streets)
Construction of the at-grade crossings will pose operational impacts to the railroad and should be done during nighttime work periods or an AWW. Construction of the east side paths will require a right-of-entry permit, flagging protection, and RWP as described above.

Materials and equipment required to construct both the crossing and east side paths can be delivered via street ends or alleys.

Notable construction activities for the at-grade crossings and east side paths will include materials delivery via street ends/alleys; materials staging (which is likely to require storage space within the right-of-way); clearing vegetation; grading; constructing the east side path; constructing the signal house; installing channelization fencing; and constructing the crossing itself including required gates and warning devices.

Undercrossing & East Side Path (7
th-8th Streets)
Construction of the undercrossing will pose operational impacts to the railroad and should be done during an AWW. Construction the east side path will require a right-of-entry permit, flagging protection, and RWP as described above. Both the undercrossing and east side path will require large equipment due to substantial excavation and construction activities.

Materials and equipment can be delivered via street ends or alleys.

Notable construction activities for the undercrossing and east side path at 7th-8 th Streets will
include materials delivery via street ends/alleys; materials staging (which also is likely to require storage space within the right-of-way near 8th Street); clearing vegetation; substantial excavation (for both the undercrossing and east side path); grading; constructing the east side path and supporting walls; removing a section of railroad track; placing the precast box culvert via crane from 7th or 8
th Streets atop a bed of leveling gravel; waterproofing the culvert walls; backfilling the area; and finally restoring, balancing, and welding the railroad tracks. The walls and box culvert should be comprised of prefabricated, modular materials to the greatest degree possible.

Potential Removal of Pedestrian Facilities After Railroad Realignment As discussed in Section 2, SANDAG is currently studying options to realign the railroad away from the coastal bluffs as part of its San Diego Regional Rail Alignment Study. Once the railroad is relocated off the bluffs, stakeholder agencies will assess the study area’s physical conditions and evaluate whether infrastructure on the bluffs may need to be removed to ensure public safety and return the bluffs to a more natural state.

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NEXT STEPS & FUNDING
This final section summarizes the next steps required to advance the proposed concepts toward implementation. It concludes with a summary of potential funding sources for which the proposed improvements may be eligible.

Next Steps
Table 5-1 is a sample timeline of the expected milestones and next steps in the project development process. The preceding parts of Section 5 discuss many of the details associated with these implementation milestones.

Table 5-1: Sample Timeline of Next Steps
Milestone Estimated Timeline & Notes
Conceptual Planning Study Complete (this study)
Preliminary Design
Identification of Project Funding In progress
Selection of Preferred Projects In progress
Grade Separation & Safety Study 3-6 months
Accessibility Decisions 3-6 months
Preliminary Design (30%) 6-12 months
Community & Stakeholder Outreach 6-12 months, concurrent with preliminary design activities
Environmental & Agency Reviews
CEQA/NEPA Review 6-12 months, concurrent with preliminary design activities. NEPA required with federal funding
CCC Approval of Draft Design Concurrent with CEQA/NEPA, plus 3-6 months CPUC Approval of Draft Design 6-12 months, concurrent with environmental & agency reviews. (Formal CPUC process
typically begins at around 60% design.)
City of Del Mar Approval of Draft
Design
6-12 months, concurrent with environmental &
agency reviews. Includes maintenance & liability
agreements
NCTD Approval of Draft Design 6-12 months, concurrent with environmental & agency reviews. Includes maintenance & liability
agreements
Final Design 6-12 months following preliminary design,
environmental & agency reviews
Permit Issuance 3-6 months
Construction 2-3 years following final design & permits. (Per CCC permit, construction should be 2 years and
begin within 36 months of the DMB Phase 5
construction start, unless extended by CCC.)
Attachment A 63 April 17, 2023 Item 10
59 / 60 COASTAL CONNECTIONS CONCEPTUAL PLANNING STUDY
Potential Funding Sources
To help identify the approximate funding need, Section 4 summarizes the estimated cost of each design concept and Appendix D contains full rough-order-of-magnitude cost estimates.

Table 5-2 summarizes several federal and state funding programs for which these projects may be eligible. In general, these funding programs tend to emphasize the following goals which align with current federal and state policy goals:
— Transportation infrastructure (active transportation and railroad) — Transportation safety
— Climate resiliency and adaptation
Table 5-2: Potential Funding Sources
Program Agencies Coastal Connections Eligibility
Active Transportation
Program (link)
California
Transportation
Commission &
Caltrans
High. The proposed improvements would
create new pedestrian facilities and increase
access to coastal recreation opportunities,
consistent with program goals.

Railroad Crossing
Elimination Grant
Program (link)
US DOT Medium. While not strictly eliminating any
existing railroad crossings, the proposed
improvements would reduce hazards and
increase safety in the railroad corridor,
consistent with program goals.

Rebuilding American
Infrastructure with
Sustainability & Equity
(RAISE) (link)
US DOT Medium. While the proposed improvements
are broadly consistent with RAISE goals,
these competitive grants typically require
cost-benefit analyses showing substantial
benefits in quantifiable metrics such as time
savings or emissions reduction, which are
difficult to establish for small-scale
pedestrian improvements. However, the
potential safety benefits of the proposed
improvements may be an opportunity to
demonstrate grant competitiveness.

Clean California Local
Grant Program (link)
Caltrans Medium. The proposed improvements are
consistent with one of the program’s key
goals, to "enhance public health, cultural
connection and community placemaking by
improving public spaces for walking and
recreation."
Urban Greening (link) California
Natural
Resources
Agency
Low. The proposed improvements include
native vegetation and beautification
treatments which may be consistent with
some program goals. Program is currently
closed to new applications but should be
monitored for potential additional rounds.

Attachment A 64 April 17, 2023 Item 10
60 / 60 COASTAL CONNECTIONS CONCEPTUAL PLANNING STUDY
Program Agencies Coastal Connections Eligibility
Consolidated Rail
Infrastructure & Safety
Improvements (CRISI)
(link)
Federal
Railroad
Administration
(FRA)
Low. Similar to RAISE, these competitive
grants typically require cost-benefit analyses
showing substantial benefits in quantifiable
metrics such as time savings or emissions
reduction. However, the potential safety
benefits of the proposed improvements may
be an opportunity to demonstrate grant
competitiveness. The program is currently
closed to new applications but should be
monitored for potential additional rounds.

Climate Resiliency &
Adaptation Programs
Low. These funding programs focus primarily on fortifying and adapting infrastructure against the effects of climate change. While this may be outside the scope of the proposed improvements by themselves, their eligibility may increase if the improvements are packaged with other LOSSAN corridor improvements aimed at addressing climate change impacts.

These programs include:
— Climate Adaptation Planning Grants (link): California Governor’s Office of Planning & Research (OPR)
— Promoting Resilient Operations for Transformative,
Efficient & Cost-Saving Transportation (PROTECT)
(link): US DOT & Federal Highway Administration
(FHWA)
— Building Resilient Infrastructure & Communities
(link): Federal Emergency Management Agency (FEMA)
Attachment A 65 April 17, 2023 Item 10
Coastal Connections
Conceptual Planning Study
Del Mar City Council
December 5, 2022
Attachment B 66 April 17, 2023 Item 10
• Study purpose & overview
• Initial screening of potential concepts
• Design concepts
• Implementation considerations
• Next steps (in this study & for future project development) Agenda
| 2
Attachment B 67 April 17, 2023 Item 10
Study Purpose & Overview
3 Attachment B 68 April 17, 2023 Item 10
• Goal: Evaluate opportunities & constraints of potential pedestrian access improvements in the Del Mar coastal rail corridor • Collaborative study with MOU between SANDAG, Del Mar & NCTD • Funded by Caltrans planning grant
• Approx. 20 months: June 2021 – January 2023
• Concepts identified as mitigation in CCC Del Mar Bluffs Stabilization Phase 5 approval
• Conceptual planning only: Selection of specific design elements will depend on a variety of factors to be resolved collaboratively moving forward – including regulatory agency input & public feedback Study Purpose & Overview
| 4
Attachment B 69 April 17, 2023 Item 10
Study Area
Northern Boundary
Coast Boulevard (MP 244.1)
Southern Boundary
North Torrey Pines Road/
Torrey Pines State Beach
(MP 245.7)
| 5
• Coast Boulevard to North Torrey Pines Road/
Torrey Pines State Beach
• 1.6 miles single-tracked
Attachment B 70 April 17, 2023 Item 10
• SANDAG
• City of Del Mar
• NCTD
• California Coastal Commission (CCC)
• Additional meetings with California Public Utilities Commission (CPUC) • Initiated conversations for regulatory issues including CCC & CPUC Project Development Team (PDT)
| 6
Attachment B 71 April 17, 2023 Item 10
Study Process
Existing Conditions &
Feasibility Assessments
Identification &
Screening of Potential
Improvements
Selection of 7 Draft
Concepts for
Development &
Evaluation
Jul 2021 – Dec 2021 Jan 2022 – Jun 2022 Jul 2022 – Jan 2023 | 7
Attachment B 72 April 17, 2023 Item 10
Initial Screening of
Potential Concepts
8 Attachment B 73 April 17, 2023 Item 10
• Initial evaluation of entire corridor
• North–South trails:
– West Side: Continuous facility infeasible
– East Side: Seagrove Park to 4th Street
• Most feasible beach access locations:
– 11th Street/Sea Orbit Lane
– 7
th/8th Streets
– Torrey Pines State Beach area
• Good alignment among several criteria, including engineering, existing movements & consistency with earlier findings including TRAC study Findings from Initial Screening
| 9
Attachment B 74 April 17, 2023 Item 10
• At-grade crossings
• Undercrossings
• Overcrossings
Screening of Railroad Crossing Types
| 10
Attachment B 75 April 17, 2023 Item 10
• Requires discretionary approval by CPUC
• Noise impacts from audible warning systems
&/or train horns
• Safety fencing & signal house
• Advanced for further concept development
Screening of Crossing Types: At-Grade Crossings
| 11
Attachment B 76 April 17, 2023 Item 10
• Feasible from engineering
perspective
• More development, walls & grading
than other crossing types
• Eliminates noise impacts vs. atgrade crossings
• Least impact is 10’ x 8’
undercrossing
• Advanced for further concept
development
Screening of Crossing Types: Undercrossings
| 12
Attachment B 77 April 17, 2023 Item 10
• Substantial visual impacts
(>30ft above railroad plus >60ft bluff height)
• Larger structural elements than other crossings
• Eliminated in initial screening due
to visual impacts. Focus instead
on at-grade & undercrossings
Screening of Crossing Types: Overcrossings
| 13
Attachment B 78 April 17, 2023 Item 10
Design Concepts
14 Attachment B 79 April 17, 2023 Item 10
Design Concepts Selected for Advancement
Seagrove Park to 4th Street:
• Concept 1: North–south trail (0.8 miles)
11th Street:
• Concept 2: At-grade crossing, ramps & stairs to beach • Concept 3: At-grade crossing, stairs to beach
7 th–8th Streets:
• Concept 4: At-grade crossing, ramps to beach
• Concept 5: At-grade crossing, stairs to beach
• Concept 6: Undercrossing, ramps to beach
• Concept 7: Undercrossing, stairs to beach
| 15
Attachment B 80 April 17, 2023 Item 10
• Accessible connections to street ends
• Natural stairs: Graded with timber or rock;
follow existing paths of travel
• Stabilized decomposed granite: Accessibilitycompliant surfaces for ramps & paths Notable Concept Features
| 16
Attachment B 81 April 17, 2023 Item 10
• All concepts reviewed to ensure benefits over existing conditions:
– Pedestrian connectivity & coastal access
– New accessible paths & view overlooks
– Consistency with existing movement patterns
– Consistency with prior facilities, studies & recommendations – Safety of railroad & bluffs
• Railroad crossings integrated with SANDAG planned seawalls • All footprints within public right-of-way (NCTD & City of Del Mar) • Conceptual planning only: Selection of specific design elements will depend on a variety of factors to be resolved collaboratively moving forward – including regulatory agency input & public feedback Universal Benefits Provided by All Design Concepts
| 17
Attachment B 82 April 17, 2023 Item 10
Concept 1: North–South Trail
Concept 1: North–south trail
• Seagrove Park to 4th St (0.8 miles)
• Accessible
• Connections to every street end (no alleys)
| 18
Attachment B 83 April 17, 2023 Item 10
Concept 1: North–South Trail
Seagrove
Park
Retaining wall
(max height 2ft)
Connection to existing
path (public easement)
Also studied option entirely in public
right-of-way (requires 7ft retaining wall)
| 19
Attachment B 84 April 17, 2023 Item 10
Concept 1: North–South Trail
13th St
12th St
Retaining wall
(max height 3ft)
Pedestrian
bridge Pedestrian
bridge
| 20
Attachment B 85 April 17, 2023 Item 10
Concept 1: North–South Trail
11th St 10th St
Elevated walkway over
existing drainage ditch where
space is constrained
| 21
Attachment B 86 April 17, 2023 Item 10
Concept 1: North–South Trail
8 th St drainage
culvert with fill 9
th St view plaza
9th St 8th St
| 22
Attachment B 87 April 17, 2023 Item 10
Concept 1: North–South Trail
9th St
9 th Street View Plaza
| 23
Attachment B 88 April 17, 2023 Item 10
Concept 1: North–South Trail
8 th St
8th Street Drainage Culvert with Fill
| 24
Attachment B 89 April 17, 2023 Item 10
Concept 1: North–South Trail
Elevated walkway over
existing drainage ditch where
space is constrained
7th St 6th St
Path alongside existing
drainage ditch where
space allows
| 25
Attachment B 90 April 17, 2023 Item 10
Concept 1: North–South Trail
4th St
Path alongside existing
drainage ditch
continues to 4th St
| 26
Attachment B 91 April 17, 2023 Item 10
Concepts 2 & 3: At-Grade Crossings at 11th Street
Concept 2: At-grade crossing at 11th St, ramps & stairs to beach Concept 3: At-grade crossing at 11th St, stairs to beach • Artificial fill on western bluffs north of 11th St provides ample space for stairs and/or ramps
• Aligns with existing movement patterns
• Integrated with SANDAG planned seawalls
• Noise impacts from audible warning systems and train horns | 27
Attachment B 92 April 17, 2023 Item 10
Concept 3: At-Grade Crossing at 11th Street,
Stairs to Beach
11th St
Sea
Orbit Ln
| 28
Attachment B 93 April 17, 2023 Item 10
Concept 3: At-Grade Crossing at 11th Street,
Stairs to Beach
| 29
Natural stairs use existing
informal trail to greatest
degree possible
Attachment B 94 April 17, 2023 Item 10
Concept 2: At-Grade Crossing at 11th Street,
Ramps & Stairs to Beach
11th St
12th St
Sea
Orbit Ln
| 30
Attachment B 95 April 17, 2023 Item 10
Concept 2: At-Grade Crossing at 11th Street,
Ramps & Stairs to Beach
| 31
Attachment B 96 April 17, 2023 Item 10
Concepts 4 & 5: At-Grade Crossings at 7th–8th
Streets
Concept 4: At-grade crossing at 7th-8th St, ramps to beach Concept 5: At-grade crossing at 7th-8th St, stairs to beach • Constrained space on western bluffs between 7th & 8th St • Aligns with existing movement patterns
• Integrated with SANDAG planned seawalls
• Noise impacts from audible warning systems and train horns | 32
Attachment B 97 April 17, 2023 Item 10
Concept 5: At-Grade Crossing at 7th–8th Streets,
Stairs to Beach
7 th St
8 th St
| 33
Attachment B 98 April 17, 2023 Item 10
Concept 5: At-Grade Crossing at 7th–8th Streets,
Stairs to Beach
Signal house requires
NCTD access & parking
from street end
| 34
Attachment B 99 April 17, 2023 Item 10
Concept 4: At-Grade Crossing at 7th–8th Streets,
Ramps to Beach
7 th St
8 th St
| 35
Attachment B 100 April 17, 2023 Item 10
Concept 5: At-Grade Crossing at 7th–8th Streets,
Ramps to Beach
Signal house requires
NCTD access & parking
from street end
| 36
Attachment B 101 April 17, 2023 Item 10
Leveraging Existing Wall to Minimize Bluff Impacts
Existing wall (partially
exposed) provides
structural support
| 37
Attachment B 102 April 17, 2023 Item 10
Concepts 6 & 7: Undercrossings at 7th-8th Streets
Concept 6: Undercrossing at 7th-8th St, ramps to beach
Concept 7: Undercrossing at 7th-8th St, stairs to beach • Feasible from engineering perspective
• More development, walls & grading than other crossing types • Eliminates noise impacts compared to at-grade crossings • Aligns with existing movement patterns
• Integrated with SANDAG planned seawalls
| 38
Attachment B 103 April 17, 2023 Item 10
Concept 7: Undercrossing at 7th-8th Streets,
Stairs to Beach 7
th St
8 th St
| 39
Attachment B 104 April 17, 2023 Item 10
Concept 7: Undercrossing at 7th-8th Streets,
Stairs to Beach
Accessible path ramps
down from 7th St to
undercrossing grade
Accessible view
overlook
| 40
Attachment B 105 April 17, 2023 Item 10
Concept 6: Undercrossing at 7th-8th Streets,
Ramps to Beach
7 th St
8 th St
| 41
Attachment B 106 April 17, 2023 Item 10
Concept 6: Undercrossing at 7th-8th Streets,
Ramps to Beach
Accessible path ramps
down from 7th St to
undercrossing grade
| 42
Attachment B 107 April 17, 2023 Item 10
Implementation Considerations
43 Attachment B 108 April 17, 2023 Item 10
• All concepts require approval from NCTD & City of Del Mar to utilize rights-of-way
• Liability – to be agreed upon by all parties
• Ongoing maintenance – to be agreed upon by all parties Right-of-Way & Maintenance Considerations
| 44
Attachment B 109 April 17, 2023 Item 10
• New at-grade crossings
– Generally prohibited by CPUC General Order 75
– Requires discretionary approval by CPUC
– Recent approval in Santa Barbara County (Santa Claus Lane) could serve as model for Del Mar. Required grade separation study & concurrence of agencies including CCC & railroad
• CPUC safety fencing
– Required near at-grade crossings to control access to railroad & direct pedestrians to at-grade crossings
– Specific extent of fencing to be determined in future phase by stakeholders & regulatory agencies
CPUC Approval Requirements
| 45
Attachment B 110 April 17, 2023 Item 10
• At-grade crossings FRA requires:
– Audible warning systems at the crossing
(lights & bells)
– Train horns to be sounded at ¼ mile when
approaching
• Quiet zone:
– May allow wayside horn at crossing instead
of routine sounding of train horns –
lessens potential noise impacts
– Not strictly required for at-grade crossing approval
– Can be pursued together with at-grade crossing
(adds time & complexity to approval) or after
implementation
FRA Audible Safety Systems for At-Grade Crossings
| 46
Attachment B 111 April 17, 2023 Item 10
• All concepts provide substantial benefits over existing conditions:
– Accessible north-south trail
– Accessible connections to street ends
– Accessible view overlooks at western bluff tops in all railroad crossings • Multiple options for all crossing concepts (e.g. ramps & stairs) • Balance accessibility with minimization of impacts to sensitive bluffs • Project team to visit SANDAG Social Services Technical Advisory Council (SSTAC) in January 2023 for additional input
• Multi-agency collaboration to continue moving forward • Some funding sources may require certain accessible design elements Accessibility Design Considerations
| 47
Attachment B 112 April 17, 2023 Item 10
Next Steps
48 Attachment B 113 April 17, 2023 Item 10
Next Steps & Ways to Provide Feedback
on This Study
Del Mar City Council Monday, December 5, 4:30 p.m.

Del Mar Civic Center & Online
Community Open House Wednesday, December 7, 6:00–8:00 p.m.

Del Mar Civic Center
Online Comment Period December 5, 2022 – January 31, 2023 KeepSanDiegoMoving.com/CoastalConnections
SANDAG Social Services
Technical Advisory
Council (SSTAC)
Tuesday, January 17, 2023
SANDAG Board Room & Online
Final Study Report February 2023
| 49
Attachment B 114 April 17, 2023 Item 10
• Allocation of funding & grant applications
• Design:
– Final concept selection
– Grade separation study
– Accessibility decisions
• Environmental review
• CCC approval
• CPUC approval of new crossings
• City & NCTD right-of-way approvals,
including maintenance & liability agreements
• Construction
Next Steps Following Coastal Connections Study
Attachment B 115 April 17, 2023 Item 10
Connect with Us:

Website: KeepSanDiegoMoving.com/CoastalConnections
Follow us on social media: @SANDAGregion @SANDAG
Email: [email protected]
Hotline: (858) 549-Rail
Allie DeVaux, Senior Engineer & Study Project Manager
Attachment B 116 April 17, 2023 Item 10