If the top of the building is treated as the combined height of the top two (2) stories, the base is limited to the full height of the ground story. 3) The middle portion of buildings of three (3) or four (4) stories shall be a minimum of two (2) stories in height.
4) The middle portion of buildings of five (5) to six (6) stories shall be a minimum of three (3) stories in height.
5) The middle portion of buildings of greater than six (6) stories shall be a minimum of the total amount of stories minus three (3). For example, an eight (8) story building must have a middle portion that is at least five (5) stories in height.
6) The top of all buildings must have a parapet cap/coping, a cornice, or be a sloped roof.
7) A top for buildings of three (3) to five (5) stories may be treated as the full height of the top story. For a three (3) -story building, the top is limited to a parapet cap/coping, a cornice, or a sloped roof if the base is treated as the full height of the ground story.
8) A top for buildings of six (6) stories or more may be treated as the full height of the top story. The top may also be treated as the full height of the top two (2) stories combined, only if the base is limited to the height of the ground story.
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Figure 3.16 - Base, Middle, And Top- MU Districts
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R. FENESTRATION VARIETY
To achieve the fenestration variety standard, buildings shall include rhythms of at least two (2) types of openings for at least seventy percent (70%) of its facade length - the required seventy percent (70%) length does not have to be continuous. Various types of distinct openings include storefront windows and doors, residential entry doors, living room windows, bedroom windows, bathroom windows, common hallway windows, and stairway windows. Windows may be grouped vertically or horizontally or designed with shading devices or other architectural features to achieve pattern variety. Fenestration standards apply to all front, side, and rear building facades. Exceptions include: internal courtyard facades not visible from public rights-of-way.
S. MATERIALS, COLORS, AND TEXTURE
VARIETY
To achieve this standard, buildings shall provide at least two (2) different materials, colors, or textures for at least seventy percent (70%) of its facade length. Material transitions along any facade shall only occur on the inside corner of a plane change. When material changes need to occur in the same plane, bands, trims, cornices, or other architectural elements shall project at least two (2) inches from the facade plane to create a corner for the material transition. Materials, colors, and texture variety standards apply to all front, side, and rear building facades. Exceptions include internal courtyard facades not visible from public rights-of-way.
Material, Color, or Texture Variety
Primary material, color,
or texture
Corner material, color,
or texture
Figure 3.17 - Fenestration and material, color, or
texture variety
Storefront windows
Grouped large
windows with
recessed panel
Grouped small
windows with
recessed panel
Large window rhythm
Small window rhythm
Windows with
shading devices
Fenestration Variety
Material, Color, or Texture Variety
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1. Building Materials
Building materials standards apply to all front, side, and rear building facades.
Exceptions include: internal courtyard facades not visible from public rights-of-way. Ground floor building walls shall have high-quality materials and texture for all non-glass areas. High-quality materials include: stone, marble, granite, brick (real or thin veneers of natural color), ceramic tile, wood, terracotta, precast concrete, glass-fiber reinforced concrete, cast-inplace concrete, board-formed concrete, cement plaster, stucco (light sand or smooth trowel finish), cement fiber or similar synthetic siding resembling wood siding, steel (porcelain enamel panels, steel windows, steel exterior doors, steel rails and fences, painted, stainless, or pre-weathered steel are acceptable when limited to a maximum of fifty percent (50%) of the building treatment), aluminum (windows, panels, storefront, curtain wall, doors, aluminum should be natural finish anodized, powder-coated, or Kynar, no bronze anodized), high-density fiber cement panels, durable foam coating/ window trims with smooth stucco finish.
Prohibited materials include: unfinished or natural T1-11 siding, foam, spray stucco, vinyl. Entry canopies, stoops, patios, and balconies shall be constructed of all-weather, durable materials. The Planning Director shall maintain a list of approved facade and trim materials, with such a list accessible to the public.
T. ROOF VARIETY
Roof variety standards apply to all building facades. Exceptions include internal courtyard facades not visible from public rights-of-way. 1’-0” min to 3’-0” max
roof overhang
5’-0” min difference
in height between
roof types
Parapet cap/
coping min 6”
deep by 6” tall
Cornice 1’-0” tall min,
6” min projection
5’-0” min difference
in height between
roof types
Parapet cap/
coping min 6”
deep by 6” tall
Sloped roof with
brackets, 1’-0” min to
3’-0” max roof overhang
Figure 3.18 - Roof variety
Roof Variety
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1) Continuous roofs greater than seventy-five (75) feet shall be broken up using either varying parapet or roof heights, changes in plane along the facade, variation between flat and sloped roofs, overhangs with or without brackets, and/or a combination thereof. This standard does not apply to a top floor that is stepped back at least six (6) feet from the floors below. 2) Parapet caps/coping shall be at least six (6) inches deep and six (6) inches tall, and project at least three (3) inches from the building facade Sloped roofs shall have overhangs extending a minimum of twelve (12) inches and a maximum of three (3) feet from the facade, including the eave and gutter profile.
3) Changes in roof height between parapets or differing roof types must be at least five (5) feet in height. Rooftop equipment shall be fully screened from public/street view pursuant to SCMC Section 18.15.090 using architectural elements including but not limited to parapets and screens.
The screening elements shall be integrated into the overall building design.
4) Towers. If the project site is greater than fifteen thousand (15,000) square feet, a tower or other projecting architectural element(s) may extend up to ten (10) feet above the top of the roof; provided, that the square footage of the element(s) does not total more than ten percent (10%) of the building roof area. The area above the uppermost permitted floor of the element(s) shall not be habitable space.
U. PROJECTING AND RECESSED
ELEMENTS
This standard may be applied in lieu of both the fenestration variety standard and the materials, colors, and texture variety standard. This standard applies only to facades facing public rights-of-way, not to side, rear, or internal courtyard facades.
To achieve the projecting / recessed elements standard, buildings shall provide a rhythm of at least two (2) of the following elements for at least Projecting bay /
bay window
Awnings / entry
canopies
Recessed building entry / lobby,
storefronts
Facade plane
change
Frame / box element
Facade plane
change
Figure 3.19 - Projecting and recessed elements
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seventy percent (70%) of its facade length: projecting bays / bay windows, recessed areas containing windows, projecting or recessed balconies, ground floor stoops or porches, projecting frame / box elements containing at least one (1) window, projecting window shading devices, and ground floor awnings or canopies.
1) Projecting bays shall be between eighteen (18) inches and three (3) feet deep, and between six (6) feet and twelve (12) feet wide. 2) Usable balconies shall be a minimum of six (6) feet deep by six (6) feet wide. Balconies shall avoid a tacked-on look by being recessed at least twelve (12) inches into the building facade. When private balconies are provided, they shall have a transparency of no less than twentyfive percent (25%). Permanent storage boxes, condensers for airconditioning units, or other mechanical equipment shall not be located on balconies. Decorative Juliet balconies shall be a minimum of twelve (12) inches deep and three (3) feet wide.
3) Recessed areas of a building containing windows shall be at least one (1) foot deep. Recessed panels shall be at least four (4) inches deep. 4) Screening devices, shading devices, and projecting frame elements shall be a minimum of eighteen (18) inches deep. Lattices, louvers, and/or perforated metal screens shall be a minimum of four (4) inches deep or set at least four (4) inches from the facade.
Windows - Typical
X
Y
Window inset min
2” from window
trim
Trim projection min 2”
from facade
Window inset min 2”
from facade
Window
proportion (X:Y)
shall not exceed
2:3
Windows - Picture
Window inset min 2”
from window trim
Trim projection min 2”
from facade
Window inset min 2”
from facade
X
Y
Window proportion (X:Y)
shall not exceed 1:1
Figure 3.20 - Window standards
Windows- Picture
Windows- Typical
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Min 60% of this facade area shall be
window or door openings
Storefront window Wall
Min 50% of this facade area shall be
window or door openings
Commercial Frontage
Storefront window Wall
Non-Commercial Active Frontage
Windows - Storefront
Window inset min 2”
from facade
X
Y
Storefront window divided vertically
Panel inset min 2” from
facade
Window proportion (X:Y)
shall not exceed 2:3
Storefront base height
18” min - 30” max
V. WINDOWS AND GROUND FLOOR
TRANSPARENCY
1) Windows without trim shall be recessed at least two (2) inches from the plane of the surrounding exterior wall to create a shadow line and visual interest. Windows with trim shall provide trim at least two (2) inches in depth with windows inset from the trim edge by at least two (2) inches.
The window trim objective design standards do not apply to interiorfacing windows such as those along an internal building courtyard and windows that are not seen from or facing public rights-of-way. 2) For double-hung and horizontal sliding windows, at least one (1) sash shall achieve a two (2) inch recess. Snap-in vinyl mullions between double pane glass are prohibited. If a divided light appearance is desired, mullions shall be made of dimensional material projecting in front of the panes on both the inside and outside of the window.
Figure 3.21 - Window standards for storefronts and
ground floor transparency
Commercial Frontage
Non-Commercial Active Frontage
Windows- Storefront
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3) A minimum of 90% of upper story windows on street- or public open space-facing building facades shall be designed such that:
4) Windows are at least twelve (12) inches apart.
5) Proportions of typical windows shall be vertically oriented and shall not exceed a width (x) to height (y) ratio of two to three (2:3). Proportions of picture windows (typically provided for living rooms) shall not exceed a width to height ratio of one to one (1:1)
6) Proportions of storefront windows shall also be vertically oriented not to exceed a width to height ratio of two to three (2:3). Storefront windows with a width to height ratio greater than two to three (2:3) shall include vertical mullions such that each window panel is not greater than a two to three (2:3) width to height ratio.
7) Mirrored or reflective glass is not allowed on a street- or public open space-facing building facade at any level. Only transparent glass shall be used for windows or glazing at the ground floor.
8) Facade transparency is important to provide visual interest, visibility for businesses, and an active sidewalk environment. For mixed-use buildings with commercial ground floors, a minimum 60% of the ground floor facade area between two (2) feet and ten (10) feet above the sidewalk shall be glazed with transparent windows and doors. For mixed-use buildings with non-commercial ground floors, such as office, institution, residential units, or residential active uses as further defined in Section
18.05.030(H)(1), a minimum 50% of the ground floor facade area between four (4) feet and ten (10) feet above the sidewalk shall be glazed with transparent windows and doors. For corner buildings, this standard also applies to the secondary street facade for at least twentyfive (25) feet from the corner. 9) Minor deviation from the window requirement may be granted through the design review process to accommodate alternative window design complementary to the architectural style of the structure.
W. PRIVATE STORAGE SPACE
Each unit shall have at least two hundred (200) cubic feet of enclosed, weather-proofed, and lockable private storage space with a minimum horizontal dimension of four (4) feet.
X. PAVING
Differentiated paving materials shall be used for driveway aprons, entries, and for pedestrian walkways see standards set forth in the Downtown Streetscape Master Plan or in accordance with the City Council–approved street design during the implementation phase, as detailed in each street’s Plans, Specifications, and Estimates (PS&E). This may include, but not be limited to, textures or colors, concrete pavers, brick, or stamped concrete.
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04 PROSPERITY
AND ECONOMIC
DEVELOPMENT
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4.1 OVERVIEW
The San Carlos Downtown Specific Plan will bring significant economic benefits to the community. Through its placemaking initiatives, Downtown Streetscape Master Plan, and expanded cultural and arts programming, the City will cultivate a vibrant, attractive environment for both businesses and community members. These efforts will reinforce support for local independent shops and restaurants, helping them thrive.
A dynamic Downtown will also serve as a key asset in attracting and retaining talent for major employers. Increased foot traffic and patronage will drive higher restaurant and retail sales, strengthening sales tax revenues and supporting the City’s long-term fiscal health. In short, the Plan will further San Carlos’ identity as the “City of Good Living.”
Goal: Downtown San Carlos will be a dynamic economic hub that fosters entrepreneurship, enhances infrastructure, and promotes arts and culture to create a thriving, inclusive, and prosperous community. Through strategic placemaking, branding, and enriched by a mix of land uses, the Downtown core will support both retail and restaurant destinations, strengthen economic vitality, and provide for everyday needs through a welcoming and engaging public realm that supports residents, workers, visitors, and businesses alike.
4.2 POLICIES AND
ACTIONS
The Downtown Economic Prosperity Plan was developed with the Downtown Specific Plan to present strategies that can strengthen the local economy, support small businesses, attract investment, and ensure Downtown growth translates into shared community benefits. It can be reviewed in its entirety in Appendix C. It outlines specific policy actions the City can consider as part of the Downtown Specific Plan implementation to broaden economic opportunities within the community. These include:
PED-1: The Downtown core will be activated through zoning amendments, a mix of land uses, and placemaking strategies, fostering entrepreneurship, infrastructure improvements, arts and culture initiatives and promoting equity and inclusivity for all members of the community.
Action PED-1A: Retail and Commercial Zoning Code
Amendments.
In an ever-evolving retail environment, it is important that the City’s zoning code and its development standards be aligned with retail tenant demand and space requirements. The Downtown Economic Prosperity Plan recommends specific changes to the zoning code, such as higher ground floor heights, to ensure new development can offer ground floor spaces to a wide variety of retail and commercial tenants. Implementing these changes could facilitate successful marketing of a new retail and commercial space.
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PED-2: Provide support, streamline communication, and take a proactive, business-friendly approach to help businesses start, operate, and grow— strengthening the economic vitality of Downtown San Carlos.
Action PED-2: Business Liaison
Establish a Business Liaison program that provides a single, dedicated point of contact to assist prospective business owners. The liaison helps navigate the often-complex process of identifying, applying for, and obtaining required approvals and permits from City departments and external agencies (e.g., County Health Department, Alcoholic Beverage Control, etc.).
This program would go beyond a pre-application meeting. Its core purpose would be to increase transparency and demonstrate a proactive, business-friendly approach, and position the City as a supportive partner in helping businesses launch and grow.
Through implementation of the Plan and its components, the City can set the stage for enhanced economic vitality and provide a set of clear plan documents, zoning and development standards, and economic development services that will collectively incentivize property owners and developers in the Downtown to successfully renovate and redevelop their properties.
PED-3: The City shall position the Downtown Core as a distinctive and vibrant destination by implementing a coordinated branding and marketing strategy, and by supporting the planning and programming of community events, cultural activities, and public gatherings that enhance its identity and attract residents, visitors, and businesses
Action PED-3: Branding and Marketing.
The Parks and Recreation Department will work with the
City’s Economic Development and Communications Divisions, stakeholders and local organizations to create and oversee a branding and marketing strategy for the Downtown core, including coordinating community events, programming, business promotion, and activities.
By crafting a branding statement for Downtown San Carlos and formulating a marketing plan around it, the City can distinguish it as a unique and interesting destination and encourage consumers to visit. A Downtown marketing plan also will help draw visitors from outside the City.
The City hosts a variety of events in and around the Downtown (Refer to Figure 5.1). These include the annual Hometown Days Parade and Festival held in May, an Art and Wine Faire and Goblin Walk in October, and Night of Holiday Lights on Laurel Street in December. In addition, a Farmers’ Market takes place every Sunday year-round,and Community Movies and Music in the Park are held during the summer, and a family camp out held at Burton Park in August.
The Downtown Economic Prosperity Plan recommends supplementing these events with additional programming to reinforce Laurel Street as the community’s gathering place. See the plan in Appendix C for further details
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PED-4: Reinforce economic prosperity by providing an inviting, vibrant, safe, comfortable, and easy-to-navigate Downtown experience for all users.
PED-5: Explore the feasibility to develop a comprehensive Downtown wayfinding system to improve navigation and reinforce the Downtown brand.
Action PED-5: Downtown Wayfinding
Explore the feasibility to prioritize city’s wayfinding program for the Downtown, in particular for locating parking facilities.
PED-6: Provide spaces for pop-ups to encourage small local business start-ups and to provide affordable food and beverage options for the community. Spaces, such as the new public plaza on the 600 block of Laurel Street, will include electrical outlets so that gas-powered generators can be prohibited. The City will develop mechanisms for reviewing and approving pop-up businesses taking into account considerations such as location, business type, and design quality.
Action PED-6A: Pop-ups
Opportunities for pop-ups are encouraged in the new public plaza located on the 600 block of Laurel Street and throughout the Downtown core as feasible. These may range from market booths to more permanent pop-up businesses in designated areas (such as the plaza at the 600 block of Laurel Street).
The new plaza on the 600 block of Laurel Street includes one area along its southern edge. Here, a pop-up zone shall be designated for this express purpose – allowing for a variety of small local vendors to apply for permits to conduct their business. The design of these pop-ups shall be regulated and approved by the City and should be of a design quality and durability that meets the City’s standards. Electrical power outlets shall be provided as part of the new plaza on 600 block design to accommodate the pop-ups’ needs.
Action PED-6B: Explore the formation of a Business
Improvement District (BID) for Downtown San Carlos, engaging property and business owners to establish a governance and funding structure that supports operations, programming, and long-term vitality.
Action PED-6C: As needed, conduct retail zoning audits to ensure regulations support a diverse mix of businesses and evolving market needs.
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Action PED-6D: Develop a ground-floor retail mixed-use
checklist to guide project review and promote active groundlevel uses. The mixed-use checklist provided in the Downtown Economic Prosperity Plan lends developers and City staff a convenient tool to ensure new ground floor commercial space is planned, designed, and constructed in a manner that meets the physical requirements of retail, particularly restaurants that typically have special plumbing, electrical, and venting requirements.
Action PED-6E: Implement a Downtown branding and marketing program to strengthen identity and attract visitors, businesses, and investment.
PED-7: The City shall establish the Downtown Core as an attractive destination for entertainment and local events.
Action PED-7: Explore feasibility of establishing an entertainment zone in the Downtown area.
Figure. 4.1 - Annual Calendar of Downtown San Carlos Events
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05 MOBILITY AND
CONNECTIVITY
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5.1 OVERVIEW
The Downtown Specific Plan is grounded in the guiding principle that a well-balanced mobility network is essential to creating a healthy, vibrant, accessible, and connected Downtown. By integrating traffic data, community input, and direction from the City’s Climate Mitigation and Adaptation Plan and Pedestrian and Bicycle Master Plan, the Downtown Specific Plan supports a variety of travel choices while enhancing the overall experience of the district.
Goal: The Downtown Specific Plan sets forth a comprehensive framework for a multi-modal transportation network that prioritizes active transportation, safety, accessibility, and connectivity, while fostering a pedestrian friendly, vibrant and equitable Downtown that serves the needs of all residents, workers, and visitors in alignment with the Downtown Streetscape Master Plan.
5.2 BALANCING THE
NETWORK
The Plan supports a multi-modal approach that accommodates vehicles, pedestrians, and cyclists while maintaining adaptability for peak hours and events like the Farmers’ Market and the Art and Wine Faire.
On December 11, 2023, the City Council permanently closed the 700 block of Laurel Street to vehicular traffic. The pedestrianization of the 700 block of Laurel Street has reshaped circulation patterns in the Downtown, highlighting the need to evaluate all modes of travel to create a flexible and integrated transportation system and a street hierarchy. The street hierarchy recognizes El Camino Real as the major arterial, with Brittan Avenue and the San Carlos Avenue–Elm Street–Holly Street corridor serving regional connections.
At the local level, Laurel and Elm Streets function as key collectors into Downtown, with Cherry, Olive, and Morse providing additional links to surrounding neighborhoods. Enhanced east-west connections include the Caltrain and Arroyo Avenue underpasses, facilitating movement for all modes. The 600 and 800 blocks of Laurel Street emphasize walkability while allowing limited vehicle access to support local business activity. Downtown alleys remain essential for circulation and parking and have been reimagined to improve efficiency without compromising the pedestrian experience.
To ensure the Downtown street network remains functional as the City of San Carlos grows, the Downtown Specific Plan integrates adaptive traffic strategies that can respond to future demands. One such option is the introduction of reversible swing lanes on Holly Street, allowing peak-hour traffic flow in opposite directions during the morning and evening rush.
This approach preserves on-street parking during off-peak hours and mitigates potential traffic diversion from San Carlos Avenue. The swing lanes are proposed as a future-ready solution, to be activated only if traffic volumes justify it.
Another key focus area is Brittan Avenue, where improved pedestrian
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Figure 5.1- Vehicular Traffic Network
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and bicycle infrastructure is needed to connect neighborhoods west of Downtown with the City’s east side and El Camino Real. These enhancements align with the City’s Transportation Demand Management (TDM) goals, encouraging shifts to active and public transportation. Future studies will ensure that improvements are consistent with the City’s broader planning efforts, including the East Side Innovation District Vision Plan and Bicycle and Pedestrian Master Plan.
A comprehensive traffic study including 30 Downtown intersections confirmed that peak-hour congestion and queues are concentrated at key access points: the Holly Street, San Carlos Avenue, and Brittan Avenue intersections with El Camino Real. Yet, despite long-term forecasts showing gradual increases in traffic, the overall network is expected to remain within manageable levels. While individual intersections along El Camino would experience longer delays and queues during peak periods, the overall travel time between north and south San Carlos is only projected to increase by 30-60 seconds with long-term full buildout of the Downtown Specific Plan.
Importantly, the study also found that traffic patterns adapt over time, as demonstrated by circulation adjustments following the pedestrianization of Laurel Street’s 700 block.
This forward-looking approach blending infrastructure flexibility, long-term traffic forecasting, and demand management ensures that the Downtown circulation system remains balanced, efficient, and aligned with the City of San Carlos’ evolving transportation needs. The following section details the multi-modal and accessible strategies that the Downtown San Carlos Specific Plan has recommended.
5.3 POLICIES AND
ACTIONS
A. PEDESTRIAN EXPERIENCE
The Plan’s Appendix A includes a detailed Downtown Streetscape Master Plan, adopted in April 2025. The Downtown Streetscape Master Plan emphasizes walkability by prioritizing pedestrian comfort, safety, and access as core elements of a vibrant urban environment. Building on the success of the pedestrianized 700 block of Laurel Street, the Plan extends this approach to the 600 and 800 blocks, where wider sidewalks, enhanced crosswalks, and street furnishings create a pedestrian-friendly experience while allowing limited vehicle access to support local businesses and alley connections.
Beyond Laurel Street, the Plan enhances east-west pedestrian connectivity by reconfiguring Brittan Avenue and Arroyo Avenue as key multi-modal and active mobility corridors, linking the East Side Innovation District with the Downtown core.
M-1: Prioritize development of the 700 block of Laurel Street as a pedestrian-only plaza and dismount zone, supporting vitality, vibrancy and equity for all users.
M-2: Prioritize the pedestrian experience and corresponding street character for all streets within the Downtown core: 1100 and 1200 blocks of San Carlos Avenue; 600, 700, and 800 blocks of Laurel Street; and the
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Figure 5.2 - Pedestrian Circulation
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1100 and 1200 blocks of Cherry and Olive Streets; and the 1100 and 1200 blocks of Arroyo Avenue.
M-3: Prioritize pedestrian and bicycle infrastructure by implementing wider sidewalks, protected bicycle lanes with vertical buffers, bicycle parking, green striping for visibility, and safe crossings—particularly along key corridors such as San Carlos Avenue, El Camino Real, Brittan Avenue, Arroyo Avenue, and Laurel Street.
B. BICYCLING EXPERIENCE
The Plan places strong emphasis on creating a safe, connected, and inviting biking environment to support both daily commutes and short local trips.
Building on the foundation of the City’s Bicycle and Pedestrian Master Plan, the Specific Plan outlines key improvements along major corridors such as El Camino Real, San Carlos Avenue, Arroyo Avenue, and Brittan Avenue; these routes are critical for connecting neighborhoods, Downtown destinations, and the Caltrain Station.
To strengthen these connections, this Plan proposes the addition of dedicated bike lanes, improved signage, and enhanced crossings at hightraffic intersections, particularly where bike routes intersect with arterial roads like El Camino Real. Within the slower-paced Downtown core, streets like Laurel Street are designed as shared environments supported by traffic calming and bike-friendly infrastructure. Bicycle parking is also integrated near pedestrian plazas and transit stops, reinforcing biking as a convenient transportation option.
M-4: Promote safe and visible bicycle infrastructure by incorporating protected bicycle lanes with vertical buffers, green striping for high visibility, and ample bicycle parking along primary corridors including San Carlos Avenue, El Camino Real, Brittan Avenue, Arroyo Avenue, and Laurel Street.
M-5: Actively pursue public transit connectivity by enhancing bus stops and improving first- and last-mile connections to Caltrain and bus services through implementation of active transportation infrastructure.
M-6: Develop bicycle hubs at the 700 block entrance points that include secure bicycle stands and supportive amenities (i.e. bicycle repair tools) to encourage active transportation and support the 700 block of Laurel Street as a pedestrian-only zone.
C. ACCESS TO TRANSIT
The Plan strengthens access to transit by improving connections to the San Carlos Caltrain Station and surrounding bus stops.
M-7: Design bus stops to safely interface with bike lanes by using features like boarding islands, curb extensions, and clear signage, as specified in SamTrans’ Bus Stop Design Guidance.
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Figure 5.3 - Bicycle Network
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D. ACCESSIBILITY
The Plan prioritizes an inclusive public realm that serves people of all ages and abilities. All streetscape and public space improvements shall be designed in accordance with ADA standards (e.g. Public Right-of-Way Accessibility Guidelines “PROWAG”) and universal design principles to ensure equitable access for individuals with mobility, vision, or hearing impairments. Enhancements such as ADA-compliant curb ramps, smooth and widened sidewalks, tactile warning strips, and adjusted pedestrian signal timing help create a Downtown environment that is safe, comfortable, and accessible for everyone.
M-8: Ensure equitable access to Downtown by incorporating ADAcompliant infrastructure throughout all streets and public spaces.
E. TRAFFIC CALMING
M-9: Improve street designs with wider sidewalks, high visibility crosswalks, bicycle infrastructure, narrow lanes, as set forth in the Downtown Streetscape Master Plan
M-10: Improve street design for streets within the Plan Area with active transportation and promotion of traffic calming measures.
F. ALLEYS
M-11: To strengthen and highlight the important role alleys play within the overall Downtown circulation network, enhance the alleys and extend their function to incorporate secondary access to the businesses as well designated loading and unloading areas. Ensure the Downtown alleys have designated locations or managed times for delivery services to park and access businesses.
Action M-11: Develop a detailed plan for improving the east side alleys at the 600, 700 and 800 blocks of Laurel Street - including working with property owners and business operators.
G. PICK-UP/DROP-OFF
M-12: Ensure accessibility to the 700 block of Laurel Street pedestrian plaza by establishing designated pick-up/drop-off points for seniors, children, and people with health conditions or mobility challenges.
H. LONG-TERM MOBILITY AND
CONNECTIVITY
M-13: As the Downtown grows and as conditions warrant, evaluate longterm vehicular traffic modifications, including Holly Street swing lanes, emerging transportation technologies, and congestion mitigation strategies to further support the goals and policies for a vibrant and safe pedestrianoriented Downtown.
M-14: Collaborate with SamTrans, Caltrans, and the Grand Boulevard Initiative to plan and implement coordinated improvements along El Camino Real that enhance the quality of the streetscape for the comfort and safety of pedestrians, bicyclists, and public transit riders, consistent with the Downtown Streetscape Master Plan.
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Figure 5.4 - Transit Connectivity
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5.4 MOBILITY AND
CONNECTIVITY STANDARDS
A. CROSSWALK DESIGN
Among the safety improvements will be the introduction of high-visibility crosswalks, such as ladders, continental, or even artistically-designed striping, that signal priority for those on foot. At key intersections, raised or textured crosswalks will further elevate visibility and safety. These improvements, combined with curb extensions that significantly shorten crossing distances, will create a more inviting and pedestrian-friendly experience throughout the Downtown.
B. PROTECTED BIKE LANES
To enhance cyclists’ safety and comfort, protected bicycle lanes shall feature vertical separation elements—such as bollards, curbs, or planters—that physically buffer cyclists from vehicular traffic. These design elements help create a dedicated, secure travel space for people bicycling, especially along high-traffic corridors like San Carlos Avenue and El Camino Real.
C. GREEN LANE STRIPING
High-visibility green paint shall be applied at key conflict zones and intersections to improve driver awareness and enhance cyclist visibility.
These markings provide a visual cue that reinforces the presence and priority of cyclists within the street network.
D. BICYCLE AMENITIES
Designated tree groves, such as the one planned for the new plaza on the 600 block of Laurel Street, shall include bicycle parking, bicycle repair facilities, a water fountain, and seating. These amenities aim to support the needs of bicyclists while enhancing the overall public space experience.
E. INTERSECTION TREATMENTS
Intersection designs shall prioritize bicycle safety and clarity through enhanced striping, signal timing, and conflict zone treatments, making it easier for cyclists to navigate complex crossings.
Figure 5.5 - The Intersection of El Camino Real and San Carlos Avenue
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F. SHARED STREET ENHANCEMENTS
In areas like the 600 and 800 blocks of Laurel Street, shared street design elements shall be incorporated, including sharrow markings, traffic-calming measures, clear signage, and street furnishings, to promote a pedestrianpriority environment while safely accommodating bicyclists and low-speed vehicle movement.
Figure 5.6 - Example of Protected and Painted Bike Lanes on El Camino Real G. BUS BOARDING ISLANDS
Bus boarding islands shall be introduced to create a dedicated passenger platform between the bicycle lane and vehicle travel lanes. This configuration allows buses to stop without crossing the bicycle lane, enhancing safety and comfort for both bicyclists and transit riders while improving overall traffic flow.
For more detailed guidance and standards for bus stop design, refer to the SamTrans Bus Stop Design Guidance, adopted in April 2024 or as amended.
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H. CURB RAMPS AND ADA COMPLIANCE
ADA-compliant curb ramps with tactile warning strips shall be installed at all pedestrian crossings to enhance safety and accessibility for individuals with visual impairments. In addition, level landings and smooth transitions between sidewalks and street crossings will ensure comfortable and unobstructed movement for wheelchair users, strollers, and others with mobility needs, creating a seamless and inclusive pedestrian experience throughout Downtown.
I. ADA-COMPLIANT BUS BOARDING AREAS
All bus stops should be designed to meet accessibility standards, incorporating features such as tactile paving, appropriate curb heights, and level boarding zones. These elements ensure that individuals using mobility aids can board and exit buses safely and comfortably, supporting equitable access to transit throughout the Downtown. For further details, refer to the SamTrans Bus Stop Design Guidance, adopted in April 2024 or as amended.
Figure 5.7 - Bike Amenities at the 600 Block Plaza Figure 5.8 - Bus Boarding Zone on El Camino Real
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J. ACCESSIBLE PEDESTRIAN SIGNALS
(APS)
Audible and tactile pedestrian signals shall be provided at key crosswalks to assist individuals with visual or hearing impairments. These features enhance safety and independence by offering clear, accessible cues for when it is safe to cross the street.
K. TRAFFIC CALMING
New street designs as set forth in the Appendix A: Downtown Streetscape Master Plan shall be implemented to support enhanced safety and traffic calming. Measures such as posted speed limit signs, curb extensions, and narrow lanes shall help reduce vehicle speeds and reinforce the pedestrianfocused character of Downtown streets.
L. PICK-UP/DROP-OFF ZONES
Designated curbside pick-up and drop-off zones shall be clearly marked and ADA-compliant, providing direct, unobstructed access to the pedestrian plaza. Located near primary entrances or high-activity areas, these zones will include tactile paving and other accessibility features to ensure safe and convenient use for all passengers.
Figure 5.9 - Pick up and Drop-off Zones on Olive Street and Laurel Street Intersection.
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5.5 STATE LAW
COMPLIANCE
The Downtown Specific Plan has been developed in alignment with applicable California state laws governing land use, transportation, accessibility, and environmental sustainability. It complies with the California Complete Streets Act (AB 1358) by promoting street designs that accommodate all users, including pedestrians, cyclists, transit riders, and motorists—regardless of age or ability. The Plan also supports the goals of SB 743, which shifts transportation impact analysis from vehicle delay (LOS) to vehicle miles traveled (VMT), encouraging land use patterns that reduce driving and promote more sustainable modes of travel.
In terms of accessibility, the Specific Plan adheres to the California Building Code (Title 24) and the Americans with Disabilities Act (ADA), ensuring that all public improvements meet or exceed state and federal accessibility standards. It also integrates state-mandated TDM strategies to reduce greenhouse gas emissions in accordance with SB 375 and the state’s broader climate goals.
Together, these measures ensure that the Specific Plan is not only responsive to local needs but also legally compliant and aligned with California’s broader policy objectives for equity, sustainability, and public health.
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06 PARKING AND
TRANSPORTATION
DEMAND
MANAGEMENT
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6.1 OVERVIEW
A well-managed parking system supports access while fostering a more pedestrian-focused Downtown. The Downtown Specific Plan advances parking policies that balance supply and demand, improve the efficiency of existing resources, and reallocate valuable curb space to prioritize pedestrians, bicycles, and active ground-floor uses. Strategic parking management also supports the City’s ongoing efforts to strengthen Transportation Demand Management (TDM) requirements and broader goals of mobility and sustainability.
Goal: The Downtown Specific Plan sets forth parking
management strategies that efficiently address parking needs, respond to changing state and federal laws, and reduce car dependency through innovative Transportation Demand
Management strategies
6.2 DEVELOPMENT
POLICIES AND ACTIONS
A well-managed and accessible parking system plays a critical role in supporting Downtown vitality, enabling access for residents, visitors, and businesses while complementing broader goals for walkability, transit use, and public space enhancements. To better understand existing conditions and guide future improvements, a comprehensive inventory of parking spaces was conducted within the Downtown area—bounded by El Camino Real, Holly Street, Elm Street, and Brittan Avenue. This approach provided a foundational understanding of parking supply and usage patterns, informing recommendations that align parking strategy with the City’s long-term vision for a vibrant, connected, and pedestrian-friendly Downtown. The following are some key public and private parking facilities in the Downtown:
Public Parking Facilities:
Wheeler Plaza Garage: Located at 651 Walnut Street, this garage offers 256 free public parking spaces—120 on the first floor and 136 on the second floor. The spaces are subject to a two-hour time limit from 7:00 AM to 6:00 PM, Monday through Saturday.
SamTrans Parking Garage: Situated at 550 Laurel Street, the top floor of this garage provides 76 additional parking spaces.
Private and Employee Parking: Downtown Employee Parking Program:
This program offers 126 designated spaces for Downtown employees, distributed between the second floor of the Wheeler Plaza Garage and the top floor of the SamTrans Parking Garage.
Additionally, the City has made significant improvements to the 700 Block west-side alley parking lot—commonly known as the Clark parking lot. The lot has been reorganized and optimized to maximize parking efficiency, with clearly marked spaces, updated signage for better wayfinding, and surface upgrades that enhance both functionality and aesthetics. These enhancements not only improve the user experience but also serve as a model for future alley improvements throughout the Downtown core.
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Chapter 6: Parking and Transportation Demand Management 131 Figure 6.1 - Off-street Public Parking Facilities in Downtown San Carlos 256
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A. PARKING MANAGEMENT
Generally, the on-street parking supply appears adequate to meet the expected demand. However, the Downtown Specific Plan’s contemplated build out will require the incorporation of parking management strategies to optimize parking use, enhance turnover, and improve availability for various users, including employees, residents, and patrons.
To create more sidewalk space, facilitate outdoor dining, and establish safe (protected) bicycle lanes, the proposed streetscape changes will necessitate the removal of 47 on-street parking spaces on San Carlos Avenue and Laurel Street. With a current total of 1,150 on-street spaces Downtown, this removal represents a four percent (4%) reduction in available parking.
Despite this reduction, the overall on-street parking supply remains sufficient to meet projected demand. At peak periods, 73 empty spaces are typically available within one block of Laurel Street, in addition to 144 spaces in the nearby Wheeler Plaza parking garage and 29 other spaces within the Downtown core. Furthermore, the addition of designated pick-up and drop-off zones will not significantly impede the implementation of the proposed street designs.
To support a more vibrant, connected, and pedestrian-friendly Downtown, parking shall be managed as a flexible, shared resource that complements broader mobility goals. Drawing on best practices from other communities, the parking management plan will explore a range of strategies, including regulation and pricing, shared parking opportunities, new parking sites, permitting and enforcement, and parking and transportation demand management for new developments.
PTDM-1: Manage parking resources as a coordinated, shared system to efficiently and flexibly serve the changing needs of residents, businesses, and visitors.
PTDM-2: Reduce the reliance on single-occupant vehicle (SOV) travel by requiring the use of cost-effective Transportation Demand Management programs, including transit subsidies, carpool incentives, and unbundled parking for new developments.
PTDM-3: Promote shared parking in new commercial developments to better utilize existing private parking resources, reduce land-use inefficiencies, and accommodate mixed-use and off-peak parking demands.
Action PTDM-3: Develop a shared parking standard for
commercial projects that meet defined size, occupancy or intensity thresholds, while exempting smaller or lower-impact developments.
PTDM-4: All new development projects shall comply with Transportation Demand Management (TDM) requirements outlined in San Carlos Municipal Code (SCMC) Section 18.25. These requirements are being refined through the ongoing Citywide TDM and Parking project; however, Section 18.25 shall continue to serve as the governing framework for TDM standards until new regulations are formally adopted.
PTDM-5: Eliminate obstacles to development by removing unnecessary parking requirements.
PTDM-6: Increase housing affordability and commercial viability by separating the costs of parking and development.
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Chapter 6: Parking and Transportation Demand Management 133 PTDM-7: Include Downtown San Carlos in any future Transportation Management Association (TMA) to support coordinated mobility strategies, reduce vehicle trips, and enhance access through shared transportation services and programs.
PTDM-8: Minimize disruption to residents, businesses, and visitors during construction activities by ensuring equitable access to parking, maintaining safety and mobility, and supporting the ongoing vitality of affected areas.
Action PTDM-8: All streetscape construction projects shall include a Parking Management Plan as part of the project planning and design process. The Plan shall explicitly identify measures to minimize parking spillover and disruption, including but not limited to:
1) Temporary Parking Solutions: Identify alternative on-street or off-street parking areas for affected residents, businesses, and visitors.
2) Public Notification: Provide timely and clear public notification of construction timelines, parking restrictions, and available alternative parking options.
3) Signage and Wayfinding: Deploy temporary signage and digital wayfinding tools to direct drivers to alternative parking locations. 4) Coordination with Stakeholders: Collaborate with local businesses, residents, and transportation agencies to address specific parking needs and concerns.
5) Monitoring and Adjustment: Monitor parking conditions during construction and make adjustments as needed to reduce spillover and ensure safety.
B. ON-STREET PARKING AND LOADING
The Downtown Specific Plan improves Downtown streets to prioritize walking, biking, and outdoor activity. Accordingly, on-street parking shall be rebalanced to support these goals while still meeting essential Downtown parking needs. The on-street parking strategies are designed to manage limited curb space to accommodate loading zones, ADA access, short-term parking, and passenger pick-up and drop-off. Well-managed curbside uses will help support local businesses, improve circulation, and enhance the overall pedestrian experience Downtown.
PTDM-9: Encourage the use of parking areas for temporary public space or commercial activation during annual events such as the Art and Wine Faire.
As part of a broader effort to enhance the vibrancy and flexibility of Laurel Street’s 600 and 800 blocks, this policy encourages the temporary use of parking and curbside spaces to support community festivals, farmers’ market days, and public life. By repurposing the parking spaces on the 600 and 800 blocks of Laurel Street for short-term activations such as vendor stalls or outdoor seating (Refer to Figures 6.3 and 6.4) the street can better foster a more dynamic, pedestrian-friendly environment which aligns with the vision of the Specific Plan.
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PTDM-10: Allow for the flexible use of curb space to accommodate a variety of potential needs including vehicle parking (time limited, loading, accessible, etc.), bicycle parking, street trees, temporary event space, etc.
C. OFF-STREET PARKING AND LOADING
As Downtown evolves to support a more walkable and compact urban form, the off-street parking, wayfinding and loading standards will be encouraged to leverage nearby parking garages and lots, minimizing the need for additional surface parking and reinforcing a pedestrian-oriented environment.
PTDM-11: Develop way-finding signage for parking facilities and consider using smart technology that identifies parking availability to reduce congestion from vehicles searching for parking.
Action PTDM-11: Refer to SCMC Section 18.20.090 for off-site loading requirements
D. PUBLIC BICYCLE PARKING
PTDM-12: Provide public bicycle parking in Downtown alleys and at entrances to the pedestrian plaza, especially near the 600, 700 and 800 blocks of Laurel Street. Facilities should be easy to find, safe, and convenient for both short- and long-term use.
Action PTDM-12: Continue to evaluate the changing needs of bicycle users and demand for additional bicycle racks, long-term bicycle parking solutions, and other supportive amenities over the life of this Plan.
Figure 6.2 - Bike Parking Facilities in The Entrance of 600 Block Pedestrian Plaza New Plaza on 600 Block
Public Bicycle
Parking Rack
Public Bicycle
Parking Rack Public Bicycle
Parking Rack
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LAUREL STREET
SAN CARLOS AVENUECHERRY STREET
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Chapter 6: Parking and Transportation Demand Management 135 Figure 6.3 - 600 Block of
Laurel Street- Detail Layout
Figure 6.4 - Temporary Public Space- Farmers’ Market
Scenario - Detail Layout
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E. ALLEYS
The presence of alleys and service entries behind the main street frontages reduces the presence of delivery trucks and service vehicles on the publicfacing streets, such as El Camino Real and Laurel Street, thus contributing to a more pedestrian-friendly environment.
Alley and Parking Lot East of the 600 Block of Laurel Street:
Service entries are set back from the alley, allowing space for large vehicles and minimizing conflicts with traffic and pedestrians. However, the layout could be reorganized for better efficiency.
Alleys and Parking Lots East and West of the 700 Block of Laurel Street: The alleys behind the 700 block of Laurel Street experience overlapping uses—parking, loading, and pedestrian access—especially near Olive Street, creating congestion.
The west alley of the 700 block of Laurel Street has been re-organized through a past improvements project and functions very well in terms of circulation clarity, organized parking, service access, trash screening, and secondary entrances to businesses. This alley serves as a model for improvements in other alleys.
Alleys and Parking Lots East and West of the 800 Block of Laurel Street: The 800 block shows a concentration of private parking spaces and a reduced number of loading/unloading entries, which potentially allows it to function more efficiently as a thoroughfare. Further improvements to access, screening, and entry points could enhance its function as a primary access route for this block.
PTDM-13: Improve alley parking and access by organizing loading, service (i.e. trash pickup), and parking functions to reduce street congestion and enhance pedestrian safety, using successful alley layouts as models for future improvements.
PTDM-14: Reorganization plan/layout of alleys shall meet California Fire Code apparatus access requirements and maintain 20-foot minimum width where used for emergency ingress/egress.
Action PTDM-14: Notify Fire for review of all alley upgrade plans for conformance to emergency access standards.
F. FUTURE PUBLIC PARKING GARAGE
The anticipated redevelopment of the SamTrans site in San Carlos presents a valuable opportunity. If the SamTrans garage remains and is upgraded, it could serve as a public parking facility for the Downtown Specific Plan Area and its surroundings. By providing additional parking capacity, this facility can alleviate existing or future parking constraints, support local businesses, and accommodate visitors, thereby enhancing the overall accessibility and vibrancy of Downtown San Carlos.
Complementing this, the establishment of a dedicated bicycle parking facility at the San Carlos Caltrain Station would significantly bolster first- and lastmile connectivity. Such a facility would encourage residents and visitors to integrate cycling into their daily commutes, reducing reliance on automobiles and promoting sustainable transportation modes. This initiative aligns with the goals outlined in the San Carlos Bicycle and Pedestrian Master Plan, which
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Chapter 6: Parking and Transportation Demand Management 137 Figure 6.5 - Alley/ Parking Area in 600 Block of Laurel Street Trash Enclosures
Landscape
Elements
Reorganized Parking Spaces
Access to and from 600 Block
of Laurel Street
Access to and from
El Camino Real
Access to and from
El Camino Real
Access to and from
Cherry Street 600 BLOCK ALLEY
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LAUREL STREET
SAN CARLOS AVENUECHERRY STREET
EL CAMINO REAL
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emphasizes improving bicycle access to transit stations and enhancing the comfort of transit stops by providing secure bike parking and other amenities.
PTDM-15: In collaboration with SamTrans, explore the feasibility of adaptive reuse of the SamTrans garage for public parking.
PTDM-16: Work with Peninsula Corridor Joint Powers Board (JPB) to explore the establishment of a secure bicycle parking facility at the Caltrain station.
PTDM-17: In collaboration with SamTrans, explore prioritization of multi-modal design principles, including clear pedestrian connections, wayfinding to transit and bicycle facilities, in the redevelopment of the SamTrans site.
6.3 PARKING AND TDM
STANDARDS
A. MINIMUM PARKING REQUIREMENTS
All minimum vehicle parking requirements within the Downtown Specific Plan Area shall be removed. Consistent with AB2097, there are no minimum parking requirements.
B. UNBUNDLED PARKING
For market-rate residential units in projects of three (3) units or more, all offstreet spaces shall be leased or sold separately from the rental or purchase fees for the life of the project, such that potential renters or buyers have the option of renting or buying at a price lower than would be the case if there were a single price for the residential unit or non-residential space, and the parking space.
C. VEHICULAR DIRECTIONAL
WAYFINDING FOR PUBLIC REALM
As per the City of San Carlos’ Wayfinding plan, a vehicular directional wayfinding signage plan for public realm consists of three main types of signage:
◆ Vehicular Directional Signage: These signs guide drivers along roadways, helping them navigate toward specific destinations, such as points of interest or major intersections.
◆ Parking Directional Signage: These signs direct drivers to available parking areas, indicating the location of parking facilities and guiding them to these spaces.
◆ Parking Identification Signage: These signs indicate the specific locations of parking facilities, often located to mark entranceways to the parking facility.
Additionally, based on community feedback, the Downtown Streetscape Master Plan recommends locating Parking Placement Signage. These signs indicate the specific locations of parking spaces within a facility, often designating spots for different user types, such as handicapped, reserved,
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BICYCLE PARKING REQUIREMENTS FOR DOWNTOWN
LAND USE SHORT-TERM
SPACES
LONG-TERM
SPACES
CARGO &
ADAPTIVE
ELECTRIC
BICYCLES SHOWERS LOCKERS
Residential 0.25 per unit 0.75 per unit 10% of required LT spaces
1 outlet or other
charging infrastructure
per 5 required LT spaces
N/A N/A
Office 0.167 per ksf 0.50 per ksf 1 unisex for first 40 ksf; 1 unisex for each
additional 20 ksf;
minimum of 1
75% of required
LT bicycle spaces,
minimum of 2
Hotel 0.05 per room 0.05 per room N/A
Retail/Dining 0.375 per ksf 0.125 per ksf 5% of required LT spaces
N/A N/A
Note: A minimum of two short-term spaces and one long-term space shall be provided for each site with a non-residential use included in this table; LT = long-term; sf = square feet; ksf = 1,000 square feet
or general parking. These signage types enhance navigation and improve the parking experience.
D. TRANSPORTATION DEMAND
MANAGEMENT
For Transportation Demand Management (TDM) applicability, requirements, and measures and strategies, refer to SCMC 18.25.
E. BICYCLE PARKING STANDARDS
The on-site bicycle requirements are set forth in Table 6.1 below.
F. PARKING, LOADING, AND RELATED
REQUIREMENTS
Refer to SCMC 18.20
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07 PUBLIC REALM
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7.1 OVERVIEW
The Downtown Specific Plan is built on the premise that a well-developed public realm is the key to a socially vibrant and economically successful Downtown. The Plan recommends Laurel Street as the heart of Downtown—a space that connects the entire community. The pinnacle of the public realm strategy is to transform the 700 block of Laurel Street into the Downtown’s central gathering place, with its energy radiating out to the 600 and 800 blocks, and to the 1100 and 1200 blocks of San Carlos Avenue.
Providing a robust public realm framework that includes multi-functional streets, ample sidewalks, plazas and green space will ensure those goals.
Goal: Create high-quality, multi-functional public spaces and a well-connected street network that foster social interaction, promote health and well-being, and enhance Downtown’s
vibrancy. With an expanded tree canopy for comfort, shade, and to establish a sense of place, public spaces are designed to be inclusive, ensuring equitable access for all users while contributing to a more sustainable and visually appealing Downtown environment.
THE DOWNTOWN CORE: ESTABLISHING
THE PUBLIC REALM
While the Downtown Streetscape Master Plan, detailed in Appendix A, defines design strategies for the Downtown’s entire street network, it lends particular focus to the Downtown core connecting from the Caltrain Station, up the first block of San Carlos Avenue to Laurel Street and down the 600, 700 and 800 blocks of Laurel Street. This Downtown core comprises the heart of San Carlos’ Downtown.
GATEWAY TO DOWNTOWN
San Carlos Avenue is envisioned as the gateway to Downtown linking El Camino Real, Laurel Street, and the San Carlos Caltrain Station. The design rebalances the right-of-way toward people, establishing a pedestrian- and bicycle-priority corridor with generous, shaded sidewalks, continuous protected bikeways, reconfigured intersections, and shorter crossings.
Active frontages and small threshold plazas at the intersection of El Camino Real and San Carlos Avenue announce arrival, and integrated robust tree canopy and permeable paving adds comfort and climate resilience.
Together, these elements make San Carlos Avenue an intuitive, safe, and welcoming environment, setting the tone for a pedestrian-oriented multimodal Downtown.
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Arroyo Avenue
Figure 7.1 - Plan Area: Mobility & Connectivity
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AN EXTENDED CENTENNIAL PLAZA
Throughout the Downtown streets, the Plan proposes a higher-quality pedestrian experience through the use of street trees, wider sidewalks, better lighting and ample shaded seating. The improvements proposed for the areas highlighted in pink (see Figure 7.1) take those strategies even further. Building on the closure of the 700 block of Laurel Street, the Plan defines a pedestrian plaza extending across the full span of the 700 block of Laurel Street serving as a pedestrian promenade that meanders side to side between groves of flowering trees and raingardens. This plaza, designated by the City Council as Centennial Plaza, is curbless from building face-to-building face allowing outdoor dining tables ample room in front of restaurants. A central gathering space at mid-block marks the entry to a redesigned Harrington Park as a formal event space and a water feature adds sound and animation to celebrate this area as the central meeting place. The 600 and 800 blocks of Laurel Street are also recommended to continue the curbless street design. Additionally, the 600 block of Laurel Street features a new plaza on the west side of the street, and the 800 block of Laurel Street features special paving design at the center of the block that can serve as a plaza or focal point during street closures.
The 600, 700 and 800 blocks are unified with a common design language so that the Downtown core is experienced as one integrated place. The meandering promenade of the 700 block of Laurel Street becomes a meandering street in the 600 and 800 blocks of Laurel Street. The tree groves and raingardens are similarly interspersed throughout the 600, 700, and 800 blocks. Furnishings, lighting, street trees and pavement design all work to further unify the spaces.
VITALITY THROUGH CURATION &
PROGRAMMING
To further fulfill the Vision for a vibrant Downtown, the San Carlos Downtown Specific Plan is designed to make the most out of the mix and intensity of land uses and accommodates a wide variety of programmed activities throughout the spaces in the Downtown core
Public outdoor seating is provided throughout the Downtown core along with ample space for either outdoor dining or merchant displays in defined spaces along the storefront edge. In addition, plaza spaces – small and large – are provided in the 600, 700 and 800 blocks of Laurel Street accommodating a wide variety of activities from permanent outdoor activity spaces and music venues to places for temporary festivals, events, and pop-up vendors.
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Figure 7.2 - Downtown Core Axonometric
The Downtown core is conceived as a “T”, strongly connecting the train station to Laurel Street, and integrating San Carlos Avenue with the 600, 700, and 800 blocks of Laurel.
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7. 2. DEVELOPMENT
POLICIES AND ACTIONS
These development standards and policies are intended to guide both public and private investment in ways that support an attractive, accessible, and pedestrian-friendly streetscape experience. To ensure a high-quality public realm, all developments within the Plan Area shall adhere to standards that reinforce this distinction. Improvements made by private developers should respect the public edge and contribute to the overall streetscape character, while public improvements undertaken by the City shall follow the same design standards to ensure consistency, safety, and visual continuity.
A. PLAZAS/OPEN SPACES/PARKS
As stated in the vision, the Downtown core should act as the community’s living room and to do that, the Downtown should have public spaces that make gathering, socializing, shopping and dining feel comfortable and inviting. This can be accomplished in several ways.
PR-1: To ensure the success of the Downtown as the heart of the city, implement the adopted Downtown Streetscape Master Plan as funding becomes available. Establish a well-defined streetscape connecting the Downtown core and the civic center to foster synergy and activation between the two areas.
Action PR-1: Seek and apply for funding and technical assistance from federal, state, and local resources and investigate other funding mechanisms.
PR-2: Expand and enhance public plazas within the Downtown core, including the pedestrian plaza along the full span of the 700 block of Laurel Street (Centennial Plaza), the new plaza on the 600 block of Laurel Street, and Harrington Park, to create vibrant community gathering spaces.
B. INTEGRATED MOBILITY
The entire Downtown is to be re-invented as a much more pedestrianfriendly environment that balances all modes of mobility with an emphasis on pedestrian and bicycle circulation. This goal is to be accommodated in a way that is integrated with the thoughtful design of public space.
PR-3: Enhance connectivity between public spaces to ensure seamless, accessible movement for pedestrians and bicyclists.
C. PUBLIC SEATING
One of the most consistent themes encountered during the civic engagement process was the desire for a variety of more informal public seating Downtown. This Plan provides that in several ways.
PR-4: Activate streets by providing public outdoor seating areas that enrich the pedestrian experience and support local businesses.
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D. EXPANDED SIDEWALKS
Perhaps the most dramatic change to the Downtown public space environment will be the widening of sidewalks of primary Downtown streets – Laurel Street and San Carlos Avenue – from their current dimension of nine and a half (9-½) feet – to twenty (20) feet – more than doubling the amount of space. This change will be transformative in terms of the diversity and volume of social activity it will accommodate.
The primary focus of sidewalk widening to accommodate outdoor dining and retail display space is in the Downtown core area and in particular on the 1100 and 1200 blocks of San Carlos Avenue and on the 600, 700, and 800 blocks of Laurel Street, although some widening is also proposed on the north frontage of Arroyo where some outdoor dining currently occurs and on the west frontage of El Camino Real where active ground floor uses are anticipated.
PR-5: Widen sidewalks in the Downtown core to accommodate comfortable space for outdoor dining and retail displays, new street trees, and ample space for pedestrian circulation.
PR-6: Optimize sidewalk width wherever possible on other Downtown streets such as El Camino Real, and key cross streets, sometimes requiring additional building setbacks to ensure sufficient space.
E. OUTDOOR DINING AND RETAIL DISPLAY
PR-7: Require high-quality design standards for outdoor dining and retail displays to ensure they are clean, attractive, and contribute to a vibrant and cohesive public realm.
Action PR-7A: As needed, evaluate the design, location, and operational standards for outdoor dining and retail display areas.
PR-8: Consider allowing additional outdoor seating for restaurant use in newly configured streets. Additional outdoor dining space within the public right-of-way may be considered on a case by case basis. Such requests shall not be eligible for review until a minimum of one (1) year after completion of streetscape construction at the sole discretion of the City.
F. PUBLIC AMENITIES
For the Downtown to fully function in the many ways the community wants – acting as the “living room” of the community – it will be fully equipped with public amenities that facilitate social function, commercial activity, safety, health, and comfort. The public amenities discussed in this section provide policies and standards for street furniture, outdoor dining enclosures, pavilions/ performance stage, public bicycle racks, fountain and water features, drinking water fountains, smart poles, wayfinding and trash screening. The design for these amenities are described here as part of a comprehensive approach to providing public street amenities. More detailed standards are provided in the Downtown Streetscape Master Plan included in Appendix A, and may be modified during Plans, Specifications, & Estimates (PS&E) construction Phase.
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PR-9: Provide the full range of public street amenities and furnishings to support an active public realm and provide a rich Downtown experience.
These should include distinctive paving, street furnishings (including benches, drinking fountains, news racks, trash and recycling receptacles, bicycle parking racks), signage, wayfinding, and lighting.
PR-10: Incorporate a water feature in the center of Centennial Plaza that serves as a focal point and gathering space, offering seating, visual interest, and the calming effects of moving water.
PR-11: Provide pavilion stages on the 600 and 700 blocks of Laurel Street to host performances, while serving as sculptural landmarks that invite informal seating, pop-up exhibits, and community use when not programmed for events.
PR-12: During Downtown streetscape implementation, include “Smart Poles” throughout the Downtown to provide a range of courtesy amenities such as vendor outlets, car charging, courtesy outlets for phone and laptop charging and Wi-Fi. These will be housed in streetlight poles to the greatest extent possible.
PR-13: Implement a comprehensive Downtown signage and wayfinding program that builds upon the City’s existing wayfinding standards, to guide users of all travel modes visiting or passing through the Downtown.
G. LANDSCAPE, GREENING & GREEN
INFRASTRUCTURE
In response to the community’s vision for a green, sustainable, and resilient Downtown, a full program of urban greening, stormwater management, and native landscapes will be implemented throughout the Downtown.
The elements of this program are fully described in Appendix A: Downtown Streetscape Master Plan.
PR-14: Provide extensive greening in the Downtown by planting consistent street trees on all Downtown streets for shade, cooling, and seasonal variation (spring flowering and fall color). Trees shall be planted per the palette specified in the Downtown Streetscape Master plan or comparable alternatives may be determined during streetscape implementation and approved through Plans Specifications & Estimates (PS&E) drawings by City Council.
PR-15: Without impeding ample pedestrian space, integrate green infrastructure throughout Downtown, including rain gardens and permeable surfaces, to enhance sustainability and improve stormwater management.
PR-16: Continue preserving and enhancing the urban canopy through the City’s Tree Preservation Ordinance that protects mature trees and encourages long-term maintenance.
PR-17: Coordinate early with the City Arborist and tree growers on all Downtown improvements to ensure successful cultivation of street trees and long-term enhancement of the urban tree canopy.
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PR-18: Require native and drought-tolerant landscape in all new public realm projects to promote sustainability.
PR-19: Ensure regular maintenance of landscaped areas to sustain their ecological, functional, and aesthetic benefits.
PR-20: Create distinctive public spaces by planting accent trees and establishing groves at key nodes along the 600, 700, and 800 blocks of Laurel Street and 1100 and 1200 blocks of San Carlos Avenue to strengthen placemaking and reinforce local identity, as set forth in the Downtown Streetscape Master Plan.
PR-21: Incorporate climate-resilient plantings in all rain gardens, prioritizing native, drought-tolerant, and stormwater-friendly species to support biodiversity and manage urban runoff.
PR-22: Encourage and allow for vertical greening, including green walls and rooftop gardens, to improve air quality and mitigate the urban heat island effect.
H. ACCOMMODATING PROGRAMMING/
ACTIVITIES /TEMPORARY USES
PR-23: Design and program public spaces for inclusivity, incorporating features and offering activities and events that engage and accommodate all users.
PR-24: Ensure that all City programs are designed, implemented, and evaluated in ways that promote fairness, remove barriers, and produce equitable outcomes for all residents.
PR-25: Support the public realm design as set forth in the Downtown Streetscape Master Plan, especially along the 700 block of Laurel Street and expandable to the 600 and 800 blocks, to accommodate large community events and gatherings such as farmers markets, the Art and Wine Faire, and other celebrations.
PR-26: Downtown programmed activities will follow the City’s noise ordinance Title 9, Chapter 9.30 and shall follow regulations prescribed in SCMC Section 9.30.040 Permit to exceed noise levels when City-sanctioned or sponsored activities are scheduled. Music stage venues will be situated and equipped to minimize excessive ambient noise.
PR-27: Integrate music performance stages into key Downtown public spaces, including Centennial Plaza on the 700 block of Laurel Street and the new plaza on the 600 block, to support cultural events and community gatherings.
PR-28: Designate specific Downtown locations to accommodate popup businesses, supporting flexibility, activation, and diverse community experiences
PR-29: Upon completion of downtown streetscape improvements and the provision of electrical outlets, gas-powered generators shall be prohibited for Downtown events, vendors, performers and pop-ups. Instead, the Downtown will be equipped with a network of electrical outlets integrated in “smart poles” to accommodate electrical needs
Action PR-29: Events shall be inspected for fire safety, egress
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planning, and emergency access clearances. Fire department shall be notified for review of permitting for all amplified events, tents >400 sq ft, cooking equipment, and temporary power setups.
7.3 DEVELOPMENT
STANDARDS
A. PLAZAS/OPEN SPACES/PARKS
As specified in the Downtown Streetscape Master Plan, public spaces will be provided in each of the three core blocks of Laurel Street – 600, 700 & 800. For the 600 block, the space currently occupied by overflow public parking will be redeveloped as a multi-use public plaza. This plaza will be flexible in its programmed uses and will have a performance pavilion and stage at the west end, a space for pop-up vendors along its southern edge, and a large open space in the center to accommodate a variety of activities.
For the 700 block, the entire Laurel Street right-of-way will be redeveloped as a curbless, linear public plaza which will accommodate a variety of activities including a wide pedestrian promenade in the center, designated space for outdoor dining and retail display areas, raingarden planting areas featuring groves of trees and additional space for special programming and public art.
In addition, the 700 block will have a central pavilion and performance stage positioned directly in front of Harrington Park. This space will also contain New Plaza at
600 Block
New Plaza
at 600 Block
Caltrain Plaza
Figure 7.3 - Downtown Core Illustrative Plan- Series of Plazas
LAUREL STREET
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0 100 200 300 ft
Centennial Plaza
700 Block
Harrington Park
Special Pavers at
800 Block
Bianchini’s
Parking
Lot
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a water feature. Extending eastward from this central gathering space will be the redeveloped Harrington Park featuring a multi-purpose plaza, a multi-purpose building (restrooms, storage, and mechanical room), public seating, and a raingarden with a grove of trees. The existing donor bricks in Harrington Park will be retained and incorporated into the park design.
The 800 block of Laurel Street will also feature a central plaza at mid-block, which can be used for programmed events during street closures. The ends of all three blocks of Laurel (600, 700 and 800) will be equipped with Figure 7.4 - A New Plaza on the 600 Block of
Laurel Street
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Figure 7.5 - Centennial Plaza on the 700 Block of Laurel Street removable bollards which can be used to close one or more of the blocks for annual festivals and events. In addition to the central plaza spaces, each of the Downtown core blocks will feature groves- small entry plazas at each end with shaded seating, drinking fountains, and bicycle racks.
B. EXPANDED SIDEWALKS
Perhaps the most dramatic change to the Downtown public space environment will be the widening of sidewalks of primary Downtown streets
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– Laurel Street and San Carlos Avenue – from their current dimension of 9-½ feet – to 20 feet – more than doubling the amount of space. This change will be transformative in terms of the diversity and volume of social activity it will accommodate.
The primary focus of sidewalk expansion is to accommodate outdoor dining and retail display space is in the Downtown core area and in particular on the 1100 and 1200 blocks of San Carlos Avenue and on the 600, 700 and 800 blocks of Laurel Street, although some widening is also proposed on the north frontage of Arroyo where some outdoor dining currently occurs and on the west frontage of El Camino Real where active ground floor uses are anticipated.
Details are set forth in the Downtown Streetscape Master Plan included as Appendix A of this Plan. Additional standards that address requirements for expanded sidewalks can be found in Chapter 3 and within this Chapter.
Figure 7.6 - Integrated
Mobility for seamless
connectivity: San Carlos
Avenue
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Figure 7.7 - Expanded
Sidewalks on 600 and 800
Block of Laurel Street
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D. OUTDOOR DINING AND RETAIL
DISPLAY
One of the most significant changes to the Downtown as mentioned earlier will be the expansion of sidewalk widths and the corresponding ability to accommodate outdoor dining and retail display areas in a spacious dining/ retail zone adjacent to the storefronts rather than in a post-COVID parklet configuration.
Parklets served a critical need during the COVID pandemic when retailers and restaurants needed a quick way to add outdoor seating to maintain social distancing and ventilation requirements. With expanded sidewalk widths, those temporary parklet provisions will no longer be needed. One of the disadvantages of the parklet configuration is that the individual parklet structures create a wall effect, blocking the street from the sidewalk space, leading to a divided, non-integrated street environment.
1. Two-Pronged Approach
Within this Plan, a two-pronged approach to outdoor dining is established, with standards tailored to the existing street layout and separate provisions planned for future street redesigns or reconstructions featuring wider sidewalks.
The primary focus of sidewalk widening to accommodate outdoor dining and retail display space is in the Downtown core area and in particular on the 1100 and 1200 blocks of San Carlos Avenue and on the 600, 700 and 800 blocks of Laurel Street, although some widening is also proposed on the north frontage of Arroyo where some outdoor dining currently occurs and on the west frontage of El Camino Real where active ground floor uses are anticipated.
The space allocations for the 600 and 800 blocks of Laurel have been carefully designed to accommodate ample outdoor dining and retail display space and also a “market day” condition which accommodates vendor tents, patron circulation, and emergency access.
Eating and drinking establishments with outdoor dining areas within the Downtown Specific Plan Area shall be located, developed, and operated in compliance with the following standards:
Application Information:
Applicant shall submit a site plan and description of the proposed outdoor dining area. The plan shall be drawn to scale showing the location of buildings and structures and in the case of dining in the public right-of-way, the extent of the outdoor dining zone in relationship to the pedestrian zone, the location of street furnishings and trees, and on-street parking (where applicable), adjacent to the proposed outdoor dining. The plan shall show locations, number and the arrangement of the following if proposed: planters, umbrellas, sun screens, tables, chairs, and other portable appurtenances proposed. Colors and commercial grade materials shall be specified. An electrical plan, when applicable, shall include any lighting and electrical connection proposed including specification of fixtures, type and location.
In addition to any other application materials required, an application for an outdoor dining area shall state the anticipated periods of use during the
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Figure 7.8 - 600 & 800 Outdoor Dining Layout.
Top: Outdoor Dining/ retail Arrangement Study – Business-As-Usual) Bottom: Outdoor Dining/ retail Arrangement Study – Farmers’ Market Scenario) year, and the proposed hours of daily use, including Saturdays, Sundays, and holidays; and whether any liquor will be sold or consumed in the area to be covered by the permit.
Hours of Operation:
Hours of operation for the outdoor dining area shall be limited to the hours of operation of the associated eating and drinking establishment.
Permits and Licenses:
The applicant shall obtain a City of San Carlos zoning
clearance/approval from the City’s Planning Division, and approval from the from the City’s Building Division, Fire Department, and Public Works Department, and an annual
business registration from the City’s Finance Division. The applicant shall also obtain approval from the San Mateo County Health Department. In the case of outdoor dining in the public right-of-way, an annual City of San Carlos encroachment permit is required pursuant to SCMC Section
12.36. As applicable, a current and valid liquor license issued by the California Department of Alcoholic Beverages Control is also required.
Outdoor
Dining Zone
Farmers Market Vending Zone
Tree Strip
Dining Zone
Outdoor
Dining Zone
Outdoor Dining/
Retail Zone
Outdoor Dining/
Retail Zone
Outdoor Dining/
Retail Zone
Pedestrian
Zone
Pedestrian
Zone
Farmers’ Market
Booths
Booths
Pedestrian
Zone
Pedestrian
Zone
Tree Strip/ Dining/
Seating
Tree Strip/ Dining/
Seating
Travel Lanes
Travel Lanes
Pedestrian
Promenade/
Emergency
Access
Outdoor Dining/
Retail Zone
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2. Outdoor Dining Area in the Public Right-of-Way
Encroachment Permit:
An encroachment permit approved by the City Engineer is required for any outdoor dining area located in the public right-of-way.
Minimum Clearance– Pre-Streetscape Construction:
For outdoor dining in the MU-DC zoning district, the outdoor dining area may be located no further than the extent of the brick demarcation line that is closest to the front property line. For all other zoning districts, a minimum of four(4) feet of unobstructed, clear path sidewalk area must remain available for pedestrians. For purposes of the minimum clear path, parking meters, traffic signs, trees, tree grates and all similar obstacles shall constitute obstructions within the sidewalk area.
1) Outdoor dining areas are limited to the width of the adjoining storefront and shall not extend beyond that into the shopfront of any separate business.
2) Where the outdoor dining area is located adjacent to a street, an eighteen (18)-inch clearance shall be maintained from the face of the curb to the outdoor dining area unless there is parking parallel to the street, in which case a two(2)-foot clearance is required.
3) Minimum width of access opening shall be forty-four (44) inches. No outdoor dining area shall obstruct any points of building ingress and/ or egress.
4) On a corner lot, the outdoor dining area shall not be located within the area bound by the extensions of the corner building walls between the building and the curb.
5) Vertical clearance of seven (7) feet shall be maintained.
Minimum Clearance– Post-Streetscape Construction:
For outdoor dining in the MU-DC zoning district, the outdoor dining area shall be located within the limits of the designated outdoor dining zone. The designated outdoor dining zone is defined for the 600 and 800 blocks of Laurel Street as: an area eight (8) feet wide, measured from the building face; for the 700 block of Laurel Street, an area ten (10) feet wide, measured from the building face; for the 1100 and 1200 blocks of San Carlos Avenue, an area eight (8) feet wide, measured from the building face, and for El Camino Real as an area five (5) feet wide, measured from the building face. For all other zoning districts, a minimum of four (4) feet of unobstructed, clear path sidewalk area must remain available for pedestrians. For purposes of the minimum clear path, parking meters, traffic signs, trees, tree grates and all similar obstacles shall constitute obstructions within the sidewalk area.
Outdoor Dining Zone Dimensions:
Laurel Street
• 600 and 800 blocks: eight (8) feet from building face • 700 block Centennial plaza: ten (10) feet from building face (expansion beyond the 10 ft outdoor dining zone may be
considered on a case by case basis at the sole discretion of the City, and only after at least one (1) year following construction of the streetscape)
San Carlos Avenue: eight (8) feet from building face
El Camino Real: five (5) feet from building face
Five (5) Foot Tree Strip Zone: At the sole discretion of the City, outdoor dining zone may be considered in the 5 ft tree strip zone on a case-by-case basis, and shall only be considered after at least one (1) year following construction of streetscape improvements.
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Additional outdoor dining space within the public right-of-way that is beyond the permitted designated 10 ft outdoor dining zone along the 700 block of Laurel Street may be considered only on a case-by-case basis. Such requests shall not be eligible for review until a minimum of one (1) year after completion of construction on the 700 block of Laurel Street. After that time, the City may, at its sole discretion, consider allowing additional outdoor dining space, subject to applicable design standards and the payment of any required additional fees.
Additional Requirements:
1) Outdoor dining is limited to the width of the adjoining storefront and shall not extend beyond that into the shopfront of any separate business. 2) Where the outdoor dining area is located adjacent to a street, an eighteen (18)-inch clearance shall be maintained from the face of the curb to the outdoor dining unless there is parking parallel to the street, in which case a two and a half (2.5)-foot clearance is required.
3) Minimum width of access opening shall be forty-four (44) inches. No outdoor dining area shall obstruct any points of building ingress and/ or egress.
Faux plants and hedges are not permitted as barriers
Figure 7.9 - Outdoor Dining Standards - Furniture and Barriers Maximum barrier height four feet (4ft) including plants Gaps between barrier elements shall be maintained.
Rope barriers, metal crowd barriers, and jersey barriers are not permitted.
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4) On a corner lot, the outdoor dining area shall not be located within the area bound by the extensions of the corner building walls between the building and the curb.
5) Vertical clearance of seven feet shall be maintained.
Design:
1) Furniture shall be commercial grade, and be of durable materials such as wrought iron, wood, steel, or cast aluminum. Plastic chairs and table and vinyl or plastic tablecloths are not permitted. No dining area furniture shall be permanently attached to the public right-of-way. 2) Planter boxes, when provided, shall be of quality materials such as finished wood, precast concrete, terra cotta, or other pottery.
3) Umbrellas must be a single, solid color selected from the City of San Carlos’ official color palette. Black and white are not permitted. Minor variations in tone or hue within the official color palette may be approved at the discretion of City of San Carlos staff. Umbrellas shall not display any signage, logos, decals, patterns, or decorative motifs. Colors outside the official color palette may be allowed only upon approval by the Zoning Administrator.
4) Awnings may be single-color, multi-color, or patterned, provided the design complements the approved umbrella color. Signage on awnings is permitted, subject to the requirements of the City of San Carlos Sign Ordinance (San Carlos Municipal Code 18.22). Awnings may extend and cover the full extent of the established outdoor dining zone (i.e. either 8 ft or 10 ft.). Fabric side panels, including retractable or dropdown panels, are permitted as part of the awning design, but shall not be bolted to the ground.
Figure 7.10 - Umbrella Standards for Outdoor Dining
Patterned Umbrellas are not permitted
Solid Color Canvas Umbrellas in City’s official color palette are permitted.
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Figure 7.11 - Awnings Standards
Open lattice projections are permitted Awnings with patterns are permitted, advertising on awnings is not permitted.
Street-facing awnings may include retractable windscreens as long as they are transparent and only used in inclement weather
Retractable curtains perpendicular to building facade are permitted to block wind or create privacy from neighboring businesses
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5) All outdoor dining shall be of the same business conducting the indoor sale.
6) Outdoor dining areas may not be subleased to another business.
Maintenance:
1) The permittee and the property owner shall maintain the outdoor dining area and the adjoining sidewalk zone, street, curb, and gutter in a neat, clean and orderly condition at all times, regardless of the source of the refuse and litter.
2) Activities involving the outdoor dining area shall be conducted in a manner that does not interfere with pedestrians, parking or traffic. 3) If necessary, the permittee or the property owner shall clean the surface of the sidewalk by washing or buffing to remove any stains, marks, or discoloration and in accordance with prevailing stormwater and water quality regulations.
4) Furniture and appurtenance shall be kept clean and in good condition.
Umbrellas shall be kept secure in windy conditions, and fire-treated.
3. Outdoor Retail Display
Encroachment Permit:
An encroachment permit approved by the City Engineer is required for any outdoor retail display located in the public right-of-way.
Minimum Clearance– Pre-Streetscape Construction:
For outdoor dining in the MU-DC zoning district, the outdoor retail display may be located no further than the extent of the brick demarcation line that is closest to the front property line. For all other zoning districts, a minimum 5) Street-facing awnings may include retractable windscreens as long as they are transparent and only used in inclement weather. Retractable curtains perpendicular to building facade are permitted to block wind or create privacy from neighboring businesses.
6) Permanent shelters over outdoor eating areas shall be prohibited, with the exception of projecting awnings attached to the building facade. 7) Barriers delineating the outdoor dining space are optional; if used, they may include planter boxes but not wrought iron fencing, rope, jersey, crowd barriers, etc.
8) No platforms or floor coverings are permitted within the outdoor dining area.
Operation:
1) No entertainment or use, operation, or playing of any musical instrument, loudspeaker, sound amplifier, or other machine for the production or reproduction of sound is permitted in the outdoor areas. 2) No electrical appliances, heating or cooking of food or open flames shall be allowed in the outdoor dining area. Use of all heating devices may be permitted with approval from the Fire Marshal.
3) No structure or enclosure to accommodate serving or clean-up stations, storage of trash or garbage shall be erected or placed on, adjacent to, or separate from an outdoor dining area on the public right-of-way. No storage directly or indirectly related to the business operation shall be allowed in the outdoor dining area.
4) All umbrellas, tables, chairs and other portable appurtenances may remain in the outdoor dining area at the end of each business day.
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No platforms or floor coverings are permitted within outdoor dining or retail display areas.
City of San Carlos’s Official Color Palette
Nothing shall be bolted or attached to the ground.
Mannequins/ outdoor display figures are not permitted in the outdoor display area.
Plastic card tables, cinder blocks, and cardboard are not permitted in the outdoor display area.
Figure 7.12 - Outdoor Retail Display Standards
6 Color PMS CMYK RGB HEX
Navy Pantone 282 100 68 0 64 0 45 98 002D62
Gold Pantone 123 0 24 94 0 255 195 37 FFC325
Orange Pantone 151 0 48 95 0 248 151 40 F89728
Coral Pantone 1787 0 76 60 0 241 100 93 F1645D
Green Pantone 368 57 0 100 0 122 193 67 7AC143
Teal Pantone 326 87 0 38 0 0 177 176 00B1B0
Sky Pantone 284 55 19 0 0 108 173 223 6CADDF
Crimson Pantone 227 0 100 7 19 198 0 111 C6006F
y y
plus a complementary palette of six colors.
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of four (4) feet of unobstructed, clear sidewalk area must remain available for pedestrians. For purposes of the minimum clear path, parking meters, traffic signs, trees, tree grates and all similar obstacles shall constitute obstructions within the sidewalk area.
1) Outdoor retail display areas are limited to the width of the adjoining storefront and shall not extend beyond that into the shopfront of any separate business.
2) Where the outdoor retail display area is located adjacent to a street, an eighteen-inch (18”) clearance shall be maintained from the face of the curb to the outdoor retail display area unless there is parking parallel to the street, in which case a two-foot clearance is required. 3) Minimum width of access opening shall be forty-four (44) inches. No outdoor dining area shall obstruct any points of building ingress and/ or egress.
4) On a corner lot, the outdoor dining area shall not be located within the area bound by the extensions of the corner building walls between the building and the curb.
5) Vertical clearance of seven feet shall be maintained.
Minimum Clearance– Post Streetscape Construction:
In the MU-DC zoning district, the outdoor retail display area shall be located within the limits of the designated outdoor retail display zone. The designated outdoor retail display zone is defined for the 600 and 800 blocks of Laurel Street as: an area 8 feet wide, measured from the building face; for the 700 block of Laurel Street, an area ten (10) feet wide, measured from the building face; for the 1100 and 1200 blocks of San Carlos Avenue, an area 8 feet wide, measured from the building face, and for El Camino Real as an area 5 feet wide, measured from the building face.
For all other zoning districts, a minimum of four feet of unobstructed, clear path sidewalk area must remain available for pedestrians. For purposes of the minimum clear path, parking meters, traffic signs, trees, tree grates and all similar obstacles shall constitute obstructions within the sidewalk area.
Outdoor retail display within the Plan Area shall be located, developed, and operated in compliance with the following standards:
The temporary outdoor display and sale of merchandise shall comply with SCMC Section 18.23.240, Temporary uses, and SCMC Chapter
18.31, Temporary Use Permits. An encroachment permit is required for any temporary outdoor display and sales within the public right-of-way; reasonable conditions of approval of such permits may be imposed to ensure unobstructed pedestrian movement in a minimum clear zone and to maintain clean sidewalks.
Outdoor display and sale of merchandise in Downtown districts shall comply with this section and Title 12 of the San Carlos Municipal Code. Outdoor display and sale of merchandise is permitted on private property all MixedUse Zoning districts within the Plan Area. Outdoor display and sale of merchandise is permitted on public property and in the right-of-way in the MU-DC-100, MU-D-120 with frontage on Laurel Street and San Carlos Avenue, and in Mixed-Use districts south of Arroyo Avenue with frontage on Laurel Street. The display area shall not encroach in a public right-ofway, street, alley, sidewalk without first obtaining an encroachment permit.
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General Requirements
Application Information: Applicant shall submit a site plan and description of the proposed outdoor display and sales area. The plan shall be drawn to scale showing the location of buildings and structures. In cases where outdoor sales are proposed for a location in the public right-of-way, the site plan shall include the location of the extent of the outdoor retail display zone in relationship to the pedestrian zone, the street furnishings and trees adjacent to the proposed outdoor display and sales area. The plan shall show locations, number and the arrangement of portable appurtenances proposed. Colors and commercial grade materials shall be specified. In addition to any other application materials required, an application for an outdoor display and sales area shall state the anticipated periods of use during the year, and the proposed hours of daily use, including Saturdays, Sundays, and holidays.
Hours of Operation: Hours of outdoor display and sales shall be limited to the hours of operation of the associated commercial establishment.
Permits and Licenses: The applicant shall obtain a City of San Carlos zoning clearance approval from the City’s Planning Division, and approval from the from the City’s Building Division, Fire Department, and Public Works Department, and an annual business registration from the City’s Finance Division. In the case of outdoor display and sales in the public right-of-way, an annual City of San Carlos encroachment permit from the Public Works Department is required.
Figure 7.13 - Outdoor Retail Display Examples
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Design
1) The design of all improvements, sales racks and furniture shall be of a quality to sustain weather and wear, and shall be of commercial grade materials. Vinyl or plastic tablecloths are not permitted. 2) No platforms or floor coverings are permitted within the outdoor retail display area.
3) The merchandise in the outdoor display and sales area including but not limited to the display racks, tables and stands shall not exceed a height of six (6) feet and in no case be lower than two (2) feet. 4) Display and sales area fixtures and appurtenances shall be stable and secure in all wind and weather conditions.
5) Umbrellas must be a single, solid color selected from the City of San Carlos’ official color palette. Black and white are not permitted. Minor variations in tone or hue within the official color palette may be approved at the discretion of City of San Carlos staff. Umbrellas shall not display any signage, logos, decals, patterns, or decorative motifs. Colors outside the official color palette may be allowed only upon approval by the Zoning Administrator.
6) Awnings may be single-color, multi-color, or patterned, provided the design complements the approved umbrella color. Signage on awnings is permitted, subject to the requirements of the City of San Carlos Sign Ordinance (San Carlos Municipal Code §18.22). Awnings may extend and cover the full extent of the established outdoor dining zone (i.e. either 8 ft or 10 ft.).
7) Nothing shall be bolted or attached to the ground. Mannequins/ outdoor display figures are not permitted in the outdoor display area. 8) All displays shall consider ADA accessibility and clear space requirements. 9) Zoning Administrator may consider deviations from these standards Operation
1) Outdoor display and sales conducted by a business shall be located directly in front of the associated business storefront and shall not extend into the frontage of any other shopfront.
2) All merchandise or services displayed outdoors shall be of the same types ordinarily sold indoors at the business conducting the sale. 3) Amplified sound is prohibited.
4) Outdoor cooking and open flames are not permitted.
5) Portable heating devices require Fire Department approval. 6) Subleasing of outdoor display areas to other businesses is prohibited. 7) Outdoor retail display appurtenances may remain overnight or be stored inside the business.
Maintenance
1) Business shall maintain area, adjoining street and gutter in neat, clean, orderly condition at all times. Retail activities shall not interfere with pedestrian zone, parking or traffic.
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Tree Strip Zone
Outdoor Dining/ Retail Display Zone
Figure 7.15 - Tree Strip Zone and Outdoor Dining/ Retail Display Zone along 600 and 800 blocks of Laurel Street
Figure 7.14 - Tables & Chairs Must be Set Back 2.5 Feet From a Curb Face or Bollard (Where Parallel Parking Occurs)
2) Furniture must be kept in good condition; umbrellas shall be kept secure in windy conditions and shall be fire-treated.
4. Tree Strip Zone, Post Streetscape Improvements
At the sole discretion of the City, additional outdoor dining may be allowed in the tree strip. Such requests will only be considered after one (1) year post streetscape construction. The tree strip zone standards are developed for the Post-Streetscape Construction condition, until then, the Pre-Streetscape Construction Standards apply.
1) Maintain a 2.5-foot setback from curb face or bollard for passenger loading/unloading at parallel parking spaces.
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E. PUBLIC SEATING
Public seating shall be provided throughout the Downtown in a variety of forms including stand-alone benches, integrated seating along raingarden edges, and informal movable chairs and tables, and sculptural stone block seating as part of the water feature design at the center of Centennial Plaza, located in the 700 block of Laurel Street. Example public seating types – and their context – are shown below.
The standards for public seating are further detailed in the Downtown Streetscape Master Plan included as Appendix A of this Plan.
Figure 7.16 - Examples of Fixed Benches and Movable Seatings (Source: Bellringer) 2) Provide a 5-foot buffer between adjacent tree strip dining areas for pedestrian access.
3) Keep tables and chairs 4 feet clear of utility access panels, survey monuments, and manholes.
4) Maintain a 3-foot setback from fire hydrants and Fire Department Connections. 5) At ADA parking spaces, ensure a 3-foot clear path for each vehicle door. 6) Tables and chairs in the tree strip zone must match those in the outdoor dining zone and shall be brought into the business or business’ outdoor dining zone overnight.
7) Portable heaters are prohibited. Electrical lines or lighting may not be strung between businesses and the tree strip zone.
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Figure 7.17 - Example of Integrated Benches
at Rain Garden Edges
Figure 7.18 - Example of Integrated Fountain
Seating (Source: Hudson Yards Park & Boulevard, Kelco)
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F. PUBLIC AMENITIES
1. Public Bicycle Racks
Public bicycle racks shall be provided at key entry points to each block, adjacent to the groves, in the Downtown core to encourage bike mobility and to provide easily accessible places for bicycle parking.
For a full description of bicycle rack locations and standards, refer to the Downtown Streetscape Master Plan in Appendix A.
2. Fountain/Water Feature
The vision for Downtown includes a water feature to be located in the center of Centennial Plaza, within the 700 block of Laurel Street. This feature will activate this important central gathering space for the community, as well as providing the calming sound and cooling effects of moving water.
Three important elements will distinguish the water feature: 1) a vertical element providing a focal point for the centennial plaza, 2) seating at the water feature’s edge, and 3) the sound and sight of moving water. The water feature is not intended to be a fully immersive, interactive feature but will provide an opportunity to sit close to the water to enjoy the soothing sights and sounds of flowing water.
Figure 7.19 - Public Bicycle Racks at the New Plaza at 600 Block of Laurel Street
Bicycle Parking
Locations on 600
block of Laurel
Street
N
New Plaza
on 600 block
LAUREL STREET
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3. Drinking Fountains
Drinking fountains will be located throughout the Downtown core to provide easy access to hydration. The fountains will be generally located at the end of each block within the small entry plazas. Fountains will be equipped with 3 elements – standard drinking spout, bottle refill and dog basin at the ground level.
Figure 7.20 Fountain Feature on 700 Block of Laurel Street Figure 7.21 Streetlights and Low Level Accent Lights
4. Street Lighting
New outdoor lighting will be provided throughout the Downtown area including streetlights at minimum and low-level accent lights and overhead catenary lights in certain special areas, such as Centennial Plaza at the mid-point of the 700 block of Laurel Street.
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5. Pavilions/Performance Stages
A core tenet of the Downtown Specific Plan is Downtown vibrancy and activation. This Plan aims to encourage events and performances of different types. To that end, both the 600 and 700 blocks of Laurel Street are envisioned to provide permanent performance stages under pavilion structures. These pavilion stages are intended to accommodate fully amplified performances – and therefore would be equipped with the proper electrical and lighting infrastructure. When not in use, the stages would serve as a sculptural elements within the Downtown landscape and attract other informal uses such as informal seating, pop-up exhibits, etc.
These pavilion stages will be of sufficient size to accommodate mediumsize group music performances (typically 5-to-6-piece bands).
Performance Stage
the 600 Block Plaza
Figure 7.22 - Pavilion/Performance Stage at 600 Block Plaza N
LAUREL STREET
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6. Smart Poles
The Downtown area – and in particular, the Downtown core – will be equipped with electrical amenities such as charging outlets for vendors, charging for cell phones and laptops, Wi-Fi, security cameras and ambient music speakers. To the greatest extent possible, electrical amenities will be consolidated in “smart poles” using streetlights.
7. Trash Screening, Service Areas
Throughout the Downtown, care will be taken to provide screened trash collection areas, as well as service and delivery access. These functions will rely heavily on the Downtown alley network to provide easily accessible trash collection and service areas. The alley west of the 700 block serves as a successful example of this re-organization. (Refer to Chapter 5. Mobility and Transportation Framework of this document as well as Section 3.5 of the Downtown Streetscape Master Plan for additional detail.) FIGURE 7.23 - “SMART POLES” (Source(R): fsypvenergy.com)
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G. LANDSCAPE, GREENING & GREEN
INFRASTRUCTURE
1. Planting Palettes
Downtown greening strategies shall follow the street typologies specified in the Downtown Streetscape Master Plan, as illustrated in Figure 7.24-Street Character Typology, with each street type following a prescribed planting palette. Those street typologies are briefly summarized as follows:
◆ Grand Boulevard (El Camino Real)
◆ Civic (San Carlos Avenue & Cherry Street)
◆ Pedestrian Promenade (600, 700, 800 Blocks of Laurel Street) ◆ Pedestrian & Bicycle (All other cross-streets)
◆ Parkway (Laurel Street, South of Arroyo Avenue)
An additional category of Plaza Character is also defined for the feature plazas in the 600, 700 and 800 blocks of Laurel. Each of the typologies specified above will follow a prescribed planting palette prioritizing native species and creating a distinct aesthetic and sense of place for a particular street type. Each street must require specified planting types or comparable alternatives, with final plant selections determined during streetscape implementation and approved through Plans Specifications & Estimates (PS&E) drawings by City Council. These trees are fully described in the Downtown Streetscape Master Plan.
2. Street Trees
Consistent and unified rows of street trees will be planted throughout the Downtown area on all street types to provide greenery, shade, and seasonal change. Configurations of street trees by street type and species is detailed in the Downtown Streetscape Master Plan in Appendix A. Each street requires specified planting types or comparable alternatives, with final plant selections determined during streetscape implementation and approved through Plans Specifications & Estimates (PS&E) drawings by City Council.
The exception to a unified approach to street tree planting – one species, evenly spaced for each street type – will be the segment of Laurel Street south of Arroyo which is defined as a mixed species “parkway”. Here, the street tree will build on the mix of different species that exist today and continue a varied planting as these blocks are redeveloped.
3. Raingardens & Groves
In keeping with a “garden” concept established early on in the community engagement process for the Downtown Streetscape Master Plan, “rain gardens” or bio-retention planting areas will be created as a defining feature of the Downtown street environment – particularly on Laurel Street where these generous garden spaces alternate from side to side through the length of the 600, 700 and 800 blocks creating a meandering path of travel and unifying the Downtown core. Each rain garden features a grove of ornamental trees providing shade and seasonal change.
Bio-retention planting areas will also be provided on other street types and in plaza spaces such as Harrington Park and the new plaza on the 600
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Figure 7.24 - Plan Area Street Character Typology
N
PEDESTRIAN
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block of Laurel. Other street types with more constrained conditions will utilize smaller configurations to integrate bio-retention capabilities. Refer to Chapter 9, Sustainability and Resiliency for the standards regarding raingardens.
4. Permeable Paving and Soil Trenches
In addition to the use of bio-retention planting areas, stormwater absorption will also be facilitated through the use of permeable paving. This will occur predominantly along street tree planting strips in which trees are planted with tree grate covers, the soil zone is continuous from tree to tree, and the entire strip zone is paved with a permeable paving system. This allows water to percolate into the paving and contributes to soil moisture in the tree root zone as well as promoting tree health. Refer to Chapter 9 - Sustainability and Resiliency for the standards regarding permeable paving.
H. ACCOMMODATING PROGRAMMING/
ACTIVITIES /TEMPORARY USES
A key aspect of a successful Downtown is the continuation of programming activities and events which bring people Downtown and enliven it. Currently, the City of San Carlos runs a series of events throughout the year to activate the Downtown core (Refer to Fig. 4.1 Annual Calendar of the Downtown San Carlos Events). The Downtown Specific Plan and Downtown Streetscape Master Plan propose improvements to Downtown public space that will accommodate these on-going activities both spatially and with supportive infrastructure.
1. Markets & Festivals
The Downtown public realm design anticipates markets and festivals of different sizes and configuration throughout the year. The design of Laurel Street and San Carlos Avenue accommodates the configuration of market booth tents allowing space for circulation and emergency access.
The standard size of the tent/vending stalls shall be ten-feet (10’) x ten-feet (10’), allowing three (3) units to be positioned between two street trees as indicated in Figure 7.8.
Electrical outlets shall be provided throughout the Downtown in locations where events are planned, using streetlights as “smart poles”.
2. Pop-ups
1) Pop-up businesses shall be accommodated in specific places throughout the Downtown as determined by the City and in line with the Prosperity and Economic Development Policy PED6.
2) Space for pop-up markets is planned in the new plaza on the 600 block of Laurel along its southern edge.
3) Provide utility connections (electricity, water, and waste disposal) at designated sites to support temporary vendors.
4) Define maximum vendor footprint to ensure pedestrian circulation. 5) Limit hours of operation to balance activation with noise and neighborhood compatibility.
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6) Require vendors to maintain clean, well-kept setups and comply with City health and safety regulations.
7) Establish a process for permitting including addressing any additional standards required, such as performance standards,
3. Programmed Spaces
Throughout the Downtown and in particular, the Downtown core, space for programmed activities such as outdoor chess, corn-hole, hop-scotch, pingpong and impromptu spaces for musicians, jugglers and other performers is provided in the new street configurations.
Permanent
Shaded
seating Informal seating Parking replacement with vending during festivals Temporary climbing wall Seasonal ice skate
rink
Space for pop-up
retail
Interactive paving/art Food truck and affordable
small bites
Annual artist exhibition
opportunity
Drinking
fountain
Smart lighting with wi-fi
and ev charging station
Restrooms Dismounting zone for skateboards, cycles, scooters, etc.
Temporary
Figure 7.25 - Programmed Activities in the Downtown Core A Wide Array of Programmed Activities Enriching the Public Realm Experience of the 600, 700, and 800 blocks of Laurel Street N
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08 PUBLIC ART
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8.1 OVERVIEW
Public art in the Downtown streetscape enhances the cultural identity and visual appeal of the area, creating a more inviting and vibrant place. It fosters community engagement by offering spaces for cultural expression and interaction, making the Downtown experience more meaningful.
Additionally, public art can promote local culture and history, contributing to a sense of place and pride among residents and visitors.
According to community feedback from an online survey conducted in August 2024, the top three ways that the community wants to experience art throughout Downtown San Carlos are through gathering spaces (88%), murals (70%), and public streetscape elements (61%). These findings highlight the community’s desire for more engaging and interactive public spaces that integrate art into the fabric of Downtown.
Goal: Create a culturally rich and dynamic Downtown through public art that reflects San Carlos’ cultural and ecological heritage to foster placemaking and inspire both residents and visitors.
Figure 8.1 - Online Street Character Survey Result – Public Art [Survey date: August 2024]
Figure 8.2 - Existing Public Art in
the Plan Area- Balancing Act
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8.2 PUBLIC ART STRATEGY
Incorporating Cultural and Ecological
Elements
The incorporation of cultural and ecological motifs, including references to the City’s sister-city concept, in public murals, sculptures and surface designs can help create a welcoming environment in Downtown rooted in a globally-minded culture, local indigenous culture, and ecological awareness.
These artistic interventions could be featured on walls, crosswalks, entry plazas and other urban surfaces, or as individual sculptures, contributing to a more immersive and meaningful streetscape experience.
The concept of the cultural and ecological tributaries was developed as a unifying framework to celebrate San Carlos’s unique history and environment. Emerging from the City’s commitment to honor both people and place, the idea expresses how cultural narratives, and natural systems flow together into Downtown as parallel yet interconnected storylines. The Figure 8.3 - Street Character Influences
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8.3 DEVELOPMENT
POLICIES AND ACTIONS
PA-1: Strengthen community identity and enhance the public realm by integrating art into the Downtown streetscape, alleys, plazas, and civic spaces, and encourage art in private development.
PA-2: Express community cultural and ecological heritage through public art.
cultural tributary originates at the Caltrain Station—the City’s primary arrival point—and highlights milestones from indigenous stewardship and early settlement to immigration, women’s rights, and contemporary achievements.
The ecological tributary traces the path of the former Pulgas Creek from the south, symbolizing the area’s native flora and fauna and its ongoing role in local ecology. Together, these tributaries create opportunities for public art, landscape design, and interpretive elements throughout Downtown, offering residents and visitors a chance to engage with San Carlos’s layered identity and to celebrate its cultural and natural heritage.
Figure 8.4 - Cultural Murals in the Plan Area.
(L) “Blossoms” and is a collaboration between Bay Area artist Yucali Seki and Omura-based calligraphist Housui Sato.(R)“Horizon Light”, by artist Amanda Phingbodhipakkiya. August 12, 2021.
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PA-3: Maintain and preserve existing public art that holds community significance, such as the “Balancing Act” (Blue Man) sculpture and the murals on the 800 block of Laurel Street and along the Sister City Alley.
PA-4: Promote rotating art installations and interactive public art experiences using innovative technology, such as QR codes, that lead visitors online to learn about art in existing or newly-created public plazas and public spaces in the Downtown.
PA-5: Prioritize collaboration with local artists, while also welcoming opportunities to feature national or international talent for projects of regional or global significance.
PA-6: Support the creation of permanent site-specific artworks and temporary exhibits along the 700 block of Laurel Street/ Centennial Plaza, the new public plaza on the 600 block of Laurel Street, and the gateway to Downtown at San Carlos Avenue and El Camino Real, to enrich the Downtown core with vibrant cultural expressions.
PA-7: Collaborate with community stakeholders to identify key locations for murals, sculptures, and other forms of public art.
PA-8: Adhere to the City of San Carlos’ Public Arts Master Plan and consider updating it as needed to meet Downtown and citywide objectives.
PA-9: Provide opportunities for local artists and designers to exhibit their work in seasonal art installations throughout Downtown to enhance the cultural vibrancy of the area while showcasing local talent.
PA-10: Establish sustainable and diverse funding mechanisms to support public art that reflects community values, enhances public spaces, and engages residents and visitors.
Action PA-10A: Collaborate with developers, local businesses, and community organizations to integrate public art into new developments and civic projects.
Action PA-10B: Pursue funding from federal, state, and regional arts agencies, private foundations, and national endowments.
Action PA-10C: Partner with local arts nonprofits to co-sponsor projects, and administer artist opportunities.
Action PA-10D: To augment the City’s annual budget allocation for public art, research, evaluate, and consider establishing a “percent-for-art” program.
Action PA-10E: Explore sponsorships, donor recognition
programs, and crowdfunding for specific high-profile projects.
PA-11: Support the installation of larger sculptures and monuments at key gateways and intersections, such as the area across from the San Carlos Caltrain Station at El Camino Real and San Carlos Avenue, as well as within Centennial Plaza. These installations can serve as significant landmarks and enhance the aesthetic appeal of these vital pedestrian-oriented areas.
PA-12: Consider updating the Public Art Master Plan to reflect desired arts programming in the Downtown and to reflect the City’s unique identify, promote cultural expression, and enhance the public realm.
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8.4 PUBLIC ART
STANDARDS
The process by which public artists are engaged is set forth in the City’s Public Arts Master Plan.
A. RECOMMENDED LOCATIONS FOR
PUBLIC ART INSTALLATION:
Street Intersections: Intersection at El Camino Real and the Caltrain Station, at San Carlos Avenue and Laurel Street, and at the mid-block crossing in the South of Arroyo part of Laurel Street are some of the key nodes for installation of public art such as sculptural gateway elements, surface paintings on walls or pedestrian crossings.
Plazas and Parks provide opportunities for elevated public art experience with murals, sculptures, and other painted street furnishings; areas include:
Harrington Park; Centennial Plaza located along the 700 block of Laurel Street; the new plaza on the 600 block of Laurel Street; and the temporary plaza at the mid-point of the 800 block of Laurel Street.
Along Sidewalks and Pedestrian Strips: The entire 600, 700, and 800 blocks of Laurel Street can be closed off from vehicular access on special occasions to accommodate temporary local artist exhibitions.
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Figure 8.5 Potential Public Art Installation Locations in the Downtown Core N
EL CAMINO REAL
LAUREL STREET
WALNUT STREET
SAN CARLOS AVENUECHERRY STREETOLIVE STREET
ARROYO AVENUE
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09 SUSTAINABILITY
AND RESILIENCY
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9.1 OVERVIEW
Building a sustainable and resilient future for Downtown San Carlos is established through goals, policies, and actions designed to advance environmental sustainability and climate resilience. Promoting green infrastructure, sustainable mobility, clean energy, energy efficiency, and climate change mitigation and adaptation strategies can prepare the Downtown for future challenges.
Goal: Enhance Downtown’s long-term sustainability and
resilience to climate change and natural hazards by promoting environmentally-sustainable development and infrastructure, while fostering a vibrant and adaptable urban environment.
This includes integrating resilient infrastructure and climateresponsive strategies to mitigate the impact of environmental challenges and ensure the sustainability of the Downtown area for future generations.
9.2 DEVELOPMENT
POLICIES AND ACTIONS
SR-1: Integrate resilient infrastructure and climate-responsive strategies to mitigate the impact of environmental challenges and ensure the sustainability of the Downtown area for future generations.
Action SR-1: Incorporate green infrastructure throughout all street segments within the Plan Area to mitigate the impacts of extreme weather events and provide key environmental benefits such as passive-cooling, carbon sequestration, and rainwater interception.
SR-2: Implement green infrastructure through raingardens, permeable tree strips, green roofs, and low-impact development strategies to reduce runoff and improve water quality.
SR-3: Require new developments to incorporate green building standards and energy-efficient design.
SR-4: Promote sustainable mobility and support the adoption of clean energy transportation options throughout Downtown.
Action SR-4A: Where feasible, integrate electric vehicle (EV) charging facilities in both on-street and off-street parking spaces.
Action SR-4B: Implement active transportation infrastructure within the Downtown to support and facilitate walking, bicycling, and access to public transit.
SR-5: Consistent with the City of San Carlos’ Climate Mitigation and Adaptation Plan, and subsequent updates, support local businesses and residents in adopting sustainable practices through incentive programs and education campaigns.
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9.3 DEVELOPMENT
STANDARDS FOR CAPITAL
IMPROVEMENTS
A. SUSTAINABILITY STANDARDS FOR
NEW DEVELOPMENTS
New developments in the Plan Area shall follow City’s Green Building Codes and any subsequent updates in coming years.
B. RAINGARDENS
Raingardens proposed for the 600, 700, and 800 blocks of Laurel Street shall follow the layout, materials and planting palette as specified in the Downtown Streetscape Master Plan, incorporating flowering tree groves and native or climate-adapted plantings that enhance visual appeal and ecological function. Each raingarden shall be designed as both a stormwater management system and a passive recreation amenity, with features such as seating edges, pathways, or viewing areas that invite public interaction without compromising drainage performance.
Figure 9.1 - Raingarden and Seating Along Its Edge, at 700 Block of Laurel Street
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C. TREE PITS AND PERMEABLE TREE
STRIPS
Tree pits with mountable grates measuring 5 feet by 5 feet shall be introduced on all the streets in the Plan Area and these pits shall be connected underground through expanded soil trenches. These interconnected trenches shall be designed to promote improved rainwater percolation and support healthy root growth, ensuring long-term tree health and stormwater performance.
At the surface level, tree pits shall be connected by a continuous fivefoot-wide (5’) permeable paving strip (Refer to Figure 9.2) composed of permeable pavers and engineered soil. This strip shall facilitate surface infiltration, promote shared root zones, and enhance stormwater management while supporting healthy tree growth along the corridor. The permeable strips shall consider decorative paving pattern as specified in the Downtown Streetscape Master Plan.
D. ELECTRICAL INFRASTRUCTURE
Along Laurel Street integrate smart poles equipped with green power outlets powered by renewable energy. These can provide electricity for street fairs and event-day vendors. Refer to the Downtown Streetscape Master Plan for details and specifications.
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Figure 9.3 - Smart Poles and Permeable Tree Strip
on 600, 700 and 800 Blocks of Laurel Street
Figure 9.2 - Raingardens and Permeable Tree Strips
Along 700 Block of Laurel Street
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10 INFRASTRUCTURE
AND UTILITIES
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10.1 OVERVIEW
The Infrastructure & Utilities section outlines necessary improvements within the Plan Area, including wet utilities and solid waste management.
Goal: Ensure a robust, adaptable, and future-ready infrastructure system that supports growth, enhances quality of life, and meets the evolving needs of the community.
10.2 DEVELOPMENT
POLICIES AND ACTIONS
A. INFRASTRUCTURE AND EQUITY
IU-1: Invest in modern infrastructure, embracing innovative technologies, and promoting sustainable practices to create a resilient Downtown that can effectively accommodate future development and improve the overall urban experience.
Action IU-1A: Upgrade water and sewer systems to meet
growing demands and incorporate water-saving technologies in new developments and public infrastructure.
Action IU-1B: Implement smart technologies such as smart street lighting, EV charging stations, public Wi-Fi connectivity, smart waste management etc. for improved energy efficiency, waste management, and public services
Action IU-1C: Enhance broadband connectivity to support economic growth and innovation.
IU-2: Ensure equitable access to community services, including emergency services for all Downtown residents, workers, and visitors.
Action IU-2A: Secure funding through public-private partnerships and other models to implement sustainable and cost-effective infrastructure improvements.
B. PUBLIC AND PRIVATE UTILITIES
In 2022, the City initiated an assessment of existing public and private utilities within the San Carlos Downtown Specific Plan Area. This assessment provided a summary of general conditions, system characteristics, and a planning-level overview of potential infrastructure upgrades.
I-U3: Partner with California Water Service (CalWater) and other utility providers to align infrastructure upgrades with Downtown Streetscape Master Plan projects, ensuring seamless coordination, minimizing disruptions, and optimizing project efficiency.
I-U4:The City shall coordinate with public utility providers serving the Plan Area to identify existing capacity deficiencies and anticipate demands from future development.
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Action IU-5: In the absence of existing infrastructure models, a qualitative assessment shall be conducted collaboratively with utility providers to gain a comprehensive understanding of system needs. This assessment will inform recommendations for necessary pipeline and system upgrades, including associated costs.
IU-6: Recognizing that numerous underground utility systems may require upgrades alongside surface improvements, the City shall prioritize understanding these needs, phasing, and costs to ensure streetscape enhancements are accurately budgeted and implemented efficiently.
Accordingly, the following actions shall be undertaken in all areas slated for streetscape improvements:
TABLE 10.1EXISTING UTILITIES AND PROVIDERS IN THE PLAN AREA + IMPLEMENTATION MEASURE MATRIX (STREETS + PUBLIC SPACES)
OWNER SERVICE BASIS OF UNDERSTANDING
City of San Carlos Sanitary Sewer and Storm Drains GIS and Master Plan Documents California Water Service Water Service Service Area Maps Pacific Gas and Electric Electrical and Natural Gas Service Area Maps Comcast Telecommunications Service Area Maps
AT&T Telecommunications Service Area Maps
Sonic Telecommunications Not within area but is servicing the city Action IU-6A: Coordinate with CalWater to determine the appropriate pressure zones for future development within the Plan Area.
Action IU-6B: Provide CalWater with early notification and ongoing coordination as developments and street improvement projects are identified to determine required system
enhancements.
Action IU-6C: Coordinate with Pacific Gas and Electric (PG&E) and Peninsula Clean Energy (PCE) to assess and plan for future power demands.
Action IU-6D: Main electrical service points shall be established in coordination with Pacific Gas and Electric (PG&E).
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Action IU-6E: Feeder circuits shall be distributed from these points to power street lighting, EV chargers, and outlet locations throughout the project area.
C. WATER AND SEWER SYSTEMS
IU-7: Upgrade water, stormwater, and sewer systems to meet growing demands while incorporating water-saving technologies in new developments and public infrastructure. Infrastructure upgrades shall account for future climate change conditions, including increased storm intensity, sea level rise, and potential flooding, to enhance system resilience and protect public health and safety.
Action IU-7A: Assess the sewer system’s capacity to support additional growth, particularly under wet weather conditions that may be intensified by climate change. Identify vulnerabilities under projected future rainfall events and incorporate adaptive strategies to manage higher flows, prevent system overload, and reduce flood risk.
Action IU-7B: The City’s video inspections of wastewater pipelines and manholes were last conducted in 2013 and do not reflect current infrastructure conditions. A comprehensive reassessment following National Association of Sewer Service Companies (NASSCO) standards shall be conducted in the
near term to accurately evaluate system integrity and identify necessary upgrades.
Action IU-7C: Upgrade stormwater infrastructure within the Plan Area to address identified capacity limitations, with particular focus on FEMA flood-prone zones AO and AE near Pulgas Creek.
Upgrades shall consider projections due to climate change, including higher peak flows, more frequent extreme rainfall events, and sea level rise, to ensure long-term flood resilience.
IU-8: Individual project developments are encouraged to utilize onsite alternative water sources, regardless of whether recycled water infrastructure is extended to the Downtown in the future.
Action IU-8: Evaluate feasibility of connection to the City of Redwood City’s Recycled Water system and extending a pipeline to the Downtown.
D. TELECOMMUNICATIONS
IU-9: Evaluate the feasibility of providing free public Wi-Fi service within the Downtown district, recognizing that technology is continually evolving.
This evaluation shall include an assessment of technical requirements, costs, funding sources, potential partnerships, and long-term maintenance responsibilities. As part of this process, all future streetscape improvements and infrastructure projects should consider the flexible deployment of connectivity technologies, ensuring that any new installations remain relevant and adaptable in a changing technological environment. Where feasible, conduit, fiber, or other supporting facilities should be incorporated during construction to reduce costs, maximize efficiency, and allow for future upgrades or modifications.
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Action IU-9A: Conduct a feasibility study analyzing costs, technology options, and coverage areas for public Wi-Fi in the Downtown.
Action IU-9B: Explore potential partnerships with internet service providers, technology firms, and community organizations.
Action IU-9C: Identify potential funding opportunities, including grants, public-private partnerships, and capital improvement program allocations.
Action IU-9D: Integrate digital infrastructure into the design and engineering of upcoming streetscape projects.
Action IU-9E: Report findings and recommendations to the City Council for consideration and direction.
E. WASTE MANAGEMENT
IU-10: Develop a waste management strategy that prioritizes reduction, recycling, and composting, emphasizing circular economy practices.
Action IU-10: Work with agency partners such as Rethink Waste to implement waste management infrastructure and programs within the Plan Area that prioritize minimizing waste generation through public awareness, maximize diversion of waste through clearly designated recycling and composting bins, and support circular economy principles by facilitating the reuse of materials.
F. COMMUNITY SERVICES
IU-11: Ensure equitable access to community services, including emergency services for all Downtown residents, workers, and visitors.
Action IU-11: Coordinate with the City of San Carlos’ public safety departments and programs and consider service response times and physical accessibility during infrastructure planning activities to meet future demand.
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10.3 DEVELOPMENT
STANDARDSFOR PUBLIC
REALM UTILITIES
A. SEWER LINES AND STORM PIPES
Sanitary sewer pipelines shall be increased to a minimum diameter of eight (8) inches, with additional upsizing needed for some lines to support future demands.
The sanitary sewer lines along Arroyo and Brittan Avenues shall be upgraded to a minimum of eight (8) inches in diameter, with select segments increased to ten (10) inches as needed to accommodate future capacity. Upgrades should utilize pipe-bursting methods along existing alignments.
A minimum eighteen (18)-inch diameter shall be used for storm drainpipes, with upsizing as needed based on site-specific conditions and tidal influences. Improvements should align with the City’s 2017 Storm Drain System Master Plan (and subsequent updates) and incorporate strategies to manage sedimentation, sea level rise, and incidental high-flow events such as utility breaks and hydrant flushes.
B. STREET LIGHTING- SMART POLES
All new street lighting on the 600 and 800 block of Laurel Street shall utilize “smart poles” that integrate multiple infrastructure functions. Each smart pole shall be equipped with LED luminaries, energy-efficient drivers, and digital controls that support dimming, scheduling, and remote monitoring.
Lighting shall comply with Illuminating Engineering Society (IES) standards and Dark Sky guidelines, with a color temperature not exceeding 3,000 K.
Smart poles shall also be designed to accommodate additional features such as EV charging ports, Wi-Fi access points, power outlets and security equipment, where feasible.
C. EV CHARGING
Smart poles, where installed, shall include provisions for Level 2 Electric Vehicle (EV) chargers (with adaptability to future conditions requiring Level 3 EV charging as feasible) operating on 240-volt AC circuits at 40 amps.
EV charging stations shall be implemented in partnership with a qualified charging provider, who will manage operations and maintenance.
EV charging stations shall be located within the alleys rather than along the Downtown core streets.
EV charging stations shall include emergency shutoffs and be UL-listed
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with proper separation from pedestrian zones and combustibles. Fire safety signage, shutoff locations, and training for emergency response to EV fires shall be coordinated with the Fire department.
D. PUBLIC WI-FI
Smart poles shall include Public Wi-Fi covering 600, 700 and 800 blocks of Laurel Street and shall prioritize seamless, outdoor access without interfering with private or business networks.
E. POWER OUTLETS
Smart poles shall include 120-volt convenience outlets and 240-volt, 30- amp outlets to support audio/visual and small-scale electrical needs and food vendors and special event operations, respectively.
F. SMART WASTE RECEPTACLES
Within the public realm, install solar-powered waste and recycling bins equipped with sensors that monitor fill levels and compact waste as needed.
Receptacles shall send real-time alerts to collection services to optimize pick-up routes and reduce overflow.
All new developments and public spaces shall provide accessible, dual- or triple-stream waste receptacles designed to meet the City’s waste reduction goals and align with San Carlos’ sustainability targets.
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11 ADMINISTRATION
AND
IMPLEMENTATION
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11.1 PLAN APPROVAL AND
ADMINISTRATION
Specific Plan Authority
California Government Code Section 65450 enabled the creation of the Downtown Specific Plan. The Downtown Specific Plan is an extension of the City of San Carlos’ General Plan, but provides more localized goals, policies, and actions for the Downtown over the next 20 years.
Specific Plan Contents
State law requires that a Specific Plan includes text and a diagram or diagrams which specify all of the following in detail:
◆ The distribution, location, and extent of the uses of land, including open space, within the area covered by the plan.
◆ The proposed distribution, location, and extent and intensity of major components of public and private transportation, sewage, water, drainage, solid waste disposal, energy, and other essential facilities proposed to be located within the area covered by the plan and needed to support the land uses described in the plan.
◆ Standards and criteria by which development will proceed, and standards for the conservation, development, and utilization of natural resources, where applicable.
◆ A program of implementation measures including regulations, programs, public works projects, and financing measures.
◆ The specific plan shall include a statement of the relationship of the specific plan to the general plan.
Specific Plan Adoption and Amendments
The Downtown Specific Plan shall be adopted and amended in the same manner as the City’s General Plan (see Chapter 18.34 of the City of San Carlos’ Municipal Code). However, State law allows a specific plan to be adopted by resolution or by ordinance and may be amended as often as deemed necessary by the San Carlos City Council.
State law also mandates that no local public works project may be approved, no tentative map or parcel map for which a tentative map was not required may be approved, and no zoning ordinance may be adopted or amended within an area covered by a specific plan unless it is consistent with the adopted specific plan.
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11.2 DEVELOPMENT
REVIEW
Article IV – Administration and Permits, of Title 18, San Carlos Municipal Code (SCMC), sets forth the regulatory framework governing permits and entitlements.
Design Review and Compliance Review Process
Section 18.29 establishes the design review and compliance review process for development applications.
Planning Authorities
Applicants shall refer to SCMC 18.25 Planning Authorities to identify responsibilities for specific bodies, officials and administrators as it pertains to development in the Downtown Specific Plan Area. Table 18.26.070:
Review Authority provides a summary of review authorities for decisions and appeals.
Common Procedures
Applicants shall refer to SCMC 18.27 Common Procedures to identify procedures that are common to the application and processing of all permits and approvals.
11.3 STREETSCAPE
PHASING
PHASING STRATEGY
To implement improvements contained in the San Carlos Downtown Streetscape Master Plan, a strategic, step-by-step phasing plan was developed and is illustrated in Figure 11.1. Due to the scale and complexity of the project, a total of 13 different segments were identified and designed to minimize disruptions while ensuring continuous community access. The precise sequencing of the phases, or segments, will ultimately be decided by the San Carlos City Council and based on funding availability.
Each phase is prioritized based on factors such as pedestrian flow, infrastructure needs, and budgetary considerations. This phased approach allows for flexibility and adaptation as the project progresses, ensuring that the improvements align with the long-term vision for the area. These phases, mapped across different streets, aim to gradually enhance the Downtown core, these phases are:
Phase 1A – Harrington Park: Improvements to enhance its usability and attractiveness, complementing the new pedestrian plaza and providing a platform for performances and public gathering to increase multi-purpose usage of the park.
Phase 1B - 700 block of Laurel Street: Initial improvements focused
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on creating a pedestrian plaza, aligning with the city’s strategy for increased walkability in Downtown.
Phase 1C – Wheeler Garage + Alley Improvements
Enhancements to the Wheeler Garage and short term improvements to east side alleys, including improved wayfinding, to better support garage parking and effectively serve downtown visitors. (Phase 1C refers to phase
1.2 in the Streetscape Masterplan Table 4.1 Initial Phasing Strategy) Phase 2 – 600 Block East Alley Parking Improvements:
Reorganization of alleyways and parking spaces for improved parking efficiency, flow, and pedestrian experience. This phase also includes infrastructural improvements including installation of EV charging stations.
Phase 3 - 600 Block Laurel Street and the New Plaza: Further improvements on Laurel Street to extend the cohesive streetscape design strategy and continue the pedestrian-friendly experience in the Downtown core. This phase also includes improvements at the new plaza to create a vibrant public space by introducing a performance space, gathering spaces and pop-up markets.
Phase 4 - San Carlos Avenue 1100 and 1200 Blocks: Improvements to introduce the Civic character as discussed in Chapter 3, to make San Carlos Avenue a welcoming complete street for all.
Phase 5 - 700 and 800 Block Alleyways: Reorganization of alleyways and parking spaces for improved parking efficiency, flow, and pedestrian experience. This phase also includes infrastructure improvements including installation of EV changing stations.
Phase 6 – 800 Block Laurel Street: Improvements on Laurel Street to extend the cohesive streetscape design strategy as introduced in Phase 1B and continue the pedestrian-friendly experience in the Downtown core.
Phase 7 – Arroyo Avenue: Improvements to Arroyo Avenue to support an enhanced pedestrian experience, bicycle connections and on-street parking.
Phase 8 – Olive Street: Improvements to Olive Street to support an enhanced pedestrian experience, bicycle connections and on-street parking.
Phase 9 – Cherry Street (between El Camino Real and Walnut Street): Improvements to Cherry Street to support an enhanced pedestrian experience, bicycle connections and on-street parking.
Phase 10 – Walnut Street: Improvements to Walnut Street to support an enhanced pedestrian experience, bicycle connections and on-street parking.
Phase 11 – Elm Street: Improvements to Elm Street to support an enhanced pedestrian experience, bicycle connections and on-street parking. Additionally, this phase will include the introduction of a crosswalk connecting City Hall to the pedestrian paseo leading to Walnut Street and through the arched walkway out to the new plaza at the 600 block.
Phase 12 – San Carlos Avenue 1300 and 1400 Blocks and Cherry Street (Between Walnut Street and Chestnut Street): Improvements on the 1300 and 1400 blocks of San Carlos Avenue to introduce the Civic character as discussed in Chapter 3, to make San Carlos Avenue a welcoming complete street for all. Simultaneously, improvements will
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Figure 11.1 - Initial Phasing Strategy
N
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introduce pedestrian-bicycle friendly character on Cherry Street between Walnut and Elm Street.
El Camino Real – the Grand Boulevard Initiative Phase: The City should continue to collaborate with SamTrans, who is overseeing the Grand Boulevard Initiative. San Carlos will implement transformation of El Camino Real through alignment of policies and plans and develop an Action Plan and coordinated Project Initiation Document.
AI-1: During Downtown streetscape implementation, the City of San Carlos shall minimize disruptions while ensuring continuous access for the community.
Action AI-1: The City shall proactively inform, communicate, and collaborate with Downtown businesses and the broader community throughout construction. Outreach will include sharing schedules, timing, and phasing details; providing clear points of contact; and offering support resources to reduce impacts during construction.
Action AI-2: All streetscape construction projects shall include a Parking Management Plan as part of the project planning and design process. The Plan shall explicitly identify measures to minimize parking spillover and disruption, including but not limited to:
1) Temporary Parking Solutions: Identify alternative on-street or off-street parking areas for affected residents, businesses, and visitors.
2) Public Notification: Provide timely and clear public notification of construction timelines, parking restrictions, and available alternative parking options.
3) Signage and Wayfinding: Deploy temporary signage and digital wayfinding tools to direct drivers to alternative parking locations. 4) Coordination with Stakeholders: Collaborate with local businesses, residents, and transportation agencies to address specific parking needs and concerns.
5) Monitoring and Adjustment: Monitor parking conditions during construction and make adjustments as needed to reduce spillover and ensure safety.
11.4 FINANCING STRATEGY
Implementation of the San Carlos Downtown Specific Plan and the associated Downtown streetscape improvements will be a long-term transformation of the Downtown that will require collaboration between the City of San Carlos, property owners, businesses, community stakeholders, and developers. Funding for proposed public improvements, as well as ongoing maintenance and operations, will represent key challenges. The City will play a key role in the development of infrastructure to support the buildout of the Plan Area by planning and designing infrastructure system improvements, providing a framework to allocate the financial burden for public improvements among various parties, leveraging private investments with available public resources, and providing tools to raise funds and finance the necessary improvements.
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The purpose of this financing strategy is to identify the public improvements and actions needed to implement the Plan, identify an array of appropriate funding sources and financing mechanisms, and provide a list of actions that the City should take to implement or coordinate execution of this financing strategy.
A. FINANCING INFRASTRUCTURE
IMPROVEMENTS
AI-2: Infrastructure improvements within the Downtown Specific Plan Area shall be supported through a diversified funding strategy that includes public-private partnerships, developer impact fees, grant programs, and other alternative financing models.
AI-3: All projects shall be evaluated for long-term cost-effectiveness and sustainability, with funding mechanisms coordinated across City departments and stakeholders to ensure timely and efficient implementation.
AI-4: Secure funding through public-private partnerships and other models to implement sustainable and cost-effective infrastructure improvements.
For detailed guidance on infrastructure funding and financing strategies, refer to Section 11.7 Funding Sources and Financing Tools.
B. FINANCING STRATEGY PRINCIPLES
The public improvement program spans the next 20 years. While some funding sources are identified upfront, others will be determined during implementation and based on available resources.
The following principles will guide funding decisions:
1. Equitable Cost Distribution
Costs should be allocated fairly, minimizing the burden on those least able to afford them. When specific community segments benefit more from an improvement, they should contribute proportionally.
2. Leveraging City Resources
The City will amplify its resources by pursuing external funding—such as regional, state, and federal grants—and in-kind contributions from its property owner and developer partners. This approach aims to supplement the General Fund and staff resources, reducing expenses for residents and businesses.
3. Long-Term Cost Efficiency
Investments should offer long-term value, offsetting initial expenditures.
For instance, enhancing Downtown infrastructure can attract development, boost property values, and increase tax revenues, which can then support debt repayment, maintenance, and service improvements.
4. One-Time Capital Improvements vs. Ongoing
Operations and Maintenance
The improvement program is primarily focused on one-time capital improvement costs or one-time actions to implement Downtown streetscape improvements. Consequently, the funding sources and
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financing tools identified in this financing strategy are primarily focused on identifying ways to pay for these one-time costs. However, the City will also be responsible for covering ongoing operations and maintenance costs for some improvements, such as the costs associated with maintaining redesigned and improved streets and new hardscapes and landscapes in Downtown San Carlos.
11.5 WHAT NEEDS TO BE
FUNDED
A. DOWNTOWN STREETSCAPE MASTER
PLAN
The largest category of costs associated with the Downtown Specific Plan are the improvements set forth in the Downtown Streetscape Master Plan which was formulated concurrently with the Plan and separately adopted on April 28, 2025. There are 18 discrete projects indicated totaling upwards of $120 million. Budgets shown in the Streetscape Master Plan are estimated 2024 costs - depending on how projects are phased and when any given project is built, these numbers would be escalated accordingly. Phase 1A (Harrington Park improvements) is expected to break ground in spring 2026. The timing of the construction of the other phases will depend on availability of funding.
The largest category of costs associated with the Downtown Specific Plan are the improvements set forth in the Downtown Streetscape Master Plan which was formulated concurrently with the Plan and separately adopted on April 28, 2025. There are 18 discrete projects indicated totaling upwards of $120 million. Budgets shown in the Streetscape Master Plan are estimated 2024 costs – depending on how projects are phased and when any given project is built, these numbers would be escalated accordingly.
Phase 1A (Harrington Park improvements) is expected to break ground in spring 2026. The timing of the construction of the other phases will depend on availability of funding.
11.6 FUNDING SOURCES
AND FINANCING TOOLS
With a range of improvement types and projects, it is essential to draw on a range of both broad-based and project-specific funding sources to support both short-term and long-term implementation of the Downtown Specific Plan and Downtown Streetscape Master Plan. This includes sources that are locally controlled, such as General Fund monies and City’s development impact fee revenue, among others, as well as funding from regional, state, and federal agencies, and funding from assorted private sources.
A. TYPES OF FUNDING SOURCES
The following section lists potential funding sources and programs available through local, regional, state, and federal agencies and organizations (see Table 11.1). Local funding is typically the least competitive but is often already allocated to existing funding priorities. Increasing the amount of local funding
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available may require dedicating incremental property tax revenue and/ or additional taxation. Local funding can be leveraged for one-time capital costs, ongoing operations and maintenance, and can be used to leverage outside funding and as a dependable source for debt repayment. Federal funding is generally limited and allocated based on fixed funding criteria, though a significant amount of federal funding is also provided as passthrough dollars to regional and state agencies. The identified regional and state funding programs vary in size and are most well suited to off-setting one-time fixed improvement costs. The regional and state funding sources are the most competitive.
1. Local Funding Sources
The City should consider using locally-controlled funds strategically (i.e., in a way that leverages local monies to secure funds available from other sources). For example, the City could utilize local funds as the required matching source for state or federal grant programs or where other funding sources and financing tools are not available or appropriate. Local funding TABLE 11.1 SUMMARY OF FUNDING SOURCES
LOCAL FUNDING AND
FINANCING SOURCES REGIONAL/ STATE FUNDING FEDERAL FUNDING PRIVATE/ NONPROFIT FUNDING General Fund Allocations
Existing Staff Workplans
Transient Occupancy Tax (TOT)
Development Impact Fees and
Mitigations
Development Agreements &
Community Benefits
User Fees, Rents and
Concessions
Revenue Ballot Measures
Bay Area Air Quality District – Clean Air Funds
Affordable Housing & Sustainability
Communities (AHSC)
Urban Greening Grants (UGC)
Active Transportation Grants (ATP)
State Highway Operation and Protection
Program (SHOPP)
Caltrans Sustainable Transportation Planning
Grant (SB1)
Local Streets and Roads Program (LSRP)
Local Transportation Funds (LTF)
Energy Conservation Assistance Act (ECAA)
California Public Utility Commission – Rule 20A
Community Development Block
Grant Program
Private Donations
Sponsorship Programs
Private Charities and Foundations
National Endowment for the Arts (Our
Town)
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should also be reserved to offset the costs of ongoing operations and maintenance activities which are typically not eligible for outside funding.
General Fund Allocations
The General Fund is the main operating fund for the City of San Carlos and is the least restrictive of all potential funding sources. The use of General Fund monies is at the discretion of the City Council, including application of unassigned fund balance and established reserves where appropriate.
Subject to the need to balance many budgeting needs, the City Council could decide to spend General Fund dollars on any of the desired Downtown Specific Plan or Downtown Streetscape Master Plan implementation items.
Existing Staff Workplans
For some actions, such as amending the zoning code and implementing the ground floor retail checklist per recommendations made in the Economic Prosperity Plan, existing staff can be utilized by programming these initiatives into existing workplans as other planning activities reach completion. The General Fund would cover staff costs, but the additional net cost to the City could be minimal.
Transient Occupancy Tax (TOT)
This special tax is charged to visitors who rent overnight accommodations (e.g., hotels and motels) for 30 days or less. Revenues are collected at the time of payment by the lodging operator and lodging establishments located within the City of San Carlos remit the TOT collections to the City’s General Fund. The applicable TOT rate is set by the local jurisdiction and can be increased or decreased with local voter approval In San Carlos, the TOT revenue is used to offset general fund costs. The current TOT rate in San Carlos is 14 percent and this rate is comparable with other nearby Peninsula cities.
Development Impact Fees and Mitigation Requirements
Development impact fees (DIFs) are another potential funding source for the Plan’s physical improvements such as roadway improvements, utility improvements and upgrades, streetscape improvements, and parks and recreational open space, among other improvements. These fees, paid by new residential and commercial development projects, can only be used to pay for improvements that can be demonstrated to serve new residents and businesses (from new development), but these fees can be combined with other sources to fund a project that serves both new and existing residents or businesses. A nexus study, which calculates the new increment of development, estimates the portion of an improvement project attributable to that increment of growth, and allocates the costs across the new development projects by land use, is required by state law for implementation. Additional impact fees could be considered as a means to fund improvements if a nexus can be established. Similarly, to the degree that a project requiring discretionary approvals generates impacts in a way not covered by the existing impact fee schedule, the City may also negotiate additional mitigation requirements which may also be used for desired improvements. According to its current fee schedule, the City of San Carlos levies impact fees for traffic, park facility development, commercial linkage
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fee for affordable housing, sewer capacity, and childcare development. The City also collects park and affordable housing impact fees. The level of fees and scope of eligible projects to be funded by them can be reviewed by the City to include Downtown Specific Plan and Downtown Streetscape Master Plan improvements.
Development Agreements and Community Benefits
In cases where the City and developers elect to negotiate and execute a development agreement (typically for larger or multi-phase projects), the city will have opportunities to negotiate improvements that could benefit Downtown. The scope of negotiated improvements from these citywide projects in the form of project mitigation requirements and community benefits can include roadway and intersection improvements, parking management, and utilities upgrades, landscaping and street furniture, park and/or parklet improvements, or contributions to local arts programs, among other options.
The exact nature of any such agreement will depend on the willingness and ability of the developer to make public concessions in exchange for approval, as well as the priorities of the City Council regarding Downtown implementation. These types of public benefits agreements may apply to new developments outside of the Downtown area if the new development is perceived to have a relationship to the Downtown area, such as generating new residents or employees who will want to travel to and spend time in the Downtown area, utilize Downtown parking, sidewalks, and/or other bicycle and pedestrian facilities included in the Plan Area. For example, the East Side Innovation District Vision Plan lists citywide priorities, including public space activation, small business networking opportunities, and arts and cultural uses. To implement this funding source, the City would prepare a financial analysis of a project to determine the level of community benefits the project can support.
User Fees and Concessions
To the extent that new facilities charge fees for access or usage, said fees can be used to offset the costs of operations and maintenance. User fees may include new parking fees, as well as park usage fees (e.g., for Harrington Park and the new public plaza envisioned on the 600 block of Laurel Street), either for day use or for special events. If concessions are provided, such as snack stands, food trucks, or vending machines, concession fees may also be used to offset operations and maintenance costs, such as for supporting a Laurel Street/Downtown event series. User and concession fees are insufficient to offset construction costs for most types of public facilities but can be part of a balanced and multifaceted financing strategy and/or help provide funding for ongoing operations and maintenance once improvements are in place. User fees and concession fees would only contribute modestly to ongoing costs given the small size of these venues.
2. Regional and State Funding Sources
The following section describes several state and regional funding sources that generally align with the improvements and actions identified in the Downtown Specific Plan.
Bay Area Air Quality Management District (AQMD)
Transportation Fund for Clean Air
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The Transportation Fund for Clean Air (TFCA) Funds program is administered by the Bay Area Air Quality Management District (BAAQMD) and offers grants for projects designed to reduce emissions from mobile sources. The Clean Air Funds Program is funded by a four-dollar surcharge on all vehicles registered in the district, as authorized by the Assembly Bill 2766. The program aims to reduce mobile emissions, private business, non-profit organizations, and public agencies are encouraged to apply if their proposals include projects that fall under one of four categories: clean technologies and low-emission vehicles; alternative transportation; transit; and public education.
Affordable Housing and Sustainable Communities (AHSC)
Program
The California Strategic Growth Council administers the Affordable Housing and Sustainable Communities (AHSC) program to provide affordable housing and transportation infrastructure funding for transit-oriented development and related infrastructure projects that reduce greenhouse gas (GHG) emissions. Eligible applicants include local governments; transportation and transit agencies; non-profit and for-profit housing developers; joint power authorities; K-12 school, college, and university districts; and federally recognized Native-American tribes. Because the AHSC program is funded by California’s Greenhouse Gas Reduction Fund (GGRF), the program’s primary objectives are to reduce GHG emissions and vehicle miles traveled (VMT) and to increase accessibility of housing, employment, and other key destinations through low-carbon transportation options, such as walking, biking, and public transit. Eligible projects may include affordable housing developments; active transportation improvements, such as sidewalks, paths, and bike lanes; transportationrelated amenities, such as bus shelters, benches, or shade trees; and other programs that demonstrate improvements to connectivity and accessibility of jobs and housing, increase options for mobility, reduce air pollution, and encourage infill development.
Urban Greening Grants (UGG) Program
Implemented by the Strategic Growth Council (SGC) and the California Natural Resource Agency (CNRA), the Urban Greening Grant (UGG) was created under the Safe Drinking Water, Water Quality and Supply, Flood Control, River and Coastal Protection Bond Act of 2006 (Proposition 84).
The act authorizes grants to be appropriated for urban greening projects and plans that reduce energy consumption, conserve water, improve air and water quality, and provide other community benefits. Eligible applicants include cities, counties, non-profit organizations, special districts, and joint power authorities. A minimum of 80 percent of awarded funds are expected to go to disadvantaged and low-income communities, per AB 1550. San Carlos would have to compete for a small share of the remaining pool of funds. Competitive applicants include those developing master urban greening plans that result in projects that meet State environmental goals.
Active Transportation Program (ATP)
The Caltrans Active Transportation Program (ATP) consolidates funding from various transportation programs at both the state and federal level, including the federal Transportation Alternatives Program (TAP), Bicycle
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Transportation Account (BTA), and Safe Routes to School program.
Approximately $440 million was approved and awarded through the 2024 ATP and distributed into three categories: Statewide competition, Metropolitan Planning Organization (MPO) with 200,000 or more residents, and small urban and rural regions with less than 200,000 residents. The purpose of the ATP is to encourage and increase use of active modes of transportation, including walking and biking, as well as the safety and mobility of non-motorized users. Eligible entities include local, regional, or state agencies; Caltrans and transit agencies; natural resources and public land agencies; public school districts; tribal governments; private non-profit organizations and other entities responsible for transportation or recreational trails. Eligible projects may include infrastructure projects, such as capital improvements; non-infrastructure projects, such as education, encouragement, and enforcement activities; combination projects, such as those that combine infrastructure and non-infrastructure projects; and transportation plans located in disadvantage communities, such as community-wide bicycle, pedestrian, safe routes to school, or other active transportation plans. Given these criteria, several planned improvements may be eligible for ATP funding, including bike path planning and related Downtown Streetscape Master Plan improvements.
State Highway Operation and Protection Program
(SHOPP)
The purpose of the State Highway Operations and Protection Program (SHOPP) is to maintain the integrity of the state highway system. Funding for this program is provided through gas tax revenues. This funding source is specific to Caltrans and is not a grant program. Projects are nominated for funding within each Caltrans District office. Proposed projects are sent to Caltrans Headquarters for programming on a competitive basis statewide. Final project determinations are subject to additional review.
Individual Districts are not guaranteed a minimum level of funding. SHOPP projects are based on statewide priorities within each program category (i.e. safety, rehabilitation, operations, etc.) within each Caltrans District.
Projects included in the program are capital improvements relevant to the maintenance, safety, operation, and rehabilitation of the state highway system that do not add new capacity to the system. SHOPP also funds legally mandated project categories such as retrofitting existing facilities to comply with the Americans with Disabilities Act (ADA) and has a $42 million reservation to augment projects to include complete street elements.
The City of San Carlos may consider the SHOPP program for several of the planned improvements in Downtown, including the complete streets projects and the pedestrian and lighting improvements that promote safety and walkability, to the extent that these projects are located on or adjacent to state highways such as El Camino Real.
Caltrans Sustainable Transportation Planning Grant (SB1) The Sustainable Transportation Planning Grant program is administered by Caltrans and includes the Sustainable Communities Grant and Strategic Partnership Grant programs. The program included a total of $51 million in funding for the 2024-2025 fiscal year. The Sustainable Communities Grants are intended to encourage local and regional planning that furthers various state goals, including those that implement the Regional
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Transportation Plan Guidelines adopted by the California Transportation Commission. The Strategic Partnerships Grant, by comparison, is designed to identify and address transportation deficiencies on the state highway system in partnership with Caltrans. Eligible planning projects shall have a transportation nexus and are expected to directly benefit the multi-modal transportation system.
Local Streets and Roads Program (LSRP)
Under SB1, the Road Maintenance and Rehabilitation Account (RMRA) provides $5.0 billion annually for maintenance, repair, and safety improvements on state highways, local streets and roads, bridges, tunnels, and overpasses, including $1.5 billion to the Local Streets and Roads Program (LSRP). Prior to receiving a formulas-based allocation, a City or County shall submit an adopted list of proposed projects by May 1st of each year to the California Transportation Commission (CTC). Many of the Streets Master Plan phases and phase components may be eligible for LSRP funding include the intersection and crossing enhancements, ADA improvements, and the repairs to deteriorating pavement in the Downtown alleys. LSRP may also be used for complete streets initiatives, including pre-construction and construction.
Local Transportation Funds (LTF)
Local Transportation Development (LTF) Funds are equal to one-quarter cent of the statewide retail sales tax receipts. The funds are returned to each county by the State Board of Equalization based on the pro-rata share of statewide retail sales and use taxes collected within each area.
Administration of LTF funds is undertaken by the San Mateo County Transportation Authority. LTF can be used for the administration of the Transportation Development Act (TDA), pedestrian and bicycle facilities, the public transit system (both operations and capital), and for street and road projects. TDA requires that two percent (2%) of the annual estimate be set aside for bicycle and pedestrian improvements. Claims for administrative, pedestrian and bicycle, and public transit are to be funded first. Any remaining funds, after deducting operating costs, may be allocated for streets and road purposes. Projects eligible for funding should be identified and included in the City’s overarching Capital Improvement Program (CIP).
Energy Conservation Assistance Act (ECAA)
The California Energy Commission’s (CEC) Energy Conservation Assistance Act (ECAA) program provides low-interest loans of one percent to public entities with projects with proven energy or demand cost savings. Eligible applicants include cities, counties, special districts, public colleges and universities, public care institutions and hospitals, University of California system, and California State Universities system. Eligible projects may include lighting system upgrades; installation of pumps and motors, streetlights and LED traffic signals, energy management systems and equipment controls, building insulation, heating and ventilation equipment, and water and wastewater treatment equipment; renewable and combinedheat-and-power projects; and load-shifting projects, such as energy storage.
Loan agreement terms and conditions state that the loan can fund 100 percent of the project cost within a 17-year (maximum) simple payback and that the loan shall be repaid from energy savings within a maximum
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of 20 years.
California Public Utility Commission (CPUC) Rule 20A
Under-grounding
The Rule 20A program managed by the California Public Utility Commission requires utility companies to allocate a certain amount of work credits each year to cities and county unincorporated areas for conversion projects that are subsequently paid for in whole, or in part, by the utility ratepayers. Projects shall be in the public interest by eliminating an unusually heavy concentration of overhead power lines; involve a street or road with high public traffic volumes; benefit a civic or public recreation area; and/or be listed as an arterial street or major collector as defined in the Governor’s Office of Planning and Research (OPR) Guidelines. Participating jurisdictions shall accumulate enough Rule 20A work credit allocations to fund each nominated project, with allocations given out each year by the utility. Participating jurisdictions can accumulate credits over time until they have sufficient funding to complete a project and may also borrow forward five years to obtain additional credits. Once enough credits are available, the jurisdiction shall then form a “utility underground district,” which can be done by resolution, in order to initiate the project.
3. Private/Non-Profit Funding Sources
In addition to public funding sources from various levels of government, private funding may play a role in Downtown Plan implementation.
Private Donations
Contributions from private donors, such as individuals, businesses, or charitable foundations, whose interests align with the goals of the Plan are another potential source of funds that could support either capital improvements or ongoing operations and maintenance. Donations can take the form of cash contributions or in-kind donations of time or materials.
One particular type of improvement identified in the Plan that should be targeted for private in-kind funding are the arts-oriented improvements, like the mural program, Main Street Arts Fair, the Call for Artists to Implement the Arts Plan, and the Main Street Art Walk. The City should work with local arts groups who can organize volunteer labor and provide donations of in-kind materials. Other improvements that may benefit from private donations include some of the other placemaking, streetscape, and park improvements, where smaller donations could be combined to achieve larger goals.
TABLE 11.2 Types of Financing Tools & Mechanisms
Cost Reimbursement Agreements
Municipal Bonds
Special Assessment Districts
Landscaping and Lighting Assessment Districts (LLADs)
Parcel Taxes
Infrastructure State Revolving Loan Fund (ISRF)
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Sponsorship Programs
Similar to private donation drives, organized sponsorship programs solicit larger donations from individuals, business, and organizations which can be used to fund improvements. Sponsorship campaigns often include some form of public recognition, such as participation in ribbon cutting ceremonies, naming rights to a park or public space, or a commemorative plaque. Some of the specific items that may benefit from sponsorship programs include gateway signage, which often features logos from local community organizations. Another category of improvement well suited to a sponsorship approach to funding is the construction and maintenance of parklets, particularly those that most directly benefit specific businesses.
Private Charities and Foundations
In addition to donations from private individuals and named sponsors, additional voluntary donations may be available from private charities and foundations. Funds are often secured through the submission of applications to charities and foundations with stated missions which align with the goals of the project in question. Improvements that could be at least partially funded with funding from private charities and foundations include bicycle and pedestrian facilities; gateway, signage, and wayfinding improvements; and placemaking, urban greening, and public arts installations among other possible improvements. A few possible options include:
• San Mateo County Chamber of Commerce
• American Association of Retired Person (AARP) Community Challenge
• Local Healthcare Providers
• National Endowment for the Arts (NEA) Our Town Program • Community Foundation of San Carlos
• Parks and Recreation Foundation of San Carlos
B. TYPES OF LOCAL FINANCING TOOLS
The following section summarizes common financing tools and mechanisms which are most useful in combination with municipal bonds to advance “bigticket” projects that require up-front funding, as well as a reliable source for debt repayment. Nonetheless, some of the financing tools discussed below may also be used to generate ongoing funds that the City could use to fund projects on a “pay-as-you-go” basis or to pay for ongoing operations and maintenance activities.
Many of the financing tools require some level of public support. For example, general obligation bonds require two-thirds voter approval, while establishment or modification of a special district requires a majority vote of the impacted property owners. Similarly, most of the financing tools discussed here place a financial burden on the owners of property within the district, which can impact the competitiveness of real estate compared to alternative locations elsewhere in the community.
1. Cost Reimbursement Agreements
In some cases, developers may elect to pay the full up-front cost for infrastructure improvements that are required for their own development,
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but for which they cannot be held wholly responsible. In these cases, many communities will execute a cost reimbursement agreement with the original developer, under which future projects that benefit from the infrastructure in question (e.g., water and sewer improvements, roadways, etc.) will be charged impact fees, or make other similar payments, that are then passed on the first developer as reimbursement. The relative cost share is typically determined based on the extent to which each development is expected to benefit from the new improvements. Cost reimbursement agreements are typically executed between a developer, or developers, and the local jurisdiction.
2. Municipal Bonds
General Obligation Bonds, or G.O. Bonds, are tax-free municipal bonds backed either by the full faith and credit of the issuing jurisdiction, or by a pledge by the local jurisdiction to levy additional ad valorem property taxes in an unlimited amount, as necessary to satisfy debt service. Due to the broad pledge of revenues associated with General Obligation Bonds, the State Constitution requires two-thirds voter approval prior to issuance.
General Obligation Bonds have historically provided the lowest borrowing costs due to the broad security pledge. By comparison, revenue bonds are tax-free municipal bonds that are issued to cover the costs of construction for revenue-generating public facilities, where the anticipated cash flow is sufficient to cover operating costs and debt service. Revenue bonds are often used to finance construction of and improvements to paid municipal parking facilities, among other revenue generating uses.
Proceeds from bond issuance can fund a wide variety of activities. However, bonds are for one-time infrastructure investments, and are not to be used for ongoing maintenance or operations. General obligation bonds may be well suited to paying for the Downtown Streetscape Master Plan improvements and in improving park spaces like Harrington Park and the new plaza on the 600 block of Laurel Street. Revenue bonds may also be used for similar purposes but are best suited for use in combination with other public and private funding for planning and construction of specific revenue generating improvements. In these cases, revenue bonds are issued based on the anticipated revenue raised through parking fees or in combination with special districts.
3. Parcel Taxes.
These are taxes that are based on a flat per parcel rate or a rate that varies based on size and/or number of units on the parcel. Parcel taxes require approval by a two-thirds super majority vote of the electorate.
However, if initiated by voters, they may require only a simple majority.
Parcel tax revenues can fund debt service, pay-as-you-go capital projects, maintenance or support City services.
4. Special Assessment Districts
A special assessment district can be used to fund any improvement that provides a “direct and special” benefit to the assessed property. By this definition, improvements like parking facilities, sidewalks, parklets, and lighting can be funded via special assessments, while “general” benefits like parks and schools may not. There are two primary challenges in establishing special assessment districts, particularly for those in already developed
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218 San Carlos Downtown Specific Plan
areas. The first is that total property taxes can only increase a certain amount before they begin to disadvantage new development relative to properties not subject to an assessment. The second is that assessment districts require a majority vote of property owners, weighted by property value. All the affected properties shall stand to benefit from that particular improvement, and no assessment can exceed “reasonable cost.”
5. Landscaping and Lighting Assessment Districts
(LLADs)
A landscaping and lighting assessment district (LLAD) is another type of special district established by a local government to finance the costs of landscaping and lighting in public areas. Revenues are most often used toward the installation and maintenance of landscaping, statues, fountains, general lighting, traffic lighting, recreational and playground equipment, and public restrooms. Revenues can also be used to back revenue bonds, which can fund acquisition of land for parks and open space, and construction of community centers, auditoriums, and other similar public uses.
By law, the levy associated with a LLAD cannot be tied to the value of land or improvements, but shall be established using a “benefit formula” that allocates benefits and costs to providing service to each parcel. LLADs that provide ongoing services may remain in place for as long as service is provided. A majority vote is required to establish a LLAD, as well as to increase the assessment rate. A LLAD could be used to directly fund the construction and maintenance of landscaping along Laurel Street, El Camino Real, and San Carlos Avenue or in any of the public spaces along the corridor. Funds may also be used to support intersection improvements throughout the Downtown. If the revenue from a LLAD is insufficient to fully fund construction activities, the funds could be used to back issuance of a revenue bond; in which case future annual assessment revenue would be dedicated to debt service and would be unavailable to fund ongoing maintenance.
Prior to forming a LLAD, the City should assess the ability of the affected parcels to support an additional assessment without imposing undue economic stain.
6. Infrastructure State Revolving Loan Fund (ISRF)
The California Infrastructure and Economic Development Bank (I-Bank) manages the Infrastructure State Revolving Fund (ISRF) program to provide loans to public agencies and non-profits for a wide variety of public infrastructure and economic expansion projects. Eligible applicants shall be local government entities, or non-profit organizations sponsored by public agencies, and meet the criteria for an infrastructure or economic expansion project. Subsidies are available based on the local unemployment rate and median household income. Eligible project categories include rehabilitation of City streets, rehabilitation and/or replacement of water and wastewater treatment facilities; new parks and recreational facilities; flood control measures; educational, cultural, and social facilities; goods movement related infrastructure; and expanded public transit. Applications are accepted continuously with loans ranging from $50,000 to $25 million.
The ISRF program could be paired with local revenues (used for debt service) to fund a variety of planned improvements, including the water and sewer system upsizing and upgrades, and repairs to Downtown alleyways.
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Chapter 11: Administration And Implementation 219
11.7 ANTICIPATED FISCAL
IMPACTS
A Fiscal Impact Analysis (FIA) evaluating the annual General Fund revenue and expenditure impacts of the Plan was prepared for this Financing Strategy, based on 2045 buildout projections for the Plan Area. As shown in Table 11.3, the FIA estimates that the new development associated with the Plan will have a positive net fiscal impact on the City of San Carlos’ annual General Fund revenue. The Plan is estimated to generate an annual net fiscal benefit of approximately $706,000 at full buildout (in 2025 $). This annual surplus represents the net impact of new General Fund tax revenue associated with new development after accounting for municipal service costs associated with increased employment and residents. The analysis used the City’s 2024/25 Adopted Budget Update and other sources as cited in this report to evaluate existing City revenues and service costs and estimate the revenue and service costs associated with the Plan. See Appendix F for a summary of the full FIA.
TABLE 11.3 ANNUAL NET FISCAL IMPACT TO THE
CITY OF SAN CARLOS GENERAL FUND, SOURCES:
BAE, 2025.
CITY OF SAN CARLOS
DOWNTOWN SPECIFIC PLAN
General Fund Revenues
Property Task $1,943,000
ILVLF $339,000
Sales Tax $415,000
Transient Occupancy Tax $1,120,000
Other Revenues $657,000
Net Change in General
Fund Revenues
$4,474,000
General Fund
Expenditures
General Government $112,000
Community Development $421,000
Parks and Recreation $183,000
Public Safety $2,415,000
Public Works $637,000
Net Change in General
Fund Expenditures
$3,768,000
Net Fiscal Impact $706,000
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11.8 FINANCING STRATEGY
IMPLEMENTATION ACTIONS
The following is a list of actions that the City should consider implementing to execute the financing strategy. These actions are by no means exhaustive but provide initial direction to City staff and stakeholders regarding things that can be done to position the City and its partners to leverage the funding sources and financing tools that are currently available.
Action AI4 A- Monitor and Refine Annual Implementation
Plan: Identify critical path improvements and prepare an annual action plan that identifies the improvements to be implemented and provides staff and stakeholders with an annual work plan that clearly identifies funding priorities and objectives.
Action AI4 B- Review and Update Development Impact Fee
Program(s): Review existing impact fee and in-lieu fee programs so that new development can help pay for Plan improvements.
Consider the extent to which certain improvements may have citywide benefits, so that developments outside of the Downtown can also help pay their fair share for Downtown improvements; explore establishing a Plan Area impact fee for improvements that primarily benefit development within the Downtown.
Action AI4 C- Review and Update Capital Improvement
Plans: Review and update the City’s capital improvement plan to incorporate the Downtown Streetscape Master Plan phased improvements, expanded wayfinding, water and sewer line upgrades, and other improvements set forth in the Plan.
Action AI4 D- Assess Need for Change(s) to Special
District(s): Review existing special tax and benefit assessment districts, and BID to determine whether amendments are
necessary and/or whether new districts should be formed to help raise funds for specific improvements and/or to help finance the cost of improvements over time. Conduct outreach to property owners to determine their support for changes and determine most viable course of action.
Action AI4 E- Inventory Local Match Funding Sources:
Identify funds to serve as a local match to leverage grant funding opportunities.
Action AI4 F- Pursue Outside Grant Opportunities:
Aggressively pursue grants that can help to reduce the cost burden on local taxpayers to pay for improvements.
Action AI4 G- Create a Reimbursement Policy: Establish
and implement a reimbursement policy to follow in the event that a developer wishes to advance funds for improvement costs that exceed their fair-share of improvements that are necessary for projects to move forward.
Action AI4 H- Assess Support for Local Funding Tools:
Assess the willingness of the community to absorb an increase in
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Chapter 11: Administration And Implementation 221
local revenues, such as TOT, revenue measures or local sales and use taxes to function as a dedicated funding source for Downtown improvements and/or ongoing operations and maintenance costs.
Action AI4 I- Update User Fee Schedule: As part of the
Parks and Open Space Master Plan update, review and update the City’s existing fee structure administered by the Parks and Recreation Department for the use of existing and planned City facilities in the Downtown, such as for use of the Harrington Park or the new plaza envisioned on the 600 block of Laurel Street.
Collected funds can contribute to ongoing maintenance and operations.
Action AI4 J- Identify and Prioritize City-Wide Community Benefits: Review current pipeline and future projects inside and outside the Plan Area that can be prioritized for negotiation of community benefits and identify Downtown community benefits scope for developer implementation, funding, or contribution.
This will support the City’s pursuit of grant, philanthropic, and sponsorship funding for the arts component of the Plan.
Action AI4 K- Update the Public Art Master Plan: Consider updating the Public Art Master Plan to reflect desired arts programming in the Downtown and to reflect the City’s unique identify, promote cultural expression, and enhance the public realm. This will support the City’s pursuit of grant, philanthropic, and sponsorship funding for the arts component of the Plan.
Action AI4 L- Create Sponsorship Program: For Harrington Park, the Parks and Recreation Foundation of San Carlos operated a sponsorship program under which individuals made contributions by purchasing a brick that carries the donor’s name or business. Conduct active outreach to the local business community to recruit sponsorships for publicly visible Downtown improvements, such as signage, wayfinding, public art, and other related improvements. To the extent that sponsorships do not cover the full cost of the identified improvements, consider ways that sponsorships can be used to leverage additional outside funding prior to committing City funds.
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SAN CARLOS DOWNTOWN
STREETSCAPE MASTER PLAN
ADOPTED APRIL 28, 2025
RESOLUTION NO. 2025-031
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SAN CARLOS DOWNTOWN
STREETSCAPE MASTER PLAN
ACKNOWLEDGMENTS
CITY COUNCIL
Sara McDowell, Mayor
Pranita Venkatesh, Vice Mayor
John Dugan
Neil Layton
Adam Rak
Ron Collins (Former)
PLANNING AND TRANSPORTATION
COMMISSION
Kristen Clements, Chair
Ellen Garvey, Vice Chair
Twisha Anand
Summer Bundy
Janet Castaneda
Jim Iacoponi (Former)
David Roof (Former)
ECONOMIC DEVELOPMENT
ADVISORY COMMISSION
Kelly Hickey
Anthony Kamm
Rajesh Krishnan
Madhura Kumar
Heather Liu
Sailesh Mehra
Karen Molinari
Laura Kotee (Alternate)
PARKS, RECREATION AND CULTURE
COMMISSION
Robert Bollier
John Durkin
Cecile Lee
Julie Lubetkin
Mark Stogner
Alexandra Seeber (Alternate)
YOUTH ADVISORY COUNCIL
Maya Kacholiya
Saba Rahimi
Eva Greenebaum
Connor Huh
Dylan Karmin
Sufiya Kaul
Cecily Mock
Zuri Kadiwar
Ellora Mehta
Hanna Kent
Nikhil Nunna
Karan Sangani (Alternate)
Aditya Gupta (Alternate)
DOWNTOWN ADVISORY COMMITTEE
Allie Board
Donna Lera
2 San Carlos Downtown Streetscape Master Plan
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Allison Chang
Tom Davids
Anthony Kamm
Jean Dehner
Robert Bollier
Amy Buckmaster
Madison Blanton
Zuri Kadiwar
Dylan Karmin
Monette Meredith
Joaquin Pedrin
James Bertram (Alternate)
Cecile Lee (Alternate)
Elizabeth Min (Alternate)
Elisa Espinoza (Former)
Samina Ginwalla (Former)
Mark Maxwell (Former)
CITY STAFF
Jeff Maltbie, City Manager
Al Savay, Community and Economic
Development Manager
Lisa Porras, Planning Manager, Project Lead
Rendell Bustos, Senior Planner
Akanksha Chopra, Associate Planner
Linnet Kwok, Senior Administrative Clerk
Hanieh Houshmandi, Senior Traffic Engineer
CONSULTANTS
WRT
James Stickley
Rohit Tak
Poonam Narkar
Olivia Youzi Xu
CSW/ST2
Robert Stevens
W-TRANS
Mark Spencer
Brian Canepa
SYSTEMATICA
Federico Messa
GOOD CITY CO.
Aaron Aknin, Strategic Advisor
David Talgo, Assistant Planner
With much appreciation to all San Carlos
residents, property and business owners,
and community members who provided
meaningful input and contributed their ideas
and aspirations into the making of the San
Carlos Downtown Streetscape Master Plan.
We thank you!
Acknowledgments 3
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CONTENTS
00 Executive Summary | 10
01 Introduction | 18
1.1 Project Overview | 20
1.2 Project Background and Community Engagement Process | 22
1.3 Project Vision and Principles | 30
1.4 Urban Design Framework | 32
02 Existing Traffic Network and
Street Character | 38
2.1 Existing Traffic Network | 40
2.2 Circulation and Connectivity | 42
2.3 Existing Street Character | 46
4 San Carlos Downtown Streetscape Master Plan
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03 Proposed Streetscape and Public
Space Design | 62
3.1 Programming And Design Concepts | 64
3.2 Balancing The Transportation Network | 68
3.3 Downtown Core – Public Realm Design | 74
3.4 Mid-Laurel + South Laurel (SoLa) Street | 100
3.5 The Alleys | 105
3.6 Materials Palette | 106
3.7 Public Art | 118
3.8 Green Infrastructure | 122
3.9 Parking | 122
3.10 Downtown Utilities Network | 124
3.11 Right-of-way and Survey Considerations | 130
3.12 Wayfinding | 136
04 Towards Implementation | 142
4.1 Phasing Strategy | 144
4.2 Funding Strategy | 147
Contents 5
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LIST OF FIGURES
00 Executive Summary
1. Guiding Principles
2. Plan Area: Existing Mobility & Connectivity
3. Downtown Core Axonometric
4. Programmed Activities
5. 700 Block of Laurel “Centennial Plaza” Perspective View 01 Introduction
1.1 Downtown San Carlos Streetscape Master Plan Study Area
1.2 Downtown San Carlos Specific Plan Area Context
1.3 Engagement Timeline
1.4 Vision and Guiding Principles
1.5 Identity and Placemaking Framework
1.6 Downtown Vibrancy Framework
1.7 Mobility and Connectivity Framework
02 Existing Traffic Network and
Street Character
2.1 Regional Traffic Network Context
2.2 Existing Street Hierarchy and Key Intersections
2.3 Existing Alley Network
2.4 Existing Street Furnishings (Lighting, Seating, and Others)
2.5 Common Street Trees in the Plan Area
2.6 Existing Street Trees
2.7 Existing Street Condition: Laurel Street 600, 700 and 800 Blocks
2.8 Existing Street Condition: Mid Laurel Street, 1000 Block
2.9 Existing Street Condition: San Carlos Avenue
2.10 Existing Street Condition: El Camino Real
2.11 Existing Street Condition: Arroyo Avenue
2.12 Existing Street Condition: Olive Street
2.13 Existing Street Condition: Brittan Avenue
2.14 Existing Alley Typology
6 San Carlos Downtown Streetscape Master Plan
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03 Proposed Streetscape and Public
Space Design
3.1 Thematic Design Strategy
3.2 Proposed Street Character Typology
3.3 Proposed Traffic Network
3.4 Downtown Core Illustrative Plan
3.5 Proposed Street Section - San Carlos Avenue
3.6 700 Block & Harrington Park Illustrative Plan
3.7 Proposed Street Section – 700 Block of Laurel Street
3.8 “Centennial Plaza”
3.9 700 Block of Laurel Street
3.10 600 Block of Laurel Street - Illustrative Plan
3.11 800 Block of Laurel Street - Illustrative Plan
3.12 Proposed Street Section – 600 & 800 Blocks of Laurel Street, Business As Usual
3.13 Proposed Street Section – 600 & 800 Blocks of Laurel Street, Farmers’ Market Scenario
3.14 Laurel Street Axonometric (Section Cut at 800
Block of Laurel Street)
3.15 600 & 800 Block Layout (Dining Arrangement Study – Business-As-Usual)
3.16 600 & 800 Block Layout (Dining Arrangement Study – Farmers’ Market Scenario)
3.17 600 Block of Laurel Street and New Plaza
3.18 600 Block New Plaza Capacity Study for Various
Scenarios
3.19 600 Block New Plaza - Concert Scenario
3.20 Proposed Street Section – El Camino Real
3.21 Proposed Street Section – Arroyo Avenue
3.22 Proposed Street Section – Cherry and Olive Streets
3.23 Mid-Laurel and SoLa (South of Laurel) Illustrative Plan
3.24 South of Arroyo Street Axonometric (Section Cut at 900 Block of Laurel)
3.25 Proposed Street Section – Brittan Avenue
3.26 Material & Furnishing Strategy for Grand Boulevard (El Camino Real) and Civic Character (San Carlos Ave,
Cherry Street)
3.27 Planting Strategy for Grand Boulevard Character (El Camino Real)
List of Figures 7
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3.28 Planting Strategy for Civic Character (San Carlos Ave and Cherry Street)
3.29 Material & Furnishing Strategy for Pedestrian Promenade and Plaza Character (600, 700 and 800 Blocks of Laurel Street and New Plazas)
3.30 Planting Strategy for Pedestrian Promenade and
Plaza Characters (600, 700 and 800 Blocks of Laurel Street and New Plazas)
3.31 Material & Furnishing Strategy for Parkway Character (Laurel Street, South of Arroyo Avenue)
3.32 Planting Strategy for Laurel Street, South of Arroyo Avenue (Laurel Street, South of Arroyo Avenue)
3.33 Online Street Character Survey Result – Public Art
3.34 San Carlos Project Area Public Realm
3.35 2012 Wastewater Analysis
3.36 Existing City Sanitary Sewer System along Laurel Street
3.37 2017 Storm Drain Master Plan Pipeline Upgrades with Study Area
3.38 Assessment of Existing Conditions within Streetscape and Specific Plan Study Area
3.39 A portion of September 4, 1888, Book B of Maps at Page 19 illustrating original property lines along Laurel Street
3.40 A portion of 1912 Parcel Map that subdivided parcels and is the basis for many properties within the Study Area
3.41 Excerpts from Final Map 2016-01 Book 140 Page 93 that illustrate the right of way along the 600 block of Laurel Street and San Carlos Avenue
3.42 Excerpt from the 777 Walnut Creek Condominiums Final Map shown in Book 140 page 61 of maps illustrating partial
resolution of the 700 block Laurel Street’s right of way
3.43 Gateway Wayfinding Typology and Interactive Digital Map
3.44 Gateway Strategy for the intersection of El
Camino Real and San Carlos Avenue, a major access point to the downtown
3.45 Placemaking Wayfinding Strategy for the Project Area
3.46 Pedestrian directional wayfinding Strategy for the Project Area
3.47 Bicycle directional wayfinding Strategy for the Project Area
3.48 Vehicular directional wayfinding Strategy for the Project Area 04 Towards Implementation
4.1 Initial Phasing Strategy
8 San Carlos Downtown Streetscape Master Plan
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List of Figures 9
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EXECUTIVE SUMMARY
FULFILLING A VISION
The San Carlos Downtown Streetscape Master Plan establishes a strong public space network in the downtown core, providing the essential ingredients for the downtown to fulfill its role as San Carlos’ “living room.”
“Downtown is the heart of San Carlos that provides a vibrant, pedestrian-friendly, safe, charming, futuristic, and accessible destination for the community and strongly expresses its unique culture and heritage. It is a place for celebration and gathering that offers diverse and authentic experiences through a draw of food, retail, services, art and music in a visually attractive environment for the growing community. Downtown is an inclusive place with easy access for all, opportunities for housing and businesses of all types, and inviting spaces for all users. Downtown San Carlos is a sustainable district, with landscaping that supports ecological and community health & well-being.”
The Streetscape Master Plan builds upon this Vision Statement by giving specificity to the function, design and experiential quality of downtown’s signature public spaces as well as charting a clear course for street design changes that will encourage rebalancing mobility functions. The Streetscape Master Plan gives form to the principles of Equity and Resilience, Mobility & Connectivity, Character & Identity and Downtown Vibrancy, the four major tenets of the downtown vision. FIGURE 1 - GUIDING PRINCIPLES
1. Y
E
QUITY + RESILIENCY CHARACTER &
IDENTITY
DOWNTOWN
VIBRANCY
MOBILITY &
CONNECTIVITY
10 San Carlos Downtown Streetscape Master Plan
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PLAN AREA
The Downtown Streetscape Master Plan is a key component of the broader Downtown Specific Plan, both of which share the same plan area boundary (see Figure 2 above) . The project area encompasses the downtown core, including the 600, 700, and 800 blocks of Laurel Street, and the 1100 and 1200 blocks of San Carlos Avenue. This Plan aims to transform the plan area into a vibrant central hub for socializing, shopping, dining, and entertainment, while aligning with recent planning efforts such as the 2045 General Plan Reset, the 2023-2031 Housing Element, the Bicycle and Pedestrian Master Plan (2020), and the East-side Innovation District Vision Plan.
ESTABLISHING THE PUBLIC REALM
While the Streetscape Master Plan defines design strategies for the downtown’s entire street network, it gives particular focus to the downtown core or the public realm connecting from the Caltrain Station, up the first block of San Carlos Avenue to Laurel Street and down the 600, 700 and 800 blocks of Laurel. This “pedestrian priority zone” comprises the heart of San Carlos’ downtown (see Figure 2 above).
FIGURE 2 - PLAN AREA: EXISTING MOBILITY & CONNECTIVITY
Avenue
Executive Summary 11
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A SERIES OF CONNECTED PLAZAS
Throughout the downtown streets, the Streetscape Master Plan proposes an enhanced pedestrian experience through the use of new street trees, wider sidewalks, better lighting and ample outdoor seating. The improvements proposed in the pedestrian priority zone take those strategies even further. Building on the permanent closure of the 700 block of Laurel Street, the Plan defines a pedestrian plaza extending the entire span of the 700 block of Laurel Street with a wide pedestrian promenade meandering from side to side between groves of flowering trees and raingardens. The plaza is curbless from building face to building face, allowing outdoor dining tables ample room in front of restaurants. A central space, informally referred to as “Centennial Plaza”, at the middle of the 700 block of Laurel Street marks the entry to a redesigned Harrington Park as a formal event space, and a water feature adds sound and animation to celebrate this space as the central meeting and gathering place. The 600 Block of Laurel Street features a new public plaza in between 1201 San Carlos Avenue and 622 Laurel Street, and the 800 Block features a new central plaza at mid-block (see Figure 3).
The 600, 700 and 800 blocks of Laurel Street are unified with a common design language with the intention to experience the downtown core as one integrated pedestrian area rather than as separate vehicular and non-vehicular sections. The meandering promenade of the 700 block of Laurel Street extends in opposite directions as a meandering street in the 600 and 800 blocks of Laurel Street. The tree groves and rain gardens are interspersed similarly throughout the 600, 700, and 800 blocks of Laurel Street. Uniform furnishings, lighting, street trees and pavement designs work to unify the pedestrian priority zone.
Additionally, Arroyo Avenue and Brittan Avenue are considered as key connectors linking Downtown and the East Side Innovation District, enhancing multi-modal access. By improving connectivity, these streets invite East Side workers to engage with Downtown’s dining, recreation, and public spaces, enriching its vibrancy and economic vitality. 12 San Carlos Downtown Streetscape Master Plan
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FIGURE 3 - DOWNTOWN CORE AXONOMETRIC
The Downtown core is conceived as a “T”, strongly connecting the train station to Laurel Street, and integrating San Carlos Avenue with the 600, 700, and 800 blocks of Laurel.
Executive Summary 13
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Permanent
SHADED
SEATING
INFORMAL
SEATING
PARKING
REPLACEMENT
DURING FESTIVALS
TEMPORARY
CLIMBING WALL
SEASONAL ICE
SKATE RINK
SPACE FOR
POP-UP RETAIL
INTERACTIVE
PAVING/ART
FOOD TRUCK
AND AFFORDABLE
SMALL BITES
ANNUAL ARTIST
EXHIBITION
OPPORTUNITY
DRINKING
FOUNTAIN
SMART LIGHTING
WITH WI-FI AND EV
CHARGING STATION
PUBLIC
BATHROOM
DISMOUNTING ZONE FOR
SKATEBOARDS, CYCLES,
SCOOTERS, ETC.
Temporary
VITALITY THROUGH
PROGRAMMING
To further fulfill the Vision for a vibrant
downtown, the pedestrian priority zone is
designed to accommodate a wide variety
of programmed activities throughout the
spaces in the Downtown core. Public
outdoor seating is provided throughout, as
well as ample space for outdoor dining all
along the storefront edge. In addition, plaza
spaces – small and large – are provided
throughout, which could accommodate a
wide variety of activities from permanent
outdoor game spaces and music venues to
places for temporary festivals and events
and pop-up vendors. These programmed
activity opportunities are illustrated in the
following diagram.
14 San Carlos Downtown Streetscape Master Plan
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FIGURE 4 - PROGRAMMED ACTIVITIES
A Wide Array of Programmed Activities Enriching the Public Realm Experience of the 600, 700, and 800 blocks of Laurel Street Executive Summary 15
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WIRED FOR THE FUTURE
Just as important as what is seen on the ground, the Streetscape Master Plan anticipates what is needed underground to provide proper infrastructure for the Downtown’s future. Infrastructure needs, including upgrading utilities and the provision of street lighting, electrical outlets for music performances and for pop-ups, food trucks, and charging stations for electric vehicles, will all be important for a well-functioning, sustainable and resilient downtown.
The Streetscape Master Plan describes how all of these elements come together into a cohesive public realm, positioning San Carlos’ Downtown for a successful future, embodying pedestrianfriendliness, social vitality and economic vibrancy. 16 San Carlos Downtown Streetscape Master Plan
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FIGURE 5 - 700 BLOCK OF LAUREL “CENTENNIAL PLAZA”
PERSPECTIVE VIEW
The «Centennial Plaza» features a main gathering area with a multi-use pavilion facing the plaza as well as Harrington Park and a water feature across the plaza from the pavilion.
Executive Summary 17
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01 INTRODUCTION
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1.1 PROJECT OVERVIEW
The Downtown Streetscape Master Plan is part of a broader effort to define a comprehensive vision for the future of San Carlos’ downtown through the development of a Downtown Specific Plan.
The Downtown Streetscape Master Plan is part of the Downtown Specific Plan and both share the same boundary.
The boundaries of the Streetscape Master Plan are defined by Holly Street to the north, El Camino Real to the east, Greenwood Avenue to the south and a downtown core extending west to Walnut Street with two additional blocks between San Carlos Avenue and Cherry Street encompassing the Civic Center with Chestnut Street as its western edge.
FIGURE 1.1 - DOWNTOWN SAN CARLOS STREETSCAPE MASTER PLAN STUDY AREA 20 San Carlos Downtown Streetscape Master Plan
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The purpose of the Downtown Specific Plan and its accompanying Streetscape Master Plan is to position San Carlos’ downtown for a successful future as the community’s central gathering place for socializing, shopping, dining, culture and entertainment. Both plans are also intended to help reposition the downtown in the context of other recent planning efforts and regulatory changes including the 2045 General Plan Reset, the 2023-2031 Housing Element, the East Side Innovation District Vision Plan (2021), the 2025-2028 Economic Development Plan (2025), and the Bicycle and Pedestrian Master Plan (2020).
FIGURE 1.2 - DOWNTOWN SAN CARLOS SPECIFIC PLAN AREA CONTEXT Introduction 21
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1.2 PROJECT BACKGROUND
AND COMMUNITY ENGAGEMENT
PROCESS
The Downtown Specific Plan, initiated by the City of San Carlos earlier in 2022, has been an inclusive and collaborative effort to enhance the downtown area. The City engaged with the broader community and the City Council appointed Downtown Advisory Committee (DTAC) through a series of workshops and sessions, gathering valuable insights and ideas. Based on community input, the City worked with DTAC to develop the project’s vision and guiding principles, ensuring the proposed streetscape improvements reflect the aspirations and needs of the San Carlos community.
The community engagement process for the San Carlos Downtown Streetscape Master Plan spanned from September 2023 to September 2024. This rigorous engagement process was instrumental in ensuring that a diverse range of stakeholders contributed to the development of a plan that aligns with the community’s vision. Below is a summary of the project timeline, including engagement activities conducted at each phase. Interdepartmental Meeting
Virtual and In-Person
Ideation Workshop
Streetscape Master Plan
Kick-Off
2023
September
2023
October
2023
November
2023
December
2023
FIGURE 1.3 - ENGAGEMENT TIMELINE
January
2024
DTAC Meeting
City Council Subcommittee Meeting
Online Survey
EDAC Meeting
22 San Carlos Downtown Streetscape Master Plan
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PTC Meeting
Council Meeting
Streetscape
Master Plan
Admin Draft
PRCC Meeting
All Commissions
Meeting
YAC Meeting
Focus Group
Meeting
2024
Subcommittee
Meeting
Council Meeting
Council Meeting
Milestone:
Streetscape Master
Plan was Endorsed
February
2024
March
2024
April
2024
May
2024
June
2024
July
2024
August
2024
September
2024
October
2024
April
2025
DTAC Meeting
Online Survey
Streetscape
Master Plan
Adoption
Interdepartmental
Meeting
Introduction 23
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Kick-Off Meeting
September 2023
Building off the City Council’s direction on April
24, 2023 to permanently close the 700 block
of Laurel Street, the project commenced with a
kick-off meeting aimed at setting a foundation for
the streetscape master plan process. This meeting
introduced the project team and key stakeholders
to the project scope, objectives, and initial design
considerations.
Interdepartmental Meeting and
Downtown Subcommittee Meeting
November 2023
These meetings gathered input from various city
departments and the City Council Downtown
Subcommittee to align departmental objectives
and ensure coordination across city services.
Downtown Advisory Committee (DTAC)
Meeting
November 2023
The DTAC was established to represent the
community’s interests and guide the consultant
team through the process of developing both the
Specific Plan and Streetscape Master Plan.
At this meeting, the DTAC was introduced to
the revised vision, guiding principles and the
design alternatives. This meeting helped the
consultant team to collect initial feedback on the
design approach and alternatives. The key topics
discussed were the strategies for mobility, public
space design and streetscape improvements for
strengthening downtown San Carlos as a living
room for the community.
Virtual and In-Person Ideation Workshop
December 2023
Held both Online and in-person, this ideation
workshop provided a platform for community
members to brainstorm and discuss ideas
for streetscape enhancements, prioritizing
inclusivity in visioning.
The outcome of these workshops highlighted
a vision for a lively, accessible public space
that balances social interaction, safety, and
aesthetics. Key themes included a desire for
greenery, gathering areas, and accessible
seating, along with functional elements to
improve flow and safety, such as clear signage
and designated areas for different types of
movement. Participants emphasized flexibility in
programming, envisioning features that support
both everyday activities and special events/
seasonal attractions.
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Online Survey
December 2023
This survey was conducted to broaden community
input, allowing residents to share their views on
streetscape priorities, pedestrian accessibility,
and urban design elements. The data collected
from this survey informed the design of all the key
streets in the Plan Area.
Economic Development Advisory
Commission (EDAC) Meeting
January 2024
The EDAC meeting focused on discussing the
potential economic impacts of the streetscape
improvements and their benefits to local businesses
including retail and food & beverages business.
Parks, Recreation, and Culture
Commission (PRCC) Meeting
February 2024
This meeting addressed potential improvements
in public spaces, integration with park areas, and
cultural elements within the streetscape. The
meeting provided insights into the Parks and
Recreation Department’s storage and functional
requirements for special events like the Farmers’
Market and, Art and Wine Faire, informing
strategies to incorporate these needs into the
streetscape design.
Interdepartmental Meeting
February 2024
A follow-up interdepartmental meeting ensured
ongoing alignment of the streetscape Master
Plan including cross-sections for each street,
alleys redesign and public space design strategies
across city departments as the project progressed.
Youth Advisory Council (YAC) Meeting
March 2024
Engaging the Youth Advisory Council enabled the
inclusion of youth perspectives, especially regarding
public space design, street activation strategies,
recreational programming considering needs of the
youth, active transportation, and safety.
DTAC Meeting
March 2024
This DTAC meeting was aimed to refine feedback
on the streetscape design improvements, focusing
on the street design for all the key streets, public
space programming, and mobility and connectivity
strategies.
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City Council Downtown Subcommittee
Meeting
April 2024
The two-member City Council Downtown
Subcommittee reviewed updated design concepts
and provided feedback on the schedule and
phasing considerations.
Focus Group Meetings
May 2024
Specific focus group sessions were held with
SamTrans , Silicon Valley Bicycle Coalition, and
Fire Department to discuss technical details
related to transit, bicycle infrastructure, and
emergency access requirements.
Planning and Transportation
Commission (PTC) Meeting
May 2024
The PTC reviewed the DTAC’s endorsed
street designs with an emphasis on planning
considerations, alignment with city transportation
policies, and long-term development strategies.
Council Meeting
June 2024
A City Council meeting presented the Master
Plan’s progress, street designs and public space
designs, and gathered feedback from Council
members and the broader community enabling
them to recommended potential refinements.
Online Survey
August 2024
The second online survey gathered community
input on streetscape materials, including planting,
paving, and street furnishings. The feedback
helped align the plan with community preferences
and enhance the streetscape’s experiential quality.
Downtown Business Stakeholder
Meeting August 2024
This meeting gathered Business Stakeholders’
feedback on the proposed street designs and
clarified their concerns about outdoor dining,
secondary business access, and parking, ensuring
the design supports both operations and a vibrant
public realm.
All Commissions Meeting
September 2024
A comprehensive meeting involving all city
commissions including DTAC, EDAC, PRCC,
YAC and the downtown subcommittee members
facilitated a cross-departmental feedback
and ensured that the streetscape master plan
addressed a holistic set of community needs.
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Council Meeting
September 2024
In this concluding session, the City Council
endorsed the final street designs and unanimously
passed their approval (City Council Resolution
No.2024-111).
Planning and Transportation
Commission (PTC) Meeting
April 2025
The PTC endorsed the Streetscape Master Plan
on April 7, 2025.
City Council Meeting
April 2025
The City Council adopted the Streetscape Master
Plan on April 28, 2025.
The feedback gathered throughout this engagement process played a critical role in shaping the design and planning process. The recurring themes and specific suggestions were directly integrated into the design concepts, influencing the development of a more community-driven downtown vision.
Public Realm Design and Streetscape Enhancements:
Based on the community’s desire for more greenery, intimate gathering spaces, and diverse amenities, the design incorporates expanded sidewalks, enhanced landscaping and public seating options. The preference for water features and informal seating areas led to the inclusion of an interactive water feature, shaded seating zones, and family-friendly seating areas. To address safety concerns regarding bike lanes on major streets, the plan introduces clearly delineated and protected bike lanes.
Circulation and Mobility Strategies:
To address traffic congestion and parking concerns, the plan refines circulation strategies by exploring new street configurations to manage vehicle flow and pedestrian and bicycle safety. It recommends wayfinding signage to direct drivers to parking garages, easing parking on Laurel Street. Enhanced pedestrian crossings and traffic-calming measures at key intersections improve safety, especially for children and seniors, while prioritizing safer bicycle and pedestrian connections to the Greater East San Carlos Neighborhood.
Business and Retail Considerations:
The strong community preference for supporting local businesses influenced the plan’s emphasis on retail diversity. The design also encourages spaces for local pop-ups, artisan markets, and small businesses.
Event and Activation Strategies:
To address the activation needs in the downtown core, the plan recommends a well curated concentration of flexible and festivalfriendly programming. This approach aims to reduce disruption to the 600 and 800 blocks, maintaining regular business operations while still fostering a vibrant downtown atmosphere.
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Ideation Workshop: Community Feedback
on the Opportunities, Constraints and the
Concept Alternatives (Source: WRT)
DTAC Meeting (Source: WRT)
PRCC Meeting (Source: WRT)
YAC Meeting (Source: WRT)
1 1-34567
1 2
Outdoor Dining Strategies:
Community feedback highlighted a strong
desire for more outdoor dining near
programmed activity areas to create familyfriendly spaces. In response, the plan places dining zones next to building frontages
surrounding spaces for children, youth, and
families, fostering safer, more engaging
environments. It also includes flexible
seating and shaded areas to enhance
comfort and encourage longer stays.
By incorporating this feedback, the
Downtown Streetscape Master Plan
ensures that the design reflects the values,
needs, and aspirations of San Carlos
residents—creating a vibrant, safe, and
accessible downtown for all.
4 Ideation Workshop: Pilot Demon-
stration of Sidewalk Widths.
(Source: WRT)
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6 7
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1.3 PROJECT VISION AND
GUIDING PRINCIPLES
The Vision Statement was developed based on input from the DTAC, stakeholders, community members, and City decision makers through an extensive civic engagement process.
“Downtown is the heart of San Carlos that provides a vibrant, pedestrian-friendly, safe, charming, futuristic, and accessible destination for the community and strongly expresses its unique culture and heritage. It is a place for celebration and gathering that offers diverse and authentic experiences through a draw of food, retail, services, art and music in a visually attractive environment for the growing community. Downtown is an inclusive place with easy access for all, opportunities for housing and businesses of all types, and inviting spaces for all users. Downtown San Carlos is a sustainable district, with landscaping that supports ecological and community health & well-being.”
Based on this Vision, Guiding Principles were developed in four areas: Placemaking & Identity, Mobility & Connectivity, and Downtown Vibrancy with an over-arching objective of promoting Equity & Resiliency. The Downtown Specific Plan and Streetscape Master Plan present opportunities to reinforce these principles in many ways. 30 San Carlos Downtown Streetscape Master Plan
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FIGURE 1.4 - VISION AND GUIDING PRINCIPLES
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1.4 URBAN DESIGN FRAMEWORK
In order to achieve the intent behind the Guiding Principles, an urban design framework was developed with three layers – one for each of the Guiding Principles.
The Placemaking & Identity framework layer clearly identifies a downtown core centering around the Pedestrian Priority Zone – the connection from the San Carlos Caltrain Station, up San Carlos Ave to Laurel Street and down the 600, 700 and 800 blocks with the central plaza midway on the closed 700 block of Laurel Street. Three other downtown sub-districts are defined as the Civic Center, Mid-Laurel and SoLa (short for South Laurel). All of these districts offer opportunities for placemaking that can give them a distinct identity. The 500 block of Laurel Street retains its existing configuration, with streetscape enhancements focused on improving the pedestrian experience through the addition of trees and wider, more walkable sidewalks. El Camino Real also has the potential to reinforce placemaking strategies for the downtown in providing a pedestrian-scaled frontage along the downtown edge as well as providing safer crossings and marking important entry points into the downtown core.
FIGURE 1.5 - IDENTITY AND PLACEMAKING FRAMEWORK
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PEDESTRIAN PLAZA
ON 700 BLOCK
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The Downtown Vibrancy framework layer clearly establishes priorities for activation, with the downtown core being the highest level of activation through programmable space as well as interaction with ground floor commercial uses. “Community Activator” spaces offer additional opportunity for events, pop-up businesses and other flexible programming.
FIGURE 1.6 - DOWNTOWN VIBRANCY FRAMEWORK
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The Mobility & Connectivity framework layer shows a fully developed network of downtown streets. Each has its place in a circulation hierarchy balancing all the various modes of mobility (pedestrian, bicycle, transit, vehicular, etc.). Pedestrian circulation is prioritized along the 1100 and 1200 blocks of San Carlos Avenue, and the 600, 700, and 800 blocks of Laurel Street; vehicular and bike access is accommodated on San Carlos Avenue and surrounding streets. For cars, efficient access to parking facilities is prioritized, circumventing the downtown core to the greatest extent possible. To accomplish all this, each street and street type is addressed in the Streetscape Master Plan and rebalanced with its appropriate emphasis. This includes the downtown Pedestrian Priority Zone, priority bike routes, and “road diets” to allow San Carlos Avenue and El Camino Real become more pedestrian- and bike-friendly, and overall, to allow vehicles to flow efficiently around the downtown core and to parking areas.
FIGURE 1.7 - MOBILITY AND CONNECTIVITY FRAMEWORK
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02 EXISTING TRAFFIC
NETWORK AND STREET
CHARACTER
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2.1 EXISTING TRAFFIC
NETWORK
San Carlos holds a strategic position within the region’s science campuses, technology hubs, leading education and research institutions, and neighboring downtowns and regional commercial centers along the Peninsula. San Carlos is well-integrated into the regional infrastructure, benefiting from proximity to major transportation corridors including US 101, Interstate 280, and the increasingly important Caltrain commuter rail. Moreover, its accessibility is further enhanced by nearby connections via the San Mateo and Dumbarton bridges, linking it directly to the East Bay.
This comprehensive connectivity not only makes Downtown San Carlos a vital contributor to the broader regional economy but also positions it as a dynamic and accessible destination for businesses, residents, shoppers, and visitors alike. The Streetscape Master Plan aims to build upon these strengths, ensuring that the downtown area continues to thrive as a central hub within this interconnected regional ecosystem.
Highway 101, which runs parallel to the eastern border of San Carlos, serves as a major north-south corridor, providing a crucial regional connection. Holly Street, a significant entry point into the city, links US 101 directly to the downtown area, making it a primary access route for regional traffic entering San Carlos. Further south, the Brittan Avenue exit off Highway 101 provides an additional southbound-only off and on connection to the 101 corridor.
Interstate 280, located to the west of San Carlos, also runs northsouth and is connected to downtown via Edgewood Road and Ralston Avenue. These routes offer alternative access points, providing additional overall connectivity of downtown with the broader region.
Within the City, El Camino Real functions as the central northsouth artery, running parallel to US 101 and serving as the primary thoroughfare for local traffic. Its intersection with Holly Street, San Carlos Avenue and Brittan, key east-west connectors, further integrates the downtown area with the surrounding neighborhoods.
San Carlos Avenue intersects with Ralston Avenue and El Camino Real, providing a critical route for accessing downtown from the western parts of the city. Both Holly Street and Brittan Avenue are critical connectors from US 101 freeway to downtown.
Laurel Street, the main spine of downtown, serves as the core hub of activity, anchoring the downtown as its retail center. In contrast, El Camino Real forms a defining edge to the downtown area. Given its strategic position along a regional corridor, El Camino Real offers significant potential for enhancement, transforming it into a more defined, pedestrian-friendly, and welcoming gateway.
This analysis underscores the importance of these key
transportation routes in shaping the accessibility and character of downtown San Carlos. By leveraging these assets through targeted enhancements, the downtown area can further strengthen its connectivity and appeal, ensuring its continued role as a central hub within the region.
FIGURE 2.1 - REGIONAL TRAFFIC NETWORK CONTEXT
(RIGHT)
The proximity of Downtown San Carlos to key transportation nodes, such as the US-101 interchanges at Holly Street and Brittan Avenue, as well as the Caltrain Station at El Camino Real and San Carlos Avenue, plays a critical role in facilitating easy access and strong connectivity for both vehicular and pedestrian traffic.
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2.2 CIRCULATION AND
CONNECTIVITY
The circulation and connectivity framework in downtown San Carlos is shaped by key corridors and local streets. North-south movement is primarily facilitated by El Camino Real, while important east-west connections are provided by Holly Street, San Carlos Avenue, Arroyo Avenue, and Brittan Avenue. Laurel Street, despite the closure of its 700 block, still serves as an alternative vehicular circulation route along with secondary cross-streets Cherry & Olive. Additionally, alleys play a critical role in local circulation, particularly in providing access to parking. The street hierarchy classification, as explained in Figure
2.3, guides the proposed improvements aimed at ensuring efficient circulation and connectivity throughout the Plan Area and beyond.
STREET HIERARCHY AND KEY
INTERSECTIONS
This section highlights the street hierarchy in Downtown San Carlos, outlining how highways, arterials, collectors, local streets, and alleys shape circulation and connectivity. In the existing scenario, the key corridors and intersections, such as El Camino Real, Holly Street, and San Carlos Avenue, connect downtown to surrounding neighborhoods and regional routes. Recent changes in the circulation pattern, like the closure of Laurel Street’s 700 Block, reflect evolving mobility needs. Analysis of this mobility pattern will guide future improvements to ensure efficient traffic flow, multi-modal access, and a vibrant downtown. The downtown San Carlos circulation system is structured around five main functional classifications, each serving distinct roles in circulation and connectivity:
State Highway (El Camino Real - SR-82): Serving as the
eastern boundary of downtown, El Camino Real runs north-south, connecting San Carlos with neighboring Peninsula communities and providing direct access to Interstates and State Routes for regional connectivity to northern, southern, and East Bay communities.
Arterial Streets: Key east-west arterials include Holly Street, San Carlos Avenue, and Brittan Avenue, which connect downtown to western residential neighborhoods and provide access to Highway 101. Laurel Street, previously a major north-south arterial, has been partially closed to create a pedestrian-only area in the 700 Block, altering vehicle circulation patterns in the area.
Collector Streets: Arroyo Avenue, another important eastwest route, connects El Camino Real to Tamarack Avenue, linking downtown with residential areas to the west and also connecting under the Caltrain tracks for pedestrian and bicycle access to the east side.
Local Streets: The streets like Olive Street, Morse Boulevard, Greenwood Avenue, and Walnut Street provide local circulation within downtown but have limited reach beyond the immediate area.
Alleys: Playing a vital role in hyper-local circulation, alleys offer access to business parking, loading zones, and connect east-west streets, supporting parking and service access within downtown.
These classifications are essential for understanding the existing circulation patterns and will guide future street network enhancements to maintain effective connectivity and traffic flow.
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FIGURE 2.2 - EXISTING STREET HIERARCHY AND KEY INTERSECTIONS
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ALLEY NETWORK AND SERVICES
The presence of alleys and service entries behind the main street frontages reduces the presence of delivery trucks and service vehicles on the public-facing streets, like El Camino Real and Laurel Street, thus contributing to a more pedestrian-friendly environment.
Alley and Parking Lots East of the 600 Block of Laurel
Street
On this block, service entries are set back from the main alley circulation path, providing space for larger loading vehicles. This design helps reduce interference with other activities, maintaining the flow of traffic and pedestrian movement but could also benefit from a more efficient re-organization.
Alley and Parking Lots East and West of the 700 Block
of Laurel Street
The situation on the 700 block is more complex. While some loading zones are adequately set back, the high density of customer entrances, particularly near Olive Street, leads to a problematic overlap of parking, loading, unloading, and pedestrian activities. This congestion highlights the need for a more organized approach to clearly delineate these functions, ensuring smoother operations and enhanced safety for all users.
The west alley of the 700 block of Laurel Street
This block has been re-organized through a past improvements project and functions very well in terms of circulation clarity, organized parking, service access, trash screening and secondary entrances to businesses. This alley is seen as a good model for alley improvements on the east side and in other blocks.
Alleys and Parking Lots East of the 800 Block of Laurel Street
The 800 block shows a concentration of private parking spaces and a reduced number of loading/unloading entries, which potentially allows it to function more efficiently as a thoroughfare. This configuration supports the alley’s role as a primary entry point within this block, helping to reduce the congestion issues observed in other areas. This alley could also benefit from improvements to parking, service, trash screening and secondary entrances to businesses.
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FIGURE 2.3 - EXISTING ALLEY NETWORK
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2.3 EXISTING STREET
CHARACTER
Street character is defined by the pedestrian experience and shaped by elements such as trees, street furniture, sidewalks, and building facades. It reflects the visual appeal, comfort, and functionality of the space. Well-designed streetscapes enhance walkability, create inviting public spaces, and foster a sense of place.
Street furnishings are primarily concentrated along the 600, 700, and 800 blocks of Laurel Street, with additional benches installed intermittently along El Camino Real and throughout the Downtown area (Figure 2.4). South of Arroyo Avenue, some blocks have segments with fewer or no lighting fixtures, which may impact nighttime visibility and the overall pedestrian experience.
The distribution of existing tree canopies in the Plan Area varies across different locations, with well-maintained street tree rows primarily concentrated along El Camino Real, San Carlos Avenue, and 600-800 blocks of Laurel Street. Other areas have limited access to shade-giving canopies, as trees are either sparse or located within private spaces such as courtyards and inner patios of residential buildings. The diagram (Figure 2.6) illustrates the overall canopy distribution across the entire Plan Area. Key intersections with accent species such as Crape Myrtle are identified and labeled as number 1 through 5, representing nodes that contribute to the overall streetscape experience.
FIGURE 2.4 - EXISTING STREET FURNISHINGS (LIGHTING, SEATING, AND OTHERS)
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Chinese Pistache Chinese Evergreen Elm Brisbane Box Crape Myrtle FIGURE 2.6 - EXISTING STREET TREES
FIGURE 2.5 - COMMON STREET TREES IN THE PLAN AREA
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LAUREL STREET
600, 700, 800 blocks of Laurel Street
Laurel Street serves as a key downtown hub, balancing both pedestrian activity and vehicle movement, while supporting vibrant street life with its mix of land uses and design features strengthening its importance as a central axis for movement, commerce, and social activity in downtown San Carlos.
FIGURE 2.7 - EXISTING STREET CONDITION: LAUREL STREET 600, 700, AND 800 BLOCKS (LOOKING NORTH)
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Existing Mobility Conditions:
◆ Land Use: The 600, 700 and 800 block of Laurel Street is lined with active ground floor uses including retail shops and restaurants.
◆ Dimensions: The street spans 50 feet curb-to-curb within a 60- foot right-of-way and an additional 5-foot setback on either side, making a total dimension of 70 feet building face to building face. ◆ Travel Lanes: Two 12-foot-wide vehicle lanes provide efficient traffic flow through the downtown core.
◆ Sidewalks: 9.5-foot-wide sidewalks on both sides of the street. ◆ Parklets/Parking Zones: The 13-foot-wide spaces flanking the sidewalks are dedicated to parklets or parking, enhancing flexibility for both vehicle access and outdoor seating.
Existing Public Realm Conditions:
◆ Existing street tree planting: The downtown core segment of Laurel Street has a formal planting of street trees along both sides of the pedestrian walkways – predominantly Chinese elm and Tulip tree. The intersections at Cherry Street and Olive Street are planted with accent species of Crape Myrtle with red flowers. Street trees have been planted along Laurel Street, but the tree health is uneven most likely due to the soil conditions and space constraints. Any sidewalk widening will necessitate replacement and integration of healthy soils environment. ◆ Existing street furnishings: As shown in Figure 2.7, street furnishing is broken down into sub-categories of lighting fixtures, seating, and other ornamental elements. Vehicular and pedestrian lighting in this area typically adopt a neo-classic style with arched horizontal poles and teardrop-shaped light fixtures. Some of them have city banners installed. Seating is generally distributed close to the public open spaces such as the proposed new plaza on the 600 block of Laurel Street, Harrington Park on the 700 block of Laurel Street, and near the Bianchini’s Market parking lot at 800 block of Laurel Street. In terms of materiality, benches are typically made of metal or wood. Overall, seating is limited and there is a lack of cohesion in the material or color palettes.
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MID-LAUREL & SOLA
South Laurel Street
The segment of Laurel Street between Arroyo Avenue and Brittan Avenue is referred to as Mid Laurel in this Plan, while the segment south of Brittan Avenue and Greenwood Avenue is commonly known as South Laurel (SoLa).
FIGURE 2.8 - EXISTING STREET CONDITION: MID-LAUREL STREET, 1000 BLOCK (LOOKING NORTH)
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Existing Mobility Conditions:
◆ Land Use: This segment of Laurel Street is lined with office/ commercial use, single family homes as well as multi-family residences and a few restaurants.
◆ Dimensions: The street spans 45 feet curb-to-curb within a 65- 70 (varies) feet building face to building face.
◆ Travel Lanes: Two 11-foot-wide vehicle lanes
◆ Sidewalks: 10-foot-wide sidewalks on both sides of the street ◆ Parklets/Parking Zones: 15-foot-wide diagonal parking spaces along the sidewalks for parklets or parking on the east side and 8-foot-wide parallel parking spaces on the west side of the street.
Existing Public Realm Conditions:
◆ Existing Street Tree Planting: The Mid-Laurel and SoLa segments exhibit a shift in the density of shade-giving trees as well as their alignment. Specifically, the trees are smaller in size and more sparsely planted along the pedestrian walkway.
The distribution is more irregular and informal. The major green spaces are typically found as landscape frontages for those private residential or commercial properties and there is not much cohesion in color and texture observed. Tree species are predominantly varieties of Ash and Chinese Elm.
◆ Existing Street Furnishings: Similar to the street tree planting, this portion of Laurel Street exhibits a significant reduction in all furnishings due to the smaller-scale neighborhood characteristics of the streetscape. The lighting fixtures are concentrated around the intersections at Morse Blvd. and Brittan Ave, which are the busier crossing points of both pedestrian and vehicular traffic to ensure more safety and visibility.
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SAN CARLOS AVENUE
San Carlos Avenue serves as a vital gateway to Downtown San Carlos, connecting pedestrians, transit users, and vehicles to the heart of the city. The 1100 and 1200 blocks of San Carlos Avenue fall within the Plan Area, contributing to the corridor’s active urban fabric, balancing vehicular and pedestrian access.
FIGURE 2.9 - EXISTING STREET CONDITION: SAN CARLOS AVENUE (LOOKING EAST)
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Existing Mobility Conditions:
◆ Land Use: The south side of San Carlos Avenue is more vibrant, featuring restaurants with outdoor dining, while the north side presents a calmer atmosphere with mixed-use buildings, retail spaces, and a few restaurants.
◆ Dimensions: San Carlos Avenue spans 99 feet in total right-ofway, with a curb-to-curb distance of 80 feet. ◆ Travel Lanes: San Carlos Avenue accommodates four 11-footwide travel lanes, ensuring smooth traffic flow. A 10-foot-wide landscaped median runs down the center, featuring Crape Myrtle trees and a gateway monument at its intersection with El Camino Real.
◆ Sidewalks: Two 11-foot-wide sidewalks on each side of the avenue support pedestrian movement and outdoor activities. ◆ Parking/Parklets: Adjacent to each sidewalk, there are 13-footwide zones designated for parking or parklets, enhancing flexibility for both vehicles and street-side amenities.
Existing Public Realm Conditions:
◆ Existing Street Tree Planting: The existing planting along San Carlos Avenue consists of large sidewalk trees along pedestrian walking strips and several flowering trees at the median that add accent and color to the corridor. Street tree species predominantly consist of Chinese elm, Mediterranean Hackberry and Tulip tree. ◆ Existing Street Furnishings: The street is generally furnished with pedestrian lighting fixtures on both sides of the walkway the traffic median. Like Laurel Street, the style of lighting poles is neo-classical with arched horizontal poles and teardrop-shaped light bulbs. City banners are installed only on the poles placed in the medians. Public seating options are limited.
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EL CAMINO REAL
El Camino Real plays a vital role as a regional connector, running north-south through San Carlos and linking the city to neighboring Peninsula communities. This major arterial provides direct access to key Interstates and State Routes, facilitating movement to and from the northern, southern, and East Bay regions.
FIGURE 2.10 - EXISTING STREET CONDITION: EL CAMINO REAL (LOOKING NORTH)
Since 2012, communities along El Camino Real (State Route 82) have participated in the Grand Boulevard Initiative (GBI) to transform the roadway into a vibrant, people-friendly place and street. Numerous studies and plans have been designed to give cities, counties and other agencies a path forward to upgrade land uses, public services and infrastructure; and well-managed higher density development.
In 2024, the GBI reached a crossroads and will refocus its efforts on mobility along the corridor. Today, there is a new approach for GBI, designed to assure its continued effectiveness in a changing environment.
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Existing Mobility Conditions:
◆ Land Use: El Camino Real features a mix of land uses, though most storefronts offer limited engagement with pedestrians compared to Laurel Street.
◆ Dimensions: The total width from curb to curb is 80 feet within a 100-foot right-of-way.
◆ Travel Lanes: The street has six 12-foot-wide travel lanes, contributing to a high-speed vehicular traffic environment.
Additionally, a 12-foot-wide median separates traffic flows and accommodates left turn pockets at intersections.
◆ Sidewalks: Narrow sidewalks, each 6 feet wide, run along both sides of the street.
◆ Parking: Adjacent to the sidewalks, 8-foot-wide parking lanes provide on-street parking.
Existing Public Realm Conditions:
◆ Existing Street Tree Planting: There are a few accent palm trees planted at Caltrain station plaza which provide a welcoming gesture to the downtown area. The formal planting scheme extends westward along San Carlos Avenue, where accent
flowering trees are planted in the medians. In the several blocks south of the station, mature trees are present both in the medians and along the sidewalks. However, the corridor’s visual quality is diminished by the lack of consistent street tree plantings and a cohesive landscape design further south. Street tree species are predominantly a mix of Japanese Zelkova, Brisbane box, Crape myrtle and Chinese Pistache.
◆ Existing Street Furnishings: There are vehicular and pedestrian lighting along the El Camino Real segment between San Carlos Avenue and Arroyo Avenue. South of Arroyo Avenue , El Camino Real is only furnished with vehicular lighting. In general, there is a lack of seating and shade which makes the environment more car-oriented and less inviting for pedestrians.
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ARROYO AVENUE
Arroyo Avenue is an important east-west collector street, linking downtown with residential areas to the west and forming an important pedestrian and bicycle connection with the East Side Innovation District.
FIGURE 2.11 - EXISTING STREET CONDITION: ARROYO AVENUE (LOOKING EAST)
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Existing Mobility Conditions:
◆ Land Use: Transitions from a mix of uses in the Downtown Core to Neighborhood residential westward along Arroyo Avenue. ◆ Dimensions: The total width from curb to curb is 38 feet within a 50 foot right-of-way.
◆ Travel Lanes: The right-of-way along Arroyo Avenue varies throughout the Plan Area. On the west, it includes two 12-foot travel lanes, one in each direction. Towards the east, this shifts to two eastbound lanes and one westbound lane, all marked with Class III sharrows to support east-west bike connectivity, though dedicated bike lanes are not provided.
◆ Sidewalks: Narrow sidewalks, each 6 feet wide.
◆ Parking: Adjacent to the sidewalks towards west of the alley, 8-foot-wide parking lanes on both sides provide on-street parking.
Existing Public Realm Conditions:
◆ Existing Street Tree Planting: Lacking tree plantings for most of the downtown core segment, due to the existing narrow pedestrian walkways and parking configuration.
◆ Existing Street Furnishings: Public benches at the ArroyoLaurel intersection, but generally lacking street lighting and public amenities.
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CHERRY STREET & OLIVE STREET
Olive Street and Cherry Street serve as key local streets facilitating east-west movement within downtown, though their connectivity beyond the immediate area to the west is limited. These streets also connect to the alleys, playing a vital role in supporting parking access and enhancing overall connectivity within the downtown core.
Existing Mobility Conditions:
◆ Land Use: Among mixed use downtown core land use zones characterized by pedestrian-oriented environment, and active ground-level storefronts.
◆ Dimensions: The total width from curb to curb is roughly 30 feet within a 46 foot right-of-way.
◆ Travel Lanes: Olive Street has two 11-foot-wide travel lanes, connecting El Camino Real to Elm Street. Cherry street also has two 11-foot-wide travel lanes, going further west from El Camino Real to Cedar Street.
◆ Sidewalks: Narrow sidewalks, each approximately 6 feet wide. ◆ Parking: Adjacent to the sidewalks which varies in width, 8-footwide parking lane on either side of the streets for parallel parking.
Existing Public Realm Conditions:
◆ Existing Street Tree Planting: Lacks shade-giving trees for most of the downtown core area, due to the existing narrow pedestrian walkways and parking configuration.
◆ Existing Street Furnishings: Placemaking through benches and seating at the Laurel and Cherry Street intersection. There is not a uniform system of furnishing or lighting placement.
FIGURE 2.12 - EXISTING STREET CONDITION: OLIVE
STREET (LOOKING EAST)
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Existing Traffic Network and Street Character 59
BRITTAN AVENUE
Brittan Avenue is an important arterial connecting the east side, downtown core, and western residential neighborhoods and providing access to Highway 101.
Existing Mobility Conditions:
◆ Land Use: Land use along Brittan Avenue transitions from higher density mixed use at El Camino Real to a lower density neighborhood mixed-use zone and eventually to single family residences towards the west.
◆ Dimensions: The curb-to-curb width is roughly 44 feet within a 56-foot right-of-way.
◆ Travel Lanes: For most of its length, Brittan Avenue consists of two 12-foot-wide travel lanes and a center turn lane. However, near El Camino Real, on the west side of the alleys, the configuration shifts to two travel lanes in each direction. ◆ Sidewalks: Narrow sidewalks, each 6 feet wide, run along both sides of the street.
◆ Parking: The segment of Brittan Avenue between Walnut Street and Laurel Street has on-street parking, although not for the entire length.
Existing Public Realm Conditions:
◆ Existing Street Tree Planting: Generally lacking shadegiving trees due to the existing narrow pedestrian walkway configuration.
◆ Existing Street Furnishings: Vehicular lighting on both sides of the street but lacking a uniform system of furnishings to enhance pedestrian and biker experience.
FIGURE 2.13 - EXISTING STREET CONDITION: BRITTAN
AVENUE (BETWEEN LAUREL STREET AND EL CAMINO
REAL LOOKING EAST)
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60 San Carlos Downtown Streetscape Master Plan
ALLEYS
Alleys serve important functions including service entrances, trash receptacles, and public/private parking, with characteristics ranging from less-organized “back-of-house” uses to moderately organized spaces.
East of Laurel Street: Most alleys are underutilized, primarily functioning as parking lots and loading areas, with sparse or no tree planting, except for the segment connected to the backside of Harrington Park, which has a nice landscape edge to provide visual screening from the parking lot.
West of Laurel Street: The alley in the 600 block is highly activated, featuring unit pavers, wall sconces, benches, and decorative elements. Along the 700 block, most segments of the alley are semi-shaded.
As shown in Figure 2.15, the existing conditions are illustrated with photos, with locations of the primary and service entrances.
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Existing Traffic Network and Street Character 61
FIGURE 2.14 - EXISTING ALLEY TYPOLOGY
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03 PROPOSED
STREETSCAPE AND
PUBLIC SPACE DESIGN
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3.1 PROGRAMMING AND
DESIGN CONCEPTS
The thematic design strategy for the downtown public realm draws from both the cultural and ecological contexts of the Project Area, weaving these influences into the public realm design. Cultural references, including Native American history, Spanish colonial influence, and modern social movements, are integrated alongside ecological motifs inspired by the historic flow of Pulgas Creek and the region’s natural flora and fauna. The San Carlos History Museum, which is located on the 500 block of Laurel Street, further reinforces the cultural theme of the streetscape design. These influences converge at a symbolic confluence point, marked by the “Centennial Plaza” on the 700 block of Laurel Street, where the intersection of cultural narratives and environmental design creates a unified, vibrant public space that reflects the community’s rich heritage and natural landscape.
THREE DISTRICTS (DOWNTOWN CORE, MID
LAUREL, SOLA)
To establish a strong thematic framework for the public realm experience, two over-arching thematic “tributaries” are identified – cultural influences and ecological influences (see Figure 3.1). ◆ “Tributary” of Cultural Influence: The design strategy along the cultural influence axis extends from the San Carlos Caltrain Station, continuing through San Carlos Avenue and Laurel Street.
This thematic approach incorporates a blend of historical and contemporary elements, symbolizing the evolution of the area’s cultural heritage. The design reflects a journey through Native American tribal history, Spanish colonial influence, and the modern-day celebration of social movements such as women’s empowerment and community identity. Murals, monuments, and other public art pieces along this axis embody these cultural narratives, creating a rich, layered experience that honors both the past and the present.
◆ “Tributary” of Ecological Influence: Inspired by the natural flow of Pulgas Creek, the ecological-influence axis begins at the day-lit stream channel near the bike-pedestrian underpass and extends toward Arroyo Avenue and Laurel Street. The design incorporates motifs and elements that pay homage to the local environment, from flora-themed street features to fauna-inspired installations. As this axis progresses toward the confluence at the “Centennial Plaza” on the 700 block of Laurel Street, the design intensifies, highlighting the interconnection between the natural landscape and urban form. The strategy integrates sustainability and ecology, fostering a deeper connection between the community and its natural surroundings.
The Project Area is further sub-divided into three major districts:
Downtown Core, Mid Laurel, and SoLa as described earlier in the Vision and Guiding Principles section (see Figure 1.3) Each district has its own design palette and programming strategies. Together, these districts seamlessly transition into one another, shaping the downtown streetscape into a unified experience that brings the community closer to its history, ecology, and future vision. ◆ Downtown core: The downtown core is on Laurel Street
between San Carlos Avenue and Arroyo Avenue. It is not only the social heart of San Carlos but also the focal point for celebration of San Carlos’ unique cultural assets and community 6464 San Carlos Downtown Streetscape Master Plan
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identity. The cultural elements range from historical architectural elements to more contemporary monuments, art, and
interpretive elements all reflecting themes from the influences of Native American tribes to Spanish colonialism to the modernday social movements that celebrate equity and diversity. ◆ Mid Laurel: The Mid-Laurel segment highlights the community’s natural heritage, referred to here as the “tributary of ecological influence.” Expanding northward from the historic Pulgas Creek near the bike-ped underpass at Arroyo Avenue, the ecological thematic influence extends northward to Arroyo Avenue
and westward to Laurel Street. Along this path, ecological elements—ranging from native plantings, flora-themed motifs to fauna-inspired installations in street furnishing and materiality details—lead to the confluence point at the “Centennial Plaza” in the 700 block of Laurel Street and Harrington Park. This integration of natural themes offers a unique opportunity for placemaking.
◆ SoLa: The SoLa district south of Brittan Avenue extends the ecological theme southward. As discussed in the next section, this segment of Laurel Street together with the Mid-Laurel Street section (Arroyo Avenue to Brittan Avenue) makes up the Parkway Street character portion of downtown, a greener, more natural counterpoint to the more formal Promenade character north of Arroyo Avenue.
FIGURE 3.1 - THEMATIC DESIGN STRATEGY
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STREET CHARACTER AND TYPOLOGY
The San Carlos Downtown Streetscape Master Plan consists of six main street character types for the key streets and intersections.
These are described as follows:
◆ Grand Boulevard (El Camino Real): Accommodates multimodal transportation and a comfortable environment for the public realm, in alignment with the Grand Boulevard Initiative’s Vision.
◆ Civic: Accommodates multi-modal transportation, portrays a welcoming gateway to the downtown and provides a comfortable environment for public realm with wayfinding network and street amenities. This character is proposed for the 1100 and 1200 blocks of San Carlos Avenue, as well as Cherry Street, both leading to the Civic Center..
◆ Pedestrian Promenade: This street typology sets the tone for the image and identity of downtown San Carlos. It houses the pedestrian priority zones on the 600, 700 and 800-blocks of Laurel Street, and expresses a blend of cultural and ecological influences. It accommodates curbless street design with pedestrian priority and is integrated with active plazas, and programs including dining, seating, temporary events, public art, and green infrastructure.
◆ Pedestrian + Bicycle (cross-streets): Clear /safe space balancing mobility modes and prioritizing pedestrians and bikes with additional pick up / drop off spaces to access Laurel Street. ◆ Parkway: Accommodates green spaces and canopy cover,
promote green infrastructure, and dynamic/active intersections.
Setbacks characteristic of these south of Arroyo blocks are utilized for additional greening and patio spaces lending a distinct character to the Mid Laurel and SoLa districts.
◆ Plaza: Flexible and programmable public spaces (one in each of the three blocks in the downtown core – 600, 700 & 800 blocks of Laurel) for outdoor dining, seating, and events, mixed usage as generous sidewalk areas for retail displays, outdoor dining, and as street amenity zones with seating, public art and green infrastructure.
Together, these street characteristic types inform the materials palette, planting and furnishing strategies for streetscape design in the project area, echoing the city’s vision to create “a vibrant, pedestrian-friendly, safe, charming, futuristic and accessible destination for the community and strongly expresses its unique culture and heritage.”
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FIGURE 3.2 - PROPOSED STREET CHARACTER TYPOLOGY
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3.2 BALANCING THE
TRANSPORTATION NETWORK
Street character reflects a broad range of functions, including the hierarchy of streets, evolving mobility patterns, and both current and future connectivity needs. In Downtown San Carlos, this is especially evident following the pedestrianization of the 700 block of Laurel Street, a change that has impacted traffic flows within the downtown and surrounding areas and how people access the area. As part of evaluating the proposed street redesigns, it was crucial to understand all modes of travel throughout the Project Area to ensure a cohesive and functional network.
An analysis of current traffic circulation patterns was conducted utilizing both quantitative traffic data and considered insights from key stakeholders, including the San Carlos Public Works Department and community members. Additionally, assumptions outlined in the City’s Pedestrian and Bicycle Master Plan guided the configuration of modal distribution across the public right-of-way within the Project Area.
This comprehensive understanding of travel patterns informed the development of a multimodal transportation network that can adapt to changing demands and transportation choices. The network is designed to accommodate peak hour traffic flows as well as special events such as the Farmers’ market or the Art and Wine Faire, which often require temporary street closures in the downtown core. The flexibility built into the network ensures that the needs of pedestrians, cyclists, and vehicles are met while maintaining a fluid and efficient circulation system throughout the area.
As illustrated in Figure 3.3, the proposed traffic network designates El Camino Real as the regional major arterial roadway, with Brittan Avenue and the San Carlos Avenue-Elm Street-Holly Street link as minor arterial roadways that facilitate movement between San Carlos and the surrounding region. At the downtown level, Elm Street and Laurel Street serve as critical collectors, channeling local traffic into the downtown core and supporting community access. To strengthen east-west connectivity, the network incorporates the San Carlos Caltrain Station underpass and the Arroyo Avenue underpass (for pedestrian and bicycle access), and Brittan Avenue (for all modes) as key routes. Additionally, Cherry Street, Olive Street, and Morse Boulevard are identified as important local traffic corridors linking the downtown core with the broader San Carlos community to the west, ensuring a cohesive and well-connected circulation system across the city.
The 600 and 800 blocks of Laurel Street prioritize pedestrian movement while still allowing for controlled vehicular access to support local businesses and maintain connectivity to nearby alleys. These 6868 San Carlos Downtown Streetscape Master Plan
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alleys play a crucial role in the overall traffic network, providing essential links for circulation and parking management. Their reconfiguration, as discussed in Chapter 2.2, emphasizes their importance in optimizing both parking efficiency and vehicular movement, ensuring that the pedestrian-friendly design of Laurel Street is balanced with the practical needs of traffic flow and business functions.
FIGURE 3.3 - PROPOSED TRAFFIC NETWORK
Arroyo Avenue
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To address peak traffic on Holly Street under future conditions, the plan included an option to convert parking lanes into reversible swing lanes during peak hours. This would allow parking lanes to function as travel lanes in one direction during the AM peak and the opposite direction during the PM peak, improving traffic flow while preserving parking during off-peak hours. This strategy is similar to the existing commute-hour curbside lanes on east Holly Street. This option would only be implemented should future traffic patterns meet their need, as verified through monitoring of traffic volumes and operations. It would also require additional public engagement and a plan to manage enforcement of the new regulations. The swing lanes would help balance traffic that potentially is diverted from San Carlos Avenue as a result of changes to its profile. The need for the swing lanes may not appear, however, until a fair amount of additional traffic growth also occurs, whether associated with the Downtown Specific Plan, build out of the City’s General Plan, or just general traffic growth in the region. Thus, the swing lanes should be considered as one of the strategies to address future changes in traffic on Holly Street at such times if and when they occur.
Through the process of analyzing circulation patterns, the strong desire to better connect Brittan Avenue between its east side and Downtown San Carlos also emerged. There is a need to provide upgraded and safer pedestrian and bicyclist facilities to serve the residents west of downtown, the Downtown businesses, the commercial corridor of El Camino Real, and the growth projected in east San Carlos. As such, Brittan Avenue east of El Camino Real should be studied in combination with the East Side Innovation District Vision Plan’s recommendations to ensure that future improvements are consistent with the broader goals of the area.
Additionally, the study should also assess how proposed changes integrate with the existing Bicycle and Pedestrian Master Plan, which promotes safe and efficient routes for cyclists and pedestrians.
Improvements to pedestrian and bicycle infrastructure on Brittan Avenue should also be consistent with San Carlos’ Transportation Demand Management goals aimed at reducing single occupant vehicle trips, while also improving connectivity between these areas.
To determine the effects of these network level recommendations on traffic and circulation within the downtown area, the project team reviewed the existing circulation plan and travel patterns throughout the downtown. A total of 30 intersections were included in the study.
The objectives of the traffic study were to determine:
◆ Traffic conditions in current street configuration (i.e. the City does not redesign any streets)
◆ Redesign of streets and their effects on traffic over the long term (i.e. Over the next 20 years, by 2045)
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TABLE 3.1
SUMMARY OF BUILD-OUT PROJECTIONS IN THE PROJECT AREA
DURING THE PLAN HORIZON (2025-2045)
LAND USE
TOTAL
EXISTING
AREA
(SQ. FT.)
TOTAL NO. OF
EXISTING RES.
UNITS
(CUMULATIVE OF
PARCELS NOT LIKELY
TO REDEVELOP)
NET NEW AREA
IN 20 YEARS
(SQ. FT.)
TOTAL AREA
IN 20 YEARS
(SQ. FT.)
NOTES &
ASSUMPTIONS
2045
PROJECTIONS
Office 262,067 N/A 163,702 425,769
Total existing office square
footage excludes 152,656
sq. Ft/ of SamTrans building,
assuming impending
redevelopment of those
parcels into a mixed-use
development, which could
include a small office
integrated with residential.
Existing res. Units number
includes built units, under
construction units, and
approved units.
The build-out analysis projects
about the same number
of residential units (757)
over two cycles of Housing
Element Update - 6th cycle
(2023-31) + 7th cycle (2032-
2040) + development over
additional 5 years (through
2045)
The build-out analysis
assumes that 82 existing units
will be redeveloped with new
ones. Therefore no. of existing
units included in the overall
total units is 557-82=475.
212,885 Sq. Ft.
General Commercial 356,340 N/A 92,721 449,061 224,531 Sq. Ft.
Restaurant 154,891 N/A 60,445 215,336 107,668 Sq. Ft.
Hotel 13,993 N/A 103,951 117,944 58,972 Sq. Ft.
Residential
(# of units) 557 475 1,647 2,122 1,061 (# of Units)
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In addition, a brief near-term analysis (i.e., over the next five years, by 2030) was conducted to provide a window into the future prior to the full buildout of the Downtown Specific Plan. The traffic study showed that there are different times and directions when congestion occurs during the day. This is typical of suburban commute areas, with traffic heading towards US 101 during the morning peak period and returning to residences during the evening peak period. In San Carlos, El Camino Real also acts as a bypass for US 101 when it is congested, so there are segments of El Camino Real with heavy travel in both directions during peak commute hours. The identified locations that have higher levels of delay and queues on El Camino Real are its intersections with Holly Street, San Carlos Avenue and Brittan Avenue. These three locations are the primary access points to downtown San Carlos and experience higher delays and back-ups than the other 27 study intersections (located between El Camino Real and Elm Street, and between Holly Street and Brittan Avenue).
The key takeaways of the traffic study include:
◆ Traffic adapts to changes in the network. For example, the closure of the 700 block of Laurel Street has led to changes in how traffic is routed and where people park but has not resulted in circulation or parking deficiencies.
◆ Near-term traffic forecast shows little change, even with road diets on San Carlos Ave and El Camino Real.
◆ San Carlos will gain improved connections between downtown, Caltrain and the City’s East Side, with wider sidewalks and bike facilities. This, in turn, will lead to increased pedestrian and bicyclist activity.
◆ The long-term traffic forecast shows slower traffic and queues due to local and regional growth, even without the Downtown Specific Plan or the proposed road diets, with a few individual locations operating below the City’s level of service (LOS) standards (LOS D, up to 55 seconds of average delay per vehicle), but with the network overall still operating at a manageable level. ◆ Downtown Specific Plan growth will incrementally add to the travel times and queues.
◆ Transportation Demand Management (TDM) programs will lead to increases in transit, walking and bicycling and lessen the effects of increased traffic.
This assessment, along with recommendations to balance the traffic network and align with the street character strategies, contributed significantly to the development of the public realm design. It guided the right-of-way design for each street within the Project Area. The resulting street designs are detailed in the next section. 7272 San Carlos Downtown Streetscape Master Plan
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3.3 DOWNTOWN CORE –
PUBLIC REALM DESIGN
The public realm design strategy for the Downtown core introduces plazas on the 600, 700, and 800 blocks of Laurel Street, each with its own distinct character yet unified by consistent design principles.
When all three blocks are closed to traffic for major events, they form a cohesive, dynamic environment conducive to community activities. These spaces are seamlessly connected by a well-defined Laurel Street and the street typology, enhancing accessibility and fostering connectivity. The development of street typology defines the downtown streets, establishing their character, hierarchy, and the strategy to balance the traffic network. In this section, the detailed design of each street type is presented.
As illustrated in Figure 3.4 below, the downtown core comprises streets with diverse characteristics and varying traffic circulation demands. San Carlos Avenue serves as the primary gateway to the downtown area, connecting it to the San Carlos Caltrain Station, while the pedestrianized 700 block of Laurel Street, along with Harrington Park, is treated as the central hub of the downtown. The following sections provide a detailed breakdown of each street, emphasizing their specific design elements and how they cater to pedestrian, bicycle, transit, and vehicular needs.
New Plaza at
600 Block
LAUREL ST.
Bus Stop
New Plaza
at 600 Block
In-lane Bus
Stop and Bike
Lane Interface
Gateway
Node
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0 100 200 300 ft
FIGURE 3.4 - DOWNTOWN CORE ILLUSTRATIVE PLAN
“Centennial Plaza”
at 700 Block
Harrington
Park
Special Pavers
at 800 Block
Bianchini’s
Parking Lot
In-lane Bus
Stop and Bike
Lane Interface
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SAN CARLOS AVE – “THE GATEWAY”
TO DOWNTOWN
The design of San Carlos Avenue follows the Civic Character and establishes it as the “gateway” to downtown San Carlos, beginning at the intersection of El Camino Real and extending through the 1100 and 1200 blocks. As part of the Bicycle and Pedestrian Master Plan, the Avenue’s cross-section promotes multimodal access while ensuring efficient vehicular traffic. It includes one travel lane in each direction, supported by a dedicated turn lane. Key design features like protected bike lanes, widened sidewalks, and in-lane bus stops create a comprehensive multimodal experience along the avenue.
Key Design Features:
◆ Dimensions: Building face-to-building face width: 99 feet, and curb-to-curb width: 59 feet
◆ Travel Lanes: One 11-foot lane in each direction, with a center 13-foot turn lane to facilitate smoother vehicle movements and reduce congestion.
◆ Widened Sidewalks: The sidewalks on both sides are expanded to 20 feet, accommodating higher foot traffic and enhancing the walkability of the downtown area as well as creating ample space for outdoor dining and commercial displays. The pedestrian strip ensures a comfortable and safe 15-foot circulation zone for pedestrians, enhanced by varying building setbacks.
◆ Sidewalk Activation: Active land uses on both sides of San Carlos Avenue allow for ground-floor activities to spill over onto the sidewalks, maintaining vibrancy and enhancing the pedestrian experience with engaging storefronts and public interaction. ◆ Protected Bike Lanes: Each direction includes a 5-foot-wide dedicated bike lane, separated from vehicular traffic by a 3-foot buffer as painted road striping for cyclist safety. This feature encourages active transportation and aligns with the city’s goal of promoting a cyclist-friendly environment.
◆ Multi-Use Curb Lane: A lane along the north side of San Carlos Avenue is preserved as a multi-use curb space, accommodating parking, deliveries, pick-up/drop-off zones, and micromobility hubs, ensuring flexibility.
◆ Retractable Bollards: Retractable bollards will be incorporated to the entry point from San Carlos Avenue into Laurel Street to accommodate seasonal street closures for community events, such as the Farmers’ market and Art & Wine Faire.
◆ Public Transit (Bus Stops) Integration: The Avenue
incorporates in-lane bus stops, seamlessly blending with vehicular traffic and providing easy access to the San Carlos Station. ◆ Gateway Features: The design of San Carlos Avenue celebrates the entrance into downtown San Carlos by incorporating elements such as natural sandstone seat walls, large-scale pavers, a new gateway monument , and classical streetlights with city banners to create a distinct sense of arrival. The design also draws on existing streetscape materials, blending colors and textures to maintain visual continuity with the surrounding urban environment.
These elements together provide both functionality and a vibrant pedestrian experience, reinforcing the Civic Character of the street.
◆ Materiality: Section 3.6 further details the material palette for San Carlos Avenue.
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FIGURE 3.5 - PROPOSED STREET SECTION - SAN CARLOS AVENUE (LOOKING EAST, FACING THE CALTRAIN)
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LAUREL STREET
The 600, 700, and 800 blocks of Laurel Street form the central spine of the downtown core. Among these, the 600 and 800 blocks prioritize pedestrian access while still permitting controlled traffic flow and parking, whereas the full span of the 700 block is transformed into a dedicated pedestrian plaza. The design for these three blocks follows the Pedestrian Promenade Character informed strategy. It aims to create a cohesive visual experience and ensure harmony in pedestrian movement. This approach integrates emergency vehicle access through a carefully planned, sinuous promenade while carving out pockets for public spaces, groves, and flexible programming areas. The result is a seamless blend of function and aesthetics, supporting both active public use and sustainable urban design. The following paragraphs explain the design strategy for these blocks of Laurel Street.
700 BLOCK OF LAUREL STREET AND
HARRINGTON PARK
The streetscape layout of the 700 block, as illustrated in Figure 3.6 features a wide, meandering central pedestrian promenade that flows side to side through groves of flowering trees and rain gardens.
This design enhances the pedestrian experience without curbs to create a seamless transition between walkways and public spaces, while still maintaining sufficient cross-section width to accommodate emergency fire access.
The 700 block of Laurel Street also serves as the confluence point of cultural and ecological influences—cultural elements descend from the north via San Carlos Avenue, while ecological features come from the south along Arroyo Avenue (Figure 3.1 in Chapter 3.1). Special elements such as animal play sculptures, murals, and native planting palettes are integrated to the streetscape design to further enrich the downtown experience.
The main streetscape elements are categorized into two types— permanent and temporary—each of which is detailed further below.
This dual approach ensures flexibility and adaptability in the space while maintaining a vibrant, cohesive environment.
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FIGURE 3.6 - 700 BLOCK & HARRINGTON PARK
ILLUSTRATIVE PLAN
Retractable
Bollards
Retractable
Bollards
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Permanent elements within the area are:
◆ Entry Plazas (Cherry St and Olive St Intersections): Along Laurel Street, entry plazas at the intersections of Cherry Street and Olive Street are designed as welcoming gateways to the 700 block pedestrian promenade. These plazas are planted with Golden Raintree featuring yellow flowers or Crape Myrtle trees featuring pink flowers, that provide shade and add visual interest to mark the entry points. Bike racks with additional space for expansion are included to offer convenient spaces for dismounting scooters, skateboards, and bikes before entering the pedestrian zone, enhancing the pedestrian-only experience within the promenade.
◆ “Centennial Plaza” and Harrington Park Event Space: The “Centennial Plaza”, adjacent to Harrington Park, serves as a versatile event space, featuring a pavilion with medium-sized stage performances during festivals and public events. Outside of event use, the pavilion functions as a shaded gathering area with movable furniture, providing flexible seating for everyday public use. The plaza also includes ADA-compliant, genderneutral restrooms that are publicly accessible, with an adjacent storage area for festival and event furnishings and equipment. ◆ Groves and Rain Garden Pockets: Throughout the 700
block of Laurel Street, pockets of groves and rain gardens are integrated into the design, offering green infrastructure to address urban runoff, while providing enhanced shade and habitat benefits. These green spaces serve not only environmental functions but also create passive recreation opportunities, with sculptural benches surrounding some raised planters to offer informal seating areas for visitors to relax and enjoy the surroundings.
◆ Retractable Bollards: Retractable bollards will be installed at the intersections of Laurel Street with Cherry Street and Olive Street to accommodate seasonal street closures for community events, such as the Farmers’ market and Art & Wine Faire.
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FIGURE 3.7 - PROPOSED STREET SECTION – 700 BLOCK
OF LAUREL STREET (LOOKING SOUTH)
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Temporary Elements within the Area:
Outdoor Dining Strips: The pedestrian promenade features 9-foot-wide outdoor dining/retail strips adjacent to the building faces.
This space creates flexible spaces for local restaurants and cafes to extend their seating into the public realm, enhancing the vibrancy of the promenade and encouraging social interaction.
FIGURE 3.8 - “CENTENNIAL PLAZA”
A “Centennial Plaza” features a main gathering area with a multi-use pavilion facing the plaza and Harrington Park, plus a water feature across the plaza from the pavilion.
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Seasonal Public Art Displays: The area can host a rotating display of public art, featuring works by local artists and sculptors.
These temporary installations offer interactive educational opportunities and contribute to placemaking by reflecting community identity and fostering cultural engagement.
FIGURE 3.9 - 700 BLOCK OF LAUREL STREET
A distinctive design language is established in the 700 block of Laurel Street, that can be extended into the 600 and 800 blocks on certain design elements unifying them as an integrated experience.
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600 & 800 BLOCKS OF LAUREL STREET AND
NEW PLAZA
The design concept of the 700 block extends into the 600 and 800 blocks of Laurel Street, creating a continuous look and feel throughout the downtown core. In business-as-usual conditions, the curbless streets of the 600 and 800 blocks will be shared by pedestrians, cyclists, and vehicles, with central travel lanes reduced to 11 feet in each direction from the original 12 feet, allowing for a more pedestrian-friendly environment. The streets will retain a thematic variation, with the 600 block of Laurel Street emphasizing cultural elements (i.e. historical or cultural murals, Spanish-colonial architectural style and colors), and the 800 block of Laurel Street focusing on ecological themes (i.e. animal play sculptures, fountain features inspired by local landscape and geology, native planting in the bioretention areas). Both blocks feature a mix of permanent and temporary streetscape elements, ensuring flexibility and adaptability in the space while maintaining a vibrant, cohesive environment.
FIGURE 3.10 - 600 BLOCK OF LAUREL STREET
ILLUSTRATIVE PLAN
New
Plaza
Retractable
Bollards
Retractable
Bollards
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FIGURE 3.11 - 800 BLOCK OF LAUREL STREET
ILLUSTRATIVE PLAN
Bianchini’s
Parking Lot
Retractable
Bollards Retractable
Bollards
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FIGURE 3.12 - PROPOSED STREET SECTION – 600 & 800 BLOCKS
OF LAUREL STREET, BUSINESS AS USUAL (LOOKING SOUTH)
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FIGURE 3.13 - PROPOSED STREET SECTION – 600 & 800 BLOCKS OF LAUREL STREET, FARMERS’ MARKET SCENARIO (LOOKING SOUTH) Proposed Streetscape and Public Space Design 87
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Permanent Elements:
◆ Entry Plazas: The intersections in
these blocks will have entry plazas
planted with accent trees, such as
Golden Raintree or Crape Myrtles, to
provide shade and add visual interest.
These plazas also feature bike racks
with space for expansion in the future,
for convenient bike dismounting before
entering the pedestrian zone.
◆ Groves and Rain Gardens (600
and 800 Blocks): Both blocks will
incorporate groves and rain gardens (see
figure 3.14, Rain Garden annotation),
which offer green infrastructure solutions
for urban runoff management while
providing shade and habitat benefits.
Sculptural benches around some of the
raingarden edges will serve as passive
recreational spaces, encouraging visitors
to pause and enjoy the landscape and
street life.
FIGURE 3.14 - LAUREL STREET AXONOMETRIC (SECTION CUT
AT 800 BLOCK OF LAUREL STREET)
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◆ Bollards: Retractable hydraulic bollards
will be installed at the intersections of
Laurel Street with San Carlos Avenue,
Olive Street and Arroyo Avenue to
facilitate seasonal street closures
for community events, such as the
Farmers’ market and Art & Wine Faire.
These bollards will provide a flexible
and efficient means of managing
vehicular access while enhancing the
pedestrian-oriented experience during
special events. Removable bollards can
be installed between the tree strip and
vehicular travel lanes (see Figure 3.16)
for additional traffic separation.
FIGURE 3.15 - 600 & 800 BLOCK LAYOUT (OUTDOOR DINING/ RETAIL ARRANGEMENT STUDY – BUSINESS-AS-USUAL)
FIGURE 3.16 - 600 & 800 BLOCK LAYOUT (OUTDOOR DINING/ RETAIL ARRANGEMENT STUDY – FARMERS’ MARKET SCENARIO)
Outdoor
Dining/ Retail
Barrier Between
Travel Lanes and
Outdoor Dining
Option 1: Bollards
Outdoor
Dining/ Retail
Outdoor
Dining/ Retail
Outdoor
Dining/ Retail
Pedestrian
Zone
Pedestrian
Zone
Farmers’
Market Booths
Booths
Pedestrian
Zone
Pedestrian
Zone
Tree Strip/
Dining/ Seating
Tree Strip/
Dining/ Seating
Travel Lanes
Travel Lanes
Pedestrian
Promenade/
Emergency
Access
Barrier Between
Travel Lanes and
Outdoor Dining
Option 2: Planters
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for a more comfortable outdoor dining experience, while also maintaining a visual continuity and accommodating signage 2) The street level experience: The pedestrian zone will have a 7-footwide pedestrian zone (6-foot-wide sidewalk and 1-foot-wide utility strip) and 8-foot-wide dining strip with their respective, coherent paving materials to create a strong visual experience and ensuring harmony in pedestrian movement.
3) Spaces for rest and gathering: While accommodating vehicle access with 11-foot-wide travel lanes in both directions, the pathways will have pockets of sinuous grove areas with seating for people to pause and relax.
600 Block New Plaza
The 600 block of Laurel Street will feature a public plaza, a large event space with a pavilion and stage for performances during festivals. The plaza will be paved with distinct materials that extend into the street to create an inviting and cohesive social space. Fixed seating, along with movable tables and chairs, will be provided to support various outdoor activities. The plaza will also include ADA-compliant, gender-neutral restrooms located near the stage, with a storage space at the rear for storing furnishings and event equipment. As illustrated in Figures 3.17,
3.18 and 3.19, the new plaza on the 600 Block of Laurel Street offers a flexible, multi-use plaza, programmable for year-round activities, while also offering a multi-use pavilion and space along the south edge for pop-up businesses.
Temporary Elements:
◆ Outdoor Dining and Retail Strips: Along both sides of the street, 8-foot-wide outdoor dining strips will offer temporary spaces for dining, creating a dynamic, social environment that supports local businesses and activates the streetscape. Outdoor dining and retail displays can also expand to include the 5-foot tree strip zone if additional capacity is needed (see Figure 3.15). ◆ Festival and Market Arrangement: The street design for the 600 & 800 blocks of Laurel Street are configured to accommodate temporary events and festivals with space for 10- foot x 10-foot booths along each side and a 20-foot clear zone in the center for pedestrian circulation and fire access (see Figure
3.16).
◆ Seasonal Public Art Displays: A rotating display of public art featuring local artists and sculptors will provide a platform for interactive education and placemaking. These temporary installations will enhance the cultural identity of the space and foster community engagement.
◆ Pedestrian experience on Laurel – Laurel Street has active edges on either side adding vibrancy and vitality to the street life. To create a holistic envelope of the public right-of-way and the building edges, the following urban design strategies are put forth:
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FIGURE 3.17 - 600 BLOCK NEW PLAZA CAPACITY STUDY FOR VARIOUS SCENARIOS SCENARIO 1: CONCERT SCENARIO 2: BEER GARDEN SCENARIO 3: WINTER (ICE RINK) With an area of approximately 3,645 sq. ft.,
the New Plaza can accommodate between
300 and 520 people for music performances
or public speaking events, creating a vibrant,
engaging atmosphere.
For beer garden or events encouraging
mingling and relaxation in an openair environment, the new plaza can accommodate between 260 and 330
people.
During the winter season, the new plaza
can accommodate a temporary recreational
ice rink measuring 40 feet by 70 feet,
repurposing the space for community
enjoyment and winter programming.
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FIGURE 3.18 - 600 BLOCK OF LAUREL STREET AND NEW PLAZA
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FIGURE 3.19 - 600 BLOCK NEW PLAZA - CONCERT SCENARIO
During the concerts, the new plaza on the 600 Block of Laurel Street transforms into a vibrant performance venue, with a dedicated area for a stage, audience seating, and a multi-use pavilion supporting event infrastructure.
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EL CAMINO REAL - THE GRAND BOULEVARD
The design of El Camino Real, as illustrated in Figure 3.18, defines it as a multimodal regional corridor, aligned with the vision of the Grand Boulevard Initiative. The design strategy follows the grand boulevard character, featuring two travel lanes in each direction with a dedicated center turn lane along a landscaped median. It supports multimodal transportation by incorporating key elements such as protected bike lanes, widened sidewalks, and in-lane bus stops to offer a comprehensive multimodal experience. To achieve this, one of the three southbound lanes is removed, consistent with the City’s Bicycle and Pedestrian Master Plan. On-street parking is maintained on the west side to ensure convenient access to businesses along El Camino Real.
Key Design Features:
◆ Dimensions: Building face-to-building face width: 112 feet, and curb-to-curb width of 82 feet
◆ Travel Lanes: Two travel lanes in each direction, supported by a center turn lane to improve traffic flow and reduce congestion, ensuring efficient vehicular operations.
◆ Widened Sidewalks: In accordance with the San Carlos
Zoning Ordinance, sidewalks are expanded to 20 feet on the west side with additional width created by building setbacks, offering a safer, more accessible environment for pedestrians, thereby enhancing the walkability of the corridor.
◆ Protected Bike Lanes: Each direction includes a 5-foot-wide protected bike lane, separated from vehicular traffic by a 3-foot buffer for added safety. This design supports both the Grand Boulevard Initiative and the Bicycle and Pedestrian Master Plan’s aim to foster a cyclist-friendly environment.
◆ Sidewalk Activation: Ground-floor uses along El Camino Real spill onto the sidewalks, contributing to a vibrant, interactive streetscape that promotes social engagement and bolsters local businesses on the west side.
◆ Parking: On-street parking is preserved on the west side of El Camino Real, supporting parking, delivery, and flexible pickup/drop-off functions, meeting the needs of businesses and visitors while maintaining accessibility along the corridor. ◆ Public Transit Integration: In-lane bus stops streamline transit operations by providing efficient, direct access for buses without impeding traffic. This feature supports multimodal transit options, improving connectivity and ease of movement for commuters and visitors.
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FIGURE 3.20 - PROPOSED STREET SECTION – EL CAMINO REAL
(LOOKING NORTH)
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ARROYO AVENUE
The design of Arroyo Avenue, as illustrated in Figure 3.19, follows the Bicycle and Pedestrian Master Plan, emphasizing a pedestrian and bicycle friendly character. It adheres to the proposals outlined in the Bicycle and Pedestrian Master Plan, becoming a designated bike boulevard that leads to the Caltrain (Arroyo Avenue) underpass and connects to the East Side Innovation District. The Avenue comprises one travel lane in each direction and allows for shared use with bicycles. The cross-section features a wider, tree-lined sidewalk on the north side, which is designed to facilitate outdoor dining and enhance the pedestrian experience. In contrast, the south side features a narrower, tree-lined sidewalk along with on-street parking to accommodate parking needs.
Key Design Features:
◆ Dimensions: The total right-of-way is 50 feet with curb-to-curb width: 28 feet
◆ Travel Lanes: The design incorporates one travel lane, measuring 10 feet in width, in each direction to facilitate efficient vehicular movement.
◆ Widened Sidewalks: A 17-foot-wide sidewalk on the north side of the Avenue accommodates outdoor dining for existing businesses, while the south side features an 6-foot-wide sidewalk, ensuring ample space for pedestrian circulation.
◆ Some outdoor dining strips will have awnings to ensure comfort and use separation from the walking zone, while also maintaining visual coherence throughout the streetscape. 5-foot-wide tree strips are designed adjacent to the pedestrian zone for shade and comfort.
◆ Bicycle Priority Avenue: Each direction includes a shared bike lane, reinforcing the Avenue’s designation as a bicycle priority corridor or “bike boulevard”. The narrower travel lanes, along with additional features, such as speed-calming measures and reduced posted speeds, enhance safety and encourage cycling.
This configuration aligns with the objectives of the Bicycle and Pedestrian Master Plan, promoting a cyclist-friendly environment. ◆ Parking: Existing on-street parking spots are retained on the south side of Arroyo Avenue, accommodating parking needs, delivery services, and flexible pick-up/drop-off operations to support local businesses and enhance accessibility.
◆ PUDO (Pick-up/Drop-off): Delivery services and flexible pickup/drop-off operations to support local businesses and enhance accessibility.
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FIGURE 3.21 - PROPOSED STREET SECTION – ARROYO AVENUE
(LOOKING EAST)
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CHERRY STREET AND OLIVE STREET
The designs of Cherry Street and Olive Street follow a bicycle and pedestrian friendly character. They share a similar cross-section featuring one travel lane in each direction, with on-street parking and tree-lined sidewalks on both sides. Their design enhances the pedestrian experience while also playing a key role in vehicular connectivity by providing access to nearby alleys. This connectivity supports local circulation and contributes to efficient traffic flow within the downtown core.
Key Design Features:
◆ Dimensions: The total right-of-way is 50 feet, with a curb-tocurb width of 38 feet. ◆ Travel Lanes: The design includes one travel lane in each direction, each measuring 11 feet, to ensure smooth and efficient vehicular movement.
◆ Sidewalks: A 6-foot-wide sidewalk on both sides provides adequate space for pedestrian circulation, promoting walkability and safety.
◆ Parking: On-street parking is incorporated to accommodate parking needs, deliveries, and flexible pick-up/drop-off operations, as illustrated in the plan (refer Figure 3.10 and 3.11). This ensures convenient access to local businesses and services.
◆ Pedestrian experience: Tree grates are proposed to be evenly distributed in between every two street parking spaces. Those planters will have seatings facing sidewalks for people to pause and rest.
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FIGURE 3.22 - PROPOSED STREET SECTION – CHERRY AND OLIVE STREETS (LOOKING EAST)
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3.4 MID-LAUREL +
SOUTH LAUREL (SOLA)
NEIGHBORHOODS
With the shift in existing neighborhood density and characteristics from a busy commercial segment north of Arroyo Avenue to a quieter mixed-use residential zone south of Arroyo Avenue, Laurel Street along the Mid-Laurel and SoLa neighborhoods follows an adaptive design strategy. As illustrated in Figure 3.23, the Parkway Character (promoting green infrastructure and adaptive landscaping within the setback zones) balances traffic movement with green infrastructure and pedestrian-friendly features.
The design of Brittan Avenue plays a key role in strengthening regional traffic circulation while strengthening east-west bicycle and pedestrian connectivity, serving as a critical link in the transportation network. The characteristics of Laurel Street segments in Mid-Laurel and SoLA are detailed below:
900 BLOCK
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FIGURE 3.23 - MID-LAUREL AND SOLA (SOUTH OF LAUREL) ILLUSTRATIVE PLAN LAUREL ST.
1000 BLOCK 1100 BLOCK
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The Parkway Character on this segment of
Laurel Street is translated into green spaces
and green canopy cover, as illustrated in
Figure 3.24. This street also highlights the
ecological values of the neighborhood,
such as the Pulgas Creek tributary running
diagonally between Arroyo Avenue and
Morse Boulevard at the 900 block of Laurel
Street. Green infrastructure is proposed
along the sidewalk together with other
public amenities such as benches, shades,
and trash cans, providing a comfortable
walking environment.
Permanent design elements:
FIGURE 3.24 - SOUTH OF ARROYO STREET AXONOMETRIC
(SECTION CUT AT 900 BLOCK OF LAUREL)
LAUREL STREET, SOUTH OF ARROYO
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◆ Entry plazas with seating at the Morse Boulevard intersection and the Brittan Avenue intersection are planted with accent trees (Golden Raintree or Crape Myrtle) and other street trees to provide shade and visual interest.
◆ A formalized planting strip in the sidewalk along the curb with context-appropriate trees (more visual screening and high water retention capacity) to enhance visual coherence.
◆ Ecological art crossing with floral motifs and special plaza paving at the 900 block of Laurel Street recognizing Pulgas Creek running underground. Raingarden and bio-swales for stormwater retention occur at the same crossing point. Sinuous benches are provided along the edge of the raingarden for resting and social activities.
◆ Street parking is located on either side of the street with some preserved to maintain the parking capacity.
Temporary design elements:
◆ Outdoor dining strips up to 8 feet wide are located along commercial/restaurant frontages. The landscape setback
characteristic of this south-of-Arroyo neighborhood can add to the Parkway Character by utilizing setbacks for additional planting or frontage patios for businesses.
BRITTAN AVENUE (PROVISIONAL)
The design of Brittan Avenue, as illustrated in Figure 3.25, reflects the objectives of the Bicycle and Pedestrian Master Plan, positioning the Avenue as an important bicycle corridor connecting to the east side and to Old County Road, as well as its role as a regional connector that links San Carlos to the US-101 Highway and the broader Bay Area. The design emphasizes a balanced approach, accommodating both vehicular and bicycle traffic, and enhancing connectivity with the East Side Innovation District. The proposed design described below and illustrated in the cross section is provisional, pending a more detailed study. The ultimate solution should consider the feasibility of moving the westbound merge east of Old County Road and accommodating safe bicycle functions and turning movements between Brittan, El Camino Real and Old County Road.
◆ Dimensions: The total right-of-way is 56 feet, with a curbto-curb width of 34 feet, offering ample space for multimodal transportation needs.
◆ Travel Lanes: One 11-foot-wide travel lane in each direction, along with 10-foot-wide center turn lane to facilitate efficient traffic flow and accommodate left turns, reducing congestion. ◆ Sidewalks: 6-foot-wide sidewalk on both sides of the Avenue, providing safe and accessible pathways for pedestrians. ◆ Bike Lanes: The design includes a dedicated 6-foot-wide Class II bike lane in each direction.
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FIGURE 3.25 - PROPOSED STREET SECTION – BRITTAN AVENUE
(LOOKING EAST)
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3.5 THE ALLEYS
The alleys in the downtown core serve a dual purpose: they provide access to surface parking and enhance pedestrian, bicycle and vehicular connectivity. These alleys also play a crucial role in facilitating service access for local businesses. This section outlines key strategies for revitalizing the functionality of alleys, while also proposing design interventions aimed at improving user experience, such as enhancing lighting, incorporating landscaping, and integrating art elements to create more inviting and multi-functional spaces. 700 BLOCK (WEST) AS A MODEL
The 700 Block (West) alley serves as a model for successful alley configuration and provides 108 publicly accessible surface parking spaces. Accessible from Cherry and Olive Streets, this alley significantly enhances traffic connectivity in the area. Key strategies implemented, such as improved striping and marking of the alley, secondary business entrances, service and delivery access, and the strategic placement of trash enclosures, could be effectively replicated in the alleys on the east side of Laurel Street to optimize functionality and accessibility.
RE-ORGANIZED ALLEYS
The goal of the alley re-organization plan is to optimize existing parking resources and circulation as shown in Figure 3.4. The key strategies for reconfiguring these alleys include:
◆ Re-organization of Parking: The parking layout will be redesigned to balance both private and public spaces,
streamlining surface parking and facilitating smoother vehicular access to adjacent businesses. This will ensure that parking availability is optimized without compromising traffic flow. ◆ Screened Dumpsters & Equipment: To improve the aesthetic quality and functionality of the alleys, dumpsters and other service-related equipment will be consolidated into screened enclosures. This not only creates a cleaner environment but also enhances the organization of these essential service areas. ◆ Secondary Business Entrances: Enhancements to secondary entrances for businesses, particularly for restaurants, will improve accessibility for both patrons and service deliveries. Special attention will be given to ADA-compliant entrances, reflecting business owners’ feedback about the need for improved ADA parking, especially in the 700 block of Laurel Street’s east alley.
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3.6 MATERIALS PALETTE
Informed by community input and reflecting the desires of residents, this section delves into the material palette—including furnishings, lighting, pavement, and planting—that defines the distinct street characters outlined in earlier sections. Building on the street character typology, network recommendations, and public realm strategies discussed previously, this chapter focuses on how material choices contribute to a cohesive and culturally resonant streetscape.
The goal is to create a strong sense of community, honoring San Carlos’ cultural and natural heritage while celebrating its unique assets. Climate-resilient, California-native species are prioritized for the planting palette, ensuring that they thrive in high-traffic urban areas. Community feedback, particularly the enthusiasm for pollinatorfriendly plants, directly informs the selection of rain garden species.
Additionally, there is a strong preference for permeable materials and natural colors and textures, with an emphasis on durability and lowmaintenance design. Coherence in design language and a consistent color scheme are also key elements that the community values, shaping the overall aesthetic of the streetscape.
◆ Alley Activation through Placemaking: The alleys can be revitalized by incorporating placemaking elements that encourage pedestrian use and social interaction. This includes adding smallscale public art, decorative lighting, and greenery. These features will transform the alleys from purely utilitarian spaces into inviting pedestrian-friendly environments that contribute to the overall vibrancy of the downtown area.
◆ EV Charging Integrated Parking: To align with the project’s sustainability goals and accommodate increasing demand for electric vehicles, EV charging stations will be integrated into the re-organized parking layout. This will provide convenient charging access for EV users while maintaining the overall parking capacity.
By implementing these strategies, the alleys on the east side of Laurel Street will improve downtown circulation, maintain parking efficiency, and enhance the experience for both pedestrians and vehicles. 106106 San Carlos Downtown Streetscape Master Plan
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EL CAMINO REAL
GRAND BOULEVARD CHARACTER
El Camino Real will feature materials that reflect the scale and prominence of this important arterial as it defines the eastern edge of the downtown area. It is characterized by warm tone furnishing and paving, in the darker range of this color palette. Larger metal and natural stone components will be incorporated to convey a sense of civic formality and grandeur. Sample swatches and application examples are provided in Figure 3.26.
Summary of the key elements in terms of furnishing
and planting:
◆ Lighting Fixtures: Two-headed lighting fixtures in contemporary style will be implemented along medians and sidewalks of El Camino Real to enhance visibility, and aesthetic coherence of the existing streetscape. They will accommodate community banners for easy installation.
◆ General Street Trees: Quercus Virginiana ‘Sky Climber’ will provide an attractive upright form for the streetscape of El Camino Real. In its maturity, this species further ensures a stronger structural resilience to storm events.
◆ Median Planting: Platanus Racemosa ‘Roberts’ will provide great height and canopy appropriate to the Grand Boulevard Character. Additional benefits range from reduced maintenance costs to pruning frequency, low water use, and better rain interception during winter months.
◆ Entry Nodes Planting: Trees like Koelreuteria and the California-native Muskogee Crape Myrtle provide vibrant accent color and visual interests, marking the entry nodes to the Downtown Core. For Koelreuteria, subspecies “paniculata” has its bloom in yellow, while “elegans” has its flower in pink. ◆ Raingarden/Bioretention planting: Carex Pansa, Achillea millefolium ‘Island Pink’, Iris Douglasiana, and Sesleria Autumnalis are recommended for bioretention benefits and as pollinator garden species.
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FIGURE 3.26 - MATERIAL & FURNISHING STRATEGY
FOR GRAND BOULEVARD (EL CAMINO REAL) AND CIVIC
CHARACTER (SAN CARLOS AVE, CHERRY STREET)
Pedestrian
Walkway
Material
Planting Strip Material
(Between the pedestrian
walkway & the edge of the
sidewalk curb)
Streetscape Furnishing Material
(Benches, sculptural elements, signage, trash
can, street lights, etc.)
Pole Light
CIP Smooth
Concrete
Permeable
Concrete Paver
Tactile
Concrete Paver Natural Wood
Natural Stone
(Larger Blocks)
Metal with
Powdercoat Finish
Gateway Monument
Application Examples:
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Sky Climber Southern Live Oak
Quercus Virginiana ‘Sky Climber’
Along El Camino Real streetscape,
for large scale and form
Sand Dune Sedge
Carex Pansa
Inside raingardens, grove understory
California Sycamore
Platanus racemosa ‘Roberts’
Along El Camino Real Median, for
scale and form
Island Pink Yarrow
Achilea millefolium ‘Island Pink’
Grove understory
Goldenrain Tree
Koelreuteria paniculata
At median + entry plaza, for accent
colors
Douglas Iris
Iris Douglasiana
Inside raingardens
Muskogee Crape Myrtle
Lagerstroemia indica x fauriei ‘Muskogee’
At median + entry plaza, for accent
colors
Autumn Moor Grass
Sesleria Autumnalis
Inside raingardens, grove understory
FIGURE 3.27 - PLANTING STRATEGY FOR GRAND
BOULEVARD CHARACTER (EL CAMINO REAL)
Raingarden Plants: Pollinator Garden Plants: California Native Plants:
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SAN CARLOS AVENUE
& CHERRY STREET
CIVIC CHARACTER
San Carlos Avenue and Cherry Street both serve as gateways to the downtown and as primary connector streets to the Civic Center. They share the same material palette with the Grand Boulevard Character, which is characterized by warm tones and a darker color palette (see figure 3.26). Larger metal and natural stone components will be incorporated to convey a sense of civic formality and grandeur.
Summary of the key elements in terms of furnishing
and planting:
◆ Lighting Fixtures: Two headed lighting fixtures in contemporary style will be implemented along medians and sidewalks to enhance visibility, aesthetic coherence with the rest of the streetscape design. They will also accommodate community banners for easy installation.
◆ General Street Trees: Quercus suber is suitable as the unifying street tree species with its upright branching structure, unique bark texture and broad canopy for shades.
◆ Entry Plaza Planting: Koelreuteria and the California-native Muskogee Crape Myrtle provide nice accent color and visual interests to mark the entry points into the street.
◆ Raingarden/Bioretention planting: Carex Pansa, Achillea millefolium ‘Island Pink’, Iris Douglasiana, and Sesleria Autumnalis are recommended for bioretention benefits and as pollinator garden species.
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FIGURE 3.28 - PLANTING STRATEGY FOR CIVIC CHARACTER
(SAN CARLOS AVE AND CHERRY STREET)
Cork Oak
Quercus suber
Along streetscape, for shade and form.
Sand Dune Sedge
Carex Pansa
Inside raingardens, grove understory
Goldenrain Tree
Koelreuteria paniculata
At median + entry plaza, for accent
colors
Muskogee Crape Myrtle
Lagerstroemia indica x fauriei ‘Muskogee’
At median + entry plaza, for accent
colors
Autumn Moor Grass
Sesleria Autumnalis
Inside raingardens, grove understory
Raingarden Plants: Pollinator Garden Plants: California Native Plants:
Island Pink Yarrow
Achilea millefolium ‘Island Pink’
Grove understory
Douglas Iris
Iris Douglasiana
Inside raingardens
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600, 700 & 800 BLOCKS OF LAUREL STREET
+ HARRINGTON PARK & NEW PLAZA
PEDESTRIAN PROMENADE AND PLAZA
CHARACTER
The 600, 700, and 800 blocks of Laurel Street serve as the downtown’s social and business core and are distinguished by materials in warm tones and a lighter color palette, enhancing human scale and pedestrian-oriented experience of the public realm. The paving patterns incorporate greater variation to enrich the visual and tactile quality of the streetscape. Wooden elements are generously deployed into this character zone to create warm and inviting social atmosphere, highlighted by the custom benches and the pavilion structure at Harrington Park and the new plaza on the 600 Block of Laurel Street.
For more detailed sample swatches and application examples, see Figure 3.29.
Plaza Character (Harrington Park, “Centennial Plaza” and New Plaza) These spaces are the center of programmed activities. They will incorporate materials consistent with those used in the Laurel Street pedestrian promenade. Detailed sample swatches and application examples are provided in Figure 3.29.
Summary of the key elements:
◆ Lighting Fixtures: Types of lighting in this segment include smart light poles with Wi-Fi hotspot and charging outlets, Catenary lights above-ground and across some dining zones and plaza spaces, illuminated bollards, and strip lighting integrated with the site furnishing.
◆ General Street Trees: Platanus racemosa ‘Roberts’ provides an attractive visual presence with its pyramidal form and dense canopy during the hot season. As California-native species, they typically establish themselves at a fast rate and provide increased resilience over time.
◆ Entry Plaza Planting: Trees like Koelreuteria and the California-native Muskogee Crape Myrtle provide nice accent color and visual interests to mark the entry points into the street. ◆ Raingarden/Bioretention planting: Quercus gambelii is an excellent riparian tree for the raingarden area, complimented by its golden fall foliage and high tolerance during the heavy wet-dry cycles. Carex Pansa, Achillea millefolium ‘Island Pink’, Iris Douglasiana, and Sesleria Autumnalis are recommended for bioretention benefits and as pollinator garden species. 11212 San Carlos Downtown Streetscape Master Plan
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Natural Wood
Natural Stone
(Smaller Blocks)
FIGURE 3.29 - MATERIAL & FURNISHING STRATEGY FOR
PEDESTRIAN PROMENADE AND PLAZA CHARACTER (600, 700,
AND 800 BLOCKS OF LAUREL STREET AND NEW PLAZAS)
Central Pedestrian
Promenade, “Centennial
Plaza”, Planting Strip and
Sidewalk Material
Planting Strip Material
(Between the pedestrian
promenade and the sidewalk)
Stage and
Seating Material
Streetscape
Furnishing Material
(Benches, sculptural elements,
signage, trash can, street lights, etc.)
Mural Art Pop Up Stores Geometric Paving
Pattern
Stage Canopy Sculptural Seating
Play Equipment Street Pole Light
CIP Smooth
Concrete Stone Bricks
Permeable
Concrete Paver
Tactile
Concrete Paver
Colorful
Powdercoated
Metal
Plaza Application Examples: Promenade Application Examples:
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FIGURE 3.30 - PLANTING STRATEGY FOR PEDESTRIAN
PROMENADE AND PLAZA CHARACTERS (600, 700, AND
800 BLOCKS OF LAUREL STREET AND NEW PLAZAS)
Western Sycamore
Platanus racemosa ‘Roberts’
Along streetscape, for shade, large
scale and form
Sand Dune Sedge
Carex Pansa
Inside raingardens, grove understory
Gambel Oak
Quercus gambelii
Inside raingardens, for accent color
and shade
California Fuchsia
Epilobium Canum ‘Everett’s Choice’
Inside raingarden
Goldenrain Tree
Koelreuteria paniculata/ Koelreuteria
elegans
At median + entry plaza, for yellow/
pink accent colors
Douglas Iris
Iris Douglasiana
Inside raingardens
Muskogee Crape Myrtle
Lagerstroemia indica x fauriei ‘Muskogee’
At median + entry plaza, for pink
accent colors
Autumn Moor Grass
Sesleria Autumnalis
Inside raingardens, grove understory
Raingarden Plants: Pollinator Garden Plants: California Native Plants:
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MID-LAUREL AND SOLA
PARKWAY CHARACTER
Laurel Street along the Mid-Laurel and SoLa neighborhoods will transition into the Parkway Character, utilizing an earthy, lesssaturated color palette and more naturalistic materials such as drift wood to reflect the local ecological context. Detailed sample swatches and application examples are provided in Figure 3.31.
The Parkway Character focuses on diversifying the tree selections instead of having a unifying species for the entire linear planting strip.
Existing trees are kept integral as much as possible, with addition of new trees where shade is lacking, or where additional planting spaces are present such as in the bulb-outs and landscape setback zones. Trees with denser canopies and unique branching structures are preferred here, better adapting to the varying landscape set back nature of the street segment while providing visual screening for the residential and mixed-use buildings.
Summary of the key elements:
◆ Lighting Fixtures: Types of lighting implemented in this segment include single-headed light poles and tree lighting to provide softer illumination, and reduced glare. Dual-headed fixtures can be selectively installed at key intersections or neighborhood entry points for enhanced visibility.
◆ General Street Trees: A mix of native oak species is proposed such as Quercus suber, Quercus tomentella, and Quercus
engelmannii to create a diverse urban forest feel. Platanus racemose “Roberts’, Aesculus California, and Lyonothamnus floribundus ssp. aspleniifolius are proposed for landscape frontage areas.
◆ Raingarden/ Bioretention planting: Similar raingarden understory plants as specified in section 3.6.3 are deployed for resilience and habitat benefit.
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FIGURE 3.31 - MATERIAL & FURNISHING STRATEGY
FOR PARKWAY CHARACTER (LAUREL STREET,
SOUTH OF ARROYO AVENUE )
Natural Wood
Natural Stone
(Smaller Blocks)
Central
Pedestrian
Walkway
Material
Planting Strip Material
(Between the pedestrian walkway &
the edge of the sidewalk curb)
Streetscape
Furnishing Material
(Benches, sculptural elements,
signage, trash can, street lights, etc.)
CIP Smooth
Concrete
Permeable
Concrete Paver
Tactile
Concrete Paver
Metal with
Powdercoat
Finish
Wood Seating Creek Crossing Tree Lighting Street Pole Light Application Examples:
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FIGURE 3.32 - PLANTING STRATEGY FOR PARKWAY
CHARACTER (LAUREL STREET, SOUTH OF ARROYO AVENUE)
Mix of Native Oak Species
Quercus suber, Quercus tomentella, Quercus engelmannii
Along streetscape, for shade and form.
Sand Dune Sedge
Carex Pansa
Inside raingardens, grove understory
California Fuchsia
Epilobium Canum ‘Everett’s Choice’
Inside raingarden
California Sycamore
Platanus racemosa ‘Roberts’
At creek crossing, for scale and form.
California Buckeye
Aesculus Californica
Landscape frontage, for unique form
and texture.
Autumn Moor Grass
Sesleria Autumnalis
Inside raingardens, grove understory
Catalina Ironwood
Lyonothamnus floribundus ssp.
aspleniifolius
Landscape frontage, for unique form
and texture.
Raingarden Plants: Pollinator Garden Plants: California Native Plants:
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3.7 PUBLIC ART
Public art in the downtown streetscape
enhances the visual appeal and identity
of the area, creating a more inviting and
vibrant atmosphere. It fosters community
engagement by offering spaces for cultural
expression and interaction, making the
downtown experience more meaningful.
Additionally, public art can promote local
culture and history, contributing to a sense of
place and pride among residents and visitors.
According to community feedback, the
top three ways that the community wants
to experience art throughout downtown
San Carlos are through gathering spaces
(88%), murals (70%), and public streetscape
elements (61%). These findings highlight the
community’s desire for more engaging and
interactive public spaces that integrate art
into the fabric of downtown.
FIGURE 3.33 - ONLINE STREET CHARACTER SURVEY
RESULT – PUBLIC ART
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Recommendations to integrate public art in
the downtown core streetscape:
◆ More Platforms for Local Artists: The
city should provide more opportunities
for local artists and designers to exhibit
their work in seasonal art installations
throughout downtown. These flexible
exhibitions will enhance the cultural
vibrancy of the area while showcasing
local talent.
◆ Large Sculptures and Monuments:
The city should install larger sculptures
and monuments at key gateways and
intersections, such as the area across
from the San Carlos Caltrain Station
at El Camino Real and San Carlos
Avenue, as well as near “Centennial
Plaza” spaces. These installations can
serve as significant landmarks and
enhance the aesthetic appeal of these
vital pedestrian-oriented areas.
◆ Incorporating Cultural Elements: The
incorporation of cultural motifs, including
references to the city’s sister-city
concept, in public murals and surface
designs can help create a welcoming
and globally-minded atmosphere in
downtown. These artistic interventions
could be featured on walls, crosswalks,
entry plazas and other urban surfaces,
contributing to a more immersive and
meaningful streetscape experience.
Recommended locations for public art
installation:
◆ Street Intersections: Intersection at El
Camino Real and the Caltrain Station, at
San Carlos Avenue and Laurel Street,
and at the mid-block crossing in the
900 block of Laurel Street are some of
the key nodes for installation of public
art such as sculptural gateway element,
surface paintings on walls or pedestrian
crossings.
◆ Plazas and Parks: Harrington Park
in the 700 block of Laurel Street, new
plaza at the 600 block of Laurel Street,
or Temporary Plaza near Bianchini’s
Market provide opportunities for
elevated public art experience with
murals, sculptures, and other painted
street furnishing with cultural and
ecological motifs.
◆ Along Sidewalks and Pedestrian
Strips: The entire 600, 700, and 800
blocks of Laurel Street can be closed
off from vehicular access on special
occasions to accommodate temporary
local artist exhibitions.
◆ Public Art Master Plan: Follow the City’s
Public Art Master Plan and consider
updates to reflect the City of San
Carlos’ unique identity, promote cultural
expression, and enhance the public realm
by integrating art into key civic spaces,
infrastructure, and community hubs.
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EL CAMINO REAL
SAN CARLOS
STATION
WALNUT ST.
SAN CARLOS AVE.CHERRY ST.OLIVE ST.
1100 BLOCK 1200 BLOCK
600 BLOCK 700 BLOCK
LAUREL ST.
The Public Realm Illustrative Plan
showcases how the proposed streetscape
and public space design elements, outlined
in the previous sections, come together to
create a cohesive and integrated downtown.
New Plaza at 600 Block Centennial Plaza at 700 Block
800
S
a
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FIGURE 3.34 - SAN CARLOS PROJECT AREA PUBLIC REALM
0 100 200 300 ft
0 BLOCK
Special Pavers
at 800 Block
Ecological Art
Crossing
900 BLOCK 1000 BLOCK 1100 BLOCK
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3.8 GREEN INFRASTRUCTURE
Green infrastructure will be incorporated throughout all street segments within the Project Area to mitigate the impacts of extreme weather events and provide key environmental benefits such as passive-cooling, carbon sequestration, and rainwater interception. The overarching goal is to foster a climate-forward, sustainable future that supports all living creatures co-existing in the urban system.
The downtown core area, along the 600, 700, and 800 blocks of Laurel Street, follows the “Urban Garden Concept” featuring groves with flowering trees and raingardens. Those raingardens will both function as a passive recreation space for humans and a resilience apparatus for stormwater management. Tree grates are 5x5 feet and interconnected underground with expanded soil trenches to ensure better rainwater percolation and root growth.
The planting strips along El Camino Real will feature the same street planting pattern and strategies. Species such as Platanus Racemosa ‘Roberts’ are recommended as general street trees with their structural resilience against storms and great rainwater interception capacity during the winter months.
Laurel Street in the SoLa neighborhood (the 900 block of Laurel Street and beyond) will feature raingardens with more adaptive planting palette and forms to respond to the existing landscape setbacks. Instead of separated planting cells, a continuous green strip will be applied along the street
3.9 PARKING
To effectively evaluate the potential impacts of proposed streetscape changes, a comprehensive inventory and occupancy survey of all public and private on- and off-street parking spaces in the downtown area was completed. This assessment was carried out during midday, early evening, and late-night hours to gauge parking demand at various times of the day, including a special survey on Thursday, Saturday, and a Sunday during the Farmer’s Market.
◆ Parking Inventory: Over 3,100 on- and off-street parking spaces, private and public, were inventoried throughout the downtown area roughly bounded by El Camino Real, Holly Street, Elm Street, and Brittan Street.
◆ Occupancy Levels: High parking occupancy levels were noted in certain areas, such as the 600 and 800 blocks of Laurel Street and the public off-street lots on the 700 block of Laurel Street.
Conversely, areas like Walnut and Elm Streets, the SamTrans garage, Wheeler garage, and Caltrain lot exhibited sparse occupancy. On Thursday between 12-1 p.m., roughly 60% of all spaces were occupied, marking this as the peak parking period for the downtown as a whole.
◆ Impact of Streetscape Changes: The proposed streetscape changes will necessitate the removal of 47 on-street parking spaces on San Carlos Avenue and Laurel Street. With a current total of 1,150 on-street spaces downtown, this removal represents a 4% reduction in available parking.
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◆ Available Parking During Peak Hour (Thursday, 12-1
p.m.): An analysis of peak parking demand reveals 73 empty parking spaces within one block of Laurel Street at peak hours, suggesting that sufficient parking is available for motorists, even with the removal of 47 spaces. Additionally, at least 144 empty public spaces were found in the Wheeler garage, along with another 29 spaces within the immediate Downtown core.
◆ Sufficiency of On-Street Parking: Generally, the on-street parking supply appears adequate to meet anticipated demand.
However, the accompanying Downtown Specific Plan will require the incorporation of parking management strategies to optimize parking use, enhance turnover, and improve availability for various users, including employees, residents, and patrons.
◆ Proposed Parking Management Strategies: Drawing on best practices from other communities, the parking management plan will explore a range of strategies, including regulation and pricing, shared parking opportunities, new parking sites, permitting and enforcement, and parking and transportation demand
management for new developments.
◆ Alignment with City Policies: The selection and implementation of these strategies will align with existing City policies, including those outlined in the General Plan, Bicycle and Pedestrian Master Plan, and Climate Mitigation and Adaptation Plan. The City is also working on updating its Transportation Demand Management requirements, along with reforms to off-street and on-street parking regulations; the strategies in the Downtown Specific Plan align with this current work.
◆ Rationale for Space Removal: To create more sidewalk space, facilitate outdoor dining, and establish safe (protected) bicycle lanes, the removal of 47 spaces from the immediate downtown core (specifically the 1100 and 1200 blocks of San Carlos Avenue, the 600 block of Laurel Street, and the 800 block of Laurel Street) is deemed necessary. At peak parking hours, 73 empty spaces exist within one block of Laurel Street, complemented by 144 spaces in the Wheeler parking garage and another 29 spaces within the downtown core. While limited parking is available on the 600 and 800 blocks of Laurel Street and in the lots behind the 700 block, effective management strategies will be developed to promote turnover and designate spaces for those with mobility impairments. Furthermore, the addition of designated pick-up and drop-off zones will not significantly impede the implementation of the proposed street designs.
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3.10 DOWNTOWN UTILITIES
NETWORK
In 2022, the City initiated an assessment of existing public and private utilities within the San Carlos Downtown Specific Project Area. The assessment produced a study summarizing the general conditions, characteristics and planning level identification of potential upgrades.
Existing public utilities within the Study Area include:
TABLE 3.2
POLICY + IMPLEMENTATION MEASURE MATRIX (STREETS + PUBLIC SPACES)
OWNER SERVICE BASIS OF UNDERSTANDING
City of San Carlos Sanitary Sewer and Storm Drains GIS and Master Plan Documents California Water Service Water Service Service Area Maps Pacific Gas and Electric Electrical and Natural Gas Service Area Maps Comcast Telecommunications Service Area Maps
AT&T Telecommunications Service Area Maps
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POTABLE WATER
California Water Service (CalWater) has requested the City provide early information on any anticipated increase in demand to assess their system’s capacity adequately. Upgrades to the system will be coordinated between CalWater and the City’s planned street improvements.
WASTEWATER
The report indicates that all sanitary sewer pipelines should be increased to a minimum diameter of 8 inches, with additional upsizing needed for some lines to support future demands. The figure below is based on the City’s GIS data, showing that 6- and 8-inch diameter VCP pipelines on Laurel Street generally drain either northwest or southeast toward collector sewers located on cross streets or alleys.
A 2012 wastewater study identified groundwater and stormwater intrusion into the sanitary sewer system. As such, the Downtown Specific Plan should assess the sewer system’s capacity to support additional growth, especially under wet weather conditions. Notably, the 2012 study did not cover all lines within the Project Area; those evaluated are represented by dark blue lines in the Figure 3.35, while light blue lines indicate pipelines generally less than 12 inches in diameter.
The 2012 report also suggests upgrades to the collection system along Arroyo and Brittan Avenues within the Project Area. Given current conditions, the existing 6- and 8-inch pipelines could be upsized to 8- and 10-inch pipes respectively, utilizing pipe-bursting techniques along the existing alignment.
Additionally, the City’s video inspections of the wastewater pipelines and manholes was conducted in 2013, and do not reflect the current condition of the infrastructure. Conducting a thorough assessment in line with National Association of Sewer Service Companies (NASSCO) standards is recommended.
FIGURE 3.35 - 2012 WASTEWATER ANALYSIS
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FIGURE 3.36 - EXISTING CITY SANITARY SEWER SYSTEM ALONG LAUREL STREET 126126 San Carlos Downtown Streetscape Master Plan
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STORMWATER
The report identifies that a portion of the Project
Area, particularly near Pulgas Creek, falls within
the FEMA-designated flood zones AO and AE,
indicating flood risk. Key insights include:
◆ Existing storm drainpipes within the area vary
in diameter from 12 to 18 inches, with some
locally reaching 24 to 27 inches. Generally,
an 18-inch diameter pipe is considered the
minimum size required to manage low flow
conditions. Despite this, small rain events
or incidental water releases, such as utility
breaks or hydrant flushes, are likely to exceed
the capacity of these systems.
◆ It remains unclear why 18-inch diameter
pipelines are inadequate for conveying low
flows, as noted in the report. Additionally, the
Study Area is mostly flat and at low ground
elevation relative to the Bay and is subject to
tidal influences and sedimentation. This results
in capacity limitations in the stormwater
conveyance system due to the tidal influence.
However, the City of San Carlos completed
a Storm Drain System Master Plan in 2017,
which outlines recommended upgrades to
several pipelines within the Project Area,
depicted in the Figure 3.37.
FIGURE 3.37 - 2017 STORM DRAIN MASTER PLAN PIPELINE UPGRADES
WITH STUDY AREA
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ELECTRICAL
This Plan calls for developing electrical infrastructure to support street lighting, convenience outlets, and EV charging stations. All street lighting will adhere to the Illuminating Engineering Society’s guidelines for roadway lighting, ensuring uniform and consistent illumination standards. The lighting will utilize LED technology with a color temperature below 3,000 K and will be designed to minimize light pollution, adhering to dark sky guidelines.
Level 2 Electric Vehicle (EV) chargers will be installed within the public right-of-way, generally operating on a 240-volt AC circuit at 40 amps and strategically placed throughout the streetscape, consideration should be given to the utilization of smart poles to limit above grade infrastructure. The City will collaborate with a charging station operator to manage and provide charging services.
The project will also install convenience outlets in plaza areas to support electrical needs for audio and video applications. Additionally, 240-volt outlets rated at 30 amps will be provided to support food vendors in designated locations.
The City will coordinate with Pacific Gas and Electric to install the main electrical services at various points within the project area, supplying feeder circuits for these electrical needs.
TELECOMMUNICATIONS
The project will provide internet access throughout the downtown area via wireless connections. This will be achieved by installing wireless repeaters on streetlights, ensuring consistent coverage with connection speeds of at least 100 Mbps.
Each repeater will connect to a single-mode fiber optic network linked to City Hall, supporting an Ethernet network operating at 10 Gbps.
This fiber optic network will be connected to the City’s main internet provider at City Hall through a dedicated, physically separate network connection.
COORDINATION WITH PUBLIC UTILITIES
The Downtown Specific Plan includes coordinating with public utilities serving the Study Area to determine capacity deficiencies in anticipation of additional development. As of the writing of this Streetscape Master Plan, no models have been created for the area, therefore a qualitative assessment will be conducted in collaboration with utility providers to gain a comprehensive understanding of their needs. This information will facilitate the development of recommendations for pipeline and system upgrades, along with associated costs.
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FIGURE 3.38 - ASSESSMENT OF EXISTING CONDITIONS WITHIN
STREETSCAPE AND SPECIFIC PLAN STUDY AREA
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3.11 RIGHT-OF-WAY AND
SURVEY CONSIDERATIONS:
Book B of Maps, recorded in 1888, established the property lines within the downtown core of the Study Area. The subdivision of blocks illustrated in Book 8 of Maps, pages 25 and 26, recorded on October 7, 1912, serves as the basis for property descriptions for many parcels. Final Map 2016-01, shown in Book 140, Page 93, addresses the right-of-way along San Carlos Avenue and the 600 block of Laurel Street, while another map clarifies a portion of the right-of-way on Laurel Street’s 700 block. These maps indicate that Laurel Street has a right-of-way width of 60 feet, as illustrated in the following figures.
It appears that some alleys and parking areas east of Laurel Street were recorded on the 1912 map. After reviewing property deeds, it seems these areas were expanded through dedications to the City of San Carlos during development. Limited recorded documents, such as survey records or parcel maps, were found within the Study Area, indicating that establishing the right-of-way necessitated the resolution and filing of Records of Survey with San Mateo County.
Numerous underground systems may require upgrades in conjunction with surface improvements. Understanding these needs, along with phasing and costs, is essential to ensure that streetscape enhancements are appropriately budgeted and can be implemented swiftly. Therefore, the following tasks are recommended for areas identified to receive streetscape improvements, as depicted in the sketch below.
◆ Coordinate with CalWater to determine which pressure zone will be appropriate for any future development within the Study area. ◆ CalWater has requested early notification and coordination as developments and street improvements projects are identified to determine system improvements required.
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FIGURE 3.39 - A PORTION OF THE SEPTEMBER 4, 1888,
BOOK B OF MAPS AT PAGE 19 ILLUSTRATING ORIGINAL
PROPERTY LINES ALONG LAUREL STREET
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FIGURE 3.40 - A PORTION OF 1912
PARCEL MAP THAT SUBDIVIDED
PARCELS AND IS THE BASIS FOR
MANY PROPERTIES WITHIN THE
STUDY AREA.
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FIGURE 3.41 - EXCERPTS FROM
FINAL MAP 2016-01 BOOK 140 PAGE
93 THAT ILLUSTRATE THE RIGHT
OF WAY ALONG THE 600 BLOCK OF
LAUREL STREET AND SAN CARLOS
AVENUE.
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ASSESSMENT OF EXISTING CONDITIONS
WITHIN PROJECT AREA
As a part of this assessment, the following documentation was developed to assess the existing infrastructure:
◆ Topographic Data Acquisition: Topographic data was acquired using area photogrammetry techniques based on NAVD88 and NAD83. An orthorectified photograph was obtained within the specified boundary, and detailed topography was created to illustrate the locations of buildings, sidewalks, streets, and tree canopies. This data was supplemented with field surveying to collect the building faces at key locations, as canopies may obscure their locations. If future projects progress, the collected data can be extended.
◆ Right-of-Way Confirmation: The right-of-way for the 600 and 700 blocks of Laurel Street was confirmed per the recorded final maps, and the right-of-way along the 800 block of Laurel Street will be resolved. A Record of Survey was filed with San Mateo County for this resolution.
◆ Utility Systems Mapping: As-built records of all utility systems were acquired, and their locations were plotted on the topographic map. The locations of utility infrastructure were confirmed through Underground Service Alert markings, as well as the locations of surface appurtenances within the detailed study area.
◆ Infrastructure Measurement: The rim and invert of storm drain and sanitary sewer infrastructure within the detailed study area was measured.
To complete the assessment existing infrastructure the following should be completed:
◆ Video Inspection: A video inspection of wastewater and storm drain pipelines, manholes, and inlets will be completed within the entire Project Area to document current conditions.
Once the location and phasing of the streetscape are formally defined, the City could initiate the collection of design-level topographic data for surface elevations and site features. Depending on the final surface of the street, a high-definition scan of the corridor may be recommended. Finally, identifying utilities within the project area through ground-penetrating radar and potholing is advisable. 134134 San Carlos Downtown Streetscape Master Plan
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FIGURE 3.42 - EXCERPT FROM THE 777 WALNUT CREEK
CONDOMINIUMS FINAL MAP SHOWN IN BOOK 140 PAGE
61 OF MAPS ILLUSTRATING PARTIAL RESOLUTION OF THE
700 BLOCK LAUREL STREET’S RIGHT OF WAY.
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3.12 WAYFINDING
The wayfinding strategy for the Downtown San Carlos Streetscape Master Plan builds upon the city’s existing wayfinding project’s objective to help drivers, bicyclists and pedestrians get around our city in the most efficient way possible. The signage system is proposed to help direct people to downtown, public parking, the Caltrain station and other important locations in San Carlos.
The wayfinding signage are categorized as:
◆ Gateway Wayfinding
◆ Placemaking Wayfinding
◆ Pedestrian Directional Wayfinding
◆ Bicycle Directional Wayfinding
◆ Vehicular Directional Wayfinding
◆ Kiosk Directory Signs/Digital Maps
GATEWAY WAYFINDING:
Gateway wayfinding for Downtown San Carlos is essential for creating a welcoming entry point that enhances visitor orientation, reinforces local identity, and creates a sense of arrival as people enter the heart of the city. Aligning with the gateway wayfinding project, the Streetscape Master Plan considers the gateway wayfinding typology in Figure 3.43 Gateway treatments could be introduced at the following major gateways to enhance the sense of arrival.
◆ In the sidewalk zone at the intersection of El Camino Real and San Carlos Avenue, a major access point to the downtown. ◆ In the sidewalk zone at the intersection of El Camino Real and Arroyo Avenue, a bicycle and pedestrian connector between the East-side Innovation District and the Downtown Core.
◆ In the sidewalk zone at the intersection of El Camino Real and Brittan Avenue, which serves as a critical connector for regional traffic and east-west bike and pedestrian pathways.
The proposed strategy for the intersection of El Camino Real and San Carlos Avenue is illustrated in Figure 3.44. A vertical monument could be introduced on the either side of the San Carlos Avenue to mark the sense of arrival into the downtown Can Carlos and beyond.
The inclusion of murals, sculptures, or thematic art at these intersections will heighten the aesthetic appeal while enhancing the functional aspect of wayfinding.
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FIGURE 3.43 - GATEWAY WAYFINDING TYPOLOGY (Source: City of San Carlos Wayfinding Plan) AND INTERACTIVE DIGITAL MAP FIGURE 3.44 - GATEWAY STRATEGY FOR THE INTERSECTION OF EL CAMINO REAL AND SAN CARLOS AVENUE, A MAJOR
ACCESS POINT TO THE DOWNTOWN
PROJECT CLIENT
2979_City Wayfinding City of
PROJECT CLIE
2979_City Wayfinding City
SAN CARLOS
S
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A
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A
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RLO
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RLO
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SAN CARLOS
V40
Gateway
Tall Median
V43
Gateway
Horizontal
V45
Gatew
Monu
PROJECT CLIENT
2979_City Wayfinding City of San
PROJECT CLIENT
2979_City Wayfinding City of
SAN CARLOS
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V40
Gateway
Tall Median
V43
Gateway
Horizontal
V45
Gatewa
Monum
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PLACEMAKING
WAYFINDING:
Standardized Signage for placemaking will be
strategically placed throughout the downtown
core to guide both pedestrians and drivers
efficiently. These signs will maintain a
cohesive visual language to create sense of
belonging in the downtown core.
Placemaking signs, in the form of a street
light pole banner are recommended at
strategic locations on San Carlos Avenue,
Laurel Street, Arroyo Avenue, Brittan
Avenue and community destinations in the
Project Area as illustrated in the Figure
3.45. HOLLY ST
OLD COUNT
BRITTAN AVE
COMMERC
LAUREL ST
CHERRY ST
ELM ST
SAN CARLOS AVE
SAN CARLOS AVE
CEDAR ST
ALAMEDA DE LAS PULGAS
10 EL CAMINO REAL
EL CAMINO REAL
Museu
Train
Station
Library
Burton Park
City Hall Park
Harrington
Park
Laureola
Park
Community
Center
DOWNTOWN
City Hall
P Entrance
(opening 2018) Arguello Park
Cedar Park
k
Hillcrest
Circle Park
P40-S-067
P40-S-092
P40-S-094
P40-S-099
P40-S-093
P40-S-095
P40-S-098
P40-S-100
P40-S-072
P40-S-076
P4
P40-S-073
P40-
FIGURE 3.45 - PLACEMAKING WAYFINDING STRATEGY FOR THE PROJECT AREA (Source: City of San Carlos Wayfinding Plan)
E SHEET #
Wayfinding
1.0 BACK
V10
CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City of San Carlos Jan 1, 2017 1.0
PARKING DIRECTIONAL
V25
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0
LIST DIRECTIONAL
P30
Downtown .1 mi 2 min
Bay Trail 1.1 mi 6 min
D OW NT OW N
10 min walk10 min walk
SAN CARLOS
PEDESTRIAN DIRECTIONAL
P10
PLACEMAKING SIGN
P40
MAP KIOSK
P20
D OW N T O W N
City Hall
Library
Community
Center
Harrington
Park
D O W N T O W N
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0
ELEVATION
SCALE: 1/2”=1’-0”
10 min walk
P20
City Hall
Library
Community
Center
Harrington
Park
D O W N T O W N
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0 P
P A R K I N G
P U B LI C
PARKING DIRECTIONAL
V25
RKING IDENTIFICATION
V30
SAN CARLOS
SAN CARLOS
SAN CARLOS
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RLO
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N CA
RLO
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SAN CARLOS
V30
Parking
Identification
V45
Gateway
V47
Gateway
P10
Pedestrian
Directional
P40
Placemaking
Sign
P30
Bicycle
Directional
Downtown .1 mi 2 min
Bay Trail 1.1 mi 6 min
D OW NT OW N
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January 26, 2026 Packet Pg. 794
PEDESTRIAN DIRECTIONAL
WAYFINDING
Pedestrian directional wayfinding
provides clear guidance for navigating key
destinations, improving accessibility and
enhancing the downtown experience from
the pedestrian point-of-view. Strategically
placed at key intersections including the
intersection of San Carlos Avenue and
Laurel Street, at the Caltrain station and
along Laurel Street, it ensures seamless
movement and easy access to major civic
and recreational sites as illustrated in Figure
3.46. FIGURE 3.46 - PEDESTRIAN DIRECTIONAL WAYFINDING STRATEGY FOR THE PROJECT AREA (Source: City of San Carlos Wayfinding Plan)
PROJECT CLIENT DATE SHEET TITLE
2979_City Wayfinding City of San Carlos Sept 10, 2021
HOLLY
O
BRITTAN AV
LAUREL ST
CHERRY ST
ELM ST
SAN CARLOS AVE
SAN CARLOS AVE
CED
ALAMEDA DE LAS PULGAS
EL CAMINO REAL
MINO REAL
Train
Station
Library
City Hall Park
Harrington
Park
Laureola
Park
Community
Center
DOWNTOWN
City Hall
P Entrance
(opening 2018) Arguello Park
Cedar Park
Hillcrest
Circle Park
P10-S-052
P10-S-053
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
Harrington
Park
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
P10-S-051
P10-S-004
P10-S-046
P10-S-063
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
Harrington
Park
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
Harrington
Park
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
Harrington
Park
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
Harrington
Park
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
Harrington
Park
DOWNTOWN
City Hall
Library
Adult
Community
Center
Train Station
DOWNTOWN
Harrington
Park
Train Station
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
City Hall
Library
Adult
Community
Center
DOWNTOWN
Downtown
City Hall
Library
Adult
Community
Center
DOWNTOWN
Harrington
Park
City Hall
Library
Train Station
DOWNTOWN
A B
Sign Locations
PEDESTRIAN
EDGEWOOD RD
EDGEWOOD RD
HOLLY ST
OLD COUNTRY RD STAFFORD ST
BRITTAN AVE BRITTAN AVE
INDUSTRIAL RD
COMMERCIAL ST
HOWARD AVE
LAUREL ST
CHERRY ST
ELM ST
SAN CARLOS AVE SAN CARLOS AVE
CEDAR ST
MELENDY DR BRITTAN AVE
ALAMEDA DE LAS PULGAS
ALAMEDA DE LAS PULGAS
101
280
EL CAMINO REAL EL CAMINO REAL
SOUTH
LAUREL
INDUSTRIAL
ARTS DISTRICT
Hiller Aviation MuseumAirport
Train
Station
Library
Burton Park
City Hall Park
Highlands Park
Crestview Park
Harrington Park
Laureola
Park
Community Center
DOWNTOWN
City Hall
P Entrance (opening 2018) Arguello Park
Eaton Park
Big Canyon
Park
Cedar Park
Chilton Park
San Carlos Ave
Neighborhood Park
Vista Park
North
Crestview Park
Hillcrest
Circle Park
Heather Dog
Exercise Area
P10-S-052
P10-S-053
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
P10-S-051
P10-S-004
P10-S-046
P10-S-063
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
City Hall Library Adult Community Center Harrington Park DOWNTOWNCity Hall Library Adult Community Center Train Station
DOWNTOWN
Harrington Park
Train Station
DOWNTOWN
City Hall Library Adult Community Center DOWNTOWNCity Hall Library Adult Community Center DOWNTOWNDowntown City Hall Library Adult Community Center DOWNTOWNHarrington Park City Hall Library Train Station
DOWNTOWN
A B
Key Plan NOT TO SCALE
N
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0
ELEVATION
SCALE: 1/2”=1’-0”
BICYCLIST DIRECTIONAL
P30
Downtown
.1 mi 2 min
Bay Trail
1.1 mi 6 min
DOWNTOWN
10 min walk10 min walk
SAN CARLOS
PEDESTRIAN DIRECTIONAL
P10
PLACEMAKING SIGN
P40
MAP KIOSK
P20
DOWNTOWN
City Hall
Library
Community
Center
Harrington
Park
DOWNTOWN
P10
Pedestrian
Directional
Proposed Streetscape and Public Space Design 139
9.k
January 26, 2026 Packet Pg. 795
BICYCLE DIRECTIONAL
WAYFINDING
Bicycle directional wayfinding helps cyclists
navigate city routes safely and efficiently,
directing them to key locations like
transit centers, bike parking, and popular
destinations. Placed along bike lanes,
intersections, and near transit hubs, these
signs enhance connectivity and encourage
a bike-friendly environment. As illustrated
in Figure 3.47, the wayfinding projects have
identified key locations to introduce the
bicycle wayfinding signage.
FIGURE 3.47 - BICYCLE DIRECTIONAL WAYFINDING STRATEGY FOR THE PROJECT AREA (Source: City of San Carlos Wayfinding Plan)
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0
ELEVATION
SCALE: 1/2”=1’-0”
BICYCLIST DIRECTIONAL
P30
Downtown
.1 mi 2 min
Bay Trail
1.1 mi 6 min
DOWNTOWN
10 min walk10 min walk
SAN CARLOS
PEDESTRIAN DIRECTIONAL
P10
PLACEMAKING SIGN
P40
MAP KIOSK
P20
DOWNTOWN
City Hall
Library
Community
Center
Harrington
Park
DOWNTOWN
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0
ELEVATION
SCALE: 1/2”=1’-0”
BICYCLIST DIRECTIONAL
P30
Downtown
.1 mi 2 min
Bay Trail
1.1 mi 6 min
DOWNTOWN
10 min walk10 min walk
SAN CARLOS
PEDESTRIAN DIRECTIONAL
P10
PLACEMAKING SIGN
P40
MAP KIOSK
P20
DOWNTOWN
City Hall
Library
Community
Center
Harrington
Park
DOWNTOWN
P10
Pedestrian
Directional
P40
Placemaking
Sign
P30
Bicycle
Directional
140140 San Carlos Downtown Streetscape Master Plan
9.k
January 26, 2026 Packet Pg. 796
VEHICULAR DIRECTIONAL
WAYFINDING
A vehicular directional wayfinding signage
plan consists of three main types of signage:
◆ Vehicular Directional Signage: These
signs guide drivers along roadways,
helping them navigate toward specific
destinations, such as points of interest
or major intersections.
◆ Parking Directional Signage: These
signs direct drivers to available parking
areas, indicating the location of parking
facilities and guiding them to these
spaces.
◆ Parking Identification Signage: These
signs indicate the specific locations of
parking facilities, often located to mark
entranceways to the parking facility.
Additionally, based on the community’s
feedback, the streetscape Master Plan
recommends locating Parking Placement
Signage. These signs indicate the specific
locations of parking spaces within a facility,
often designating spots for different user
types, such as handicapped, reserved, or
general parking. As illustrated in Figure 3.48,
these signage types enhance navigation and
improve the parking experience.
FIGURE 3.48 - VEHICULAR DIRECTIONAL WAYFINDING
STRATEGY FOR THE PROJECT AREA (Source: City of San Carlos Wayfinding Plan)
PROJECT CLIENT DATE SHEET TITLE
2979_City Wayfinding City of San Carlos Sept 10, 2021
HOLLY ST
OLD COUNTRY RD
BRITTAN AVE
BR
COMMERCIAL ST
LAUREL ST
CHERRY ST
ELM ST
SAN CARLOS AVE
SAN CARLOS AVE
CEDAR ST
ALAMEDA DE LAS PULGAS
101
EL CAMINO REAL
EL CAMINO REAL
Hiller
Aviation
Museum
Train
Station
Library
Burton Park
City Hall Park
Harrington
Park
Laureola
Park
Community
Center
DOWNTOWN
City Hall
P Entrance
(opening 2018) Arguello Park
Cedar Park
Chilton Park
San Carlos Ave
Neighborhood Park
Hillcrest
Circle Park
V15-S-001
V10-S-018
V15-S-015
V15-S-016
V15-S-040
V15-S-019 V10-S-020
V10-S-021
V15-S-041
V10-S-029
V10-S-030
V15-S-038
V15-S-042
V15-S-102
V15-S-105 V10-S-115
V10-S-117
V10-S-118
V10-S-116
V15-S-103
V15-S-119
V15-S-110
V10-S-104
V15-S-111
V15-S-112
V15-S-113
V15-S-039
V10-S-101
V15-S-043
V15-S-024
V10-S-017 V10-S-061
V15-S-002
V10-S-062
V15-S-025
Crestview
Park
Crestview
Park
Crestview
Park
Lau
Par
Downtown
Civic Center
Airport
Aviation
Museum
Cit
Lib
Ad
Co
Ce
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Do
Tra
Civ
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Downtown
Civic Center
Train Station
Dow
Train
Ceda
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park
Ce
Hi
Pa
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtow
Civic Ce
Train Sta
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Downtown
Civic Center
Train Station
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Dow
Train
Highlands Tra
Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
City Hall
Library
City Hall
Dog Par
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Ad
Co
Ce
Do
Tr
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Downtown
Civic Center
Train Station
Downtow
Train Stat
Cedar St P
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park
Cedar S
Highlan
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Downtown
Civic Center
Train Station
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
ghlands
ark
eather Dog
ercise
ea
owntown
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
hlands
rk
ather Dog
ercise
ea
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
s
Downtown
Big Canyon
Park
Crestview
Park
Eaton Park Eaton Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Downtown
Big Canyon
Park
Crestview
Park
Eaton Park Eaton Park
Park
rk
w
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
t
ark
o
Downtown
Big Canyon
Park
Crestview
Park
Eaton Park Eaton Park
n Park
Park
iew
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
est
Park
llo
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Hillcrest
Circle Park
Arguello
Park
Highlands
Park
Heather Dog
Exercise
Area
Downtown
Adult
Community
Center
Arguello
Park
Arguello
Park
San Carlos
Ave Park
Downtown
Big Canyon
Park
Crestview
Park
Arguello
Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest
Circle Park
Hillcrest
Circle Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Heather Dog
Exercise
Area
Highlands
Park
Heather Dog
Exercise
Area
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Chilton Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Vista Park
North
Crestview
Park
Hillcrest
Circle Park
Arguello
Park
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
V10 small
V15 large
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Crestview
Park
Crestview
Park
Crestview
Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Laureola
Park
Burton Park Burton Park
Downtown
Cedar St Park
Downtown
Cedar St Park
Highlands
Park
Downtown
Train Station
Highlands Train Station Park
Big Canyon
Park
Crestview
Park
Highlands
Park
Big Canyon
Park
Crestview
Park
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Downtown
Civic Center
Train Station
Downtown
Train Station
Cedar St Park
Laureola
Park
Downtown
Civic Center
Airport
Aviation
Museum
Burton Park Burton Park
Downtown
Laureola
Park
Downtown
Train Station
City Hall
Library
City Hall
Dog Park
City Hall
Library
City Hall
Dog Park
Downtown
Highlands
Park
Heather Dog
Exercise
Area
City Hall
Library
Adult
Community
Center
City Hall
Library
Adult
Community
Center
Downtown
Train Station
Civic Center
Burton Park
Downtown
Train Station
Downtown
Train Station
Civic Center
Downtown
Train Station
Civic Center
Downtown
Civic Center
Train Station
Adult
Community
Center
Downtown
Train Station
Downtown
Civic Center
Train Station
Sign Locations
VEHICULAR
EDGEWOOD RD
EDGEWOOD RD
HOLLY ST
OLD COUNTRY RD STAFFORD ST
BRITTAN AVE BRITTAN AVE
INDUSTRIAL RD
COMMERCIAL ST
HOWARD AVE
LAUREL ST
CHERRY ST
ELM ST
SAN CARLOS AVE SAN CARLOS AVE
CEDAR ST
MELENDY DR BRITTAN AVE
ALAMEDA DE LAS PULGAS
ALAMEDA DE LAS PULGAS
101
280
EL CAMINO REAL EL CAMINO REAL
SOUTH
LAUREL
INDUSTRIAL
ARTS DISTRICT
Hiller Aviation MuseumAirport
Train
Station
Library
Burton Park
City Hall Park
Highlands Park
Crestview Park
Harrington Park
Laureola
Park
Community Center
DOWNTOWN
City Hall
P Entrance (opening 2018) Arguello Park
Eaton Park
Big Canyon
Park
Cedar Park
Chilton Park
San Carlos Ave
Neighborhood Park
Vista Park
North
Crestview Park
Hillcrest
Circle Park
Heather Dog
Exercise Area
V15-S-001
V10-S-018
V15-S-015
V15-S-016
V15-S-040
V15-S-019 V10-S-020
V10-S-021
V15-S-022
V10-S-107
V10-S-108
V10-S-109
V10-S-120
V15-S-055
V10-S-056
V10-S-057
V15-S-027
V15-S-106
V15-S-028
V15-S-058
V15-S-059
V15-S-041
V10-S-029
V10-S-030
V15-S-023
V15-S-038
V15-S-042
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V15-S-105 V10-S-115
V10-S-117
V10-S-118
V10-S-116
V15-S-103
V15-S-119
V15-S-110
V10-S-104
V15-S-111
V15-S-112
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V15-S-114
V15-S-039
V10-S-101
V15-S-043
V15-S-024
V10-S-017 V10-S-061
V15-S-002
V10-S-062
V15-S-025
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park
Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park
Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park
Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park
Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park
Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park Highlands Park Hillcrest Circle Park Arguello ParkHighlands Park Heather Dog Exercise Area Downtown
Adult Community Center Arguello ParkArguello Park
San Carlos Ave Park
Downtown Big Canyon Park Crestview
Park
Arguello Park Eaton Park Eaton Park
Eaton Park
Eaton Park
Hillcrest Circle Park Hillcrest Circle Park
Big Canyon Park Crestview
Park
Highlands Park Heather Dog
Exercise Area
Highlands Park Heather Dog
Exercise Area
Chilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkChilton Park Vista Park North Crestview ParkVista Park North Crestview ParkVista Park North Crestview Park Vista Park North Crestview ParkHillcrest Circle Park Arguello Park V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
V10 small V15 large
Downtown Civic Center Train Station
Downtown
Train Station Cedar St Park
Crestview Park Crestview Park Crestview Park
Laureola Park Downtown Civic Center Airport Aviation Museum Laureola Park
Burton Park Burton Park Downtown
Cedar St Park Downtown Cedar St Park Highlands Park
Downtown
Train Station
Highlands Train Station Park Big Canyon Park Crestview
Park
Highlands Park Big Canyon Park Crestview
Park
Laureola Park Downtown
Train Station
City Hall Library City Hall Dog ParkCity Hall Library City Hall Dog ParkDowntown Highlands Park Heather Dog Exercise Area
City Hall Library Adult Community CenterCity Hall Library Adult Community CenterDowntown Train Station Civic Center
Burton Park Downtown
Train Station
Downtown
Train Station Civic Center
Downtown
Train Station Civic Center
Downtown Civic Center Train StationAdult Community Center Downtown Train Station
Downtown Civic Center Train Station
Key Plan NOT TO SCALE
N
PROJECT CLIENT DATE
2979_City Wayfinding City of San Carlos Sept
PROJECT CLIENT D
2979_City Wayfinding City of San Carlos O
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0
ELEVATION
SCALE: 1/2”=1’-0”
PRIMARY VEHICULAR DIRECTIONAL
V15
BACK
V15
BACK
V10
SECONDARY VEHICULAR DIRECTIONAL
V10
Burton Park
Downtown
Downtown
Civic Center
Train Station
PROJECT CLIENT DATE 1 SHEET TITLE
2 3
4 Vehicular WayCity Wayfinding City of San Carlos Jan 1, 2017
ELEVATION
SCALE: 1/2”=1’-0”
P
P A R K I N G
P U B LI C
PARKING DIRECTIONAL
V20
PARKING IDENTIFICATION
V30
PROJECT CLIENT DATE 1 SHEET TITLE SHEET #
2 3
4 Vehicular Wayfinding City Wayfinding City of San Carlos Jan 1, 2017 1.0 SCALE: 1/2”=1’-0”
P
P A R K I N G
P U B LI C
PARKING DIRECTIONAL
V25
PARKING DIRECTIONAL
V20
PARKING IDENTIFICATION
V30
PROJECT CLIENT DATE
City Wayfinding City of San Carlos Jan 1,
ELEVATION
SCALE: 1/2”=1’-0”
BICYCLIST DIRECTIONAL
P30
Downtown .1 mi 2 min
Bay Trail 1.1 mi 6 min
D OW NT OW N
11 S
PEDESTRIAN DIRECTIONAL
P10
M
City Hall
Library
Community
Center
Harrington
Park
D O W N T O W N
PROJECT
City Wayf
ELEVATION
SCALE: 1/2”=1’-0”
City Hall
Library
Community
Center
Harrington
Park
D O W N T O W N
PROJECT CLIENT DATE 1
2 3
4 City Wayfinding City of San Carlos Jan 1, 2017
ELEVATION
SCALE: 1/2”=1’-0”
P
P A R K I N G
P U B LI C
PARKING DIRECTIONAL
V20
PARKING IDENTIFICATION
V30
SAN CARLOS
SAN CARLOS SAN CARLOS SAN CARLOS
SANCARLOS
SAN CARLOS SAN CARLOS SAN CARLOS SAN CARLOS
SAN CARLOS SAN CARLOS SAN CARLOS
V15
Vehicular
Directional
Large
V10
Vehicular
Directional
Small
V20
Parking
Directional
V25
Parking
Directional
Tall
V30
Parking
Identification
V40
Gateway
Tall Median
V43
Gateway
Horizontal
V45
Gateway
Monument
P10
Pedestrian
Directional
Proposed Streetscape and Public Space Design 141
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04 TOWARDS
IMPLEMENTATION
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144 San Carlos Downtown Streetscape Master Plan
4.1 PHASING STRATEGY
The phasing plan to implement improvements contained in the Downtown San Carlos Streetscape Master Plan includes a
strategic, step-by-step approach. Due to the scale and complexity of the project, the phasing plan is designed to minimize disruptions while ensuring continuous community access. The precise sequencing of the phases will be decided by the San Carlos City Council, however, to inform that discussion, an initial phasing plan is presented in Figure 4.1.
Each phase in these alternatives focuses on targeted zones within the downtown core, prioritizing areas based on factors such as pedestrian flow, infrastructure needs, and budgetary considerations. This phased approach allows for flexibility and adaptation as the project progresses, ensuring that the improvements align with the long-term vision for the area. Key phases, mapped across different streets, aim to gradually enhance the downtown core, these phases are:
◆ Phase 1A – Harrington Park: Improvements to enhance its usability and attractiveness, complementing the new pedestrian plaza and providing a platform for performances and public gathering to increase multi-purpose usage of the park.
◆ Phase 1B - 700 block of Laurel Street: Initial improvements focused on creating a pedestrian plaza, aligning with the city’s strategy for increased walkability in downtown.
◆ Phase 2 – 600 Block East Alley Parking Improvements:
Reorganization of alleyways and parking spaces for improved parking efficiency, flow, and pedestrian experience. This phase also includes infrastructural improvements including installation of EV charging stations.
◆ Phase 3 - 600 Block Laurel Street and the New Plaza:
Further improvements on Laurel Street to extend the cohesive streetscape design strategy and continue the pedestrian-friendly experience in the downtown core. This phase also includes improvements at the new plaza to create a vibrant public space by introducing a performance space, gathering spaces and popup markets. ◆ Phase 4 - San Carlos Avenue 1100 and 1200 Blocks:
Improvements to introduce the Civic character as discussed in
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Towards Implementation 145
Chapter 3, to make San Carlos Avenue a welcoming complete street for all.
◆ Phase 5 - 700 and 800 Block Alleyways: Reorganization of alleyways and parking spaces for improved parking efficiency, flow, and pedestrian experience. This phase also includes infrastructure improvements including installation of EV changing stations.
◆ Phase 6 – 800 Block Laurel Street: Improvements on Laurel Street to extend the cohesive streetscape design strategy as introduced in Phase 1B and continue the pedestrian-friendly experience in the downtown core.
◆ Phase 7 – Arroyo Avenue: Improvements to Arroyo Avenue to support an enhanced pedestrian experience, bicycle connections and on-street parking.
◆ Phase 8 – Olive Street: Improvements to Olive Street to support an enhanced pedestrian experience, bicycle connections and on-street parking.
◆ Phase 9 – Cherry Street (between El Camino Real and
Walnut Street): Improvements to Cherry Street to support an enhanced pedestrian experience, bicycle connections and onstreet parking. ◆ Phase 10 – Walnut Street: Improvements to Walnut Street to support an enhanced pedestrian experience, bicycle connections and on-street parking.
◆ Phase 11 – Elm Street: Improvements to Elm Street to support an enhanced pedestrian experience, bicycle connections and onstreet parking. Additionally, this phase will include the introduction of a crosswalk connecting City Hall to the pedestrian paseo leading to Walnut Street and through the arched walkway out to the new plaza at the 600 block.
◆ Phase 12 – San Carlos Avenue 1300 and 1400 Blocks
and Cherry Street (Between Walnut Street and Chestnut
Street): Improvements on the 1300 and 1400 blocks of San Carlos Avenue to introduce the Civic character as discussed in Chapter 3, to make San Carlos Avenue a welcoming complete street for all. Simultaneously, improvements will introduce pedestrian-bicycle friendly character on Cherry Street between Walnut and Elm Street.
◆ Grand Boulevard Initiative Phase: The City should continue to collaborate with SamTrans, who is overseeing the Grand Boulevard Initiative. San Carlos will implement transformation of El Camino Real through alignment of policies and plans, and develop an Action Plan and coordinated Project Initiation Document.
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146 San Carlos Downtown Streetscape Master Plan
FIGURE 4.1 - INITIAL PHASING STRATEGY
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Towards Implementation 147
4.2 FUNDING STRATEGY
Implementing the Streetscape Master Plan for the downtown is crucial for transforming the city’s downtown core into a vibrant, well connected and pedestrian-friendly realm that meets the multimodal goals and serves residents, businesses, and visitors alike.
However, realizing this vision hinges on securing adequate funding to cover design, construction, and long-term maintenance costs.
Without the necessary financial support, the transformative potential of the Streetscape Master Plan could remain unrealized, delaying improvements that would significantly enhance the quality of life in downtown San Carlos.
Table 4.1 shows the approximate budgets needed to implement all phases of the plan. These phases would be implemented over a longterm program as prescribed by the San Carlos City Council.
Funding is essential not only for aesthetic upgrades, such as aspects associated with visual and pedestrian experience, but also for critical infrastructure improvements with underground utilities. Moreover, addressing environmental sustainability through the incorporation of green infrastructure, such as stormwater management systems, adds further financial demands. Given the breadth of the Master Plan’s scope, securing multiple funding sources will be key to ensuring the project’s success without placing undue strain on local budgets.
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148 San Carlos Downtown Streetscape Master Plan
* Depends on coordination with Caltrans and funding availability.
TABLE 4.1
DRAFT IMPLEMENTATION COST ESTIMATES FOR EACH PHASE
PHASE STREET DESIGN COST
2024
CONSTRUCTION
COST
ENGINEERING 2024 DEVELOPMENT
COST
0 El Camino Real (Holly to Arroyo) * $1,379,232 $13,792,323 $2,068,848 $17,240,403 1 Laurel Street - Cherry to Olive
Street (700 Block)
$813,037 $8,130,370 $1,219,556 $10,162,963
1.1 Harrington Park (700 Block) $370,771 $3,707,706 $556,156 $4,634,632
1.2 Alley Parking Improvements $24,460 $244,600 $36,690 $305,750
1.2 Wheeler Parking Garage
Improvements
$8,594 $85,938 $12,891 $107,422
2 East Alley - San Carlos to Cherry $574,014 $5,740,144 $861,022 $7,175,180 3 Laurel Street - San Carlos to
Cherry (600 Block)
$756,440 $7,564,403 $1,134,660 $9,455,504
3 New Plaza (on 600 Block) $263,052 $2,630,524 $394,579 $3,288,156 4 San Carlos Avenue - El Camino
Real to Walnut Avenue
$710,908 $7,109,080 $1,066,362 $8,886,350
5 East Alley - Cherry to Arroyo $374,067 $3,740,667 $561,100 $4,675,834 6 Laurel Street - Olive to Arroyo
(800 Block)
$579,507 $5,795,067 $869,260 $7,243,834
7 Arroyo - El Camino Real to Walnut $308,636 $3,086,360 $462,954 $3,857,950 8 Olive - El Camino Real to Walnut $467,403 $4,674,029 $701,104 $5,842,537 9 Cherry Street - El Camino to
Walnut
$530,804 $5,308,036 $796,205 $6,635,045
10 Walnut Street $930,813 $9,308,131 $1,396,220 $11,635,164 11 Elm Street $706,830 $7,068,299 $1,060,245 $ 8,835,374 12 Cherry Street - Walnut to Chestnut $286,770 $2,867,704 $430,156 $3,584,630 12 San Carlos Avenue - Walnut to
Chestnut
$397,272 $3,972,720 $595,908 $4,965,900
TOTAL $9,482,610 $94,826,103 $14,223,915 $118,532,628
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POTENTIAL FUNDING AND GRANT
OPPORTUNITIES:
There are several state and federal grants available that could provide critical funding for the San Carlos Streetscape Master Plan:
◆ Sustainable Communities Grant: This grant is offered by the California Department of Transportation (Caltrans) and is designed to support projects that promote sustainable transportation and livable communities. The Streetscape Master Plan’s focus on improving pedestrian and cyclist infrastructure aligns well with the goals of this grant.
◆ Caltrans Transportation Planning Grant: Caltrans also offers grants specifically for transportation planning, which could help fund the early stages of streetscape design, including studies on traffic flow, pedestrian access, and safety improvements. ◆ Streets for All Grant: This grant supports projects aimed at creating safer, more accessible streets for all users, including pedestrians, cyclists, and public transit riders. Given the Streetscape Master Plan’s emphasis on multimodal transportation and complete streets, this funding could provide essential support for implementation.
◆ Active Transportation Program (ATP): Administered by
Caltrans, the ATP is focused on increasing walking and biking through safe infrastructure. The Streetscape Master Plan’s pedestrian-friendly design, bike lanes, and traffic calming measures make it a strong candidate for this grant.
◆ Federal Infrastructure Funding: As part of broader
infrastructure initiatives, federal funding opportunities may be available, especially in programs focused on urban revitalization, sustainable infrastructure, and climate resilience. Examples include the BUILD (Better Utilizing Investments to Leverage Development) Grant and potential funding through the
Infrastructure Investment and Jobs Act (IIJA).
◆ Green Streets and Stormwater Management Grants:
Programs such as the California Urban Greening Grant could be leveraged to integrate environmental sustainability features, like permeable pavements and green stormwater infrastructure, into the streetscape design.
◆ Municipal Bonds: In addition to state and federal grants, the City of San Carlos could issue municipal bonds as a potential source of funding to finance large-scale infrastructure projects such as streetscape improvements. By spreading the costs over a long period, the City can mitigate the financial impact on its budget while accelerating the implementation of the Streetscape Master Plan.
◆ The One Bay Area Grant (OBAG): This grant is administered by the Metropolitan Transportation Commission, providing local communities with funding to enhance transportation infrastructure, including bicycle and pedestrian improvements.
This grant supports projects that promote safer, more accessible, and sustainable mobility options across the region.
By exploring and applying for a combination of these funding opportunities, the City of San Carlos can secure the financial resources needed to implement the Streetscape Master Plan, creating a downtown area that is more equitable, vibrant, economically vital, sustainable, and livable for all.
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San Carlos Downtown Parking
Management Plan
Prepared for the City of San Carlos
Prepared by
W-Trans
October 9, 2025
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October 14, 2025
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October 14, 2025
Executive Summary
Overview
Like many communities between San Jose and San Francisco, the City of San Carlos developed its downtown near its rail station as a mixed-use, village-like environment. During the twentieth century the automobile replaced rail, and a greater emphasis was placed on Downtown vehicle access and parking. The City’s Downtown Specific Plan, 2025, reimagines the district as a denser, walkable environment. It includes significantly altered street designs to support a variety of mobility options, but it is recognized that vehicle parking remains a key means of access to the downtown and crucial to the livelihood of the district.
This report represents the City’s efforts to address current and future parking challenges within Downtown.
The existing parking conditions in Downtown San Carlos are documented, including an inventory of the parking supply and demand through a study of parking occupancy and turnover in public and private onand off-street parking facilities. The results of this parking survey provide data to support analysis of actual parking patterns (rather than perceptions of parking patterns), and to identify key parking trends occurring throughout Downtown San Carlos.
While visitors to Downtown San Carlos may have difficulty finding parking in high-demand areas at peak times, parking data collected shows that there are available public and private parking spaces in areas farther from destinations: almost two out of every five spaces in Downtown are vacant during peak demand.
In the near-term, there are opportunities to optimize the use of the existing off-street parking supply to better meet visitor and employee needs. Short-term strategies proposed in this plan would encourage longer stays in Downtown, improve the experience of visiting Downtown, and support travel alternatives to driving alone. With development anticipated for Downtown over the next 20 years, parking demand would intensify, especially as new projects may choose to supply little to no new off-street parking as afforded by State laws. This increase in demand could warrant the recommended “mid-term” and “long-term” strategies, including a potential Downtown Residential Permit Parking (RPP) district to limit the impacts of spillover on-street parking on established residents.
Recent state legislation requires the City to update its zoning ordinance to remove most parking minimums, while regional policies linked to grant eligibility provide further incentive for additional amendments. For example, to remain eligible for the Metropolitan Transportation Commission’s (MTC) Transit Oriented Communities (TOC) grant funding, the City would need to adopt parking maximums, eliminate parking minimums (though mostly already required by State law), and require a minimum amount of bicycle parking. . Although updating standards would allow the City to comply with state law and regional policy, they also present an opportunity to shape Downtown into a denser, more walkable, bicycle-friendly, and vibrant district. Parking maximums and shared parking limit the amount of land in Downtown allocated to parking, unbundled parking requirements make it cheaper to live in Downtown without a vehicle, and revised bicycle parking requirements make trips around San Carlos by bicycle more viable.
The standards proposed in this Downtown Parking Management Plan are subject to the change as a result of strategies that are ultimately adopted as part of a comprehensive, citywide project to amend San Carlos’ Transportation Demand Management (TDM) Ordinance and parking standards.
Following review of the Existing Conditions within this plan, phased parking management strategies that can be implemented in anticipation of new development are detailed, as well as Zoning Ordinance amendments intended to proactively address existing and future parking challenges in a way that supports
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October 14, 2025
the continued success of Downtown San Carlos as a destination and place to live and work. Strategies for future consideration (that are not recommended at the time of adoption of the Downtown Specific Plan) are provided for the City’s reference.
Existing Conditions – May 2023
Study Area
The study area for the Downtown Parking Management Plan is generally bounded by Holly Street, El Camino Real, Brittan Avenue, and Elm Street, and collectively referred to as Downtown San Carlos for the purposes of this plan. Within this area, the North Downtown and South Downtown are defined as the zones north and south of Arroyo Avenue, respectively. All public and private on- and off-street parking spaces within the study area were surveyed on two Thursdays, two Saturdays, and one Sunday in May 2023; any parking supply changes that have occurred subsequently to that time are not reflected in the data below. The zones included in the study area, as well as locations of on- and off-street parking facilities surveyed, are shown in Figure 1.
Figure 1 Downtown San Carlos Parking Study Area
Parking Supply
The vehicle parking supply in Downtown San Carlos consists of 2,825 spaces in total, including 1,150 onstreet spaces, 654 public off-street spaces, and 1,021 private off-street spaces; in addition, there are 248 spaces in the Caltrain Station lot. Most on-street spaces either do not have restrictions (47 percent) or are limited to two hours (48 percent). The majority of off-street public spaces have two- or three-hour time limits, while off-street private spaces are generally reserved for customers, visitors, or employees of the associated use.
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October 14, 2025
Parking Occupancy and Turnover
On the days surveyed, peak parking occupancy rates within Downtown ranged between 54 and 60 percent.
Privately-owned parking spaces tended to be less occupied than public spaces, especially on Saturday when private off-street spaces were 45 percent occupied during the peak hour and on Sunday when private offstreet spaces were 38 percent occupied at the peak time. On-street spaces had their highest recorded occupancy during midday on Sunday (80 percent), likely because there are no time restrictions in effect.
The Caltrain lot was consistently vacant during the hours surveyed, with occupancy that ranged between 4 and 20 percent.
Visitors to Downtown using public parking facilities likely have difficulty finding parking in high-demand areas at peak times, but public parking is available farther from destinations such as on Walnut Street, on Elm Street, and in the Wheeler Parking Garage. Customers and employees that can park in private facilities are most likely to easily find parking given that private facilities generally had lower occupancy. Peak daytime parking occupancy on Thursday (the day of the week with the highest peak occupancy) by onstreet segment and lot are shown in Figure 2 and Figure 3, respectively.
Figure 2 Thursday Peak On-Street Parking Occupancy
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Figure 3 Thursday Peak Off-Street Parking Occupancy
Peak parking occupancy was observed to be similar for the North Downtown and South Downtown areas.
However, nighttime on-street parking occupancy was higher in the North Downtown (up to 62 percent) than in South Downtown (up to 35 percent). While adherence to time limits appears to be generally good for both on- and off-street spaces, vehicles that were parked long-term occupied spaces for a disproportionate number of hours. For example, although only four percent of surveyed vehicles parking on-street on a Thursday stayed four hours or more, those vehicles comprised 22 percent of the total hours that vehicles occupied parking spaces.
Future Parking Demand
Comparing the effective parking supply (i.e., 90 percent of the actual parking supply, assuming a bestpractice standard of 10 percent desired vacancy rate for all spaces) to the peak-hour demand for parking, the Downtown study area has 834 vacant spaces, or 33 percent of the effective parking supply. Currently,
2.52 parking stalls per 1,000 gross square feet (GSF) of built non-residential space are provided within Downtown. The existing peak hour parking demand is 1.52 spaces per 1,000 GSF of occupied non-residential space, which is less than the parking ratio supplied.
With the 20-year growth projected in the Downtown Specific Plan and planned losses in parking (resulting from streetscape redesigns), the Downtown would have a surplus of 379 spaces during the overall peak hour of demand for the study (Thursday from 12 to 1 p.m.) and a surplus of 118 spaces during the evening on Saturday (7 to 8 p.m.). Applying an assumed parking maximum of one space per unit for multi-family residential developments to future growth (to account for the MTC TOC policy), the Downtown would be expected to have a surplus of 69 spaces on Saturday evening.
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Parking Management Strategies
The parking strategies described below are broken into three phases with “short-term” strategies prioritized for the next five years, “mid-term” strategies to be coordinated with completion of streetscape changes and planned development in Downtown, and “long-term” strategies to be implemented following the mid-term strategies if there is a demonstrated need. Edits to the City’s Zoning Ordinance are recommended in preparation for new Downtown development but could be refined with the adoption of Citywide Transportation Demand Management (TDM) and parking standards.
Short-Term Strategies (2025-2030)
Short-Term Strategy 1 All-Day Parking in Off-Street Lots The City should designate the second floor of the Wheeler Plaza Garage and the top floor of the SamTrans garage as free parking with a ten-hour limit to better utilize the currently vacant spaces there; existing “clean air” spaces on the second floor of the Wheeler Parking Garage should be shifted to the first floor to encourage their use. Long-term visitors to Downtown and employees should be directed (by new wayfinding described in “Short-Term Strategy 4”) to park in the ten-hour spaces. As employees would park in the free ten-hour spaces, the Downtown Employee Parking Permit program could be temporarily suspended (resulting in a minimal fiscal impact) until higher parking demand warrants its return. The Civic Center Employee Parking Permit program should remain in place.
Short-Term Strategy 2 Modify Time-Restricted Hours for Public Parking To encourage parking turnover during some of the periods of highest demand, time-restricted hours for on-street spaces and high-demand off-street lots (i.e., Clark Parking Lot, South Parking Lot, and Wheeler Parking Garage) should be shifted to include Sundays and the period between 6:00 p.m. and 8:00 p.m. The Wheeler Parking Garage should expand its hours to include Sundays while maintaining the current 6:00 p.m. limit. It is recommended that the City collect parking occupancy data for the morning hours and, if spaces have low occupancy before 8:00 a.m., move the time-restricted hours for public spaces to begin at 8:00 a.m. rather than 7:00 a.m.
Short-Term Strategy 3 Transportation Management Association (TMA) A Citywide Transportation Management Association (TMA) will be created for San Carlos and include Downtown, the Northeast Area, and the Eastside Innovation District at a minimum; one option is to build off of the proposed TMA in the Eastside Innovation District and expand that program to other areas of the City. TMAs are typically member-controlled organizations that promote travel alternatives to driving alone and are funded through membership and/or developer fees. The TMA can take on the role of managing shared parking agreements, implementing coordinated TDM services (e.g., purchasing and distributing transit passes and providing district-wide shuttle services), and monitoring TDM programs through standardized travel surveys and/or driveway counts.
Short-Term Strategy 4 Parking Wayfinding
It is recommended that new parking wayfinding signs be installed to direct drivers seeking long-term parking to the newly converted ten-hour spaces (see “Short-Term Strategy 1”). Signs should have a heading of “All-Day Free Parking” and include rows with the text “Wheeler Parking Garage (2nd Floor)” and “SamTrans Garage (Top Floor).” Rows should be grouped with directional arrows guiding drivers to the facility. If privately-owned parking spaces are made accessible to the public through shared parking agreements,
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wayfinding signage should be installed to direct drivers to the publicly accessible spaces. The signs should note the hours of public access.
Short-Term Strategy 5 Mobility Information
Before the TMA is formed, the City should add consolidated mobility information for Downtown San Carlos to its website, feature new resources, and share the information with organizations such as the Chamber of Commerce to better market to employees and visitors. The webpage should include information on how to access Downtown via driving, bicycling, and transit, as well as interactive maps of public vehicle and bicycle parking locations, costs, regulations, and occupancy (if such data is available). Commuter resources should be linked, such as:
• Shuttles and rewards through Commute.org;
• Clipper START pilot program;
• Discounts on SamTrans buses and Caltrain;
• Redi-Wheels and Peninsula Rides paratransit services; and • 511 Bay Area Commuter Benefits Program.
Short-Term Strategy 6 Shared Parking Agreements
It is recommended that the City or TMA (once it is formed) pursue shared parking agreements with the owners of private off-street lots in Downtown, particularly owners of lots with higher vacancy during at least one peak time period. Shared parking agreements would be between the City or TMA and private parking lot owners and allow some vacant private off-street spaces to be used for public parking. The agreement would specify the times during which the lot is publicly accessible (typically when the lot is in low demand for its associated tenants) and also outline specific provisions related to maintenance, operations, security, and liability. Wayfinding signage and an interactive online map should be provided to direct drivers to shared spaces and indicate the hours during which the lots are open to the public.
Based on a review of Downtown private parking lots (including Caltrain and SamTrans parking facilities) and their occupancy at various times of day, it was estimated that up to 569 parking spaces could potentially be made available during weekdays before 5:00 p.m. as well as 764 spaces after 5:00 p.m. on weekdays and 803 spaces all day on weekends. The Caltrain lot includes 248 spaces that could be shared at all times and even accommodate long-term employee and visitor parking. However, only spaces in the Caltrain lot south of Cherry Street should be shared with the public to maintain priority stalls for transit riders.
Short-Term Strategy 7 Parking Enforcement
The City should either transition from the County’s Sherrif Office for enforcement to an internal office of Community Service Officers (CSOs) who are exclusively used for parking enforcement or enforcement through a third-party company, such as LAZ Parking, or work with the Sherriff’s office to augment enforcement. CSOs should work both within and outside of regular business hours. If internal or augmented enforcement is chosen, investment should be made in one or more electric interceptors with Automatic License Plate Recognition (ALPR) mounted on the vehicle to increase the efficiency of parking enforcement Citywide.
Short-Term Strategy 8 Resident Permits for New Developments A Supplemental Parking Permit (SPP) program would allow residents of new multi-family developments to be exempted from on-street time limits (these same residents would not be eligible for a traditional resident parking permit – see Mid-Term Strategy 2). Permitholders would park long term in spaces adjacent to their
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buildings for a relatively high, “market-rate” cost. It is recommended that an SPP program be adopted for Downtown San Carlos and allow residents of new multi-family developments unlimited parking in timerestricted spaces along or near the building’s frontage. Permit costs should be equivalent to the market value of the space (e.g., $250 per month) to prevent the street from being oversaturated with resident vehicles and encourage residents to pay for on-site parking if it is available.
Short-Term Strategy 9 Daylighting and Accessible Parking As part of the planned streetscape changes in Downtown, the City should comply with the state “Daylighting” law by using signage and/or curb paint to prohibit parking near intersections. The City should also designate the minimum number of required on-street spaces as accessible per the Public Right-of-Way Accessibility Guidelines (PROWAG) as part of planned implementation of Downtown street design changes.
Mid-Term Strategies (Coordinated with Downtown Streetscape Implementation) Mid-Term Strategy 1 Downtown Bicycle Parking Hub
It is recommended that the City install a Downtown bicycle parking “hub” on the 700 Block of Laurel Street when it is converted into a permanent car-free public plaza. The bicycle parking hub should include shortterm bicycle parking spaces of traditional U or post-and-ring shapes, long-term bicycle lockers, and a bicycle repair station. The hub should be highlighted by wayfinding signage for bicyclists and could serve as the pick-up/drop-off point for a bicycle valet service.
Mid-Term Strategy 2 Residential Permit Parking District A Residential Permit Parking (RPP) District should be established in Downtown if it is supported by the neighborhood (by a petition signed by at least 50 percent of residences) and if data analysis from the City demonstrates that there is a parking spillover problem. The City and neighborhood should collaborate to determine the boundaries of the permit zone, but it should generally include primarily residential streets near Laurel Street. Residents of new multi-family developments should be excluded from the RPP program if analysis shows they would cause demand for on-street parking to exceed the available supply (see “ShortTerm Strategy 8” for an alternative permit program for new developments).
Hours of operation for the RPP district should align with hours of spillover impacts. A tiered pricing structure should be established such that residents with a greater off-street parking capacity pay more, while residents of homes with no garage or driveway would receive free or discounted permits. Additionally, an escalating price structure should be set (e.g., $25 for the first permit, $50 for the second permit, etc.) and there should be a limit on the number of permits per household. An equity provision should be included so low-income households are not disproportionately burdened by the permit prices.
The proposed Downtown RPP program should be based on a cost recovery model, so it typically would not generate more revenue for the City than the program costs. The City should ultimately defer to the Citywide parking study for precise protocols for the future RPP program.
Long-Term Strategies (Following Mid-Term and If Needed) Long-Term Strategy 1 Special Event Valet Parking
The Citywide TMA should operate vehicle valet parking programs for special events with substantially higher than usual parking demand, such as the Art and Wine Faire. The City should consider utilizing the Caltrain lot, Wheeler Parking Garage, and/or SamTrans Garage as vehicle valet parking locations. Additionally, a
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bicycle valet program should be operated for attendees to special events in Downtown. The bicycle valet program may be managed by the City, a contractor, or a bicycle-related organization.
Zoning Ordinance Updates
Recommended Zoning Ordinance amendments should be adopted as part of the Downtown Specific Plan.
Zoning Ordinance Update 1 Downtown Parking District
The City should establish Downtown San Carlos as a distinct parking district, as shown in Figure 4, for the purposes of managing and monitoring parking.
Figure 4 Proposed Downtown Parking District Map
Zoning Ordinance Update 2 Eliminate Parking Minimums
California Assembly Bill (AB) 2097 prohibits a public agency from imposing minimum parking requirements on most developments within a half-mile of a major transit stop and the Metropolitan Transportation Commission’s (MTC) Transit Oriented Community (TOC) Policy requires that all minimum requirements be removed. To comply both of these standards, the City should remove all parking minimums for the Downtown Parking District from its Municipal Code.
Zoning Ordinance Update 3 Shared Parking
The City should note that, per AB 2097, it has the ability to require new parking within Downtown to be shared with the public. The Citywide parking study will determine specific requirements for developments to make a portion of their parking supply publicly accessible.
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Zoning Ordinance Update 4 Unbundled Parking
“Unbundling” parking is the practice of keeping the price of parking separate from the price of purchasing or leasing property or units. It is recommended that the City require unbundled parking for multi-unit residential uses (i.e., three or more units) and non-residential projects greater than 10,000 square feet. The requirement would not apply to the following residential uses:
• Uses with individual garages that are functionally part of the property or unit; • Affordable housing units (Pursuant to City Council direction, 2025); • Projects receiving low-income housing tax credits;
• Developments financed by tax-exempt bonds through the California Housing Finance Agency; or • Units leased to tenants receiving federal housing assistance vouchers.
Zoning Ordinance Update 5 Electric Vehicle and Accessible Parking The Zoning Ordinance should reference the requirements for off-street accessible parking and electric vehicle charging stations from the California Building Code, 2022, and the California Green Building Standards Code, 2022, and as updated in the 2025 code cycle. The Zoning Code should also reference the Public Right-of-Way Accessibility Guidelines (PROWAG), adopted by the U.S. Department of Transportation in 2024, which require that any modification of on-street vehicle parking must add accessible parking spaces to the curb (per Table R211 of PROWAG). These amendments will be made as part of the Citywide TDM and Parking Reform project.
Zoning Ordinance Update 6 Bicycle Parking
The bicycle parking requirements shown in Table 1 should apply to new uses and changes of use greater than 10,000 square feet in the Downtown Parking District.
Table 1 – Proposed Bicycle Parking Requirements for Downtown Land Use Short-Term
Spaces
Long-Term
Spaces
Cargo &
Adaptive
Electric
Bicycles
Showers Lockers
Residential 0.25 per unit 0.75 per unit
10% of
required
LT spaces
1 outlet or
other
charging
infrastructure
per 5
required LT
spaces
N/A N/A
Office 0.167 per ksf 0.50 per ksf
1 unisex for first 40
ksf; 1 unisex for each
additional 20 ksf;
minimum of 1
75% of
required
LT bicycle
spaces,
minimum
of 2 Hotel 0.05 per
room
0.05 per
room
N/A
Retail/Dining 0.375 per ksf 0.125 per ksf
5% of
required
LT spaces
N/A N/A
Note: A minimum of two short-term spaces and one long-term space shall be provided for each site with a nonresidential use included in this table; LT = long-term; sf = square feet; ksf = 1,000 square feet These proposed standards would no longer require bicycle parking as a proportion of the number of vehicle spaces required and would also bring the City in compliance with MTC TOC policy for bicycle parking.
Standards would be included for new and emerging types of bicycles that take up more space than traditional bicycles (i.e., cargo and adaptive bicycles) or require charging equipment (i.e., E-bikes). Showers and lockers in certain uses would benefit employees with longer bicycle commutes. The siting, design, and
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signage standards detailed in the “Bicycle Parking” section of this report should be added to the Zoning Ordinance and adopted as part of the Citywide TDM and Parking Reform project Zoning Ordinance Update 7 Transportation Demand Management (TDM) For Downtown TDM policy reforms, refer to the Citywide TDM and Parking Reform project, due to be completed in spring 2026.
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Parking Demand Analysis
Overview of Study Area
Downtown San Carlos is located west of US 101 and adjacent to El Camino Real in San Mateo County. The downtown area is comprised of a mix of land uses that includes small-scale retail and commercial, singlefamily homes, mixed-use and multi-family apartments. Laurel Street is the primary commercial street and center of retail activity.
The area for the parking study is bounded by Holly Street, El Camino Real, Brittan Avenue, and Elm Street and includes the City Hall block and the Caltrain lots located between El Camino Real and the Caltrain tracks.
The area is broken into two zones for the purpose of analysis:
• North Downtown: Area generally bounded by Holly Street, El Camino Real, Arroyo Avenue, and Elm Street as well as the City Hall block and the Caltrain lots east of El Camino Real. • South Downtown: Area bounded by Arroyo Avenue, El Camino Real, Brittan Avenue, and Elm Street.
The study area was divided such that any destination within a zone would be within a reasonable walking distance of any parking space in that same zone. As visitors to a business on San Carlos Avenue may not be willing to park on Brittan Avenue and walk five blocks, categorizing the two streets in separate zones reflects that not all parking resources are useful for a given destination in Downtown. The assessment of parking within the study area includes public on-street and off-street spaces as well as private off-street parking, which comprises a substantial portion of the overall supply. Figure 5 and 6 show the two zones included in the study area and the locations of the on- and off-street parking surveyed, respectively.
Figure 5 Downtown On-Street Parking Study Area
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Figure 6 Downtown Off-Street Parking Study Area
Parking Inventory and Regulations
An inventory of parking facilities in the study area was conducted on the following days and included all accessible, public, and private on- and off-street spaces. • May 7, 2023 (Sunday)
• May 11 and June 8, 2023 (Thursdays)
• May 13 and June 10, 2023 (Saturdays)
This section provides a brief summary of the parking inventory and regulations for each on-street block and off-street facility recorded as part of this study.
Methodology
Parking inventory and regulations were determined through field observations, including counting all onstreet parking spaces as well as spaces in public parking lots and private parking lots that are publicly accessible (i.e., not gated or closed for construction) and noting any regulations.
Findings
Parking Inventory and Regulations
The total parking supply inventoried on Thursday and Saturday includes 3,073 spaces, or 1,150 on-street and 1,923 off-street spaces. Of the total off-street spaces, 654 are for public use and 1,269 are private or reserved (248 of these spaces are reserved for Caltrain parking). Table 2 provides a detailed breakdown of parking types by various restriction categories for on-street and off-street facilities within the study area.
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Table 2 – Parking Inventory by Facility Type
Location Total Percent
Space Type On-Street, Public
Off-Street,
Public
Off-Street
Private
Unregulated 535 0 0 535 17%
Loading 14 0 2 16 1%
Short (<30 min) 33 0 0 33 1%
Medium (2 hrs) 553 300 0 853 28%
Long (3 hrs) 0 251 0 251 8%
ADA 15 21 56 92 3%
EV 0 25 0 25 1%
Permit/Reserved 0 57 1,211 1,268 41%
Total 1,150 654 1,269 3,073 100%
Percent 37% 21% 41% 100%
On-street parking is available on most streets in the study area and comprises approximately 37 percent of the total supply. Spaces that were not usable at the time of the survey due to street closures, parklets (i.e., outdoor dining spaces), and construction were not included in the inventory of on-street parking. As Table 2 shows, of the 1,150 total on-street spaces the large majority either do not have restrictions (535 spaces) or are two-hour time-limited (553 spaces). Two-hour time restrictions are present primarily on streets with commercial or retail uses, including Laurel Street, El Camino Real, most of Walnut Street in North Downtown, and around City Hall. Residential streets typically do not have parking restrictions. There are 33 spaces with time limits of 30 minutes or less, primarily with 20-minute limits, near the corner of Laurel Street and Olive Street. Accessible spaces are spread throughout the study area.
Off-street parking in the study area is provided in 36 facilities, totaling 1,923 spaces. Of these spaces, 66 percent are reserved for private use. The largest off-street parking facilities are the SamTrans garage, the Wheeler garage, and the Caltrain station lot with a combined 39 percent of all off-street parking. .
Figure 7 shows the predominant regulations for each block face and public off-street lot.
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Figure 7 Study Area Predominant Parking Restrictions by Block Face and Public Off-Street Lot Occupancy and Turnover
This section provides an overview of the parking occupancy and turnover findings, including a summary of the count methodology as well as key figures.
Methodology
Parking occupancy and turnover counts were conducted on the following dates at hourly intervals during these time intervals:
• Sunday, May 7, 2023, 9:00 a.m. to 2:00 p.m.
• Thursday, May 11, 2023, 11:00 a.m. to 2:00 p.m., 5:00 to 8:00 p.m. (Residential on-street 10:00 p.m. to 1:00 a.m.)
• Saturday, May 13, 2023, 11:00 a.m. to 2:00 p.m., 5:00 to 8:00 p.m. (Residential on-street 10:00 p.m. to 1:00 a.m.)
• Thursday, June 8, 2023, 11:00 a.m. to 2:00 p.m., 5:00 to 8:00 p.m. (Residential on-street 10:00 p.m. to 1:00 a.m.)
• Saturday, June 10, 2023, 11:00 a.m. to 2:00 p.m., 5:00 to 8:00 p.m. (Residential on-street 10:00 p.m. to 1:00 a.m.)
In order to observe parking behavior and demand at key time periods of the day, occupancy data was collected at hourly intervals on two Thursdays and two Saturdays from 11 a.m. to 2 p.m. and from 5 p.m. to 8 p.m., and for on-street spaces only on residential streets from 10 p.m. to 1 a.m. The Sunday count was performed hourly from 9 a.m. to 2 p.m. in the North Downtown only to assess parking demand for the Farmers’ Market. Occupancy counts were collected for all on-street parking spaces in the study area and all publicly accessible off-street facilities, including those with reserved parking for customers and employees.
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Parking turnover data in the study area was collected for on-street parking on San Carlos Avenue from El Camino Real to Walnut Street and Laurel Street from San Carlos Avenue to Brittan Avenue as well as in two public off-street parking lots (Clark Parking lot and the lot adjacent to 622 Laurel Street).
Occupancy
The number of parked vehicles in on-street spaces, public lots, and private lots was assessed in order to identify the peak hours of usage for each day. Peak usage was identified for the study area as a whole as well as for each of the two geographic zones.
For the entire study area, the peak hours of demand for each day were determined to be Thursday from 12 p.m. to 1 p.m., Saturday from 1 p.m. to 2 p.m., and Sunday from 12 p.m. to 1 p.m. The highest overall peak demand occurred on Thursday when roughly 57 percent of the total parking supply was occupied; 60 percent of the parking supply was occupied if the Caltrain lot is excluded. At those times, occupancy levels of public facilities reached approximately 61 percent for on-street parking and 65 percent for public offstreet parking. Private off-street parking, excluding the Caltrain lot, reached a peak occupancy of 57 percent.
These results are shown in Table 3 and Figure 8.
Table 3 – Thursday Peak Occupancy for Study Area (Excluding Caltrain Lot) Location Parking
Supply
12 p.m. 5 p.m. 10 p.m.
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
On-Street, Public 1,150 700 61% 638 55% 287 47%
Off-Street, Public 654 423 65% 373 57% N/A N/A
Off-Street, Private 1,021 586 57% 442 43% N/A N/A
Total 2,825 1,709 60% 1,453 51% 287 47%
Note: Data collected Thursday, May 11, 2023, and Thursday, June 8, 2023; On-street public occupancy at 10 p.m. calculated
based on surveyed supply of 614 spaces; Shaded cells = Peak hour of demand among all hours observed on Thursday
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Figure 8 Thursday Peak Parking Occupancy by Hour
0%
10%
20%
30%
40%
50%
60%
70%
80%
1 1 : 0 0 A M 1 2 : 0 0 P M 1 : 0 0 P M 5 : 0 0 P M 6 : 0 0 P M 7 : 0 0 P M
THURSDAY
On-Street Off-Street On + Off CalTrain
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On Saturday, parking occupancy was higher overall for on-street spaces (58 percent) and for public offstreet (60 percent) than private off-street (45 percent) spaces. By itself, on-street parking occupancy peaked at 7 p.m. with an occupancy of 59 percent while off-street parking occupancy was considerably lower (37 percent). The data for Saturday is shown in Table 4 and Figure 9.
Table 4 – Saturday Peak Occupancy for Study Area (Excluding Caltrain Lot) Location Parking
Supply
1 p.m. 5 p.m. 12 a.m.
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
On-Street, Public 1,150 666 58% 609 53% 313 51%
Off-Street, Public 654 390 60% 326 50% N/A N/A
Off-Street, Private 1,001 457 45% 412 40% N/A N/A
Total 2,825 1,513 54% 1,347 48% 313 51%
Note: Data collected Saturday, May 13, 2023, and Saturday, June 10, 2023; On-street public occupancy at 10 p.m. calculated based on surveyed supply of 614 spaces; Shaded cells = Peak hour of demand among all hours observed on Saturday
Figure 9 Saturday Peak Parking Occupancy by Hour
On Sunday, parking occupancy was much higher for on-street spaces (80 percent) than for off-street spaces (both types combined 49 percent). Public off-street spaces had higher occupancy than private off-street spaces (62 percent versus 38 percent) during the peak hour of occupancy on Sunday. It is likely that the significant shift toward higher parking occupancy on-street on Sunday is because there are no time restrictions present. These results are shown in Table 5 and Figure 10. 0%
10%
20%
30%
40%
50%
60%
70%
80%
1 1 : 0 0 A M 1 2 : 0 0 P M 1 : 0 0 P M 5 : 0 0 P M 6 : 0 0 P M 7 : 0 0 P M
SATURDAY
On-Street Off-Street On + Off CalTrain
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Table 5 – Sunday Peak Occupancy for Study Area
Location
(Excluding Caltrain
Lot)
Parking
Supply
12 p.m.
Occupied
Spaces
Percent
Occupied
On-Street, Public 567 453 80%
Off-Street, Public 654 404 62%
Off-Street, Private 773 297 38%
Total 1,994 1,154 58%
Note: Data collected Sunday, May 7, 2023, in the North Downtown only
Figure 10 Sunday Peak Parking Occupancy by Hour
Caltrain Parking Occupancy
The Caltrain Station lot contains 248 parking spaces. Since the pandemic began in March 2020, Caltrain ridership has been significantly lower than it was pre-pandemic and therefore demand at the Caltrain parking lots has been significantly reduced as well. Parking data from Caltrain shows that in Spring 2019, there was a peak occupancy of 120 vehicles in the lots, with all of the vehicles parked in the spaces north of Olive Street. According to counts of the lots in May 2023, there were a maximum of 49 vehicles parked during the study periods.
Although a part of the downtown parking study area, this lot is separated from downtown by El Camino Real and not easily “shared” by employees or patrons of the downtown. Given its distinct use and low 0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
9 : 0 0 A M 1 0 : 0 0 A M 1 1 : 0 0 A M 1 2 : 0 0 P M 1 : 0 0 P M SUNDAY
On-Street Off-Street On + Off CalTrain
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parking demand, the Caltrain lots were separated from the general off-street parking supply for the purpose of analysis. Occupancy for the Caltrain lot during the peak hours surveyed on Thursday, Saturday, and Sunday is shown in Table 6.
Table 6 – Caltrain Lot Peak Occupancy
Day of Week Parking
Supply
Daytime Evening
Start of
Peak Hour
Occupied
Spaces
Percent
Occupied
Start of
Peak Hour
Occupied
Spaces
Percent
Occupied
Thursday
248
spaces
12 p.m. 49 20% 5 p.m. 26 10%
Saturday 1 p.m. 12 5% 5 p.m. 9 4%
Sunday 12 p.m. 28 11% N/A N/A N/A
Note: Data collected over five days in May and June 2023 Occupancy by Geographic Zone
Occupancy data was also analyzed by separating the downtown study area into two geographic zones:
Holly Street to Arroyo Avenue (North Downtown) and Arroyo Avenue to Brittan Avenue (South Downtown) to determine if there are varying patterns of parking behavior across the downtown given the differing land uses and levels of activity. North Downtown includes more commercial and retail establishments as well as the San Carlos Civic Center and contains 80 percent of the overall parking supply. A total of 68 percent of the downtown area’s on-street spaces and 87 percent of its off-street spaces are located in North Downtown.
On Thursday at 12 p.m. there were more off-street spaces occupied in North Downtown (64 percent) compared to the South Downtown (42 percent), but South Downtown has greater on-street occupancy (67 percent) than the North Downtown (58 percent) at that time in the on-street supply. However, while occupancy of on-street spaces in the North Downtown remained relatively consistent at 5 p.m. (58 percent) and 10 p.m. (55 percent), on-street spaces in the South Downtown were decreasingly occupied at 5 p.m. (50 percent) and 10 p.m. (34 percent). Table 7 shows peak parking occupancy by zone for Thursday.
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Table 7 – Thursday Peak Occupancy by Zone
Location Parking
Supply
12 p.m. 5 p.m. 10 p.m.
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
North Downtown
On-Street, Public 779 452 58% 454 58% 204 55%
Off-Street, Public 654 423 65% 373 57% N/A N/A
Off-Street, Private 758 475 63% 339 45% N/A N/A
Subtotal 2,191 1,350 62% 1,166 53% 204 55%
Caltrain 248 49 20% 26 10% N/A N/A
Total 2,439 1,399 57% 1,192 49% 204 55%
South Downtown
On-Street 371 248 67% 184 50% 83 34%
Off-Street, Private 263 111 42% 103 39% N/A N/A
Total 634 359 57% 287 45% 83 34%
Note: Data collected Thursday, May 11 and Thursday, June 8, 2023; On-street public occupancy at 10 p.m. calculated based
on surveyed supply of 373 and 241 spaces in the North Downtown and South Downtown, respectively; Shaded cells
= Peak hour of demand among all hours observed on Thursday
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On Saturday, there were consistently higher daytime on-street occupancy rates in the North Downtown (55 to 63 percent) than the South Downtown (49 to 53 percent). Late night on-street occupancy rates were considerably higher in the North Downtown (62 percent) than the South Downtown (35 percent). This data is presented in Table 8.
Table 8 – Saturday Peak Occupancy by Zone
Location Parking
Supply
1 p.m. 5 p.m. 12 a.m.
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
Occupied
Spaces
Percent
Occupied
North Downtown
On-Street, Public 779 479 61% 429 55% 232 62%
Off-Street, Public 654 390 60% 326 50% N/A N/A
Off-Street, Private 758 336 44% 297 39% N/A N/A
Subtotal 2,191 1,204 55% 1,051 48% 232 62%
Caltrain 248 12 5% 9 4% N/A N/A
Total 2,439 1,216 50% 1,060 43% 232 62%
South Downtown
On-Street 371 187 50% 180 49% 84 35%
Off-Street, Private 263 122 46% 116 44% N/A N/A
Total 634 309 49% 296 47% 84 35%
Note: Data collected Saturday, May 13 and Saturday, June 10, 2023; On-street public occupancy at 10 p.m. and 12 a.m.
calculated based on surveyed supply of 373 and 241 spaces in the North Downtown and South Downtown, respectively; Shaded cells = Peak hour of demand among all hours observed on Saturday On Sunday, counts were taken only in North Downtown, so Sunday occupancy cannot be compared for the two geographic zones.
Occupancy by Block Face and Lot
Figures 11 to 18 show peak daytime and nighttime parking occupancy for on-street parking as well as peak daytime parking occupancy for off-street parking. During the peak hour of demand on Thursday, on-street parking occupancy was high on several block faces (in particular, on and near Laurel Street) and low on others (such as segments of Walnut Street and Elm Street) as shown in Figure 11. This indicates that visitors to Downtown may have difficulty finding on-street parking in some areas, but there is a surplus of available on-street parking in other areas that are a reasonable walking distance from key destinations.
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Figure 11 Peak Daytime On-Street Parking Occupancy – Thursday, 12 p.m.
Figure 12 shows that public and private off-street parking facilities close to the 600 and 700 Blocks of Laurel Street had relatively high occupancy during the peak hour of demand on Thursday. Many other private lots had low occupancy, especially in South Downtown, and there was low occupancy recorded at the public Wheeler Parking Garage on Walnut Street. Visitors to Downtown could have trouble finding an off-street parking space in the core of Downtown near Laurel Street, but there is available public and private off-street parking farther away from their destination.
Figure 12 Peak Off-Street Parking Lot Occupancy – Thursday, 12 p.m.
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Figure 13 indicates that on-street parking was available on several block faces during the peak hour of demand on Saturday, particularly away from Laurel Street on Walnut Street and Elm Street. On-street spaces along and near Laurel Street tended to be heavily occupied during the Saturday peak hour.
Figure 13 Peak Daytime On-Street Parking Occupancy – Saturday, 1 p.m.
Figure 14 shows that, during the peak hour of parking demand on Saturday, a surplus of parking was observed at several private lots (including the private SamTrans parking facility) and at the public Wheeler Parking Garage and Civic Center facilities. At other public and private off-street facilities close to the 600 and 700 Blocks of Laurel Street, parking was in relatively high demand.
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Figure 14 Peak Off-Street Parking Lot Occupancy – Saturday, 1 p.m.
According to Figure 15, on-street parking was highly occupied throughout North Downtown during the peak hour of demand on Sunday. Parking occupancy on Sunday was likely especially high because time
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restrictions to on-street parking do not apply on Sundays and there were fewer spaces available due to temporary street closures.
Figure 15 Peak Daytime On-Street Parking Occupancy – Sunday, 12 p.m.
Figure 16 indicates that, while peak on-street parking occupancy on Sunday is particularly high, there were available off-street spaces in both public and private facilities. Off-street facilities with low occupancy on Sunday included the Wheeler Parking Garage, Civic Center facility, and SamTrans facility.
Figure 16 Peak Off-Street Parking Lot Occupancy – Sunday, 12 p.m.
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During the peak hour of occupancy on Thursday night, Figure 17 shows that residential on-street parking spaces tended to be most occupied in the North Downtown on particular block faces fronting multi-family residential uses, while occupancy on other nearby blocks was less than 50 percent. Parking occupancy in the South Downtown, where most residential is single family, was recorded to be consistently low.
Figure 17 Peak Nighttime On-Street Parking Occupancy – Thursday, 10 p.m.
Figure 18 illustrates that, on Saturday night, peak on-street parking occupancy tended to be low for all block faces in the South Downtown and vary substantially by block face in the North Downtown.
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Figure 18 Peak Nighttime On-Street Parking Occupancy – Saturday, 12 a.m.
Figures 19, 20, and 21 illustrate the proportions of parking occupancy for on- and off-street parking spaces by day, excluding the Caltrain lot. The data shows relatively high vacancy rates for parking overall in the study area with vacancies ranging from 38 to 45 percent at peak times. During the hours observed on Thursday, Figure 19 shows that between 38 and 51 of parking spaces were vacant throughout the day, and a greater proportion of occupied parking spaces within the study area were off-street spaces rather than on-street spaces.
Figure 19 Thursday Parking Occupancy by hour
19% 21% 20% 21% 21% 22%
37% 41% 40% 32% 29% 27%
44% 38% 40% 47% 50% 51%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
11:00 AM 12:00 PM 1:00 PM 5:00 PM 6:00 PM 7:00 PM
On-Street Occupied Off-Street Occupied Vacant
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According to Figure 20, more spaces within the study area were vacant at peak times on Saturday than on Thursday. While a similar proportion of on-street parking spaces were occupied on Saturday compared to Thursday, considerably fewer off-street parking spaces were occupied at peak times on Saturday than on Thursday.
Figure 20 Saturday Parking Occupancy by hour
Figure 21 shows that parking occupancy between 11:00 a.m. and 2:00 p.m. on Sunday resembles occupancy for the same time period on Thursday, as between 42 and 46 percent of spaces were vacant and up to 35 percent of occupied spaces were located in off-street facilities.
Figure 21 Sunday Parking Occupancy by hour
20% 21% 22% 20% 22% 22%
30% 32% 33%
28% 27% 25%
51% 48% 45% 52% 51% 53%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
11:00 AM 12:00 PM 1:00 PM 5:00 PM 6:00 PM 7:00 PM
On-Street Occupied Off-Street Occupied Vacant
17% 21% 22% 23% 22%
20%
26%
32% 35% 34%
63%
53% 46% 42% 44%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM
On-Street Occupied Off-Street Occupied Vacant
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Parking Turnover and Length of Stay
Parking turnover and parking duration data were collected for: (1) on-street parking spaces located on Laurel Street between San Carlos Avenue and Brittan Avenue, (2) on-street spaces located on San Carlos Avenue between Walnut Street and El Camino Real, and (3) one off-street parking lot (the South Plaza). This data shows the total number of vehicles parking in a space over the course of a day (i.e., turnover) and their lengths of stay.
As shown in Figures 22 and 23, most of the vehicles occupying both on- and off-street spaces had relatively short stays with roughly 87 and 75 percent of all vehicles staying less than two hours in on-street and offstreet spaces, respectively. About 62 percent of vehicles in on-street spaces and half of vehicles in off-street spaces stayed less than one hour. The relatively high percentage of on-street parking stays of two hours or less is a good indication that the two-hour on-street parking restrictions are generally being followed. The number of vehicles parked in off-street lots for three or more hours was considerably higher on Sunday when no limits were in effect.
Figure 22 On-Street Parking Average Length of Stay
0%
10%
20%
30%
40%
50%
60%
70%
< 1 Hr 1 - 2 Hrs 2 - 3 Hrs 3 - 4 Hrs 4 - 5 Hrs 5 - 6 Hrs 6 - 7 Hrs 7 - 8 Hrs 8 - 9 Hrs Thursday Saturday Sunday
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Figure 23 Off-Street Parking Average Length of Stay
For the block faces surveyed, there were longer lengths of stay in South Downtown than North Downtown, particularly on Laurel Street between Morse Boulevard and Brittan Avenue where several vehicles were parked for six or more hours on Thursday.
FiguresFigure 24,
Figure 25, and Figure 26 illustrate the average length of stay on Thursday, Saturday, and Sunday, respectively. The length of stay was calculated by averaging the amount of time all vehicles were parked on a block. As data was collected every hour, the shortest length of stay that could be counted is one half-hour 0%
10%
20%
30%
40%
50%
60%
< 1 Hr 1 - 2 Hrs 2 - 3 Hrs 3 - 4 Hrs 4 - 5 Hrs 5 - 6 Hrs 6 - 7 Hrs 7 - 8 Hrs 8 - 9 Hrs Thursday Saturday Sunday
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which would represent a vehicle that appeared in the survey only once. Only a portion of the study area was surveyed for length of stay and turnover, so data for some block faces is not shown.
Figure 24 Parking Average Length of Stay, Thursday
Figure 25 Parking Average Length of Stay, Saturday
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Figure 26 Parking Average Length of Stay, Sunday
Although the majority of vehicles were parked for less than two hours, the amount of time long-term vehicles occupied spaces made up a disproportionate number of hours. For example, although only four percent of vehicles parking on-street on Thursday stayed four hours or more, those vehicles comprised 22 percent of the total hours that vehicles occupied parking spaces. Figure 27 shows the percent of vehicles by length of stay compared to the percent of time spaces are occupied by short- and long-term vehicles. 63%
22%
10%
4%
27% 29%
22% 22%
0%
10%
20%
30%
40%
50%
60%
70%
< 1 Hr 1 - 2 Hrs 2 - 3 Hrs 4+ Hrs
Percent of Vehicles by Length of Stay Percent of Time Spaces Occupied by Vehicles
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Figure 27On-Street Parking Length of Stay Analysis, Thursday With respect to how frequently spaces “turn over”, Figures Figure 28,
Figure 29, and Figure 30 show the average number of vehicles parked in a space per day by segment for Thursday, Saturday, and Sunday. Turnover is defined as the number of different vehicles parked on a block over a given time period of time divided by the inventory of that block. Higher turnover means the block is being occupied by a greater number of different vehicles over the course of the day. In some cases, areas with lower turnover rates may be more heavily used by employees and residents who park for greater periods of time. Higher turnover was typically seen on Thursday and Saturday with less on Sunday.
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Figure 28 Parking Turnover on Thursday
Figure 29 Parking Turnover on Saturday
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Figure 30 Parking Turnover on Sunday
Alley Loading Activity
The parking survey also included data regarding loading and parking patterns in the alleys between Laurel Street and El Camino Real, from San Carlos Avenue to Arroyo Avenue, from 4 a.m. to 12 p.m. on Thursday and Saturday. Several small parking lots are located along the alley as well as numerous spaces utilized for loading and unloading. Data was collected regarding the loading and parking activity of vehicles stopped in the alley as well as the dwell time of those that were loading or unloading.
The survey revealed that most vehicles in the alley were parked rather than engaged in loading activity. The east-west alley located just south of San Carlos Avenue experienced the highest percentage of loading activity (68 percent) on both days, while the north-south alley located between Laurel Street and El Camino Real had varying levels of loading activity by block and day. The north-south alley had generally more loading activity on Thursday (23 to 39 percent) relative to Saturday (6 to 46 percent), and Saturday had vehicle significantly higher dwell times north of Olive Street.
Although many vehicles were engaged in loading throughout both days, the short average dwell time resulted in few loading vehicles being parked at the same time (excluding loading activity in the post office).
Typically, between zero to two loading vehicles were present at any given time with no more than three loading vehicles being parked at the same time in any single alley segment (occurring briefly in the eastwest alley south of San Carlos Avenue).
A summary of the alley loading survey is presented in Table 9.
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Table 9 – Alley Parking and Loading Summary
Alley Location Thursday 4 a.m. – 12 p.m. Saturday 4 a.m. – 12 p.m.
Number of
Vehicles
Parked
Percent
Loading
Avg
Dwell
Time
Number of
Vehicles
Parked
Percent
Loading
Avg
Dwell
Time
East-West Alley south of San Carlos Ave
between Laurel St and El Camino Real 34 68% 0:09:03 28 68% 0:10:54 North-South Alley
between Laurel St
and El
Camino Real
From East-West
Alley to Cherry St 79 39% 0:10:59 88 10% 0:49:03
From Cherry St
to Olive St 107 23% 0:13:01 131 6% 0:36:15
From Olive St
To Arroyo Ave 140 26% 0:18:54 92 46% 0:15:09
Total 360 32% 0:14:10 339 23% 0:32:40
Note: Data collected Thursday, May 11 and Saturday, May 13, 2023 Parking Ratio Analysis
This section provides an analysis of current and future parking conditions in the study area based on real estate data and observed peak parking demand. More specifically, parking demand data was crosstabulated with existing and projected land use information to determine the peak parking demand rate for commercial uses in Downtown San Carlos and the adequacy of the current and planned future parking supply.
Inventory, Occupancy, and Supply
As described in the Existing Conditions chapter, the entire Downtown study area has an inventory of 2,825 parking spaces including on-street, public off-street, and private off-street spaces (excluding the Caltrain lot), with the overall peak hour of parking demand as surveyed occurring at 12 p.m. on a Thursday when 60 percent of all spaces are occupied.
As a best practice amongst parking specialists, studies often assume an “effective parking supply” that is lower than the actual parking supply. Including a small proportion of spaces in the analysis that should be left vacant accounts for desired maneuverability and reduces the search time to find available parking.
Effective parking supply rates typically vary from as low as 85 percent of the actual supply for on-street spaces that experience frequent turnover to 95 percent for off-street facilities primarily serving longer-term parkers. In other words, a parking garage with 100 spaces could be described as having an effective parking supply of 95 spaces, meaning that planners would rely on the facility to accommodate 95 vehicles of demand rather than 100 vehicles (since a 100-percent occupied garage is not ideal for operation and can lead to a frustrating user experience).
Using a 90-percent effective parking supply metric for the Downtown as a whole given its mix of parking, 2,543 spaces would result in 834 spaces being available at the peak demand hour. Table 10 shows these results for the Downtown, including the north and south zones, as well as the number and percent of vacant spaces compared to the effective parking supply (i.e., over/under supply).
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Table 10 – Downtown Parking Study Area Effective Parking Supply and Peak Demand Comparison Zone Inventory Effective Parking
Supply – 90%
Existing Peak
Demand – Thursday,
12 p.m.
Over/Under Supply
North Downtown 2,191 1,972 1,350 622 +31.5%
South Downtown 634 571 359 212 +37.1%
Total 2,825 2,543 1,709 834 +32.8%
Note: North Downtown is defined as the area from Holly Street to Arroyo Street and does not include Caltrain parking. The
South Downtown is the area from Arroyo Street to Brittan Avenue.
To compare parking demand to existing development, building data was obtained from the Downtown Specific Plan project (DTSP) currently underway. As shown in Figure 31, the DTSP area is generally bounded by Holly Street, Greenwood Avenue, El Camino Real, and Walnut Street.
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Figure 31 Downtown Specific Plan (DTSP) Study Area
In the DTSP area, there is an inventory of 2,114 spaces, with an overall peak hour demand occurring at 12 p.m. on a Thursday when 58 percent of spaces were occupied during the survey. Assuming a 90-percent effective parking supply, or 1,903 spaces, there would be 680 spaces available at current peak demand.
Table 11 shows these results for the DTSP area under existing conditions, including the north and south zones, as well as the number and percent of vacant spaces compared to the effective parking supply (i.e., over/under supply).
Table 11 – Downtown Specific Plan Study Area Effective Parking Supply and Peak Demand Comparison
Zone Inventory Effective Parking
Supply – 90%
Existing Peak
Demand – Thursday,
12 p.m.
Over/Under Supply
North Downtown 1,702 1,532 1,003 529 +34.5%
South Downtown 412 371 220 151 +40.7%
Total 2,114 1,903 1,223 680 +35.7%
Peak Demand and Land Use Comparison
In addition to comparing existing peak parking demand with the available supply, parking demand was analyzed in relation to the amount (i.e., square footage) of built commercial space within the Downtown Specific Plan area. Table 12 shows the existing and anticipated (within the next 20 years) build-out for the area contained with the Parking Study and Specific Plan boundaries.
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Table 12 – Anticipated 20-Year Growth Projection
North Downtown
Use Existing Projected Growth
(20-Year)
Multi-Family residential 371 units 1,276 units
Commercial 672,760 sf 125,470 sf
South Downtown
Multi-Family residential 186 units 240 units
Commercial 167,433 sf 21,689 sf
Hotel 0 rooms 100 rooms
Note: Existing commercial uses represent built gross square footage, rather than occupied; sf =
square feet
This assessment allows for a comparison in both the North and South Downtown geographic zones within the Specific Plan area, by analyzing two factors:
• Built Stalls to Built Land Use Ratio. This represents the ratio of the total number of existing parking stalls to total existing land use square footage (occupied or vacant) within the study area. According to data provided by CoStar, there is a 2.2 percent office vacancy rate and 6.5 percent commercial vacancy rate for the approximately 840,193 gross square feet (GSF) of total non-residential space, equaling 801,993 occupied square feet. At this time, about 2.52 parking stalls per 1,000 GSF of built land use have been developed/provided within the entire Downtown (combining the on-and off-street parking supplies).
• Combined Peak Demand to Occupied Land Use Ratio. This represents the ratio of the total number of parked vehicles to total existing occupied land use square footage within the Downtown, combining the on- and off-street supply. As such, parked vehicles were correlated with actual occupied building area. From this perspective, there is an existing peak hour parking demand of 1.52 spaces per 1,000 GSF of occupied land use, or 1.56 in the North Downtown and 1.37 in the South Downtown.
Table 13 summarizes the analysis for all of Downtown San Carlos and also by zone.
Table 13 – Peak Parking Demand Comparison to Land Use
Zone Gross
Square
Footage
(Built)
Gross
Square
Footage
(Occupied)
Inventory Parking
Supply
Ratio per
Built KSF
Existing
Peak
Demand –
Thursday, 12
p.m.
Peak Parking
Demand Ratio
per Occupied
KSF
North Downtown 672,760 641,650 1,702 2.53 1,003 1.56
South Downtown 167,433 160,343 412 2.46 220 1.37
Total 840,193 801,993 2,114 2.52 1,223 1.52
Note: North Downtown does not include Caltrain parking
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As a comparison, Table 14 provides a list of cities across California in which the consultant team has worked, detailing each of their built supply ratios to demand ratios in their downtowns or mixed-use districts.
Downtown San Carlos is roughly average in both its built parking supply and peak demand ratio compared to other California communities.
Table 14 – Peak Parking Demand in Downtowns & Mixed-Use Districts City Parking Supply Ratio
per Built KSF
Peak Parking Demand
Ratio per Occupied KSF
Difference
Soledad (Downtown) 4.21 1.21 3.00
Mill Valley (Miller Ave) 4.13 3.08 1.05
Gilroy (Downtown) 4.07 2.00 2.07
Lancaster (Downtown) 3.67 1.37 2.30
Ventura (Westside) 2.87 1.26 1.62
San Carlos (Downtown) 2.52 1.52 1.00
Sacramento (Downtown) 2.19 1.18 1.01
Monterey (Downtown) 2.14 1.20 0.94
Palo Alto (Downtown) 2.12 1.90 0.22
Newport Beach (Balboa Village) 1.84 1.78 0.06
Oxnard (Downtown) 1.70 0.98 0.72
Santa Monica (Downtown) 1.57 1.21 0.36
Average 2.75 1.56 1.19
Projected Demand Analysis
The DTSP provides a 20-year growth projection for the Downtown in terms of both residential units and commercial uses, as is provided in Error! Reference source not found.. Using this information, projected parking demand can be estimated using industry standard rates and the local data analyzed above.
Additionally, the expected change in parking supply with 20-year growth was calculated to determine whether future parking demand in Downtown could be accommodated with future supply. Projected parking demands do not assume any future mode shift from potential changes such as increased multimodal access from streetscape changes, Caltrain electrification, or increased transportation demand management (TDM) requirements.
Projected Parking Supply Methodology
Data from 14 developments located within or adjacent to the downtown in the past five years indicate that fully market-rate multi-family residential projects supply 1.7 spaces per unit on average and fully below market-rate (BMR) multi-family projects supply 0.7 spaces per unit on average. Should the City choose to align with the Metropolitan Transportation Commission’s (MTC) Transit-Oriented Community (TOC) Policy, a parking maximum of one space per unit would apply to new multi-family residential projects. In this case, developers would be expected to build one space per unit for both developments including both marketrate and BMR residential units to maximize the available parking on site given the constrained parking maximum, and allocate a greater portion of those spaces to market-rate units.
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It was assumed that new retail, restaurant, or commercial services uses would provide no parking on-site, as minimum parking requirements are generally prohibited within most of Downtown San Carlos per California Assembly Bill (AB) 2097 and customers could be reasonably expected to use public on- or offstreet parking. However, new office uses were analyzed as providing sufficient on-site parking to meet their own demand (i.e., no employees of new office uses would park in public spaces). As hotels are exempt from AB 2097, new hotels were also assumed to provide their own parking.
Projected Parking Demand Methodology
Parking demand for future multi-family residential developments was estimated based on vehicle ownership data from the Census block groups encompassing the DTSP area. A household within Downtown owns 1.56 vehicles on average. Data from Parking Generation, 6th Edition, Institute of Transportation Engineers (ITE), indicates that parking demand for market-rate and BMR units are roughly equal, so the demand for marketrate units was assumed to be the same for BMR units in this analysis (although developers were presumed to supply different parking ratios for market-rate and BMR units). According to data from the Urban Land Institute’s (ULI) Shared Parking manual, 40 percent of resident vehicles would be parked at home at 12 p.m. on a Thursday and 80 percent of vehicles would be parked at home at 7 p.m. on a Saturday. Therefore, the resident parking demand per multi-family unit was calculated as vehicle ownership (1.56 vehicles per household) multiplied by the percent of vehicles at home during a given peak hour.
While residents were assumed to park in public spaces only when on-site spaces are fully occupied, visitors were expected to always park on street. Visitor parking demand was also sourced from the ULI and ranges from 0.02 spaces per unit at 12 p.m. on a Thursday to 0.15 spaces per unit at 7 p.m. on a Saturday. During the peak hour on Thursday, parking demand for commercial uses was previously derived to be 1.56 spaces per occupied 1,000 square feet in the North Downtown and 1.37 spaces per occupied 1,000 square feet in the South Downtown. On Saturday at 7 p.m., the ratio of parking demand per 1,000 occupied square feet of commercial space is 1.27 in the North Downtown and 1.14 in the South Downtown. To find the expected parking demand generated by new commercial uses, these ratios were applied to projected commercial square footage (excluding hotels and offices which would provide parking on-site).
Projected Surplus/Deficit
Table 15 and Table 16 show the calculations for the North Downtown and South Downtown during the study’s overall peak hour of demand (Thursday from 12 p.m. to 1 p.m.) and during the evening on Saturday (7 to 8 p.m.) when residential parking demand peaked with evening restaurant/retail demand. As the projected surplus of parking is smallest during Saturday evening, projected demand on Saturday was compared to projected effective supply (i.e., assuming at least ten percent of the parking supply should remain vacant) in Table 17 should the City adopt the MTC’s TOC policy and establish a one space per unit parking maximum for multi-family residential (while still accounting for the City’s current household vehicle ownership rate). Each table also includes a comparison to the future effective parking supply of each area, accounting for the effects of planned street design changes and changes in the public, off-street parking supply. Upon completion of 20 years of development included in the DTSP and changes in the public parking supply, the entire downtown would be expected to have an effective surplus of 379 spaces relative to projected parking demand during the study’s overall peak hour of demand on Thursday and an effective surplus of 118 spaces during the evening on Saturday. With a one space per unit parking maximum for new multi-family residential, the Downtown’s effective surplus reduces from 118 to 69 spaces during the evening on Saturday (two excess spaces in the North Downtown and 67 excess spaces in the South Downtown).
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Table 15 – Thursday 12 p.m. Projected Parking Surplus/Deficit Market-Rate
Residential BMR Residential Total
North
Downtown
South
Downtown
North
Downtown
South
Downtown
North
Downtown
South
Downtown
Multi-family Units 753 142 523 98 1276 240
Anticipated Supply1 1255 236 376 71 1631 307
Anticipated Vehicle
Ownership2
1176 221 817 154 - -
Owned Vehicles On-Site at
12 p.m. on Thursday3
470 88 327 61 - -
Deficit 0 0 0 0 0 0
Visitor Demand4-16 -3 -10 -2 -26 -5
Current Effective Parking Supply Available in DTSP, Thursday 12 p.m. 529 151 New Residential Demand -26 -5
New Commercial Demand -196 -30
Loss of Public Spaces from Streetscape Plan -47 0
Projected Surplus/Deficit 260 119
Note: DTSP = Downtown Specific Plan; North Downtown does not include Caltrain parking; 1 = 1.7 spaces per unit for
market-rate and 0.7 spaces per unit from development data; 2 = 1.56 vehicles per household from Census data; 3 = 40
percent of vehicles from ULI; 4 = 0.02 spaces per unit from ULI
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Table 16 – Saturday 7 p.m. Projected Parking Surplus/Deficit Market-Rate
Residential BMR Residential Total
North
Downtown
South
Downtown
North
Downtown
South
Downtown
North
Downtown
South
Downtown
Multi-Family Units 753 142 523 98 1276 240
Anticipated Supply1 1255 236 376 71 1631 307
Anticipated Vehicle
Ownership2
1176 221 817 154 - -
Owned Vehicles On-Site at
7 p.m. on Saturday3
941 177 654 123 - -
Deficit 0 0 -278 -52 -278 -52
Visitor Demand4-113 -21 -78 -15 -191 -36
Current Effective Parking Supply Available in DTSP, Saturday 7 p.m. 718 188 New Residential Demand -469 -88
New Commercial Demand -159 -25
Loss of Public Spaces from Streetscape Plan -47 0
Projected Surplus/Deficit 43 75
Note: DTSP = Downtown Specific Plan; North Downtown does not include Caltrain parking; 1 = 1.7 spaces per unit for
market-rate and 0.7 spaces per unit from development data; 2 = 1.56 vehicles per household from Census data; 3 = 80
percent of vehicles from ULI; 4 = 0.15 spaces per unit from ULI
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Table 17 – Saturday 7 p.m. Projected Parking Surplus/Deficit with TOC Policy Market-Rate
Residential BMR Residential Total
North
Downtown
South
Downtown
North
Downtown
South
Downtown
North
Downtown
South
Downtown
Multi-Family Units 753 142 523 98 1276 240
Anticipated Supply with 1
Space/Unit Maximum 753 142 523 98 1276 240
Anticipated Vehicle
Ownership1
1176 221 817 154 1993 375
Owned Vehicles On-Site at
7 p.m. on Saturday2
941 177 654 123 1595 300
Deficit -188 -35 -131 -25 -319 -60
Visitor Demand3-113 -21 -78 -15 -191 -36
Current Effective Parking Supply Available in DTSP, Saturday 7 p.m. 718 188 New Residential Demand -510 -96
New Commercial Demand -159 -25
Loss of Public Spaces from Streetscape Plan -47 0
Projected Surplus/Deficit 2 67
Note: DTSP = Downtown Specific Plan; North Downtown does not include Caltrain parking; 1 = 1.56 vehicles per household
from Census data; 2 = 80 percent of vehicles from ULI; 3 = 0.15 spaces per unit from ULI Summary of Key Findings
This review has yielded various key findings related to existing parking supply, occupancy, length of stay, and turnover in the study area. The specific findings of the existing conditions parking analysis are summarized below.
Summary of Existing Conditions
1. Visitors to Downtown using public parking facilities likely have difficulty finding parking in high-demand areas at peak times, but there is available public parking in areas that are farther from destinations, such as on Walnut Street, on Elm Street, and in the Wheeler Plaza Garage. Customers and employees using private parking facilities in the study area are most likely to easily find parking, as occupancy for private off-street facilities was generally lowest compared to public off-street and on-street spaces.
2. Some areas experience higher occupancy rates during the day, particularly in the core Downtown near Laurel Street. However, the study area generally has a substantial supply of vacant parking available during the days and hours surveyed, but occupancy on Thursday and Sunday tended to be higher than on Saturday. Overall, daytime parking space vacancy rates range between 38 percent and 63 percent.
On-street parking generally experiences higher occupancy rates than off-street, especially on Sunday (80 percent) when time restrictions are not in place.
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3. On-street parking occupancy rates are relatively consistent on Thursdays and Saturdays, but off-street parking experienced moderately less occupancy during the midday and considerably less occupancy in the evening.
4. On-street parking occupancy in the North Downtown generally remained consistent throughout Thursday and Saturday (between 50 and 63 percent) reaching their peaks at 7 p.m. when on-street spaces were 62 percent occupied on Thursday and 63 percent occupied on Saturday. Alternatively, onstreet parking occupancy in the South Downtown peaked at noon on both days (67 percent occupied on Thursday and 53 percent on Saturday) and decreased in the evening. Off-street parking occupancy on Thursday was substantially higher in the North Downtown, where the peak off-street occupancy was 64 percent, than the South Downtown, where the peak off-street occupancy was 42 percent.
5. For the whole study area, parking occupancy reached 47 to 51 percent at night, with peak nighttime parking occupancy rates of 62 percent in the North Downtown area and 35 percent in the South Downtown.
6. Caltrain station parking occupancy is consistently very low. Surveys show that of the 248 spaces provided at the San Carlos Caltrain station, 49 spaces (20 percent) were occupied at the peak hour on a Thursday. Prior to the pandemic, in Spring 2019 the peak parking occupancy reached 120 vehicles, with all of the vehicles parked in the spaces north of Olive Street.
7. Adherence to posted time limits appears to be relatively good with 87 and 75 percent of all vehicles staying less than two hours in on-street and off-street spaces, respectively, with somewhat longer lengths of stay in South Downtown.
8. Although most vehicles were observed to be parked fewer than two hours, those who did park longterm vehicles occupied spaces a disproportionate number of hours. For example, although only four percent of surveyed vehicles parking on-street on a Thursday stayed four hours or more, those vehicles comprised 22 percent of the total hours that vehicles occupied parking spaces.
9. Although many service vehicles were engaged in loading in the alleys throughout both days, short average dwell times resulted in few loading vehicles being parked at the same time (excluding loading activity at the post office). Typically, between zero and two loading vehicles were present at any given time with no more than three loading vehicles being parked at the same time in any single alley segment (occurring briefly in the east-west alley south of San Carlos Avenue).
Summary of Parking Ratio Analysis
10. Comparing the effective parking supply (i.e. the parking supply assuming that there is a 10 percent desired vacancy rate for all spaces) to peak-hour demand for parking, the entire Downtown has an oversupply of 834 spaces (32.8 percent of the effective parking supply) while the Downtown Specific Plan study area has an oversupply of 680 spaces (35.7 percent of the effective parking supply).
11. Currently, about 2.52 parking stalls per 1,000 gross square feet (GSF) of built non-residential space are provided within the entire Downtown, including both public and private on- and off-street spaces. There is an existing peak hour parking demand of 1.52 spaces per 1,000 GSF of occupied non-residential space, or 1.56 in the North Downtown and 1.37 in the South Downtown.
12. With the inclusion of 20-year growth projected in the Downtown Specific Plan and losses of effective parking supply from planned street design changes and future changes in public, off-street facilities,
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the entire study area would have a surplus of 379 spaces during the overall peak hour of demand for the study (Thursday from 12 p.m. to 1 p.m.) and a surplus of 118 spaces during the evening on Saturday (7 to 8 p.m.). Should the City adopt the MTC’s TOC policy and establish a one space per unit parking maximum for multi-family residential developments, the surplus in the Downtown would be expected to decrease from 118 to 69 spaces on Saturday evening, including two vacant spaces in the North Downtown and 67 in the South Downtown.
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Parking Management Strategies
This chapter provides a description of proposed parking strategies and Zoning Ordinance updates designed to improve the availability and convenience of parking in Downtown San Carlos, as well as promote sustainable travel behavior. The recommendations were informed by the observation of current parking behavior, input from City staff, and feedback received from the residential and business community, property owners, and other local stakeholders during the Downtown Specific Plan process.
Included in this chapter are a diverse range of strategies to increase the publicly available parking supply, better manage demand, adjust parking policies in anticipation of new development and in response to recent policy changes, and finance components of the parking program. Additionally, the proposed strategies are intended to improve the experience of drivers visiting Downtown and looking for parking, support resident and employee long-term parking, and encourage sustainable modes of transportation.
The strategies are generally organized in three phases, with the mid- and long-term strategies that can be implemented as the Downtown grows over time. Also, recommended changes to the Zoning Ordinance are detailed following each of the three phases. The Zoning Code updates recommended for Downtown are subject to change with the adoption of Citywide Transportation Demand Management (TDM) and parking standards. A set of “Strategies for Future Consideration” are described; while they are not recommended with this report, these strategies are commonly used parking management tools that the City may wish to reconsider in the future.
Parking Management Objectives
The San Carlos 2045 General Plan includes policies and actions related to vehicle and bicycle parking within Downtown such as the following:
• Policy LU-2.9 Continue to allow shared parking between commercial and residential uses. • Policy LU-2.20 Ensure adequate accessibility to the Downtown, which may include expanding automobile parking, bicycle parking and public transit. • Action LU-2.6 Review Downtown parking standards and amend as necessary to encourage and support a pedestrian-oriented environment while minimizing impacts on adjacent neighborhoods. • Action LU-2.7 Evaluate options to increase safe and convenient bicycle access and parking in the Downtown area.
Although visitors to Downtown may have difficulty finding parking at peak times immediately adjacent to their destinations in high-demand spaces, such as those on Laurel Street, data show there are available public and private parking spaces in the area, albeit farther from the original destination. Taken as a whole, almost two out of every five parking spaces in the Downtown (i.e., over 1,100 spaces) are vacant during peak demand. In addition, the Caltrain lot is especially underutilized, with 248 spaces and a maximum occupancy of 20 percent. Most drivers complied with posted time limits, but there were some drivers that stayed long-term and occupied spaces for a disproportionate number of hours, well in excess of time limits.
While historically “solving a parking problem” in a high-demand area in many cities has resulted in increasing the supply of off-street parking, this solution does not address the core problem of concentrated demand in which on-street spaces at select locations are consistently oversubscribed while nearby off-street spaces remain underused. The strategies in this plan are intended to manage demand for curb spaces to ensure parking availability and maximize vehicle turnover for businesses, while also optimizing use of the
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existing off-street supply to meet a variety of parking needs such as convenience for visitors and long-term resident and employee parking. Measures such as wayfinding, online mobility information, valet services, and long-term off-street parking would improve the experience of visiting Downtown San Carlos and encourage longer stays.
Anticipated development within Downtown over the next 20 years would intensify parking demand, especially as many new projects may supply little to no new off-street parking. Mid- to long-term strategies are recommended to minimize parking spillover effects in established nearby residential neighborhoods, and also to prevent new residents from parking long term on the street free of charge. Recommendations to support sustainable modes of transportation, such as walking, bicycling, carpooling, and public transit, are also presented in this plan. Efforts to improve bicycle infrastructure within San Carlos should be coupled with updated bicycle parking standards and public short- and long-term bicycle parking to ensure that cyclists have a secure place to lock their bikes at their destinations. The plan includes updated Zoning Ordinance standards for Downtown to comply with recent regional policy requirements, encourage lower vehicle ownership and sustainable travel, and reduce the oversupply of parking with new developments.
Overview of Potential Parking Strategies
The parking strategies described below represent a toolbox of measures available to the City. As noted above, they are broken into three phases with “short-term” strategies prioritized for the next five years, “mid-term” strategies intended to be coordinated with the completion of planned development in Downtown and streetscape changes such as the public plazas on Laurel Street between San Carlos Avenue and Olive Street, and “long-term” strategies to be completed following the mid-term strategies if there is a demonstrated need. Edits to the City’s Zoning Ordinance are recommended and should be implemented as soon as possible in preparation for new development in Downtown. However, these Zoning Ordinance edits are subject to change with the adoption of Citywide TDM and parking standards. While not recommended at this time, a set of “Strategies for Future Consideration” are included which may be revisited by the City in the future. Table 18 shows a summary of the parking management strategies and ratings of their relative effectiveness in managing parking demand, cost, and ease of implementation.
Table 18 – Summary of Parking Management Strategies
Strategy Effectiveness Cost Ease of
Implementation
Short-Term Strategies
1. Long-Term Parking in Off-Street Lots ★ $ ★★★
2. Modify Time-Restricted Hours ★★ $$ ★★★
3. Transportation Management Association ★★★ $$$ ★
4. Parking Wayfinding ★ $ ★★★
5. Mobility Information ★ $ ★★★
6. Shared Parking Agreements ★★★ $$$ ★
7. Parking Enforcement ★★★ $$$ ★★
8. Resident Permits for New Developments ★★ $ ★★
9. Daylighting and Accessible Parking ★ $ ★★★
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Short-Term Strategies (2025-2030)
All-Day Parking in Off-Street Lots
Short-Term Strategy 1 – In place of the Downtown Employee Parking Permit program, designate the second floor of the Wheeler Plaza Garage and the top floor of the SamTrans Garage (202 total spaces) as free ten-hour parking.
Description
Currently, two- or three-hour time restrictions apply within all public parking lots in Downtown San Carlos.
As a result, visitors looking to park for more than three hours in public spaces must search for an unregulated on-street space, move their vehicle regularly, or park illegally in a time-restricted space and risk citation. The Downtown Employee Parking Permit is available to employees of businesses located on Laurel Street south of San Carlos Avenue and enables employees to park without restrictions in any of the 126 available spaces on the second floor of the Wheeler Parking Garage or in any of the 76 spaces on the top floor of the San Mateo County Transit District (SamTrans) Garage. At a cost of $103 per six months (which is approximately $0.79 per weekday), roughly 60 Downtown Employee permits are issued by the City annually. The number of active employee permits indicates that most employees do not use this program and may be parking in on-street spaces, even though the daily cost of a permit is relatively low for a fulltime employee working in-person. Employees of San Carlos City Hall, San Carlos Library, San Carlos Library Tenants, the County Sheriff’s Office, and the Adult Community Center are eligible for the Civic Center Employee Parking Permit program which exempts the permitholder from the three-hour time restriction in any section of the San Carlos Library Parking Garage.
Purpose
Creating more long-term parking in less proximate locations can benefit both employees and visitors.
Parking occupancy and turnover data show that vehicles parked long-term (over four hours) in on-street spaces occupy spaces for a disproportionate number of hours (four percent of vehicles on Thursday comprised 22 percent of the total hours that vehicles occupied parking spaces). This indicates that some employees are likely parking on the street for long periods and understand that, with infrequent enforcement, they can park long term in convenient spaces without consequence. In other words, there is little reason for employees to pay for a permit and park in less convenient off-street spaces when free parking is available in prime locations if the employee regularly moves their vehicle or risks citation. A free long-term parking option in underutilized off-street lots would be more desirable for employees than paid Table 18 – Summary of Parking Management Strategies
Strategy Effectiveness Cost Ease of
Implementation
Mid-Term Strategies
1. Bicycle Parking Hub ★ $$ ★★★
2. Residential Permit Parking District ★★★ $$ ★★
Long-Term Strategies
1. Special Event Valet Parking ★ $$ ★★★
Note: Sliding scale where ★ is least desirable and ★★★ is most desirable, $ is cheapest and $$$ most expensive
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permits and could have the effect of increasing turnover for high-demand on-street spaces. As with employees, there is no existing option for long-term visitor parking in Downtown other than circulating for an unregulated on-street space, regularly moving between spaces, or illegally parking long-term in a timerestricted space. Long-term parking in less convenient locations can also serve visitors who wish to stay longer and visit more businesses during the same trip, creating an economic benefit for Downtown.
Implementation
It is recommended that the City designate the second floor of the Wheeler Parking Garage and top floor of the SamTrans garage as free ten-hour parking; the current 13 “clean air” spaces on the second floor of the Wheeler Parking Garage should be shifted to the first floor to encourage their use. Based on occupancy data collected over three days, the 126 spaces on the second floor of the Wheeler Parking Garage have a peak occupancy of 15 percent and the 76 spaces on the top floor of the SamTrans Garage have a peak occupancy of eight percent, indicating that both locations have a significant number of vacant parking spaces. Long-term visitors to Downtown and employees should be directed (via new wayfinding signage described below) to park at the ten-hour spaces, which would allow some of the more popular on-street spaces to be used by short-term parkers. With the conversion of spaces to ten-hour parking, the Downtown Employee Parking Permit program would no longer be needed and should be suspended until greater Downtown parking demand warrants its return. The Downtown Employee Parking Permit program generates $5,722 of annual revenue, excluding the approximately ten hours of staff time to run the program, and its suspension would have a minimal fiscal impact. The free Civic Center Employee Parking Permit program, which has 200 annual permits issued, is better utilized than the Downtown Employee program and should remain in place.
Modify Time-Restricted Hours for Public Parking
Short Term Strategy 2 – Modify the time-restricted hours for all public on-street parking and high-demand public off-street parking to include the period between 6:00 p.m. and 8:00 p.m. as well as Sundays. The City should collect morning parking occupancy data and, if occupancy is low before 8:00 a.m., move the timerestricted hours for all Downtown public parking to begin at 8:00 a.m. instead of 7:00 a.m.
Description
Currently, the majority of time-restricted on- and off-street public parking spaces have two- or three-hour time limits between 7:00 a.m. and 6:00 p.m., Monday through Saturday. Thursday parking data show that on-street parking occupancy in Downtown remained constant at 55 percent between 5:00 p.m. and 7:00 p.m. and then increased to 58 percent during the hour between 7:00 p.m. and 8:00 p.m., which is relatively close to the peak on-street parking occupancy for the day (61 percent). On Saturday, on-street parking occupancy reached its peak of 58 percent between 7:00 p.m. and 8:00 p.m., outside of the current timerestricted hours for most on-street parking spaces. In general, demand for public off-street parking spaces tended to decrease after 5:00 p.m. on Thursday and Saturday. However, high-demand public facilities such as Clark Parking lot, South Parking lot, and Wheeler Parking lot (surface lot) were heavily utilized past 7:00 p.m. Peak on-street and off-street parking occupancies on Sunday were especially high, even in the Wheeler Parking Garage, likely due to the lack of time restrictions on Sunday and increased activity from the Farmers’ Market.
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Purpose
While the current parking hours align with more traditional business hours, shifting the time-restricted hours of on-street parking to include 6:00 p.m. to 8:00 p.m. and Sundays would encourage parking turnover during some of the periods of highest demand. The hours between 6:00 p.m. to 8:00 p.m. are a peak time for visitors to eat out at restaurants, spend time at bars, or attend special events. Restaurants and shops are typically open on both Saturdays and Sundays, and the lack of time restrictions combined with the Farmers’ Market has resulted in particularly high demand for on-street parking spaces and off-street spaces near Laurel Street on Sunday. These restrictions may be particularly effective in discouraging evening-shift employees from parking in more convenient spaces beginning at 4:00 p.m. and leaving their vehicles in place all night.
Maintaining parking time restrictions between 7:00 a.m. and 8:00 a.m. is relatively uncommon for most jurisdictions, as many businesses (except coffee shops) tend to be closed at this time. However, no parking demand data before 9:00 a.m. was obtained for this study.
Implementation
The time-restricted hours for on-street spaces and high-demand off-street lots (i.e., Clark Parking lot, South Parking lot, and Wheeler Parking lot) in Downtown San Carlos should be shifted to include the period between 6:00 p.m. and 8:00 p.m. and Sundays to better align with when spaces are most in demand; Wheeler Parking Garage should maintain its current 6:00 p.m. limit, but expand its hours to include Sundays. The City should collect parking occupancy data for the morning hours and move the time-restricted hours for public on- and off-street spaces to begin at 8:00 a.m., provided that spaces are measured to have low occupancy before 8:00 a.m. Moving time-restricted hours to between 8:00 a.m. and 8:00 p.m. would be in line with nearby jurisdictions such as Redwood City and San Bruno, which require payment for metered on-street parking spaces between 8:00 a.m. and 8:00 p.m. All other public off-street lots (e.g., City Hall) should maintain their current time restrictions to encourage their use during evening hours and on Sundays.
Transportation Management Association (TMA)
Short-Term Strategy 3 – Create a Citywide Transportation Management Association (TMA) for San Carlos that includes Downtown.
A Transportation Management Association (TMA) is typically either a private/non-profit or public-private partnership member-controlled organization that is established to promote commute alternatives to driving alone. TMAs are controlled and funded through membership and/or developer fees with the goal of reducing vehicle trips and congestion. Typically, TMAs allow for businesses of all different sizes to collectively provide commute reduction services to a broader range of travelers. TMAs allow multiple entities within a geographic area to jointly provide Transportation Demand Management (TDM) services and measures to employees and visitors, rather than each company providing services individually.
Residential projects can also be included in TMAs, enabling local residents to take advantage of these services and incentives to walk, bike, carpool, vanpool or use transit to reach their destinations. TMAs can take on the role of pursuing and managing shared parking agreements with the owners of private lots within its boundaries, as sharing underutilized parking resources reduces the need for new off-street parking and promotes alternatives to driving.
It is recommended that a Citywide TMA be created for San Carlos that includes Downtown, the Northeast Area, and the Eastside Innovation District at a minimum, as well as other areas of San Carlos or neighboring
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cities if desired. One option would be to build off of the proposed TMA in the Eastside Innovation District and expand that program to other areas of the City. Creating a unified TMA for multiple regions would be a more efficient use of resources than maintaining multiple smaller TMAs, since certain service and administrative costs do not scale proportionally to the size of the organization (i.e. a single small TMA could be a similar level of cost and effort to a larger TMA). The mission of the TMA should be to collectively represent all users, existing or new, within its boundaries; manage parking as a district-wide resource by pursuing and managing shared parking agreements; oversee TDM measures; and take actions to achieve the collective goals of the TDM program. The TMA could include representation from the City along with existing and new businesses and residential projects. The work needed to develop the TMA can be a lengthy process and should begin as soon as possible.
Case Studies of TMAs in the Bay Area
Case studies of existing TMAs throughout the Bay Area are described in Table 19. Existing TMAs could be helpful resources for the City of San Carlos when creating a TMA.
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Table 19 – Case Studies of TMAs in Bay Area
Name of TMA Description Primary Duties Website
Mountain View
TMA
Non-profit organization
with a mission of reducing
traffic on Mountain View
streets
Operates four free MVgo shuttle routes
and provides mid-day mobility
reimbursements for commuters. Directs
residents and commuters to programs
such as Valley Transportation Authority’s
(VTA) Guaranteed Ride Home, 511’s
Merge ridematching service, Clipper’s
START pilot program, and VTA ACCESS
paratransit
https://mvgo.org/
Palo Alto TMA Private, non-profit
organization to reduce
Single Occupancy Vehicle
(SOV) trips, traffic
congestion, and demand
for parking
Provides transportation information for
living car-free and commuting by transit.
Offers free transit passes, participation in
the Bike Love rewards program for
biking to work, and subsidized late-night
Lyft rides to qualifying employees.
https://www.paloal
totma.org/
Alameda TMA Public-private, non-profit
organization created to
connect Alameda
commuters to sustainable
and affordable
transportation
Includes information about travel
options to/from the City of Alameda.
Offers an incentive for TMA members
that purchase an electric bike, free
transit passes for TMA members, and
Car Share credit for Alameda workers.
https://www.alame
datma.org/
Moffett Park
Business
Group
(Sunnyvale
)
Membership-driven
organization addressing
common business
concerns within the
Moffett Park area
(including a transportation
group)
Coordinates an annual employee
commute survey, forms a group of
safety and security personnel for
emergency preparedness, offers
transportation information on the
“Resources” page.
https://www.mpbg.
org/
West San
Leandro
BID
Business Improvement
District collecting fees to
fund LINKS shuttle service
Operates the LINKS shuttle service to
the Downtown San Leandro Bay Area
Rapid Transit (BART) station.
Participation in BID qualifies as a
commuter benefit for employers
https://sanleandrol
inks.com/bid/
Implement TDM Programs
Joining and paying fees and/or membership dues to a TMA should qualify as a TDM measure that results in trip reduction, as the TMA would provide coordinated TDM services to employees, residents, and visitors, that would otherwise be provided individually by each business or residential project. The TMA should provide online mobility information to promote alternatives to driving alone, as well as coordinate with the San Mateo County Transit District (SamTrans) and Commute.org to implement local programming. For members of the TMA located in the same area, the TMA could support and/or provide district-wide shuttle services in place of each entity operating a separate shuttle. The TMA can assist businesses or residential
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property managers with purchasing and distributing transit passes (through Caltrain GoPass, for example) and provide other technical assistance in helping them meet TDM requirements.
Monitor TDM Programs
In addition to implementing TDM measures, the TMA should monitor and report vehicle trips and program data to help assess the effectiveness of their vehicle trip reduction efforts. This may include monitoring parking usage through driveway counts or distributing travel surveys. Travel surveys should be intuitive, quick to complete, and ask standardized questions that can easily be compared between employers and properties. Additionally, the TMA can maintain and regularly update a database of travel behavior data and TDM performance information, and the travel behavior data could be shared annually with the public.
Monitoring can enable a TMA to make effective adjustments to its programs to maximize their effectiveness, more efficiently mitigate vehicle trips, and reduce vehicle miles traveled and parking demand within the TMA service area.
Parking Wayfinding
Short-Term Strategy 4 – Install new parking wayfinding signs to guide drivers to long-term parking spaces on the second floor of Wheeler Parking Garage and the top floor of the SamTrans Garage (using the heading “All-Day Free Parking”), as well as shared, private parking spaces should they become accessible to the public.
Description
Parking wayfinding such as highly visible directional signage can better direct motorists to public, off-street parking or private lots that are publicly available. The signs should be in line with public standards (e.g., the use of a large “P”) and be consistent with the California Manual on Uniform Traffic Control Devices.
Downtown San Carlos currently has static parking wayfinding signs in about 30 locations that generally include a large “P,” arrow pointing in the direction of the nearest public parking facility, and the text “Free Parking” or ”Parking.”
Purpose
Wayfinding signage can be used to direct motorists, pedestrians, and bicyclists. For motorists, the time taken to search for vehicle parking may be reduced and the visibility of parking availability may be increased.
Pedestrian-oriented signage directs people on foot to and from the parking facilities as well as providing information regarding the proximity of destinations. For bicyclists, signage can direct users to bicycle parking and safe routes. Larger vehicle parking facilities sometimes include automated parking counters which provide information on electronic signs or online about the real-time availability of parking spaces, helping direct visitors to a lot with empty spaces.
While Downtown has existing wayfinding signage, supplementary wayfinding signage could inform employees and visitors looking to stay longer than two or three hours to park all day for free in parts of the Wheeler Plaza and SamTrans garages; this could prevent some long-term parkers from parking illegally or frequently moving between time-restricted parking spaces. If off-street private lots are made publicly accessible through shared parking agreements, wayfinding signage can note what lots are available to the public and at what times of day.
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Implementation
With the conversion of the second floor of the Wheeler Plaza Garage and top floor the SamTrans Garage to free ten-hour parking, is recommended that new parking wayfinding signs be installed to direct drivers looking for long-term parking to the ten-hour spaces. The signs should have a heading of “All-Day Free Parking” and include a row with the text “Wheeler Parking Garage (2 nd Floor)” and a row with “SamTrans
Garage (Top Floor).” Each row should be grouped with a directional arrow guiding drivers to the facility. The new signs should be situated at common entrances to Downtown, such as Holly Street and San Carlos Avenue; along streets where drivers are likely to circulate for parking, such as Laurel Street, Cherry Street, and Olive Street; as well as along Walnut Street near the entrances to the long-term parking facilities. Figure 32 shows proposed locations for the new parking wayfinding signs as well as desired paths of travel for drivers to access the long-term spaces.
Figure 32 Proposed New All-Day Parking Wayfinding Signs If shared parking agreements are pursued to make private lots accessible to the public, wayfinding signage should be installed to direct drivers to publicly accessible spaces. These signs should note at what hours shared lots are publicly accessible, and would supplement online resources that inform the public what parking facilities are available. Should public, off-street parking facilities consistently become full in the future, the City could consider installing parking counters and real-time, dynamic signage that tells drivers how many spaces are open in larger facilities.
Mobility Information
Short-Term Strategy 5 – In advance of formation of the TMA, the City should provide online mobility information for visitors, employees, and residents traveling to/from Downtown including information on multimodal travel options, commuter programs, parking lot locations, parking costs, and parking regulations.
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As the City of San Carlos’ website does not currently offer consolidated information on multimodal transportation options, commuting programs, or public parking facilities in Downtown, there is an opportunity to improve the quality and accessibility of online information to visitors, employees, and residents. It is recommended that the City add consolidated mobility information for Downtown San Carlos to its website, feature new resources, and share the information with organizations such as the Chamber of Commerce to better market to employees and visitors.
The webpage should offer information on how to access Downtown via driving, bicycling, and transit, and include interactive maps of public vehicle and bicycle parking locations (including shared parking lots and bicycle lockers at the Caltrain station), parking costs if applicable, parking regulations, and parking occupancy (if such data is available). Providing detailed website information on the available mobility options to/in Downtown could encourage people to use alternatives to driving alone, to drive in less congested areas, or to park in underutilized parking resources and avoid circulating for parking. The website should link to commuting resources such as shuttle services and rewards through Commute.org, the Clipper START pilot program, discounts on SamTrans buses and Caltrain, Redi-Wheels and Peninsula Rides paratransit services, and the 511 Bay Area Commuter Benefits Program.
While a TMA would typically be responsible for providing online mobility and commuting information, it is recommended that the City add this information to the website in the short term as it will likely be several years before the Citywide TMA is formed. Examples to reference include the cities of San Luis Obispo, Walnut Creek, and San Jose which have created websites that offer information regarding the location of public parking lots, the cost of parking, and parking regulations. The cities of Walnut Creek and San Jose also provide information on how to use transit, bikes, and other modes to get to Downtown and their associated incentive programs.
Shared Parking Agreements
Short-Term Strategy 6 – The City should pursue shared parking agreements with private off-street lot owners and Caltrain to better utilize the existing parking resources within Downtown. The Citywide TMA would take over responsibility for pursuing and managing shared parking agreements once it is formed.
Description
Shared parking is one of the most effective tools in parking management. Since many different land uses (a bank and a bar or restaurant, for example) have different periods of parking demand, they can often share a common parking facility, thereby limiting the need to provide additional parking inventory for the entire area. Shared parking policies do not treat the parking supply as individual units specific to particular businesses or uses, but rather emphasize the efficient use of the parking supply by including as many spaces as possible in a common pool of shared, publicly available spaces.
This is relevant in Downtown San Carlos where there is lower demand for off-street private parking lots than public on- and off-street spaces, especially on weekends when many businesses are not operating. While occupancy in public lots ranged from 60 to 65 percent during peak hours of demand throughout the week, peak occupancy in private lots was observed to be between 38 and 57 percent (with the lowest peak demand occurring on Sunday). On a typical Sunday from 12:00 p.m. to 1:00 p.m., for example, there were 365 public on- and off-street spaces vacant (30 percent of the total public spaces) and 476 private spaces vacant (62 percent of the total private spaces). Shared parking agreements would allow some of those vacant private off-street spaces to be used for public parking in the Downtown area.
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Parking demand for the Caltrain parking lot in San Carlos was analyzed separately from other private offstreet lots, and the Caltrain lot was observed to have particularly low occupancy during all recorded hours.
The occupancy of the 248-space Caltrain lot peaked at 20 percent between 12:00 p.m. and 1:00 p.m. on Thursday, while off-peak occupancy reached levels as low as two percent on Sunday at 9:00 a.m. On Sunday from 12:00 p.m. to 1:00 p.m., there were 220 vacant spaces in the Caltrain lot (89 percent of total spaces).
The portion of the Caltrain lot south of Olive Street is currently available for public parking outside of business hours on weekdays and all day on weekends; however, given the low observed overall occupancy, there are opportunities to share a larger portion of the lot during all hours of the week.
Shared parking agreements would be between the City or TMA and private parking lot owners and would provide for privately-owned off-street parking to be available to the general public, typically during specified periods of time, when the parking lot is in low demand for its associated tenants. The agreement with the parking lot owner would stipulate the times during which public users may park in the lot and terms for compensation and operation. Compensation for the use of private lots may be made in the form of lease agreements that also outline specific provisions related to maintenance, operations, security, and liability (see more details below). Signage and online information would also be provided to clearly indicate the times when the lots are available to the general public.
Purpose
Shared parking agreements present an opportunity to increase the supply of publicly available off-street parking. They can bring multiple benefits to both private parking lot owners (to maximize the use and value of their parking lots) and the City, particularly since the cost of constructing new parking supply in most cases exceeds the costs of shared parking agreements. In addition, the agreements allow for better use of existing resources and elimination of opportunity costs of using Downtown parcels for parking instead of for active land uses. Shared parking agreements have the following benefits:
• Increase the supply of public parking that is easily accessible, especially in the busiest parts of Downtown during peak periods of demand;
• Create a more welcoming environment for customers and visitors because they do not have to worry about getting towed for parking at one business while visiting another; • Reduce traffic associated with drivers searching for vacant parking spaces; • More efficiently use the existing parking supply and increase the ability to manage this supply as a cohesive unit;
• Can be implemented in a short timeframe;
• Better distribute parking demand away from the most popular on-street spaces; • Reduce the potential for parking “spillover” into adjacent residential neighborhoods; • Reduce costs, as the cost associated with sharing parking is less than the construction of new supply; and
• Provide new and/or increased revenues for private property owners.
Although there are numerous benefits to shared parking agreements, some private property owners may not be interested in participating in such agreements, especially non-local property owners (e.g., national banks). As such, it will be important for the TMA to approach multiple private lot owners and have a flexible, customized approach to negotiating terms and conditions with each individual lot owner.
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Implementation
Management
The responsibility of managing and overseeing agreements with private parking lot owners would fall to the City of San Carlos until the formation of the Citywide TMA. After the TMA is formed, the TMA would begin managing and overseeing agreements. The City or TMA should pursue shared parking agreements with private off-street lot owners in the Downtown area, particularly owners of the lots described in the “Potential Lots” section below. Wayfinding signage should be created to direct drivers to shared lots and could include publicly available hours for shared spaces as well as real-time signage showing the number of available parking spaces. Additionally, an interactive online map should show all shared spaces and indicate the hours at which the lots are open to the public, as well as costs, regulations, and occupancy if applicable.
Potential Lots
A review of private parking lots in the study area was conducted to determine possible partnerships that could be pursued. Lots were considered if they had ten or more spaces, an occupancy level under 50 percent during the Thursday and/or Saturday peak hours sampled, and were not used as an integral part of the business (e.g., an auto repair shop). Some lots are more geographically desirable, but may be more difficult to open to the public depending on ownership and land use. In some cases, there could be an opportunity to share a portion of the spaces rather than the entire lot. Other sites may have enough spaces for a shared parking agreement but may not be a viable option given that the agreement may need to be brokered through a bank’s national office. Based on this analysis (including both Caltrain and SamTrans parking facilities), it was estimated that up to 569 parking spaces could potentially be made available during weekdays before 5:00 p.m. through public-private partnerships as well as 764 spaces after 5:00 p.m. on weekdays and 803 spaces all day on weekends. The Caltrain lot includes 248 spaces that could be shared all day on weekdays and weekends and even accommodate long-term employee and visitor parking.
However, it is recommended that only the spaces south of Cherry Street be shared with the public, as the spaces north of Cherry Street and closest to the platform are viewed by the transit providers as priority stalls for their riders. Locations of candidate lots for shared parking based on Wednesday and Saturday occupancy are shown in Figure 33 and Figure 34, respectively.
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Figure 33 Candidate Private Lots for Shared Parking – Thursday Figure 34 Candidate Private Lots for Shared Parking – Saturday Types of Public/Private Agreements
There are three potential types of agreements into which the City, or TMA once it is established, could enter with a willing private property owner, as follows.
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• Leasing of a private lot: Under this arrangement, vehicle parking spaces would essentially be “rented” from the property owner and the City or TMA would be entitled to establish regulations during “shared” use hours. Upgrades (lighting, striping, signage, etc.) could be made by the City/TMA with approval from the property owner and the City/TMA would enforce compliance with regulations. • Private ownership, public enforcement: Under this arrangement, the private property owner would open their lot to the public and establish appropriate regulations (including any pricing). The owner could choose to charge for parking, depending on parking demand. The City or TMA would enforce compliance with regulations and collect citation revenue. • Third-party management: The City or TMA could contract with a private company with experience facilitating shared parking arrangements instead of crafting and managing its own agreements. This company would also establish regulations (including any pricing).
For any agreement, the City or TMA would work with the property owner and/or tenants to address many of the issues that are typically associated with such agreements, such as those listed below. It is recommended that the template in Appendix A be used as a starting point for the City to facilitate negotiations towards shared parking agreements.
• Financial compensation: Some property owners may want to be compensated for the use of their property. In such cases, spaces would be leased as described above. While not free, the costs of such agreements would be far less than constructing an equivalent number of new spaces. • Liability: Liability issues often emerge as a potential concern, and these issues are typically addressed in standard liability coverage in any land use policy relative to property accessible to the public. In addition, liability can be more comprehensively addressed through well-written lease agreements that include provisions about requiring the lessor to maintain a good state of repair, meet Americans with Disabilities Act (ADA) access requirements, etc., and the lessee to provide adequate and appropriate signage for patrons and take actions to avoid overcrowding or other potentially hazardous situations. • Operation and maintenance: Ongoing costs associated with operation and maintenance are also a common concern. These issues should be addressed as part of the shared parking agreement and would depend on the scope of the shared parking arrangement between private and public users. • Displacement of tenants: Displacement of current tenants’ customers is often a key concern. To address this issue, it is recommended that agreements should only be pursued with land uses with peak demand that does not occur simultaneously, or if there are a sufficient number of excess parking spaces available, or by restricting public use hours to those outside of the tenants’ core hours.