Attachment 2 Exhibit B: General Plan Mobility Element Redline — San Marcos City Council, July 23, 2024

Exhibit B
General Plan Mobility Element (Redline)
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City of San Marcos General Plan | Mobility | Page 3 -1

3.1 Introduction
San Marcos is committed to enhancing mobility and access for its residents, businesses, and visitors. The foundation of San Marcos’s mobility framework is the planned transition to a multi-modal (e.g. ability to serve all modes of travel) transportation network —this includes sidewalks and crosswalks, bikeways, roadways, pathways, and public transit routes. This Mobility Element strives to balance mobility strategies for the City of San Marcos and the statutory requirements to achieve the nine key Guiding Themes for the City.

Purpose of the Mobility Element
Strategically enhancing and managing the mobility network is critical to continuing the City’s vibrant commercial and industrial areas, its thriving residential neighborhoods, its diverse job and employment uses, and its unique student population. This philosophy supports the development and maintenance of a network of mobility options that support connecting people to places within the City. Implementation of this philosophy will assist in maximizing the quality, comfort, safety, walkability, livability, and bikeability of the City’s streets, sidewalks, trails, and components of the multi-modal transportation system.

The City also understands the importance of providing a balanced and sustainable system. Sustainable transportation systems are those that are environmentally sensitive, are sensitive to the health and well being of the community, and are economically viab le (to build and maintain ). This Mobility Element reflects this sustainable focus of the City by incorporating key ingredients of sustainability.

Scope and Content of the Mobility Element
Government Code Section 65302(b) requires a “circulation” element be provided in all general plans as described in the following statute:

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City of San Marcos General Plan | Mobility | Page 3 -2

“A circulation element will consist of the general location and extent of existing and proposed major thorough - fares, transportation routes, terminals and facilities, all correlated with the land use element of the plan.”
Although this Mobility Element addresses the multi -modal system for the entire City of San Marcos, special emphasis is placed on connectivity to the Focus Areas (defined in the Land Use and Community Design Element).

Connectivity to these Focus Areas is provided via multiple modes, primarily along the following corridors:
• San Marcos Boulevard
• Rancho Santa Fe Road
• Mission Road
• Twin Oaks Valley Road
Highlights within this Mobility Element are described in Table 3-1.

3.2 Background and Structure
Transportation Sustainability
Transportation planning used to focus on identifying land uses and identifying the number of roadway lanes needed to service the traffic generated from such uses. Transportation planning has shifted toward a new focus – one of promoting sustainability and balance for all users of the transportation system.

Mobility includes circulation facilities for vehicles,
transit, pedestrian, bicycles , and non - motorized
vehicles.

Photo credit: City of San Marcos

Table 3-1
Mobility Element Highlights and Facts
Implementing complete streets (e.g. a system of facilities that provide accessibility for all users of the transportation system), especially in the Urban Core Focus Areas, is paramount to creating vibrant and active centers within the City.

The City has a first-rate trails system, boasting some 60 miles of existing net- work, and has planned expansion for 72 miles of trails.

The City actively manages and oversees traffic traffic volumes on areas roadways leveraging technology, where appropriate, using state-of-the-art technology and techniques through its traffic management center.

The City’s access to the SPRINTER light rail system provides a robust alternative mode for North County residents and employees.

Mobility Improvements identified in the SANDAG 2050 RTP/SCS are identified in and supported by this Mobility Element.
3 MOBILITY ELEMENT
The City has tremendous connectivity to the region, being situated between the I-5 and I-15 freeways, with direct access to State Route 78.

The City is unique in that it is the educational hub of North County, home to Cali- fornia State University San Marcos, Palomar Community College, and a range of other educational institutions. This creates unique transportation opportunities in connecting those activity centers with the rest of the City.

City of San Marcos General Plan | Mobility | Page 3 -3

Pedestrian trails and facilities are important to the
mobility, health, and recreation of San Marcos.

Photo credit: City of San Marcos
As such, the following concepts are becoming integrated within mobility planning and are integrated into this Mobility Element. These concepts include:
• The D’s of Smart Growth – Integrating smart growth with the transportation system
• Complete Streets – Providing a complete streets network that prioritizes and provides mobility for all users of the system • Multi-Modael Service Levels – Focuses on evaluating the transportation system as a whole for and all modes of travel • Transit Service and Transit Facilities – Focuses on supporting these services to increase the effectiveness of these systems • Bikeways – Providing a comprehensive system of bikeways to support mobility throughout the City
• Pedestrian and Trails Facilities – Enhancing the robust trails system throughout the City and identifying key corridors where pedestrian travel will be prioritized within the City
• Goods Movement – Identifying preferred facilities where goods can be moved throughout the City. This is important for the industrial and commercial vitality of the City
• Aviation Facilities – Identifying and protecting local aviation facilities
• Traffic Management Technology – Implementing state-of- the- practice and cutting edge technology to manage traffic flow more efficiently throughout the City
• Parking – Managing parking to ensure that it is implemented and utilized in an efficient manner
• Traffic Calming – Implementing appropriate traffic calming measures to manage traffic speeds, reduce pedestrian crossing distances, and improve safety within the City
• Transportation Demand Management (TDM) – Implementing programs and measures to manage the amount of vehicles
generated by a specific land use and to promote alternative modes of travel
• Trip Length Reduction – Establishing an efficient transportation system and implementing strategies to reduce overall lengths of travel needed.
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City of San Marcos General Plan | Mobility | Page 3 -4

The D’s of Smart Growth

Much of the City is currently developed. However, as development, redevelopment, and revitalization occur along select corridors, implementation of the following strategies of smart growth (also known as the Eight D’s) will provide the building blocks for improvin g mobility for all modes of travel:
• Density – The more compact the development is, the easier it is to promote transit, bicycles, and pedestriantravel via a variety of other modes.
• Diversity – Diversifying land use (e.g. making sure that households have easy and convenient access to retail uses, schools, and jobs) allows people to reduce the length of their trip; thus reducing vehicle emissions and promoting walking, biking, and transit use. • Design – Pleasant and safe biking/walking environments, short block lengths, landscaping that and other design components promote alternative modes of travel.
• Destinations (or regional accessibility) – Being located near a regional activity center promotes shorter trips and make alternative modes of travel more attractive.
• Distance to Transit – Coordinating Locating appropriate land uses in close proximity to transit promotes transit use and reduces the need to drive to the destination.
• Demographics – Providing supportive land use and afford- ability for a wide range of life styles and income ranges afford the ability for people to live in close proximity to where they work and play. • Development Scale – Larger areas that are well planned and are connected together reduce trip making behavior compared to smaller (isolated) developments.
• Demand Management – Encourages people to manage the demand on the roadway system by promoting alternatives modes of travel.

The mixed - use orientation of the Urban Core Focus Areas is key to integrating the proposed land uses with the mobility system. The mixed- use configurations provided for in the General Plan enable many (if not all) of the Eight D components to minimize reliance on the single occupant vehicle and promote use of alternative modes.

Mobility and smart growth go hand-in-hand. Photo
Credit: City of San Marcos

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City of San Marcos General Plan | Mobility | Page 3 -5

Complete Streets

One key theme of the General Plan is connecting people to places. One way to accomplish this is to implement “complete streets”. Complete streets balance the needs of all users—including pedestrians, bicyclists, motorists, transit riders, seniors, children, and those with disabilities— in the planning, design, and construction of all transportation projects.

One important distinction, as it relates to complete streets, is that they must be considered within a system -wide context. For example, providing bicycle lanes on every roadway may not be necessary for the street to be complete; as long as the bicycle network is complete and provides for mobility throughout the City.

Table 3-2 provides a complete streets guide for the City of San Marcos. The specifics for the sample street typologies are described below.

The key to this table is identifying the prioritized, non -prioritized, and prohibited modes by City street.

Table 3-2
Complete Street Guide, Mode Preferences*

Sample Street Prioritized Modes Non-Prioritized
Modes
Prohibited
Modes
Sample Street
Typology
San Marcos Boule- vard,
Discovery to Grand

Multi-Way Boule-
vard with Class IV bike
and enhanced
pedestrian facilities
Rancho Santa Fe
Road, Portions of
Twin Oaks Valley
Road

Arterial with Class II or
Class I / Class IV II bike
facil- ity and enhanced
sidewalks

Mission Road, Portions
of Twin Oaks Valley
Road

Arterial with Class
I/Class IV and
eEnhanced Bike/Ped
Facilities
Freeway
State Route 78
(SR-78)

Highway

Collectors

Collector

Bicycle/Pedestrian Trails

Class I Bike/Ped Path;
Class IV Bike Facility

Neighborhood
Streets

Industrial Streets

Industrial Streets with
sidewalks; some with
Class IV bike facilities

Main Street (Univer- sity
District)

Main Street Concept
Priorities: Pedestrian Bicycle/Non-motorized Vehicles Transit/Bus service *Street typologies are subject to the City Design standards and may be modified as needed to accommodate coordinating master plans. Manual.

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City of San Marcos General Plan | Mobility | Page 3 -6

Street Typologies

When transportation planners used to accommodate only the single - occupant vehicle, Roadway Classifications (i.e. prime arterials, secondary arterials, collectors, etc.) were a key terminology used in describing and planning for roadways. In fact, there was a hierarchy of roadway classifications, with prime arterials as being those that carried t he highest volume and fastest moving traffic , while collectors were facilities that provided vehicle access to adjacent properties. Since the San Marcos Mobility Element focuses on connecting people to places, utilization of Roadway Classifications deprioritizesall-but ignores the other modes of travel, like transit, bicycle, and transit, which are critical to the City. Therefore, this Mobility Element focuses on Street Typologies as it better addresses all modes of transportation: pedestrian, transit , bicycles, and vehicles. Roadway classifications are identified in Figure 3-1.

Street Typologies relate to how Complete Streets interact with all users of the system (bicycles, pedestrians, transit, etc.) by ensuring that the roadway is designed and implemented in a way that is supportive of the preferred modes through the corridor. Street Typologies also include assessment of the adjacent land uses, and strive to provide a mobility system that is complementary to the adjacent development. Additionally, street typologies can be developed to address other key components of the system, such as landscaping to improve water quality, and providing shade or other enhancements for pedestrians and bicycles.

Multi-Way Boulevard
These facilities provide through travel lanes near the center of the roadway (next to the median or without a median) to serve through traffic; but local traffic is served via a local circulator roadway that is buffered (by a landscape barrier) from the

Image of Franklin Boulevard in Eugene as it might look in the future as a multiway boulevard.

Photo credit: Oregon Department of Transportation, Transportation and Growth Management Program 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -7

through trips. The local circulator has a lower rate of speed, such that it is compatible with parking, driveway accessibility, and/ or bicycle/pedestrian activity in the area. Wide sidewalks are provided adjacent to the travel way.

San Marcos Boulevard is designated as a future multi-way boulevard, between Discovery Street and Bent Avenue. As, envisioned, San Marcos Boulevard will consist of a center median separated by two through lanes in each direction.

Another median will separate the outermost through lane from a one - lane frontage lane. Class I V, Class II, and/or Class III bicycle lanes will be incorporated.

Finally, diagonal and/or parallel parking will be provided along frontage lanes. This facility will improve vehicle, pedestrian, and bicycle accessibility to the Urban Core Focus Areas and San Marcos Creek District along San Marcos Boulevard by removing that local circulation and connectivity from the through travel lanes. This will also de-emphasize the street as a through route. Rancho Santa Fe Road is designated as an arterial (six lanes) with bicycle facilities and will prioritize vehicles in order to serve through traffic that would otherwise be on San Marcos Boulevard. Multi -way boulevards should be congested, as they are typically i n high activity areas (for pedestrians and bicycles). Although San Marcos Boulevard will be congested during peak periods, the multi-way boulevard will provide good circulation to all users of the system.

Arterial
These facilities provide for all modes of travel, but they acknowledge that the arterial is a primary link in the City’s vehicular transportation system. Key facilities include Rancho Santa Fe Road, Las Posas Road, and Twin Oaks Valley Road (near the freeway).

San Marcos Boulevard in 2011. Photo credit all: City of San Marcos 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -8

Arterial with Enhanced Bike/Pedestrian Facilities
These facilities are key links for all modes of travel within the City. Since all modes are prioritized, there is generally a higher rate of speed for vehicles and pedestrians/bicycles are accommodated in a separate enhanced right- of-way. Enhanced facilities can include Class I facilities or Class IV facilities providing a separated and comfortable space for bikes/pedestrians to travel within a higher speed corridor. Mission Road (as it currently exists) is a key example of this type of facility; where transit is served parallel to the roadway, bicycles and pedestrians are served via a Class I pathway, and vehicles are served on the through roadway.

Mission Road, Arterial with Enhance Bike/Ped Facility. Photo credit all: City of San Marcos

Freeway
The freeway in San Marcos will serve regional vehicular travel to and from the City. State Route 78 (SR -78) is the primary east -west freeway providing regional connectivity for vehicles in the area. Freeways fundamentally serve vehicles, but they also provide for regional bus transit connectivity to the region. Bicycles and pedestrians are prohibited on the freeway.

SR-78, Freeway. Photo credit all: City of San Marcos

Collectors
Collectors are meant to serve as intermediate facilities, connecting local areas to regional mobility corridors. Collectors will prioritize bicycles and pedestrians through facility design and speed management. Bus and shuttle transit services can be provided on collectors, and vehicles will use them for accessibility (but these modes are not prioritized in the corridor).

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FIGURE 3-1
City of San Marcos
Roadway
Classifications
Miles

10.50.25 0
33 Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-1_RoadwayClassificationSystemLegend.mxd Last Updated: 12/3/2012 Roadway Classifications Street Typology*San Marcos City Limits Sphere of Influence
Planning Area
Major Hydrologic Features
Creeks
Railroad
Freeway
Highway
Major Road
Minor Road
2 Lanes with Right-of-Way consistent with
County of San Diego’s General Plan
4 Lanes with Right-of-Way consistent with
County of San Diego’s General Plan
Arterial Enhanced
Complete Street
4 Lanes (Rural)
4 Lanes
4 Lanes +
Multi-Way Boulevard
6 Lanes
6 Lanes +
! ! Arterial with Class II or III Bicycle Facilities
and Sidewalks
" " Arterial with Enhanced Bicycle/Pedestrian
Facilities
! ! Multi-Way
* See the Street Design Manual for additional
street typology assignments
SOURCES OF DATA:

City of San Marcos 12/12
Every eﬀort has been made to assure the accuracy of the maps and data provided; however, some information may not be accurate or current. The City of San Marcos assumes no responsibility arising from use of this information and incorporates by reference its disclaimer regarding the lack of any warranties, whether expressed or implied, concerning the use of the same. For additional information, see the Disclaimer of the City’s website.

City of San Marcos General Plan | Mobility | Page 3 -10 Paseo

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City of San Marcos General Plan | Mobility | Page 3 -11

Collector street example. Photo credit all: City of San Marcos Bicycle/Pedestrian FacilitiesTrails
These facilities are meant for connecting people to places via bicycling or walking and are . They are dedicated to th ese ose modes of travel . Other modes such as ; vehicles and transit are prohibited. San Marcos boasts some 60 miles of bicycle/pedestrian trails linking many activity centers within the City. Additional miles of trails are planned.

Neighborhood Streets
Photo credit: AECOM; City of San Marcos
These facilities are provided to connect people to their house- holds. Since this is an area that connects communities, they are a public space and are meant to serve bicycles, pedestrians, and vehicles. Transit is typically not provided on these facilities. These roadways should include traffic calming techniques (measures to control vehicular speed) and focus on person scale through design and connectivity. The livability of this street is paramount to the success of the neighborhood.

Neighborhood street example. Photo credit all: City of San Marcos 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -12

Industrial Collectors
These facilities are primarily provided to serve thriving industrial development within the City. They provide for all modes of travel, but their primary purpose (and design) is to connect industrial uses to the regional transportation system. These collectors are designed such that heavy vehicles can access the area.

Industrial collector example. Photo credit all: City of San Marcos Main Street
Main Street facilities provide access to key activity centers within the City.

They focus on linking people to the place they are visiting; thus, they should be complete streets that prioritize the human scale (walkability and bikeability). They should emphasize the pedestrian, but provide access for transit users. Vehicles in this area should travel at slow speeds and should only be using these facilities to access local land uses.

Photo credit all: City of San Marcos University District Specific Plan 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -13

Table 3-3 MMLOS
Modes

Source: Highway Capacity Manual
(Transportation Research Board 2010)
Mobility PerformanceMulti-Modal Levels of Service
Traditionally, mobility perfo rmance was assessed by measuring roadway capacity and auto delay. With the passage of SB 743 , the environmental review metric under CEQA has shifted to vehicle miles traveled (VMT) in order to achieve a more direct correlation with the greenhouse ga s production resulting f rom vehicle trips. The City uses VMT as the quantitative metric for analysis under CEQA.

While roadway capacity and delay no longer apply from a CEQA perspective, these metrics are still relevant for assessing the qualitative performance of a roadway. The City considers both categories of metrics in order to assess the quality of travel as well as its environmental impacts.

Additionally, the City requires proactive design approaches and strategies geared towards improving quality of life issues related to mobility performance. These strategies include:
• Improving driver attention
• Improving compliance with roadway regulations
• Protecting vulnerable road users
• Implementing traffic calming measures
The City’s comprehensive approach balances the environmental impacts of vehicular trips, the quality of vehicular travel on the City’s street network, and the continual improvement of roadway safety characteristics.

Traditionally, mobility performance has been measured as it relates to the perspective of the single occupant vehicle. This has often lead to over-designing our roadways; increasing the speed of vehicles and reducing the safety and comfort for other users of the system (such as bicycles and pedestrians). However, the profession is changing; and a new multi-modal performance methodology has been developed. The new methodology examines the transportation system from the perspective of all users of the system, and identifies performance for all modes of travel. This methodology is identified as Multi-Modal Levels of Service (MMLOS).

The new multi-modal level of service approach is a component of the City’s complete streets goal and will provide guidance on providing appropriate service levels for all modes of travel.

Please note that, although the new method was adopted at the federal level, it is recommended that service levels be “calibrated” to local conditions. The City will undertake this process in the coming years to ensure the methodology is valid for use within the City.

MMLOS is desirable for the City of San Marcos for several rea- sons. First, it evaluates the entirety of the mobility system (e.g. all users of the City), thus supporting connecting people to places.

Second, It is the adopted state-of-the-practice methodology for assessing system performance. Third, it supports complete street concepts that are contemplated as part of this Mobility Element.

Table 3-3 identifies what travel modes are currently included in the MMLOS methodology and is provided for informational purposes only. Level of Service (LOS) is a qualitative measurement of comfort of the system and ranges from LOS A to LOS F. LOS A typically represents a high level of comfort on the system (e.g. minimal congestion, over-sized facilities, high degree of separation between modes of transportation, etc.) and LOS F represents poor system performance (e.g. high levels of congestion or uncomfortable/poor performance for alternative modes). LOS E typically represents “at capacity” operations, where the system is “right sized” to meet demand levels. 3 MOBILITY ELEMENT
Mobility
System
Element

MMLOS Mode
Highways Automobile, bicycle

Urban Street
Facilities
Automobile,
pedestrian, bicycle,
transit
Signalized
Intersections
Automobile,
pedestrian, bicycle
Two-Way Stop
Intersection
Automobile,
pedestrian
All-way stop
intersection/
roundabout

Automobile
Interchange
Intersection

Automobile
Bicycle/Pedestrian
Pathways

Pedestrian, bicycle

City of San Marcos General Plan | Mobility | Page 3 -15 Transit Services and Facilities
Public transportation in San Marcos is envisioned to consist of the following services and facilities:
• Public Bus
• Passenger Rail (light rail)
• Intra-City Shuttle Service

Public Bus Service
Bus service in San Marcos is operated by North County Transit District (NCTD), which enables commuters to travel within the City and adjacent cities with minimal transfers. The bus service is more commonly referred to as “The Breeze.” Currently, NCTD operates The Breeze on several routes in the San Marcos area. Figure 3-2 identifies NCTD bus and LRT transit routes within the City.

Passenger Rail Service
One of the major rail servicers provides direct connectivity to San Marcos.

This line is referred to as The SPRINTER, and is considered a light -rail passenger service. The SPRINTER has stops at the Palomar Community College SPRINTER Station, Civic Center SPRINTER Station, California State University San Marcos SPRINTER Station, and Nordahl Road SPRINTER Station within the vicinity of San Marcos. The SPRINTER provides services to the Oceanside Transit Center, the City of Vista, and the Escondido Transit Center.

Intra-City Shuttle System
There is a tremendous opportunity to connect some of the key activity centers, including the San Marcos Creek District and the University District, with the City through an intra-city shuttle system. The shuttle system could connect Palomar Community Colle ge, the San Marcos Creek District, the University District, California State University San Marcos, and the Civic Center Transit Station. Connecting these core activity centers of the City will provide additional mobility options throughout the community t o educational, shopping, and recreational destinations.

These transit services are critical to providing mobility within the City. They link to key destinations in the region and provide an alternative to driving in the vehicle. The City envisions working with key providers to enhance the existing systems (wher e possible) and to provide new opportunities for service via the Intra-City Shuttle System. Figure 3-3 identifies the proposed route for the Intra-City shuttle.

Bikeways
Bicycling is considered an environmentally friendly mode of transportation that enhances both personal and social well - being. In addition to transportation, this mode of travel provides many public access, health, and economic benefits. Bicycling is recognized as an integral component of San Marcos’ transportation system, currently and in the future. Safe, convenient, attr active, and well -designed bicycle facilities are essential if this mode is to be properly accommodated and encouraged. This mode is integrated throughout the City’s Complete Streets vision, and a network of bicycle facilities linking all areas of the City is envisioned.

Public Bus Service at Palomar Community College

SPRINTER Passenger Rail Service

Transit/SPRINTER Stations are located through- out the
City
Photo credit all above: City of San Marcos

Intra-City Shuttle System concept
Photo credit: living-in-washingtondc.com

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City of San Marcos General Plan | Mobility | Page 3 -16

Bikeways and pathways improve mobility. Photo
credit: City of San Marcos

The City currently has 60 miles of trails for bicycles and pedestrians, with plans for 72 miles.

Photo credit: City of San Marcos

The City envisions bicycle sharing facilities. Photo
credit: AECOM
The bicycle system in San Marcos includes a variety of bicycle facilities.

These facilities include dedicated off-street bicycle routes and on-street bicycle routes designated by signage and striping on the roadway.

The San Marcos Bicycle Master PlanCity’s Active Transportation Plan identifies existing and planned bikeway facilities within San Marcos.

Although information from this bicycle plan is summarized in this Element, bicycle plans are typically updated more frequently than general plans.

Therefore, the referenced information is illustrative and is subject to modification though updates of the Bicycle Master Plan. Figure 3-4 shows the existing and proposed bicycle network for San Marcos.

Some of the goals of tThe Active Transportation PlanMaster Plan includeing gearing the bike- way system towards being more destination-oriented, especially towards employment centers, residential areas, and high- use activity centers. This complete system will emphasize the following key components:
• Local and regional continuity and connectivity

• Increasing safety by focusing on visibility for cyclists

• Educating both cyclists and drivers to coexist with an awareness of each other
• Utilizing environmentally sensitive routing to minimize environmental impacts whenever possible
• Continued consideration of methods to promote the
benefits of cycling.

In addition to the bicycle facilities described on the next page, the City envisions a comprehensive bicycle sharing system. Bike sharing could be extremely effective near major new developments (especially in the Urban Core Focus Areas), at California State University San Marcos, Palomar Community College, other higher education facilities, City Hall, the Civic Center SPRINTER Station, and other key activity centers in the City. Bicycle sharing is a concept by where people can “check out” a bicycle, from a secure location, and “check it in” at a different location. This enables users to access bicycles and take them to their destinations without the typical constraints associated with utilizing your own bicycle (such as taking it with you on light rail, maintenance, finding secure parking, etc.). 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -17

Three distinct types of bikeway facilities are defined in the Master Plan, as described below and shown below:

Class I Bikeway (Bike Path):

Paved “Bike Path” within an exclusive right-of-way, physically separated from vehicular roadways and intended specifically for non-motorized use.

Class II Bikeway (Bike Lane)
Signed and striped “Bike Lane” within a street right-of-way.

Class III Bikeway (Bike Route)
“Bike Route” within a street right-of-way identified by signage only.

SPRINTER Rail Trail through San Marcos, a Class I
Bikeway

Biker climbing Twin Oaks Valley Road up to San Elijo
Hills, a Class II Bikeway
Photo Credit all: City of San Marcos

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SouthSouth
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FIGURE 3-2
City of San Marcos
NCTD Bus and
LRT Transit Routes
Miles

10.50.25 0
33MOBILITY ELEMENT
Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-2_NCTDBusLRTTransitRoutesLegend.mxd Last Updated: 6/26/2013 San Marcos City Limits
Sphere of Influence
Planning Area
Major Hydrologic Features
Creeks
Freeway
Highway
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Minor Road
Light Rail Transit (LRT) Line
ÑÖ( (Light Rail Transit (LRT) Station
NCTD BREEZE Routes
304
305
304 and 305
347
347, 304, 305, 445
347 and 445
353
445
SOURCES OF DATA:

City of San Marcos 12/12 and NCTD, 12/12
Every eﬀort has been made to assure the accuracy of the maps and data provided; however, some information may not be accurate or current. The City of San Marcos assumes no responsibility arising from use of this information and incorporates by reference its disclaimer regarding the lack of any warranties, whether expressed or implied, concerning the use of the same. For additional information, see the Disclaimer of the City’s website.

This page intentionally left blank.
3 MOBILITY ELEMENT
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FIGURE 3-3
City of San Marcos
Intra-City
Shuttle
Miles

10.50.25 0
33MOBILITY ELEMENT
Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-3_IntraCityShuttleLegend.mxd Last Updated: 9/11/2012 San Marcos City Limits
Sphere of Influence
Planning Area
Major Hydrologic Features
Creeks
Railroad
Freeway
Highway
Major Road
Minor Road
Phase 3 Shuttle
Route A
Route B
SOURCES OF DATA:

City of San Marcos 9/12 and Fehrs and Peers, 10/11
Every eﬀort has been made to assure the accuracy of the maps and data provided; however, some information may not be accurate or current. The City of San Marcos assumes no responsibility arising from use of this information and incorporates by reference its disclaimer regarding the lack of any warranties, whether expressed or implied, concerning the use of the same. For additional information, see the Disclaimer of the City’s website.

City of San Marcos General Plan | Mobility | Page 3 -20

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3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -21

Discovery Hills Trail
Photo Credit: City of San Marcos
Pedestrian and Trails Facilities
Walking is another environmentally friendly mode of transportation that enhances both personal and social well- being. In addition to transportation, this mode of travel provides many public access, health , and economic benefits. Walking is recognized as an integral component of San Marcos’ transportation system. Well -designed pedestrian facilities are safe, attractive, convenient, and easy to use.

Pedestrian paths are primarily developed as part of the roadway and trail systems of a City and reflect the interconnected nature of circulation and transportation systems as a whole. Currently sidewalks are provided along most of the major routes within t he City. However, there are some gaps, especially in the older areas and in the industrial/manufacturing areas developed prior to 1990.

The City of San Marcos boasts a unique trail system that aims to provide recreational access and alternative circulation for non -motorized users through an interlinked City-wide system of
Trails connecting neighborhoods to local parks, schools, Palomar Community College, and California State University San Marcos. The system is also designed to connect with the wider regional trails system as planned by adjacent cities, such as Carlsbad, Vista, Escondido, and Encinitas, and the County of San Diego.

Photo Credit: City of San Marcos
The City of San Marcos maintains a Master Trail Plan that depicts the buildout of the trail and park system within the City. The map identifies 60 miles of existing trails, with a buildout system of approximately 72 miles.

Figure 3-5 shows the existing and proposed trail facilities for San Marcos.

Additional pedestrian facilities are planned within the City’s Active Transportation Plan. This Plan establishes plans and policies surrounding human powered transportation including pedestrian modes.

Together, these master plans establish the City’s pathway network including sidewalks, trails, and multi-use bikeways, which form a complete citywide system of pedestrian facilities. Even though bikeway master plans specifically address bicycle facilities on paved road -ways, a community’s trails are relevant and are critical to connecting people to places within the City of San Marcos. This is especially true wherever connections can b e made that enhance intra -community connectivity by linking the two systems to each other and the greater mobility network.

Therefore, these two non-motorized systems can be regarded as complementary extensions of each other.
3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -22

Goods Movement Facilities
The goods or freight movement system in San Marcos consists of a rail system and designated truck routes. Each system is discussed below as it relates to the operation and service of transporting freight.

Freight Rail System

The freight line that runs through San Marcos is parallel to State Route

78. The freight rail line is operated by Burlington Northern Santa Fe (BNSF). The rail right-of-way is used by both freight and commuter (SPRINTER) rail services. BNSF is one of the largest railway companies in the United States with more than 390 different railroad lines. The City shall explore ways to move freight and passenger rail efficiently through the city and surrounding jurisdictions by evaluating the feasibility of rail grade separation along the Mission Road corridor.

Truck Routes

Currently the City designs and maintains 11 designated truck routes to accommodate large vehicles to allow for the movement of goods throughout the city. The designated truck routes provide access to and from the I -15 and SR -78 corridors and other key areas citywide and beyond. The truck routes are identified and maintained within in the San Marcos Municipal Code. Of these, 3 will be eliminated, 6 will be modified, and 3 new routes are identifies as planned. Figure 3- 6 identifies City truck routes. designated truck routes . To accommodate the movement of goods on these truck routes .Tthe City designs designated truck routes to accommodate large vehicles traffic to accommodate the movement of goods .

Truck routes are subject to public hearings and consideration by the Traffic Safety Commission and City Council prior to their adoption.

The following truck routes are envisioned for the City of San Marcos:

• Mission Road; from Rancho Santa Fe Road to the eastern City limits • South Santa Fe Avenue; from Rancho Santa Fe Road to Smilax

• Grand Avenue; from Rancho Santa Fe Road to Las Posas Road (In the future, the truck route will extend along the Grand Avenue southerly extension to the future Discovery Street extension)
• Linda Vista Drive; from Rancho Santa Fe Road to Las Posas Road

• San Marcos Boulevard; from Business Park Drive to Rancho Santa Fe Road, and from Grand Avenue to SR-78 interchange, and from Twin Oaks Valley Road to Mission Road
• Rancho Santa Fe Road; from Mission Road to the southerly City limits • Las Posas Road; from Linda Vista Drive to Mission Road

• Woodland Parkway; from Mission Roah to Barham Road

• (Planned) Twin Oaks Valley Road; from Barham Drive to San Marcos Boulevard
• (Planned) Discovery Street extension; from Grand Avenue extension to Twin Oaks Valley Road
3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -23

• (Planned) Barham Drive; from the future Discovery Street extension at Twin Oaks Valley Road to the eastern City limit

MOBILITY ELEMENT
FIGURE 3-4
City of San Marcos
Miles

10.50.25 0
33 Existing and
Proposed Bicycle
Network
Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-4_ExistingProposedBicycleNetworkLegend.mxd Last Updated: 6/26/2013 San Marcos City Limits
Sphere of Influence
Planning Area
Major Hydrologic Features
Creeks
Railroad
Freeway
Highway
Major Road
Minor Road
Bicycle Facilities
Class I - Existing
Class I - Future
Class II - Existing
Class I - Multi-Way - Future
Class II - Future
Class III - Existing
Class III - Future
SOURCES OF DATA:

City of San Marcos 12/12 and 2005
Every eﬀort has been made to assure the accuracy of the maps and data provided; however, some information may not be accurate or current. The City of San Marcos assumes no responsibility arising from use of this information and incorporates by reference its disclaimer regarding the lack of any warranties, whether expressed or implied, concerning the use of the same. For additional information, see the Disclaimer of the City’s website.

City of San Marcos General Plan | Mobility | Page 3 -24

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3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -24

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3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -26

Parking
The City has undertakedundertaken measures to improve parking conditions by readdressing circulation within the parking facilities, update parking stall dimensions, and considering Smart Parking techniques. Examples of Smart Parking techniques include:
• Shared Parking – Allowing uses that have different temporal (time of day) parking demands to share the same parking facilities. This is an effective way to minimize pavement, allow land use to be more compact, provide for more landscaping, and provide improved walkability within a mixed- use area. The best example of shared parking is an office building and an apartment building as office’s peak parking demand occurs at 10:00 a.m. and apartment’s peak parking demand occurs at 11:00 p.m.
• Collective Parking – Allowing uses in mixed use districts to utilize up to 50% of the vacant on-street parking to count toward their parking supply requirements.
• Park Once – A strategy whereby destination districts attempt to have visitors “park once” and visit a series of destinations. Park once strategies work well in downtown or mixed- use districts that are well connected by pedestrian and bicycle facilities. • In Lieu Parking Fees – A strategy by which developers can contribute in lieu fees toward the development of a common parking facility. This works best in downtown or mixed - use districts, works well to assist in paying for unified structured parking, and provides developers an opportunity to increase density on their parcels.
• Parking Locator Signs – These are electronic monitoring devices that identify the available parking in a given facility and utilize changeable message signs to assist travelers in identifying available parking locations.

Although there are additional smart parking strategies that are available and may become available in the future, most of the strategies work best in smart growth/mixed use development areas and will be necessary to accomplish the goals and visions identified for this General Plan.

Traffic Calming

Traffic calming is a series of methods to reduce vehicle speeds, improve safety, and enhance quality of life. TAlthough traffic calming includes traffic education, enforcement, and engineering (the three E’s), most traffic calming applications focus on engineering measures to change driver behavior (such as encouraging vehicles to travel at a lower rate of speed).

Rock Springs Roundabout, before (top) and after (bottom).

Photo Credit all: City of San Marcos

3 MOBILITY ELEMENT
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FIGURE 3-5
City of San Marcos
Existing and
Proposed Trail
Facilities
Miles

10.50.25 0
33MOBILITY ELEMENT
Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-5_ExistingProposedTrailFacilitiesLegend.mxd Last Updated: 6/26/2013 San Marcos City Limits
Sphere of Influence
Planning Area
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Freeway
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Multi-Use - Existing
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Soft Surface - Future - On Development Plans
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8 Trails Master Plan Continuations
SOURCES OF DATA:

City of San Marcos 9/12
Every eﬀort has been made to assure the accuracy of the maps and data provided; however, some information may not be accurate or current. The City of San Marcos assumes no responsibility arising from use of this information and incorporates by reference its disclaimer regarding the lack of any warranties, whether expressed or implied, concerning the use of the same. For additional information, see the Disclaimer of the City’s website.

City of San Marcos General Plan | Mobility | Page 3 -28

10.50.25 0
33MOBILITY ELEMENT
Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-6_ExistingProposedTruckRoutesLegend.mxd Last Updated: 6/26/2013 San Marcos City Limits
Sphere of Influence
Planning Area
Major Hydrologic Features
Creeks
Railroad
Freeway
Highway
Major Road
Minor Road
Truck Routes
Existing
Existing to be eliminated
Proposed
SOURCES OF DATA:

City of San Marcos General Plan | Mobility | Page 3 -30

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3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -31

Specific engineering applications of traffic calming include:

• Horizontal deflection of the roadway, such as bulbouts, chicanes, or roadway narrowing
• Vertical deflection of the roadway, including raised crosswalks, raised or textured intersections, or speed tables
• Traffic control devices, such as roundabouts or traffic circles

Traffic calming is encouraged within the City on neighborhood streets and other areas where high levels of pedestrian activity are envisioned (such as the San Marcos Creek District and the University District).

Transportation Demand Management (TDM)

As identified in the Ds of smart growth, one component of reducing the reliance of the single occupant vehicle is to implement a comprehensive TDM program. TDM consists of measures and policies to promote alternative modes of travel. These can include empl oyers providing transit passes to employees, developers providing secure bicycle parking and showers at key employment centers, preferred parking for carpools, or reduced parking supply to encourage alternative travel modes.

Given the network of mobility options the City currently has (and envisions expanding as part of this General Plan) and the educational facilities at the City, TDM has the potential to be extremely successful within the City.

Circulation Improvements
The SANDAG 2050 Regional Transportation Plan (RTP) identifies improvements that are planned to be implemented through existing funding sources by Year 2050.

Circulation improvements identified for San Marcos are shown on Figure 3 -7. The following improvements have been identified in the 2050 RTP document and are supported by this Mobility Element:

Transit:
• Expanded light-rail and express light -rail service through San Marcos extending between Oceanside and Escondido
• Streetcar/shuttle service through the core of San Marcos Roadway:
• Managed lanes added to State Route 78
Bicycle:
• Carlsbad/San Marcos Bicycle Corridor
• Encinitas/San Marcos Bicycle Corridor
• Inland Rail Trail Bicycle Corridor
The TransNet funds received each year by the City of San Marcos are designated for local streets/roads and State Route 78 interchanges. 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -32

3.3 Mobility Plan
Efficient Local and Regional Circulation System
The City strives to “right size” the transportation system for all modes of travel. This “right sizing” includes providing the most appropriate system to integrate the adjacent land uses with the public realm, provide choices for all modes of travel, provide sufficient capacity (without over-supplying the system), and maximizing the efficiency of the system. This enables the City to maximize the use of each of its mobility investments.

Goal M-1
Provide a comprehensive multimodal circulation system that serves the City land uses and provides for the safe and effective movement of people and goods.

Policy M-1.1: Safely and efficiently accommodate traffic generated by development and redevelopment associated with
implementation of the General Plan Land Use Policy Map.

Policy M-1.2: Require new development to finance and construct internal adjacent roadway circulation and City-wide improvements as necessary to mitigate project impacts, including roadway, transit, pedestrian and bicycle facilities.

Policy M-1.3: Require new developments to prepare and implement Transportation Demand Management (TDM) programs in
compliance with the City’s TDM Ordinance and Policy to
minimize vehicle trip generation and promote alternative modes of travel within the City.

Policy M-1.4: Utilize multi-modal level of service techniques to evaluate transportation facilities. For identified prioritized modes (based on facility typology), provide the following minimum LOS as shown in Table 3-4:
• LOS D or better for Vehicles as a prioritized mode
– Generally provides facilities that have minimum vehicle congestion during peak periods. Most motorists are
delayed less than 55 seconds at a signal (or less than one signalized cycle)
• LOS D or better for Bicycles – Generally provides bicycle facilities that provide a good level of comfort for average cyclists.

LOS C or better for Pedestrians – Generally provides for wider sidewalks and ensures a p leasant and comfortable walking environment . Utilize a proactive design approach that improves the overall
performance characteristics of roadways including the ir quality, safety, and environmental performance.
3 MOBILITY ELEMENT
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S Twin Oaks Valley RdS Twin Oaks Valley Rd
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CollegeCollege
Cal StateCal State
UniversityUniversity
San MarcosSan Marcos
DiscoveryDiscovery
LakeLake
Jack’sJack’s
PondPond
LakeLake
SanSan
MarcosMarcos
SouthSouth
LakeLake
CarlsbadCarlsbad
VistaVista
EscondidoEscondido
EscondidoEscondido
UnincorporatedUnincorporated
UnincorporatedUnincorporated
UnincorporatedUnincorporated
EncinitasEncinitas
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MarcosMarcos

MOBILITY ELEMENT
FIGURE 3-7
City of San Marcos
Mobility
Improvements
Miles

10.50.25 0
33 Path: X:\Projects\GeneralPlan\Maps\DocumentMaps\GISMaps\Fig3-7_MobilityImprovementsLegend.mxd Last Updated: 6/26/2013 San Marcos City Limits
Sphere of Influence
Planning Area
Major Hydrologic Features
Creeks
Railroad
Freeway
Highway
Major Road
Minor Road
Mobility Improvements
4-Lane Multi-Way Boulevard
4-Lane Roadway
6-Lane Roadway
Lane Reduction
#* Bridge / Overcrossing or Undercrossing
!( Interchange Improvement
") Intersection Improvement
$+ Pedestrian Bridge
!.( Sprinter Grade Separation
SOURCES OF DATA:

City of San Marcos 10/12
Every eﬀort has been made to assure the accuracy of the maps and data provided; however, some information may not be accurate or current. The City of San Marcos assumes no responsibility arising from use of this information and incorporates by reference its disclaimer regarding the lack of any warranties, whether expressed or implied, concerning the use of the same. For additional information, see the Disclaimer of the City’s website.

City of San Marcos General Plan | Mobility | Page 3 -34

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3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -35

• LOS D or better for Transit – Provides for good transit service levels along prioritized corridors with high
frequency service rates.
• The City shall allow for flexible LOS where warranted (e.g. accepting a lower LOS than identified above).

Warranted locations include those within the Urban
Core of San Marcos, or where widening is considered
infeasible (financially or environmentally). The City
shall continuously update a list of protected
locations where flexible LOS is warranted, including
Rancho Santa Fe Road (between Grand and Linda
Vista, and between Grandon Ave. and Security
Place), and Twin Oaks Valley Road (north Windy way).

Table 3-4 – LOS Parameters

Sample Street
Mode Preference Sample Street
Typology Transit Bicycle Pedestrian Vehicular

San Marcos
Boulevard, Discovery
to Grand

LOS D

LOS D

LOS C

LOS E

Multi-Way
Boulevard with Class
IV bike and
enhanced
pedestrian facilities
Rancho Santa Fe
Road, Portion of
Twin Oaks Valley
Road

LOS E

LOS E

LOS E

LOS D
Arterial with Class II
or Class IIII/IV bike
facility and
enhanced sidewalks

Mission Road, Portion
of Twin Oaks Valley
Road

LOS D

LOS D

LOS C

LOS D

Arterial Class I/Class IV
bike and with
Eenhanced Bike/
Pedestrian Facilities

SR-78 
LOS E
  
LOS D

Freeway

Collectors 
LOS E

LOS D

LOS C

LOS E

Collectors

Bike/Pedestrian
Trails
 
LOS D

LOS C


Class I Bike/Ped
Paths; Class IV
bike facility

Neighborhood
Streets

LOS E

LOS D

LOS C

LOS E

Neighborhood
Streets

Industrial Streets 
LOS E

LOS E

LOS E

LOS D

Industrial Streets with
sidewalks, some with
Class IV bike facilities

Main Street (Uni-
versity District)

LOS D

LOS D

LOS C

LOS E

Main Street
Concept
Notes:  = Mode Prioritized  = Mode not Prioritized  = Mode Prohibited 3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 3 -36

Policy M-1.5: Continue to participate in SANDAG’s efforts to coordinate regional transportation planning with its member
agencies, and continue to consult with Caltrans on
transportation planning, operations, and funding to
develop the City’s circulation system as it relates to State Route 78 capacity and access.

Policy M-1.6: Work to improve connectivity within the City by closing gaps in the existing bicycle, pedestrian, trail, transit, and roadway network. Work with new development to
provide connectivity and redundancy in the mobility
network.

Policy M-1.7: Strive to ensure that streets within San Marcos shall be complete streets where feasible; thereby providing
accessibility, safety, connectivity, and comfort for all modes and users of the system. Appropriate new local
streets and Main Streets will prioritize pedestrian and bicycle users through the corridor.

Policy M-1.8: Continue to utilize technology and intelligent transportation systems to stabilize street system flow and efficiency as an alternative to roadway widening,
where feasible.

Policy M-1.9: Continue to work with new development, local agencies, and regional agencies to implement additional freeway
connections across existing barriers (freeways, major
roadways, creaks, etc.) for bicycles and pedestrians.

Policy M-1.10: Update the road standards manual, under the direction of the City Engineer, to assign street typologies to City streets, depict roadway cross - sections, and where
appropriate, incorporate the complete street philosophy.

Traffic Calming and Safety
The City strives to improve safety and livability within the City’s neighborhoods. This is accomplished by implementing neighbor- hood-scale design features, such as traffic calming devices, to manage traffic speeds in these areas.

Goal M-2
Protect neighborhoods by improving safety for all modes of travel and calming traffic where appropriate.

Policy M-2.1: Work with new development to design road- ways that minimize traffic volumes and/or speed, as appropriate
within residential neighborhoods ,; while maintaining
the City’s desire to provide connectivity on the roadway network.
3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 37

Policy M-2.2: Develop and update roadway standards that ensure safe and efficient movement for all modes of travel
on local roadways.

Policy M-2.3: Consider roundabouts, as appropriate, as an intersection control device with demonstrated air
quality, traffic efficiency, and safety benefits.

Alternative Modes of Travel
The City of San Marcos promotes and values the use of travel modes other than the single occupant vehicle. To that end, the following policies ensure that a true multi-modal system is implemented within the City.

Goal M-3
Promote and encourage use of alternative transportation modes, including such as transit, bicycles, neighborhood electric vehicles (NEVs), and walking, within the City.

Policy M-3.1: Develop an integrated, multimodal circulation system that accommodates transit, bicycles, pedestrians, and
vehicles; provides opportunities to reduce air pollution and greenhouse gas emissions; and reinforces the role
of the street as a public space that unites the City.

Policy M-3.2: Improve safety conditions, efficiency, and comfort for bicyclists and pedestrians through design,
maintenance, and law enforcement.

Install wider sidewalks and curb extensions at
pedestrian crossings (bulb outs) where
appropriate.

Policy M-3.3: Provide a pedestrian and bicycle network in existing and new neighborhoods that facilitates convenient and
continuous pedestrian and bicycle travel free of major
impediments and obstaclesthat maximizes connectivity
between major destinations.

Policy M-3.4: Develop and maintain appropriate planning documents such as Active Transportation Plans and Trails Master
Plans to support the development of facilities that
promote active transportation throughout the city.

Work with local partners to implement a Citywide Bike
Sharing System. This would include working with
developers to provide bike stations for key new
developments, working with California State University
San Marcos, Palomar Community College, and private
universities to provide bike stations on their facilities, and working with regional transit agencies to implement bike stations near transit hubs.
3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 38

Policy M-3.5: Ensure that streets in areas with high levels of pedestrian activity (such as employment
centers, residential areas, mixed use areas, and schools) support safe pedestrian travel by pro - viding detached sidewalks, bulb -outs, enhanced pedestrian crossings,
pedestrian bridges, and medians.

Policy M-3.6: Establish an intra -city shuttle system that connects the central development nodes of the City with Palomar
Community College, California State University San
Marcos, and the urban core of the community.

Policy M-3.7: Coordinate with NCTD and other transit agencies to minimize overlap of the transit system, while
maximizing the service areas covered by the complete
transit system.

Policy M-3.8: Work with regional agencies, such as SANDAG, to install appropriate recharging stations to support the use of
electric vehicles. Work with developers to install
recharging stations at appropriate activity,
employment, and transit centers to support electric
vehicle use.

Policy M-3.9: Develop enhanced pedestrian environments to improve the character and function of the pedestrian space
including amenities such as lighting, wider sidewalks,
landscaping, buffers, benches, signage, and transit
shelters. Create a pleasant walking environment for
roadway typologies where pedestrian travel is
prioritized. This includes providing shade trees,
landscaping, benches, pedestrian -scale lighting, way
finding signage, transit shelters, and other appropriate amenities.

Parking
Parking at key activity centers is critical to the success of the center. However, parking needs to be provided appropriately. Over or under parking these locations both will negatively impact the success of the center. Additionally, mixed use districts succeed when vehicles are parked in a common location and patrons walk between their destinations. The City strives to provide the right amount of parking in these locations.

Goal M-4
Provide efficient parking within the City.

Policy M-4.1: Evaluate and promote the potential for shared parking between adjacent uses within mixed use districts.
3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 39

Policy M-4.2: Encourage mixed use development to utilize smart parking techniques, such as parking management plans,
in-lieu parking fees (in proximity to parking structures), use of structured/podium parking in mixed use areas,
parking information signs for users, appropriate reduced parking requirements in mixed use and transit oriented
developments, and other techniques to provide
sufficient parking supply while minimizing the need for paved surface parking lots.

Movement of Goods
The City of San Marcos recognizes that its economic vitality is dependent on the City’s ability to move goods and services throughout the City and the region. However, the City recognizes that the movement of goods needs to be accommodated on identified routes within the City to ensure that those routes are appropriately designed to accommodate the vehicles (e.g. ap - propriate turning-radii, appropriate roadway structural sections, etc.).

Additionally, identifying appropriate routes will limit the conflict of heavy vehicles with inappropriate land uses (such as residential and/commercial) and minimize conflicts with bicycle/ pedestrian users in the City.

Goal M-5
Provide for the safe and efficient movement of goods throughout the City.

Policy M-5.1: Consult with other agencies and private entities (such as the BNSF) to identify ways to maintain, improve, and
expand rail services to safely meet existing and future needs of residents and businesses.

Policy M-5.2: Maintain truck route designations on appropriate facilities as shown in the Truck Route Plan within this Mobility Element needed to facilitate the efficient
movement of goods.
3 MOBILITY ELEMENT
City of San Marcos General Plan | Mobility | Page 40

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3 MOBILITY ELEMENT

San Marcos City CouncilJuly 23, 2024

San Marcos City Council
July 23, 2024