HomeMy WebLinkAbout3598; MELROSE DRIVE EXTENSION; TRAFFIC FORECAST REPORT; 1998-09-01-7N
MELROSE DRIVE EXTENSION
TRAFFIC FORECAST REPORT
1998
SEPTEMBER 1998
San Diego
ASSOCIATION OF
GRMENTS
401 B Street, Suite 800
San Diego, CA 92101
(619) 595-5300
Prepared for the City of Vista
Through the Local Technical Assistance Program
MEMBER AGENCIES: Cities of Carlsbad, Chula Vista, Coronado, Del Mar, El Cajon, Encinitas, Escondido, Imperial Beach, La Mesa
Lemon Grove, National City, Oceanside, Poway, San Diego, San Marcos, Santee, Solana Beach, Vista, and County of San Diego.
ADVISORY/LIAISON MEMBERS: California Department of Transportation, U.S. Department of Defense, San Diego Unified Port District,
San Diego County Water Authority, and TlJuana/Baja California/Mexico
Board of Directors.
SAN DIEGO ASSOCIATION OF GOVERNMENTS
The San Diego Association of Governments (SANDAG) is a public agency formed voluntarily by
local governments to assure overall areawide planning and coordination for the San Diego region.
Voting members include the incorporated Cities of Carlsbad, Chula Vista, Coronado, Del Mar, El Cajon,
Encinitas, Escondido, Imperial Beach, La Mesa, Lemon Grove, National City, Oceanside,
Poway, San Diego, San Marcos, Santee, Solana Beach, Vista, and the County of San Diego.
Advisory and Liaison members include Caltrans, U.S. Department of Defense, San Diego
Unified Port District, San Diego County Water Authority, and Tijuana/Baja California/Mexico.
CHAIRMAN: Hon. Art Madrid
VICE CHAIR: Hon. Ramona Finnila
SECRETARY-EXECUTIVE DIRECTOR: Kenneth E. Sulzer
CITY OF CARLSBAD
Hon. Ramona Finnhla, Mayor Pro Tern
(A) Hon. Bud Lewis, Mayor
(A) Hon. Mall Hall, Councilmember
CITY OF CHULA VISTA
Hon. Shirley Horton, Mayor
(A) Hon. Jerry Rindonei Councilmember
CITY OF CORONADO
Hon. Thomas Smisek, Mayor
(A) Hon. David Blumenthal, Councilmember
CITY OF DEL MAR
Hon. D. Elliot Parks, Councilmember
(A) Hon. Richard L. Earnest, Deputy Mayor
CITY OF EL CAJON
Hon. Richard Ramos, Councilmember
(A) Hon. Mark Lewis, Councilmember
CITY OF ENCINITAS
Hon. Chuck DuVMer, Deputy Mayor
(A) Hon. James Bond, Councilmember
CITY OF ESCONDIDO
Hon. Keith Beier, Councilmember
(A) Jerry Harmon, Councilmember
CITY OF IMPERIAL BEACH
Hon. Mike Bixier, Mayor
(A) Hon. Gail Benda, Councilmember
(A) Hon. Mayda Winter, Councilmember
CITY OF LA MESA
Hon. Art Madrid, Mayor.
(A) Hon. Barry Jantz, Councilmember
(A) Hon. Jay La Suer, Councilmember
CITY OF LEMON GROVE
Hon. Mary Sessom, Mayor
(A) Jim Greer, Councilmember
CITY OF NATIONAL CITY
Hon. Rosalie Zarate, Councilmember
(A) Hon. George H. Waters, Mayor
CITY OF OCEANSIDE
Hon. Terry Johnson, Deputy Mayor
(A) Hon. Carol McCauley, Councilmember
CITY OF POWAY
Hon. Don Higginson, Mayor
(A) Hon. Bob Emery, Councilmember
(A) Hon. Mickey Cafagna, Councilmember
CITY OF SAN DIEGO
Hon. Christine Kehoe, Councilmember
(A) Hon. Barbara Warden, Councilmember
(A) Hon. Valerie Stallings, Councilmember
CITY OF SAN MARCOS
Hon. Vince Andrade, Councilmember
(A) Hon. Hal Martin, Councilmember
CITY OF SANTEE
Hon. Jack Dale, Mayor
(A) Hon. Hal Ryan, Councilmember
(A) Hon. Jim Bartell, Councilmember -
CITY OF SOLANA BEACH
Hon. Marion Dodson, Deputy Mayor
(A) Hon. Tere Renteria, Councilmember
(A) Hon. Joe Kellejian, Councilmember
CITY OF VISTA
Hon. Gloria E. McClellan, Mayor
(A) Hon. Ed Estes, Jr., Mayor Pro Tern
COUNTY OF SAN DIEGO
Hon. Pam Slater, Vice Chairman
(A) Hon. Greg Cox, Chairman
STATE DEPT. OF TRANSPORTATION
(Advisory Member)
James van Loben Sels, Director
(A) Gary Gallegos, District 11 Director
U.S. DEPARTMENT OF DEFENSE
(Liaison Member) CAPT Tom M. Boothe, USN, CEC
Commander, Southwest Division
Naval Facilities Engineering Command
SAN DIEGO UNIFIED PORT DISTRICT
(Advisory Member)
Jess Van Deventer, Commissioner
SAN DIEGO COUNTY WATER AUTHORITY
(Advisory Member)
Frank Chenelle
(A) John Fowler
11JUANNBAJA CALIFORNINMEXICO
(Advisory Member)
Hon. Luis Herrera-Lasso M.
Consul General of Mexico
Revised August 4, 1998
ABSTRACT
TITLE: Melrose Drive Extension
Traffic Forecast Report
AUTHOR: San Diego Association of Governments
SUBJECT: The traffic impacts of extending Melrose
Drive between the Cities of Vista and
Carlsbad.
DATE: September 1998
ABSTRACT: The Cities of Vista and Carlsbad
requested SANDAG's assistance with a
traffic impact analysis of extending
Melrose Drive. Traffic forecasts were
performed and projected traffic volumes
were provided to the cities for their
analysis. This report discusses how near
and long term traffic volumes are
affected by the extension of Melrose
Drive.
111
Table of Contents
OVERVIEW ..............................................................................................................................3
STUDY AREA AND TRAFFIC MODEL ........................................................................................3
Study Area .......................................................................................................................... 3
Traffic Model ....................................................................................................................... 4
MANUAL ADJUSTMENTS ........................................................................................................... 5
MODEL RESULTS.....................................................................................................................5
Year2000 Forecast Results...............................................................................................5
Post-2015 Forecast Results ................................................................................................ 7
CONCLUSION ......................
...................................................................................................... 8
Tables and Figures
TABLE 1 CLASSIFICATION OF STUDY AREA STREETS
IMPACTED BY THE MELROSE DRIVE EXTENSION ................................................4
TABLE 2 FORECASTED AVERAGE DAILY TRAFFIC (ADT)
WITH AND WITHOUT THE MELROSE DRIVE EXTENSION ................................... 10
FIGURE 1 STUDY AREA, MELROSE DRIVE EXTENSION ....................................................... 9
FIGURE 2 YEAR 2000 FORECASTED ADT WiTHOUT THE MELROSE DRIVE EXTENSION... 11
FIGURE 3 YEAR 2000 FORECASTED ADT WITH THE MELROSE DRIVE EXTENSION .........12
FIGURE 4 POST-2015 FORECASTED ADT WrrHou-r THE MELROSE DRIVE EXTENSION ... 13
FIGURE 5 POST-2015 FORECASTED ADT WITH THE MELROSE DRIVE EXTENSION..........14
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MELROSE DRIVE EXTENSION
TRAFFIC FORECAST REPORT
MELROSE DRIVE EXTENSION
TRAFFIC FORECAST REPORT
Overview
In July of this year, the Cities of Vista and Carlsbad requested SANDAG's assistance with a
traffic impact analysis of extending Melrose Drive. Four traffic forecasts were performed by
SANDAG and projected traffic volumes were provided to the cities for their analysis. These
forecasts were for the years 2000 and post-2015, both with and without Melrose Drive
extended to Palomar Airport Road in the City of Carlsbad. The post-2015 forecast reflects full
development of the General Plans inside the two cities and 2015 growth projections outside.
In August, staff from the two cities and SANDAG met to discuss various modeling issues for
the study. The issues addressed were model calibration and the level of detail for the analysis.
At this time the City of Vista asked SANDAG to perform a brief report of how near and long
term traffic volumes and patterns are affected by the extension of Melrose Drive.
Study Area and Traffic Model
Study Area
The study area containing the streets that are affected by the Melrose Drive extension is
mapped in Figure 1. Streets constructed by the year 2000 are shown as a solid line and new
streets that will be built according the cities' General Plans are shown as a dashed line. The
Melrose Drive extension is indicated by the dark broken line.
The following report discusses a number of existing and future local streets in the study area
that are impacted by the extension of Melrose Drive. The streets are Alga Road, Business Park
Drive, Carrillo Way, El Camino Real, El Fuerte Street, Faraday Avenue, Melrose Drive,
Palomar Airport Road, and Sycamore Avenue. The classification and configuration of these
streets are summarized in Table 1.
I Melrose Drive is a primary north-south arterial that is a significant regional arterial. In the
City of Carlsbad, Melrose Drive connects with Rancho Santa Fe Drive to the south and
Palomar Airport Road to the north, as shown on Figure 1. In the City of Vista, Melrose Drive
I runs between the city boundary in the south to SR 78 in the north.
Presently, the southerly terminus of Melrose Drive is in Vista and is approximately 1800 feet
I from the northern terminus of Melrose Drive at Palomar Airport Road in Carlsbad. These two
sections would be cdnnected by the extension of Melrose Drive.
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Table 1
Classification of Study Area Streets
Impacted by the Melrose Drive Extension
Street Name Classification Number of Lanes Modeled Speed (mph
Alga Road Major 4 45
Business Park Drive Collector 4 35
Carrillo Way Major 4 40
El Camino Real Prime 6 50
El Fuerte Street Collector 4 35
Faraday Avenue Collector 4 35
Melrose Drive Prime 6 45
Palomar Airport Road Prime 6 55
Sycamore Avenue Major 6 45
Traffic Model
Five traffic forecasts were performed to help assess the near and long term traffic impacts in
both cities by extending Melrose Drive. The forecasts were for the year 2000 and post-2015,
both with and without the Melrose Drive extension. The original traffic model used for the
forecasts was SANDAG's Series 8.
The Series 8 traffic model is the most recent and widely accepted traffic model being used for
technical studies in the region. It is calibrated based upon 1990 land use, street network, and
traffic count data. Calibration corrects the differences that sometimes occur between base year
model estimates and observations. Differences can be corrected in a number of ways, such as
adjusting Street network coding or trip generation inputs. Calibration can also involve
adjusting future year traffic volumes up or down based upon the difference between the base
year traffic estimates and observations. This latter approach is the standard practice for Series
8 modeling.
The Series 8 model uses four major steps: trip generation, trip distribution, mode choice, and
assignment. For the future forecasts, person trips are first generated based upon General Plans
and estimates of population growth and employment. Trip distribution matches the origins and
destinations of the trips throughout the region. Mode choice splits the trips into individual
forms of transportation, such as vehicle trips. The modeling effort for this study focused only
on vehicle trips, which are computed from person trips. The assignment step loads the vehicle
trips onto specific streets based upon travel time, alternate routes of travel, and roadway
capacity. As output, the model provides estimates of future average daily traffic (ADT) on
circulation element streets.
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1 Manual Adjustments
Four initial traffic forecasts were made for the years 2000 and post-2015. An additional year
I 2000 forecast was also prepared to test the impact of two prohibited left turns at driveways
east and west of El Fuerte Street on Palomar Airport Road. A review of year 2000 model
I output showed that the forecasted ADT was lower than existing (1998) ADT on some streets
in the immediate vicinity of the extension.
I
This difference in existing versus estimated traffic is because the phased year 2000 growth
projections that were developed for Series 8 in the early 1990s were based upon poor
economic prosperity for the region. Today, the regional economy has improved, development
I in the study area has increased significantly, and traffic is consequently higher. The post-2015
forecasts were not phased, but were based more directly upon the General Plans.
I For the year 2000 forecasts, it was possible to manually adjust some of the forecasted traffic
information using the existing ADT. Adjustments to near-term forecasted traffic volumes are
acceptable when the time span between observed and estimated volumes is small.
I While there were some differences between existing and forecasted (year 2000) ADT, the
model still serves as a good tool for estimating the impacts of changing the Street network
I system. In other words, by adding a new link, such as the Melrose Drive extension, it is
possible to see what the impacts are in terms of vehicle redistribution to surrounding streets.
Therefore, the following analyses follow concentrates on the relative change in traffic
volumes because of traffic redistribution that results from extending Melrose Drive.
I Model Results
Below are the results and analyses for the year 2000 and post-2015 forecasts. The results are
summarized in Table 2, which lists the forecasted and adjusted ADT on street segments in the
I study area. The year 2000 ADT, without and with the extension, are also mapped in Figures 2
and 3, respectively. The ADT for the post-2015 forecasts are shown in Figures 4 and 5.
Year 2000 Forecast Results
I The Melrose Drive extension is forecasted to carry approximately 35,000 vehicles per day by
the year 2000. Approximately 14,000 of these vehicles are traffic that appears to divert from
Business Park Drive, which is a collector in the City of Vista. The traffic diverts to Melrose
I Drive because the extension completes a through route that is more convenient for traffic
moving north-south, as well as for traffic connecting to intersecting east-west streets, like
I
Palomar Airport Road.
The 14,000 ADT diversion to Melrose Drive from Business Park Drive was determined by the
difference in forecasted ADT on Business Park Drive. Without the extension, the forecasted
I ADT on Business Park Drive north of Palomar Airport Road is 18,000 vehicles. With the
extension, it is 4,000 vehicles. This represents a 78% reduction in traffic, most of which
appears to divert to Melrose Drive.
1
However, the existing daily traffic volume on Business Park Drive, without the extension, is
closer to 24,000 vehicles. Based upon the above 78% trip reduction on Business Park Drive,
about 19,000 vehicles may actually divert to Melrose Drive rather than the 14,000 that was
forecasted. This is a difference of about 5,000 additional vehicles. Consequently, the Melrose
Drive extension may carry about 40,000 vehicles daily. This manual adjustment also indicates
that about 5,000 vehicles, and not 4,000 vehicles, may remain on Business Park Drive with
the extension.
Sycamore Avenue, in the City of Vista, also experiences an increase in traffic because of the
extension. Between Melrose Drive and La Mirada Drive about 6,000 more vehicles use
Sycamore Avenue if the extension is built. On Sycamore Avenue east of La Mirada Drive, the
traffic volume increase is approximately 3,000 vehicles near SR 78.
In the City of Carlsbad, Palomar Airport Road between Melrose Drive and Business Park
Drive is forecasted to have approximately 39,000 ADT without the extension and 22,000 with
the extension. This is a reduction of approximately 17,000 vehicles because of the extension.
The ADT today on this section of Palomar Airport Road is about 41,000 vehicles.
Consequently, the forecast of near-term traffic conditions is about 5% lower than expected.
Therefore, the reduction in traffic on this segment of Palomar Airport Road may be 5%
higher, or about 18,000 ADT. Much of this reduction in traffic reduction is because traffic
will no longer have to travel east beyond Melrose Drive to access a north-south route.
On Palomar Airport Road west of Melrose Drive the forecasted ADT increases by about 8,000
vehicles, from about 40,000 ADT without the extension to 48,000 with the extension. This
additional ADT on Palomar Airport Road is the result of traffic redistributing because
Melrose Drive will serve as a better and/or new route for both north-south and east-west travel
if the extension is built.
The traffic forecasts show that the additional 8,000 ADT on Palomar Airport Road will also
be using other streets in the City of Carlsbad. Of the 8,000 ADT increase, 2,000 ADT will use
El Camino Real south of Palomar Airport Road. Another 2,000 will use Palomar Airport
Road west of El Camino Real. This 2,000 ADT increase on Palomar Airport Road west of El
Camino Real will bring the near-term ADT to about 28,000 vehicles. An ADT decrease of
about 2,000 vehicles is also forecasted on Palomar Airport Road east of Business Park Drive
with extension. Rounding the traffic estimates to units of one thousand vehicles also accounts
for the some of the 8,000 ADT.
A rerun of the near-term extension alternative was made to reflect the left turn prohibitors at
the driveways east and west of El Fuerte Street. A median blocks these turns onto Palomar
Airport Road. The results of the forecasts show that the prohibitors only affect traffic
movement between the driveways and El Fuerte Street. With the turn prohibitors, about 1,200
ADT use El Fuerte Street from the developments adjacent to El Fuerte Street and north of
Palomar Airport Road. Without the turn prohibitors only a few hundred vehicles use El Fuerte
Street from the developments.
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I Post -2015 Forecast Results
The Melrose Drive extension is forecasted to carry approximately 52,000 vehicles daily when
I the cities of Vista and Carlsbad are fully developed. Approximately 9,000 of these vehicles
are diverted from Business Park Drive. About 19,000 vehicles daily are projected to use
Business Park Drive without the extension, and this drops to 10,000 vehicles with the I extension. Business Park Drive carries less traffic than it did for the year 2000 because new
streets provide alternate routes for travel. Figures 4 and 5 show the ADT forecasted for post-
2015 without and with the extension, respectively.
The new streets in the area are Faraday Avenue and El Fuerte Street. Faraday Avenue is an
I east-west collector that will connect El Camino Real and Melrose Drive. El Fuerte Street will
extend north-south as a collector that connects Faraday Avenue and Palomar Airport Road.
I West of El Fuerte Street, Faraday Avenue will carry approximately 18,000 vehicles per day,
with or without the extension. East of El Fuerte Street, 20,000 vehicles a day will use Faraday
Avenue, but this daily volume increases to 41,000 vehicles if the extension is not constructed.
A similar increase in traffic occurs on El Fuerte Street without the extension. With the
extension, El Fuerte Street ADT is 6,000 and without the extension it will be 27,000 vehicles
I per day.
On Melrose Drive, between the Vista city limit and Sycamore Avenue, the ADT increases to
61,000 vehicles with the extension. Without the extension the ADT is 38,000 vehicles. An
increase of 10,000 daily vehicles is also forecasted on Melrose Drive north of Sycamore
Avenue if the extension is built. On Sycamore Avenue, traffic may increase by about 8,000
vehicles with the extension.
The eastern portion of Palomar Airport Road is also impacted by the Melrose Drive extension.
I Road
Between Melrose Drive and Business Park Drive the forecasted ADT on Palomar Airport
without the extension is 55,000 vehicles, whereas the ADT drops to 41,000 with the
extension.
I The Melrose Drive extension will provide a better north-south connection than El Fuerte
Street to the west. Therefore, more traffic will use Palomar Airport Road between El Fuerte
I Street and Melrose Drive with the extension than without. The traffic on this segment of
Palomar Airport Road is 65,000 ADT with the extension and 57,000 ADT without the
extension.
I On Palomar Airport Road west of El Fuerte Street, the forecasted ADT decreases by about
3,000 vehicles, from 75,000 ADT without the extension to 72,000 with the extension. The
I reason the ADT drops instead of rising, as it did for year 2000, is because Carrillo Way, which
parallels Palomar Airport Road, is now carrying some east-west ADT between El Camino
Real and Melrose Drive.
I With the extension, the ADT on Carrillo Way near Melrose Drive increases from 9,000 to
14,000 vehicles. If Carrillo Way were not connected, much of the ADT it has would probably
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use Palomar Airport Road. This means there would be little or no change to Palomar Airport
Road ADT between El Camino Real and El Fuerte Street, with or without the extension.
Another parallel route to Palomar Airport Road is Alga Road, whose ADT increases from
9,000 without the extension to 11,000 vehicles with the extension. However, the change in
ADT is an indirect result of the extension. More specifically, traffic increases on Melrose
Drive south of Palomar Airport Road because of the extension, which in turn affects east-west
traffic on Alga Road. This section of Melrose Drive south of Alga Road has an ADT increase
of about 7,000 ADT with the extension, from 37,000 to 44,000 ADT.
Conclusion
Traffic forecasts show that extending Melrose Drive from the southern limit of the City of
Vista to Palomar Airport Road will redistribute traffic in the area. Near term traffic on
Business Park Drive will decrease with the extension because Melrose Drive will provide a
more direct north-south route. This route will also allow for better access to east-west
connecting streets, like Palomar Airport Road. Traffic on Palomar Airport Road will also
decrease just east and west of Business Park Drive. However, the extension will result in more
traffic on Palomar Airport Road between El Camino Real and Melrose Drive.
Long term traffic patterns are also affected by the extension, but overall traffic volumes are
higher because of the General Plan full development that was modeled. Traffic on Business
Park Road will be reduced with or without the extension because El Fuerte Street and Faraday
Avenue will provide a more convenient route. Palomar Airport Road will also experience
some traffic reduction with the extension, but other new parallel streets like Carrillo Way and
Faraday Avenue help Palomar Airport Road move east-west traffic.
8
CARLSBAD
Faraday -
,-
-
Palornal
Figure 1 in 0 41 a
Study Area
Melrose Drive Extension
Traffic Forecasts Report
/V Year 2000 Street Network
,'Y Post-2015 Street Network
MelroseAY Drive Extension
IV City Boundaries
—t ,—MV. 4pet ASSOMTOMW 1.250 21500 COVWITI
September 10, 1998 300 600
VISTA
I - - - - - - - - - - - - - - - - - - - -
,
Table 2
Forecasted Average Daily Traffic (ADT)
With and Without the Melrose Drive Extension
For the Years 2000 and Post-2015
Street Segment Existing ADT'
Year 2000 ADT
Without With
Extension Extension
Post-2015 ADT
Without With
Extension Extension
Alga Road El Camino Real - El Fuerte Street - 21,000 18,000 18,000 21,000 21,000
El Fuerte Street - Melrose Drive 9,000 7,000 8,000 9,000 11,000
Business Park Drive Palomar Airport Road - Park Center Drive 24,000 24,0002 5,0002 19,000 10,000
Park Center Drive - Syacmore Avenue 20,000 21,0002 40002 15,000 9,000
Carrillo Way El Camino Real -El Fuerte Street Not Available 2,000 2,000 10,000 12,066
El Fuerte Street - Melrose Drive Not Available 0 0 8,000 14,000
El Camino Real Alga Road - Carrillo Way 28,000 28,000 31,000 53,000 52,000
CarrilloWay - CaminoVidaRoble 28,000 28,000 31,000 51,000 49,000
CaminoVidaRoble - PalomarAirportRoad 25,000 28,000 31,000 48,000 46,000
Palomar Airport Road - Faraday Avenue 30,000 34,000 33,000 51,000 46,000
El Fuerte Street Palomar Airport Road - Faraday Avenue Not Available 1,000 1,000 27,000 6,000
Faraday Avenue El Camino Real - El Fuerte Street 7,000 5,000 5,000 18,000 17,000
El Fuerte Street - Melrose Drive 0 0 0 41,000 20,000
Melrose Drive Rancho Santa Fe Drive - Alga Road 8,000 14,000 19,000 33,000 40,000
Alga Road - Carrillo Way 0 11,000 16,000 31,000 39,000
Carrillo Way - Palomar Airport Road 0 11,000 16,000 31,000 41,000
(Extension) Palomar Airport Road - City Limit 0 0 40,0002 0 52,000
City Limit - Sycamore Avenue 3,000 1,000 37,0002 38,000 61,000
Sycamore Avenue - Shadow Ridge Drive 15,000 11,000 27,000 33,000 43,000
Palomar Airport Road Yarrow Drive- El Camino Real 27,000 26,000 28,000 37,000 38,000
El Camino Real - El Fuerte Street 41,000 42,000 49,000 75,000 72,000
El Fuerte Street - Melrose Drive 41,000 40,000 48,000 P57,000 65,000
Melrose Drive - Business Park Drive 41,000 41,0002 23,0002 55,000 41,000
Business Park Drive - Ranch Sante Fe Drive 28,000 32,000 30,000 51,000 48,000
Sycamore Avenue Melrose Drive - Business Park Drive • 11,000 6,000 12,000 21,000 29,000
Business Park Drive - La Mirada Drive 10,000 12,000 18,000 31,000 38,000
Existing ADT are reported for 1998 if available, otherwise most the recent year is used.
Year 2000 ADT adjusted with available 1998 ground count, as explained in the text. SANDAG, 9/10/98
- - - - - - - - - - == == == - ==
C
- - - - - - - - - - - - - - - - - - -
.II
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Figure 2
Year 2000 Forecasted ADT
Without the Melrose Drive
Extension
Average Daily Traffic (ADT) in 1000s 16
Manual adjustments to the ADT are
included, as described in the report
. I ASSOMTrMCW —'--,
Feet 1,250 2,500
September 10, 1998 Mtem 300 600
S
3
6
0 7
1190
eli
33
Figure 3
Year 2000 Forecasted ADT
With the Melrose Drive
Extension
Average Daily Traffic (ADT) in 1000s 18
Manual adjustments to the ADT are
included, as described in the report
Ot -.-tI ASSOQATTON covs "1ND 1,2502500
_
September 10, 1998 Meters 300 600 - - - - - - - - - - - - - - - - - - -
- - - - - - - - - - - - - - - - - - -
C,'.
U,
C,
Figure 4
Post-2015 Forecasted ADT
Without the Melrose Drive
Extension
Average Daily Traffic (ADT) in 1000s
IJ I ASOA7TON —'-'
Feet 1:2502.500
September 10, 1998 Mtem 300 600
Ij
- 10
•____'ø.
17
Figure 5
Post-2015 Forecasted ADT
With the Melrose Drive
Extension
Average Daily Traffic (ADT) in 1000s
J
tI .- - 1.2502 500 Gov
September 10, 1998 Meters 300 600 47 44_ ...- ( '4 - 11-1 - - - - - - - - - - - - - - - - - - -