HomeMy WebLinkAbout6031; Carlsbad Boulevard Realignment; Calsbad Boulevard Realignment; 2001-10-05id;
PHASE I I
CARLSBAD BOULEVARD
RE ALIGNMENT STUD Y
Prepared for" • , '
City of Carlsbad . ,' .
Planning Department , '..^V, '
2075 Las Palmas Drive^ •. ; . :..
:Carlsbad;CA:92009-1576 ; N; .•;••. -'-.'.
.URSProject No. 58-9853003K.QQ700024
-October. 5, 2001;
mts
1615 Murray Cariyon Road, Suite 1000
San Diego, CA 92108-4314- '•-.' .', -
619-294-9400 'Fax: 619-293-7920, ,'-'
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PHASE II
CARLSBAD BOULEVARD
REALIGNMENT STUDY
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Prepared for
City of Carlsbad
Planning Department
2075 Las Palmas Drive
Carlsbad, CA 92009-1576
URS Project No. 58-9853003K.OO-00024
LJ
Octobers, 2001
URS
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108-4314
619-294-9400 Fax:619-293-7920
TABU OF CONTENTS
Executive Summary ES-1
Section 1 Introduction : 1-1
1.1 Project History 1-1
1.2 Project Description 1-2
1.3 Environmental Setting 1-2
Section 2 Phase I Summary of Findings and Implications 2-1
2.1 Major Findings of the Phase I Opportunities and Constraints Report 2-1
2.2 Community Meetings 2-2
Section 3 Phase II Goals and Objectives 3-1
Section 4 Phase II Findings 4-1
4.1 Land use Analysis 4-1
4.1.1 Surplus Lands 4-1
4.1.2 Alternatives 4-3
4.1.3 Surplus Area 1 4-3
4.2 Traffic Impact Analysis 4-4
4.3 Economic Analysis 4-5
4.3.1 Market Analysis 4-5
4.3.2 Preliminary Financial Analysis 4-7
4.3.3 Road Construction Costs 4-11
4.4 Potential Project Limitations 4-12
4.4.1 Coastal Bluff Retreat 4-12
4.4.2 Redevelopment/Tax Increment 4-13
4.4.3 City/State Land Swap 4-14
4.4.4 Mitigation Costs 4-14
4.4.5 Access to Surplus Area 1 4-14
4.5 Permits and Regulatory Approvals 4-15
4.5.1 Streambed Alteration Agreement 4-15
4.5.2 Clean Water Act Section 404 Permit 4-15
4.5.3 Clean Water Act Section 401 Water Quality
Certification or Waiver 4-15
4.5.4 Amendment to the Local Coastal Plan 4-16
4.5.5 California Environmental Quality Act (CEQA) Compliance.... 4-16
4.5.6 National Environmental Policy Act (NEPA) Compliance 4-16
Sections Conclusion 5-1
Sections References 6-1
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG
List of Tables, Figures, and Appendices
Tables
Table 2.2-1
Table 4.1-1
Table 4.1-2
Table 4.1-3
Table 4.1-4
Community Meeting Summary
Land Ownership and Amount of Land Available
Surplus Land Area Descriptions
Classification of Land Uses
Land Use Matrix with Alternatives
D
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G
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Figures
Figure 1-1
Figure 1-2
Figure 1-3
Figure 1-4
Figure 1-5
Figure 1-6
Figure 1-7
Figure 1-8
Figure 1-9
Figure 1-10
Figure 4-1A
Figure 4-IB
Appendices
Appendix A
Appendix B
Regional Location Map
Project Location
Surplus Land Areas
Surplus Land Area 1
Surplus Land Area 2
Surplus Land Area 3
Surplus Land Area 4
Surplus Land Area 5
Surplus Land Area 6A
Surplus Land Area 6B
Land Use Designations
Zoning Designations
Community Feedback Form
Traffic Impact Analysis
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG
Executive Summary
The City of Carlsbad (the City) is exploring potential relocation of the southbound lanes (including
reconfiguration of a small portion of the northbound and southbound lanes in the northern and
southern ends of the project) of Carlsbad Boulevard to the east between Manzano Drive to
.*-, San Marcos Creek (Figures 1-1 and 1-2). Carlsbad Boulevard and Palomar Airport Road would
) I be reconfigured into a "T" intersection. The overall goal of the project is to reclaim and
potentially develop suitable, useable land.
This study is intended to assist the City in evaluating the environmental and economic viability
of the relocation project, along with the practicability of the proposed project. This report
presents a summary of earlier Phase I findings, current Phase II findings, and a discussion of
[~{ permits and regulatory approvals. The Phase I Opportunities and Constraints Report—completed
^ in December 1998—found no significant environmental constraints that would preclude the
project from being constructed.
The Phase II Analysis evaluates seven surplus land areas and four alternative land use
development scenarios. To simplify the analysis, each alternative was presented as a whole.
However, they are meant to illustrate the point only. The ultimate decision-makers can choose
elements from each alternative to formulate a plan that best fits the City's needs. The
preliminary Traffic Impact Analysis documents that the circulation system in the project area can
accommodate the future development of the parcels. The Market Analysis concludes that
population, tourism, and land use market trends all indicate the project is likely to be feasible.
The Financial Analysis evaluates the financial implications of the four land use development
scenarios. The Phase II study also evaluates potential project limitations and concludes with a
discussion of permits and regulatory approvals.
This study is the first step in a longer process that would be required if the decision is made to
proceed with the project. Key components of this potential future process include:
• A selection of land uses.
• Detailed bluff-top retreat analysis.
• A detailed traffic study, including evaluation of the "T" configuration with and without the
realignment at Palomar Airport Road.
• A financial assessment on the selected land uses.
• A decision on whether to have a split-grade road.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG ES~1
SECTION 1
p SECTIOHONE Introduction
•i-j-
^ 1.1 PROJECT HISTORYn(J Beginning in the early 1980s, the City and the State Department of Parks and Recreation (the
State) began to explore a program to relocate the southbound lanes of Carlsbad Boulevard
0 between Manzano Drive and San Marcos Creek to the east and adjacent to the northbound lanes
(see Figures 1-1 and 1-2). Initial planning for that program was incorporated into the South
Carlsbad State Beach General Plan adopted by the State of California in 1982.
The 1982 plan proposed that all additional property west of the realigned Carlsbad Boulevard be
dedicated to various recreational purposes, including additional campsites, parking, beach access, and
State administration and maintenance facilities. A major feature of this plan was a group campsite and
J hostel on property owned by the State between Manzano Drive and Palomar Airport Road. This plan
anticipated that Palomar Airport Road would be realigned to a "T" intersection with Carlsbad
Boulevard. Only limited progress toward implementation of the plan has occurred to date.
(J The City commissioned a study of the reconfiguration of the Carlsbad Boulevard and Palomar Airport
Road intersection in the early 1990s (Boyle Engineering Corporation 1992). Key issues evaluated in
Q the study included the irregular angle created where Palomar Airport Road joins Carlsbad Boulevard,
vertical alignments, and the feasibility of salvaging the existing railroad bridge just west of
Avenida Encinas. The study concluded that it was not cost effective to salvage the existinj bridge and
0 recommended an alternative that would minimize the skew of the intersection.
^ The City developed a conceptual eastern alignment for Carlsbad Boulevard and in 1997 directed
staff to proceed with a study of the realignment of Carlsbad Boulevard from Manzano Drive to
M Batiquitos Lagoon (City of Carlsbad 1997). In early 1998, the City selected URS (formerly
Woodward-Clyde International Americas) to conduct a study of the environmental constraints
and opportunities created by the realignment of Carlsbad Boulevard and Palomar Airport Road
1 i (City of Carlsbad 1998). The goals of the study are as follows:
1. To make a determination of the potential environmental impacts of the roadway
0 realignments, and an inventory of the environmental constraints and opportunities in the
study area.
2. To conduct a technical evaluation of alternative land uses for the surplus land based on the
I \ following priorities and objectives:
a. Create and maintain open-space recreational opportunities in the study area as the
D number-one priority, and
b. Land use should, where feasible, minimize impacts to environmental resources and
the scenic qualities of the roadway corridor.
/ ] 3. To evaluate the potential for revenue-generating recreational/tourist-serving commercial
land uses in the study area to fund the realignment of the roadway and to develop
Q recreational land use opportunities.
4. To create a resource to: (a) allow staff and the City Council to more effectively evaluate
and weigh the positives, negatives, and trade-offs of multiple land use planning
Q opportunities along the roadway corridor; (b) facilitate input from affected public agencies
and interested citizens; (c) provide the necessary technical expertise; and (d) help
coordinate the land use evaluation process.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 1-1
PI SECTIOHONE Introduction
The study was conducted in two phases. Phase I was completed in December 1998. Several
0 reports and assessments were produced for Phase I, including land use recommendations, a
biological resources report, and noise, cultural, and visual assessments. Along with the reports, a
GIS base map of Carlsbad Boulevard and several layers were created. Community meetings wereOalso held during Phase I. The culmination of Phase I was .an Opportunities and Constraints report
that brought together the reports and assessments. A summary of Phase I findings and their
implications can be found in Section 2 of this report. Phase n commenced in 2000 and includes
Fl land use, traffic, and economic analyses. These findings and their implications are discussed in
L-s Section 4 of this report.
(] 1.2 PROJECT DESCRIPTION
The study area includes all the public lands adjacent to an approximately three-mile-long segmentaof Carlsbad Boulevard from Manzano Drive south to the bridge over the mouth of Batiquitos
Lagoon (Figure 1-2). The northbound and southbound lanes of Carlsbad Boulevard are currently
located in an approximately 200-to-3 5 0-foot-wide, City-owned right-of-way. The northbound and
0 southbound lanes are separated from each other by a distance ranging from approximately 40 feet to
over 250 feet in some locations. This wide public right-of-way and road separation results in areas
of vacant land between and adjacent to the travel lanes. The proposed project consists of relocating
D the southbound lanes eastward to maximize the amount of public land available for other uses.
Another aspect of the proposed project is the reconfiguration of Carlsbad Boulevard and Palomar
Airport Road into a "T" intersection. The combination of relocating Carlsbad Boulevard and
0 Palomar Airport Road would create seven parcels of land adjacent to the existing South Carlsbad
State Beach campground and the coastline (Figures 1-3 to 1-10). This surplus land could then be
used for other purposes.nU 1.3 ENVIRONMENTAL SETTING
f~T The project area is generally bounded by Manzano Drive to the north, the bridge over
L> Batiquitos Lagoon to the south, the Pacific Ocean to the west, and the Atchison Topeka and
Santa Fe railroad to the east. The project area is on the coastal bluffs that form the City's western
Q boundary. Elevations in the project area range from sea level to approximately 80 feet above sea
level. Topography in the project area is relatively level except near Encinas Creek, where the
roadway traverses the floodplain of this intermittent creek. Here the roadway gently slopes from
[~| the coastal terrace to the floodplain and is approximately ten feet above sea level.
Undeveloped areas within the project area are dominated by non-native vegetation consisting
^ primarily of ice plant in the median and some bluff-top areas, other weedy invasive species,
I scattered Cypress trees, and ornamental landscaping. Native vegetation is present near the Encinas
Creek floodplain channel, east of the northbound lane. Riparian scrub, freshwater marsh, and other
natural habitats are present in this location.
(J Residential neighborhoods in the project area include Terramar north of Manzano Drive, Solamar
Mobile Home Park immediately south of the Palomar Airport Road-Carlsbad Boulevard
Q interchange, and the Lanakai Lane Mobile Home Park adjacent to Ponto Drive north of
Poinsettia Lane. There are other scattered residences south of Poinsettia Lane on Ponto Road.
South Carlsbad State Beach is north and south of Poinsettia Lane, west of the southbound lanes of
n Carlsbad Boulevard.
W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 1-2
SAN BERNARDINO COUNTY
LOS ANGELES
COUNTY
ORANGE
COUNTY RIVERSIDE COUNTY
SITE LOCATION
SAN DIEGO
COUNTY
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-1
REGIONAL LOCATION MAP
Approximate Map Scale 1 Inch = 30 Milas
(1:1900300)
**—•(
LEGEND
^^ Proposed Alignment
0 1200 2400 Feet
Approximate Map Scale 1 Inch = 1,200 Feet
(1:14,400)
H
A SITE LOCATION
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-2
PROJECT LOCATION
PROJECT NO. 9853D03K
JULY 1999
g:\earl3baiflcroiect3tearlsbaiJOl apr
1250 2500 Feet
Approximate Map Scale 1 Inch - 1250 Feet
(1:15,000)
A
LEGEND
Milepost (Increment = ^ | City - Owned Surplus Land
State - Owned Land
Study Area Boundary
200 Feet)
/"V Proposed Alignment
/\/ Proposed Alignment
Centerline
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-3
SURPLUS LAND AREAS 1-6B
PROJECT NO. 9853003K
JULY 1999
UBS
f.
184 368 Feet
Approximate Map Scale 1 Inch = 184 Feet
(1:2,208)
A
LEGEND
Milepost (Increment =
200 Feet)
Proposed Alignment
Proposed Alignment
Cents Nine
City - Owned Surplus Land
State - Owned Land
Study Area Boundary
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-4
SURPLUS LAND AREA 1
PROJECT NO. 9853003K
JULY 1999
150 300 Feet
Approximate Map Scale 1 Inch = 150 Feel
(1:1,800)
N
A
LEGEND
x Mileposi (Increment =
200 Feet)
A/ Proposed Alignment
Proposed Alignment
Center! ine
Ci'y ' Owned Surplus Land
State - Owned Land
Study Area Boundary
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-5
SURPLUS LAND AREA 2
PROJECT NO. 9B53003K
JULY 1999
UKS
.apr
380 760 Feet
Approximate Map Scale 1 Inch - 380 Feet
(1:4,560)A
LEGEND
x Milepost (Increment =
200 Feet)
/S/ Proposed Alignment
/\/ Proposed Alignmeni
C;; rite'line
City - Owned Surplus Land
State - Owned Land
Study Area Boundary
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-6
SURPLUS LAND AREA 3
PROJECT NO. 9B53003K
JULY 1996
flslcarlsbaa01.au-
I
642 1284 Feet
Approximate Map Scale 1 Inch = 642 Feel
(1:7,704)A
LEGEND
x Mileposl (Increment =
200 Feet)
City - Owned Surplus Land
iUU I 0011 i j • .. JV//\ State - Owned Land,*'\/ Proposed Alignment
Study Area Boundaryf\/ Proposed Alignment
Centerline
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-7
SURPLUS LAND AREA 4
PROJECT NO. 98B3003K
JULY 1999
OHS
0 200 400 Feet_
Approximate Map Scale 1 Inch = 200 Feet
(1:2,400)A
LEGEND
x Milepost (Increment =
200 Feet)
Proposed Alignment
Proposed Alignment
Center-line
City - Owned Surplus Land
Staie - Owned Land
Study Area Boundary
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-8
SURPLUS LAND AREA 5
PROJECT NO. 9853003K
JULY 1999
MRS
142 284 Feet
Approximate Map Scale 1 Inch - 142 Feet
(1:1,704)A
LEGEND
Miiepost (Increment = RSNI City - Owned Surplus Land
200 Feet)
Y//\ Slate - Owned LandProposed Alignment
Study Area Boundary
Proposed Alignment
Cenlerline
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-9
SURPLUS LAND AREA 6A
PROJECT NO. 9853003K
JULY 1999
UHS
, . : r
150 300 Feel
Approximate Map Scats 1 Inch = 150 Feet
(1:1,800)A
LEGEND
x Milepost (Increment =
200 Feet)
/ v/ Proposed Alignment
Proposed Alignment
Centerline
City - Owned Surplus Land
State - Owned Land
Study Area Boundary
CARLSBAD BOULEVARD
REALIGNMENT STUDY
FIGURE 1-10
SURPLUS LAND AREA 6B
PROJECT NO. 9853003K
JULY 1999
m^fffy^n^ffi <i%fr#:r8-~
IfeHI,
1250 1250 Feel
Approximate Map Scale 11nch = 1250 Feel
(1i15,QOO)
A
LEGEND
PROPOSED ALIGNMENT
[ggEj COMMERCIAL
PP OPEN SPACE (OS)
PLANNED INDUSTRIAL (PI)
PUBLIC UTILITIES (U)
[^] UNPLANNED AREAS (UA)
" RESIDENTIAL ^MEDIUM DENSITY-4-8 du/ac] (RM)
RESIDENTIAL [MEDIUM-HIGH DENSITY-4-8 du/ac] (RMH)
Ll_l RESIDENTIAL [MEDIUM-HIGH DENSITY-8-15 du/ac] (RMH)
| | RESIDENTIAL [HIGH DENSITY-15-23du/ac] (RMH)
""""] RESIDENTIAL [LOW-MEDIUM DENSITY-04 du/ac] (RLM)
TRAVEL/RECREATION COMMERCIAL (T-R)
CARLSBAD BOULEVARD
REALIGNMENT STUDY
GENERAL PLAN
LAND USE DESIGNATIONS
FIGURE 4-1A
PROJECT NO. 9853003K
SEPTEMBER 1998 URS
1250 1250 Feet
Approximate Map Scale 1 Inch = 1250 Feel
(1:15,000)A
LEGEND
/\/ PROPOSED ALIGNMENT
| | PUBLIC UTILITY (P-U)
0D RESIDENTIAL AGRICULTURAL (R-A-1000G)
: V | RESIDENTIAL DENSITY-MULTIPLE (RD-M. RD-M-Q)
PJg| RESIDENTIAL MOBILE HOME PARK (RMHP)
[_ 'l TRANSPORTATION CORRIDOR (T-C)
jSFi TWO FAMILY RESIDENTIAL (R-2)
gg VARIOUS (P-WO, C-T-QIRD-M-Q)
j - 1 PLANNED INDUSTRIAL (P-M, P-M-Q)
| | COMMERCIAL (C-2-O, C-2. C-l)
Q] COMMERCIAL TOURIST (C-T-Q, C-T)
|g|gj| INDUSTRIAL(M)
HTTTI LIMITED CONTROL (L-C)
|.^4 ONE FAMILY RESIDENTIAL (R-1)
I j PLANNED COMMUNITY [P-C)
CARLSBAD BOULEVARD
REALIGNMENT STUDY
ZONING DESIGNATIONS
FIGURE 4-1B
PROJECT NO. 9853003K
SEPTEMBER 1998 UHS
SECTION 2
q SECTIOHTWO Phase I Summary of Findings and Implications
u
Phase I of the project consisted of several tasks. One task involved creating a GIS base map on
which layers were used to illustrate different aspects of the project. Phase I also involved the
^ preparation of an Opportunities and Constraints Report (Woodward-Clyde 1998) and conducting
community meetings.
U
2.1 MAJOR FINDINGS OF THE PHASE I OPPORTUNITIES AND
H CONSTRAINTS REPORT
The Opportunities and Constraints Report studied geology, biology, cultural resources,
0 paleontology, acoustics, and visual quality. Of these topics, no significant environmental
constraint was identified that would preclude the project from being constructed. The following
is a brief summary of the report's major findings.
M Geology. A potential geologic issue is that sea caves in the northern section of the project area
^ adjacent to Carlsbad Boulevard and a potential bluff-top retreat along the entire area present a
geotechnical hazard to the future alignment of Carlsbad Boulevard. A possible measure to
• reduce this impact would be filling the sea caves with concrete, which would retard the landward
erosion of the sea caves. Realigning the road landward to provide a greater setback will
,—, minimize the impact of the sea caves on the project. A second potential geologic impact is that
| alluvial soils associated with the Encinas Creek drainage area are prone to earthquake-induced
liquefaction settlement, which could affect project facilities., A detailed geotechnical
n investigation would provide recommended measures to mitigate liquefaction and settlement
(J issues. Examples of measures that could be employed include stone columns, compaction
grouting, over-excavation and recompaction, deep dynamic compaction, and preloading with
f~j earthen surcharges.
Biology. There would be no adverse biological impacts because only less than 0.1 acre of
jurisdictional wetland and other waters of the United States would be impacted by the
: realignment of the southbound lanes of Carlsbad Boulevard, and no other sensitive biological
resources were identified in the area. As a result, no mitigation other than use of best
Q management practices (BMPs) during construction will likely be necessary. The project will
| 1 require a Section 404 Permit (Nationwide Permit 14) from the U.S. Army Corps of Engineers
(Corps), a Section 401 Water Quality Certification from the Regional Water Quality ControlaBoard (RWQCB), and a Section 1601 Streambed Alteration Agreement from the California
Department of Fish and Game (CDFG).
Cultural. One cultural-resource site will require further evaluation to determine its significance.
' Standard treatment and recovery methods will likely be sufficient to mitigate any impacts to this
site from the project.
0 Paleontology. Marine terrace deposits and tertiary sedimentary bedrock that underlie the project
area have a medium-to-high paleontological-resource sensitivity. However, project construction
is unlikely to impact fossiliferous geologic formations because the grading will not likely
0 encounter these formations. Monitoring by a qualified paleontologist during grading in areas
potentially underlain by fossiliferous geologic formations will reduce potential impacts to
acceptable levels.
0
,"—\ URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 2-1
SECTIONTWO Phase I Summary of Findings and Implications
Acoustics. Realignment of Carlsbad Boulevard would increase noise levels east of the northbound
lanes of Carlsbad Boulevard by approximately zero to two decibels (dBA) and reduce noise levels by
an equivalent amount west of the southbound lanes of Carlsbad Boulevard. Measures may be
necessary to reduce increases in noise levels at only one modeled residential receptor. Noise
modeling indicated that at one location at the southern end of the Solamar neighborhood, traffic
noise could exceed the City's exterior noise standard of 60 dBA Community Noise Equivalent
Level (CNEL). However, this noise standard would be exceeded regardless of the proposed
project due to the projected increase in traffic. The expected increase in noise that would cause
an exceedance of the City's exterior noise standard can be reduced using standard
noise-mitigation techniques. Specific noise mitigation should be designed when the project
elevation is further defined. Another potential acoustical impact is that noise generated during
construction could annoy nearby residents. A measure to reduce this impact is to adhere to the
City's Municipal Code Section 8.84 regarding noise generated during construction, which should
be adequate to minimize noise to acceptable levels during construction.
Visual. No significant impacts to visual quality from the currently proposed project were
identified. However, careful consideration of landscaping, architectural massing, and land use
should be incorporated into the project as design progresses.
(J
0
2.2 COMMUNITY MEETINGS
Community meetings were conducted to introduce community members to the project and to
present potential land uses for the surplus lands. In addition, community members were provided
with feedback forms with which they were able to give their opinions and make suggestions
regarding what they viewed as unfavorable and favorable alternative land uses. The feedback
form is included as Appendix A. Completed feedback forms are available for viewing at the
Carlsbad Planning Department. Information about these meetings is provided in Table 2.1-1.
Table 2.1-1
COMMUNITY MEETING SUMMARY
CARLSBAD BOULEVARD REALIGNMENT
Meeting
1
2
Date
7/28/99
8/24/99
Location
Seapointe Resort
Conference Room
Seapointe Resort
Conference Room
Target Audience
Solamar Residents
Terramar Residents
Attendance
51
38
0 URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 2-2
SECTION 3
u
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D
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SECTIOHTHREE Phase n 6oals and OttlecUves
The goals and objectives of Phase II of this study were twofold. First, URS and Wallace Roberts
and Todd (WRT) prepared a land use analysis, which explored several development alternatives,
examined traffic in the study area, and created a land use/zoning layer, which can be used on the
previously completed GIS map for the project.
The second component of this phase of the study was an economics analysis. Economic
Research Associates (ERA) prepared an Economic Analysis that included a Market Analysis, and
Financial Analysis, which explore financial feasibility and alternative project financing
opportunities.
These Analyses are summarized, along with the findings from Phase I, in this document. The
ultimate goals of this project are to realign Carlsbad Boulevard, reclaim useable land, improve
traffic, and find potential funding mechanisms for the project. This Phase II report will assist the
City in evaluating the environmental and economic viability, along with the practicability, of the
project.
f—\ URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 3-1
U
SECTION 4
SECTIOHFOUR Phase II Findings
4.1 LAND USE ANALYSIS
Figure 4-1A shows the General Plan Land Use Designations, and Figure 4-IB shows the Zoning
Designations. Most of the project area is residential, open space/unplanned, and industrial. The
parcels being considered for this project are all currently designated as open space.
D
4.1.1 Surplus Lands
A City-provided GIS parcel map was used in conjunction with a City-generated map showing land
ownership in the project area to calculate the acres of land remaining after Carlsbad Boulevard is
realigned (Figure 1-3). Additionally, the amount of land owned by the State in the area north of
Palomar Airport Road and south of Manzano Drive was calculated. The acres of land available
following realignment of Carlsbad Boulevard are shown in Table 4.1-1. The amount of City-owned
land available for other uses following realignment of Carlsbad Boulevard is approximately 41 acres.
The amount of land owned by the State in the area north of Palomar Airport Road and south of
Manzano Drive is approximately 15 acres.
Table 4.1-1
LAND OWNERSHIP AND AMOUNT OF LAND AVAILABLE
CARLSBAD BOULEVARD REALIGNMENT
Landowner
City of Carlsbad
State of California
Acreage
41
15
The surplus useable land that will result from realigning Carlsbad Boulevard has been grouped
into a total of seven surplus land areas, described in Table 4.1-2 below and illustrated in
Figures 1-3 through 1-10.
Table 4.1-2
SURPLUS LAND AREA DESCRIPTIONS
CARLSBAD BOULEVARD REALIGNMENT
Surplus Land Area Number
1
2
3
4
5
6A
6B
Surplus Land Area Name
Manzano Parcel
Palomar Point
North Ponto Beach
State Beach and
Campground
Boca Beach
Seapointe Parcel
PA "F" Frontage
Acreage
20.8
5.1
10.1
13.7
2.3
0.5
2.0
Owner
State: approximately 14 acres
City: approximately 6 acres
State: approximately 0.5 acre
City: approximately 4.5 acres
City
City
City
City
City
URS W:\9853003K\00024-D-R.DOC\S-OCT-01\SDG 4-1
SICTIOHFOUR Phase II Findings
The City has determined four types of potential land uses for the surplus land areas (see
Table 4.1-3):
Table 4.1-3
CLASSIFICATION OF LAND USES
CARLSBAD BOULEVARD REALIGNMENT
LAND USE DEFINITION EXAMPLES
Open Space
Community Resource Uses
Parking
Revenue Generating Uses
Either retains existing conditions or
improves existing conditions with focus
on open space and views; passive and
active recreation; no commercial or large
structures.
Shoreline park with pedestrian,
bike, and handicap paths/links
Overview park, grassy or open
areas; trail systems
Beach/bluff accessways
Public restrooms
Uses that entertain, educate, or
otherwise facilitate civic functions.
Public use is emphasized over private
use and may involve campground uses.
City Hall or Council Chambers
Community/Cultural Center
(performing arts, archeological and
paleontological recovery displays,
city museums, etc.)
Visitor Center
City operated Botanical
Garden/Coastal Habitat Restoration
site
Uses controlled by the State
Department of Parks and
Recreations (campground,
administration, maintenance)
Provides beach parking solutions for the
study area.
Free beach parking spaces and/or
lots
Paid or metered beach parking
spaces or lots
Beach shuttle programs
Uses that focus on generating revenue
and involve commercial development,
structures and parking areas.
High-end retail uses
High-end restaurants
High-end hotels/time-shares
Other tourist-serving uses
Open Space
The open space would retain or improve existing conditions and could include both passive and
active recreation. Examples could include a shoreline park, a trails system, beach access, and
beach shuttle programs.
URS W:\9853003K\00024-D-R.DOC\S-OCT-01\SDG 4-2
SECTIOHFOUR Phase II Findings
Community-Resource Uses
Community-resource uses are intended to facilitate civic functions and would emphasize pubic—
rather than private—uses. Such examples include a City Hall, community/cultural center, and
botanical garden.
Parking
Parking would be intended for beach visitors and could include free or metered parking, as well
as a beach shuttle program.
Revenue-Generating Uses
Revenue-generating uses would focus on commercial development, structures, and parking.
Potential examples consist of high-end retail uses or restaurants and other tourist-serving uses.
4.1.2 Alternatives
This study is only the first step toward realigning and developing along Carlsbad Boulevard. As
such, the City requested a broad spectrum of possibilities for future development on the surplus
land areas. URS worked with the City to determine alternative land scenarios for each surplus
land area. The land uses were selected based on community input, size, and configuration of
each area. Four alternatives were developed, ranging from very little revenue-generating uses
with a great amount of open space to heavily developed, revenue-generating uses with little open
space (Table 4.1-4). WRT examined the alternatives and determined building sizes, quantity of
parking spaces, and open-space acreage. WRT then worked together with ERA to estimate
development costs for each of the four alternatives. Development specifications can be found in
the appendix of the Financial Analysis (ERA 2001).
4.1.3 Surplus Area 1
Due to the large size of Surplus Area 1, it is a critical aspect for the project's success. The other
parcels are relatively small and could not support many revenue-generating uses. Surplus Area 1
has the potential to bring much revenue and tax increment into the City, which is likely to be the
driving force for approval of the project.
Several potential project limitations are discussed in Section 4.4. Among the most critical is the
City's ability to gain control of the State-owned portion of Surplus Area 1. Preferably, a deal
would be made and a land swap would occur. On the other hand, the State might require fair
market value for the property, which may be too costly and prevent the project from proceeding.
The next logical step is for the City to begin discussions with the State regarding the parcel.
Other issues regarding Surplus Area 1 include access and community acceptance. Due to current
Q engineering standards, access into Surplus Area 1 may prove difficult. Additionally, community
members do not want Manzano Drive to intersect with Carlsbad Boulevard, nor do they want to
access the Manzano parcel from Manzano Drive. As a result of the engineering standards and
M community desire, ingress and egress of the parcel would be difficult. Another issue is that the
'-' community, particularly those closest to the parcel, would rather preserve the open space.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 4-3
SECTIBHFOUR Phase II Findings
Table 4.1-4
LAND USE MATRIX WITH ALTERNATIVES
CARLSBAD BOULEVARD REALIGNMENT
SURPLUS AREA
NUMBER
1
2
3
4
5
6A
6B
SURPLUS
AREA NAME
Manzano Parcel
Palomar Point
North Ponto
Beach
State Beach &
Campground
Boca Beach
Seapointe
Parcel
PA T" Frontage
ALTERNATIVE #1
Combination of
Open Space,
Parking, and
Community
Resource Use
(20 acres)
Open Space
Open Space
Community
Resource Use - with
Campground Focus
Open
Space/Parking
Open Space
Open
Space/Parking
ALTERNATIVE #2
Combination of
Open Space,
Parking, and
Community
Resource Use
(15 acres)
Revenue-
Generating Use
(5 acres)
Parking
Parking
Open
Space/Parking
Parking/
Community
Resource Use
Open
Space/Parking
Community
Resource/Parking
ALTERNATIVE #3
Combination of
Open Space,
Parking, and
Community
Resource Use
(10 acres)
Revenue-
Generating Use
(10 acres)
Revenue-
Generating Use
Revenue-
Generating Use
Open
Space/Parking
Open
Space/Parking
Revenue-
Generating Use
Revenue-
Generating Use
ALTERNATIVE #4
Combination of
Open Space,
Parking, and
Community
Resource Use
(5 acres)
Revenue-
Generating Use
(15 acres)
Open Space
Open Space
Open
Space/Parking
Open
Space/Parking
Open Space
Open
Space/Parking
4.2 TRAFFIC IMPACT ANALYSIS
The Traffic Impact Analysis analyzes existing traffic conditions in the study area, the San Diego
Association of Governments' (SANDAG) Year 2020 projections, and the Year 2020 projections
with the anticipated additional traffic from the future development of the proposed project. The
complete analysis can be found as Appendix B; however, major findings are summarized below.
The level of service (LOS) in the project area is currently LOS B or better. Alternative 1 would
add 3,531 additional daily trips, Alternative 2 would add 11,633 additional daily trips,
Alternative 3 would add 15,755 additional daily trips, and Alternative 4 would add 12,565
additional daily trips. Based on the current level of assessment, the resulting LOS from all
alternatives would continue to be acceptable at LOS C or above. The TIA concludes that the
development resulting from the proposed project would not result in significant impacts on
traffic. A more detailed evaluation of traffic would be required if a specific project is
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 4-4
U
SECTIOHFOUR _ _ Phase II Findings
implemented in the future. It will be especially important to evaluate potential projects on
Surplus Area 1 and potential effects associated with a modified intersection at Palomar Airport
Road.
4.3 ECONOMIC ANALYSIS
Q This section summarizes the Economic Analysis prepared for Phase II. The Economic Analysis
consists of a Market Analysis (ERA 1999) and a preliminary Financial Analysis (ERA 2001).
This section also includes a discussion on road-construction costs.
nLJ 4.3.1 Market Analysis
,-. It must be noted that the Market Analysis has not been updated to reflect the Year 2001 . One of
| ) the study's objectives was to explore ways to generate revenue from the useable public land
created — including potential land sale or lease opportunities — and how to use this revenue to
G help offset the cost of realigning the road. The study represents an interim report regarding the
socio-economic content in which development will take place and market trends for candidate
land uses. The analysis included an examination of population and tourism trends, as well as
p land market trends in the Carlsbad area, which are summarized below.u
4.3. 1.1 Population and Tourism Trends
(J From a market perspective, the population and tourism growth trends in coastal North County —
and Carlsbad in particular — present good opportunities for development within the study area.
G Carlsbad has become one of the county's most popular cities in which to live and work. The
relatively recent openings of Legoland and Aviara Resort have elevated Carlsbad's stature as a
tourist destination, a stature that was already established by La Costa and the smaller time-share
Q projects along the coast.
Based on the review of demographic and tourism trends, the Carlsbad Boulevard realignment
project can consider a broad range of alternative development programs for the following
( I reasons:
• Carlsbad's population, household, employment, and tourism growth rates are all above the
Q countywide average, so it is reasonable to assume that there will be demand for development
within the city.
^ • Carlsbad's smaller-than-average household size implies that there is demand for clustered
residential and commercial projects that generate higher land values for households without
children.
0 * Carlsbad's significantly higher-than-average income means that higher-end residential and
commercial projects that generate higher land values can be supported.
0 * The higher-than-average median age in Carlsbad implies that there is demand for housing
that serves empty-nesters, retirees, and young adults without children, the type of households
that can support clustered coastal residential development and leisure-oriented specialty
n shopping.
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n SECTIONFOUR Phase II Findings
U
• Carlsbad's projected employment growth is disproportionately represented in the region's
( targeted growth sectors, including high-tech industries that are the future of the regional
economy.
0 » Growing tourism will present new opportunities for leisure-related commercial development,
lodging, time-shares, and recreational activities.
D » While most North County tourists are couples without children, Legoland will increase the
proportion of families visiting the area. The combination gives the City broad latitude
regarding what tourist market to target with development in the study area.
n
^ 4.3.1.2 Land Use Market Trends
G A11 the potential land uses under consideration have relatively strong market outlooks. Vacancy
rates are low, market rents or values are relatively high compared to neighboring communities
and the county as a whole, and market support is growing. While there is a significant amount of
G planned and proposed competitive development, the study area's prime location along the coast
gives any of the candidate land uses a market advantage and a value premium. The City's choice
has less to do with market constraints than with planning and land value considerations.or | While the market may be able to support any of the uses under consideration, some uses are more
compatible with adjacent uses or are less risky as stand-alone developments. For example, aaspecialty retail development in the study area would be isolated from other compe :ing specialty
commercial areas, such as the Carlsbad Village and the Carlsbad Company Stores center, and
would have to succeed based on its own merits rather than build off the foundation established by
Q others. Residential, office, time-share, and lodging can work in stand-alone locations given the
study area's premier coastal location and the proximity of similar uses along the coast or east of
the railroad tracks. Campgrounds and residential uses would also be consistent with adjacent
ri uses.
Different uses generate different land and fiscal value. Time-share and office uses tend to
,-. generate the highest land values, while specialty retail and lodging generate relatively high land
i j values plus the additional benefit of fiscal revenue from sales tax and transient-occupancy tax,
respectively. Residential uses in this location would tend to be high value, depending on the
PJ density, and would probably generate a net fiscal surplus even though there would be higher
| I fiscal costs associated with this use than with commercial uses. Campgrounds would generate
the least value overall.
Q Based on the review of land use trends, the Carlsbad Boulevard Realignment project can consider
a broad range of alternative development programs for the following reasons:
0 * Higher-end hotels have strong occupancy rates and escalating room rates, and a North County
circuit of higher-end hotels—some with time-shares—is emerging.
G » Average hotel occupancy rates and room rates are not particularly strong among
limited-service hotels in the area, and more limited-service hotels are planned, induced by
growing business activity in the area and the opening of Legoland. Of the uses evaluated, the
fy limited-service hotel market is the weakest, but the subject site would be very competitive.
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SICTIONFOUR Phase II Findings
• Coastal campgrounds are well established in the area and should observe increasing demand
0 as regional tourism grows. The existing South Carlsbad State Beach Campground is among
the highest used in the state system.
• Office vacancy rates are low and rents are growing, although a significant increase in
competitive office space is under construction.
4.3.2 Preliminary Financial Analysis
The Preliminary Financial Analysis examines project cost and estimated revenue generated for
each alternative. The analysis also presents potential funding sources for the proposed project. It
is important to note that this preliminary analysis deals with existing land values and assumes no
additional costs to acquire land. However, the City does not own all of the parcels. The State of
California, for instance, owns a large portion of Surplus Area 1. Therefore, the feasibility of
developing on Surplus Area 1 or other State-owned parcels may change substantially if additional
costs are incurred to acquire such parcels.
4.3.2.1 Land and Fiscal Value Estimates
ERA calculated the approximate residual land value and capitalized value of the estimated fiscal
revenue associated with each of the alternatives and development scenarios. The estimates are
very preliminary because they are based on hypothetical development programs without
architectural designs, rent assumptions based on 1999 research (updated to 2001 values),
preliminary site capacity and site planning analysis, and gross development cost estimates for
buildings and site development. Land value is assumed in the revenue.
The total revenue from commercial land sales (or leases) and the capitalized value of fiscal
revenue were compared to Wallace, Roberts, and Todd's preliminary estimates of possible public
parking, parks, open space, and community facility costs ($8.5-12.1 million; Table 4.3-1) and
URS Corporation's preliminary estimate of road-realignment costs ($18.8 million; Table 4.3-2).
While road-realignment costs are required to produce the surplus parcels, costs to develop the
1 ! open space are flexible. The estimates provided assume maximum improvements to the open
space.
Alternative 1, the least-commercial scenario, would generate very limited revenue, only
$1.1 million in commercial land value, and over $0.2 million in the capitalized value of fiscal
revenue, for a total of almost $1.3 million. Other sources would have to fund over $17.5 million
in road-construction costs and $9.0 million in public facility, parks, and open-space costs, or the
amount of improvements would have to be reduced.
Alternative 2 would generate over $9.2 million in commercial land value and $11.7 million in
fiscal revenue, for a total of $20.9 million. This amount is enough to cover the $18.8 million in
road-realignment costs but not enough to cover the estimated $12.1 million in potential public
facility, parks, and open-space costs. Other sources would have to fund approximately
$10.0 million in public facility, parks, and open-space costs, or the type of improvements would
have to be reduced.
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0 SIOTIONFOUR Phase II Findings
Alternative 3, the most-commercial scenario, would generate an estimated $28.2 million in
revenues from commercial land value and $26.0 million in capitalized fiscal revenue, for a total
of $54.1 million. This amount is substantially more than enough to cover the $18.8 million in
road-realignment costs and $18.5 million in public facility, parks, and open-space costs.
Alternative 4 would generate an estimated $19.5 million in commercial land value and
$17.6 million in capitalized fiscal revenue, for a total of $37.1 million, which is more than
enough to cover the $18.8 million in road-realignment costs and $9.4 million in public facility,
parks, and open-space costs.
Table 4.3-1 shows a breakdown of the components involved in the cost for parking, open space,
parks, and public facilities per square mile.
Table 4.3-1
ESTIMATED COST OF PARKING, ACTIVE,
AND PASSIVE OPEN SPACE PER SQUARE FOOT
CARLSBAD BOULEVARD REALIGNMENT
IMPROVEMENT COST PER SQUARE FOOT
Non-beach Parking
Vehicular Pavement
Site Lighting
TOTAL
$3.50
$2.50
$6.00
Beach Parking
Vehicular Pavement
TOTAL
$4.50
$4.50
Active Open Space
Plantings
Irrigation
Site Furnishings
TOTAL
$5.00
$1.00
$1.00
$7.00
Passive Open Space
Planting
Irrigation
Site Furnishings
TOTAL
TOTAL OF ALL
IMPROVEMENTS
$3.00
$0.50
$1.00
$4.50
$22 .00
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SECTIOHFOUR Phase II Findings
Qualifications
While it appears that Alternatives 3 and 4 would generate enough revenue to cover development
costs, the findings at this preliminary planning stage of analysis are qualified as follows:
• The cost estimates are based on gross cost factors and need to be refined, as project design
becomes more specific.
• The cost estimates do not include any extraordinary offsite costs such as for environmental or
traffic mitigation.
• Some of the parcels identified for potential development, particularly those west of the
alignment, may be vulnerable to long-term erosion problems and specifically coastal bluff top
retreat and long-term recession; therefore, their stability needs to be verified (see
Section 4.4.1 for further discussion).
• A significant share of value and fiscal revenue in Scenarios 2, 3, and 4 is attributable to
hotels, which in 1999 demonstrated only average performance, especially among moderately
priced hotels, hi addition, a new hotel has been developed since 1999. While the parcels
identified for potential hotel development are competitive because of the views they offer,
hotel development and financing are relatively risky.
• WRT has determined that the hypothetical development programs can fit on the parcels, and
URS has initially determined that the circulation system can accommodate the development.
However, there could be difficult site planning issues with some of the parcels that would
limit their development potential to less than what is assumed in this analysis.
• The development cost estimates for the commercial development scenarios, for the most part,
do not assume structured parking. If structured parking is required, development costs could
be greater, which would diminish residual land values unless higher rents are achievable.
• Most of the value is generated on Surplus Land Area 1, which is owned by the State of
California. The City or redevelopment agency would not realize the value of Surplus Area 1
unless the State trades the parcel to the City or agency for other considerations. Therefore,
the City or agency may not be able to apply proceeds from the value of Surplus Area 1 to
road realignment and public facility costs. Nevertheless, under Alternative 3 the capitalized
value of the fiscal revenue alone might be sufficient to cover road construction costs and a
portion of public facility costs. The capitalized value of fiscal revenue under Alternative 4
would nearly cover road construction costs but would not be sufficient to cover other public
facility costs.
• Competitive market conditions could change, which would affect the market potential of the
development programs assumed in the scenarios analyzed in this report. The estimated
values are based on the hypothetical development programs for each parcel. If development
programs change, the values will change.
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SECTIOHFOUR Phase II Findings
4.3.2.2 Potential Funding Sources
The U.S. Department of Transportation (DOT) and State of California Transportation
Department (Caltrans) are the traditional sources of funds for capital improvements to highways.
For example, the Federal government offers approximately 70 different transportation-funding
programs. Most of these funds are made available for disbursement to regional entities such as
SANDAG, while a small portion is made available directly to municipalities.
Funds Available Directly to Municipalities
The Caltrans Local Assistance Program (LAP) is responsible for helping municipalities in
Caltrans District 11 identify which Federal and State funding programs they are eligible for and
guiding them through the application process. There is no program specifically for road or
highway realignment. Moreover, it is estimated that for every 10 applicants to each of the
programs above, only the most urgent project is funded, leaving 90 percent of the applications
unsuccessful.
Regional Funds
SANDAG administers the apportionment of funds from the larger, more general State and
Federal transportation funding programs. The most likely source of funding for a project such as
the realignment of Carlsbad Boulevard is the Regional Arterial Projects section of the Surface
Transportation Projects.
The major source of Federal transportation funds administered by SANDAG is the
Transportation Equity Act for the 21st Century (TEA-21). In addition to highway and surface
road construction and improvements, TEA-21 is a source of funds for driver safety initiatives,
transit programs, rail projects, and transportation research. TEA-21 was established in 1998 and
funded through 2003; therefore, funding levels beyond that time are unknown. The Surface
Transportation Program (STP) is the section of TEA-21 relevant to the realignment of Carlsbad
Boulevard. One STP program, Transportation Enhancement Activities Program, funds highway
enhancement activities over and above mitigation, standard landscaping, and other permit
requirements for a normal transportation project. Project eligibility categories under the
Transportation Enhancement Program that may be applicable to the realignment of Carlsbad
Boulevard are: 1) Scenic or historic highway programs; 2) Landscaping and other scenic
beautification; 3) Environmental mitigation to address water pollution due to highway runoff.
Local Sources
Local sources include developer-financed road improvements, transportation-impact fees,
tax-increment financing in redevelopment project areas, infrastructure financing districts,
assessment districts, Community Facilities Districts, General Obligation Bonds, and the General
Fund.
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SECTION! oik Phase II Findings
n
4.3.3 Road Construction Costs
To analyze the project's estimated road construction costs, the project was divided into three
general areas. These include the southbound lane realignment, the northbound lane realignment,
and the Palomar Airport Road/Carlsbad Boulevard intersection reconstruction. The southbound
lane realignment would consist of two new lanes on a new alignment (shifted from west to east)
from approximately 500 feet north of the Batiquitos Lagoon bridge (Station No. 25000) to the
north end of Solamar Mobile Home Park (Station No. 37200). The northbound lanes would be
realigned in discrete segments where adjacent development has not already encroached upon the
Carlsbad Boulevard right-of-way. The northbound lane realignments would occur in three
locations: from Station Nos. 25400 to 27800, 28200 to 31800, and 33800 to 35600; the
realignments consist of slight shifts in the alignment from west to east. The Palomar Airport
Road/Carlsbad Boulevard intersection reconstruction would extend from the north end of
Solamar Mobile Home Park (Station No. 37200) to Manzano Drive (Station No. 39800) and
along Palomar Airport Road to Avenida Encinas north of the railroad right-of-way.
Table 4.3-2 summarizes the estimated road construction costs based upon the 1998 preliminary
engineering layouts developed for the project studies. The costs appear to be relatively consistent
with cost estimates included in previous studies for the realignment of Carlsbad Boulevard and
the reconstruction of the Palomar Airport Road/Carlsbad Boulevard intersection (City of
Carlsbad 1997).
Table 4.3-2
ESTIMATED ROAD CONSTRUCTION COSTS1
CARLSBAD BOULEVARD REALIGNMENT
Southbound Realignment2
Northbound Realignment3
PAR/Carlsbad Intersection4
Subtotal
Contingency (30%)
Total
Soft Costs (15%)
Rounded Total
;'$4,885,000
j $1,279,000
$6,434,000
$12,597,000
$3,779,000
$16,376,000
$2,456,000
$18,800,000
Notes:
Based on 2001 dollars.
Costs include pavement, earthwork, signals, demolition, traffic
control, drainage, utilities, and minor items.
Costs include pavement, minor grading, demolitions, traffic control,
drainage, utilities, and minor items.
Conceptual Design Report, dated 10 April 1992 (Alternative 3 Costs
Updated).
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SECTIOHFOUR Phase II findings
4.4 POTENTIAL PROJECT LIMITATIONS
There are both physical and financial issues that may limit the type and quantity of development
within the project area.
4.4.1 Coastal Bluff Retreat
The coastal bluffs within the project area are between approximately 50 and 60 feet high. The
bluff areas west of the project are occupied by Carlsbad Boulevard, South Carlsbad State Beach,
open-space areas, and parking. The project area is bordered to the east by a broad, low relief
coastal plain extending several miles inland that is extensively occupied by houses, development,
and infrastructure.
The bluffs are underlain by two geologic formations with different strength and erosion
characteristics. The lower bluff is composed of Eocene-age sandstone and shale (Santiago
Formation), which is typically exposed as a low ledge along the bluff toe. Pleistocene terrace
deposits overlie the Eocene sandstone. The upper bluffs are composed of soft, sandy material
that is relatively erodible. The lower sandstone is stronger and more resistant to erosion. The
typical coastal erosion process involves wave undercutting along the bluff toe, eventually
resulting in blockfalls and slumping. As a result, steep faces eroded in the terrace deposits are
only marginally stable and quickly flatten to a more stable inclination. The sandy terrace
deposits are also easily eroded by surface-water runoff. Gullies and small ravines form locally
from bluff-top runoff and other sources. Locally, groundwater seepage may contribute to bluff
erosion. There are no major landslides mapped in the area (CDMG 1996).
Perhaps the most dramatic recent bluff erosion occurred during the winter El Nino storms of
1983. During this period, very rapid coastal erosion resulted in damage to stairways and
restrooms in South Carlsbad State Beach Park. To the north, portions of Carlsbad Boulevard
were severely damaged during this storm (Woodward-Clyde 1984). Areas of the coastal bluff
along South Carlsbad State Beach Park were reported to have retreated as much as 10 to 15 feet
in a single storm (Kuhn and Shepard 1984). However, some of the accelerated erosion has
probably resulted from concentrated runoff. El Ninos are cyclical, occurring every three to seven
years, and can last a year or longer. Frequent El Ninos could dramatically increase the erosion
rate.
Aqua Hedionda and Batiquitos Lagoons are north and south of the project area, respectively. The
lagoons act as local "sediment traps," as sand and sediment are largely discharged from the
lagoons only during periods of sustained, high runoff. The entrances to the lagoons are
periodically dredged to maintain circulation and tidal action. The sediment dredged from the
lagoons is distributed along local beaches to the south. However, in the absence of sediment
input from major rivers into the littoral zone, beach sand levels within the area are low. Sand
levels may not have fully recovered from severe El Nino winter storms (1982-83).
Consequently, the beach is typically narrow with an extensive cobble deposit exposed along the
base of the bluff.
Several studies have addressed regional coastal erosion hazards, including reference to the
project area. The entire shoreline within the project area has been mapped as "High Risk" from
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SECTIOHFOUR Phase II Findings
the standpoint of shoreline risk management; contributing factors are noted as "unfavorable
geology, inadequate setback, and recreationally sensitive" (CDB&W and SANDAG 1994). A
recent detailed study (Benumoff and Griggs 1999) used precise photogrammetry methods to
investigate seacliff erosion at several sites in San Diego County between Oceanside and Sunset
Cliffs, including Carlsbad. The Carlsbad study area encompassed the coastal bluffs within South
Carlsbad State Beach Park between Agua Hedionda and Batiquitos Lagoons. For this area, the
long-term bluff recession rate ranged between approximately 30 and 65 centimeters per year
(about 1 to 2 feet per year); the mean rate was 43 centimeters per year (about 1.4 feet per year).
This means that if a conservative estimate is used, in 20 years the bluff will retreat 20 feet. For
comparison, the nearby reach of coastline immediately south of Batiquitos Lagoon is estimated to
be retreating at about 0.15 feet per year (Corps 1996). According to Benumoff and Griggs
(1999), the Carlsbad study area represents the "upper end member of San Diego County seacliff
erosion."
As part of the Regional Sand Project, the area along South Carlsbad State Beach Park is
scheduled to receive up to 160,000 cubic yards of sand dredged from nearby offshore areas. The
replenished beach should have beneficial effects by reducing coastal bluff erosion. However,
assuming average erosion rates continue, the coastal bluffs may retreat landward up to an
estimated 100 to 140 feet for a 75-to- 100-year period. This may necessitate removing and/or
relocating structures located within approximately 100 feet of the coastal bluff. Moving the road
inland should reduce the risk of coastal bluff erosion and/or instability.
The proposed realignment of Carlsbad Boulevard would appear to have an adequate setback from
the coastal bluff, except near its northern and southern ends and possibly other localized areas.
The southern end of the realignment is bordered by a relatively wide beach north of the jetties at
Batiquitos Lagoon; the beach has been fairly stable since construction of the jetties (1996).
Carlsbad Boulevard presently lies nearly on the bluff edge in several locations. The proposed
realignment would provide between a 50-and-150-foot buffer between the road and the edge of
the bluffs. There is currently no existing shore protection in the area, although the cobble berm
appears to offer some erosion protection from high waves. Results of published erosion studies
suggest that some portions of the current Carlsbad Boulevard may be threatened by erosion in the
future.
A site-specific bluff erosion assessment would identify specific areas of the roadway that may be
at risk. Such an assessment would include mapping the bluff edge and any erosion features using
a suitable topographic base map. Published erosion rates would be reviewed, and additional
site-specific retreat data would be developed for pertinent project features. It would be prudent
to establish coastal bluff monitoring to evaluate potential long-term effects of planned beach
replenishment. A more detailed evaluation of potential bluff-top retreat should be performed if
this project is implemented.
4.4.2 Redevelopment/Tax Increment
Because the proposed Carlsbad Boulevard Realignment project is within a newly adopted
redevelopment project area, the City's Redevelopment Agency may use a tax increment to
finance some of the realignment costs. Tax-increment financing does not result in higher tax
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SECTIONFOUR Phase n Findings
rates; rather, the incremental gain in property-tax revenues is directed toward certain
) improvements within a redevelopment project area. To the extent that the realignment creates
parcels that are commercially developed, the realignment project will be directly responsible for
the tax increment generated by those commercial developments. Because a tax increment would
not be generated until the parcels are developed with commercial uses, there may be a cash flow
financing issue to overcome to fund the realignment costs that would occur in advance of tax
increment. In the same respect, if non-commercial uses are developed in the project area, such as
open space and government buildings, a tax increment would not be generated.
4.4.3 City/State Land Swap
Most of the value would be generated on Surplus Area 1, which is owned by the State of
California. The City or Redevelopment Agency would not realize the value of Surplus Area 1
unless the State trades or otherwise negotiates the value or control of the parcel to the City.
Therefore, the City or Agency may not be able to apply proceeds from the value of Surplus
Area 1 to road realignment and public facility costs. Nevertheless, under Alternative 3 the
capitalized value of the fiscal revenue alone might be sufficient to cover road construction costs
and a portion of public facility costs. The capitalized value of fiscal revenue under Alternative 4
would nearly cover road construction costs but would be insufficient to cover other public facility
costs.
4.4.4 Mitigation Costs
As discussed in Section 2.1, no significant environmental constraints were identified; however,
this conclusion assumes that certain steps and designs will be incorporated into the construction
of the project. An example would be to have a split-grade road design. By constructing the
realigned southbound lanes at a lower elevation than the northbound lanes, noise impacts can be
significantly decreased. As long as all assumed steps and designs are incorporated, and no
unexpected environmental constraints arise, mitigation costs should be minimal. When road
construction begins, there is always the chance that something, such as cultural artifacts, can be
} found, and could increase mitigation costs.
4.4.5 Access to Surplus Area 1
Access to Surplus Area 1 may be difficult for several reasons. One reason is that residents
adjacent to that land do not want to see traffic increase on Manzano Drive. They do not want
j Manzano Drive to intersect with Carlsbad Boulevard, and they do not want Surplus Area 1
accessed from Manzano Drive. Another issue is that current engineering standards may make
ingress and egress difficult, or may not allow the best design to be developed. Altering the
standards may be possible but could involve a lengthy evaluation process to justify such
alterations.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 4-14
Q SECTIOHFOUR Phase il Findings
p 4.5 PERMITS AND REGULATORY APPROVALS
(J This section provides an overview of the environmental permits and approvals likely to be
required for the project. The permit and regulatory approvals listed are based on our experience
Q permitting similar projects along the southern California coast. This section focuses on
environmental permits and does not evaluate other permits and approvals that may be required
such as a Caltrans encroachment permit and approval from the Atchison Topeka and Santa Fe
I Railroad for a new bridge at Palomar Airport Road.
p 4.5.1 Streambed Alteration Agreement
U Permitting Agency: California Department of Fish and Game (CDFG)
0 Pursuant to CDFG Code Section 1601, the City of Carlsbad would be required to enter a
Streambed Alteration Agreement for work that would affect Encinas Creek. In order to expedite
the approval of this agreement, it is advisable to coordinate with CDFG during the environmental
Q review phase of the project. This would allow CDFG concerns to be identified and, if warranted,
changes made to project design to address the concerns. This up-front coordination would
facilitate CDFG processing of the 1601 agreement following certification of the Final
p Environmental Impact Report (EIR).
n 4.5.2 Clean Water Act Section 404 Permit
(J Permitting Agency: U.S. Army Corps of Engineers (Corps)
,--, A Section 404 permit from the Corps for discharge of fill material into jurisdictional other waters
of the United States (Encinas Creek) would be required. Authority for this permit is derived
from Section 404 of the Clean Water Act. It is anticipated that the project would meet the
0 requirements of Nationwide Permit 14, and therefore be authorized. If the area of potential effect
for the project includes jurisdictional wetlands, it is anticipated that Nationwide Permit 14 would
also apply to this activity. This permit, or application to the Corps for concurrence that a
pi Nationwide Permit would be applicable to the project, is typically applied for after the Final EIR
(j is certified. As with the CDFG, it is also advisable to coordinate with the Corps before
submission of an application or request for concurrence that a Nationwide Permit is applicable to
O the project.
4.5.3 Clean Water Act Section 401 Water Quality Certification or Waiver
(J Permitting Agency: Regional Water Quality Control Board (RWQCB)
The Section 401 certification would be required for discharge of fill material into Encinas Creek,
Authority for this permit is derived from Section 401 of the Clean Water Act. It is anticipated
that a waiver would be granted within approximately 30 days of submittal to the RWQCB. A
s-^ request for a waiver is typically sought concurrently with a Section 404 permit application.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 4-15
n SECTIOHFOUR _ Phase II Findings
4.5.4 Amendment to the Local Coastal Plan
(j Permitting Agency: California Coastal Commission
The City would be required to prepare and process an amendment to the City's Local Coastal
I Plan as part of a Specific Plan for the project. Authority for this requirement is derived from the
^ California Coastal Act of 1 976.
i_J 4.5.5 California Environmental Quality Act (CEQA) Compliance
^ Lead Agency: City of Carlsbad
(_J The project will require an EIR to be prepared because of the sensitivity of a significant project
proposed for development along the coast, as well as of this specific project. Although no
0 significant, unmitigatable environmental impact has been initially identified in this conceptual
study, the public and agency interest, along with issues generated regarding the project area,
supports preparation of an EIR. Authority for this requirement is derived from California Public
M Resources Code 2 1000 et seq. The time required to complete the CEQA process could vary
^~) depending on a variety of factors. In general, a project of this scope will require approximately
one year to complete the CEQA process from selection of a contractor to certification of the Final
0
4.5.6 National Environmental Policy Act (NEPA) Compliance
If Federal funds were used for any portion of the project, the Federal agency providing funding
would likely serve as the lead Federal agency for the NEPA review process. If NEPA
compliance is required, a joint Environmental Impact Statement/Environmental Impact Report
(EIS/EIR) could be prepared. CEQA has provisions for preparing joint documents, and the time
to prepare a joint EIS/EIR would be approximately the same time required to prepare an EIR
(i.e., one year).
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 4-16
SECTION 5
n SiCTIOHFIVE Conclusion
U
This section is composed of the major findings of the Phase I and Phase II studies. Included are
Q the findings of the Opportunities and Constraints Analysis, Traffic Impact Analysis, Market
Analysis, and Financial Analysis.
jj Phase I Environmental Opportunities and Constraints
• Of the topics studied in this report, no significant environmental constraint has been
PI identified that would preclude the project from being constructed.
• Two geotechnical constraints (sea caves and liquefiable soils) have been identified that will
0 require further study and specific treatment during the design phase of the project. Neither of
these issues poses a significant problem for project development. Studies of bluff-top retreats
at 25-, 50-, 75-, and 100-year intervals would greatly assist planning for this project.
Q « The project area is highly disturbed and the only area with valuable biological resources is the
Encinas Creek drainage. Impacts to the creek and adjacent wetlands are expected to be
minimal and would not pose unusual restrictions or permitting problems with regulatoryGagencies.
.• One cultural resource site will require further evaluation to determine its significance.
0 Standard treatment and recovery methods will likely be sufficient to mitigate any impacts to
this site from the project.
• Two bridges located across Encinas Creek on the southbound lanes of Carlsbad Boulevard
j ! were built in 1928 and may be historically significant. Further evaluation of the historical
^ significance of these bridges is recommended if they are deemed to be a part of the overall
project.
(j • No previously recorded paleontologic sites have been identified within the project area.
Monitoring for paleontologic resources during grading of geologic formations with the
r~] potential to yield fossils should be considered.
^ • Noise levels would increase from 0 to 2 decibels on the east side of the northbound lanes of
Carlsbad Boulevard, and decrease by a similar amount on the west side of the southbound
| I lanes of Carlsbad Boulevard. The City's exterior noise standard may be exceeded at the
^ Solamar Mobile Home Park due to the expected increases in traffic and along Carlsbad
Boulevard. The realignment of the southbound lanes of Carlsbad Boulevard would
) contribute to, but not cause, this standard to be exceeded. Mitigation of the traffic noise to
^ meet City standards could easily be achieved.
0 » Because of its proximity to the coast and open vistas to the east, views from Carlsbad
Boulevard are extremely valuable. As the project progresses, careful use of appropriate
landscaping, design guidelines, and grading of bluff tops would be necessary to meet the
O visual quality goals and objectives of the City of Carlsbad General Plan.
Phase II Traffic Impact Analysis
|_j • Based on the results of the roadway segment analysis, Carlsbad Boulevard would have
adequate roadway capacity to handle forecast Year 2020 baseline and project buildout traffic
Q for all project alternatives of the Carlsbad Boulevard Realignment Project.
/~| URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 5-1
n SECTIONFIVE Conclusionu
• The planned reconfiguration of the intersection of Carlsbad Boulevard and Palomar Airport
j Road to a signalized "T" intersection could potentially result in the disruption of traffic flow
^ along Carlsbad Boulevard as well as along Palomar Airport Road. A more detailed analysis
must be conducted to evaluate the future intersection performance at Carlsbad Boulevard and
j Palomar Airport Road and adjacent intersections.
• Each surplus land area should have a detailed engineering and planning department review to
0 examine current engineering and planning standards after a land use has been selected for
each area. Standards such as building placement setbacks, pedestrian circulation access, and
onsite circulation should be considered.
• Roadway median breaks should be limited to minimize disruption of through traffic
movement.
0 * Current engineering standards, such as intersection spacing, may not yield the best design and
development of that parcel, and the City may want to consider flexibility to facilitate the best
design once land uses are selected. After land uses have been selected, an engineering
0 analysis should be done to determine access to Surplus Land Area 1. The analysis should
determine the minimum intersection spacing from Palomar Airport Road's intersection with
Carlsbad Boulevard northward to establish what the farthest south that a new intersection into
0 Surplus Land Area 1 can be located. The analysis should also determine if current-
engineering standards would facilitate proper development of Surplus Land Area 1.
,-, • Engineering technologies, such as road-design elements and a split grade, should be explored
] and integrated into construction where appropriate to lessen possible negative impacts.
n Phase // Market Analysis
^ • Higher-end hotels, however, have strong occupancy rates and escalating room rates, and a
_ North County circuit of higher-end hotels, some with time-shares, is emerging.
U • Average hotel occupancy rates and room rates are not particularly strong among
limited-service hotels in the area, and more limited-service hotels are planned, induced by
Q growing business activity in the area and the opening of Legoland. Of the uses evaluated, the
limited-service hotel market would be the weakest, but the subject site would be very
competitive.
j • Coastal campgrounds are well established in the area and should experience increasing
^ demand as regional tourism grows.
G * Office vacancy rates are low and rents are growing, although a significant increase in
competitive office space is under construction.
M Phase II Financial Analysis
• The cost estimates are based on gross cost factors and need to be refined, as project design
f~) becomes more specific.
^ • The cost estimates do not include any extraordinary offsite costs such as for environmental or
^ traffic mitigation.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 5-2
SECTION! l\ I Conclusion
• Some of the parcels identified for potential development, particularly those west of the
alignment, may be vulnerable to long-term erosion problems; therefore, their stability needs
to be verified.
• A significant share of value and fiscal revenue in Scenarios 2, 3, and 4 is attributable to
hotels, which in 1999 demonstrated only average performance, especially among moderately
priced hotels. In addition, a new hotel has been developed since 1999. While the parcels
identified for potential hotel development are competitive because of the views they offer,
hotel development and financing are relatively risky.
• WRT determined that the hypothetical development concepts can fit on the parcels, and URS
initially determined that the circulation system could accommodate the development-
generated traffic. However, there could be difficult site planning issues with some of the
parcels that would limit their development potential to less than what is assumed in this
analysis.
• The cost estimates for the commercial development scenarios, for the most part, do not
assume structured parking. If structured parking is required, development costs could be
greater, which would diminish residual land values unless higher rents are achievable.
• Most of the value would be generated on Surplus Land Area 1, which is owned by the State
of California. The City or redevelopment agency would not realize the value of Surplus Land
Area 1 unless the State trades the parcel to the City or agency for other considerations.
Therefore, the City or agency may not be able to apply proceeds from the value of Surplus
Land Area 1 to road realignment and public facility costs. Nevertheless, under Alternative 3
the capitalized value of the fiscal revenue alone might be sufficient to cover road construction
costs and a portion of public facility costs. The capitalized value of fiscal revenue under
Alternative 4 would nearly cover road construction costs but would not be sufficient to cover
other public facility costs.
• Competitive market conditions could change, which would affect the market potential of the
development programs assumed in the scenarios analyzed in this report. The estimated
values are based on the hypothetical development programs for each parcel. If development
programs change, the values will change.
This study was intended to illustrate for the decision makers the possibility of additional
development—both commercial and open space—along Carlsbad Boulevard. Should the
decision makers decide to proceed with the project, many steps must be taken before any
construction ever occurs.
The City should determine a preferred and alternative scenario of land uses to carry forward for
additional studies. A more detailed bluff-top retreat analysis should be performed after preferred
and alternative scenarios are chosen. A traffic study comparing the results of the "T"
configuration of Palomar Airport Road with and without the realignment should be done. This
will help show different traffic scenarios along Carlsbad Boulevard. A detailed financial
assessment should also be done on the preferred land use scenario. This will determine the
possible profitability of the project and may be a determining factor in whether the project
proceeds. Additional studies not listed here would likely be required for a project of this scale.
An EIR would need to be prepared and approved before construction could begin.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 5-3
SECTION 6
SECTIONS IX References
Benumof, B.T., and G.B. Griggs. 1999. "The Dependence of Seacliff Erosion Rates on Cliff
Material Properties and Physical Processes: San Diego County, California, in
Shore & Beach," Vol. 67, No. 4, pp. 29-41.
Boyle Engineering Corporation. 1992. "Palomar Airport Road Connection to Carlsbad
Boulevard Conceptual Design Report."
California Division of Mines and Geology. 1996. "Geologic Maps of the Northwestern Part of
San Diego County, California." CDMG Open File Report 96-02.
City of Carlsbad. 1998. "Approval of Funds and the Consultant Agreement Contract with
Woodward-Clyde International Americas for the Carlsbad Boulevard Realignment Study."
City of Carlsbad. 1997. "Review Proposed Program for the Realignment of Carlsbad Boulevard
from Manzano Drive to Batiquitas Lagoon."
Economics Research Associates (ERA). 1999. "Draft Interim Report Carlsbad Boulevard
Realignment Study Market Analysis."
ERA June 2001. "Carlsbad Boulevard Realignment Study Phase II: Preliminary Financial Analysis."
ITE Trip Generation, 6th Edition, Institute of Transportation Engineers, 1997.
Kuhn, G., and P.P. Shepard. 1984. "Sea Cliffs, Beaches, and Coastal Valleys of San Diego
County: Some Amazing Histories and Some Horrifying Implications." University of
California Press, p. 193.
SANDAG, July 1998. "Brief Guide of Vehicular Traffic Generation Rates for the San Diego
Region."
SANTEC/ITE Guidelines for Traffic Impact Studies (TIS) in the San Diego Region,
March 2, 2000.
Scripps Institute of Oceanography, Experiemental Climate Prediction Center Website,
http://meteorg.ucsd.edu/~pierce/elnino/whatis.html.
State of California, Department of Boating and Waterways, and San Diego Association of
Governments. 1994. "Shoreline Erosion Assessment and Atlas of the San Diego
Region." Volumes I and II.
Traffic Counts - Provided by City of Carlsbad, Engineering Department.
U.S. Army Corps of Engineers, Los Angeles District. 1996. "Encinitas Shoreline, San Diego
County, California." Reconnaissance Report.
Woodward-Clyde International-Americas (WCIA). 1998. "Phase 1 Opportunities and
Constraints Final Report - Carlsbad Boulevard Realignment Study."
Woodward-Clyde Consultants. 1984. "Feasibility Study, Carlsbad Boulevard Shore Protection,
Carlsbad State Beach Park", Prepared for City of Carlsbad
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG 6-1
Carlsbad Boulevard Realignment
APPENDIX A Feedback Form
URS W:\9853003K\00024-D-R.DOa5-OCT-01\SDG
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Surplus Area #1- Manzano Study Area
»,. \:v v \ v '
Legend:
SSSS City owned land
State ownedf,
Surplus Area Facts:
• Location- North of Carlsbad Boulevard and Palomar Airport Road Interchange
• Size- Approximately 20.8 acres
• Boulevard Elevations- 42 to 63 feet above sea level, relatively flat
• Land Owner- State of California (approximately 14.7 acres) and City of Carlsbad
(approximately 6.1 acres)
General Plan Designation- Open Space
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-1
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Community park
Tourist oriented park
Campground
Campground administration
Lodging
Timeshare condominiums
Hotel
Residential
Specialty retail
Tourist oriented commercial
Mixed use retail/office
Beach parking
Most Appropriate
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
Neutral
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Least
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
Appropriate
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
Surplus Area 1
Comments
No
No
Carlsbad Resident? Yes
Carlsbad Property Owner? Yes
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-2
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Surplus Area #2- Palomar Point Study Area
Legend:
City owned land
State owned land
Surplus Area Facts:
• Location- West of Carlsbad Boulevard, south of merge of Carlsbad Boulevard and Palomar
Airport Road, ending northern end of Solamar Mobilehome Park
• Size- Approximately 5.1 acres
• Boulevard Elevations- 58 (northern portion) to 60 (south end) feet above sea level,
relatively level land, bluffs to the west
• Land Owner- State of California (approximately 0.5 acres) and City of Carlsbad
(approximately 4.6 acres)
General Plan Designation- Open Space
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-3
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Linear shoreline park
Coastal access
Beach parking
Specialized camping area
Community ocean pier
Most Appropriate
1 2
1 2
1 2
1 . 2
1 2
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
3
3
3
3
3
Least
4
4
4
4
4
4
4
4
4
4
Appropriate
5
5
5
5
5
5
5
5
5
5
Surplus Area 2
Comments
NoCarlsbad Resident? Yes
Carlsbad Property Owner? Yes No
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-4
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Surplus Area #3- North Ponto Beach Study Area
D
Surplus Area Facts:
• Location- West of northbound lanes of Carlsbad Boulevard, starting at southern end of
Palomar Point Surplus Area and extending south to the northern end of the State campground
• Size- Approximately 10.1 acres
• Boulevard Elevations- 60 feet above sea level in the northern portion to 15 feet in the central
portion to 60 feet in the southern end near the campground, northern lanes are approximately
26 feet higher than southern lanes at one point, bluffs to the west
• Land Owner- City of Carlsbad
• General Plan Designation-
• Western Portion: Open Space
• Center and Underneath Carlsbad Boulevard: Transportation Corridor
East of Boulevard: Residential Medium High for Solamar Mobilehome Park, Open Space
directly south of park, and Travel/Recreation Commercial along the Seapointe Resort property
(southern end of Surplus Area)
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-5
APPEHDIXA
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Campground expansion
Linear shoreline park
Beach parking
Most Appropriate
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
Least Appropriate
4 5
4 5
4 5
4 5
4 5
Surplus Area 3
Comments
D Carlsbad Resident? Yes No
Carlsbad Property Owner? Yes No
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-6
D
APPENDIX A
Carlsbad Boulevard itealignment
Feedback Form
Surplus Area #4- State Beach/Campground Study Area
Legend:
§S§ City owned land
Surplus Area Facts:
• Location- Area fronting State campground, west of northbound lanes of Carlsbad Boulevard,
starting at southern end of the North Ponto Beach Surplus Area, extending south to northern
end of maintenance facility in State campground
• Size- Approximately 13.7 acres (including Area 4A)
• Boulevard Elevations- 60 to 70 feet above sea level in the northern and central portion and 43
feet in the southern end near the campground maintenance facility, bluffs to the west
• Land Owner- City of Carlsbad
• General Plan Designation-
• Western Portion: Open Space
• Center and Underneath Carlsbad Boulevard: Transportation Corridor
• East of Carlsbad Boulevard: Travel/Recreation Commercial (along Seapointe Resort
property), Residential Medium High (lanikai Lane Mobile home Park), Residential Medium
High and Travel/Recreation Commercial (parcels adjacent to Poinsettia Lane), Residential
Medium High (Ponto Road Area), and Unplanned Area (Poinsettia Shores Master Plan,
Area F)
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-7
0
c
0
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Campground expansion
Linear shoreline park
Beach parking
Most Appropriate
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
Least Appropriate
4 5
4 5
4 5
4 5
4 5
Surplus Area 4
Comments
Carlsbad Resident? Yes No
Carlsbad Property Owner? Yes No
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, C A 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-8
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Surplus Area #4A- Poinsettia Intersection Study Area
0
nu
C
Surplus Area Facts:
• Location- Within Surplus Area 4, west of northbound lanes of Carlsbad Boulevard, starting at
approximately 1,500 feet north of Poinsettia Lane intersection, extending south to
approximately 1,300 feet south of the Poinsettia Lane intersection
• Size- Approximately 5.3 acres
• Boulevard Elevations- 60 to 70 feet above sea level
• Land Owner- City of Carlsbad
• General Plan Designation-
• Western Portion: Open Space
• Center and Underneath Carlsbad Boulevard: Transportation Corridor
East of Carlsbad Boulevard: Residential Medium High and Travel/Recreation Commercial
(parcels adjacent to Poinsettia Lane), recent project approval by City Council
1) Phase II of the Study includes Surplus Area 4A in Surplus Area 4.
URS W:\9853003K\00024-D-R.DOC\5-OCT-CmSDG A-9
LJ
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Beach parking
(interim/permanent?)
Linear shoreline park
Campground expansion
Most Appropriate
1 2
1 2
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
3
' 3
Least
4
4
4
4
4
4
4
Appropriate
5
5
5
5
5
5
5
Surplus Area 4A
Comments
D Carlsbad Resident? Yes No
Carlsbad Property Owner? Yes No
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-10
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Surplus Area #5- Boca Beach Study Area
* Legend:
J SSS City owned land
Surplus Area Facts:
• Location- West of northbound lanes of Carlsbad Boulevard, starting at southern end of the
State Beach/Campground Surplus Area, extending south to the mouth of Batiquitos Lagoon
• Size- Approximately 2.3 acres
• Boulevard Elevations- 40 feet above sea level in the northern portion and 13 feet near
the mouth of the lagoon, south and northbound lanes approximately 100 feet apart and offset
in elevation approximately 5 feet in some locations, bluffs to the west
• Land Owner- City of Carlsbad
• General Plan Designation-
• Western Portion: Open Space
• Center and Underneath Carlsbad Boulevard: Transportation Corridor
East of Carlsbad Boulevard: Travel/Recreation Commercial (General Plan G and H of
Poinsettia Shores Master Plan)
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-1 1
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Campground expansion
Linear shoreline park
Beach parking
Most Appropriate
1 2
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
3
Least Appropriate
4 5
4 5
4 5
4 5
4 5
4 5
Surplus Area 5
Comments
Carlsbad Resident?
Yes No
Yes NoCarlsbad Property Owner?
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-12
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Surplus Area #6A- "Seapointe Resort" Property
Surplus Area Facts:
• Location- East side of Carlsbad Boulevard, in front of Seapointe Resort
• Size- Approximately 0.5 acres
• Elevations- 50 to 60 feet above sea level, relatively flat
• Land Owner- City of Carlsbad
General Plan Designation- Travel/Recreation Commercial (adjacent land use is timeshare
condominiums)
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A- 1 3
APPENDIX A
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Timeshare condominiums
Beach parking
Most Appropriate
1 2
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
3
Least Appropriate
4 5
4 • 5
4 5
4 5
4 5
4 5
Surplus Area 6A
Comments
LJ
n
Carlsbad Resident? Yes No
Carlsbad Property Owner? Yes No
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-14
0
APPEND!* A
Carlsbad Boulevard liealignment
Feedback Form
Surplus Area #6B- General Plan F's Boulevard Frontage,
Adjacent Poinsettia Shores Master Plan
Surplus Area Facts:
• Location- East of Carlsbad Boulevard, within Area F, north of Avenida Encinas, east of
Ponto Drive interchange, adjacent to NCTD railroad right-of-way, includes abandoned Ponto
Roadway
• Size- Approximately 2.0 acres
• Elevations- 40 to 50 feet above sea level, relatively level, except for abandoned Ponto
Roadway
• Land Owner- City of Carlsbad
General Plan Designation- Transportation Corridor/Unplanned Area
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A- 1 5
0
APPENDIXA
Carlsbad Boulevard Realignment
Feedback Form
Initial Land Use Alternatives
Some suggested land uses for this Surplus Area are listed below. Please circle one number
(1-5, most to least appropriate FOR FURTHER CONSIDERATION) for any or all land
uses. Also, please add any other land uses that are not listed that you would like the City to
consider for THIS Surplus Area to the bottom of the list. Thank you.
Land Use
Tourist oriented commercial
Beach parking
Most Appropriate
1 2
1 2
1 2
1 2
1 2
1 2
Neutral
3
3
3
3
3
3
Least Appropriate
4 5
4 5
4 5
4 5
4 5
4 5
Surplus Area 6B
Comments
Carlsbad Resident? Yes No
Carlsbad Property Owner? Yes No
Name (optional)-
Address (optional)-
Please return form, NO LATER THAN 5:00 p.m. August 6,1999, to:
URS Greiner Woodward Clyde
1615 Murray Canyon Road, Suite 1000
San Diego, CA 92108
Attention: Bill Magdych
Fax #(619) 293-7920
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG A-16
APPEHHIXR Traffic Impact analysis
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UPPENDKB Traffic Impact Analysis
The purpose of this Traffic Impact Analysis (TLA.) is to identify and document traffic impacts
related to the development of the surplus lands associated with the realignment of Carlsbad
Boulevard, and to recommend mitigation for any identified project impacts. The project buildout
year used for traffic modeling is the Year 2020.
Three scenarios are analyzed as a part of this study, including:
• Existing Conditions - used to establish the existing baseline of traffic operations within the
study area.
• Year 2020 Base Conditions - represents projected long-range baseline traffic conditions for
the Year 2020. Volumes for the Year 2020 obtained from the San Diego Association of
Governments' (SANDAG) Series 9 Regional Transportation Model.
Year 2020 Base plus Proposed Project Conditions - represents 2020 base traffic conditions with
the addition of traffic from the development of the proposed project.
Analysis Methodology
All traffic Analyses documented in the traffic section were performed in accordance with the
City and San Diego Traffic Engineers' Council (SANTEC) and the Institute of Transponation
Engineers (ITE-California Border section) guidelines. A roadway segment analysis using the
SANTEC-ITE Roadway Classifications, Level of Service (LOS) and Average Vehicle Daily
Traffic (ADT) table was used to evaluate roadway segment performance. This methodology
provides a planning-level traffic analysis and is suitable for longer term and conceptual projects
such as the proposed project. Detailed information on roadway segment methodology, standards,
and thresholds are discussed below.
Roadway Segment Level of Service Standards and Thresholds
Segment LOS standards and thresholds provide the basis for Analyses of arterial roadway
segment performance. Roadway segment LOS is based on the functional classification of the
roadway, the maximum capacity, roadway geometries, and existing or forecasted ADT volumes.
Table B-l presents the roadway segment capacity and LOS standards used to analyze arterial
roadways. This table reflects current standards used by the City and SANTEC/ITE.
Table B-l
ROADWAY CLASSIFICATIONS, LOS, AND ADT
CARLSBAD BOULEVARD REALIGNMENT
STREET CLASSIFICATION
Expressway
Prime Arterial
LANES
6 lanes
6 lanes
CROSS
SECTION*
(APPROX.)
102-160/122-
200
102-108/122-
128
LEVEL OF SERVICE WITH ADT"
A
30,000
25,000
B
42,000
35,000
C
60,000
50,000
D
70,000
55,000
E
80,000
60,000
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG B- I
APPENDIX! >Traffic Impact Analysis
Table B-l (continued)
ROADWAY CLASSIFICATIONS, LOS, AND ADT
CARLSBAD BOULEVARD REALIGNMENT
STREET CLASSIFICATION
Major Arterial
Major Arterial
Secondary Arterial/Collector
Collector
(no center lane)
(continuous left-turn lane)
Collector (no fronting
property)
Collector (commercial-
industrial fronting)
Collector (multi-family)
Sub-Collector (single-family)
LANES
6 lanes
4 lanes
4 lanes
4 lanes
2 lanes
2 lanes
2 lanes
2 lanes
2 lanes
CROSS
SECTION*
(APPROX.)
102/122
78-82/98-102
64-72/84-92
64/84
50/70
40/60
50/70
40/60
36/56
LEVEL OF SERVICE WITH ADT**
20,000
15,000
10,000
5,000
4,000
2,500
2,500
-
28,000
21,000
14,000
7,000
5,500
3,500
3,500
-
40,000
30,000
20,000
10,000
7,500
5,000
5,000
2,200
45,000
35,000
25,000
13,000
9,000
6,500
6,500
-
50,000
40,000
30,000
15,000
10,000
8,000
8,000
-
* Curb to curb width (feet)/right of way width (feet): based upon the City of San Diego Street Design Manual and other
jurisdictions within the San Diego Region
** Approximate recommended ADT based upon the City of San Diego Street Design Manual
Source: SANTEC/ITE Guidelines for Traffic Impact Studies
Typically, the performance and LOS of a roadway segment is based on the ability of the arterial
intersections to accommodate peak hour volumes. Within the City, LOS D is considered
acceptable for roadway segments, provided that adjacent intersection performance is acceptable.
Zoning Ordinance 21.90, Growth Management, is a tool to help control the LOS.
Existing Roadway Network
The text below describes the key roadway segments and existing daily roadway volume along
Carlsbad Boulevard and summarizes the existing roadway segment LOS analysis results.
North-South Facilities
Carlsbad Boulevard - Carlsbad Boulevard is classified as a major arterial in the City of
Carlsbad General Plan. Within the project study area, Carlsbad Boulevard provides two lanes in
each direction. Four roadway segments along Carlsbad Boulevard were identified for analysis of
this project. The ADT within the study area ranges from 12,500 to 18,500 vehicles per day.
Avenida Encinas - Avenida Encinas is classified as a secondary arterial in the City of Carlsbad
General Plan. The roadway parallels Carlsbad Boulevard from Cannon Road to the south until it
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDGB-2
APPENDIX! >Traffic Impact Analysis
intersects Carlsbad Boulevard just north of the Batiquitos Lagoon Bridge. The ADT within the
study area ranges from 7,100 to 12,400 vehicles per day.
East-West Facilities
Palomar Airport Road - Palomar Airport Road is classified as a prime arterial in the City of
Carlsbad General Plan. The road runs perpendicular to Carlsbad Boulevard to the south of
Surplus Land Area 1. The ADT within the study area is approximately 11,100 vehicles per day.
Poinsettia Lane - Poinsettia Lane is classified as a major artarial in the City of Carlsbad General
Plan. It runs perpendicular to Carlsbad Boulevard and meets it in the middle of Surplus Land
Area 4. The ADT within the study area is approximately 5,600 vehicles per day.
Existing LOS Analysis
Existing LOS Analyses were conducted using the methodologies described in the Analysis
Methodology section. The roadway segment LOS analysis results are discussed below.
Table B-2 displays the LOS analysis results for the key study area roadway segments under
existing conditions. The table shows that all four study roadway segments are currently
operating at acceptable LOS B or better condition.
Table B-2
ROADWAY SEGMENT LOS RESULTS FOR EXISTING CONDITIONS
CARLSBAD BOULEVARD REALIGNMENT
Roadway
Carlsbad Boulevard
Segment
Cannon Road to Palomar
Airport Road
Palomar Airport Road to
Poinsettia Lane
Pointsettia Lane to
Avenida Encinas
Avenida Encinas to La
Costa Avenue
Existing
Cross-section
(Classification)
4-Lane divided
(Major Arterial)
4-Lane divided
(Major Arterial)
4-Lane divided
(Major Arterial)
4-Lane divided
(Major Arterial)
Average
Daily Traffic
(ADT)
18,300
15,100
12,500
18,500
LOS
Threshold
( LOS D)
35,000
35,000
35,000
35,000
Level of
Service
(LOS)
B
B
A
B
ADT sources: City of Carlsbad Engineering Department - August and September 2000
Source: URS/BRW June 2001
Project Trip Generation
The first step in analyzing future traffic conditions for the project is to estimate trip generation
due to the proposed development of the surplus land areas. Table B-3 shows the daily trip
generation estimate for each of the four alternatives based on the SANDAG Trip Generation
Manual (July 1998) and ITE Trip Generation Manual 6th Edition. The detailed trip generation
calculations by surplus area and proposed land use types are included in Attachment A.
URS W:\9853003K\00024-D-R.DOC\5-OCT-Ot\SDG B-3
APPENDHB Traffic Impact Analysis
TABLE B-3
PROJECT SURPLUS LAND AREA TRIP GENERATION
CARLSBAD BOULEVARD REALIGNMENT
Project Surplus Area
Surplus Area 1
Surplus Area 2
Surplus Area 3
Surplus Area 4
Surplus Area 5
Surplus Area 6A
Surplus Area 6B
Total
Daily Trips
Alternative 1
957
0
0
1,449
675
0
450
3,531
Alternative 2
1,850
830
4,430
2,600
1,353
50
520
11,633
Alternative 3
7,740
1,200
3,000
2,600
675
240
300
15,755
Alternative 4
8,840
0
0
2,600
675
0
450
12,565
Source: SANDAG, ITE Trip Generation Manual
As shown in Table B-3, Alternative 3 would generate the greatest number of trips, with 15,755
daily trips at project buildout (Year 2020), while Alternative 1 would generate the least amount
of trips with 3,531 daily trips.
Project Trip Distribution
Project trips were distributed to the adjacent roadway network based upon existing travel
patterns, as well as the characteristics of the proposed project. The applied trip distribution was
reviewed and approved by the City of Carlsbad.
2020 Traffic Conditions
This section provides a description of Year 2020 traffic conditions both with and without the
proposed Carlsbad Boulevard Realignment Project. Scenarios analyzed in this section included:
• Year 2020 Cumulative Base Conditions - represents projected longer-range base traffic
conditions for the Year 2020 without project traffic. Volumes for the Year 2020 Cumulative
Base conditions were derived from the SANDAG Series 8 Model.
• Year 2020 Cumulative plus Proposed Project Conditions - represents Year 2020 Cumulative
Base traffic conditions with the addition of traffic from the proposed developments for the
surplus areas associated with the project.
Cumulative Base Conditions
Year 2020 Cumulative Base roadway segment analyses were conducted using the methodologies
described in the Analysis Methodology section.
Table B-4 shows the LOS analysis results for key roadway segments under Year 2020
Cumulative Base conditions. As shown in the table, all of the study roadway segments are
projected to operate at acceptable LOS C or better.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG B-4
APPENDIX! >Traffic Impact Analysis
Table B-4
ROADWAY SEGMENT LOS RESULTS
FOR YEAR 2020 CUMULATIVE BASE
CARLSBAD BOULEVARD REALIGNMENT
Roadway
Carlsbad Boulevard
Segment
Cannon Road to Palomar
Airport Road
Palomar Airport Road to
Poinsettia Lane
Pointsettia Lane to
Avenida Encinas
Avenida Encinas to La
Costa Avenue
Classification
4-Lane divided
(Major Arterial)
4-Lane divided
(Major Arterial)
4-Lane divided
(Major Arterial)
4-Lane divided
(Major Arterial)
Average
Daily Traffic
(ADT)
21,000
18,000
22,000
26,000
LOS
Threshold
( LOS D)
35,000
35,000
35,000
35,000
Level of
Service
(LOS)
B
B
C
C
ADT sources: SANDAG Year 2020 Traffic Forecast
Source: URS/BRW; June 2001
Cumulative Plus Project Conditions
The projected traffic conditions for the project were determined by adding traffic volumes of the
Year 2020 Cumulative Base conditions to volumes for each of the four project alternatives. LOS
Analyses were conducted using the methodologies described in the Analysis Methodology section.
Table B-5 shows the LOS analysis results for key roadway segments under the Year 2020
Cumulative Plus Project conditions.
Table B-5
ROADWAY SEGMENT LOS RESULTS
FOR YEAR 2020 CUMULATIVE PLUS PROJECT CONDITIONS
CARLSBAD BOULEVARD REALIGNMENT
Roadway Segment Classification
Avg.
Daily
Traffic
(ADT)
LOS
Threshold
(LOS D)
LOS
With
Project
LOS w/o
Project
Significant
Impact
Project Alternative 1
Carlsbad
Boulevard
Cannon Road to Palomar Airport Road
Palomar Airport Road to Poinsettia Lane
Pointsettia Lane to Avenida Encinas
Avenida Encinas to La Costa Avenue
Major Arterial
Major Arterial
Major Arterial
Major Arterial
22,192
19,189
23,663
26,714
35,000
35,000
35,000
35,000
C
B
C
C
B
B
C
C
No
No
No
No
Project Alternative 2
Carlsbad
Boulevard
Cannon Road to Palomar Airport Road
Palomar Airport Road to Poinsettia Lane
Pointsettia Lane to Avenida Encinas
Avenida Encinas to La Costa Avenue
Major Arterial
Major Arterial
Major Arterial
Major Arterial
24,496
22,886
24,570
28,570
35,000
35,000
35,000
35,000
C
C
C
C
B
, B
C
C
No
No
No
No
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDGB-5
APPENDHB Traffic Impact Analysis
Table B-5 (continued)
ROADWAY SEGMENT LOS RESULTS
FOR YEAR 2020 CUMULATIVE PLUS PROJECT CONDITIONS
CARLSBAD BOULEVARD REALIGNMENT
Roadway Segment Classification
Avg.
Daily
Traffic
(ADT)
LOS
Threshold
(LOS D)
LOS
With
Project
LOSw/o
Project
Significant
Impact
Project Alternative 3
Carlsbad
Boulevard
Cannon Road to Palomar Airport Road
Palomar Airport Road to Poinsettia Lane
Pointsettia Lane to Avenida Encinas
Avenida Encinas to La Costa Avenue
Major Arterial
Major Arterial
Major Arterial
Major Arterial
28,640
23,906
27,222
29,770
35,000
35,000
35,000
35,000
C
C
C
C
B
B
C
C
No
No
No
No
Project Alternative 4
Carlsbad
Boulevard
Cannon Road to Palomar Airport Road
Palomar Airport Road to Poinsettia Lane
Pointsettia Lane to Avenida Encinas
Avenida Encinas to La Costa Avenue
Major Arterial
Major Arterial
Major Arterial
Major Arterial
28,392
21,736
26,478
28,972
35,000
35,000
35,000
35,000
C
C
C
C
B
B
C
C
No
No
No
No
Source: URS/BRW; June 2001
As shown in Table B-5, all of the study area roadway segments under each project alternative
would continue to operate at acceptable LOS C or better under the Year 2020 Cumulative plus
project conditions. Based upon the LOS significant impacts criteria presented in the Analysis
Methodology section, the road realignment and proposed surplus land development would not
have long-term significant impacts on the study roadway segments along Carlsbad Boulevard.
East-West Impacts
The realignment of Carlsbad Boulevard and associated redevelopment of public surplus land
areas will contribute increases in future traffic along the east-west roadways. The forecast daily
trips generated by each alternative along the east-west roadways are shown below:
Palomar Airport Road
• Alternative 1 = 1,078 trips
• Alternative 2 = 3,242 trips
• Alternative 3 = 5,356 trips
• Alternative 4 = 4,420 trips
Poinsettia Lane
• Alternative 1 = 475 trips
• Alternative 2 = 1,900 trips
• Alternative 3 = 886 trips
• Alternative 4 = 884 trips
It must be noted that the above forecast trips are daily trips; therefore, the trips generated would
be minimal since the trips are spread throughout the day. A more detailed peak hour intersection
LOS and queuing analysis is needed to determine potential project-related impacts.
URS W:\9853003K\00024-D-R.DOC\5-OCT-01\SDG B-6
p APPENDIKB Traffic Impact Analysis
Typical deficiencies related to increased traffic include intersection backups, lane stacking, and
signal cycle failures due to over capacity and inefficient assignment of intersection right-of-way.
^ These deficiencies can be mitigated via signal synchronization, customized signal timing plans
for peak directional traffic, roadway widening, and striping and intersection improvements.
Year 2020 Impact Significance and Mitigation
\ Based on the roadway segment LOS standards and thresholds provided in the Analysis
Methodology section, the addition of project traffic would not result in significant roadway
,—, segment traffic impacts in the study area. Therefore, no roadway segment mitigation measures
would be required.
n Findings and Recommendations
This section provides a summary of the key findings and study recommendations. Issues relating
D to site access and onsite circulation requirements are also discussed.
• Based on the results of the roadway segment analysis, Carlsbad Boulevard will have adequate
roadway capacity to handle forecast Year 2020 baseline and project buildout traffic for all
(j four project alternatives of the Carlsbad Boulevard Realignment Project.
• The planned reconfiguration of the intersection at Carlsbad Boulevard and Palomar Airport
O Road to a signalized "T" intersection could potentially result in the disruption of traffic flow
along Carlsbad Boulevard as well as along Palomar Airport Road. A more detailed analysis
must be conducted to evaluate the future intersection performance at Carlsbad Boulevard and
(H Palomar Airport Road and adjacent intersections.
• Each surplus land area should have a detailed Engineering and Planning Department review
O to examine current engineering and planning standards after a land use has been selected for
each area. Standards such as building placement setbacks, pedestrian circulation access, and
onsite circulation should be considered.
f | • Roadway median breaks should be limited to minimize disruption of through traffic
^ movement.
0 » Current engineering standards, such as intersection spacing, may not yield the best design and
development of that parcel, and the City may want to consider flexibility to facilitate the best
design once land uses are selected. After land uses have been selected, an engineering
n analysis should be performed to determine access to Surplus Land Area 1. The analysis
(J should determine what the minimum intersection spacing from Palomar Airport Road's
intersection with Carlsbad Boulevard northward to establish where the farthest south a new
0 intersection into Surplus Land Area 1 can be located. The analysis should also determine if
current-engineering standards would facilitate the proper development of Surplus Land
Area 1.
(J • Engineering technologies such as road design elements and a split-grade should be explored
and integrated into construction where appropriate to lessen possible negative impacts.
0
/—] URS W:\9853003K\00024-D-R.DOC\5-OCT-OnSDGB-7
ATTACHMENT A
ATTACHMENT Project Trip Generation
Project Trip Generation
Alternative 1
Surplus Area 1
Parking [1]
Visitor Center [2]
Active Parks
Open Space [3]
Surplus Area 2
Open Space [3]
Units Trip Rate Daily Trips
140 spaces
2,500 s.f.
4 acres
15 acres
5.1 acres
Subtotal by
Surplus Area Land Use
5
22.88
50
700
57
200
0
Park & Ride
Recreational Community Center (ITE 495)
City (developed)
957
Surplus Area 3
Open Space [3]10.1 acres
Surplus Area 4
Campground Primitive Sites
Campground RV Sites
Common Facilities[3]
Parking [1]
Visitor Center [2]
Open Space [3]
Surplus Area 5
Parking [1]
Open Space [3]
Surplus Area 6A
Open Space [3]
45 sites
50 sites
3000 s.f.
200 spaces
3,000 s.f.
9.2 acres
4
4
5
22.88
180
200
0
1,000
69
0
135 spaces
1.4 acres
0.5 acres
675
0
Campground Campsite
Campground Campsite
Park & Ride
Recreational Community Center (ITE 495)
1,449
Park & Ride
675
Surplus Area 6B
Parking [1]
Open Space [3]
90 spaces
1.4 acres
450
0
Total Trips
Park & Ride
450
3,531
[1] - Assumed as Park & Ride lots
[2] - Use ITE Land use
[3] - Assumed not to generate additional trips
nLJ
n
URS W: /9853003K/00024-c-AppA. rfs/10/9/01 /SDG
ATTACHMENT A Project Trip Generation
Project Trip Generation
Alternative 2
Surplus Area 1
Time Share
Executive Conference Hotel
Open Space [1]
Surplus Area 2
Parking [2]
Active Park
Open Space [1]
Surplus Area 3
Parking [2]
Active Park
Open Space [1]
Surplus Area 4
Parking [2]
Open Space [1]
Surplus Area 5
Parking [2]
Visitor Center
Active Park
Open Space [1]
Surplus Area 6A
Parking [2]
Open Space [1]
Surplus Area 6B
Parking [2]
Active Park
Units
100 rooms
150 rooms
15.8 acres
150 spaces
1.6 acres
0.9 acres
870 spaces
1.6 acres
1.6 acres
520 spaces
10.4 acres
176 spaces
19600 s.f.
0.5 acres
0.2 acres
10 spaces
0.4 acres
90 spaces
1.4 acres
Subtotal by
Trip Rate Daily Trips Surplus Area Land Use
8 800
7 1050
0
5 750
50 80
0
5 4350
50 80
0
2,600
0
5 880
22.88 448
50 25
0
50
0
5
50
450
70
Total Trips
Condominium
Business Hotel
1850
Park & Ride
City (developed)
830
Park & Ride
City (developed)
4,430
Park & Ride
2,600
Park & Ride
Recreational Community Center (ITE 495)
City (developed)
1,353
50
520
11,633
Park & Ride
Park & Ride
City (developed)
[1] - Assumed not to generate additional trips
[2] - Assumed as Park & Ride lots
URS W:/9853003K/00024-c-AppA. xls/1 (V9/01/SDG
ATTACHMENT A Project Trip Generation
n
Project Trip Generation
Alternative 3
Surplus Area 1
Carlsbad Boulevard Realignment Phase II
Subtotal by
Units Trip Rate Daily Trips Surplus Area Land Use
Surplus Area 2
Surplus Area 3
Surplus Area 4
Surplus Area 5
Surplus Area 6A
Surplus Area 6B
Retail
Restaurants
Office
Active Park
Time Share
40,000 s.f.
40,000 s.f.
80,000 s.f.
10.8 acres
150 rooms
Time Share 30 rooms
Office 15,000 s.f.
40
100
20
50
20
1600
4000
1600
540
1200
Full Service Hotel
Open Space [1]
I
Parking [2]
Open Space [1]
Parking [2]
Open Space [1]
300 rooms
5.8 acres
520 spaces
10.4 acres
135 spaces
1.4 acres
10 3000
0
5 2600
0
5 675
0
240
300
Total Trips
Specialty Retail
Quality Restaurant
Standard Commercial Office
City (developed)
7740
I
1200
I
3000
I
2600
I
675
I
240
300
15,755
Condominium
Hotel
Park & Ride
Park & Ride
Condominium
Standard Commercial Office
[1] - Assumed not to generate additional trips
[2] - Assumed as Park & Ride lots
URS W:9a53003K/00024-c-AppA .xls
ATTACHMENT A
n
U
Project Trip Generation
Project Trip Generation
Alternative 4
Surplus Area 1
Retail
Restaurants
Time Share
Executive Conference Hotel
Active Parks
Surplus Area 2
Open Space [1]
Surplus Area 3
Open Space [1]
Surplus Area 4
Parking [2]
Open Space [1]
Surplus Area 5
Parking [2]
Open Space [1]
Surplus Area 6A
Open Space [1]
Surplus Area 6B
Parking [2]
Open Space [1 ]
Units
45,000 s.f
45,000 s.f.
150 rooms
150 rooms
5.8 acres
5.1 acres
10.1 acres
520 spaces
10.4 acres
135 spaces
1.4 acres
0.5 acres
90 spaces
1.4 acres
Subtotal by
Trip Rate Daily Trips Surplus Area Land Use
40 1800 Specialty Retail
100 4500 Quality Restaurant
8 1200 Condominium
7 1050 Business Hotel
50 290 City (developed)
8840
0
0
5 2600 Park & Ride
0 0
2600
5 675 Park & Ride
0
675
0
0
5 450 Park & Ride
0
Total Trips
450
12,565
[1] Assumed not to generate additional trips
[2] Assumed as Park & Ride lots
URS W :9853003K/00024-c-AppA.xts/10/9/01/SDG