HomeMy WebLinkAbout; Carlsbad Blvd & Cannon Road Planning Study; Carlsbad Blvd & Cannon Road Planning Study; 1992-12-11TABLE OF CONTENTS
m INTRODUCTION 1m
PROJECT SITE OVERVIEW 2
* METHOD 5
m ISSUES AND CRITERIA 7m
„, ALTERNATIVE ALIGNMENTS 11
* RECOMMENDATIONS 23
M
. APPENDIX 1 - REDUCED PLANS
111 APPENDIX 2 - COST AND QUANTITY ESTIMATE - CARLSBAD BLVD.
m
m APPENDIX 3 - COST AND QUANTITY ESTIMATE - CANNON ROAD
« APPENDIX 4 - MEDIAN LANDSCAPE TREATMENT PHOTOGRAPHS
m
APPENDIX 5 - SURVEY NOTES
carlsbad. pr
INTRODUCTION«•»
*• This report summarizes the methods used and the issues encountered during the
"* Planning Study process. It also includes recommendations of the preferred alignments
m
along both Carlsbad Boulevard and Cannon Road. The limits of the roadways included
m in the study are as follows:
m
_ CARLSBAD BLVD.- from 800' north of the intersection at Cannon Road southerly
m to just south of Manzano Drive a distance of 3400'.
m
m CANNON RD.- from the intersection at Carlsbad Blvd. easterly to just west of the
in AT&SF railroad tracks a distance of 1200'.
m.
m The goal of this study is to provide engineering guidelines for the future improvement of
Carlsbad Blvd. and Cannon Rd. The guidelines developed for these two streets should:
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m
m 1) Ensure that the widened street will accommodate future traffic volumes and
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turning movements.
«* 2) Recognize the importance of on-street parking.
"" 3) Provide for pedestrian and bicycle safety.
m
4) Ensure that reasonable driveway access is maintained to serve the
m properties fronting along Carlsbad Blvd.
1
m PROJECT SITE OVERVIEW
«
The limits of Carlsbad Blvd. as defined above begin at the southerly end of the«•
M improvements constructed per the Carlsbad Boulevard (Phase II) improvement plans
"* signed in 9/88. The roadway cross section constructed per these plans has an 82' curbm
to curb width, a 12' raised and landscaped median, and 5' sidewalks on both sides of the
^W|
111 road. This cross section provides two 12' travel lanes and a 6' bike lane on the
"* northbound side and two 12' travel lanes, a 6' bike lane and a 10' parking lane on the•i
southbound side. As you proceed southerly into the limits of this planning study,
* Carlsbad Blvd. narrows to a paved width of approximately 48' at the intersection with
mm
, Cannon Rd. The 48' wide cross section utilizes a painted median and does not include
„* any curb and gutter or sidewalk improvements. This cross section extends southerly to
m just south of Shore Drive South. At this point the easterly edge of pavement is replaced
«*
£ with a rolled curb and gutter, but the overall pavement width (48') and painted median
m features remain the same. This cross section continues southerly to Manzano Drive• im
which is the southerly limit of this study.
•UK*
M
** A key feature throughout this study area is the difference in pad elevations of the
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residences on the east and west sides of the boulevard between Cannon Rd. and Cerezo
m
m Drive. The homes on the east side are typically elevated 4' to 7' above the existing edge
** of pavement, and the homes on the west side are typically 4' to 7' below the existing
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edge of pavement. Throughout this segment of Carlsbad Blvd., SDG&E recently
- completed a utility conversion project. In coordination with City staff these facilities, which
«• predominantly run along the westerly side of the boulevard, were installed with an
m
additional 3' to 4' of cover in anticipation of future improvement alignments. In the«*
w segments of Carlsbad Blvd. to north and south of this center segment, the adjacent
"* residences and improvements are very close to the existing pavement elevations.
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•» At a minimum, the existing right of way along Carlsbad Blvd. is 100' wide. In most cases,
** the area between the edge of pavement and the right-of-way line is being used by the
adjacent property owner for on-street parking and landscaping.
m
"" The limits of Cannon Road, as described above, includes two basic cross sections.
•H
^ Starting from the intersection at Carlsbad Blvd. the roadway cross section consists of a
** 44' wide roadbed with an AC berm along the southerly edge, and curb & gutter and a
— sidewalk along the northerly edge. This cross section continues easterly to the
„, intersection with El Arbol Drive. To the east of El Arbol the roadbed begins to widen and
m the berm on the southerly edge is replaced with a curb & gutter and sidewalk. This cross
— section transitions into an 82' wide curb to curb section by the time it reaches the AT&SF
m right-of-way line, which corresponds to the easterly limits of this study. From station
p
11 +75 to El Arbol Dr., the side yards of the residences on the south side of the road are
n»
* elevated approximately 2'-4' above Cannon Rd.
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M
The existing right-of-way along Cannon Rd. is 79' wide from Carlsbad Blvd. to El Arbol
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* Dr. with the following exception: The property at the corner of Carlsbad Blvd. and
Cannon Rd. was recently developed, and an additional 6' of right of way was thereby
dedicated to the City which increases the width to 85'. From El Arbol easterly, the right-
of-way gradually increases to 102" at the AT&SF right-of-way.
A common feature for both roadways is the Park site on the northeast corner of Carlsbad
Blvd. and Cannon Rd. This Park is relatively flat in topography, sloping gradually from
east to west. The frontage along Carlsbad Blvd. consists of curb & gutter only whereas
the frontage along Cannon Rd. includes both curb & gutter and sidewalk. The curblines
along the park frontage do not allow parking due to the lack of street width along
Carlsbad Blvd., and the lack of width and right turn movements along Cannon Rd. Many
of the residents that drive to this Park are parking their vehicles along Cannon Rd., just
to the east of the Park, and then walking down the sidewalk on the north side of Cannon
Rd. to the Park site.
Both Carlsbad Blvd. and Cannon Rd. are designated as Major Arterial streets. The
standard street cross section for a Major Arterial consists of an 82' curb to curb width,
with curb & gutter and sidewalks on both sides and an 18' raised median within a 102'
right-of-way. This cross section includes two 12' travel lanes and an 8' emergency
parking/bike lane in both directions.
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m
METHOD
The method used to prepare this Alignment Study, was based on the level of accuracy
and detail deemed appropriate for a Planning Study as discussed during the "Scope of
Work" negotiations. As a result of these discussions, the following base map information
was generated for use in preparing the various alignment alternatives. A topographic map
was generated at a scale of 1"=20' with a 1' contour interval from aerial photography
flown specifically for this project in March of 1992. The aerial photogrammetry was tied
in to field surveyed control panels that were, in turn, tied into the existing centerlines of
both roads as established by a field survey. The right-of-way lines were located based
on Final/Record maps relative to the project site. In addition to utilizing the aerial
photogrammetry, field surveys were completed to more accurately identify the cross-
section of the existing ground at 15 driveways throughout the study area. Survey notes
establishing the existing centerline, aerial photography control and driveway cross-
sections are included as Appendix 5. The preparation of the base map information also
included a search of utility facilities. As-built plans were acquired from the various utilities
that have facilities in the area, and these facilities were added to the base map per the
information/plans received and a field review of the site. Having assembled the
information noted above, the existing conditions were sufficiently described for the
preparation of the Planning Study alternatives.
*" To supplement the base map information compiled, meetings with the City Engineering
staff were conducted. At these meetings issues relative to the roadway dimensions, such
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«* as the preferred and minimum width of medians, travel lanes, bike lanes, and parking
*" lanes, were discussed. The meetings also included discussions regarding the location
of utilities and the City's perspective on property acquisition issues. The most important
*" feature, relative to the preparation of the alternatives that was presented to and discussed
with City staff was the utilization of a split roadbed design along Carlsbad Blvd. between
m Cannon Road and Shore Drive South, and the resultant effects on driveway access and
*" traffic routing. -«ssa,-;~ -
—
m After identifying the existing conditions, design guidelines and preferences the various
alternatives were developed. Three alternatives were developed for Carlsbad Blvd. and
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m one alternative was generated for Cannon Rd. The Carlsbad Blvd. alternatives were split
*» into three segments with various features incorporated into each segment. The segments
m
are roughly as follows:
*M
m
Segment 1 - 800' north of Cannon Rd. to Cannon Rd.
PI Segment 2 - Cannon Rd. to Shore Drive South
** Segment 3 - Shore Drive South to Manzano Drive.
m
m*
• The cross section features that vary between these segments include the width of the
"" median, provisions for parking lanes, and the width of the parkway behind the face ofm
curb (ie: horizontal alignment).
The project also includes the preparation of a single alternative along Cannon Rd. The
alternative generated satisfies the desire to create two lanes of traffic and a bike lane in
each direction. These criteria resulted in the use of narrower traveled lanes from just east
of the Carlsbad Blvd. to just east of El Arbol Drive. From El Arbol Dr. to the railroad
tracks, the roadbed and therefore the lanes widen out as the right-of-way widens.
The methodology and scope of issues considered to date during the preparation of this
report, do not include a couple of features which may ultimately impact the selection of
the preferred alternative. One feature that has not been studied is the preference of the
public regarding the various project features and the associated capital costs. Another
issue that is not included is the potential environmental impacts and mitigation features
which may be required. Each of these topics may be explored during future development
of this project, as deemed necessary, to refine the preferred alignment and proceed with
construction plans. This study includes issues regarding the public health, safety and
welfare relative to roadway design.
ISSUES AND CRITERIA
CARLSBAD BOULEVARD:
The most important issue resolved during the preparation of the alignments along
Carlsbad Blvd., was how to maintain driveway access to the properties between
Cannon Rd. and Cerezo Drive. In order to provide a roadway with the required
capacity and features, such as sidewalks, bike lanes, and parking, the new curb
line elevations encroach beyond the beginning of the existing driveways and,
therefore, the vertical grades of the roadway must be adjusted. The fact that the
residences on the east side are elevated and the residences on the west side are
depressed, relative to the existing roadbed, results in the need to utilize a split-
grade roadbed to accommodate continued access to the residences on both
sides.
Another issue is the status of the on-street parking that is currently being utilized
within the public right-of-way. In many cases, the private residences have installed
retaining walls and paved parking spaces within the public right-of-way to create
additional parking spaces. The implication being that any alternative that would be
acceptable to the local residences would retain the on-street parking similar to
what is currently being used. This property, which is outside the roadway surface
but within the public right-of-way, is also being used as a landscape buffer and as
additional driveway length to ease the transition from the street elevation to the
garage elevation. The width of the existing right-of-way along the majority
Carlsbad Blvd. is 100', which is less than the standard Major Arterial right-of-way
width of 102'. Given the existing improvements and the necessary modifications
to the section, the existing right-of-way is sufficient to accommodate the
construction of the proposed improvements for all three alternatives. There are
three properties that have dedicated additional right-of-way width along Carlsbad
Blvd.; two located just south of Cerezo Dr. widen out to 101' and the property on
8
the southeast corner of the Carlsbad Blvd. and Cannon Rd. intersection widens out
to 107'.
Another issue, which was considered in preparing the split-grade roadbed
segments, was the constraints of the median itself. The minimum width median
along Carlsbad Blvd. was established as 12' wide by City staff. This width will
result in a maximum slope across the median in conjunction with the split roadbed
of 2:1. This slope will enable the landscape material to grow and be maintained
more easily and will also avoid the appearance of an abrupt vertical separation.
The theme of the landscape, as discussed during the project scoping sessions, will
be similar to the theme developed throughout the Carlsbad Blvd. (phase II) project.
This theme incorporates palm trees supplemented with low profile plants that
flourish in the coastal environment. The hardscape in the medians consists of
colored concrete surfaces. Photographs of the medians along the Carlsbad Blvd.
(Phase II) project are included in Appendix 4.
As the alignments proceed southerly from South Shore Drive, the horizontal
alignment shifts to the west, as much as possible, to minimize the impact of the
widening on the residences, which are only on the east side throughout this
segment. This shift to the west protects the existing improvements on the east
side, many of which are within the public right-of-way.
In addition to satisfying the constraints of the existing improvements, each of the
alternatives must maintain a roadway section capable of conveying the projected
traffic volumes. In the case of Carlsbad Blvd. and Cannon Rd, this refers to both
the vehicular and bicycle traffic. To satisfy this criteria, the alternatives include a
minimum cross section with two travel lanes and a bike lane in each direction.
CANNON ROAD:
Throughout the limits of Cannon Rd., the property to the north is under the
ownership of SDG&E. A portion of this property is currently being used as a
relatively small park at the intersection with Carlsbad Blvd. The right-of-way line
on the north side follows the curb and gutter alignment at a constant 8' +/- offset,
and therefor there is no excess existing right-of-way available to the north.
The existing right-of-way width along Cannon Rd. from Carlsbad Blvd. to El Arbol
Dr. is approximately 79', which results in a minimal parkway width outside the
southerly sidewalk from Carlsbad Blvd. to El Arbol Dr. This minimal width and the
difference in elevation of Cannon Rd. from station 10+75 to El Arbol Dr.,
necessitate the construction of a low retaining wall. The only residence in this
segment of Cannon Rd. that currently has a legal access driveway along Cannon
Rd., is right at the intersection with Carlsbad Blvd. When this residence was
constructed, the City acquired an additional 6' right-of-way width to accommodate
future improvements. The property on the westerly corner of Los Robles Dr. is
utilizing a driveway that is not a City approved use or access point onto Cannon
Rd. The property on the westerly corner of El Arbol Dr. is using a driveway and
a stairway access from the side yard to Cannon Rd.
10
ALTERNATIVE ALIGNMENTS
CARLSBAD BOULEVARD:
Each of the three alternatives along Carlsbad Blvd. provide, at a minimum, a four
lane roadway with a 12' median, and 5' bikelanes and, sidewalks on both sides.
The major difference between the alternatives is the amount and location of on
street parking provided. Alternatives 1 & 2 provide for a dual left turn movement
form southbound Carlsbad Blvd. to eastbound Cannon Road. Alternative 3 utilizes
the existing curbline along Carlsbad Blvd. just north of Cannon Rd., and as a
result, there is not enough width to incorporate the dual left turn lanes and the
other cross-section features at the intersection with Cannon Rd. The vertical
alignment of each alternative, to the north of Cannon Rd. and the south of Shore
Drive South, utilizes the existing standard crown section. The vertical alignment
of each alternative between Cannon Rd. and Shore Drive South must utilize a split
roadbed cross section to maintain access to the adjacent residences. Since the
amount of the split required to maintain access to adjacent properties depends on
the overall width of the roadbed, the amount of grade separation between the
north and southbound lanes is different for each alternative. The width of the
roadbed in this center segment varies, depending on whether there is parking on
both sides, one side, or none at all. Attached in Appendix 1 are reduced plan
sheets that depict the proposed roadway configuration for each alternative.
11
The following tables summarize the various roadway cross section features of each
alternative.
ALTERNATIVE #1
Limits •*
Feature i
Curb to Curb Width
12' Travel Lanes
8' Parking East
8' Parking West
5' Bike Lane East
5' Bike Lane West
Median Width (includes
10' turn pockets)
Crown or Split-
Grade Section
Distance to Curbface
from East ROW Line
Distance to Curbface
from West ROW Line
8+00-13+00
82' to 88'
4
YES
YES
YES
YES
12' to 15'
CROWN
5' to 7'
12' to 5'
13+00-16+25
88'
4
YES
NO
YES
YES
20' to 22'
CROWN
r
5'
16+25-26+75
88' to 78'
4
YES
NO
YES
YES
22' to 12'
SPLIT-GRADE
r
5' to 15'
26+75-44+00
86'
4
YES
YES
YES
YES
12'
CROWN
7' to 9'
7' to 5'
ALTERNATIVE
Limits-
Feature i
Curb to Curb Width
12' Travel Lanes
8' Parking East
8' Parking West
5' Bike Lane East
5' Bike Lane West
Median Width
(includes 10* turn pockets)
Crown or Split- Grade Section
Distance to Curbface
from East ROW Line
Distance to Curbface
from West ROW Line
8+00-13+00
82' to 86'
4
YES
YES
YES
YES
12' to 15'
CROWN
51 to T
12' to 51
13+00-16+25
86'
4
YES
NO
YES
YES
20' to 22'
CROWN
7'
5'
16+25-26+75
86'
4
YES
YES
YES
YES
18' to 12'
SPLIT-GRADE
7'
r
26+75-32+50
86'
4
YES
YES
YES
YES
12'
CROWN
7' to 9'
7' to 5'
32+50-44+00
86'
4
YES
YES
YES
YES
12'
CROWN
9'
5'
12
ALTERNATIVE #3
Limits ->
Feature I
Curb to Curb Width
12' Travel Lanes
8' Parking East
8' Parking West
5' Bike Lane East
5' Bike Lane West
Median Width
(includes 10' turn pockets)
Crown or Split-Grade Section
Distance to Curbface from
East ROW Line
Distance to Curbface from
West ROW Line
B+00-13+00
82' to 70'
4
NO
NO
YES
YES
12'
CROWN
5' to 18'
12'
13+00-16+25
70'
4
NO
NO
YES
YES
12'
CROWN
18' to 15'
12' to 15'
16+25-26+75
70' to 73'
4
NO
NO
YES
YES
12' to 15'
SPLIT-GRADE
15'
15' to 12'
26+75-29+00
70'
4
NO
NO
YES
YES
12'
CROWN
15' to 18'
12'
29+00-30+00
70' to 76'
4
NO
NO
YES
YES
12' to 18'
CROWN
18' to 19'
12' to 5'
30+00-44+00
76'
4
NO
NO
YES
YES
18'
CROWN
19'
5'
Even though each of these alternatives would require the removal/relocation of
private improvements within the public right-of-way, none would require the
acquisition of additional right-of-way along Carlsbad Blvd. To help define the
impacts of each alternative on the existing facilities, the following is a description
of significant features along the study area that would be impacted by the
alignment alternatives. Starting from station 8+00, which is approximately 800'
north of Cannon Rd., and proceeding southerly, the significant existing features are
as follows:
From station 8+00 to 13+00 at Tierra Del Oro Street, the westerly parkway has an
existing concrete sidewalk that parallels the right-of-way line behind an asphalt
13
concrete berm that transitions toward the centerline. With the exception of the
concrete sidewalk the parkway is dirt. Beneath the westerly parkway there are
telephone and electric utility lines. At the intersection with Tierra Del Oro Street
there is a telephone utility pedestal and an SDG&E vault located just behind the
existing asphalt concrete berm and in front of the sidewalk. Along the easterly
parkway there are two access driveways into the SDG&E property. This edge of
the roadway has a concrete curb and gutter that is offset 13' to the west of the
curb and gutter that was constructed north of the project site, in front of the
SDG&E plant. The dirt parkway behind the existing curb and gutter does not have
a sidewalk, but it does have eight palm trees and some miscellaneous utility
services. The most notable of these services is a waterline blow-off assembly
located at station 12+25.
Continuing southerly from station 13+00 to 17+00 at Cannon Road, the westerly
parkway consists of a dirt area adjacent to the backyard fences of the private
residences along Tierra Del Oro St. These residences do not have direct access
onto Carlsbad Blvd. The private utilities (IE: telephone, gas, electric and cable TV)
continue to run parallel to the centerline in the westerly parkway, with a major
junction located near station 16+80. At this junction with the utilities from Cannon
Rd., there are multiple utility pedestals and an SDG&E vault. The park site is
immediately behind the easterly curb and gutter. There is no sidewalk adjacent to
this curb and gutter. The only utility in the easterly parkway is a 4" gas line that
runs parallel to the centerline.
14
From station 17+00 southerly to station 29+00, the private residences on both
sides of the boulevard have direct driveway access onto Carlsbad Blvd. As noted
before, the elevation of the homes along the west side are below the existing edge
of pavement and the homes along the easterly side are above the existing edge
of pavement. Along the westerly side of the boulevard, the properties typically do
not have any walls or other hardscape features within the right-of-way except for
driveways. There is no defined curbline, and therefore some of the duplex
residences along this segment of the boulevard use the dirt parkway for on-street
parking. The private utilities continue to run parallel to the centerline. There are
a number of large vaults and numerous pedestals throughout this segment of
Carlsbad Boulevard. In addition to the private utilities, the westerly parkway has
an, apparently abandoned, 4" waterline which runs parallel to and westerly of a 6"
waterline, which is located at the existing edge of pavement. Along the easterly
curbline, the homeowners have constructed retaining walls and other
improvements to enable them to park along the boulevard. Many of these walls
were constructed at or near the right-of-way line, but in order to facilitate the
driveway transition from the roadway up to the garage elevation, the walls were
extended into the right-of-way. The existing utilities located along the easterly
parkway include the 4" gas line and a 6" waterline.
From station 29+00 southerly to the end of the project at station 44+00 just south
of Manzano Drive, the property to the west is undeveloped. The dirt area, from the
edge of pavement west to a guard rail barrier, is being used for parking. This area
15
is approximately 15' in width and is entirely within the existing right-of-way. The
private utilities and the 6" waterline continue southerly in the westerly parkway until
station 28+50, where the private utilities cross over to the east side and the
waterline serves the final developed parcel. The residences along the easterly
curbline continue southerly to Manzano Drive. On the east side of the boulevard,
the residences to the north of Cerezo Dr. (Sta. 33+00) are elevated above the
existing edge of pavement while the residences to the south of Cerezo Dr. are at
the same grade as the boulevard. The private utilities, that crossed form the west
to the east side at station 28+50, continue southerly to Manzano Drive.
The following table summarizes the impacts of the alternatives on the existing
features, as described above.
CARLSBAD BLVD.
ALTERNATIVE #1
Limits
Sewer
* Water
Storm Drain
* Gas
•/** Bectric
* Phone
* T.V.
Private Walls & Hardscape
On-Street Parking East
On-Street Parking West
8+00-13+00
Impact
NO
YES
NO
YES
YES
YES
YES
NO
GAIN
GAIN
13 +00-1 6 +25
Impact
NO
NO
NO
YES
YES
YES
YES
NO
GAIN
NO CHANGE
16+25-26+75
Impact
NO
YES
NO
YES
YES
YES
YES
YES
GAIN
LOSS
26+75-44+00
Impact
NO
YES
NO
YES
YES
YES
YES
YES
GAIN
GAIN
16
CARLSBAD BLVD.
ALTERNATIVE #2
Limits
Sewer
* Water
Storm Drain
* Gas
*/** Electric
* Phone
* T.V.
Private Walls & Hardscape
On-Street Parking East
On-Street Parking West
8+00-13+00
Impact
NO
YES
NO
YES
YES
YES
YES
NO
GAIN
GAIN
13+00-16+25
Impact
NO
NO
NO
YES
YES
YES
YES
NO
GAIN
NO CHANGE
16+25-26+75
Impact
NO
YES
NO
YES
YES
YES
YES
YES
GAIN
NO CHANGE
26+75-32+50
Impact
NO
YES
NO
YES
YES
YES
YES
YES
GAIN
GAIN
32+50-44+00
Impact
NO
YES
NO
YES
NO
NO
NO
YES
GAIN
GAIN
CARLSBAD BLVD.
ALTERNATIVE #3
Limits
Sewer
* Water
Storm Drain
* Gas
*/** Electric
* Phone
* T.V.
Private Walls & Hardscape
On-Street Parking East
On-Street Parking West
8+00-13+00
Impact
NO
NO
NO
NO
YES
YES
YES
NO
NO CHANGE
NO CHANGE
13+00-16+25
Impact
NO
NO
NO
NO
YES
YES
YES
NO
NO CHANGE
NO CHANGE
16+25-26+75
Impact
NO
YES
NO
NO
YES
YES
YES
YES
LOSS
LOSS
26+75-29+00
Impact
NO
YES
NO
NO
YES
YES
YES
YES
LOSS
LOSS
29+00-44+00
Impact
NO
YES
NO
NO
NO
NO
NO
NO
NO CHANGE
LOSS
NOTES
1) * Impacts limited to relocation of service lines.
2) ** Impacts include relocation of vaults.
3) No private utility transmission line relocations are required
aside from access into and out of new vault locations.
17
Having identified the cross section of the roadway for each alternative, and the
impacts of these sections on the existing features, the next step in the alignment
study process was to generate cost estimates for the construction of the
alternatives. The following table summarizes the planning level cost and quantity
estimates for each of the three alternatives, as included in Appendix 2.
ALT 1, $1,065,000
ALT 2, $1,215,000
ALT 3,$ 945,000
CANNON ROAD:
The alignment prepared for Cannon Rd. includes allowances for widening and
improving the intersection at Carlsbad Blvd. The intersection configuration allows
for two east bound lanes and three west bound lanes, including the protected left
turn pocket. The center lane in the west bound direction could be utilized as a
dual turn lane, allowing both right and left turns in accordance with traffic
engineering needs. Between Los Robles Dr. and El Arbol Dr., the alignment
includes a cross section with two 11' lanes, and 5' bike lanes in each direction,
and a 10' painted median that could be used for making left turns. To the east of
El Arbol Dr., as the southerly curb begins to flare out, the width of the travel lanes
are increased to 12', and subsequently the 5' bike lanes are widened to 8' to join
the existing section just west of the AT&SF tracks. As a result of the difference in
18
grade, between the side yards of the residences from station 11 +75 to El Arbol
Dr., there will need to be a retaining wall ranging from 2' to 5' in height constructed
behind the sidewalk on the southerly side of Cannon Rd.
The following table summarizes the roadway cross section features for Cannon
Road.
CANNON ROAD
Limits-*
Feature i
Curb to Curb Width
Travel Lanes
5' Bike Lane North
5' Bike Lane South
Painted Median Width
Retaining Wall in South Parkway
Distance to Curbface
from North ROW Line
Distance to Curbface
from South ROW Line
10+50-11+50
72'
5'
YES
YES
41
NO
8'
5'
11+50-12+00
72' to 64'
4 -12' to 11'
YES
YES
4' to 10'
NO
8'
2' to 7.5'
12+00-17+00
64'
4-11'
YES
YES
10'
YES
8'
7.5' to 10'
17+00-18+75
64'
4-11'
YES
YES
10'
NO
8'
10'
18+75-22+00
64' to 82'
4 -11' to 12'
YES
YES
10'
NO
8'
10' to 13.5'
As noted previously, the property to the north of Cannon Rd. is owned by SDG&E.
The first 250' of frontage along the northern half of Cannon Rd. consists of curb
and gutter, sidewalk, a low (2'-4') retaining wall, and the park site. The
improvements along the remainder of the northerly half of the street include curb
and gutter, sidewalk, and parkway landscaping. There are two access driveways
from Cannon Rd. into the SDG&E plant facility. The first driveway, which is located
at station 18+00, is 25' wide. The second driveway, located at station 21 +35, is
19
50' wide and is apparently used for much larger, service and construction type
vehicles. The alignment presented retains all of the existing improvements on the
north side of Cannon Rd.
For purposes of describing the existing development along the southerly side of
Cannon Road, there are four different segments. Starting at the intersection with
Carlsbad Blvd., the first segment extends 100' along the first and only private
residence that fronts onto Cannon Rd. This residence has an authorized driveway
access and a garage that is at the same grade as Cannon Rd. The roadway
includes 6' of additional right-of-way width, which was dedicated as a condition of
the residential improvements. In the dirt area behind the existing asphalt concrete
berm, there is a 10" waterline and private utilities (IE: telephone, gas, electric, and
cable TV) similar to those along Carlsbad Blvd.
The second segment, which goes from station 11 +50 to El Arbol Dr., also has a
dirt area with the same utilities behind the existing edge of pavement. The private
residences throughout this section do not front onto Cannon Rd. and they are
elevated approximately 2' to 4' above Cannon Rd. In spite of their orientation,
there are two properties along this segment that have some sort of access
constructed from their "sideyards" directly to Cannon Rd. In addition to a 2'-4'
retaining wall that is located along the right-of-way line, the property on the
westerly corner of Los Robles Dr. has a 35' wide "driveway" access along Cannon
20
Rd. The property on the easterly corner of Los Robles Dr. has a wooden fence
at the top of a 2'-4' slope and it does not have any direct access to Cannon Rd.
The property located on the westerly corner of Los Robles has a wooden fence
at the top of the slope, in addition to access to Cannon Rd. This property has a
15' wide driveway type access to its backyard at station 15+40 and a pedestrian
stairway to its front yard at station 15+90.
During the transition from Segment 1 to Segment 2, the proposed sidewalk
encroaches into the property on the westerly corner of Los Robles Drive. The
encroachment, which is approximately 17' long and 20 square feet in area, is
limited to the existing "driveway" location.
The third segment consists of the frontage along the sideyard of the property on
the easterly corner of El Arbol Dr. This is the last private residence along Cannon
Rd., and is at the same grade as Cannon Rd. Adjacent to this property, along
both El Arbol Dr. and Cannon Rd., there are full curb and gutter and sidewalk
improvements. The private utilities are in the roadway throughout this short
segment of roadway.
The fourth and final segment extends easterly to the ATS&F right-of-way. Along
this property, there is an existing curb and gutter and sidewalk but there is no
existing development. The utilities in this segment are mostly in roadway, although
21
the electric lines do transition to behind the curb face and ultimately to an
overhead facility near the AT&SF right-of-way.
The following table summarizes the impacts of the alignment on the existing
features, as described above.
CANNON ROAD
Limits
• Sewer
* Water
Storm Drain
* Gas
*/** Electric
* Phone
» T.V.
Proposed Retaining Wall
South Side
On-Street Parking North
On-Street Parking South
10+50-11+50
Impacts
NO
NO
NO
NO
YES
YES
YES
NO
NO CHANGE
NO CHANGE
11+50-12+00
Impacts
NO
NO
NO
NO
YES
YES
YES
NO
NO CHANGE
NO CHANGE
12+00-17+00
Impacts
NO
NO
NO
NO
YES
YES
YES
YES
LOSS
NO CHANGE
17+00-18+75
Impacts
NO
NO
NO
NO
NO
NO
YES
NO
NO CHANGE
NO CHANGE
18+75-22+00
Impacts
NO
NO
NO
NO
NO
NO
NO
NO
NO CHANGE
NO CHANGE
NOTES
1) * Impacts limited to relocation of service lines.
2) ** Impacts include relocation of vaults.
The estimated cost of construction for the Cannon Road alignment prepared is
$103,000. This cost is based on the planning level cost and quantity estimate,
included as Appendix 3.
22
RECOMMENDATIONS
CARLSBAD BLVD:
The major difference between the three alternatives along Carlsbad Blvd. is the
location and cost of providing on street parking. The fact that the additional width
necessary to provide parking creates the need for various vertical alignments
between Cannon Rd. and Shore Drive South, does not significantly impact the
selection of a preferred alternative. Each alternative incorporates a vertical
alignment that will provide continued access to the properties. Other impacts
which may have affected the impact of the vertical alignment, such as utility
relocations and median aesthetics, are not significant due to the relatively uniform
impact on these features among all three alternatives. Of the three alternatives
prepared for Carlsbad Blvd., Alternative 1 is recommended, based on the
following qualities relative to Alternatives 2 and 3.
1) Aft. 1 provides on-street parking, similar to the existing condition.
2) Aft. 1 is less costly than Aft. 2 which also incorporates on-street parking
between Cannon Rd. and Shore Drive South.
3) The grade separation that is required for all three alternatives is smaller for
Aft 1 than for Aft. 2.
4) The quantity of utility relocations for Aft. 1 is not significantly different than
Alt. 2. or Alt. 3.
The planning level construction cost estimate for Alt. 1 is $1,065,000.
23
CANNON RD:
The single alignment along Cannon Rd. was prepared in accordance with the
project scope and as such it represents the recommended alignment. The
alignment includes features that will improve the level of service from the
intersection with Carlsbad Blvd. easterly to the AT&SF right-of-way. The alignment
will provide the following features:
1) From the intersection of Cannon Road and Carlsbad Boulevard, (Station
10+00), to station 11+50.
a) 2 eastbound travel lanes and a bike lane.
b) 3 westbound turn lanes and a bike lane.
2) From station 13+50 to station 22+00.
a) 2-11' westbound lanes
b) 2-11' eastbound lanes
c) bike lanes in each direction
d) 10' striped median
The planning level construction cost estimate for this alignment is $103,000.
24
APPENDIX 1
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ALIGNMENT STUDY OVER PORTIONS OF
CARLSBAD BOULEVARD AND CANNON ROAD
CARLSBAD, CALIFORNIA
PROJECT LOCA1WN
VICINITY UAPNOT TO SCALE
B&C2
1
2
3-4
5-10
11-16
17-22
23-26
29-30
COVER SHEET
TYPICAL SECTIONS
DRIVEWAY SECTIONS
CARLSBAD BOULEVARD
PLAN Sc PROFILE SHEETS - ALTERNATIVE NO, 1
PLAN & PROFILE SHEETS - ALTERNATIVE NO. 2
PLAN & PROFILE SHEETS - ALTERNATIVE NO. 3
PLAN & PROFILE SHEETS - COMPOSITE
CANNON ROAD
PLAN & PROFILE SHEETS
NOTE
TOPOGRAPHIC MAPPING BASED ON AERIAL
PHOTOGRAPHY TAKEN MARCH 1992
BOULEVARD
mat
LOCATION UAP
MOT TO SOLE
PLAN AND PROFILE ALT. 1
PLAJt AND PROFILE ALT. 2
PLAN AND PROFILE AIT. 3
5
11
17
6
12
18
7
13
19
8
U
20
9
IS
21
10
IS
22
B£U£H MAEK
OESEttpno* «** WARK aac SET BY ws n ma on A WCTALROD WTH &ASE PUTE SET TO A DEPTH CF 4 METERSENCASED <H A PIPE FUJSH WITH 1WE QRWfC.tOCAIKSt AT IWC JtWCTKM OT THE ATi.^ RAHWM AHO TAMARACKSTKETT, 15i,5 FEET HCfOH f THE CEWTERUWE OF TAMARACK.4&.S FEET EAST OF THE EAST RWL, ^1 c.2 FEET aauTHEAsr
OF WU POST 230, 15 flET SOUTH GF A TOWfl POLE.
MARSHALL K. PLANTZ C-42790 DATE
III LEEDSHILL-H£RKENHOFf. (KG.
• ••• £820 DBEPUN DRIVE• SUITE 101
• SAN DiEQQ, CAUFORNkA 92121
AifiUOUeROUE - SANTA. FE * SAW DIEGO
~~ fevaoHS —• frnaw
-5fr-][ Qff OF CARLSBAD II ^4OWe£WN<* iJO'A.RTMENT | } 30
ALIGNMENT STUDY
CARLSBAD BLVD. & CANNON RD.
COVER SHEET
APPROVED:
KE. 33839 EXP.i2/»/»3 QT1 E»QNE£R
3365
DATE
331-7
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ENCASED IN A HPE FLUSH W1M THE GWyHO.UEATJON- AT THE JUNGTKM OT THE ATASF BAIWAV >Jffl TAMAfiAGK
STfiEET. t J4.3 FEET NOffTM OF THE COHEflUNC BF TAMftRA«-! FEET EAST OF THE EAST RAIL, 3IC.2 FEET SOUTHEASTV ULE P03T 3X, 15 FEET SOUTH OF A PWK&Z POLE.
4GJNEEROF WORK
MARSHALL K. PLANTZ
^i
•••••M
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11*
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FT. INC.
19'
• SUITE 101
•^B SAN D«T80. CAUFQRNI* 92121
. ,. ALSUQUSTOL'E • 3ANTA FE > 3AN G8EOD
C-4-2790 OA7E wazM*sa*u<ann
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ALIGNMENT STUDY
CARLSBAD BLVD. & CANNON RD.
TYPtCAL SECTIONS
APPROVED;
CHKD.ffV',flCLO Bfc __^_™
1 PROJECT NO.
! 3365
CftWllHO NO,
331-7
-
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S7./6.FF
ALT.55.54
A1T2
{ALT.
•43-
19+9)3
C/RLS3AD
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BLVD.2}+4)
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4,89 r-A - ALII
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CA^LSSIAD BLVX
19192
(-AL
:AR.SB/iD e LVD M.T,
Al.T. 3
I*
« T]CAI LSEAD BLVt
2)1+35
VER'lCAk tW
RFMCH UARK
•OESdtll'TXM: KK34 MMW Dt» SET' BY NCS M I97Q ON A METALROC WTH B*S£ KXTt SET TO A DtPW OF 4 METO»S
CWCA3SD IN A FVE PUUSH fWH THE GROUND.LOCATION! AT THE JUHCtKH OF THE *T»SF RAU.WAY >NO TAMARACK
SMET. 15*.5 FIET mm OF THE SOfTEBUNt OF TttWUCK.«1 fKT EAST OF THE EAST BAIL, 310.2 FEET SOUTHEAST
W7 MIE POST 330. 15 FEET SOUW OF A POWR POLE,ELEVATION; «9T
ENGMEERJf WORK
MARSHALL K. PLANTZ C-+2790 DATE
LH LEEDSMILL-HWKErMHOFT, INC.
5320 OSERUN DRIVE
SUITE 101
SAN PESO. CAUFQRHIA. 92131
SANTA FE • SAN DIEGO
"CltY OFENOflEERNC
ALIGNMENT STUDY
CARLSBAD BOULEVARD
DRIVEWAY CROSS SECTIONS
OWIBY;CH«XaY'_FTELQ 8Kt_
PRWECTSO.
3365 331-7
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. 1
I.-,
58.
I -ALT
57.8 F'
-ALT
21 ±13
ALT. 1
CAfiLSEAD 3LVI
2S-96
SB/.D BLVD 31449
SB/D BLVD
,40
AIT. 3
-66-
M.T. ;
29H42e-e rVfr
47.33
CAItLSEAD 3LVI
58,59 F'
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5C.01 Ff AR 30H-20.SB/D E-VD
ALT.
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CAKLSEAD 3LVI
BTMCH UARK
DESWATUSt M3fl7
DESCRlPTKWt BENCH UARK DlK SET BV HG3 M 1S78 OH A METALftco \HTH BASE PLAIT SET TO A BE?TM GF 4 UETCfts
EWCA3EO m A WPS PLUW WIW THE GSOUWD.LOCAtWK: AT THE JUHCTtOi Of THE AT*iF RAILWAY (WE TAMARfcCK
SWKT, IJt^S FEET NWTH OF TtC CEHTrajWE OF TAWAR*« 3 FQT EAST OF THE EAST RAIL, 310.2 fE£T KX-'TVCAST
ENGINEERQF WORK
MARSHALL K. PLANTZ C-4279Q DATE
LM LEEDSHIU-MERKENHOIT, WC.
SS20 DBtRUN ORI4t
SU1TC 1013AN CEOO- CAUFORNIt 92IZ1
ALaUOUEHQUE • SANTA FE • SAM OECQ
>a7gaBMlffi^r1MffM
STY or CARLSBADENQNEEfflNC DEPARUCKT
5HEE1S
30
ALIGNMENT STUDY
CARLSBAD BOULEVARD
DRIVEWAY CROSS SECTIONS
l/» dP( ENGINEER
PRO\«CT NO.
3365 331-7
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-
GRAPHIC SCALE
BENCH MASK
OE3ISMAIWN: VW?
DESCRIPTION: BEtfCH WAR* DISK 3CT BY WJS N 1978 ON A MtTAlVCD HHH BASE PWTC SET TO A DEPTH OF * METERSENC*SO IN 4 PIPE fUJSH WTK THE tSWUNQ.LCOT10K: Al THE JtfWnOW Of THE A.TftSF RAILWAY *«D T>J»AffACKSTRST. (54.5 FEET (4CRTW OF TWE COJTEHUNE OF T,*«ARACK,
4S.5 TttT CAST OT THE CASf RAS, 3W.2 FT£T 5WWt»!TCF MILE f>QSr 23t 3J5 FEET 30U1H CF A POWER TOIE.
fNqf4fER OF WQPl^
MARSHALL K. PIAN72 C-42790 DATE
H 1 LEEDSHfLL-HEWCQsjHOrF, (NC.
•••• 5820 OBERUN DRIVE
• SUHE JC1
ALBUQUefGUC * SANTA FE ' WN CUttJO
S!70SFU,>ieM/1.1C>,«9tfU DATEIHMHMIH
£P-— —RC«<B>OH5 AWSDVEQ
^ I! CITY OF CARLSBAD 11st1??0 ! I EWfflHEERWO D6PARWEHT j [ 30
ALIGNMENT STUDY
CARLSBAD BLVD. - ALTERNATIVE NO. 1
PLAN AND PROFILE
APPRO'«O3:
RE. Z2J»9 EXP.IZ/3VW CITY B*2KE£B
QWI,S V, -,- —Rj^nav
ROD BK;
WWJECT NtX
336S
DATE
PH*>tffC NO
331-7 J
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PVt STA = 19+72.50
PVI ELEV - 48.00
150' VC
SCALE
1" - 2" VER.
1" - 20* HOR CANNON ROAD
_^*p _,_ IT _,_._ _...... J . —1-l ^ 1 _UIU... J
CITY OF CARLSBADOefMTTaEMJ
«»«< MK 3ET ft MM M irw ON A KM.M aw rule Snr » * mi a * ucratH A we nuw HIM nc ouua AUGNMENT STUDY
CARLSBAD BLVD. - ALTERNATIVE NO. 1
PLAN AND PROFILE
AIMF MLWY MA TMMJMXOF TWMOF THE COttEWKFEET CAST or TMC CAST KML 310. z ccrr SCVWEASTwuw er A «HOI ««.
LEEOSHILL-HERKENHOFF, INC.
5B20 08ERUN DRIVESUITE 101GRAPHIC SCALE
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EXIST. GRAM
I kSJEH
1" - 2* VER.r • 20" HOR.
._?_. .<ir9.
<yyj!P.-81
pr = =**= =^=^^=^1=^ =^ -
xztt^i=.4—±-
CITY OF CARLSBAD
OESCWPTKWi BENSH MARK CWK 9CT IY NMM 1679. ON A METALWTW BASE PLATE S£T TO ft DEPTH Of *OCAStfl *J A PIPE FIU» WTM THE t»
LCCATWrt AT WE JWCT18N <y TVE ATA3T RAILWAY AMD TAMARACKSTRffiT. IS*-5 fTET IW«TW W THE CENtWIJWE OF•w,3 par CAST or we CAST RAJU 310,2 retT scumysrOF i&£ POST T30. 3.3 PEET SOUTH Cf A PQi*ER- P0l£.CXVAHCTfe *3-»^
AUONMENT STUDY
CARLSBAD BLVD. - ALTERNATIVE NO. 1
PLAN AND PROFILE
LEEDSHILL-HERKOJHOFF, IMC.5B20 08ESUN WIVESWTI 101SAN DiESO. CALirONMA
GRAPHIC SCALE
0 BO
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PV1 ELEV - 5S.20
200.00' VCW = 27-1-67.50 (EAST]
PV1 ElEY =,51.90
SCALE
1" « 2' VER.
\" * 20* HOR
a
ASPH rf
DES«NATH»: VI307
BE«CH MAP* DiW 9ET HY W3 W 1378 ON A HETAL
HOB WH RASE PUTI SET TO A. CEPlM t*1 4
ENCA3ED IN A FfC RUSH WTH THELQCATKW' *T HC JUMCTia* OP 7HC ATWSF RAA*A7 AND MlNORTH OF THE CEMTEPJJWE OF4S.3 fEET EAST OF TH£ E-*ST RAJL, S1O2 FEET
POST 2», 3.5 FtET EOUW OF A PO«R "POl-EELEVAllOH:
AUQNMENT STUDY
CARLS8AD BLVC. - ALTERNAftVE NO.
PLAN AND PROFILE
LEEDSHILL-HERKENNOFF, INC5B2Q 08ERUNSJtTE 101DfEco, CALIFORNIA 92121
GRAPHIC SCALE
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SCA|LE
V « 2' VER.
I" - 20* HOR,
GRAPHIC SCALEI
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CARLSBAD BLVD. - AJ.TERNAT1VE NO. 2
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5820 08EBJN DRIVE
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CARLSBAD BLVD. - ALTERNATIVE NO.
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5B20 CSERUN DBVE
SUITC 101
SAN DESO, CALIFORNIA 92121
ALBUQUERQUE ' 9AHTA PE • SAM OECO
DAIt n ; SS55 APPROVED
j SHEET
tt ..„
~Qrf&f OF CARLSBAD IPfH
•JQHP-ERINC DEPARTMENT
ALIGNMENT STUDY
CARLSBAD BLVD. - COMPOSITE
PLAN AND PROFILE
APPRQXCB:
HE. 23B89 ew.ia/JV*
Firi.n BK-
3 air CNOINEEP
PROJECT NO.
3365
DATE
DRAMW! NO.
331-7
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40. .00 4Q..30 41- 00 4\- .80 42 -00 43-.00 45.-SO 44. .QO
SCALE
1* - 2' VER.
1" « 20' HOR,
GRAPHIC SCALEeo o BO 40
BENCH MARK
DESIGNATION: VIM?
DESCRIPTION; BEHCH MARK DISK SET flY NG3 « lfl?6 ON t, UETALt*OD V*7H &ASE PUTT 3ET TO A DEPTH OF 4 INTERS
ENCASED IN A PIPE RJUSH WITH THE WOUND,UJCATKW: *T THE JUHfiTICM Of 1HE ATflSf RAILWAY AMI TAdtAftACK.STREET. 1 M.5 FEET WORTH OF THE CENTERUNE CF TAMARACK,48.3 FKT EAKT or THE EAST RAH, 3ia.s FEET SOUTHEAST
OF UU PKIT 330, i3 ftET SOUTH <T A PO«R POLE,
£yS£i££E 2E WQBK
MARSHAU K. PLAH1Z C-42790 DATC
HLEE091ILL-HERKENHOFF, INC.SBJO OKRIJN ORf*.sure 101SAN OEGO. CALIFORNIA 02111
A10U4UCRQUE • 3ANTA FE • SAN OECO -5™-•nr REVBIWS T5S55S-
28 arr or CARLSBADEM9HE09NG otfoman ^
ALIGNMENT STUDY
CARLSBAD BLVD. - COMPOSITEPLAN AND PROFILE
APPROVED:
R£. 23WB OP.12/31/A3 QTY OJfflNEEfl
fowTa^ } f m&£cr«a 1
336S
DATE
DR*«ScTMa~J I
331-7
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"XJCJri _~LZ_ IX," IZJIT-^^^^^^^^^^^g^-^-^'^-^i's-)"-^- T^
SEE SHEETS 6.12.18 & 24 FOR
CARLSBAD BOULEVARD IMPROVEMENTS .; VI307
DCSCWPTlOWt BENCH MARK [JSK SET BV NQS (M 197S OK A METALtwo ww BASE: PLATE KT TO A DEPTH OF 4 METERS
FUJSH WITH THE ORCUHD
LOCATION; ATJ« JWWMW OF THE AT«F R*.WAY AND TAMASA«C. FEET NCfllH OF TVC CENTERUNE CF TAMARACK,A&.5 rtcr EAST or IMC CAST RAIL, 310^2 recT SOUTHEASTOF «L£ K«T aaa is FQET SOUTH OF A PO«S POULELCYATWi* «.«?
ALIGNMENT STUDY
CANNON ROAD
PLAN AND PROFILE
LEEDSHILL-HERKENHOfT, INC.
5S20 OBERUN DRIVE3UIIE
SAN OE<», CAUrORNI* 92121
ENGINEER_Of WORKGRAPHIC SCALE
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1" - 20' HOR.
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GRAPHIC SCALE
20 <J £0
SHOOS( 18 rear )
BENCH MAfflS
DESCRIPTION BEWCM MARK DISK SET BY HG3 « 1*78 ON A METALROD WITH BASE PLATE SET TO A DEMH CF 4 METQWENCA3ED IN fl PPE FUJ3H MTU THE CROJNO.LOCATWNt AT THE JUKCTION OF 1HC AT*«F RAIL*^ AMD TAMARACK
STREET, 154,5 FEET NORTH OF THE CEMTERUNE CF TAMARACK,46.3 FEET EAST OF THE EA5T fWJL, 31OJ 'EET SOUTHEASTCF WLE P03T 230, 3,5 FBET 93UTM OF A PO«R POLE.
ENGINEER OF W££K
MABSHAU. K, PIANU C-»279O DATE
HLEEDSHILL-HEFKENHOFF, INC.
3S20 08ERUN ORI\E
SUITE 101
SAN DEEO, CAUFORNI.A 92121
ALBUQUOquE • a*«TA fE • SAM Office TK5T n SS5S?APPROVED
"^fHI CITY OF CARLSBAD33 ENQNEENNC DEPAtmCNT M
ALIGNMENT STUDY
CANNON ROAD
PLAN AND PROFILE
AWfiOWJ:
RE. 23SSS EXP.12/31/J3 On aoWEEB
|nmf^ 1 1 PROJfci NO. ]jfMB^ 1 3365
MH
MAMWJ HO. 1
331-7
APPENDIX 2
ALT-1
CONSTRUCTION ESTIMATE
m
m
m
m
CARLSBAD BOULEVARD
PLANNING LEVEL COST AND QUANTITY ESTIMATE
DESCRIPTION
1 CLEAR AND GRUB
2 DEMOLITION
3 PAVEMENT REMOVAL
4 EXCAVATION
5 EXPORT
6 PRIVATE UTILITY TRENCH/CONDUIT
7 ADJUST VALVE TO GRADE
8 ADJUST WATER METER TO GRADE
9 RELOCATE BLOW-OFF
10 RELOCATE FIRE HYDRANT
11 AGGREGATE BASE CLII
12 ASPHALT CONCRETE
13 CURB AND GUTTER
14 MEDIAN CURB
15 CONC. DRIVEWAY (4')
16 SIDEWALK
17 PEDESTRIAN RAMPS
18 STORM DRAIN INLET
19 STORM DRAIN CLEANOUT
20 18"RCP
21 STREET LIGHTS- RELOCATE
22 TRAFFIC SIGNALS (MODIFY)
23 LANDSCAPE AND IRRIGATION
24 MEDIAN PAVING
25 SIGNING AND STRIPING
26 TRAFFIC CONTROL
27 ADJUST MANHOLE COVER TO GRADE
28 WATER RELOCATION (18+00 TO 26+00)
29 RETAINING WALL
ITEMIZED USTING
17-Feb-93
UNIT OF
MEASURE
AC
LS
SF
CY
CY
LS
EA
EA
EA
EA
TONS
TONS
LF
LF
SF
SF
EA
EA
EA
LF
EA
LS
LS
SF
LS
LS
EA
LF
SF
TOTAL
QUANTITY
3.39
1
67,746
7,029
803
1
30
42
1
3
2,904
3,633
6,926
6,058
3,760
27,552
13
8
4
220
8
1
1
45,500
1
1
36
800
3,600
SUBTOTAL
UNIT
COST
$1,000.00
9,525.00
0.13
14.00
20.00
50,000.00
350.00
350.00
750.00
1,000.00
15.00
33.00
8.50
8.00
3.00
2.00
300.00
3,500.00
3,000.00
54.00
1,500.00
35,000.00
22,500.00
2.50
25,000.00
10,000.00
250.00
60.00
12.00
15% CONTINGENCY
COST
$3,390
9,525
8,807
98,406
16,060
50,000
10,500
14,700
750
3,000
43,560
119,889
58,871
48,464
11,280
55,104
3,900
28,000
12,000
11,880
12,000
35,000
22,500
113,750
25,000
10,000
9,000
48,000
43,200
$926,536
138.980
TOTAL $1,065,516
CE SUM1.WK1
ALT-2
CONSTRUCTION ESTIMATE
m
m
m
m
CARLSBAD BOULEVARD
PLANNING LEVEL COST AND QUANTITY ESTIMATE
DESCRIPTION
1 CLEAR AND GRUB
2 DEMOLITION
3 PAVEMENT REMOVAL
4 EXCAVATION
5 EXPORT
6 PRIVATE UTILITY TRENCH/CONDUIT
7 ADJUST VALVE TO GRADE
8 ADJUST WATER METER TO GRADE
9 RELOCATE BLOW-OFF
10 RELOCATE FIRE HYDRANT
11 AGGREGATE BASE CLII
12 ASPHALT CONCRETE
13 CURB AND GUTTER
14 MEDIAN CURB
15 CONC. DRIVEWAY (4")
16 SIDEWALK
17 PEDESTRIAN RAMPS
18 STORM DRAIN INLET
19 STORM DRAIN CLEANOUT
20 18"RCP
21 STREET LIGHTS-RELOCATE
22 TRAFFIC SIGNALS (MODIFY)
23 LANDSCAPE AND IRRIGATION
24 MEDIAN PAVING
25 SIGNING AND STRIPING
26 TRAFFIC CONTROL
27 ADJUST MANHOLE COVER TO GRADE
28 WATER RELOCATION (18+00 TO 26+00)
29 RETAINING WALL
ITEMIZED LISTING
17-Feb-93
UNIT OF
MEASURE
AC
LS
SF
CY
CY
LS
EA
EA
EA
EA
TONS
TONS
LF
LF
SF
SF
EA
EA
EA
LF
EA
LS
LS
SF
LS
LS
EA
LF
SF
TOTAL
QUANTITY
3.54
1
67,846
9,329
3,953
1
30
42
1
3
3,317
4,353
6,926
6,058
3,760
27,552
13
8
4
335
8
1
1
45,000
1
1
36
800
3,600
SUBTOTAL
UNIT
COST
$1,000.00
9,525.00
0.13
14.00
20.00
50,000.00
350.00
350.00
750.00
1,000.00
15.00
33.00
8.50
8.00
3.00
2.00
300.00
3,500.00
3,000.00
54.00
1,500.00
35,000.00
22,500.00
2.50
25,000.00
10,000.00
250.00
60.00
12.00
15% CONTINGENCY
COST
$3,540
9,525
8,820
130,606
79,060
50,000
10,500
14,700
750
3,000
49,755
143,649
58,871
48,464
11,280
55,104
3,900
28,000
12,000
18,090
12,000
35,000
22,500
112,500
25,000
10,000
9,000
48,000
43,200
$1,056,814
158,522
TOTAL $1,215,336
CE SUM2.WK1
ALT—3
CONSTRUCTION ESTIMATE
m
m
m
m
M
CARLSBAD BOULEVARD
PLANNING LEVEL COST AND QUANTITY ESTIMATE
DESCRIPTION
1 CLEAR AND GRUB
2 DEMOLITION
3 PAVEMENT REMOVAL
4 EXCAVATION
5 EXPORT
6 PRIVATE UTILITY TRENCH/CONDUIT
7 ADJUST VALVE TO GRADE
8 ADJUST WATER METER TO GRADE
9 RELOCATE FIRE HYDRANT
10 AGGREGATE BASE CLII
11 ASPHALT CONCRETE
12 CURB AND GUTTER
13 MEDIAN CURB
14 CONG. DRIVEWAY (4")
15 SIDEWALK
16 PEDESTRIAN RAMPS
17 STORM DRAIN INLET
18 STORM DRAIN CLEANOUT
19 18"RCP
20 STREET LIGHTS- RELOCATE
21 TRAFFIC SIGNALS (MODIFY)
22 LANDSCAPE AND IRRIGATION
23 MEDIAN PAVING
24 SIGNING AND STRIPING
25 TRAFFIC CONTROL
26 ADJUST MANHOLE COVER TO GRADE
27 WATER RELOCATION (18+00 TO 26+00)
28 RETAINING WALL
ITEMIZED USTING
11-Feb-93
UNIT OF
MEASURE
AC
LS
SF
CY
CY
LS
EA
EA
EA
TONS
TONS
LF
LF
SF
SF
EA
EA
EA
LF
EA
LS
LS
SF
LS
LS
EA
LF
SF
TOTAL
QUANTITY
2.15
1
75,094
5,441
863
1
30
42
2
2,470
3,084
6,506
6,108
3,760
27,552
13
7
3
165
6
1
1
45,500
1
1
36
800
100
SUBTOTAL
UNIT
COST
$1,000.00
9,525.00
0.13
14.00
20.00
50,000.00
350.00
350.00
1,000.00
15.00
33.00
8.50
8.00
3.00
2.00
300.00
3,500.00
3,000.00
54.00
1,500.00
35,000.00
22,500.00
2.50
25,000.00
10,000.00
250.00
60.00
12.00
15% CONTINGENCY
COST
$2,150
9,525
9,762
76,174
17,260
50,000
10,500
14,700
2,000
37,050
101,772
55,301
48,864
11,280
55,104
3,900
24,500
9,000
8,910
9,000
35,000
22,500
113,750
25,000
10,000
9,000
48,000
1,200
$821,202
123,180
TOTAL $944,383
CE SUM3.WK1
APPENDIX 3
at
•f
m
a
m
CANNON ROAD
ALIGNMENT CONSTRUCTION ESTIMATE
CANNON ROAD
PLANNING LEVEL COST AND QUANTITY ESTIMATE
DESCRIPTION
1 CLEAR AND GRUB
2 DEMOLITION
3 PAVEMENT REMOVAL
4 EXCAVATION
5 EXPORT
6 ADJUST VALVE TO GRADE
7 ADJUST WATER METER TO GRADE
8 ASPHALT CONCRETE
9 CURB AND GUTTER
10CONC. DRIVEWAY (4')
11 SIDEWALK
12 PEDESTRIAN RAMPS
13 STREETLIGHTS- RELOCATE
14 SIGNING AND STRIPING
15 TRAFFIC CONTROL
16 ADJUST MANHOLE COVER TO GRADE
17 RETAINING WALL
18 PROPERTY AQUISITION
11-Feb-93
ITEMIZED LISTING
UNIT OF
MEASURE
AC
LS
SF
CY
CY
EA
EA
TONS
LF
SF
SF
EA
EA
LS
LS
EA
SF
LS
TOTAL
QUANTITY
0.39
1
1,260
600
600
7
1
380
605
90
2,723
4
2
1
1
6
1,685
1
SUBTOTAL
UNIT
COST
$1,000.00
950.00
0.13
14.00
20.00
350.00
350.00
33.00
8.50
3.00
2.50
300.00
1,500.00
7,500.00
5,000.00
250.00
12.00
2,000.00
15% CONTINGENCY
COST
$390
950
164
8,400
12,000
2,450
350
12,540
5,143
270
6,808
1,200
3,000
7,500
5,000
1,500
20,220
2,000
$89,884
13,483
TOTAL $103,366
CE SUM4.WK1
APPENDIX 4
Carlsbad Blvd. (Phase II)
MEDIAN TREATMENTS
APPENDIX 5
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COMMENTS /NOTES
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DATE 3-10-92. |rc,oOF._W.O. | • »»• ix «" /»
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COMMENTS /NOTES
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DATE 3- A? -9 2. I „ ^
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RAR INST Ml
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REF. BEARING OR AZ
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COMMENTS /NOTES
5£"T C^AJC , K/Ait-
/DA/ 73^ ^^ ^ ^OV7
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COMMENTS /NOTES
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COMMENTS /NOTES
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t i t i f i • i i i I i i i I i I i i ! tiiillliiiiiiitifi
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COMMENTS /NOTES
SET P.K. M/I/L HV-)
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t i i i t i i i i i I i i i i i I i d f l l I I i I I I l I I I i_i i i i
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COMMENTS /NOTES
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DATE ?_//- ?2 1
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COMMENTS /NOTES
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DIST.
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2,6)
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ANGLE
BJ--43 -/£i
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DATE 3-/t-K \rr Qr._w.o. | PC-'-> or^
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0#,s25
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MON, Fl FV.
REF. BEARING OR AZ
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COMMENTS /NOTES
ilOS'tf, t*J^e,/e
Fo<j~J L£4O / TZe, /£ z/ £~ks
LS 3339
ft i i § i i i i i § i i i i • I i i l i i i I I I i i t i i i i l i
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PT
NO.
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ANGLE
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6,16
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P 9-fa^. 9?95"0
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DIST.
3ft, 6£
Tb P.a
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S~3. 26,
HORIZ.
DIST.
381.&C.
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£.29
6.01
TRAVERSE
JOB LOCATION cfe*****? Pj-vP.
PT. SIG
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DIFF.
^£<r/.
47.ZS1
SI./Z *
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ANGLE
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(mtr)
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TEMP.
DATE.T///^ 1
W.O. ' |PC'/ °'/
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BAR INST HI
MOM Fl FV
REF. BEARING OR AZ
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SIG.
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COMMENTS /NOTES
F?o. T- -S£Ta« /./"^
grw/s, />/-* /arj/tp */o/
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t i i i i i t i t i t i i i i i i i i i i i t i i i i i i i i i i i i i
JOB W.O. NUMBER DESCRIPTION
Loop A
DATE
STATION B.M. ELEV4317 V/3o
f.oQ o5
rr i 7.7°?
3.24-44.6O
TP t
7ft \
TP 30.
24.14
2.&.ZZ.
33.51
TP6 28.16
12^2
6,8.4-27.44
7.72
4.12.
o.74-33. ZZ
60,
TP 9
3.&Z 61.21
Tf/0 44.34-
4.7 f
43.44-
55 '.f.84-43. f>(41 >. (. a £*t '*'nc.
TPIZ A7J3 44.7^
'U^_
^Z7
41.6?
42.4-1
41.5?/£?*/>
LJD PQ OF
ft I I 1 I I 1 I i I t I I i I i I i t j I i I i i I I i I I i i i i i i i
JOB W.O- NUMBER DESCRIPTION DATE
B.M. ELEV
43.12
14-O.I&
ft0)!So 1.8(0
A-.lo 57-
/vr
Z./Z
5
TP/b H
7.1°)
77^/7 HV^/I
25?
TPtft l/.&b
77V9 -7.64-tfv"
11.34-
11. bf)18.
rPiz 17.37
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rr
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6,6 12.44-
7.2-7 1*9.71rrzt,tt.23
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PQ.
ft i I 1 • i i i 1 i I i i i I i t i C l i i I i I 1 I i I 1 i I I i 1 i I i
W.O. NUMBER DESCRIPTION DATE
STATION as.7=
4.2.0 18.
13.32-
2.0.17
2J.42.
273
37.17
77?1.43 35.74-
o.2(>
MM
324?.
777
484-0
CK
PQ.-OF.
§ I I I I I I i I i I 1 I ) I I I I t 1 I J I I I i I I I i I I I i f i t i
WO- NUMBER DESCRIPTION
TO ity
PARTY DATE
STATION B.S.B.M. ELEV
4J.6Z //i/*#
TT /JAA7
•7.52
. 4°?
3.4-1 45.0 &
12. bf*65.1
TP4 1.7*/A/
4.io
6.40 64.7 &
TPCf fCr
2.r>4
TP7 5172.
6M 4937
#44-
Tf/3 4-A?.55.64
r?//
Tf>i2.4876
a 47 57.27
TP 0,43
PG..OF.
ft i i i t i i i t i i i t i i i i i i i i i i i i i i
W.O. NUMBER DESCRIPTION DATE
STATION 8.S.B.M. ELEV
rP 4*4-
So 4. 01
Tf>A.ZT.
iM-
TP 17 61.
rr n.z*tLlJ A/v"<2>
pa.
Status File: common.LSF Stored.
Traverse Sequence Memory: common.TSM Stored.
Status File: common.LSF Loaded.
Traverse Sequence Memory: common.TSM Loaded.
Workfile: CLSBD.L3D ready for use. Room for
Current Directory: F:\COG07
17448960 Bytes free space available (436224
Fri Mar 13 13:29:34 1992
Status File: common.LSF Stored.
Traverse Sequence Memory: common.TSM Stored.
Status File: common.LSF Loaded.
Traverse Sequence Memory: common.TSM Loaded.
Workfile: CLSBD.L3D ready for use. Room for
Current Directory: F:\COG07
17444864 Bytes free space available (436121
Fri Mar 13 13:47:19 1992
List: from 101 to 200
500 points.
Points ).
500 points.
Points ).
101 10000.00000
102 9562.13535
103 9554.30713
104 10266.26159
105 10995.80660
106 11200.66863
107 12063.47244
108 12241.18378
109 11538.67433
110 11408.02871
111 12885.86369
112 13498.18356
113 12800.27363
114 13028.40203
115 12749.01868
116 11457.77760
117 11271.45153
118 11365.51046
119 11230.70246
120 11118.20001
121 11243.39941
122 10993.64444
123 10463.02032
124 8880.98797
125 8738.81228
126 9715.63501
127 8206.32377
128 10025.54078
9562.13535
10000.00000
10259.43977
10247.74127
9847.86520
9409.93950
9295.57214
8788.70818
8698.33073
9099.74469
9450.16725
8485.21630
8199.11216
8476.28709
8780.18953
10047.70722
10599.41556
10077.16895
10055.98267
9962.43775
9697.94065
10030.29514
10178.15185
10084.50370
11002.21973
10746.95468
10518.41971
11114.68384
10043.08429
10259.43977200
END List
Status File: common.LSF Stored.
Traverse Sequence Memory: common.TSM Stored
L&D RE 8195
L&D RE 8195
.4400 HV-4
.9400 HV-6
WELL MON-INT
.2500 HV-10
.8400 HV-12
CONC NAIL-CURB
CONC NAIL-AC
.7900 HV-11
.1800 HV-13
CONC NAIL-MED
CONC NAIL-AC
HV-14
3/8 REBAR
CONC NAIL
HV-8
WELL MON-PRC
WELL MON-BC
HV-7
CONC NAIL-AC
4700 HV-9
7900 HV-5
1400 HV-1
7200 HV-2
9900 HV-3
CONC NAIL-CURB
L&T LS 3338
= 102
51
53
47
38
50
18
17.3700
41.5200
56.6400
44
60
60
51
53
Jr-X"
Alignment
MNT **
PI
1000
1001
1002
1003
1004
1005
1006
1007
1008
P2
1009
1010
1011
1012
1013
1014
1015
1016
1017
P3
1018
1019
020
_021
1022
1023
1024
1025
1026
1027
P7
1028
1029
1030
1031
1032
1033
1034
1035
1036
1037
1038
P8
1039
1040
1041
1042
1043
044
1045
1046
1047
P4
1048
CARLSBAD BLVD. (STA . 16 + 35 @ INT. CANNON ROAD) May 01
STATION OFFSET NORTHING EASTING ELEV DESC
18+77
18+77
18+77
18 + 77
18+77
18+77
18+77
18+77
18+77
19+92
19+92
19+92
19+92
19+92
19+92
19+92
19+92
19+92
19+93
19+93
19+93
19+93
19+93
19+93
19+93
19+93
19+93
19+93
20+68
20+68
20+68
20+68
20+68
20+68
20+68
20+68
20+68
20+68
20+68
21+35
21+35
21+35
21+35
21+35
21+35
21 + 35
21+35
21 + 35
-0
-10
-22
-27
-36
-52
-64
-72
-75
^0
»O
-19
-27
-29
-35
-50
-66
-78
0
7
.01
.06
.93
.84
.50
.49
.50
.55
.37
.24
.84
.65
.65
.38
.88
.60
.16
.58
.07
.84
13.69
18
25
29
41
55
64
73
0
7
13
18
23
27
38
50
58
62
65
-0
9
18
25
31
45
52
64
70
.67
.41
.19
.50
.01
.24
.83
.01
.05
.24
.91
.32
.45
.20
.60
.82
.66
.14
.24
.96
.13
.39
.97
.43
.63
.09
.19
10786
10792
10799
10802
10806
10815
10822
10826
10827
10688
10693
10698
10703
10704
10707
10714
10723
10729
10688
10683
1O681
10678
10675
10673
10667
10660
10655
10650
10622
10619
10616
10613
10611
10609
10603
10596
10592
10591
10589
10566
10561
10556
10552
10549
10542
10537
10532
10529
.8910
.2930
.7020
.2810
.6640
.3310
.5140
.0760
.5490
.7190
.8220
.9950
.0060
.0630
.3990
.7250
.1570
.2200
.1440
.9240
.3110
.6060
.6140
.4760
.5290
.2610
.1100
.2160
.6690
.4980
.3500
.6770
.4200
.0230
.6200
.9660
.7820
.0280
.6660
.2980
.0130
.8190
.8240
.1750
.1490
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