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CITY OF CARLSBAD
CIRCULATION ELEMENT STUDY
Prepared By:
WILLDAN ASSOCIATES
3633 Camino del Rio South
Suite 207
San Diego, CA 92108
June 1982
TABLE OF CONTENTS
PAGE
SUMMARY OF FINDINGS 1
INTRODUCTION 4
GROWTH RATES AND ESTIMATED TRAVEL DEMANDS 6
ESTIMATED TRAVEL DEMAND 13
DESIGN CRITERIA 26
PROPOSED CIRCULATION PLAN 32
PLAN IMPLEMENTATION 49
POLICY AND PROCEDURES 51
CURRENT GOALS AND POLICIES 51
STOP SIGN AND YIELD SIGN INSTALLATION 53
THROUGH STREETS 55
TRAFFIC SIGNAL INSTALLATIONS 56
SPEED ZONES 58
DRIVEWAY LOCATIONS 61
BUS ROUTE AND STOP LOCATIONS 62
INSTALLATION OF MEDIANS 63
PHASING OF STREET IMPROVEMENTS 64
I
LIST OF EXHIBITS
EXHIBIT PAGE
A GROWTH PATTERNS 8
B PROJECTED TRAFFIC VOLUMES 12
C INTERSECTIONS REQUIRING DESIGN REVIEW 30
D STREET DESIGN CRITERIA 31
E PROPOSED CIRCULATION PLAN 38
I
summary of findings
SUMMARY OF FINDINGS
The current circulation plan and design standards for the City
of Carlsbad provide a reasonable means of handling the trans-
portation needs of the City. Recent land use changes have
resulted in the need to "fine tune" the system so that additional
capacity can be provided in some areas and over building roads
in other areas can be prevented.
Through this study we have identified several streets that should
be realigned or resized to accommodate the expected traffic de-
mands. It should be pointed out though, the projected traffic
volumes are based on a variety of sources instead of a compre-
hensive study. We heartily encourage the City to make use of
the regional transportation model to verify the traffic projec-
tions, particularly in areas where traffic projections are close
to two different street classifications.
The computer model will also help the city to develop a phasing
plan for street construction and will point out areas that may
experience congestion until the entire circulation system is
completed.
The results of this study should be carefully reviewed and used
in several different areas.
(1) The Planning Department should consider revising the
General Plan to conform with the recommendation contained
in this study.
(2) The recommended traffic control policies should be considered
by the Traffic Advisory Committee and then submitted to the
City Council with their recommendations for action.
(3) The City's Design Standards should be revised to reflect
the findings in this study and any policies approved by
the City Council.
(4) The Capital Improvement Program should be revised to
reflect the recommendations of this study.
As a result of this study, we have identified several street
improvement projects that should be given a high priority for
construction within the next five years. These do no appear to
be projects that will be completed by developers in time to meet
the traffic needs, therefore, they should be considered for inclusion
in the Capital Improvement Program. These are listed in priority
order along with the justification.
(1) Widen the Palomar Airport Rd. bridge over Interstate 5.
This roadway is currently at or near capacity and with
the completion of the Anderson's Pea Soup complex, the
additional commercial buildings along Paseo del Norte
and the industrial developments around Palomar Airport,
this road will be severely overcrowded. Plans for the
widening should also consider the future plans for the
reconstruction of Palomar Airport Rd. - Carlsbad Blvd.
intersection.
(2) Widen Palomar Airport Road to four lanes between
Paseo del Norte and El Camino Real.
As cited above,the increased development will cause
severe congestion problems, without this project.
(3) Construct Marron Rd. between El Camino Real and
College Blvd.
This will help to alleviate the existing congestion
problems around the Plaza Camino Real Shopping Center
and the freeway interchange by providing an additional
point of access.
(4) Widen La Costa Ave. to four lanes.
This will require coordination with San Diego County
because the roadway is currently under their jurisdiction.
This widening will be necessary to accommodate the
increased residential development in the La Costa
area and industrial development in the Palomar Airport
area, until Poinsettia Lane is constructed between
Interstate 5 and El Camino Real.
(5) Complete Elm Ave. and Tamarack Blvd. between Inter-
state 5 and El Camino Real.
(6) Complete Alga Rd. eastward to Melrose.
This will provide improved access to the San Marcos
and Escondido area and will help to reduce the amount
of traffic using Palomar Airport Rd. east of El Camino
Real.
I introduction u
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I
INTRODUCTION
The City of Carlsbad adopted the Circulation Element of the
City's General Plan in 1975. In conformance with State Law
this element consists of "the general locations and extent
of existing and proposed major thoroughfares, transportation
routes, terminals and facilities, all correlated with the Land
Use Element of the Plan".
In the intervening years the City has experienced a large amount
of residential, commercial and industrial growth. In addition,
recent regional forecasts have indicated this growth pattern
will continue for the foreseeable future, thus requiring a
balanced transportation system with provisions for all modes
of traffic to service the expanding travel needs of the City.
Several large scale developments now being proposed may require
modifications or additions to the Circulation Element to insure
transportation facilities are properly sized and located to
serve these and other developments. In addition, current fis-
cal constraints require the City to maximize the usefulness of
each transportation facility while minimizing maintenance and
operation costs. Current review of these proposed developments
suggests additional information resulting from a comprehensive
transportation analysis would facilitate the City's review of
traffic impacts and their mitigation, thereby precluding or
minimizing future problems.
In order to adequately address the development pressures on
the City's circulation system this study was commissioned to
review the City's current street master plan and recommend any
necessary modificiations to the master plan or transportation
policies.
To meet these goals the project was organized into various tasks
as follows:
A. Growth rates and traffic projections were deter-
mined based on a review of the City's planning
documents, existing and proposed developments,
regional population and traffic growth forecasts,
and information developed by surrounding agencies.
B. The adopted street design standards were reviewed
for conformance with current engineering design
standards and the transportation goals of the City.
Where necessary modifications and revisions were
recommended.
C. A modified Master Street Plan was prepared which
would provide roadways of adequate size and in
appropriate locations to serve the transportation
needs of the City as they are currently envisioned.
Along with the Master Street Plan, alignment studies,
showing tenative horizontal and vertical alignments
for each unconstructed arterial street, were prepared.
D. Recommendations for specific actions by the City
were then prepared covering a wide area of trans-
portation matters including the adoption of a
revised circulation plan, street design criteria
traffic control policies and for the continuing review
of these plans and policies.
I
growth rates
and estimated
travel demands
GROWTH RATES AND ESTIMATED TRAVEL DEMANDS
Having a thorough understanding of growth patterns and future
land uses is essential to any attempt at traffic forcasting.
By using this information, traffic projections can be made
for various stages of development. Roads can then be properly
located and sized to accomodate the anticipated traffic volumes.
The relative time when each road will be needed can also be
estimated so a realistic capital improvement program may be
developed.
This study made use of the Land Use Element of the Carlsbad
General Plan and the Local Coastal Plans for both Carlsbad and
San Dieguito to determine ultimate land uses. The information
in these references was then modified by site specific informa-
tion from approved master plans, specific plans and tentative
maps. These included a large percentage of the undeveloped land
in the southern and eastern portions of the City, including such
projects as La Costa, Rancho Carrillo, Carlsbad Oaks, The Koll
and Signal Landmark Industrial Parks, Carlsbad Highlands and Lake
Calavera Hills.
City wide growth patterns have been projected by two different
sources. The San Diego Association of Governments (SANDAG) has
prepared population and travel demand forecasts based on antici-
pated land uses. The current forecast, known as Series V, was
prepared in 1980. This forecast was based on land use informa-
tion supplied by each city, which was then modified to correspond
with projected regional demands for employment and housing. The
city also commissioned Sedway/Cooke to prepare a growth manage-
ment plan. Their report entitled "City of Carlsbad Interim
Growth Management Program, May 1981" addressed growth patterns,
public service availability and the financial implications of
the projected growth.
The Sedway/Cooke report indicated there were no substantial develop-
ment constraints in Carlsbad. Since the report was published the
Leucadia County Water District which provides sewer service to the
southern part of the City has initiated a monitorium due to lack
of capacity. This should delay development in this part of the
City, but not preclue it since the treatment plant can be expanded
to provide the needed capacity.
We have reviewed each of these studies, and have slightly revised
the growth patterns shown in the Series V and Sedway/Cooke reports
to account for recent development approvals. These patterns
are shown on Exhibit A. The development rate is of course
dependent on many factors including: home interest rates,
changes in the availability of public services, changes or
modifications to the coastal zone regulations, and the
nation's overall economy. This map should, provide
an initial basis for prioritizing improvements needs and for
determining which roadways will likely be built by developers
as part of their projects and which ones will have to be con-
structed in advance of development. The growth patterns should
be reviewed annually with the CIP to correlated development appro-
vals with Capital Improvement needs.
I GROWTH PATTERNS
CAItLSBAO
BLVD
l- J J 3 •;
AVE
EMCMAa
OCEAN
LgGEND
DEVELOPED
1985-1990
L, " ., ,1 1990-2000
BEYOND 2000
AGRICULTURAL/OPEN SPACE
680
WILLDAN ASSOCIATES
EXHIBIT A
Carlsbad is also affected by regional growth patterns. Fortunately,
the City of Oceanside to the north and San Diego County to the
south have recently completed area wide traffic analyses, which
included current land use and development patterns in those
areas. These were supplemented with similar information obtained
from the Cities of Vista and San Marcos. We were thus able to
use the most current land use and development information to for-
mulate the development phasing map (Exhibit A) and ultimately the
travel demand forecasts.
Travel demand forecasting for a large area such as Carlsbad
is typically perfonned with assistance of a computer model. The
models have pertinent land uses, trip generation rates and
the street network as a data base. The generated trips are
assigned to the street network based on a preselected format,
generally including such factors as time and distance. The
model is then calibrated and adjusted using known information
so projections can be made for varying levels of development.
The model typically used in San Diego is the Trip Development
and Network Analysis model developed by CALTRANS and SANDAG.
This model while not as sophisticated as some currently
available models is used because it has been calibrated to
the County's travel patterns, which gives more credibility
to this model over other more sophisticated models. It has
also been used by other agencies so the information is consis-
tent with other traffic forecasts. Another advantage to
using the local model is the availability of CALTRANS and
SANDAG staff to assist the City in future updates at cost.
The local model was developed to serve regional needs and provides
good projections for freeways and expressways'. The traffic a;:ialy-
sis zones (TAZ) must, however, be broken down into sub areas to
provide meaningful information for arterial streets within each
City.
Prior to using the local model or any model, it is necessary to
estimated the travel demands so a reasonable street pattern can
be input into the model. This will substantially reduce the
number of iterations required to develop the ultimate street
network. The preliminary estimates also provide a means of
checking the volumes projected by the model.
The following pages describe how traffic volumes have been esti-
mated for the major streets in Carlsbad. These estimates have
relied heavily on projections made by SANDAG using the regional
model with the Series V land use projections, sub-area models used
in the City of Oceanside's "Master Traffic Study" prepared by
Berryman and Stephenson in September 1979 and San Diego County's
"Supplemental Draft Environmental Impact Report, San Dieguito
Circulation Element, GPA 81-01" dated May, 1981, and environmental
impact reports prepared for various projects in Carlsbad. These
projected volumes along with current volumes are then summarized
on Exhibit B.
The traffic volumes based on Series V information have been cri-
ticized in the past because of deficiencies which may lead to an
underestimation on the order of twenty to thirty percent. These
projections, however, give a good indication of orders of magni-
tude which allows us to check the roadway sizes. We heartily
recommendd a modeling study be completed as soon as Series V
information becomes available.
10
It must be stressed these are rough estimated based on a number
of studies and should be used cautiously. Their primary use
should be as a preliminary means of determining roadway sizes
and locations. The volumes should then be substantiated by
the use of a sub-area model, at which time the street system
should be modified as needed.
11
PROJECTED TRAFFIC VOLUMES
CARLSBAO
BLVO
2/S/5 ,
I5/It./17
0/12/15^
PACIFIC
OCEAN
?/lfc/l8
AVE
ENCINAS
0/3/10
7/14/20
ESTIMATED TRAFFIC
1981/1990/2000^
^ IN THOUSANDS
Mr"
.OLIVENHA^t<^- 1 J
^0/20 680
WILLDAN ASSOCIATES EXHIBIT B
12
"ESTIMATED TRAVEL DEMAND"
AVENIDA ENCINAS
Cannon Rd. to Palomar Airport Rd.: This street section was
just recently completed as part of a commercial office project,
therefore, 1981 traffic volumes were negligible. By 1990 the
area should be built out. The approximately 70 acres will
generate over 20,000 trips, which will distribute fairly equally
the north and south. This will yield street volumes in the range
of 12,000 to 15,000 vehicles per day.
Palomar Airport Rd. to Poinsettia Lane: This street will serve
a combination of industrial, commercial and residential uses.
The industrial will generate up to 8,000 trips per day while
the residential will generate approximately 4000 trips and the
commercial approximately 3000 trips. Development of this will
probably occur after 1990.
ALGA ROAD
Poinsettia Lane to El Camino Real: Due to the rough terrain and
potential complications within the Coastal Zone, this road will
probably only serve local developments and not form a connection
to Interstate 5 via Poinsettia Lane until after 1990, therefore,
an ADT of 4000 is estimated. While the Series V projections
for the year 2 000 call out a zero volume, we estimate an ADT
of 10,000 since this road will provde a link to the freeway
for the area along Alga east of El Camino Real and will serve
development west of El Camino Real.
El Camino Real to Melrose Ave: There is a relatively limited
amount of land along Alga that can still be developed. This
will probably be completed by 1990 and could add 11,000 trips
13
to Alga. Alga, however, will also be connected to Melrose by
1990, which should reduce some of the traffic now travelling west
on Alga to eventually travel north or east. Series V estimates
the volume will vary from 4,000 to 17,000, which is reasonable.
CANNON ROAD
Carlsbad Blvd. to Interstate 5: This segment has a current
ADT of 2200 but a new industrial park is just opening. The
Oceanside Study estimated the ultimate volume to be 4,300 and
the Series V estimated 5,000, which seems appropriate for both
1990 and 2000.
Interstate 5 to El Camino Real: The Oceanside study indicated
a zero volume and the Series V estimated 6,000 vehicles per day.
These projections are probably low, because recent studies
for projects near Palomar Airport have indicated the need for
a connection to Cannon. The residential area east of El
Camino will also use this as primary access to the freeway.
We, therefore, estimate an ADT of 14,000 in 2000, with 6,000
in 1990.
El Camino Real to Oceanside: This road will probably not serve
a significant developed area until after 1990. The Oceanside
study and Series V project ADT's of 15,000 and 24,000 respectively.
The Series V projection is probably high due to the recent approval
of the Lesire Technology retirement center in Oceanside, but the
Oceanside study in turn failed to include any trips on Cannon to
the freeway. We, therefore, estimate the year 2000 traffic to be
18,000 vehicles per day.
14
El Camino Real to Oceanside: This road will probably not be
built until after 1990. The Oceanside study and Series V project
ADT's of 15,000 and 24,000 respectively. The Series V projection
is probably high due to the recent approval of the Leisure
Technology retirement center in Oceanside, but the Oceanside
study in turn failed to include any trips on Cannon to the
freeway. We, therefore, estimate the year 2000 traffic to
be 18,000 vehicles per day.
CARLSBAD BLVD.
City of Oceanside to Elm Ave.: The current volume is 9,500
which should grow due to downtown redevelopment and denisifcation
of residential uses. The Oceanside study projected an ADT of
22,000 which seems too high in view of the redevelopment plans.
Series V projects a 14,000 ADT, which appears more reasonable,
therefore, an ADT of 12,000 in 1990 and 15,000 in 2000 were
estimated.
Elm Ave. to Tamarack Ave: The current volume is 18,900
which should increase due to downtown redevelopment. The Ocean-
side study and Series V only project 17,000 and 14,000 vehicle
per day respectively which appears to be low. We have therefore,
estimated volumes of 21,000 and 23,000 for 1990 and 2000,
assuming a growth rate similar to Carlsbad Blvd. north of
the downtown area.
Tamarack Ave. to Palomar Airport Rd: The current volume is
approximately 15,000 and Series V predicts a volume of
17,000. Because there will be little growth in this area,
this is probably a good estimate.
Palomar Airport Rd. to La Costa Ave.: The current volume is
7,000 and the Series V forecast is 14,000. The Series V is
15
probably low in this area because it is low in the road segment
south of La Costa Ave. where the County's sub-area model predicts
28,000 vs 19,000 for Series V. Due to this and the oppor-
tunities for development in this area, we project a steady in-
crease to a maximum of 20,000 vehicles per day.
COLLEGE BOULEVARD
Oceanside City Limits to Elm Ave.: The Oceanside study projects
an ADT of 26,000 and Series V projects 31,000. The road is
not constructed at this time, but should be constructed to
this point by 1990 to serve the first phases of the Lake
Calavera Hills development. We, therefore, estimate the 1990
and 2000 ADT's to be 8,000 and 28,000.
Elm Ave. to El Camino Real: This segment probably will not
be completed until after 1990. Series V predicts 21,000
vehicles per day, which may be a little low since 10,000
vehicles are projected just from the Koll industrial park.
We have therefore estimated an ADT of 24,000.
El Camino Real to Palomar Airport Rd.: Series V estimates
an ADT of 19,000, but the traffic analyses for the Koll and
Signal Landmark industrial parks indicate those projects alone
will generate 20,000 trips along College. This is about the
maximirai capacity of the street due to the intersection con-
straints at Palomar Airport Rd. and at El Camino Real. "We have
therefore estimated the 1990 and 2000 ADT's at 17,000 and 22,000.
Palomar Airport Rd. to Poinsettia Lane: This segment will not
be built until after 1990 and will primarily serve the residen-
tial area south of Palomar Airport Rd. Series V estimates the
volume to be 4,000 which may be low due to the large
16
employment center along Palomar Airport Rd., We have therefore
estimated 10,000 vehicles per day.
EL CAMINO REAL
Highway 78 to Marron Rd.: The Oceanside study projects an ADT
of 40,000 while Series V only projects 21,000. The current
volume is 30,000 which is close to capacity. This volume will
increase with the additional growth east of El Camino Real and
continued growth in the Oceanside, Vista, San Marcos area.
The demand for travel along El Camino Real may exceed 40,000
vehicles per day, but will be constrained to approximately that
number by the numerous intersection between Chestnut and Inter-
state 5.
Therefore, we agree with the Oceanside estimate of 40,000.
Marron Rd. to Tamarack Ave.: The current volume varies from
15,000 to 20,000 vehicles. The Oceanside and Series V study fore-
case 24,000 and 22,000 vehicles. Since the Series V study
was low in the street segment to the north we have choosen to
use the 24,000 figure and expect the growth to be at a fairly
constant rate due to the long range residential development
patterns in the area.
Tamarack Ave. to Cannon Rd.: Both the Oceanside study and
Series V predict approximately 20,000 vehicles per day while
the current volume is 14,000. Using the same reasoning as
in the previous segment, we expect a constant rate of growth
to the 20,000 ADT level.
Cannon Rd. to Palomar Airport Rd.: The current volume is 14,000
vehicles per day. The Oceanside study estimates 38,000 but since
17
this is on the fringe of that study, the volume is suspect.
Also there will be insufficient capacity at the Palomar Air-
port Rd. intersection to handle this volvime. Series V predicts
24,000, which is probably low because the EIRs for the Koll
and Signal Landmark projects indicate over 15,000 vehicles will
use this roadway segment-just from those developments. We,
therefore, project an ultimate volume of 32,000 with the
bulk of this increase by 1990 when most of the industrial
development will be complete.
Palomar Airport Rd. to La Costa Ave.: The current volume is
15,000 and Series V projects 20,000. We feel this niamber is low
particularly when compared with the San Diego County studies
further to the south and when considering the large employment
center to the north and commercial center to the south in
Encinitas. We, therefore, estimate an ultimate volume of 25,000
with the bulk of the increase occuring by 1990.
La Costa Ave. to Olivenhain Rd.: The current volume is 12,000
and Series V project 15,000. San Diego Co. projects an ADT
ranging from 30,000 to 60,000 depending on whether SA 680 is built,
Since it is unlikely that SA 680 will be completed by 2000
we project a mid-range value of 40,000 which will approximately
be the maximum capacity at the La Costa Ave. intersection. The
growth will be due to a combination of increased commercial acti-
vity and long term residential growth, therefore, the traffic
growth should be relatively steady.
EL FUERTE STREET
Alga Rd. to Palomar Airport Rd.: An ADT of 12,000 is projected
by the Rancho Carrillo EIR. This volume should occur over the
next 10 to 15 years at the Rancho Carillo and adjacent properties
develop.
18
Palomar Airport Rd. to Los Monos: This road will primarily
serve the Carlsbad Oaks industrial development, but will also
be used by some vehicles using Los Monos to bypass the
Palomar Airport/El Camino intersection. We, therefore, estimate
the ultimate volume will be 10,000, most of which will occur
prior to 1990. :
ELM AVENUE
Carlsbad Blvd. to Interstate 5: The current ADT ranges from 8,000
to 18,000. The Oceanside study and Series V forecast an ADT
of approximately 33,000. This estimated volume probably is too
high because the increase would be the result of downtown re-
development, which is not anticipated to generate that much
additional traffic. We have therefore, estimated a steady increase
to a maximimi of 28,000 vehicles per day.
Interstate 5 to El Camino Real: The current volume is 7,000
but will increase significantly with the completion of the
connection to El Camino Real and to Marron Rd. Both the
Oceanside study and Series V project 24,000. Since the
connections to El Camino Real and Marron Rd. should be com-
pleted by 1990, the bulk of the increase should occur by 1990.
El Camino Real to College: Both the Oceanside study and Series
V estimate volumes of approximately 17,000 vehicles per day.
This should occur steadily over the next twenty years due to
long range residential development.
LA COSTA AVENUE
Carlsbad Boulevard to Interstate 5: The current volume is 5,000
but the San Diego CQ forecast is approximately 10,000.
This will be the result of steady residential growth, therefore,
the volume should also increase at a steady rate.
19
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Interstate 5 to El Camino Real: The current volume is 14,000.
The San Diego Co. forecast 14,000 to 25,000 depending
on the construction of SA 680. Since SA 680 probably will not
be completed by 2000 we estimate the higher volume.
El Camino Real to Rancho Santa Fe: The current volume is 7,000
and is projected to increase to 9,000 by the San Diego Co. study
but will probably increase to 15,000 with the development east
of Rancho Santa Fe. Road. This will probably occur over the next
fifteen years as a result of completing the La Costa Master Plan.
Rancho Sante Fe to Mission Estancia: Based on the projected
number of units in this area, approximately 5,000 trips per day
will be served by this extension of La Costa Ave. The bulk of
these trips will occur by 1990.
LOS MONOS ROAD - PALMER WAY
Cannon Rd. to El Camino Real: Based on the EIRs for the Koll and
Signal Landmark industrial projects and Macario Canyon Park the
estimated volume will be approximately 15,000. These projects
will be completed in 10 to 15 years.
El Camino Real to Melrose Ave: This will serve the industrial
area north of Palomar Airport Rd. and will alSo serve as a by-
pass from Palomar Airport Rd. Series V estimates the volume will
vary from 4,000 to 10,000 vehciles per day. These volumes are
probably too small due to the need for a bypass to the Palomar
Airport Rd./El Camino Real intersection. Based on a review of
EIR's for surrounding projects, 12,000 trips are expected by 1990
and 20,000 by the year 2000.
20
MARRON ROAD
Jefferson St. to El Camino Real: This serves as an access to
the Plaza Camino Real center and has a current ADT of 12,000.
This volume is estimate to increase to 18-30,000 vehicles
per day by Series V. This volume seems too high since it
serves primarily as a shopping center access. . We have therefore,
estimated a steady increase to 20,000.
El Camino Real to College Blvd.: The Oceanside study estimates
a volume of 10,000 vehicles per day without a connection to
Highway 78. By adding this connection another 5,000 to
10,000 vehicles could be expected. This road probably will
not be connected to College or Highway 78 until after 1990
therefore most of the volume will occur after that time.
MELROSE AVENUE
Los Monos Rd. to Palomar Airport Rd.: Series V estimates an ADT
of 24,000 and the Rancho Carrillo EIR estimates 23,000 but does
not consider any growth in Vista. We, therefore, estimate a
volume of 30,000, which should grow steadily to the year 2000.
Palomar Airport Rd. to Rancho Santa Fe Rd.: Series V estimates an
ADT of 25,000 to 32,000 but the Rancho Carrillo EIR estimates 12,000
to 2 0,000. We agree with the volumes shown in the the EIR
and expect most of the growth to occur prior to 1990.
MISSION ESTANCIA
El Camino Real to Rancho Santa Fe Road: This road is shown on the
La Costa Master Plan, but is not constructed at this time. Based
on the approved master plan and the number of units expected by
the City's Planning Department to be approved for the area 10,000
daily trips are anticipated. Since there is a sewer moritorium
21
in this area and the current planning is for the area east
of Rancho Santa Fe Road, the anticipated volumes will not occur
until after 1990.
Rancho Santa Fe Road loop: This road is also shown on the La
Costa Master Plan. Based on the current planning and estimated
ntimber of units 15,000 vehicles per day would be generated.
These will be spread out over the next 10 to 15 years due to
development constraints including sewer availability and the
current economic conditions. Approximately half of the trips
will occur prior to 1990.
MONROE AVENUE
Jefferson St. to Elm Avenue: This road has been partially con-
structed and has been opened only a few months. This will provide
an alternative access to the plaza shopping area from the central
Carlsbad area. Series V estimates the volume to be 9000, which
we agree with. Since the area is almost completely built out
most of this increase will occur prior to 1990.
OLIVENHAIN ROAD
El Camino Real to Rancho Sante Fe Road: The current volume is
10,000 but the future volume is dependent on the construction
of SA 680. SA 680 has been changed several times in recent
years on the County General Plan and could change in the future.
At this time, it is to be built to secondary arterial standards
but have adequate right of way for a prime arterial. Since it is
not likely the County will have funds to complete construction of
this road by 2000, we have based our estimated volume of 35,000
on the County's study.
22
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PALOMAR AIRPORT ROAD
Carlsbad Blvd. to Interstate 5: Series V estimates an ultimate
ADT of 18,000. This results from the industrial development
along Avenida Encinas and the industrial and residential develop-
ment near El Camino Real, which.should occur primarily before
1990.
Interstate 5 to El Camino Real: The current volume is 8,000
which will dramatically increase with the industrial development
near Palomar Airport. Series V estimates an ultimate volume
of 30,000 but this assumes Poinsettia Lane will be built. Since
Poinsettia probably will not be completed by 1990, Palomar Air-
port Rd. will have to carry some of this traffic. We, there-
fore, estimate the 1990 volume will be 40,000 but will drop to
30,000 by 2000.
El Camino Real to Melrose Ave: The Series V forecast is 31,000
but the Rancho Carrillo EIR estimates 39,000 which may be low
with additional development in Vista and San Marcos. We have
therefore, projected a steady increase from the current
volume of 12,000 to an ultimate volume of 40,000.
PASEO DEL NORTE:
Cannon Road to Palomar Airport Road: This street currently carries
approximately 5,000 vehicles per day and serves the Car Country
Auto Dealers. The road probably will not serve any other areas.
Therefore, since about half of the land is developed the traffic
should double with full development which should occur prior
to 1990.
Palomar Airport Road and Poinsettia Lane: This section currently
serves the Altimira housing development and a limited amount of
commercial development near Palomar Airport Road. The current
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volume is 2,000 vehicles per day. This should increase to
approximately 8,000 vehicles per day by 2000 with the growth
occurring primarily before 1990.
POINSETTIA LANE
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Carlsbad Blvd. to Interstate 5: Series V estimates this to
H be 17,000, which is probably too high unless there is intense
industrial development along Ave. Encinas north of Poinsettia Ln,
We do anticipate an increase, but expect it to be approximately
12,000 which will occur primarily after 1990.
Interstate 5 to El Camino Real: Series V estimates the volume
II to be 26,000 to 35,000. This is probably overstated due to the
ruggedness of the land and coastal zone restrictions. We
therefore, anticipate the volume to be at the lower end of this
H
H estimate and assume the road will not be completed until after
1990.,
II El Camino Real to Melrose Ave.: Series V estimates an ADT of
H 19,000, which seems valid because the Rancho Carrillo EIR projects
16,000 vehicles leaving that project. Since Poinsettia probably
II will not be completed between Interstate 5 and El Camino Real
^ most of this volume will occur after 1990.
H
This road will connect a proposed freeway interchange in Ocean-
H side with Marron Rd. and will provide an alternative access to
the Plaza Shopping Center. We estimate the traffic volume to be
10,000 vehicles per day, which will occur after 1990.
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RANCHO DEL ORO
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TAMARACK AVENUE
Carlsbad Blvd. to Interstate 5: Series V projects a volume of
4,000 but the current volume is over 6,000. The current volume
H should increase when the road is completed thru to El Camino
Real. We, therefore, estimate the voltome to be 8,000.
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• Interstate 5 to El Camino Real: Series V estimates a volume
I of 9,000 to 12,000. This may be too high unless the road is widened
to four lanes, which may be politically impractical thru the
I single family area. We, therefore, estimate a volume of 10,000
and assume the remaining demand will use Cannon Rd.
El Camino Real to Elm Ave: Series V estimates only 4,000 vehicles
I per day, but this will serve a fairly large residential area in
Lake Calavera Hills. We, therefore, estimate the ultimate volume
H to be 8,000.
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design criteria
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DESIGN CRITERIA
A street network cannot be defined strictly by traffic voltames and
I land uses. The street design criteria must also be carefully
considered. As part of this study we have reviewed the City's
current street design standards.
I The bulk of the design criteria is based on generally accepted
standards and does not require modification. We feel a few of
I the standards need some minor modifications to better suit the
future traffic demands. These include: the minimum intersection
spacings on arterial streets, the right of way and curb to curb
widths on arterial streets, the allowance for on-street parking,
the maximum allowable grades, and the design speed for hillside
streets.
Intersection spacing often results in controversy stemming from
the necessary tradeoffs between access to abutting properties
and the flow of traffic on the thru street. The current mini-
mum intersection spacings on prime and major arterial streets
are 2600 and 1200 feet respectively. This spacing provides
good flow characteristics on the major streets, but severly
limits access to the abutting properties. Access can easily be
provided by local and collector streets when large land
holdings are involved, but when smaller parcels develop, the
opportunity for providing access may be unnecessarily restricted.
This can be eased by allowing interim access (right turn in
I and out) until suitable access roads are constructed on
adjacent properties. This type of action, however, should be
• clearly spelled in each project's approval. Even with large parcels
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intersection spacings of 2600 and 1200 feet can cause difficul-
ties designing adequate on site street patterns. It can also
add to the response time of emergency vehicles and require
them to double back while responding to an emergency.
To help alleviate some of these concerns we recommend one "T"
intersections, restricted to right turns only, be allowed
approximately midway between each intersection and arterial
streets. This would allow improved access and if designed with
adequate sight distances and acceleration and deceleration lanes,
would not deteriorate the traffic flow characteristics on the
main street. The new intersections should help to reduce some
of the traffic volume and turning movements at the adjacent sign-
alized intersection which would help the intersection capacity
and reduce overall delays. To make this workable, the "T" inter-
section must be a public street designed to provide all surround-
ing properties with access. It should also have collector street
access to the paralleling arterial streets so a large number of
U turns are not created on the major street.
The current design criteria calls for major arterials to be
82 feet wide including an 18 foot median. This provides two
lanes in each direction and a single protected left turn lane.
H In most cases this will be adequate to carry the anticipated traffic
volumes of 20,000 to 40,000 vehicles per day. However, when
I a major arterial carrying traffic volumes at the upper end of
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this range intersects with either a prime arterial or another
major arterial also carrying reasonably high traffic volumes,
the intersection can have some capacity constraints resulting
in significant congestion during the peak periods.
To alleviate this situation the roadways should be widened near
the intersections to provide an additional turn lane or thru
lane or both as warranted by the projected traffic volumes.
A preliminary list of intersections that should be considered,
for special treatment is shown on Exhibit C. This, however,
is very preliminary and should be reviewed as development are
approved and after a sub-area computer model run has been made
and more accurate traffic projections are ascertained.
The typical street sections shown for arterials should be used
as a guide. There will be instances where it is necessary
to alter the street or right of way width to accomodate special
turn lanes, off-street bike paths or to split the opposing lanes
of traffic to reduce grading or to mitigate potential environ-
mental impacts.
On street parking is viewed as a desirable item by commercial
businesses and residences, it however, reduces the efficiency
of a roadway and adds to the cost of the roadway, by adding
to its size. Since the primary function of arterial streets is
to carry traffic, parking should not be allowed. There are times
however, when additional parking is necessary. In these cases,
if no other solution is viable, parking may be considered on
secondary arterials, but because of the traffic volumes parking
should not be allowed on prime or major arterials. Several
items should be considered before parking is granted on secondary
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arterials by the City Engineer.
1. The traffic volumes are not expected to be at
the high end of the range.
2. Parking is restricted at the intersections to
provide left turn pockets.
3. There are few midblock left turns, since with
parking there is no room for a two-way left turn
lane.
4. The parking lane is not needed for bicycle lanes.
Street grades, particularly in industrial areas, also have a
significant effect on street capacity. Unfortunately, the
terrain in the undeveloped portions of the City does not lend
itself to relatively flat street grades. There are several
areas where street grades will have to be at the current maxi-
mum unless a significant amount of grading is done. Every
effort, however, should be undertaken to keep the grades of
arterial streets under six percent. This is especially impor-
tant for roadways serving industrial areas because of the higher
number of trucks.
Finally, on hillside streets the design speed should be allowed
to drop to 20 mph with the permission of the City Engineer.
This will then be consistant with the 150 foot horizontal radius
and with other San Diego County cities.
The current design standards with the suggested modifications are
shown on Table 1.
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INTERSECTIONS REQUIRING DESIGN REVIEW
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Elm Ave - College Blvd.
Cannon Rd. - College Blvd.
College Blvd. - Palomar Airport Rd.
College Blvd. - El Camino Real
Melrose Dr. - Palomar Airport Rd.
La Costa Ave. - El Camino Real
Carlsbad Blvd. - Palomar Airport Rd.
Olivenhain Rd. - El Camino Real
EXHIBIT C
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PRIME MAJOR
CITY OF CARLSBAD
STREET DESIGN CRITERIA
SECONDARY COLLECTOR INDUSTRIAL LOCAL CUL-DE-SAC HILLSIDE
Estimated
Ultdmate ADT
40,000
or more
20,000 to
40,000
5,000 to
20,000
500 to
5,000
500 Max. 300 Max.
Design Speed 60 mph 50 nph 40 mph 20 mph 30 mph 25 nph 20 mph 25 mph**
***
Minimum Spacing
of Intersections
2600' 1200' 600' 300' 300' 150'
(T's only)
150'
Right-of-Way 126' 102' 84' 60' or
68'
72' 60' 56'
50' Bulb
24' 40'-60'
Parking & Driveways None none Where no
other is
possible
Ok Ok Ok Ok Ok Ok
Curb-to-Curb
Distance
106'
18'
median
82'
18
median
64' 40' or
48'
52' 40' 36'
40' btolb
24' 32'*
Minimim Traffic
Index
9 8.5 8.0 6.0 7.0 5.0 4.5 4.0 5.0
Minimum Structural
Section
6 AC
6 AB
5 AC
6 AB
4 AC
6 AB
4 AC
6 AB
4 AC
6 AB
3 AC
6 AB
3.0 AC
6 AB
3 AC
4 AB
3 AC
6 AB
Stopping Sight 525' 350' 275' 200' 200' 160' 160' 160'
Distance
200' 160' 160' 160'
Minimum Horizontal
Radius
1150' 850' 550' 300' 300' 200" 200' 150'**
yiax. Grade 7% 7% 10% 12% 7% 12% 12% 15%
yiin. Grade 0.5% 0.5% 0.5% 0.5% 0.5% 0.5% 0.5% 0.5% 0.5%
* Parking Limit:ed to one side.
** PeduciiLon to 20 nph design speed 150' radius with approval of City Engineer
*** One mid block ri^t tum in/out access on arterial stireets may be allowed with approval
of City Engineer
EXHIBIT D
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proposed ^
circulation plan A?
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PROPOSED CIRCULATION PLAN
The City's basic circulation plan as described in the City's
General Plan is generally adequate and does not require signi-
ficant modifications. In this section we will describe each
street category and then list all of the streets in each
category along with any changes or pertinent points.
The description of each street category has been taken from
the Circulation Element of the City's General Plan. Several
modifications have been suggested to these definitions to
clarify them and keep them consistent with the current design
standards. These proposed changes are shown in BOLDFACE type.
Freeways; The term "freeway" means an access-free, high speed
road with grade separated interchanges; and it has only one func-
tion to carry traffic. It is intended to expedite movements
between relatively distant areas in a community, metropolitan
area, or region.
The freeway is a major visual element in the City and in cut, at
grade, or on fill, it constitutes a major barrier separating land
uses on one side from those on the other.
Planning, design, and construction of freeways in California are
usually undertaken by the State Department of Transportation
and, as a result, fall outside the jurisdiction of a city. None-
theless, the City should play an important role in the selection
of freeway routes, in the determination of the number of lanes
required to carry projected traffic loads, and encouraging
the installation and maintenance of attractive landscaping so
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that the freeway right of way can become integrated with and
be an attractive part of the community visual scene.
Prime Ma^er Arterials; The primary and most important function
of prime magea? arterials is to move large volumes of vehicles
including automobiles, trucks and buses; and, as its name implies,
it should handle longer through trips.
The facility will be able to carry traffic volumes in excess of
40,000 vehicles per day. Prime mages? arterials will be able
to ACCOMODATE be expanded te six lanes er OF moving traffic,
Q This facility may be WILL HAVE designed with a curb separation
OF 102 FEET within a 12 6 foot right of way. Also included is
an 18 foot RAISED median divider.
Major Arterials: The function of the major arterial is to provide
for the movement of traffic. The major arterial carries traffic
Q gathered from collector streets and secondary arterials through-
out the community to other collector streets and seeendaafy arterials
or to the freeways within or surrounding the community. Land
access and parking should be provided by other classifications of
streets. Traditionally, however, this separation between the
Q movement of traffic and the need to serve adjacent land uses has
not been well recognized. To encourage this recognition and to
move traffic efficiently and safely, adequate medians should be
provided and the number of dr-i-vewayo and cross street inter-
sections should be minimized, on-street parking should be elimi-
Q nated wherever possible, and off-street parking for adjacent
development should be provided.
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Traffic volumes in excess of 20,000 vehicles a day necessitate
the construction of major arterial streets to carry such volumes
safely and efficiently. Major arterials will generally have
four lanes of moving traffic, and, depeRding-apen-adgaeenfe-deveiep
fflent-aHd-se3fviee-need9--may-eif-may-net-have-pa3fkinef-3:anes-r—Wheafe-
paafking-ianes-ajfe-pjfevided. -Ma-j-er •a-rtea?ia-ls wil-1 -^ave carried on
an 82-foot wide curb separation within 102 foot right of way. An
18-foot RAISED median divider may WILL be provided
THE INTERSECTION OF A MAJOR ARTERIAL WITH A PRIME ARTERIAL OR
ANOTHER MAJOR ARTERIAL MAY REQUIRE SPECIAL DESIGN AND WIDENING
OF THE ROADWAY IN THE VICINITY OF THE INTERSECTION.
Secondary Arterials: The main function of a secondary arterial
is to conduct traffic from collector streets to and from mageaf
arterials or freeways. Land access is only a minor function of
P a secondary arterial and, therefore, parking should be discouraged
and residential buildings should not have driveways entering
a secondary arterial. Additionally, it is good practice to avoid
situations where secondary arterials cross major arterials
to form a continuous system, since this might result in a
m tendency for traffic to use the secondary arterial in lieu of a
major arterial for long trips.
Traffic volumes in the range of 5,000 - 20,000 vehicles a day
should be accomodated by seeendaafy these streets. Secondary
arterials usually have two moving lanes and one parking lane for each
Q direction of flow OR A CENTER TURN LANE, and, therefore, require
a pavement width of 64 feet which requires a right of way of 84
11 feet. Where-neeessajfyT-a-seeendajfy-aafterial-ean-falf ill-the
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Q 3?e4e-e€-a-mage3?-ai?teaf-iai-th3feagh—fehe-expedient-ef-pjfeh-ib-iting-
en-stafeet-paffkimg-and-estabiishmen'fe-ef-a-eenfcrai-med-ian-d-iv-idejf-
e-ithe3?-3f aised-ejf-pa-iftfeed.
Collector Streets: The collector street is intended to serve
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as the connecting link to handle traffic between local streets
and the secondary and major arterials. Additionally, collector
streets provide access to abutting property and will include
those streets which provide for traffic movements within a
relatively small area such as a residential neighborhood.
Generally speaking, traffic using the collector streets will have
an origin or a destination within the local area.
Collector streets are anticipated to carry traffic volumes of
up to 5,000 vehicles per day. A collector street will normally
have one moving lane in each direction and may provide for
on-street parking; therefore, a minimum pavement width of 40
feet is recommended, which can be accommodated within a 60 foot
right of way. In areas of the City where collectors, or sections
of collectors are anticipated to carry traffic volumes greater
than 5,000 vehicles per day, OR IN INDUSTRIAL AND COMMERCIAL
ZONES, pavement widths and rights of way may be increased to
facilitate the additional traffic. Collector streets are not
illustrated on the circulation element map since they are only
locally important and are related to the design concepts uti-
lized within a neighborhood.
Local Streets: The principal purpose of a local street is to
provide vehicular, pedestrian and bicycle access to property
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abutting the public right of way, and moving traffic is only
a secondary function of the local street. Since land service
is its primary purpose, the local street should not carry
through traffic, and buses and heavy trucks should be excluded
Q except where the local street is in a commercial or industrial
area of the City.
Cross sections of local streets vary with building practices,
abutting land uses, parking requirements, planting of street
trees, and other considerations. Where both sides of the street
P are served equally, the common right of way width for a local
street is 60 feet with a pavement width 40 feet in -singie-fetm-iiy
residential areas. With-seatfeeafed-paifkingr — in-maifei-famiiy-ajfeas
wheafe-theafe-is-meafe-eaf-iess-eenfcintieas-pajfk-iRg-thafeagheHt-the-day-
and-night--a-Mifiii«Hm-ef-4e-feet-ef-pavefflent--is-3feqHi3?ed--in-e3fde3f-
H fehat-3feeffl-feaf-twe-mev-ing-ianes-ef-tifaffie-be-ava-iiabiev In commer-
cail areas, a minimimi pavement width of 40 feet is considered
necessary as well, while in industrial areas consideration of
the predominant type of trucking and whether or not manuevering
of trailers must be provided for will dictate the width of
P pavement to be provided.
When pavement widths exceed 40 feet on local streets, right of
way must be increased above 60 feet correspondingly.
The overall system design of local streets can greatly affect
traffic since unduly long streets build up traffic volumes and
p cross streets and intersections with acute angles are likely
to cause accidents. Good practice precludes carrying local
Q streets into arterials since such intersections create unnecessary
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H friction points and cause accidents and related congestion on
the arterials. A far better approach is to bring local streets
into collectors which then feed into arterials and should be
realigned as needed to meet the current design standards re-
lating to design speed and curve radii.
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PROPOSED CIRCULATION PLAN
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CARLSBAO
BLVD.
PACIFIC
OCEAN
AVE ENCINAS
-AT a SF RR,
SPHERE OF INFLUENCE
FREEWAY
PRIME ARTERIAL
MAJOR ARTERIAL
SECONDARY ARTERIAL
WILLDAN ASSOCIATES EXHIBIT E
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PROPOSED CIRCULATION PLAN
Based on the projected traffic volumes and revised design .!
standards we recommend several modifications to the City's
current circulation plan. These proposed modifications along
with the justification for each charge are listed on the
Q following pages and then summarized on Exhibits D&E.
FREEWAY
Interstate 5 - North City Limits to South City Limits
There is adequate capacity and no changes are justified
Highway 78 - Interstate 5 to East City Limits
No changes are necessary in the clas.sification. It is planned
to expand the freeway to six lanes and to include an inter-
Q change at Rancho del Oro.
I PRIME ARTERIAL
El Camino Real - Highway 78 to Olivenhain Road
No changes are necessary in the classification or
alignment, but consideration should be given to construc-
ting roadways in the near future that will reduce the
amount of traffic using El Camino Real in the vicinity of
Highway 78 and Palomar Airport Road in order to relieve
anticipated congestion problems.
Melrose Drive - North City Limits to Rancho Santa Fe Road.
The County Board of Supervisors recently deleted the
portion of Melrose between Rancho Santa Fe road and
SA 680. This will substanitally reduce the amount of
traffic using Melrose between Palomar Airport Road and
Rancho Santa Fe Rd. Therefore, we would recommend down-
grading this portion of Melrose to a major arterial.
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0 It has been suggested to realign Melrose south of Palomar
gi Airport Rd. farther to the west. We have reviewed this
proposal and feel it not only serves the area south of
H Palomar Airport Rd. better, but does not divide the
property to the north and therefore, is an appropriate
alignment.
g The anticipated traffic volumes north of Melrose are not
sufficient to justify the prime arterial status. The
P County and Vista however, show it as a prime arterial,
therefore, we would recommend keeping it as a prime
arterial north of Palomar Airport Rd. until the computer
g modeling is completed. If the projected volumes remain
approximately the same, Carlsbad should downgrade the
H roadway to a Major arterial and suggest the County
and Vista do the same.
1 Palomar Airport Rd - Carload Blvd. to the East City Limits
the portion between Carlsbad Blvd. and Interstate 5 will
not carry enough traffic,to necessitate six lanes, but due
H to the numerous turning movements in a short distance will
require a median and multiple turn lanes at some inter-
sections. It should therefore, be downgraded to a major
arterial.
That portion east of 1-5 should remain as a prime arterial
H and should be realigned as needed to meet the current design
standards relating to design speed and curve radii.
H Due to the current development along Palomar Airport
Rd. between Interstate 5 and El Camino Real severe con-
gestion problems are anticipated unless the roadway is
I widened. Steps should be taken to expand this roadway
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to four or six lanes especially at the interchange with
Interstate 5. In addition efforts should be made to
construct alternative routes such as Cannon Rd. within
the next ten years to meet the needs of development.
MAJOR ARTERIAL
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Alga Road - Poinsettia Lane to Melrose Drive
H This road is anticipated to carry less than 20,000
vehicles per day thru fairly rough terrain and should
fl therefore be downgraded to a secondary arterial,
m We have reviewed several alignments for the segment west
of El Camino Real. Due to the topography and relative
H traffic volumes, we recommend Alga curve to the north to intersect Poinsettia Lane rather than continue west
to Interstate 5.
I Cannon Rd. - Carlsbad Blvd. to the East City Limits
Traffic volumes between Carlsbad Blvd. and El Camino Real
II will be relatively low and do not justify a major arterial.
Because of the sensitive environmental conditions considera-
tion should be given to separate alignments for the eastbound
and westbound lanes. Due to the potential congestion pro-
blems along Palomar Airport Rd. every effort should be made
to construct this segment by 1990.
H Several alignments were reviewed. The alignment shown
on the plan and profile causes the least amount of
fl grading and provides the least encroachment into the
m wetlands area. Care will have to be exercised at El
Camino Real so that adequate protection is included to
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prevent the new bridge west of El Camino Real from
being damaged by storm drainage.
East of El Camino Real the traffic volumes will increase
and may be enough to justify the major arterial designation.
We recommend retaining the designation until a computer
model is completed.
Carlsbad Blvd. - North City Limits to the South City Limits
No changes in street classification or alignment are
necessary. Care should be taken when the road is widened
to provide off-street parking to replace any on-street
parking that is lost near the various beach entrances.
College Blvd. - North City Limits to Poinsettia
No changes in the street classification or alignment are
necessary except College should be continued south
of Palomar Airport Rd. to Poinsettia as a secondary
arterial. This will provide a necessary link between
the Palomar industrial area and the residential area
along Poinsettia Lane. Due to the potential congestion
problems at Palomar Airport Rd. and El Camino Real,
College Blvd. should be constructed between El Camino
Real and Palomar Airpot Rd. by the end of the first
phase of industrial development in either the Koll or Signal
Landmark projects.
La Costa Ave. - 1-5 to Mission Estancia
No changes in street classification or alignment.
The City should begin working with the County to widen La
Costa Ave. to four lanes between Interstate 5 and El Camino
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H Real in the next five to ten years. This could be accom-
plished as a phased project with widening at El Camino
Real and Interstate 5 occuring in the first phase.
Olivenhain Rd. - El Camino Real to Rancho Santa Fe
No changes are necessary in classification or alignment.
Poinsettia Lane - Carlsbad Blvd. to Melrose Dr.
West of Interstate 5 the traffic will justify a secondary
arterial. This will require a grade separated crossing at
the railroad and a signalized intersection at Carlsbad
Blvd. which we believe is superior from a cost and safety
H standpoint to providing grade separations to the two
existing and outdated grade separations on Carlsbad Blvd.
East of Interstate 5, Poinsettia and its continuation east
of El Camino Real (now proposed as Carrillo V7ay) will carry
traffic volumes in excess of 20,000, and should be designated
H as a major arterial.
Rancho Santa Fe Rd. - Olivenhain Rd. to East City Limits
No changes are necessary in street classification and
alignment.
Tamarack Ave. - Carlsbad Blvd. to Elm Ave.
H The anticipated traffic volumes are below 10,000 vehicles
per day, therefore, this entire road should be designated
as a secondary arterial.
SECONDARY ARTERIAL
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I Ave. Encinas - Cannon Rd. to Batiquitos Lagoon.
H This roadway should be reclassified to a cllector street
south of Poinsettia Lane, as there is insufficient traffic
8 to justify a secondary arterial.
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fl Camino Vida Roble - Palomar Airport Rd. to El Camino Real
Q Downgrade to a collector as there is not enough traffic
to justify a secondary arterial.
H El Fuerte St. - Alga Rd. to Los Monos Rd.
This alignment and classification should remain south
of Palomar Airport Rd. as there is insufficient traffic
H to justify upgrading it to a major arterial. The secondary
arterial classifications should be continued north of
H Palomar Airport Rd. to connect with Los Monos.
Elm Ave. - Carlsbad Blvd. to College Blvd.
No changes are necessary in the street classification and
alignment.
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Los Monos Road/Palmer Way - Cannon Rd. to Melrose Dr.
This street should be realigned to connect with El Camino
H north of Palomar Airport Rd. instead of College east of
El Camino Real. It is projected to carry approximately
H 20,000 vehicle s per day and will serve the industrial
area along Palomar Airport Rd, If it were to connect with
College east of El Camino Real there would be a mixing of
industrial and residentially oriented traffic which could
lead to problems. This section of Los Monos should be
carefully designed because of the sensitive environmental
characteristics along the proposed route.
Palmer Ave. also goes through an environmentally sensi-
H tive area and should be carefully designed. Due to poten-
tial congestion problems along Palomar Airport Rd. it will
H be necessary to build the portion between Cannon Rd. and
College Blvd. by 1990.
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Lagoon Drive - Poinsettia to El Camino Real
This road should be deleted and constructed only as a
street serving the large lot residential, recreational and
agricultural needs along Batiquitos Lagoon. Access to this
I area will also be provided by collector streets off Alga Rd.
Marron Rd. - Jefferson St. to College Blvd.
No changes are necessary in the street classifications and
alignment.
Mission Estancia - El Camino Real to Rancho Santa Fe Rd.
H This roadway should remain as a secondary arterial, but
should be offset when it crosses Rancho Santa Fe Rd. to
fl discourage through traffic. The street should also be
looped back into Rancho Santa Fe Rd. north of La Costa
Ave. so the property that would have been served by the
extension of Melrose can be adequately served.
Monroe St. - Marron Rd. to Elm Ave.
No changes are necessary in the street classification and
alignment.
Paseo del Norte - Cannon Rd. to Poinsettia Lane
No changes are necessary in the street classification and
al ignment.
Rancho Del Oro - North City Limits to Marron Rd.
This will provide a connection to Hwy. 78 at the over-
crossing proposed by Oceanside. It will serve to reduce
the congestion anticipated at both the El Camino Real and
College Blvd. freeway interchanges.
H Yarrow Dr. - Palomar Airport Rd. to Camino Vida Roble
Downgrade to a collector street as there is not enough
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traffic to justify a secondary arterial.
Secondary Arterial - Cannon Rd. to Palomar Airport Rd.
This should be eliminated at this time because it would
go thru an urban preserve and therefore, would not serve
a useful purpose until the land is rezoned and adequate
street alignments can be determined. The area will also
be served by Palmer Way.
m Secondary Arterial - Poinsettia to Lagoon Dr.
This should be downgraded to collector since Lagoon
Dr. will not be built as an arterial and to minimize
the adverse impacts on the lagoon area.
A listing of the proposed street classifications and their limits
is shown on Exhibit E.
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RECOMMENDED STREET CLASSIFICATIONS
FREEWAYS
Interstate 5
Highway 78
PRIME ARTERIALS
El Camino Real
Melrose Dr.
Palomar Airport Rd.
MAJOR ARTERIALS
Cannon Rd.
Carlsbad Blvd.
College Blvd.
La Costa Ave.
Melrose Dr.
Olivenhain Rd.
Palomar Airport Rd,
Poinsettia Ln.
Rancho Santa Fe Rd.
SECONDARY ARTERIALS
Alga Rd.
Ave. Encinas
Cannon Rd.
College Blvd.
El Fuerte
Elm Ave.
North City limits to south city limits
Interstate 5 to east city limits
Highway 78 to Olivenhain Rd.
North city limits to Palomar Airport Rd.
Interstate 5 to east city limits
El Camino Real to East city limits
North city limits to South city limits
North city limits to Palomar Airport Rd.
Interstate 5 to El Camino Real
Palomar Airport Rd. to Rancho Sante Fe Rd.
El Camino Real to Rancho Santa Fe Rd.
Carlsbad Blvd. to Interstate 5
Interstate 5 to Melrose Dr.
East city limits to Olivenhain Rd.
Poinsettia to Melrose Dr.
Cannon Rd. to Poinsettia Lane
Carlsbad Blvd. to El Camino Real
Palomar Airport Rd. to Poinsettia
Los Monos to Alga Rd,
Carlsbad Blvd, to College Blvd,
EXHIBIT E
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Los Monos/Palmer Way
La Costa Ave
Marron Rd.
Mission Estancia
Monroe St.
Paseo del Norte
Poinsettia Ln.
Rancho del Oro
Tamarack
Cannon Rd. to Melrose
El Camino Real to Rancho Santa Fe Rd.
Jefferson St. to College Blvd.
El Camino Real to Rancho Santa Fe Rd,
Marron Rd. to Elm Ave.
Cannon Rd. to Poinsettia
Carlsbad Blvd. to Interstate 5
North city limits to Marron Rd.
Carlsbad Blvd. to Elm Ave.
Tentative horizontal and vertical alignments for each of these
roadways have been prepared as a portion of this report and
are on file in the City Engineering Department. These align-
ments are tentative and are subject to change resulting from
project specific environmental reviews and project specific
planning. They should, however, serve as a guide to the City's
overall intent as far as the overall circulation plan is con-
cerned.
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PLAN IMPLEMENTATION
Full implementation of the Master Street Plan will provide
for the anticipated traffic volumes. It is difficult, however,
to coordinate the construction of roads with the line they are
needed because of varying development rates and economic con-
H straints on the City.
Through this study we have identified roadway improvements, which
are needed at this time either due to current traffic or traffic
from approved developments. In most cases the traffic congestion
will result from manh projects, yet the necessary roadway improve-
H ments are not a direct part of any development.
In these cases the City should undertake means of completing the
project. Various methods are available for accomplishing this
including: requiring developers to complete extensive off site
improvements with reimbursement agreements, using Public facilities
Q financing fees, Assessessment Districts, State of Federal funds or
a combination of these. We have identified several street improve-
ment projects that should be given a high priority for construction
with the next five years. These do not appear to be projects that
will be completed by developers in time to meet the traffic needs,
Q therefore, they should be considered for inclusion in the Capital
Improvement Program. These are listed ih priority order along with
the justification.
y (1) Widen the Palomar Airport Rd. bridge over Interstate 5.
This roadway is currently at or near capacity and with
the completion of the Anderson's Pea Soup complex, the
additional commercial buildings along Paseo del Norte
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and the industrial developments around Palomar Airport,
H this road will be severely overcrowded. Plans for the
widening should also consider the future plans for the
reconstruction of Palomar Airport Rd. - Carlsbad Blvd.
intersection.
(2) Widen Palomar Airport Road to four lanes between
Paseo del Norte and El Camino Real.
As cited above the increased development will cause
fl severe conjestion problems without this project.
(3) Construct Marron Rd. between El Camino Real and
College Blvd,
H This will help to alleviate the existing congestion
problems around the Plaza Camino Real Shopping Center
and the freeway interchange by providing an adciitional
point of access.
(4) Widen La Costa Ave. to four lanes.
H This will require coordination with San Diego County
because it is currently under their jurisdiction.
This widening will be necessary to accommodate the
increased residential development in the La Costa
area and industrial development in the Palomar Airport
area, until Poinsettia Lane is constructed between
Interstate 5 and El Camino Real.
(5) Complete Elm Ave. and Tamarack Blvd. between Inter-
state 5 and El Camino Real.
(6) Complete Alga Rd. eastward to Melrose.
y This will provide improved access to the San Marcos
and Escondido area and will help to reduce the amount
fl of traffic using Palomar Airport Rd. east of El Camino
Real.
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policy and procedures
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POLICIES AND PROCEDURES
To manage and implement the City's transportation system
effectively, it is important to have a set of standards so
that decisions can be made in a uniform and reasonable basis.
The current circulation element identifies the general plan
goals and policies relating to circulation. These are shown
below. We feel the goals are adequately addressed, but many
of the policies are actually objectives which the City is
attempting to meet and not policies for meeting the goals.
CURRENT GOALS AND POLICIES
GOALS
Provide a comprehensive circulation system to serve the present
and future needs of Carlsbad and the greater San Diego County
area. This system will require a balance among travel modes based
on safety, convenience, attractiveness, costs, social impacts
and travel needs of the citizens of Carlsbad.
POLICY
A. Improve operational efficiencies of streets by using
modern design standards and the latest available tech-
nology. Include provisions for emergency and public
service vehicles.
B. Construct each addition to the circulation system so that
it will provide a usable link in the total system.
C. Minimize disruptive effects on human life caused by the
construction and expansion of transportation facilities
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and utility services.
D. Provide bikeways for school routes, commuter routes and
recreational uses. Also, make provisions for bikeways in
virtually all new major, secondary and scenic roadways.
Coordinate implementation of bikeways with Parks and Re-
creation element.
E. Encourage and assist in the planning and development of
a regional mass transit system with other appropriate
agencies.
F. Provide adequate traffic safety measures at all intersections
involving vehicular, pedestrian, and/or railroad traffic.
G. Coordinate the circulation plan with the development of
the scenic route program (covered exclusively in the Scenic
Highways Element) for the preservation and enhancement of
the scenic qualities of selected corridors.
We recommend Policies A,C,E,F and G be classified as objectives
and Policies B and D remain as policies.
Policy and procedure statements for key areas of traffic engineer-
ing have been included in this report. These statements are in-
tended to assist both the Traffic Engineer and Traffic Advisory
Committee in dealing with existing conditions, but should also
help land developers in planning projects so traffic control pro-
blems are not built into their projects. These are only recommend-
ed guidelines. They should be thoroughly reviewed by the City's
Traffic Engineer and Traffic Advisory Committee. If actions are
deemed necessary on these policies they should be submitted to the
City Council for their action.
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STOP SIGN & YIELD SIGN INSTALLATION
A. PURPOSE
To insure effective and uniform application of stop
signs and yield signs to control vehicular traffic
conflicts at intersections,
B. GENERAL REQUIREMENTS
Stop signs and yield signs shall be installed by reso-
lution of the City Council, based on the principles
listed below and on specific warrants determined by the
Traffic Engineer,
(1) These devices are to be reserved for the control
of vehicular traffic conflicts at intersections,
and are not to be used for speed control or at
pedestrian crosswalks (unless otherwise warranted
to control vehicular conflicts).
(2) Signs are not to be installed against the major flow
of traffic, except where flows are relatively equal
(including fourway stop locations), or where unusual
intersection design requires such control for safe
operation.
(3) Stop signs are to be installed on all public streets
intersecting a through street, which has been so
designated by City Council resolution. Stop signs
may be installed at driveways and private roads
intersecting a through street as necessary for
safety.
(4) Specific engineering warrants, including factors
such as traffic volumes, accidents, visibility.
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and physical characteristics, are to be employed
by the Traffic Engineer in making analyses and deter-
minations of stop signs and yield sign installa-
tions ,
PROCEDURE
Requests for stop sign and yield sign installations shall
be directed to the Traffic Engineer for investigation
and analysis. If the requested location does not qualify
under this policy, the requesting party shall be so
advised. Recommended installations shall be scheduled
for City Council action.
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THROUGH STREETS
A. PURPOSE
A through street is established to provide a preferred
route for through traffic by controlling entering vehi-
cles from side streets. A system of properly established
through streets should provide an orderly flow of traffic
with minimum conflict.
B. GENERAL REQUIREMENTS
Through streets shall be established by resolution of
the City Council based on any one of the principals listed
below;
(1) The street is designated as an arterial in the City's
General Plan.
(2) 3,000 vehicles per day and —
(a) Is a regulary scheduled bus route, or
(b) Is a natural route which is an extension of
an existing through street.
(3) 50% or more of the intersections between the limits
of the proposed route have traffic signals, stop,
yield controls in place or meet the warrants for
same.
C. PROCEDURE
The Traffic Engineer should review all existing and new
streets on a regular basis and make recommendations to
the City Council through the Traffic Advisory Committee.
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TRAFFIC SIGNAL INSTALLATIONS
A. PURPOSE
To insure the installation of traffic signals in a uni-
form manner, based on priority of needs.
B. GENERAL REQUIREMENTS
Consideration of traffic signal installations shall be
based on the principles and warrants listed below and
on an annual priority rating determined by the Traffic
Engineer.
(1) Traffic signals are to be installed for the control
of conflicting flows of heavy traffic and 1:he re-
duction of accident hazard caused by such conflicts.
Signals are not to be installed for speed control
or as the result of short term accident experience.
(2) With the exception of temporary installations, traffic
signals should comply with the requirements of the
California Division of Highways and the Manual
on Uniform Traffic Control Devices.
(3) School pedestrian crossing signals are to be con-
sidered on a separate priority basis from other
signals.
(4) Before traffic signals may be considered and prio-
rity ratings determined, one or more of the warrants
listed in the CALTRANS Traffic Manual must be met
or exceeded.
C. PROCEDURE
A traffic signal priority rating list shall be prepared
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each year, after review of all known locations meeting
one or more warrants for traffic signals. Recommenda-
tions for annual budget expenditures for traffic signal
installations shall be made from this list.
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SPEED ZONES
A. PURPOSE
Speed zones are to be established in conformance with
State Law, following an engineering and traffic survey
in accordance with methods determined by the California
Department of Transportation for use by State and local
authorities.
B. VEHICLE CODE PROVISIONS
(1) Engineering and Traffic Survey. "An Engineering
and Traffic survey shall include, among other re-
quirements deemed necessary by the department, con-
sideration of the following:
(a) Prevailing speeds as determined by a traffic
engineering survey.
(b) Accident records.
(c) Highway, traffic and roadside conditions
not readily apparent to the driver". (C.V.C,
Section 627).
(2) Provisions Authorizing Increase or Decrease of Local
Limits. "Whenever a local authority determines upon
the basis of an engineering and traffic survey that
a speed greater than 25 miles per hour would facili-
tate the orderly movement of vehicular traffic and
would be reasonable and safe upon any street other
than a state highway otherwise subject to a prima
facie limit of 25 miles per hour, the local authority
may by ordinance determine and declare a prima facie
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speed limit of 30, 35, 40, 45, or 50 miles per
hour or a maximum speed limit of 55 miles per
hour, whichever is found most appropriate to
facilitate the orderly movement of traffic and is
reasonable and safe, which declared prima facie or
maximum speed limit shall be effective when
appropriate signs giving notice thereof are erected
upon the street. The provisions of this section
shall not apply in respect to any 25 miles per hour
prima facie limit which is applicable when passing
a school building or the grounds thereof". (C.V.C.
Section 22357).
Similar provisions in Section 22358 for decrease of
local limits.
(3) Provision Excluding Physical and Other Apparent Condi-
tions as Causes For Downward Speed Zoning. "It is
the intent of the legislature that physical conditions
such as width, curvature, grade and surface conditions,
or any other condition readily apparent to a driver,
H in the absence of other factors, would not require
special downward speed zoning, as the basic rule of
Section 22350 is sufficient regulation as to such con-
ditions", (C.V.C. Section 22358.5).
(4) Basic Speed Law "No person shall drive a vehicle upon a
y highway at a speed greater than is reasonable or
prudent having due regard for weather, visibility.
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the traffic on, and the surface and width of, the
highway, and in no event at a speed which endangers
the safety of persons or property". (C.V.C Section
22350)
PROCEDURE AND REQUIREMENTS
(1) Speed surveys under light traffic conditions are
to be taken at appropriate intervals along the
street and an analysis made of the cummulative
distribution of speeds and vehicles using the street.
(2) An accident diagram shall be prepared and an analysis made
of the relationship of accidents to speeds and speed
differentials of vehicles using the street.
(3) Investigation of any highway, traffic, or roadside
conditions not readily apparent to the driver.
(4) Speed limits to be set by ordinance following con-
sideration of the above factors at a level which will
maintain a smooth flow of traffic without excessive
"taiigating" or congestion resulting from vehicles
observing the posted limit. This is expected in most
cases to be at or near the observed 8 5th percentile
speed.
(5) Special advisory speed signs ("25 mph When Students
Present") signs may be posted in conjunction
with "School" signs on streets with posted speed
limits greater than 25 mph.
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DRIVEWAY LOCATIONS
A. PURPOSE
To insure driveways are properly sized and located to
serve the needs of the development without adversely
I impacting the adjacent street.
B. GENERAL REQUIREMENTS
All new driveways shall be approved by the traffic engineer
as part of the development plan review or review of the
request for a driveway permit.
I (1) Driveways shall conform to the requirements of
the San Diego Regional Standards and the City of
fl Carlsbad Design Standards.
g (2) No driveways shall be permitted on Prime or Major
^ Arterials without special permission by the City
y Engineer. Provisions for interim use of driveways
on those streets until alternative access is pro-
y vided may be considered.
(3) Driveways should be located a minimum of 150 feet
from the intersection with a Prime or Major Arterial
street.
(4) The property owner shall submit adequate justifica-
y tion for requests for more than one driveway.
(5) Joint-use driveways shall be encouraged.
(6) Adequate sight distance shall be provided at all
driveways.
C. PROCEDURE
I The Traffic Engineer shall review all development plans
and requests for driveway permits for consistency with
these standards.
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BUS ROUTE AND STOP LOCATIONS
A. PURPOSE
To insure an effective bus service providing good accessa-
bility, while reducing the potential conflicts between
busses and other modes of transportation.
B. GENERAL REQUIREMENTS
City staff and Developers should work closely with the
staff from North County Transit District to provide a
good bus service to the Community.
Council Policy No. 30 issued 10-7-80 should be modified
to include the following:
(1) Bus routes should be restricted to arterial and
collector streets.
I (2) Provisions should be made for busses to stop out
of the travel lane on arterial streets. This may
y be accomplished by use of bus pullouts or parking
restrictions.
• (3) New routes and service extensions should be coor-
I dinated with new development. This may require a
special subsidy by the developer to cover the opera-
H ting costs until full development occurs, but will
be an effective means of mitigating some traffic
impacts, particularly in industrial areas.
C. PROCEDURES
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Requests for additional service shall be forwarded to NCTD
for action and response to the City. New developments should
be conditioned to provide reasonable transit related improve-
ments in accordance with this policy.
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INSTALLATION OF MEDIANS
A. PURPOSE
To improve and preserve the safety and capacity of existing
and proposed streets.
B. GENERAL REQUIREMENTS
(1) Continuous raised medians should be installed on
all Prime and Major Arterial streets. Medians
should be installed on existing streets as funds are
available giving first consideration to those streets
where head on or sideswipe accidents have occurred
or where traffic volumes are expected to significantly
increase.
(2) Continuous raised medians should be considered on
Secondary Arterials, where an accident problem resulting
from left turns or crossing the centeriine is observed.
y They should also be considered when the ultimate
uses on the abutting properties do not require left
turn access.
1 (3) Painted medians may be used as an interim measure
prior to the installation of raised medians,
y (4) Two-way left turn lanes should be installed on Secondary
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Arterials to provide a protected area for starting or
completing left turns.
PROCEDURE
All new street construction should include medians as speci-
fied in this policy. The City Engineer should include for
consideration in the Capital Improvement Program medians
on those streets where they have not been installed but are
warranted under this policy.
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PHASING OF STREET IMPROVEMENTS
A. PURPOSE
When some developments are approved and traffic conditions
do not justify completing all of the required improvements
with the first phase of construction.
B. GENERAL REQUIREMENTS
If a developer submits a request to phase the construction
of street improvements. City staff should review the
request and include appropriate recommendations with the
conditions of approval for the project. In reaching
their decision. City staff should consider the following:
(1) All necessary rights of way for major streets should
be dedicated with the first phase so, if necessary,
adjacent projects could construct the full improvements.
(2) The total amount of improvements should be stated
along with a proposed phasing schedule.
(3) If possible full improvements should be constructed,
at all intersections, so traffic control devices
can be installed at their ultimate location.
(4) Provisions should be made for an annual review so the
schedule can be revised to account for unforeseen
changes in traffic flows.
C. PROCEDURES
Prior to the hearing on a proposed project. City staff should
submit the recommended improvement requirements to the
developer. If the developer requests to phase the improve-
ments, staff should submit their recommendations for phasing
to the Planning Commission or City Council as appropriate.
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