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HomeMy WebLinkAbout2011-11-08; City Council; 20738; LA COSTA AVE INTERIM STRIPING REDUCE SPEED LIMITCITY OF CARLSBAD - AGENDA BILL 8 AB# 20,738 MTG. 11/08/11 DEPT. TRAN APPROVAL OF RESOLUTION TO ACCEPT THE LA COSTA AVENUE INTERIM STRIPING AND PARKING RECORD AS-BUILT PLAN AMPl IMDD/"\\/CI\/ICMT Dl AM AMPl IMTDf^ni If^C AMAINU IIVIrKUV tlvltlN I rLAlN AINU IIN I KUUUUt AlN ORDINANCE REDUCING THE SPEED LIMIT ON LA COSTA AVENUE DEPT. DIRECTOR CITY ATTORNEY £4^ CITY MANAGER . .^_ RECOMMENDED ACTION: Adopt Resolution No. 2011-266 accepting the record as-built plan for construction of The La Costa Avenue Interim Striping and Parking Plan, Project No. 6038 Drawing No. 471-8 and 471-8A on file in the office of the Transportation Department Director. Introduce Ordinance No.CS-165 to reduce the existing 45 mile per hour prima facie speed limit upon La Costa Avenue from 1000' east of El Camino Real to Rancho Santa Fe Road to 40 miles per hour. Adopt Resolution No. 2011-267 to accept the La Costa Avenue Improvement Plan. ITEM EXPLANATION: La Costa Avenue between Rancho Santa Fe Road and El Camino Real was developed when the La Costa area was part of the County of San Diego, prior to annexation to the City of Carlsbad in 1972. Over the years traffic has increased along the secondary arterial linking eastern Carlsbad with Interstate 5. Direct residential driveway access and the 45-mile-per-hour (MPH) posted speed limit created challenges for drivers entering and exiting residential access points. A court settlement related to case number 37-2009-00051045-CU-PA-NC included allegations that the sight distance, at a specific section of La Costa Avenue did not meet the standards for the posted speed limit of 45 MPH, and this sight distance may have directly contributed to the collision of record. The City denied those allegations. The City of Carlsbad uses the California Vehicle Code (CVC) to establish enforceable speed limits, and the posted speed should therefore be based on the "critical speed" defined as the 85th percentile speed. The court's preliminary ruling in that case made it imperative that the City Council take urgent action to remedy, what was alleged to be a dangerous condition by changing the character of La Costa Avenue to enhance safety and reduce liability in the case of future collisions by increasing the stopping sight distance at driveway access points. The following two processes were used to address the sight distance issue, reduce the critical speed, and enhance the residential character of the area: 1. Interim Striping Plan: a series of immediate roadway improvements were developed that directly addressed the traffic safety issues identified in that court ruling utilizing simple roadway striping, traffic warning signs and speed feedback signs. Per City Council direction, staff developed the "La Costa Avenue Interim Striping and Parking Plan" to document the interim measures used to enhance sight distance and improve driver safety at driveway access points. The plan was implemented in July and August of 2011, and the critical speed DEPARTMENT CONTACT: Doug Bilse 760-602-7504, Doug.Bilse@carlsbadca.gov FOR CITY CLERKS USE ONLY COUNCIL ACTION: APPROVED DENIED CONTINUED WITHDRAWN >CXD\ D D CONTINUED TO DATE SPECIFIC CONTINUED TO DATE UNKNOWN RETURNED TO STAFF OTHER -SEE MINUTES D D n n Page 2 has been successfully lowered so that the City can now establish an enforceable 40 MPH speed limit on La Costa Avenue. 2. La Costa Avenue Improvement Plan: a community-based visioning process was used to address the long-term transportation desires of the La Costa community. This process emphasized effective public involvement to build consensus on a vision for the La Costa Avenue that includes traffic calming measures (e.g., bulb outs, medians, and roundabouts) that will further encourage lower vehicle speeds. The proposed traffic calming measures result in a self-enforcing roadway design that physically limits users ability to drive comfortably over the design speed. La Costa Avenue Interim Striping and Parking Plan At the February 8, 2011 meeting the City Council: • Approved the installation of speed feedback signs in both directions of travel; • Approved the installation of traffic warning signs in advance of residential units on both sides of La Costa Avenue; • Directed staff to develop an Interim Striping and Parking Plan with the primary goal of reducing the westbound traffic to one through travel lane while maintaining the two-way left turn lane and on-street parking where practicable; and • Direct staff to take the Interim Striping and Parking Plan before the Traffic Safety Commission, and return to City Council for approval to implement. At the June 6, 2011 Traffic Safety Commission the commissioners: • Unanimously recommended that City Council approve the Interim Striping and Parking Plan and restrict parking as necessary on La Costa Avenue from Rancho Santa Fe Road to El Camino Real to create sufficient sight distance. At the June 28, 2011 meeting the City Council: • Unanimously approved the Interim Striping and Parking Plan and directed staff to implement the interim striping and parking plan; • Authorized the City Traffic Engineer to prohibit on-street parking along La Costa Avenue between Rancho Santa Fe Road and El Camino Real at locations needed to achieve acceptable sight distance; and • Asked staff to return to present the before/after study after implementation of the Interim Striping and Parking Plan. During the months of July and August 2011, Transportation Department staff implemented the La Costa Avenue Interim Striping and Parking Plan. Minor modifications were made in the field to the original Interim Striping and Parking Plan presented to City Council on June 28, 2011 to enhance safety. Staff also worked very closely with many of the residents to preserve on-street parking where practicable. One notable modification was the addition of a "buffer zone" in both the westbound direction and eastbound on La Costa Avenue. This buffer zone narrowed the motor vehicle travel lane which can help reduce travel speeds, increase sight distance from driveways, and more clearly delineate the one motor vehicle travel lane from the bike lane. The buffer zone also allows some on-street parking to be restored on the south side of La Costa Avenue between Romeria Street and Levante Street. PageS Before and After Study Several members of the community expressed concern that the Interim Striping and Parking Plan might increase travel times along La Costa Avenue to a level that would make Levante Street, located south of La Costa Avenue, an attractive alternative route. To address this concern, "Before and after" traffic data was collected. The following is taken from the enclosed La Costa Avenue Before and After Interim Road Diet Project report: "The results of the traffic volumes assessment before and after the La Costa interim road diet show that the variations in the before and after traffic volumes are not significant enough to indicate that any diversion of traffic has occurred. The results of the level of service operational analysis show that the study intersection and study roadway segments operate at acceptable levels of service both before and after the La Costa Avenue interim road diet. Therefore, the reduction in capacity on westbound La Costa Avenue following the completion of the interim road diet does not result in significant traffic impacts on the study intersection or roadway segments." Establish 40 MPH Speed Zone for La Costa Avenue The La Costa Avenue Interim Striping and Parking Plan, warning signs, and speed feedback signs achieved the goal of changing the character of La Costa Avenue to enhance driver safety at residential driveway access points and reducing the critical speed along the corridor. The new speed data reflects reductions in critical speed by 3-5 MPH. For example, the critical speed at one location on La Costa Avenue was reduced from 50 MPH to 46 MPH. The California Manual on Uniform Traffic Control Devices (MUTCD) recommends that speed limits be re-evaluated after roadways have undergone a significant change in roadway characteristics. Due to the recently implemented La Costa Interim Striping and Parking Plan, staff has re-evaluated the speed zone on La Costa Avenue. Speed surveys were conducted on La Costa Avenue. The critical speeds (i.e., 85th percentile speeds) were found to be 45, 46, 46 and 44 MPH at four different locations along the subject roadway. The California MUTCD requires the speed limit be established at the nearest 5 MPH increment of the critical speed and that any 5 MPH reduction from the nearest increment must be justified, in writing, by a registered engineer. The City Traffic Engineer utilized engineering judgment and data from the Traffic Engineering and Speed Survey in collaboration with the Police Department to determine that the limited sight distance from the driveways may not be readily apparent to the driver by definition. That is, after the Interim Striping and Parking Plan was implemented the minimum stopping sight distance of 360 feet recommended for vehicle speeds of 45 MPH was not achieved at all residential driveway accesses, and these locations are not readily apparent to the driver. This determination is further supported by the recent court ruling that there was a clear and present danger on La Costa Avenue when the posted speed limit was 45 MPH at the time of the collision. Based on the findings, the recommendation is that the speed limit on La Costa Avenue from 1,000 feet east of El Camino Real to Rancho Santa Fe Road be decreased from 45 MPH to 40 MPH per the requirements found in the California MUTCD and the California Vehicle Code (CVC). The proposed 40 MPH speed limit is consistent with the current sight distance at driveways along La Costa Avenue, more compatible with a residential neighborhood, and further improves safety for all modes of transportation along the corridor. 3 Page 4 La Costa Avenue Improvement Plan (conceptual plan for long-term improvements) At the same time that the Interim Striping and Parking Plan was being prepared, a community-based visioning process began to develop a long-term solution for La Costa Avenue. The City Council approved the project objective to "develop a cost effective, community-preferred plan to address traffic speeds and safety on La Costa Avenue in a way that respects the residential character and arterial function of the roadway." The enclosed La Costa Avenue Improvement Plan reflects the community's vision resulting from this process. The City hosted a series of community workshops at Stagecoach Community Center held on April 28, May 26, and June 23, 2011, to develop the community preferred vision. The community workshops were well attended and represented by La Costa Avenue residents, residents in the adjacent area, and stakeholders living outside the immediate area. The City of Carlsbad website was used to engage the community and encourage all stakeholders to participate in the process, including those members that did not attend the community workshops. The City provided meeting summaries and posted presentation materials from each meeting on the City of Carlsbad website (http://www.carlsbadca.gov/services/traffic/pages/lacostaavenueimprovementplan.aspx). A survey was used to determine critical issues to be addressed in the study. The surveys were mailed to the La Costa community and available on the City of Carlsbad website for the general public to respond. Results of the survey were posted on the City of Carlsbad website including each comment received as part of the survey or submitted as part of the community workshops. The survey results assisted in the development of the following strategies used to develop a draft plan: 1. Increase safety for all users 2. Design a roadway in keeping with the residential neighborhood 3. Don't divert traffic to other residential streets 4. Develop a cost effective plan Community Workshop Results The final community workshop reached consensus on the vision that was used to prepare the enclosed La Costa Avenue Improvement Plan. The keystone to the plan is a "road diet" that reduces La Costa Avenue to one travel lane and a bike lane in each direction between Fairway Lane and Esfera Street. The proposed lane configuration is a pre-requisite for traffic calming measures such as roundabouts that would be used as an alternative to traffic signals along the corridor. Effective traffic calming measures could include landscaping that is also used for streetscape beautification that enhances the residential character of La Costa Avenue. Analysis of the traffic flow indicated that the proposed road diet would meet the City of Carlsbad level of service standards under existing and forecasted conditions. Reducing the roadway from two lanes in each direction to one lane in each direction from Fairway Lane to Esfera Street extends the portions of one lane sections that currently exist in both directions. The true capacity of the roadway is not metered by the number of lanes on La Costa but rather is constrained by the major traffic signalized intersections at El Camino Real and Rancho Santa Fe Road. The current roadway capacity would be maintained near the primary entrance points at El Camino Real and Rancho Santa Fe Road. The community members attending the meeting generally supported the proposed plan, but there were still concerns about longer travel times resulting from the proposed speed reduction measures. Public comments on the draft plan, from the meeting participants and the input received on the City of Carlsbad website, were used to finalize the community-preferred improvement plan. At their meeting L Page 5 September 12, 2011, the Traffic Safety Commission recommended City Council approval of the La Costa Avenue Improvement Plan. The entire cost to construct the proposed La Costa Avenue Improvement Plan is estimated between $3.5 and $4.5 million, depending on the options selected. However, final project costs could change as a result of environmental review, engineering design changes, or other modifications not envisioned in the La Costa Avenue Improvement Plan. La Costa Avenue Road Diet and Traffic Calming (CIP Project No. 6038) The La Costa Avenue Improvement Plan was developed so that work could be phased. Phase I of the proposed La Costa Avenue Plan is a road diet that would require changes to the lane configuration on La Costa Avenue that are not consistent with the Circulation Element in the current General Plan. The city is in the process of updating the General Plan which is expected to include new policies and guidelines that support the La Costa Avenue Improvement Plan. The Complete Street policies and guidelines that support traffic calming measures are already part of the scope and funded in the General Plan Update as they are a result of the state mandated AB 1358 Complete Streets Act. The Capital Improvement Program for the La Costa Avenue Road Diet and Traffic Calming (CIP Project No. 6038) was redefined to consider additional traffic engineering solutions in addition to traffic signals in the FY2012 budget, before the La Costa Avenue Improvement Plan was completed. Prior to commencing work on the plan or Phase I, the following actions must occur: 1. General Plan Update approved with complete streets policies and guidelines and a Circulation Element that supports a road diet on La Costa Avenue for one lane in each direction; 2. City Council approves the contracts for design, environmental review and construction of phase I. Based on the cost estimates provided in the La Costa Avenue Improvement Plan, staff recommends pursuing Phase I of the Plan. This phase of the project could be funded with existing CIP funds to design and implement the following elements: • Entrance statements featuring landscaped medians at each end of the corridor; • Road diet between Fairway Lane and Esfera Street (one vehicle lane with bike lanes in each direction); • Re-alignment of roadway lanes between Romeria Street and Levante Street to restore on- street parking on the south side of La Costa Avenue; and • A minimum of one roundabout between Villa Castilla Way and Romeria Street. Preliminary design work would be postponed until the General Plan update has been completed and new Complete Street policies and guidelines standards are established for projects like the proposed La Costa Avenue Improvement Plan. FISCAL IMPACT Interim Striping Plan The estimated cost to implement the Interim Striping Plan is $50,000 which includes: $19,000 for Streets Division labor, materials, and equipment for the re-striping, $18,000 for speed indicator signs, and $13,000 for before / after traffic study. The Capital Improvement Program for the La Costa Avenue Road Diet and Traffic Calming (CIP Project No. 6038) will be the funding source for the Interim Striping Plan. Page6 La Costa Avenue Speed Reduction Measures The cost of eleven (11) speed limit signs and restriping pavement legends on La Costa Avenue are estimated at $4,500 and are being funded from the Streets Division Operating Budget. La Costa Avenue Improvement Plan It is important to note that no funding has been allocated or is being requested toward phasing options recommended in the La Costa Avenue Improvement Plan. However, the City previously allocated $112,000 for the community visioning process and development of the La Costa Avenue Improvement Plan. The estimated cost to construct the La Costa Avenue Improvement Plan is $3.5-$4.5 million. The Capital Improvement Program for the La Costa Avenue Road Diet and Traffic Calming (CIP Project No. 6038) will have a remaining balance of approximately $810,000, once costs for the interim striping improvements, and the development of the La Costa Avenue Improvement Plan (visioning plan) are deducted. Staff recommends retaining the Gas Tax funds currently allocated to CIP Project number 6038 for La Costa Avenue Road Diet and Traffic Calming to implement Phase 1, after the General Plan Update is completed. As a part of the FY 2013/2014 budget process, a revised scope of work for Phase 1 will be developed for City Council consideration. Although no funding is being requested for implementation of the La Costa Avenue Improvement Plan at this time, staff will actively search for grant opportunities that could fund Plan options. Furthermore, if the community desired to accelerate implementation of future phases of the plan, they could, on their own consider private funding sources as a means to construct or partially fund future phases of the Plan. Another alternative could be for the City to work with the La Costa Community in implementation of a benefit district or assessment district to partially fund the improvements that will directly benefit their community including on-going landscape maintenance costs. ENVIRONMENTAL IMPACT: Given the need for urgent action in light of the court settlement referenced above, the La Costa Avenue Interim Striping and Parking Plan is statutorily exempt from the California Environmental Quality Act (CEQA) under Public Resources Code Subsection 21080(b)(4), which exempts "specific actions necessary to prevent or mitigate an emergency." In addition, this project is categorically exempt from environmental review. Section 15301 of the CEQA Guidelines exempts "...the operation, repair, maintenance, permitting, leasing, licensing, or minor alteration of existing public or private structures, facilities, mechanical equipment, or topographical features involving negligible or no expansion of use beyond that existing at the time of the lead agency's determination." Examples given in Section 15301(c) of the CEQA Guidelines include "existing highways and streets, sidewalks, gutters, bicycle and pedestrian trails, and similar facilities (this includes road grading for the purposes of public safety)." This exemption is applicable for the proposed project because streets are specifically listed as an example of an existing facility and there will be no expansion of use in that no additional lanes are being added for additional vehicle capacity. Furthermore, none of the exceptions listed in CEQA Section 15300.2 are applicable in that there is no reasonable possibility that the project may have a significant environmental impact or that cumulative impacts would be significant, as evidenced in the attached traffic analysis. The proposed change to the posted speed limit is exempt from the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15301(c) - minor alteration of existing facilities, including streets, involving negligible or no expansion. (JP Page 7 Acceptances of the La Costa Avenue Improvement Plan does not qualify as a "project" under the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15378 as it is a conceptual plan and does not result in a direct or reasonable foreseeable indirect physical change in the environment. EXHIBITS: 1. Location Map 2. La Costa Avenue "Before and After" Interim Road Diet Project Report 3. La Costa Avenue Improvement Plan and Technical Memorandum. 4. Resolution No. 2011-266 accepting the La Costa Avenue Interim Striping and Parking Record As-Built Plan. 5. Ordinance No. CS-165 to decrease the existing 45 mile per hour prima facie speed limit on La Costa Avenue from 1000' east of El Camino Real to Rancho Santa Fe Road to 40 miles per hour. 6. Redline/strikeout version Ordinance to decrease the existing 45 mile per hour prima facie speed limit on La costa Avenue from 1,000 feet east of El Camino Real to Rancho Santa Fe Road to 40 miles per hour. 7. Resolution No. 2011-267 accepting the La Costa Avenue Improvement Plan. LOCATION MAP NOT TO SCALE NAVARRA\\ DR. PROJECT NAME LA COSTA AVENUE IMPROVEMENT PLAN EXHIBIT 1 PLOTTED BY: SCOTT EVANS PLOT DATZ10/27/11 PATH: C:\TRANSPORTATlON DEPARTUENT\TRAmC\BILSE\LA COSTA AVE IMPROVEMENT PLAN.DWG CONSULTING October 18, 2011 JN 55-100776.001 Mr. John Kim CITY OF CARLSBAD 1635 Faraday Avenue Carlsbad, CA 92008 Subject: La Costa Avenue "Before and After" Interim Road Diet Project Traffic Volume Assessment and Operational Analysis Dear John: RBF Consulting has conducted an assessment of traffic volumes and an operational analysis for conditions before and after the interim restriping of La Costa Avenue. The project extends from just west of Fairway Lane to just west of Romeria Street and includes reducing westbound La Costa Avenue from two lanes to one lane. The City restriped the westbound direction of La Costa Avenue between Romeria Street and Fairway Lane from two lanes to one lane in July 2011. Ultimately, the City of Carlsbad will implement a complete road diet and reduce the number of travel lanes in each direction on La Costa Avenue from two lanes to one lane. The purpose of the La Costa Avenue road diet is to free up space within the existing right-of-way in order to provide Class II bike lanes in each direction of travel and to provide a buffer between the residential driveways and through vehicles on La Costa Avenue. The La Costa Avenue study area and the before/after lane configuration are illustrated in Exhibit 1 and Exhibit 2, respectively. DATA COLLECTION The purpose of the "before and after" study is to determine if the interim road diet for the westbound direction of La Costa Avenue resulted in diversion of traffic to other parallel roadways such as Levante Street or Calle Barcelona. The daily traffic volumes were used to evaluate the impact on level of service along the section of La Costa Avenue that has been restriped. The "before condition" traffic counts were collected in May 2011 on a typical weekday while schools were still in session and prior to the interim restriping of La Costa Avenue. The "after condition" traffic counts were collected in September 2011 on a typical weekday after schools were back in session after the interim restriping of westbound La Costa Avenue was completed. PLANNING • DESIGN • CONSTRUCTION 5050 Avenida Encinas, Suite 260, Carlsbad, California 92008 • 760.476.9193 • FAX 760.476.9198 Offices located throughout California, Arizona & Nevada • www.RBF.com Mr. John Kim JN: 55-100776.001 October 18,2011 Page 2 Traffic counts were collected over a 24-hour period for the following mid-block locations for both the "before" condition (May 2011) and the "after" condition (September 2011): 1. La Costa Avenue, from La Costa Town Center Access to Fairway Lane 2. La Costa Avenue, from Quinta Street to Cadencia Street 3. Levante Street, from Torrejon Place to Sacada Circle 4. Levante Street, from Galleon Way to Romeria Street 5. Calle Barcelona, from Paseo Aliso to Paseo Avellano 6. Rancho Santa Fe Road, from Calle Barcelona to Camino De Las Coches Morning (7:00 - 9:00 a.m.) and afternoon (4:00 - 6:00 p.m.) peak period intersection counts were also collected at La Costa Avenue / Vieja Castilla Way, the only signalized intersection along the section of La Costa Avenue where the interim road diet has been implemented. The daily mid-block traffic counts collected before and after the interim road diet on La Costa Avenue are illustrated in Exhibit 3. The peak hour mid-block and intersection counts collected before and after the interim road diet are shown in Exhibit 4. The raw traffic count data is provided in the technical appendix following this report. BEFORE AND AFTER TRAFFIC VOLUME ASSESSMENT The traffic count data collected before and after the interim restriping of La Costa Avenue was closely evaluated to determine if the interim road diet for westbound La Costa Avenue resulted in some diversion of traffic to other parallel roadways such as Levante Street or Calle Barcelona. The before and after counts for the parallel roadway corridors were grouped into two screenlines and the changes in the volumes were evaluated as a percentage of the total screenline volumes. By using the screenline methodology, the analysis factors out some of the variability in traffic volumes that typically occurs from day to day. One screenline was established for the west sides of the parallel roadway corridors and the other on the east sides. The screenline analysis includes daily and peak hour counts for the following roadway segments: Screenline #1 (West Side) A. La Costa Avenue from La Costa Town Center to Fairway Lane C. Levante Street from Torrejon Place to Sacada Circle E. Calle Barcelona from Paseo Aliso to Paseo Avellano Screenline #2 (East Side) B. La Costa Avenue from Quinta Street to Cadencia Street D. Levante Street from Galleon Way to Romeria Street E. Calle Barcelona from Paseo Aliso to Paseo Avellano Mr. John Kim October 18,2011 Pages JN: 55-100776.001 Counts were collected in only one location on Calle Barcelona; therefore, these counts are used for both screenlines. The two screenlines as described above are also shown graphically in Exhibit 5. Table 1 presents the comparison of the daily mid-block traffic counts both before and after the La Costa Avenue interim road diet using the screenline method. This screenline comparison method is also shown in Exhibit 6 in a pie chart format. Table 1 Comparison of Daily Traffic Volumes Before and After La Costa Avenue Interim Road Diet Roadway Segment Direction Before Condition ADT %of Screenline ADT After Condition ADT %of Screenline ADT Screenline 1 Comparison A C E La Costa Avenue Levante St Calle Barcelona La Costa Town Ctr to Fairway Ln Torrejon PI to Sacada Cir Paseo Aliso to Paseo Avellano EB WB Total EB WB Total EB WB Total Total (Screenline) A-C-E Eastbound ADT Volumes Totaf|Screeriiirte} A-C-E Westbound ADT Volumes Total (Screenline) A-C-E ADT Volumes 8,703 8,460 17,163 591 713 1,304 4,876 4,858 9,734 14,170 14,031 28,201 61.4% 60.3% 60.9% 4.2% 5.1% 4.6% 34.4% 34.6% 34.5% 50.2% 49.8% 100.0% 8,579 8,682 17,261 680 774 1,454 4,778 4,599 9,377 14,037 14,055 28,092 61.1% 61.8% 61.4% 4.8% 5.5% 5.2% 34.0% 32.7% 33.4% 50.0% 50.0% 100.0% Screenline 2 Comparison B D E La Costa Avenue Levante St Calle Barcelona Quinta St to Cadencia St Galleon Way to Romeria St Paseo Aliso to Paseo Avellano EB WB Total EB WB Total EB WB Total Total (Screenline) B-D-E Eastbound ADT Volumes iToital (Screenline) B-D-E West&ound 1 ADT Volumes Total (Screenline) B-D-E ADT Volumes 6,448 6,260 12,708 1,187 1,142 2,329 4,876 4,858 9,734 12,511 12,260 24,771 51.5% 51.1% 51.3% 9.5% 9.3% 9.4% 39.0% 39.6% 39.3% 50.5% 49.5% 100.0% 6,413 5,643 12,056 1,128 1,179 2,307 4,778 4,599 9,377 12,319 11,421 23,740 52.1% 49.4% 50.8% 9.2% 10.3% 9.7% 38.8% 40.3% 39.5% 51.9% 48.1% 100.0% Note: Volumes shaded in gray and shown in bold indicate the direction (westbound) where the interim road diet on La Costa Avenue was implemented. Mr. John Kim JN: 55-100776.001 October 18,2011 Page 4 As shown in Table 1, the changes in daily traffic volumes expressed as percentages of total screenline ADT varies by less than two percent for all of the roadway segments before and after the interim road diet. Daily fluctuations of up to 10 percent are considered normal for traffic volumes from one day to another on parallel roadway corridors. Therefore, variations that exceed 10 percent from one day to another can be considered a significant change in the traffic patterns on the parallel roadway corridors. While the comparison of the before and after traffic volumes using the screenline method does factor out some of the day-to-day variability, variation of less than two percent in the proportion of individual segment ADT to total screenline ADT is not considered significant and is within the range of daily traffic fluctuations that is considered normal. Therefore, based on the assessment of daily traffic volumes before and after the La Costa Avenue interim road diet, it does not appear that there is significant diversion of daily traffic to Levante Street or Calle Barcelona. Table 2 presents the comparison of the peak hour mid-block traffic counts both before and after the La Costa Avenue interim road diet using the screenline method. As shown in Table 2, the changes in peak hour volumes expressed as percentages of total screenline peak hour volumes varies from zero to approximately five percent. Although the before and after comparison does show slightly more fluctuation in the peak hour volumes than in the daily volumes, the variation is still low enough to be considered within the range of normal fluctuations in traffic from one day to another. Therefore, based on the assessment of peak hour traffic volumes before and after the La Costa Avenue interim road diet, it does not appear that there is a significant diversion of peak hour traffic to Levante Street or Calle Barcelona. Mr. John Kim October 18,2011 Page5 JN: 55-100776.001 Table 2 Comparison of Peak Hour Traffic Volumes Before and After La Costa Avenue Interim Road Diet Roadway Segment Direction Before Condition Peak Hour Volumes AM Peak PM Peak % of Screenline Peak Hour Volumes AM Peak PM Peak After Condition Peak Hour Volumes AM Peak PM Peak % of Screenline Peak Hour Volumes AM Peak PM Peak Screenline 1 Comparison A C E La Costa Avenue Levante St Calle Barcelona La Costa Town Ctr to Fairway Ln Torrejon PI to Sacada Cir Paseo Aliso to Paseo Avellano EB WB Total EB WB Total EB WB Total Total (Screenline) A-C-E Eastbound Peak Hour Volumes Total (Screenline) A-C-E Westbound Peak Hour Volumes Total (Screenline) A-C-E Peak Hour Volumes 432 970 1,402 64 67 131 251 694 945 747 1,731 2,478 900 S90 1,490 48 65 113 565 395 960 1,513 1,050 2,563 57.8% 56.0% 56.6% 8.6% 3.9% 5.3% 33.6% 40.1% 38.1% 30.1% 69.9% 100.0% 59.5% 56.2% 58.1% 3.2% 6.2% 4.4% 37.3% 37.6% 37.5% 59.0% 41.0% 100.0% 396 981 1,377 59 72 131 230 690 920 685 1,743 2,428 951 571 1,522 59 77 136 523 373 896 1,533 1,021 2,554 57.8% 56.3% 56.7% 8.6% 4.1% 5.4% 33.6% 39.6% 37.9% 28.2% 71.8% 100.0% 62.0% 55.9% 59.6% 3.8% 7.5% 5.3% 34.1% 36.5% 35.1% 60.0% 40.0% 100.0% Screenline 2 Comparison B D E La Costa Avenue Levante St Calle Barcelona Quinta St to Cadencia St Galleon Way to Romeria St Paseo Aliso to Paseo Avellano EB WB Total EB WB Total EB WB Total Total (Screenline) B-D-E Eastbound Peak Hour Volumes Total (Screenline) B-D-E Westbound Peak Hour Volumes Total (Screenline) B-D-E Peak Hour Volumes 445 677 1,122 161 101 262 251 694 945 857 1,472 2,329 629 458 1,087 102 99 201 565 395 960 1,296 952 2,248 51.9% 46.0% 48.2% 18.8% 6.9% 11.2% 29.3% 47.1% 40.6% 36.8% / 63.2% 100.0% 48.5% 48.1% 48.4% 7.9% 10.4% 8.9% 43.6% 41.5% 42.7% 57.7% 42.3% 100.0% 409 619 1,028 101 148 249 230 690 920 740 1,457 2,197 666 397 1,063 108 109 217 523 373 896 1,297 879 2,176 55.3% 42.5% 46.8% 13.6% 10.2% 11.3% 31.1% 47,4% 41.9% 33.7% 66.3% 100.0% 51.3% 45.2% 48.9% 8.3% 12.4% 10.0% 40.3% 42.4% 41.2% 59.6% 40.4% 100.0% Note: Volumes shaded in gray and shown in bold indicate the direction (westbound) where the interim road diet on La Costa Avenue was implemented. Mr. John Kim October 18, 2011 Page6 LEVEL OF SERVICE OPERATIONAL ANALYSIS JN: 55-100776.001 Peak Hour Intersection Operations Peak hour level of service operations before and after the La Costa Avenue interim road diet was evaluated at the intersection of La Costa Avenue / Viejo Castilla Way, which is the only signalized intersection along the section of La Costa Avenue where the interim restriping has been implemented. Consistent with the City of Carlsbad Growth Management Program, the Intersection Capacity Utilization (ICU) method was used to determine intersection Level of Service (LOS). The City of Carlsbad Growth Management Program circulation standards allow LOS D or better operations for intersections during peak hours. Additionally, if an intersection operates at LOS E or F without the project, a significant project impact will occur if the project increases the V/C ratio at an intersection by more than 0.020. Table 3 summarizes the results of the peak hour LOS analysis at the intersection of La Costa Avenue / Viejo Castilla Way, before and after the completion of the La Costa Avenue interim road diet. ICU worksheets are provided in the technical appendix following this report. Table 3 Existing Before and After Conditions Peak Hour Intersection Operational Analysis Intersection La Costa Avenue / VI ejo Castilla Way Conditions Before A.M. Peak V/C 0.490 LOS A P.M. Peak V/C 0.401 LOS A Conditions After A.M. Peak V/C 0.768 LOS C P.M. Peak V/C 0.578 LOS A AM Change in V/C 0.278 PM Change in V/C 0.177 As shown in Table 3, the study intersections operate at acceptable levels of service (LOS D or better) during the peak hours both before and after the interim restriping of La Costa Avenue. Therefore, the reduction in capacity at the westbound approach of the intersection of La Costa Avenue / Viejo Castilla Way does not result in a significant traffic impact. Peak Hour Roadway Segment Operations A peak hour analysis was performed for conditions before and after the La Costa Avenue interim road diet on the roadway segments where the interim restriping has occurred on La Costa Avenue. Peak hour segment LOS is determined by taking the average one-way traffic volume in either direction and dividing that volume by the segment peak hour capacity to yield the segment V/C ratio. A maximum capacity of 1,800 vehicles per hour per lane (VPHPL) was used. The peak hour roadway segment analysis methodology that is used is consistent with the City of Carlsbad Growth Management Program. Mr. John Kim JN: 55-100776.001 October 18,2011 Page 7 The City of Carlsbad Growth Management Program circulation standards allow LOS D or better operations for street segments during peak hours. Additionally if an intersection operates at LOS E or F without the project, a significant project impact will occur if the project increases the V/C ratio on a roadway segment by more than 0.020. The peak hour roadway segment analysis was performed for the following roadway segments: • La Costa Avenue from Fairway Lane to Vieja Castilla Way (west side of road diet section) • La Costa Avenue from Vieja Castilla Way to Romeria Street (east side of road diet section) Traffic counts were only collected on segments of La Costa Avenue that are beyond the limits of the interim road diet section (Fairway Lane to Romeria Street). Therefore, in order to perform the peak hour segment analysis, the traffic counts collected between La Costa Town Center and Fairway Lane were applied to the analysis of the segment between Fairway Lane and Vieja Castilla Way. On the east side of the study area, the traffic counts collected between Quinta Street and Cadencia Street were applied to the analysis of the segment between Vieja Castilla Way and Romeria Street. The traffic counts collected on the west side are probably slightly higher than the volume on the corresponding west study segment, while the traffic counts collected on the east side are probably slightly lower than the volume on the corresponding east study segment. It is our professional opinion that the slight differences between the count and study locations do not affect the findings of the analysis. Table 4 summarizes the results of the peak hour roadway segment analysis for the two study roadway segments along the section of La Costa Avenue where the interim road diet has occurred. As shown in Table 4, the study roadway segments operate at LOS A during the peak hours both before and after the interim restriping of La Costa Avenue. Therefore, the reduction in capacity on westbound La Costa Avenue as a result of the interim road diet does not result in a significant traffic impact. Mr. John Kim October 18,2011 PageS JN: 55-100776.001 Table 4 Before and After Conditions Peak Hour Roadway Segment Operational Analysis Segment of La Costa Avenue Fairway Lane to Vieja Castilla Way Vieja Castilla Way to Romeria Street Conditions Before Interim Road Diet Direction (Lanes) EB(2) WB(2) EB(2) WB(2) Capacity 3,600 3,600 3,600 3,600 AM Peak Hour Vol. 432 970 445 677 V/C 0.120 0.269 0.124 0.188 LOS A A A A PM Peak Hour Vol. 900 590 629 458 V/C 0.250 0.164 0.175 0.127 LOS A A A A Conditions After Interim Road Diet Direction (Lanes) EB(2) WB(1) EB(2) WB(1) Capacity 3,600 1,800 3,600 1,800 AM Peak Hour Vol. 396 981 409 619 V/C 0.110 0.545 0.114 0.344 LOS A A A A PM Peak Hour Vol. 951 571 666 397 V/C 0.264 0.317 0.185 0.221 LOS A A A A AM Change in V/C -0.010 0.276 -0.010 0.156 PM Change in V/C 0.014 0.153 0.010 0.093 Mr. John Kim October 18,2011 Page 9 SUMMARY AND CONCULSIONS The traffic count data collected before and after the interim restriping of La Costa Avenue was closely evaluated to determine if the interim road diet for westbound La Costa Avenue resulted in diversion of traffic to other parallel roadways such as Levante Street or Calle Barcelona. The results of the traffic volumes assessment before and after the La Costa interim road diet show that the variations in the before and after traffic volumes are not significant enough to indicate that any diversion of traffic has occurred. The results of the level of service operational analysis show that the study intersection and study roadway segments operate at acceptable levels of service both before and after the La Costa Avenue interim road diet. Therefore, the reduction in capacity on westbound La Costa Avenue following the completion of the interim road diet does not result in significant traffic impacts on the study intersection or roadway segments. If you should have any questions regarding this analysis, please call me at (760) 603-6246. Sincerely, Dawn L.Wilson, P.E., T.E., PTOE Senior Associate Transportation Services A Hi Levante St Legend: Q *s Extent of Interim Road Diet Study Intersection Study Roadway Segment Not to Scale PROJECT STUDY AREA JN 55-100776.001 OCTOBER 2011 Exhibit 1 (^n.,,rad, ^ . 11 I, o oNot to Scale Legend: \ JN 55-100776 001 OCTOBER 2011 Extent of Interim Road Diet Study Intersection Traffic Signal Lane Geometry LA COSTA AVENUE INTERIM ROAD DIET BEFORE AND AFTER LANE GEOMETRY Exhibit 2 I WB BEFORE: 8,460 WB AFTER: 8,682 ^ WB BEFORE: 713 WB AFTER: 774 WB BEFORE: 6,260 WB AFTER: 5,643 / EB BEFORE: 8,703 EB AFTER: 8,579 ^O EB BEFORE: 591 EB AFTER: 680 WB BEFORE: 4,858 WB AFTER: 4,599 «<»vV£•xSi. Not to Scale ^ m< EB BEFORE: 4,876 EB AFTER: 4,778 Legend: Extent of Interim Road Diet x.xxx Daily Before/After Volumes D Location of Traffic Count °\4A&raU ^ \S WB BEFORE: 1,142 \ WB AFTER: 1,179 \I o\— I~nj Ie> i • \ \ \ \ ri EB BEFORE: 6,448 EB AFTER: 6,413 ro "S V _^- Levante St / / / EB Et BEFORE: 1,187 J 3 AFTER: 1,128 £m S*m, SB BEFORE: 17,265 SB AFTER: 17,387 &05^/o i2?f>,'e5 NB BEFORE: 17,478 NB AFTER: 17,210 DAILY VOLUMES BEFORE AND AFTER INTERIM ROAD DIET JN 55-100776.001 OCTOBER 2011 Exhibit 3 WB BEFORE: 677/458 WB AFTER: 619/397WB BEFORE: 970/590 WB AFTER: 981 / 571 WB BEFORE: 67 / 65 WB AFTER: 72/77 EB BEFORE: 432 / 900 EB AFTER: 396/951 EB BEFORE: 64/48 EB AFTER: 59/59 WB BEFORE: 694/395 WB AFTER: 690/373 SB BEFORE: 1,682/1,130 SB AFTER: 1,549/1,136 EB BEFORE: 251 / 565 EB AFTER: 230/523 Not to Scale NB BEFORE: 1,152/1,589 NB AFTER: 1,082/1,703 Extent of Interim Road Diet xxx / XXX AM / PM Peak Hour Mid-Block Volume xx / xx -> AM / PM Peak Hour Intersection Volume D Location of Traffic Count JN 55-100776.001 OCTOBER 2011 PEAK HOUR VOLUMES BEFORE AND AFTER INTERIM ROAD DIET Exhibit 4 Extent of Interim Road Diet Location of Traffic Count Screenline of Parallel Roadways SCREENLINES FOR COMPARISON OF PARALLEL ROADWAYS JN 55-100776.001 OCTOBER 2011 Exhibit 5 SCREENLINE #1 VOLUME COMPARISON (A-C-E) PERCENTAGE OF TOTAL SCREENLINE ADT BEFORE AFTER SCREENLINE #2 VOLUME COMPARISON (B-D-E) PERCENTAGE OF TOTAL SCREENLINE ADT BEFORE AFTER SCREENLINE DAILY VOLUME COMPARISON BY PERCENTAGE JN 55-100776.001 OCTOBER 2011 Exhibit 6 CITY OF CARLSBAD La Costa Avenue Improvement Plan August 2011 Pat Noyes & Associates La Costa Avenue Improvement Plan La Costa Avenue Improvement Plan Contents Background 2 Planning Objective for La Costa Avenue Improvement Plan 2 Conditions at the Beginning of the Planning Process 2 Traffic Factors 3 Plan Development Process 3 Community Survey 4 Community Workshops 5 Community-Preferred Plan for La Costa Avenue Improvements 6 Projected Costs and Traffic Conditions 12 Funding and Phasing Options 12 Appendix 1 14 La Costa Avenue Study Community Survey - Summary of Comments 14 Appendix 2 36 Summary of Comments on Proposed Plan 36 Appendix 3 42 Technical Memorandum: La Costa Avenue Improvement Plan - Level of Service Analysis Planning and Cost Estimate 42 8/17/11 Pagel "25 La Costa Avenue Improvement Plan La Costa Avenue Improvement Plan Background La Costa Avenue between Rancho Santa Fe Road and El Camino Real was developed when the La Costa area was part of the County of San Diego, prior to annexation to the City of Carlsbad in 1972. Over the years, traffic has increased along the heavily traveled road, which links eastern Carlsbad with Interstate 5 and the coast. Driveways open directly onto the road, which has a 45-mile-per-hour speed limit, making it challenging to enter and exit residences during busy traffic times. The City previously worked with a select group of residents along La Costa Avenue to address safety concerns. The results of these studies provide base data for this community-focused planning process. Some of the initial efforts by the City to address safety include speed displays and increased enforcement. More recently, the General Plan update is expected to create multi-modal standards introducing quality of life issues, providing an opportunity to consider broader objectives and options for La Costa Avenue. City traffic engineers initiated this study to identify additional changes to balance traffic safety and the needs of motorists with the quality of life for those who live in the neighborhood. Planning Objective for La Costa Avenue Improvement Plan The planning objective approved by the Carlsbad City Council for the La Costa Avenue Improvement Plan is to develop a cost effective, Community-Preferred Plan to address traffic speeds and safety on La Costa Avenue in a way that respects the residential character and arterial function of the roadway. Conditions at the Beginning of the Planning Process La Costa Avenue is designated as a "secondary arterial" between El Camino Real and Rancho Santa Fe Road and functions as a major connector to the area's roadway system. There are 8/17/11 Page 2 La Costa Avenue Improvement Plan four travel lanes, two in each direction, narrowing to one eastbound lane at Gibraltar Street. On-street parking is currently accommodated on the north side of the street west of Romeria Street and on the south side east of Romeria Street. A continuous striped median exists along the entire study segment, providing left turn access to driveways and cross streets. A striped bike lane exists either as a designated lane or a shared lane with parking for westbound bicyclists from Rancho Santa Fe Road to El Camino Real, and for eastbound bicyclists east of Romeria Street. There is residential frontage with direct driveway access to La Costa on the north side of the street west of Romeria Street and on the south side east of Romeria Street. Sidewalks along both the north and side sides of La Costa Avenue are attached to the street and there are numerous locations where the sidewalk is missing or contains physical encroachments such as mailboxes. The posted speed limit on La Costa Avenue is 45 miles per hour. Traffic Factors La Costa Avenue is classified as a Secondary Arterial by the City of Carlsbad. The segment from El Camino Real to Rancho Santa Fe Road is approximately two miles long with a roadway width of 64 feet curb-to-curb. The roadway grades vary from 1% to 8% with numerous closely spaced driveways and limited street lighting. There are attached sidewalks along La Costa Avenue with missing segments of sidewalks, varying from short segments to multiple blocks of missing sidewalk along the south side of the street. Mailboxes in front of residences on the north side encroach into the sidewalk, limiting the width for pedestrians. The average daily traffic varies from approximately 17,900 vehicles per day west of Nueva Castilla Way to approximately 12,300 west of Cadencia Street. There are currently traffic signals at each end of the study area and at Cadencia Street, Romeria Street, and Viejo Castilla Way. La Costa Avenue is designated as a bike route in the current Circulation Element of the General Plan. The City of Carlsbad conducts traffic studies on La Costa Avenue to determine the average daily traffic, 85th percentile speed, and collision rates. Table 1 shows recent traffic data collected on La Costa Avenue. Table 1: Traffic Data Location West of Nueva Castilla Way East of Viejo Castilla Way East of Gibraltar Street West of Esfera Street 85W Percentile Speed* 47 mph 47 mph 47 mph 45 mph 10 mph Pace Speed** 39-49 mph 38-48 mph 38-48 mph 37-47 mph 85 percent of the traffic travels at this speed or below **The 10 mile per hour grouping with the greatest number of vehicles During the two-year period between March 1, 2009 and February 28, 2011, there were 26 total collisions reported in this segment of La Costa Avenue. Of those, four were reported as speed- related collisions. Plan Development Process The City of Carlsbad initiated the planning process to develop an ultimate improvement plan for La Costa Avenue between El Camino Real and Rancho Santa Fe Road in April 2011. The first step in the process was to send notices and surveys to all residents in the La Costa 8/17/11 Page 3 La Costa Avenue Improvement Plan neighborhood to determine the critical issues to address in the study. The survey was also posted on the City of Carlsbad website to solicit broader input from the public. The City hosted a series of three community workshops to develop a community preferred plan. These meetings were held on April 28, May 26, and June 23, 2011, at the Stage Coach Community Center. Members of the Carlsbad community were invited to participate in the development of the La Costa Avenue Improvement Plan through these meetings. The City provided meeting summaries and posted presentation materials from each meeting on the City's website. Comment surveys were also posted online for participants and other community members to provide additional input on each step of the planning process. Community Survey The City received 965 responses to the community survey and the results were compiled and presented at the first meeting with the neighborhood. Table 2 shows the results of the neighborhood survey: Table 2: Summary of Neighborhood Survey Question Response 1. Please indicate your level of concern for each of the following traffic issues on La Costa Avenue. Ranked as very concerned: Traffic speeds - 52% Pedestrian safety - 49% Bicycle safety - 57% Traffic noise - 24% Availability of on-street parking - 8% Operation of on-street parking -10% Street maintenance - 28% Street landscaping - 20% 2. What, if any, concerns do you have about driving safety on La Costa Avenue? Visibility - 59% Street width-31% Signing - 20% Traffic speeds - 69% Right-of-way controls - 34% Street curvature and grades - 39% 3. What activities do you or members of your household use La Costa Avenue for regularly? Walking/jogging-40% Bicycling - 30% Driving - 93% 4. If there are school children in your house, what is the most common method of travel to and from school? Automobile - 80% Walking - 43% Bicycling - 23% 5. What types of traffic control devices do you feel would be appropriate for use on La Costa Avenue? Signs- 52% Pavement markings - 40% Landscaping - 37% Pedestrian crossings - 42% Sidewalks-51% Physical changes to the street- 32% Raised medians- 31% In addition to the tabulated results, there were numerous comments, captured and included in Appendix 1 of this report. All comments were 8/17/11 Page 4 La Costa Avenue Improvement Plan Community Workshops The City and community residents met on April 28, May 26, and June 23, to work through each step of the planning process. The first meeting provided an overview of the study objective and planning process, a summary of the survey results, and information about potential improvement options and devices. Over 100 members of the Carlsbad community attended the April 28 meeting for the La Costa Avenue Improvement Plan. City staff and the consultant presented an overview of the project, a summary of responses to the community survey, and a description of the devices and options the city is considering for use in developing the La Costa Avenue Improvement Plan. Participants were then invited to visit various work stations to identify specific issues and concerns along La Costa Avenue and consider the different types of improvements under consideration. Participants were also asked to complete a comment sheet to provide additional information on the issues, what they like or don't like about various devices, and what they consider is important in developing a successful plan for La Costa Avenue. Approximately 70 members of the Carlsbad community attended the May 26 meeting for the La Costa Avenue Improvement Plan. City staff and the consultant reviewed the community input from the first meeting, including specific concerns and preferences for various devices being considered for installation on La Costa, and three concept plans developed to gain additional information on preferred options for La Costa Avenue. Each of the concept alternatives was developed to determine preferences for the various tradeoffs involved in making improvements to La Costa Avenue. The major elements of the three alternatives were: • Concept A - Four lanes with medians - Two lanes in each direction - Landscaped medians - Restricted parking - No new bike lanes - No left turns into or out of driveways • Concept B - Two lanes with roundabouts - One lane in each direction - Landscaped medians - Roundabouts at two intersections - Bike lanes in both directions • Concept C - Two lanes with partial medians and bulb outs - One lane in each direction - Partial medians - Bulb outs at intersections - Landscaping opportunities oh medians and bulb outs - Bike lanes in each direction Participants were then invited to review the three concept alternatives and provide input on how well each met the planning objectives and addressed the community concerns. Comment sheets were provided to gain additional insight into why participants preferred certain options or features in each of the alternatives. At the June 23 meeting, attended by approximately 50 members of the Carlsbad community, City staff and the consultant reviewed the planning process and how the input from the community survey and first two workshops were used to develop the draft plan presented at the meeting. They reviewed the planning objective for the La Costa Avenue Improvement Plan to 8/17/11 PageS La Costa Avenue Improvement Plan develop a cost effective, Community-Preferred Plan to address traffic speeds and safety on La Costa Avenue in a way that respects the residential character and arterial function of the roadway. This objective was further defined through the first two community workshops and the following planning objectives provided the basis for developing a draft plan: • Increase safety for all users - Accommodate all modes of transportation (auto, bike, and pedestrian) - Reduce travel speeds - Increase sight distance for driveway access • Design a roadway in keeping with the residential neighborhood - Accommodate on-street parking in front of residential areas - Minimize the number of traffic signals - Increase landscaping - Design improvements to be effective without enforcement • Don't divert traffic to other residential streets - Do not penalize drivers traveling at the posted speed limit (i.e., design should be consistent with high volume roadway classification) - Avoid congestion • Develop a cost effective plan The draft plan for La Costa Avenue was presented for discussion and refinement. The conceptual plan would reduce La Costa Avenue to one travel lane in each direction between Fairway Lane and Esfera Street. The lane configuration would allow a bike lane in each direction of travel and roundabouts as an alternative to traffic signals. The roadway capacity would be maintained near the primary entrance points at El Camino Real and Rancho Santa Fe Road. Analysis of the traffic flow indicates that the proposed configuration would meet the City's level of service standards under existing and forecasted conditions. The proposed plan was estimated to cost approximately $3 million, not including sidewalks and depending on engineering design considerations. The City currently has approximately $1 million in the budget for traffic signals on La Costa Avenue and it is anticipated that these funds would be re- allocated toward these long-term improvements. Participants were asked to provide input on potential phasing preferences. The community members attending the meeting generally supported the proposed plan, but there were still concerns about longer travel times resulting from congestion and the proposed speed reduction measures. Public comments on the draft plan, from the meeting participants and the Carlsbad community input on the City's webpage, were used to finalize the community- preferred improvement plan. Community-Preferred Plan for La Costa Avenue Improvements Figures 1-4 show the proposed conceptual plan for improvements to La Costa Avenue. Figures 1 and 3 provide a plan view of the proposed improvements which are further illustrated in photo simulations in Figures 2 and 4. These graphics show the reconfiguration of travel lanes from four lanes to two lanes through the study area, with the addition of continuous, designated bike lanes in each direction, and a system of landscaped medians, curb extensions (bulb outs), and roundabouts to create a more curvilinear roadway with landscaping to provide visual breaks along the street. Roundabouts are a preferred treatment at intersections where enhanced safety and reduced vehicle speeds are desired. The Community-Preferred Plan proposes roundabouts at two locations, based on preliminary cost estimates and stakeholder comments. Additional roundabouts should be considered at other intersection locations based on actual 8/17/11 Page 6 La Costa Avenue Improvement Plan construction costs and need to further reduce vehicle speed. Reduced speeds on La Costa Avenue will improve safety along La Costa Avenue by improving sight distance at driveways and side streets. This system of devices is designed to slow traffic, minimize delay at the intersections, and enhance safety for vehicles, bikes and pedestrians. These improvements are consistent with the planning objectives developed through the community workshops and reflect a number of the core values articulated in Envision Carlsbad: • Access to Recreation and Active, Healthy Lifestyles Promote active lifestyles and community health by furthering access to trails, parks, beaches, and other recreation opportunities. • Walking, Biking, Public Transportation, and Connectivity Increase travel options through enhanced walking, bicycling, and public transportation systems. Enhance mobility through increased connectivity and intelligent transportation management. • Neighborhood Revitalization, Community Design, and Livability Revitalize neighborhoods and enhance citywide community design and livability. Promote a greater mix of uses citywide, more activities along the coastline, and link density to public transportation. Revitalize the Village as a community focal point and a unique and memorable center for visitors, and rejuvenate the historic Barrio neighborhood. The Community-Preferred Plan is a conceptual plan. The specific location of devices has not been determined and may shift based on topography, access locations, drainage, utilities, construction cost, and other considerations through the subsequent steps of environmental review and engineering design. For example, additional roundabouts not identified in the Community-Preferred Plan may be added at other locations if they are found to be the most effective alternative for reducing speeds and enhancing safety. Additional parking restrictions may be required to meet the stopping sight distance for safe operation of La Costa Avenue. 8/17/11 Page?3/ Figure 1: Proposed Plan for La Costa Avenue, West End La Costa Avenue Improvement Plan ^3Sa*3fe A-^JWis «, *** :<r*^^,*i-&Kaa&e&- , .w'a^"-31^;* PV^ J I _ .*. Jf««^l «.|j,*»«*j* m*—I"it f3i»JI.»"; *»-.: *.-ii**?%« "* 1 TYPICAL SECTION (A) Looting Easflxwnd BQST1NG , --••-•« * * $ t t NEW - „_ 1 « t t » ^ |5*«s^#^\*yj TYPICAL SECTION (B) tooWng Eastbound DUSTING — | } $ t t NEW ._.,,__!,,«. { t S ft |^s. <* ss-*> t<« •4&"* TYPICAL SECTION (C) LooWng Easfboumi EXISTING -— * t i> t t I NEW *- - - — . - 1— « \ $ f » 1 8/17/11 PageS La Costa Avenue Improvement Plan Figure 2: Existing and Photo Simulation of Proposed Roundabout at Nueva Castilla Way 8/17/11 Page 9 La Costa Avenue Improvement Plan Figure 3: Proposed Plan for La Costa Avenue, East End t /'•?*£*••• iK^«~«rr •%*•*,<-*^^l^^X'V* -,,-": e*. „ »>•. . 1. rf-'t.xTitfR ».>> IKiTB TYPICAL SECTION (C) Looking Eastbound TYPICAL SECTION (D) Looking Eastfxund U5 8/17/11 Page 10 La Costa Avenue Improvement Plan Figure 4: Existing and Photo Simulation of Proposed Bulb Out and Median at Cadencia Street 8/17/11 Page 11 La Costa Avenue Improvement Plan Projected Costs and Traffic Conditions The Community-Preferred Plan represents an ultimate vision for La Costa Avenue. The estimated cost for the ultimate plan, including the construction of missing sidewalk segments, is approximately $3.5-4.5 million. The cost estimates were developed by the city's consultant and are discussed in more detail in the Technical Memorandum La Costa Avenue Improvement Plan - Level of Service Analysis Planning and Cost Estimate included as Appendix C. That memorandum also considered current and estimated levels-of-service (LOS) for the proposed improvements and found that the traffic conditions are expected to meet city standards under current and future conditions, as shown in Table 3. Table 3: Level of Service Estimates #Intersection Existing Volumes & Planned Geometric Conditions Horizon Volumes & Planned Geometric Conditions AM Peak Hour 1 2 3 4 La Costa Avenue at Nueva Castilla Way La Costa Avenue at Viejo Castillo Way La Costa Avenue at Romeria Street La Costa Avenue at Cadencia Street B B A A D B A A PWI Peak Hour 1 2 3 4 La Costa Avenue at Nueva Castilla Way La Costa Avenue at Viejo Castillo Way La Costa Avenue at Romeria Street La Costa Avenue at Cadencia Street A A A A C B A B Control Roundabout Signal Roundabout Signal Roundabout Rignal Roundabout Rignal Funding and Phasing Options The city has $1 million in the budget for new signals on La Costa Avenue that could be reallocated for improvements. Additional funding would need to be identified to complete the improvements and could be available through grants or other funding sources. Therefore, it is important to consider potential phasing opportunities that would allow cost effective implementation of the plan over time and as funding becomes available. The restriping of La Costa Avenue the entire length to accommodate wider medians and bike lanes would be the first action needed. All of the other improvements are based on the reconfiguration of the lanes to two through lanes, bike lanes and reconfigured medians. Subsequent construction could be implemented in a number of different ways to address funding constraints, traffic speed and safety. During the third community workshop, participants were asked to provide input on potential phasing options. These include, but are not limited to: • Install medians west of Viejo Castilla Way • Install medians east of Viejo Castilla Way • Install roundabout at Nueva Castilla Way • Install roundabout at Romeria Street 8/17/11 Page 12 La Costa Avenue Improvement Plan • Construct curb extensions/narrowing • Build missing sidewalks Comment forms available at the workshop and online asked respondents to indicate their preferred order of phasing for these elements. Averaging the responses received indicated preferences in the following order: 1. Install roundabout at Nueva Castilla Way 2. Install roundabout at Romeria Street 3. Construct curb extensions/narrowing 4. Install medians west of Viejo Castilla Way 5. Install medians east of Viejo Castilla Way 6. Build missing sidewalks Although there may be specific considerations based on available funding, construction challenges, or opportunities to combine elements to reduce costs or impacts to the street, these community preferences should be considered in developing a phasing plan for improvements. 8/17/11 Page 13 _, ._5 I La Costa Avenue Improvement Plan Appendix 1 La Costa Avenue Study Community Survey Summary of Comments May 2011 1. Serious traffic problem at top of La Costa Ave at Rancho Santa Fe. Long, long lines to turn left onto RSF. cars waiting on La Costa do not want to let cars on Levante get into left-hand turn lane. Dangerous condition. Something needs to be done immediately. 2. Please do not create traffic jams by reducing the number of lanes on La Costa 3. Tear it up and start all over again. The raceway is now obsolete! until something is done the lawsuits will continue 4. Need Police just below Nuevo Castillo 5. Speed enforcement of 45 mph will do wonders. No raised medians. Do not spend money to change La Costa Ave. 6. This stretch of La Costa Ave is a big black hole for bicyclists. It is difficult to go eastbound w/o bike lanes or lower speeds. But La Costa Ave west of El Camino Real & El Camino Real and Rancho Santa Fe are major bike corridors. This link needs to be made bike friendly. 7. I am really concerned about the speed people drive on La Costa Blvd. I have a 11 and 3 yr old kids and I do not let them go outside at all unless we are driving. People drive extremely fast on this street. Something should be done as soon as possible. 8. Since I have lived here for the past 15 years, the traffic noise, especially from El Camino Real, had increased dramatically due to development. 9. Raised & landscaped medians combined with less lanes would help most. Sidewalks & crosswalks would help too. 10. Stop light at Nueva Castilla due to poor visibility when entering La Costa Av 11. People honk at me when I pull out of my driveway because they are going 60-80 mph when I pull out. Visitors don't even park on the street because it's impossible to get out of the car safely. 12. So let me see if I got this right. The vast majority of home owners on La Costa AV bought their homes knowing fully well that it is a major roadway with periods of heavy traffic. That it would require specific driving skills to enter/exit via a driveway but felt compelled to do so anyway now want the city to penalize the rest of the community to make up for their errors of judgment. Want to walk or ride a bike. Try Calle. 13. A traffic signals at the corner of La Costa Av and Nueva Castilla Wy is greatly needed. Turning left onto La Costa Av from Nueva Castilla Wy is very dangerous a majority of the time. A crosswalk and completion of the sidewalk at that intersection is needed as well. 14. Many drivers use La Costa Ave instead of Rancho Santa Fe Rd. It is quite busy around 4:00 - 5:30. It backs up from Rancho Santa Fe Dr to Caloma Circle. 15. I am glad you're willing to look at this problem. 16. My kids walk to school when I see car speeding. Worry about my kids because they have to go around and pass La Costa Av. 17. Rancho Santa Fe gets to keep their street stop signs even though they were meant to have a freeway. Why do they get to "impede" traffic and we don't? Money? Power? Politics? From Cadencia to Romeria going west, cars fly by. 5 accidents in the last 2 years alone. 8/17/11 Page 14 38 La Costa Avenue Improvement Plan 18. I have had problems getting out of my driveway turning right. At my house, there are blind spots and on street parking that make it very difficult to get out. The street parking should, at least, give 450' of clear distance with the current speed limit. 19. Speed on La Costa Ave similar to other roads. 55 mph between El Camino Real and I-5 proper speed. 45 mph elsewhere good speed. 20. The speed indicators (signs) are great. They remind drivers how fast they are going. They should be a speed limit sign next to each though. 21. I like the new "slow down" sign. I do not like spending a lot of money on reworking the road, do not put bike lanes in 22. no roundabouts. Don't redirect traffic onto Levante due to "improvements" to La Costa. Traffic signals @ Levante & La Costa, don't reduce traffic lanes on La Costa. Consider a traffic police officer to monitor traffic. No "big box" store on empty lot near La Costa & RSF 23. Definitely need a light signal on La Costa and Esfera. Very dangerous to make a left turn. Also bushes make it hard to see if cars are coming when trying to make a left turn. Need more signals on La Costa. New speed devices are excellent, really has cars slowing. New condo development will definitely need to have signals put in and turn lanes. 24. Do not like the increased traffic because of Albertsons/strip stores. 25. Please do something for Cadencia- too many cars- speed over 60mph 26. La Costa Ave is now a main access street to San Marcos, restricting traffic or speed will only create more problems. La Costa needs to be 2 lanes in each direction or the traffic jams during rush hour will be unbearable. 27. Speed is too dangerous. 28. Make 4 lanes divided median similar to La Costa between I-5 and El Camino Real. Do not decrease lanes or put in roundabouts 29. Do not allow bike lanes- bikers are a problem- don't stay in their lanes & they slow flow of traffic. 30. Reduce speed on La Costa Ave. Improve bicycle & pedestrian safety on La Costa 31. The exit of Nueva Castilla to La Costa is very dangerous. 32. Limit parking on street. Traffic that is backed up from Racho Santa Fe impedes pulling out/in Levante safely 33. Too Fast! People drive like it's a freeway & always tailgate when you go the speed limit. Traffic should not be re-routed to Levante. 34. Traffic noise on La Costa has been a growing problem, we had to move from our home, we found a place just a few blocks away 35. I would like to see roundabouts and more landscaping to reduce traffic speed and noise & make it more pedestrian friendly 36. Raised medians with landscaping similar to Aviara Pkwy near corner of El Camino Real would be aesthetically appealing as well as provide safety- for stretches of road that do not need a turn lane for entry to driveways, bike lanes are needed for both sides of road, sidewalks are also needed for both sides of road. 37. Whatever is done, make sure it does not increase traffic on Levante 38. No Roundabouts 39. need multilane left turn onto RSF at intersection especially rush hour 40. The speed signs are a good start add more 41. I think the main concern will be to reduce speed as much as possible 42. The speed and noise are the only real down sides of La Costa Ave. 43. People need to slow down in residential areas 44. La Costa Ave needs traffic diet sooner than later 8/17/11 . Page 15 La Costa Avenue Improvement Plan 45. Please Please enforce traffic law. I obey the speed limit and people ride my bumper, curb aggressive driving! 46. the most effective deterrent to speeding is the presence of Law enforcement 47. No need for traffic circles or center median. Reducing lanes is ridiculous waste of money 48. No problems the way it is! 49. The left turn signal at Vieja Castilla Way is a scary place to be. Where cars are speeding past you in both directions at 60 mph 50. Increased traffic enforcement for aggressive driving. I often feel hunted when driving this road if I go the speed limit cars race around to pass. 51. The visibility going into my neighborhood from Dehesa Road. The visibility going in and out! 52. Please do not change La Costa Avenue into one lane. Keep at least two lanes. 53. Speed limit is too fast for blind curves. Bikes cannot ride safety. Need revamping! 54. Please no roundabouts they are dangerous. Landscape not up to La Costa resort standards. Needs major improvement. Traffic signal needed at Nueva Castilla Way 55. Speeding cars are the biggest issue. Curves& fast cars great a hazardous environment 56. Garage sales on La Costa Ave weekly are a huge problem. Cars park in the street create a safety issue. These garage sales are like a weekly business 57. Raised 2 children on La Costa Ave and always fear accidents. Have had one already. Roundabouts, landscaping, 40 mph max, fewer and wider lanes would add to safety, street appeal, and home values 58. It is very unsafe to allow parking along La Costa Avenue 59. 1. Need to Slow the speeds 2. any changes made to LCA to slow traffic speeds will push traffic over to Levante, Anillo. This happened during the construction due to the hill failure. 60. Bike riding is dangerous. As an athletic person, but novice road bike rider I avoid La Costa Avenue completely. Far too dangerous, esp. eastbound. I would walk much more on LCA if sidewalks were more suitable, not too worried about speed but I've been around these roads since the 70's so I know where all the bumps, curves & cops are. 61. I could see where the east bound speed limit might stay the same- as there's no parking on the street, and maybe the west bound speed is lowered to 35mph 62. Roundabout 63. La Costa Ave has become a treacherous street for the residents who live there. Not only is it unsafe to exit your driveway, we have had someone run off the round and hit our house, as well as numerous cases where debris from car accidents has ended up in our yard. Roundabouts and a raised median would help, but traffic lights are needed as well. 64. The street is fine. The radar speed warning have reduced speed sufficiently. It is a waste of taxpayer money to try and manage the traffic or enhance the "beauty" of the avenue. 65. What would be most helpful for pedestrians is an *off street* path to the coast for bicycles, walking and jogging - preferably along the marsh. La Costa avenue is so busy it is really scary and not that enjoyable. 66. We don't believe decreasing the number of lanes on La Costa Ave is going to slow traffic. It will only make the traffic problems worse. We understand the concerns of homeowners along La Costa Ave, but that IS a major thoroughfare and not a small residential street. Homeowners need to understand that. We use La Costa Ave several times per day to take our kids to LCH Elem School and LCC H.S. A traffic signal at 8/17/11 Page 16 La Costa Avenue Improvement Plan Esfera & La Costa Ave would be most helpful in accessing La Costa from Esfera in the morning and late afternoons. Thank you! 67. I can understand that residents on this street might object to traffic. However, this is a major east-west thoroughfare and the City of Carlsbad must consider the needs of the motorist as well as those of the resident. The speed limit of 45 mph is reasonable for a curved and undulating roadway and if any improvement is needed, it is the addition of a second lane on the Eastern extremity of this road. 68. Very dangerous road, need more stop lights. 69. I sympathize with the residents on this road who I am sure want to see all traffic move much slower. However, I personally as a driver mostly using La Costa as an efficient throughway do not want to see traffic speeds significantly slowed or see changes to the road that would introduce bottlenecks or traffic delays. Having said that, as I mentioned above, speaking as a pedestrian rather than a driver, I do feel that additional controls on vehicles are necessary to improve the safety of pedestrians, particularly at the intersection of La Costa and El Carnino. Thank you for soliciting our feedback! 70. I use La Costa Ave west end everyday and its fine, save your money and do nothing. For once do the right thing, the people love it rural, it fits our community. Don't let one accident or mishap change our streets. 71. Widen it! Do not, do not, do not make La Costa 2 lanes 72. Please do not narrow La Costa Avenue. That would be very counterproductive as the area grows. 73. leave it alone 74. the road is fine 75. no roundabouts 76. leave it like it is 77. leave La Costa alone 78. enforcement 79. enforcement 80. no roundabouts 81. do not reduce lanes 82. do not slow traffic down 83. Levante is my concern 84. leave it the way it is 85. enforce the speed limit 86. sidewalks 87. it's fine the way it is! 88. one lane each way is absurd 89. This is a non-issue 90. more enforcement 91. one lane each way is a bad idea 92. Bad idea to make this a one lane route 93. La Costa Ave does not need to be changed 94. No parking on La Costa Ave 95. 2 lanes each way 96. My ONE biggest gripe is the synchronization of the traffic signals at Town Ctr & El Camino Real, especially on the Westbound lanes. Several times I have personally needed to call Traffic to re-set the signals to allow synchronized passage west-bound thru the 2 signals. When these are NOT in sync, I need to ADD an extra TEN minutes to any La Costa Av. Westbound trip I make. 97. Pot holes. I believe traffic speed should be reduced to 35 miles per hour 8/17/11 Page 17 La Costa Avenue Improvement Plan 98. I would never walk on La Costa Ave because it is too dangerous, loud, cars & trucks create too much fumes. Plus there are no sidewalks cars go too fast. 99. I actually LIKE the fact I live near an efficient roadway I would like to see more sidewalks 100. would like to see bike lanes 101. Please change the timing of the light by the Albertsons center. Left turn lights should be added on the north & south entrance to La Costa 102. If it aint broke, don't fix it. 103. Turning off La Costa to go home people are speeding behindme. I have rny turn signal on & they don't slow up. I always think i'm going to get hit. 104. East of LCA before Romeria turn it back to 2 lanes right turn only. People merge left & the back right- it's not good now making a right turn from Cadencia to La Costa Ave is difficult- 105. There needs to be bicycle lanes on both sides of La Costa Ave 106. bicyclists ride 2 or 3 abreast which puts them in the auto area- can something be done about this? 107. No roundabouts at any intersection 108. Reduce the speed limit to 35 Mph 109. Too many cars to fast! scary ride 110. I am concerned that any changes made to La Costa will increase the likelihood that Levante will become a bypass. I am more concerned about peds & bikes than I am about residents who purchased homes with access problems. I don't want public funds to fix a private problem 111. We really appreciate your attention to this very vital issue Thank You! 112. I don't have any problems except for street maintenance 113. Review street parking to insure least obstructed views for all traffic trying to merge on to La Costa- example: looking east when stopped at Gibralter Street parked cars block view, which is short due to oncoming traffic coming over hill. 114. I would like to see evidence that traffic or street changes on La Costa Ave will not result in more traffic on Levante St which is already overwhelmed with overflow and speeding traffic 115. The stop signs they have along Levante has helped to slow traffic as well as all those stop signs in Del Mar 116. It is a Major street- do not make it smaller or slower! 117. Improved landscaping is desperately needed! Traffic safety for La Costa Ave residents! 118. While traffic on La Costa Ave is a concern I feel the city has much bigger problems it should be dealing with. 119. People in general drive very fast. I'm concern about people who are working and people that are on bikes 120. You insist that it must "function as a main east-west corridor" and it is "designated as a "secondary arterial" this is nonsense. Think outside the bureaucratic box... Undesignate it or propose to the appropriate gov't agency that it be redesignated. When your main premise is incorrect, nothing that follows will be correct, thank you for this opportunity to give input. 121. This request has been seriously started a long time ago and need to be done soon before more accidents or death or law suit 122. The street should not be modified, we need availability of current access to work, shopping & freeway. I would rather see more speed signs to keep speeders from exceeding the limit. Traffic will only increase. 123. radar/random speed enforcement 8/17/11 Page 18 La Costa Avenue Improvement Plan 124. Overall I am happy with La Costa Ave as it currently is. 125. The speed limit of 45 is appropriate but no one drives it! people easily drive 60 on that road. The new "slow Down" signs on north side of street are working well, add some to south side as well. 126. 1. Will there be a shopping plaza opposite CVS? if so-think about the traffic then 2. If going to 2 lanes- we need more lights to get out of side streets Nueva Castilla Way 127. Main Concerns 1. safe exit on to La Costa Ave from my house 2. Traffic Speeds 3. Traffic Noise 4. Traffic pollution 5. Lack of sidewalks 128. Red no Parking Zones block my vision coming out of driveway, cars park right behind it no parking at all east up the hill would be better 129. I like the one lane each direction. Idea but wonder if that won't cause more issues during peak houre (5-7pm east bound is bad) Please, No Roundabouts!! 130. Any change in La Costa Ave. must also insure that Levante does not become an alternative route. Levante already has a speed problem posing a added risk to the La Costa Heights elementary school children who walk to and from their homes, many residents also jog along Levante& cross street. 131. Left turn lane onto Vieja Castilla dangerous. While waiting for green arrow, always concerned about being hit head-on by oncoming traffic. 132. No parking should be allowed on La Costa Ave. The condos have specific parking and owners should park in their designated areas. In turning out of our subdivision on Fairway Ln, it is dangerous to try to look around all the autos parked and get onto the street with the oncoming traffic going 45-50 miles per hour. 133. Please do not reduce the number of lanes. Too many cars in a single lane will put the cars closer together, which may actually increase the likelihood of accidents. 134. The mph/slow down signs seem to have had an impact. 135. Do not agree that number of lanes need to be reduced. Synchronized lights to posted speed limit. 136. Would want bike lane on both side of street and public transportation. 137. Do not choke the traffic by lane reduction. Traffic signals can be an effective flow control. 138. Reducing travel lanes to one in each direction is not wise. It will create traffic jams, block emergency vehicles, and cause driver frustration and risky behavior. As traffic volume increases over time, more lanes will be required. 139. How in the city planning do central traffic on Levante St a residential street with 25 mph limit, which is more often then not ignored by drivers? If traffic is restricted on La Costa Ave the over flow will inevitebly come to Levante St since it is the closest thru streets between El Camino Real and RSF. 140. More radar cops to control speed, use money from speeders to keep La Costa safer and clean up landscape east of El Camino Real. We need median just east of Bank of America. Cars are going to fast crossing into oncoming traffic and plowing into fence where people walk. Also hard to do speed limit going west, due to downhill grading. 141. From La Costa - making a left to Calle Madero is scary because I use the middle lane - but people conning from the opposite direction use the same place to make the left to Gibraltar. So many times I've almost got into an accident. It would be nice to have a bike lane 142. It's turned into a dangerous freeway. 8/17/11 Page 19 La Costa Avenue Improvement Plan 143. We would like to see the traffic speed on La Costa reduced significantly if possible. Thank you. 144. Make two lanes - center landscaping with roundabouts at every intersection. That way, there would be no cars idling (fumes) and motorcycles revving at stop lights and traffic would be slowed significantly. La Costa is a neighborhood street, not a freeway, it is currently being used as a freeway. Roundabouts would allow a continual flow of traffic at reduced speed, and would possibly encourage commuters to use other "arteries" to the freeway (from San Elijo, etc.) 145. Motorcyclists and cars seem to routinely race, screech tires, rev engines while driving/stopping on La Costa Ave. 146. La Costa is a major artery. Future development at RSF commercial will increase use. Only one lane on La Costa will result in more use of Levante - and a neighborhood safety concern for all children and families. 147. I would like to see palm tres planted in medians between El Camino Real and I-5 148. It's manageable as it is, but please don't embark upon some multi-month, multi-million dollar improvement. It ain't broke, please DO NOT try and fix it. 149. La Costa Ave is dangerous for pedestrians and has become a major artery for San Marcos residents. Carlsbad's lack of planning and overgrowth has created problems that can never be mitigated. Good luck. 150. I take LC Ave from Nueva Cassilla Way to RSF. I don't see much of a problem in that stretch. 151. This road is a major artery. It should not be changed to 2 lanes. Not appropriate! 152. Carlsbad PD/Volunteers might be a visible deterrent during peak travel times if possible. 153. Discontinue on street parking. Landscape medians. Do not use roundabouts or decrease number of lanes. 154. Cars come racing down hill toward El Camino Real. Very dangerous to pull out to street from apartments - especially when parked cars block view - noise very similar to the Daytona 500 - Thank you for your concern with this area. 155. We have witnessed (heard) way too many accidents at Calle Madero since moving here in 2004. Speeds are too fast and visibility from Calle Madero is impaired give traffic speed. Should not be a "secondary arterial" in the first place. That's what RSF is for! 156. Traffic light on Dehesa folks coming from the 78 on RSF then turn onto La Costa at a speed you wouldn't believe to the downhill slope. It's downright scary! Traffic light on Dehesa Court - often there are lines up to turn right to go to Encinitas. You are blocked by bumper to bumper traffic wanting to turn left of RSF. 157. Pulling out of La Costa vale neighborhood from Dadencia onto La Costa making a right towards RSF it is a blind corner and the speed of vehicles is too fast. Something needs to be done on that corner. 158. I've lived here for 46 years and have been driving for 30 years. I've seen this area grow but La Costa Ave has always been a main traffic street. I am guessing that most of these homeowners purchased their homes after 1972. With that said, they choose to live on La Costa Ave with the issues it has. I only know of one street that has had several accidents and that street should get a stop light. To avoid parked cars being hit all of La Costa Ave could be a no parking street or the speed limit could be lowered. 159. Visibility at Nuevo Castillo onto La Costa - growth of foliage on south west corner is dangerous. 160. La Costa should be 4 lanes from i-5 to RSF. Going down from 4 to 2 and back up makes no sense. Further projections should determine number of lanes to RSF. 161. The traffic lights that are in place adequately control the flow of traffic on La Costa Ave. 8/17/11 Page 20 H -I La Costa Avenue Improvement Plan 162. Make the road less friendly to motorists. Enforce speeds. Use cameras. Use roundabouts. Make heavy hauling trucks and also heavy equipment use Palomar Rd. It is very important to have rapid action on this project. 163. Please reconsider keeping La Costa Ave four lanes. My concern is emergency evacuation in the event of a harmony grove repeat. Delays in police, fire and paramedics. The letter does not address delays in emergency services. 164. Having a like scale from 0-3 is no efficient for this survey because it reduces variability and increases the chances of a ceiling or floor effect when reviewing the data - which can make interpreting the data difficult. 165. It is very unsafe to right exit Albertsons on the south side, hedge blocks the view to left side of car, hedge needs to be trimmed. 166. Lived on La Costa Ave since 1979. It was a mess then with all garbage trucks using it. That was resolved but with new construction it just gets worse! With the new project planned at La Costa and RSF its going to be a MESS! 167. Please address safety issues related to a left turn from Nueva Castillo to La Costa. Worried about increased traffic on out street (Levante) if changes are made to La Costa. 168. Having radar police is the best deterrent. I wouldn't oppose signals, but would oppose roundabouts or raised speed humps. 169. Enforce the speed limit. Do not reduce the number of lanes. This wit create more traffic conditions also the side walk is over grown. Unable to walk without entering the street. Bushes and weeds need to be cut back and fences need to be repaired. 170. The new signs, speed monitors, and prior existing signs are too much. Its rather irritating and gives a negative over bearing feel to my drive now. 171. The street is fine. Poor drivers and people racing or impaired cause the problems. Do not waste any money or time on their witch hunt. 172. 1. There should be attended school crossings at several points in La Costa druing school hours. 2. We have had two serious accidents in front of our home due to speed. In one a truck flipped over and totaled our sons car. 173. The lane reduction invites drivers to accelerate. 174. Would like to have a convex mirror at Levante and La Costa Ave so cars coming out of Levante can see traffic in both directions on La Costa. 175. In general La Costa Ave works in spite of curves in road. The signs, speed monitors appear to be working well. I've seen no accidents in 9 years. I'd limit future development on La Costa itself to minimize future use along the actual road. Have less density in projects along the active winding section of road. Thanks. 176. This would stop many issues with people pulling in and out of their houses. Only one direction of traffic. 177. Reduce speed and have police presence during busy hours. Do NOT reduce lanes as traffic will divert to Levante which has a grammar school. 178. La Costa Ave needs to have regular speed control, people drive 55 through residential area often. 179. A warning sign would be helpful approaching Nueva Castilla going east on La Costa. It is extremely hazardous when turning west on La Costa from Nueva Castella. I have lived here since 1979 and realize that more traffic is natural - however speeds on La Costa should be monitored with a flashing sign if possible. 180. My main concern is the appearance where the landslide was. The aesthetics have not been dealt with years later. 181. Pavement markings to make the street look narrower - widen bike lane. Cut hedges at every side street to enter and exit La Costa Ave. Bike lanes ought to be EXTRA wide. 8/17/11 Page 21 La Costa Avenue Improvement Plan 182. 1. If the city is going to put more traffic lights on La Costa Ave, make sure they are sequenced to allow smooth traffic flow. 2. Making La Costa into 1 lane is a dumb idea. 183. This is whining people who made a mistake buying a house on a main artery screw up La Costa and people will use LeVante as an alternative causing even more problems and whiners. 184. Definitely need good bike lanes with visible signs especially going east - very dangerous. 185. I suggest leaving the existing median and 2 eastbound lanes. Reduce westbound to one lane so homeowners can have more room to back out of their garages. 186. Don't make changes if you slow it down traffic will back up and cars will be there all the time. 187. It needs to be 4 lane between El Camino Real and RSF. 188. Thank you for working to ensure safety and still preserve the "residential" feel of La Costa Ave. 189. Please build sidewalks all along both sides of La Costa Ave. 190. Question #1 - What is Meant by: Operation of on-street parking? Recommend the use of noise reduction pavement materials that were used in other Carlsbad areas. 191. It seems to me that the radius of the curvature of the road changes abruptly in some places. This causes some drivers to drift away from the center of the lane, possibly into another lane. 192. Do not decrease the number of lanes on La Costa Ave. Traffic would be a nightmare. 193. We have never experienced a problem. We believe that reducing lanes is a horrible idea! This is NOT how we should be using out limited dollars. Instead enforce speed limits. Thank you for including the community in your planning. 194. Not really sure how to deal with speed on LCA... Im even guilty sometimes. More CPD presence would help(sometimes) maybe speed trailer. But there definitely needs to be bike lanes on entire upper section(east of ECR) 195. Carlsbad police with radar guns to control speeding. A bad plan to reduce La Costa Ave to 2 lanes. Concern about getting into and out of my driveway. Need center medium to make left turn into many driveways. 196. Change speed limit, control u-turns, raise medians so residents cant turn east from driveways. Flashing speed signs great idea. 197. Need other street connections between El Camio & RSF that are easily accessible. 198. If houses had to be built on La Costa Ave circular driveways should have been mandated to drivers would not have to back out into traffic. 199. Why change to 2 lanes when proper traffic officers and fines would eliminate those that speed. 200. I only use La Costa Ave from Albertsons shopping center. It is impossible to make a right on a red - no visibility and cars speeding down hill. 201. The biggest contributor of the noise is the 45 mph speed limit. It would be great if the speed limit was reduced as some, if not many, of the houses on La Costa Ave are very close to the street. 202. Roads were made for cars, bicycle lanes were made for bicycles, sidewalks were designed for people. Two lane roads are for cars - not one lane for bicycles and runners. 203. Install stop signs to slow traffic at RSF thru Olivenhain except longer intervals between stop signs. 204. Over 20 years and speed is not kept in control. 8/17/11 Page 22 La Costa Avenue Improvement Plan 205. Reduce to one lane in each direction. This is already the case with a good portion on La Costa and implementing if for the rest of the portion between El Camio and RSF would allow us to safely get out of our driveways and merge into the lane. 206. I am concerned that the planned changes will cause people to drive through the surface streets in our neighborhood in order to avoid La Costa Ave. We already have people speeding down Segovia Way to avoid traffic on RSF. 207. If you make changes to slow traffic on La Costa you need to address traffic on Levante too. Our neighborhood is already being used by people cutting through from El Camino Real to RSF to avoid traffic on La Costa Ave. They speed through our neighborhood at excessive levels and blow thru the stop signs. Maybe you could install speed bumps on Levante while you are upgrading La Costa. 208. Install landscape center medians and sidewalks. 209. Please do NOT reduce lanes to 2. It would cause more traffic problems. 210. La Costa Ave needs guard rails on all curves and enforcement of speed limit or lowering of that limit. Possibly high mph speed bumps might help. 211. Thanks for light and green turn arrow at Uregu Castillo. 212. So exciting to see what comes of this! Thank you for asking for public opinion. 213. Reduce speed. 214. 1. Enhance character and aesthetics of street by providing or requiring all mailboxes be uniform and of attractive design. Current hodge-podge of boxes is a detractor and negative impact on street. 2. Maintain 2 lanes both ways. 215. Do NOT cut the number of lanes!! 216. Sides secondary street signings are not visible. The drivers slow down on La Costa to find the address. Traffic speed and noises are most concerned 217. Create better community street character and traffic will slow down. 218. Place no roundabouts 219. The speed at which cars drive from RSF towards ECR is typically above the speed limit. My main concern is the high speed and the many blind intersections. 220. People speed horribly and there are too many cars using La Costa. It's awful and unsafe. 221. Traffic speed isn't the problem. Don't make it out to be one. Proper controls make life easier for those of us who live here. 222. We need turnabouts, traffic lights, anything to slow down traffic. 223. I have seen to many accidents on a street with driveway access. I live 2 blocks off La Costa and still hear motorcycles and cars racing into early morning. I drive out of my way to access la Costa at a light because there are to many t-bones by my closest access to La Costa. 224. Never thought it to be much of a problem in the 1st place. 225. There have been many accidents on La Costa Ave and Nueva Castilla. People go to fast! Same is true on Levante. Most don't even stop at the stop signs! 226. People drive in fast lane going east because drainage dips in road, cars bottom out. Traffic use on Levante St is increasing due to high volume on La Costa Ave which makes it hard to back out of driveways. 227. We drive this street daily and walk it several times a week. We must make a left turn on Esfera to reach our house. We have no problems with current conditions. Do not add lights! Do not reduce lanes! Changes would make driving La Costa more difficult and frustrating. Roundabouts would be horrid. I hate them in Encinitas. Dont listen to a vocal few. Remember that traffic will increase if the shopping plaza opens - dont even think about reducing lanes. 228. Reduce speed limits, add more traffic lights, particularly at "T" intersection. 8/17/11 Page 23 M 7 La Costa Avenue Improvement Plan 229. I walk my children to school and have to cross La Costa - it is very scary with the speed of the traffic. A crosswalk at Esfera & La Costa would help I feel to slow traffic down. Also at the corner the trees are so thick you can't see oncoming traffic unless you stick far out in the street. 230. We would be opposed to traffic circles as drivers misuse them and they impede traffic flow. We are open to a change in speed limit or other small changes to make driving on La Costa Ave. 231 . The "your speed is XXX" is good warning to slow down. Need right turn only lane for east bound La Costa at RSF. Perhaps widen or 2 left turn lanes onto RSF. 232. Leave the street as it is. Do not pander to a small group of citizens who would be happy to stop all automobile traffic. 233. No street parking. 234. The speed of vehicles rounding the blind curve between RSF and Dehesa Ct is excessive but speed limits are not enforced on the curve. We never see policemen controlling speed in this location. 235. Street signs are placed too far back on corners - not visible until after drivers pass street result is a lot of turning around and 'u' turns at corners and intersections - dangerous - caused many accidents. Drivers are inattentive - always doing something - cell phone, texting, reading, looking at other passengers and talking while driving - reaching for something on back seat. 236. We love our home, but our constantly concerned about our safety from the speeding vehicles. We believe that roundabouts and more stop lights as they have on Leucadia Blvd would help immensely. It is only a matter of time before a horrendous accident is going to occur. 237. Resurfacing needed. 238. Signs/Lights have not changed speeder habits. There needs to be "actual" slow down barriers to inhibit speeds. It it not safe to cross La Costa Ave even at the lights. People do not heed pedestrians or bikes. 239. It could be made safer. 45 seems fast. Don't turn in into a street with a light every block so it takes 15 min to get to the freeway or beach. 240. If La Costa Ave becomes less of a thru streets will Levante take its place? I hope not. 241. La Costa Ave is UNSAFE for bicycles. Should promote Levante as a more suitable bike route. 242. The intersection of La Costa and Cadencia is extremely dangerous. Right turning traffic from Cadencia onto La Costa (east bound) should not be permitted on red. 243. Please, NO ROUNDABOUTS!!! The concept works for some areas, but not for La Costa Ave. 244. Please do something about the motorcycles "bikes" that race up La Costa Ave. I will not believe they are street legal. Sometimes 5 to 10 go up the street at one time, the noise is deafening. 245. Nuevo Castillo entry onto La Costa is very dangerous. 246. Perfect the way it is. 247. Way too much traffic and too fast. Especially in few blocks near Nuevo Castillo intersection. Lots of speeding there. 248. I drive safely and follow the speed limit. It's a main road and I don't see any problems. I've lived here in the same house for 35 years. The people that bought a house RIGHT on La Costa Ave are on a main street and that's too bad for them. They bought knowing they were on a main street. They have to be careful when they back out of their driveways. What do you expect- lower the speed limit to 25- that's not realistic. I don't think there are any problems with La Costa Ave. It's a main thoroughfare just like Melrose Ave. or Alga Rd. 8/17/11 Page 24 La Costa Avenue Improvement Plan 249. The issue of blocked visibility on the south west corner of Nueva Castilla/La Costa Ave. intersection is ongoing and dangerous. 250. -4 lanes must be maintained -Control speed with stop signs/lights -No bicycle traffic - road too narrow - cyclists can use Calle Barcalona -Roundabouts are a WASTE of money! -Forget Landscaping! -Remember - No amount of money or legislation can correct stupidity! 251. Suggest a no-right turn on red lights. La Costa Ave @ Saxony Rd. 252. Do not add raised medians if there are speed bumps or turnarounds or roundabouts. 253. No roundabouts or street lights. Carlsbad lights are poorly managed. Roundabouts are still known to cause accidents and many do not know how to drive them. 254. I feel that changing La Costa to 1 lane will impact traffic in a negative way. If people drive the speed limit of 45 it should solve your problem. 255. La Costa Ave. and Tamarack Ave. are very dangerous. Build roundabouts!!! 256. Sidewalks are a major concern for my family. We would really like to use the sidewalk to jog or walk between El Camino Real and Vieja Castilla, but do not feel safe doing so. Much of the northern sidewalk along La Costa is obstructed by mailboxes, plants, or other overgrown vegetation, and are impossible with a baby stroller. The only option is to veer into the bike lane if it isn't blocked by parked cars. If it is, you must approach the vehicle lanes to pass by. A partial solution would include more landscape maintenance of overgrown vegetation, and also legislation to prohibit mailboxes or other obstruction of the side walk by residents property. 257. Making a right turn onto La Costa from Gibraltor Street is dangerous when the stop light at Romeria is green. The speed or many cars is extreme -heading up hill to the west. I suggested to the police that the motorcycle cops hang out at the top of the hill, just east of Gibraltar, but the officer I spoke with got angry for my suggestion making a left turn onto Gibraltar St is also dangerous because of the high speed cars com up the hill heading west. Often my household members will head over to Romeria to turn right on La Costa because we have a better view of the cars speeding, than if we turn right onto La Costa from Gibraltar St. There are quite a few seniors in the Gibraltar St./Jerez neighborhood. My household likes the idea of only one lane in each direction for La Costa. When I drive the speed limit on La Costa, I often get tail gated, honked at, an extended finger, etc. I think another stop light is needed to slow traffic. One of the two streets on the south side of La Costa just west of Gibraltar. All of the stop lights on La Costa should turn red more often, stopping La Costa Ave traffic, not just when there is cross traffic from the side streets (Romeria, Vieja, Castilla). 258. We don't need any more useless signals. We need to GET PLACES! and that road is a main artery! Time the lights we have now better! We are always sitting at lights you need to change the lights to exact opposite of what they are now! We all go down the road after waiting for 5 min. At a light, they HIT A YELLOW/RED LIGHT! DO THE EXACT OPPOSITE! We need to get places and your allowing the side road people priority is ridiculous. 259. My primary safety concerns are cars turning onto La Costa in an unsafe manner and encroachment onto the road by earless bicyclist. 260. Suggest the city consider a demonstration project to reduce traffic lanes to 2 or 3 place a 'K' rail barrier between d/w access and through traffic if it workds consturct permanent improvements driveways. 261. I am concerned if the street is narrowed to a 2 lane road it will create even more traffic since it's the main way to get to I-5 8/17/11 Page 25 La Costa Avenue Improvement Plan Reducing speeds using roundabouts at intersections and creating a center median will allow people to merge onto the road, reduce speeds, and limit left hand turns into traffic. 262. The road diet plan is a very poor solution to the drive and safety issues on La Costa. Reducing four lanes to two is like trying to step back in time before all the housing and commercial developments. With the additional future housing and commercial developments it will make local residents drive time horrible. No parking and no left turns will be inconvenient for home owners on the east side of La Costa, however they will be safer. It will be difficult to have a traffic plan that will satisfy all residents. So some difficulty for the hundred or so residents on the east side of La Costa is reasonable compared to the extended drive time for the thousands of residents that use La Costa as their main thoroughfare. 263. Please do not put up with stopsign/ stop lights etc. that will impede the commuters using this main east-west road to get to the freeway. Anyone who was dumb enough to buy a house on La Costa Ave deserved to have difficulty to deal with the noise. Why should 98% of people using this road be concerned because of a few dumb people who now regret they bought there? 264. Roundabouts are not appropriate! Sidewalks are needed Stop lights could ease up the problem of residents merging into traffice We need that road "Wide & Flowing" for the amount of traffic it services Medians would push traffic closer to the driveways of residents. 265. NO MORE TRAFFICE LIGHTS 266. We live on Levante St, which parallels La Costa Ave. If many changes are made to La Costa Ave, we are concerned that drivers will choose Levante as an alternate, which could create other problems. La Costa Ave. is too unsafe for bicycles. It shouldn't have bike lanes & should have signs directing bikes to take the safer Levante Street. Consider installing a low dividing wall on center divider at dangerous curve locations, similar to what exists on Torrey Pines Road grade in San Diego. 267. The staya both going into Albertson needs turn signal on N-S sides. The speed on Vieja Castilo is bad - up & down. They just zoom. 268. NO ROUNDABOUTS! 269. Close La Costa Ave at Rancho Santa Fe as it originally was. Provide access to emergency vehicles only. 270. I have been a resident just off of Gibralter and La Costa for many years, and use the road to get everywhere since there is no other road out. The construction of San Elijo Hills added a huge amount of traffic, which the City is responsible for allowing. The traffic implications should have been taken into consideration before that construction was started. I heard one plan was to reduce the number of lanes down to one each way on La Costa. This would be unacceptable as it would mean huge traffic delays especially during rush hour. Roundabouts are a good idea that seem to work well in England. 271. It is outrageous to turn La Costa Ave. into one lane each way. There are many sensible ways to control the traffic. Please don't make this thoroughfare smaller which will cause gridlock. 272. No roundabouts! 273. Am a cyclist who lives directly off La Costa Ave. I occasionally ride westbound, but am even nervous about this as I sometimes need to come out into lanes of traffic to avoid parked cars. I NEVER would consider riding on the east side of the road and am worried when I see cyclists doing so - no bike lanes, high rates of car speed, and blind curves. It is only a matter of time before someone is killed. 8/17/11 Page 26 La Costa Avenue Improvement Plan 274. Simply reducing the speed to 35 would have significant impact at minimal expense. People are afraid of getting tickets on La Costa already and reducing the speed limit would have a net effect of significantly decreased speeds and improved safety. La Costa is not a bottleneck and reducing the speed will not change this however reducing lanes might without the desired results. Please do not create a bottleneck on La Costa with your good intentions. At the end of La Costa though, changing the lanes on East bound La Costa at the Rancho Santa Fe intersection to two left turn lanes and a single straight lane or one left, one left & straight lane and a single straight lane would also solve the bottleneck issue at this intersection although the second option would require a change to the light timing if there is any. Reducing the speed on La Costa would have no impact on this daily bottleneck and resulting safety issue. In the end, please employ KISS and simply reduce the speed limit before spending taxpayer money. 275. A sign that says 'entering residential area' doesn't tell me anything more then seeing houses along the street. Eliminate all parking near driveways, that will help a lot. 276. La Costa Avenue is too big and busy a street for myself and many of our neighbors to feel safe enough to let our school age children walk to and from school across La Costa Ave. 277. We travel La Costa Avenue daily and feel reducing the speed limit in the residential areas would be the best solution. If La Costa Avenue is narrowed to one lane each direction, there would be major traffic jams daily. In addition, residents attempting to enter the stream of traffic would have to wait an inordinate length of time. 278. It is a high volume road and will need to remain especially when La Costa and Rancho Santa Fe gets built. My family of six have lived on Cadencia St for 31 yrs and never had a problem. It was clear 31 yrs ago it was a main road. Circles and stop signs or speed bumps will only create flow problems for the entire area. If people wanted to live on a 30 MPH road, they should have moved on one. 279. Lighted crosswalk similar to those on Carlsbad Blvd. N. of Tamarack beach (intersections where traffic lights are at present). 280. We feel that La Costa Ave. works well as it is. The street is only unsafe if a driver violates the speed limit. A police presence and huge fines are appropriate as well as better attorneys to defend our city against law breakers who are negligent and sue. 281. I am an avid runner and cyclist, and cannot bike on La Costa because there are no lanes for a large portion of the street, and everyone speeds on it! I am thankful the City of Carlsbad is looking at this problem now. Thank you. 282. Cycling near El Camino Real/ La Costa Blvd /especially along the Coast Hwy can be very dangerous cars are too fast and signage needs to be posted warning of cyclists and pedestrians. 283. The operational speed of La Costa Avenue is 10-15 mph higher than appropriate for the adjacent land use, which is solely residential between the Chabad House and Rancho Santa Fe Road. The ratio of drivers using La Costa Avenue to access Rancho Santa Fe Road to those living in residences along La Costa Avenue is too high. Measures discouraging through traffic should be implemented. 284. improve safety for cyclists and pedestrians - can use landscaping features, bike lanes, sidewalks 285. Lowering the speed limit to 35 or 40 may help because most people go between 50-55 mph. 286. I work in Carlsbad and bicycle frequently in the area 8/17/11 Page 27 La Costa Avenue Improvement Plan 287. the bike lane up the last part of the hill is great, but there are sections with no bike lane and it's a blind or semi blind corner for drivers. I bike and drive it several times a week. 288. Make the street more bike friendly for safety. 289. thanks for trying to make it better. 290. Currently we can only safely turn right out of our driveway. As drivers, we need somewhere to safely u-turn (at Vieja Castilla). As pedestrians, we would like to be able to cross at Calle Madero so we can walk to the elementary school. It's a lower priority for us, but currently there are locations on the existing sidewalk where it is not possible to fit a stroller through - the lampposts and mailboxes impede on the walking space. Strollers have to pass on the road and if there is a car parked in that location, strollers have to pass in the line of traffic. Mailboxes often impede the path and so runners are often in the parking lanes. It is very dangerous. 291. La Costa Avenue between El Camino Real and Rancho Santa Fe needs speed restrictions and better bicycle lanes. 292. We live in a high use bicycle area. Tourists, residents, and folks enjoying the north coastal region need safe bike lanes. Thanks. 293. I do not want to see the number of lanes reduced on La Costa Avenue. This would be a step backward! This road has been a busy and ugly road since I moved here almost 25 years ago. Many Carlsbad residents rely on this road for quick access to I-5 and El Camino Real. Reducing the speed, adding traffic signals, and reducing lanes will only make travel more difficult. When the commercial area is built up, more cars will use this road to get to the new shopping centers and there will be greater congestion. While it is probably true that it is difficult for residents to leave their driveways quickly, if they wait for the lights to change and use care, I believe that they can leave safely. I would like to see this road made more attractive with plants and trees and a true bike lane. 294. With the weather we enjoy in So Cal, there really should be more bike lanes for folks to use for both commuting and for recreation! 295. I have major trouble getting from Levante, turning right on La Costa and left on RSF. There is always a line up to turn left and no way to get across traffic to get over in that lane from Levante. Maybe 2 left turn lanes would help. Also, bike lanes going east would be a huge asset. Thanks. 296. Please distinguish between La Costa avenue East of Rancho Santa Fe Road and the rest of La Costa Avenue. The eastern portion is a route children use to get to schools, including La Costa Canyon and Mission Estancia. Also-l have heard that the city is planning to decrease the number of lanes on La Costa Avenue. I am strongly opposed to that solution, as traffic is only likely to increase as the La Costa Town Center (planned for corner of RSF Road) progresses. 297. Bike lanes are needed....lots of cyclists use this road and cars travel very fast in both directions. 298. Signs reminding drivers to share the road w/cyclists, reminding them that cyclists have the right to ride along LC Ave safely. Also, some kind of signage indicating to yield to cyclists when turning onto 5-N heading westbound on La Costa would help-very dangerous there 299. This is one of a few east-west corridors and I do not feel safe on my bicycle. I currently have to go quite a distance out of my way if on my bike. 300. Make one side for Bike/walk path for both east and west bike and walk traffic similar to the north side of san elijo rd from Schoolhouse way to Questhaven. 301. A bike lane like they used to have years ago would be great. Riding up that hill is very unsafe due to widening of the lanes for cars 302. Road conditions of La Costa east of El Camino are somewhat dangerous for cyclists. 8/17/11 Page 28 £"2- La Costa Avenue Improvement Plan 303. Continuing the way La Costa Avenue was fixed between El Camino Real and the coast would be a great thing. Another excellent plan to copy is the La Costa Valley one. We really don't need to reinvent the wheel - just do what we know works well and looks great. 304. Let's make our roads safer for people who are being green and keeping healthy as well. 305. I've ridden my bike on La Costa Ave for over 30 years now. Those blind curves, narrow bike lanes and high traffic speeds coupled w/drivers disdain for the rights of cyclists make it a very dangerous place to ride. I avoid it whenever possible. 306. I ride my bike along La Costa and enjoy the hills and rolling terrain but am concerned with traffic, high speeds by vehicles and lack of respect towards cyclists (i.e., driving in the bike lanes, turning right quickly cutting off bikes, honking and yelling of obscenities, etc). I give a wide berth to vehicles and observe traffic laws by not running red lights, riding no greater than two-wide, and stopping at stop signs, as this leads to ill-will towards other cyclists that motorists will see after me. 307. Going East on La Costa is very unsafe for cyclist 308. WE NEED BIKE LANES!!!! 309. Many elderly people drive this area. Also, people speed and use cell phones while driving. Special attention needs to be paid to the intersection near the freeway entrances so bicyclists can merge & pass with safety. Place red plastic cones, painted lines need improving, and add a few blinking lights. Add yield to bicyclists too. 310. As a cyclist I'm very concerned for my safety and others. 311. Enlarged bike lane required 312. Thank you so much for allowing us to voice our opinions. 313. Bike lanes we needed it ASAP 314. I came to visit friends who live on La Costa Ave. My Gosh,,, I thought I was back in Texas at the Texas Speedway.. A very dangerous street with no apparent regard from other drivers for safety for themselves or others, I mean walkers, Bikers, or just getting out of drive ways onto this SPEEDWAY. Normally I would not take the time to fill out any surveys,, but when my friends ask for my input as an out of towner,,,, You Bet, here it is. Also NO BIKE LANES OR WALKER LANES,,, WHO DESIGNED THIS STREET??? YIKES Speed bumps are aggravating as all heck,,, but they do slow people down ,, even in Calf. Especially on this racetrack... 315. A continuous dedicated bicycle lane is needed. Currently on street parking encroaches and in sections eliminates safe bicycle passage. 316. This is very dangerous road for east and westbound cycles as well as pedestrians on south side or trying to cross. Visibility over hills is poor and autos go very fast through this section. 317. Bicycle lanes are too dangerous, I will not use them. If bicycles could be routed to Levante or other parallel street, then the existing bike lanes could be used for traffic instead 318. The segment from Rancho Santa Fe Rd west to Romeria with 3 lanes seems to work well. It provides bike lanes in both directions, safe parking in front of housing and doesn't constrict traffic flow. Bike lanes are critically important. During the construction of the retaining wall in the 2300 block, the reduction to 3 lanes did not seem to interrupt the traffic flow. Raised landscape medians would be beautiful, but I would start with the 3 lanes leaving the turn lane and see if that would work before spending the money on the medians and increasing the maintenance. 319. I feel closing down lanes on La Costa is only a short term fix and will simply move traffic to other streets such as Levante which is currently 25. 8/17/11 Page 29 La Costa Avenue Improvement Plan 320. I live off of La Costa Ave. Yes the traffic has increased, but blame the City for allowing more homes to be built off of Rancho Santa Fe Ave. thereby increasing traffic. 321. ANY construction on La Costa will impact Levante. As our property overlooks La Costa, we are very concerned that options such as widening La Costa will impact our property values and resale potential. I understand that those whose driveways enter directly on La Costa have significant problems, but those homes are relatively few. Perhaps speed controls might be a better option. 322. My greatest concern is bicyclists using La Costa eastbound from El Camino Real where there are no bike lanes and the road is very curvy, it is a suicide wish certain days/times of the week. 323. Would like to see one lane each direction, slower speeds, easier entry/exit from/to side streets, wide/safe bike lanes, and safe sidewalks/pedestrian accommodations; maybe even traffic circles. These changes may push through traffic to Calle Barcelona; so plan should take into consideration that roadway as well. Would like to see above changes to both La Costa and Calle Barcelona. There's no need for these 4-lane, high-speed expressways through our neighborhoods. 324. Need to lower speed limits, make the road have two lanes on both sides all the way between El Camino real and Rancho Santa Fe. 325. Need to provide sidewalks on BOTH sides of the street!! 326. Just once I would like to see the City of Carlsbad do something (anything!) to speed up, rather than slow down, traffic. There is absolutely no imagination within the city when it comes to solutions to move traffic. Since I moved to Carlsbad in 1992 I have seen one major street after another (Palomar Airport Road, La Costa Ave, Carlsbad Blvd, Carlsbad Village Drive, El Camino Real, Rancho Santa Fe Road, etc.) ruined by traffic signals and stop signs. The city cares nothing about the costs associated with slowing down the primary flow of traffic, including the cost of my time, the additional pollution, the wear and tear on my vehicle, and especially the wasted gasoline. Just once I'd like to see some creativity: one way streets, reversible lanes, round-a-bouts, left-turns yield on green, left turns banned during certain hours of the day, etc. Instead, all we get are 'solutions' that serve no purpose other than to enable left-hand turns. Enough! 327. There is insufficient road going North/South. Encinitas fixed a problem by erecting 7 stop signs on RSF road. This throws more traffic on La Costa Blvd. We need more police supervision as there are a lot of wild and speeding drivers 328. I think the city should look at a landscaped sidewalk buffer similar to Leucadia Blvd. It has been shown that a buffer makes the streets safer and more pleasant for pedestrian use, and narrow streets cause drivers to slow down and be more careful. This in addition to replacing traffic signals with roundabouts would improve the flow of traffic while keeping speeds lower, just as with the Leucadia streetscape project. I should mention that this situation is really the result of poor planning. Wide, long, winding roads flanked by low density residential and distant commercial centers is an inefficient use of land (in the form of roads and parking), building materials and utilities, and it encourages high speeds and wasting fuel. The city should be more focused on building livable communities with smaller lots, mixed-use, greenways, building up instead of out, where walking, biking and public transit are encouraged and competitive with the private vehicle industry that drives (pun intended) current planning policies. These measures will help save money, reduce gas and water use, pollution levels, waistlines and traffic, thus making the city much more attractive as well as prepared for economic and environmental conditions. 329. I do not want to see the lanes reduced on La Costa Avenue. This would be a disaster when the new shopping center goes in at Rancho Santa Fe Road, and it would not help residents who need to turn from their driveways onto the street. It would, in fact, make 8/17/11 Page 30 La Costa Avenue Improvement Plan that situation worse because one long line of traffic would lengthen the wait for traffic to clear so that a vehicle could enter the roadway from a driveway. I know that the city plans to install traffic signals at every intersection between Rancho Santa Fe and El Camino Real, and I emphatically do not want to see this happen. Please consider the use of landscaped roundabouts instead. These are efficient at slowing traffic and impede progress less than traffic signals do, plus they would help to beautify the roadway. Thank you. 330. The speed of 45mph is TOO fast for a residential street! Lowering it to 35mph would be 100 percent better! 331. I drive La Costa at least twice daily and see no problem with it the way it is. 332. Safety concerns on La Costa will be even greater than they are now after the huge commercial developments at La Costa and Rancho Santa Fe are completed. 333. I checked "physical changes". I'm looking for a 4 lane road with 2 lanes each direction. 334. One way to reduce traffic on La Costa is to connect and open Poinsetta Ln. i live in San Elijo/San Marcos and even 11 have to travel I-5 North I will use La Costa because it is quicker to the 5 than Alga or Palomar Airport. In fact, I think MapQuest and the others show La Coast as a much quicker route to the freeway than the others. 335. Turning onto La Costa Ave from Alga (from East going South) is very difficult due to the way the media rises up and the second lane turns. 336. The on-street parking should be eliminated because the cars block visibility and can be a hazard when pulling in/out and especially to cyclists. A center median that prevents cars from crossing in front of on-coming traffic to enter/exit driveways would improve safety and aesthetics. I'm concerned that reducing the number of lanes to a single lane each direction the length of La Costa Ave would increase congestion and shift traffic to other streets, therefore, I don't favor reducing the number of through lanes. Roundabouts might be preferable to stop signs or other control measures. 337. Although this may get me, police officers "hide" in the same spots. Everyone knows where they sit, so they only slow down when approaching those spots. 338. Works fine. Don't waste money making changes that aren't needed. 339. No more traffic lights please! 340. Save the money! there are much bigger concerns 341. No Roundabouts 342. Home driveway on La Costa Ave 343. maintenance, holes, dips, cracks ,bad dips at drains 344. new signs which flash speed are good 345. Do Not go to a single lane! 346. repair the pot holes on navarra 347. Fine as is 348. The main reason I am expressing my concern is the development of the proposed center at La Costa & Rancho Sante Fe. There are SERIOUS traffic issues NOW that will only be magnified with increased development of this area. 349. La Costa is fine as is 350. Opposed to median or any landscape to push traffic closer to driveways. I don not live on this street but use it as main east west access often and an very concerned about driveway to street interface. 351. I am sure the many residents can supply viable and imaginative solutions 352. The narrow two lanes between Cadencia and Rancho Santa Fe forces people to use Cadencia as a major street to connect to Rancho Santa Fe and La Costa Ave. 353. STOP this action. You have listened to a vocal minority and failed to consult with other area residents, it is flat wrong to intentionally mess up traffic flow on one of the cities 8/17/11 Page 31 La Costa Avenue Improvement Plan few thoroughfares that works well. YOU MUST CONSULT LOCAL RESIDENTS BEFORE DOING ANYTHING THIS STUPID, 354. This street needs to be widened to accommodate all the traffic coming off the 1-5 355. Leave as is! 356. While these are not my concerns, I am sensitive to the concerns of people who live on La Costa Ave 357. I have been living here 25 years and the noise just seems to be getting louder. At night you here speeding cars and motorcycles speeding. 358. Roundabouts would only lead to more problems, are you crazy!! 359. i would consider slowing traffic down with roundabouts- not take any lanes out. speed traps that pay for police time, lowering speed limit to 40 MPH 360. Speed limits are way too high, as you cross Rancho Santa Fe heading east on La Costa Ave, the speed limit is 45. you approach apartments and the lane narrows to 1 lane, with on street parking, this is much to fast, also it's almost impossible to turn right onto La Costa Ave. from Levante to then go left on Rancho Sante Fe in the mornings and afternoons, the traffic is a nightmare on this road 361. Speeds are too high for residential area, roundabouts would be a good idea, more space needed for walking/jogging/biking 25 MPH speed limit, like Willowsprins in Encinitas 362. Raised medians are some times more a hazard, when marbella was being done the 25 mph speed was in effect. I had to ride my brakes to maintain a 25 mph speed. I have traveled the corridor for 10 yrs at various times and have never seen a serious accident of any kind, not even a minor one. 363. One Lane each direction would slow traffic down, each one way lane should be wider than the current lane is. allow for more on street parking for residents & keep wide entrance/ exit area clear for visibility or merging into traffic lane. 364. 2 main problems: right of way with Nueva Castilla and Left turn(lights) onto rancho Santa Fe Rd insufficient for traffic 365. The Construction that sometime close one lane with the cone suddenly merge two lanes can be dangerous and almost cause accident 366. Ticketing too-fast drivers would slow people down, have police out-visible especially at peak traffic times don't narrow the road! 367. As president of La Costa da marbella HOA-1 have concerns about the future of La Costa Ave. I believe that the road should be one lane either way with center medians and turn and safety lane. In addition we need sidewalks on both sides of the road along with bicycles lane, finally, roundabouts as the best way to control cross traffic on crossroads. 368. We appreciate this questionnaire 369. Since the addition of the traffic light at Albertsons center more and more people are using Levante street as the connecting route and always exceeding the speed limit, please realize the impact that the changes will have on Levante. 370. 1. reduce speed to 25 MPH 2, Make it "Two Lane" road not four. 3. change the designation to residential 4. provide parking & bike lane & landscaping on the residential site. 5. plant large trees in the middle of the road 6. provide street signals & roundabouts 7.roundabouts 1st then street signals 8. enforce the law from 6am-8am & 3pm-9pm 9. monitor midnight traffic 371. another concern I have is the use of Cadenica St. as a cut thru from La Costa to Romeria. Our street has become far too busy & drivers are driving very fast on the street. Heaviest use is by La Costa Heights school parents around Sam & again around 2:30pm. Can we get speed humps? or close Cadencia off from La Costa Ave? 8/17/11 Page 32 La Costa Avenue Improvement Plan 372. Downtown workers (who pay taxes) need access to home in San Marcos. No changes necessary 373. I believe the concerns can be solved with decreased speed limits and additional lighting and signs. To go into the dark ages and revert back to a 2 lane highway makes no sense. That option will create bottlenecked traffic and toxic fumes as a result of standing traffic. From a tax payer's perspective; I arn curious as to why this wasn't addressed before unnecessary construction, and more condos were added to La Costa Ave.? The last thing this community needs is to spend more money on unnecessary and inefficient changes. I appreciate the opportunity to give feedback; please consider simple options, when properly implemented they will be more effective. 374. Currently La Costa Avenue is similar to a wide open racetrack when compared to a neighboring street like Aviara Parkway that has landscaping, medians, and signage. And when you consider that La Costa Avenue has numerous homes with driveways right on the street (and Aviara Parkway doesn't) it seems as if the wrong street was given all the attention. 375. I strongly feel the plan of round-a-bouts and reducing the traffic lanes to one (each way) would improve the road noise and safety for each home directly on La Costa. Will for sure help home values once traffic is reduced and brought to an appropriate housing community level. 376. I have lived on La Costa Ave for 5 years. It have seen the traffic flow, and speed increase. Safety for pedestrians and pulling out of my driveway has become decreasingly unsafe. 377. I think a median strategy should be explored prior to reducing capacity by removing lanes. 378. Very dangerous street sometimes. Once experienced near-accident when encountering a driver making a U turn. (Could not be seen due to hill and curvature of road.) Speeds too great to allow for safe entering and exiting residential driveways. Sometimes difficult to access side streets. Very distracting due to work on road, too many signs, general activity around parked cars. Not safe to cross. Having said that-it is a beautiful well-maintained street with nice views. Thank you. 379. Our major concern is that the City of Carlsbad does attempt to NOT widen La Costa Ave or to facilitate the increase of traffic in any way. 380. Need sidewalks on both sides of street from El Camino to Rancho Santa Fe road. Medians similar to those on Aviara Parkway would be good. 381. Wider sidewalks and bike lanes would go a long way to slowing traffic in addition to reducing L.C.Ave to two lanes along the entire length. Making L.C. Ave. walkable is my goal. 382. The current building project and any future building projects has made La Costa Ave a hazard to be on and since the past retrofitting of foundations that were sliding, why would the city allow another potential erosion project to move forward. 383. We have been long time residents of La Costa and use La Costa Ave every day for direct freeway access. That's what it was developed for and is very necessary. Please, no more stop lights or slowing down of traffic. If you want to improve safety: 1) take the Public Parking off of the street and 2) stop the building of properties with additional driveways with direct access to the road. Residents who live along La Costa Ave purchased their existing properties knowing the traffic situation. Obviously it was a desirable choice to buy their residences and choose to live along La Costa Ave. Why would Carlsbad continue to approve permits for more building on La Costa Ave that only adds to the problem? The new town homes with direct access to La Costa Ave should have never been approved. Please, no more construction. Thank you for the opportunity to voice concerns. 8/17/11 Page 33 57 La Costa Avenue Improvement Plan 384. All cross streets have traffic signals. You can't put a Stop sign or Traffic signal where no intersection occurs. Most of La Costa Ave already has sidewalks. Widening the street would most likely involve eminent domain issues (you will have a nasty fight there). More traffic from the east needs to be routed to Aviara. Is it obvious that poor community planning has allowed this mini-mess to have taken place, instead of routing traffic on Santa Fe / Leucadia Blvd? Close La Costa Ave off to all but "Local Traffic"? 385. I live on Dehesa Court. It is dangerous turning left from Dehesa onto La Costa because the road downhill from Rancho Santa Fe is a blind curve. Traffic going up the hill on La Costa to Rancho Santa Fe really backs up in the afternoon rush hour. Riding a bike on La Costa going east from El Camino Real is not safe. There are no bike lanes, the lane is narrow and there are blind curves. I am a cyclist and I won't ride there (I detour up Levante), but some people do and I've had close calls. There should either be a bike lane added or maybe signs just prohibiting bikes going east on that section of La Costa. 386. speed limit reduced, need flashing ped lights at areas where condos/townhomes are so they can get out of the complex, do like the 101 and put up ped crossing signs and lines 387. This is residential street and I've watched your speed signs say slow down on almost every car. Not only that but between 6arn to 8am and 5pm to 8pm there is a parade of cars using LCA as a cut trough from 5 to RSF. They should be using Leucadia/RSF or Melrose/Alga to get through but they use LCA because they can speed up and down that road. I have talked to many who do that. Changing the road to have roundabouts, one lane and other traffic calming methods will return the road to La Costa residents and those who want to cut trough without speeding. 388. Speed is a major concern, vehicle turning off of La Costa Ave onto Gibraltar or Romerea at high rates of speed. Those two side streets are very dangerous. Could recommend, police set up some type of sting to catch speeding and wreckless vehicles. Best time is 6-7 am and 5-6pm. Drivers easily reach excessive speeds on these streets. I've only see police patrol these streets once or twice in 2 years. I live off of Jerez Court. Please send police out to ticket the speeders on these streets. After a few days of doing this, I guarantee you'll have a substantial amount of tickets written which will bring in some form of new revenue to the city. Again, please stop the speeders on these streets. 389. Need a signal at Esfera 390. Single lanes in each direction (as it was several years ago) works well east of Cadencia and would slow traffic west of Cadencia. This would also allow for bike lanes in both directions. 391. I have lived on this street for 9 years and it has gotten worse every year. Cars fly down the road and I am scared a child or animal will get hit. Please do everything you can to slow cars down, increase safety, reduce the amount of traffic, and especially, reduce the amount of noise. 392. Stop signs would add auto emissions. Roundabouts are ridiculous on a major artery. Additional signals are a last resort and would contribute to traffic backups; especially at Rancho Santa Fe Eastbound. 393. Existing markings, speed limits etc. are perfectly fine as long as they are obeyed and enforced. The speed gauge sign is very helpful when driving. 394. I drive W on LC every morning btwn 7 and 730am and E on LC every evening around 5pm. I do not see any traffic problems and speed has been under control since CPD began regular enforcement. 395. For physical changes it would be nice to have bicycle lanes on both side of the rode 396. Reduce speed limit. Make it residential road. Narrow the road way to two lane road. Provide bike lane and parking along the street. Install tall trees and very heavy bushy tress in the middle or the road. Provide roundabouts with fully landscape with bushy and 8/17/11 Page 34 La Costa Avenue Improvement Plan fat tress in them. Provide some statues monuments and other street calming materials in the medians 397. Please add No Parking zones where parking plus road curvature make for zero visibility of on-coming vehicles and entering the road safely a crap shoot. 398. More of the digital speed indicators and speed cameras to increase revenue and slow traffic. 399. Change speed limit to 35 MPH east of Fairway Ln to El Camino Real. Eliminate parking in front of condominiums & Fairway Ln development. 400. There needs to be something to slow down traffic especially before the Chabad. Too many cars veering off-road or in to other cars in this area. 8/17/11 Page 35 La Costa Avenue Improvement Plan Appendix 2 Summary of Comments on Proposed Plan June 2011 How well do you feel the proposed plan meets the study objective for La Costa Avenue? Excellent! The plan will slow traffic, giving pedestrians a fighting chance to get across the street while beautifying the neighborhood - raising property values (and taxes.) While roundabouts will slow traffic, it will not stop it unnecessarily like traffic signals. In addition, screeching stops and peeling out from signals will stop. The only real complaints heard in the meetings were either from those who think 45 MPH is too slow for the street (get over it!) or overflow would go to Levante. Neither are true. Overflow will be minimal - at morning and evening rush hours only and will likely go to Calle Barcelona, Alga, Leucadia Blvd and even Palomar Airport Road for those who use La Costa Avenue to get to I-5. All of the alternatives are much better suited for more and faster traffic. About half or a little more. The new model is more a practice of application of technical methodology to self-impress those who are designing than it is an attempt to actually solve the exactness of the problems with a good long term viable solution that will be lasting. It was evident during the group sessions, as is so often the case with the city of Carlsbad, that the design group was facilitating an attempt at selling buy-in to their pre-conceived solution more so than actually seeking input from the concerned citizenry who took their time to voice their concerns and ideas. I am very encouraged by this plan. It incorporates all the safety items necessary to make La Costa Ave safer, return it to a residential street while maintaining a smooth flow of traffic for those who use it as a commuter road. It would be wonderful if the traffic speed laws took into account the residential nature of La Costa Ave. instead of just the traffic flow speeds. Most of the safety issues could be resolved just by lowering the speed limit to 35 mph. This would add less than one minute to the trip. Our primary concern, safety on La Costa Avenue, has been met; by slowing the traffic pattern. Also, visually it will be a much more pleasing to the eye and will only present our avenue as more of a "community" and will give it more of a neighborhood feel. We think it will add to our property values as well. Excellent Plan. Meets study objectives very well. Very well planned draft. Perfect - love it - make it a neighborhood and will increase hove values for all. Very well thought out and planned for those living/commuting on LCA while focusing on safety and speed. No more wasting 3 mins. at each light! Awesome 8/17/11 Page 36 La Costa Avenue Improvement Plan Perfectly Very well done. The sooner the better! Very well! I think it is very good job you have done Best that can be done in reasonable budget. Very good. I am very pleased with the proposed plan. I think that it meets all of the objectives that we have discussed at all of the meetings. What do you like most about the plan? Why? One lane in each direction will slow traffic and widen shared median space or allow for serentine medians for left-turns, particularly at Gibraltar and Calle Madero where opposing traffic traveling at 45 MPH or above now competes for the same ~100 ft. of turn lane. When one driver has to give way to the other, he too often has to swerve into the adjacent lane, side swiping another vehicle. That won't happen under the new plan. Bulb-outs will protect parked cars. Roundabouts will keep traffic moving, but slower - as intended. Through time, however, should be no slower overall. Lastly, trees and shrubs in the medians will add beauty and add value to the neighborhood, maintaining the upscale essence of the community - in constrast to adding more and more asphalt and traffic signals that deteriorate home values. That someone is moving forward and attempting to make some improvement to a situation which has appear as a growing problem which seemingly will continue to grow. Bike lanes, sidewalks that are complete and wide enough to navigate with a stroller, wheelchair, or two people walking abreast are a good start. A single lane in both directions will accomodate traffic and allow space for the bike lanes and sidewalk improvements. The round abouts work well for me, but I think a lot of people will think they will slow them down too much (In the absence of speed limit reductions, this appears to be a necessary item to calm the traffic and yet keep it moving). The raised center medians will improve the look of the street and provide additional safety. It meets the "calming" effect we were all looking for. Lane reduction 1) Appears that it will allow flow so traffic won't be pushed to Levante (I like roundabouts!) 2) Makes the street more attractive (I like partial medians and landscaping) Meets all conditions: sight distance, parking, bikes, speed, emissions, beautification, cost. Add lighting - too dark. Roundabouts - makes it residential neighborly - slows traffic and volume - perfect 8/17/11 Page 37 La Costa Avenue Improvement Plan Roundabouts; focus on safety Roundabouts, safe traffic It is safe and it makes sense Roundabouts & curb extensions Lane reductions east & west Yes it serves the good of the city 1) Will slow speeds - giving everybody safety 2) Give La Costa Ave some good look & class vs. weeds & dirt 3) Maybe cause some thru traffic do divert to other major roads The most important part of the plan is slowing traffic to prevent continuing accidents and recognizing the La Costa Avenue is a residential street. What do you like least about the plan? Why? Nothing, except possibly the cost. But as noted above, property values, and therefore the tax base, should be increased helping repay the investment over time. The use of roundabouts. They are death traps. I have taken the time to park my car and observe the mired of things that happen on Leucadia Boulevard' various roundabouts, which is one of the very few places in the county where stupidity has found it necessary to complicate matters with an inept solution. Look at the curbs, they are black from tire marks because the roundabout are not within the effect design proportion and dimension of how a roundabout is supposed to facilitate traffic control. The circles are way to small, which puts the design in favor of any victim's lawsuit. Because the Leucadia roundabouts are too small they don't effectively cause the driver to slow the vehicle, but rather to make attempts to steer and veer it through the roundabout at the approaching speed. On several occasions, I watch car tires hit the curb with such force that the control of the vehicle was temporally lost by the drive and different reactions resulted. One was to panic and brake the car to a stop causing the following vehicles to react and veer up other curbs or into oncoming traffic to avoid a rear end collision. Another was to whip steer the car through the rodeo wildness cause by hitting the curb with the hope of not hitting another car. It is my understanding that roundabout were invented in and are primarily used in England, Australia, etc. where it has to be noted that the driver sits on the other side of the car, which provides a very different perspective to the roundabout when it is approached. The whole mindset is different and any reactionary result is also different from the American driving position. The installation of roundabouts will eventually result in deaths. Those who are purporting this stupidity will be then guilty of murder. If I am in the area, I will at every opportunity encourage the victim's family to sue the city and all involved with roundabout installation and use the multiple-million dollar settlement of my aunt's roundabout death as establish grounds for the worthlessness of roundabouts as a solution to traffic problems The cost is an issue, but hopefully help can be obtained from adjoining cities whose residents use La Costa Ave for thier commute. None found 8/17/11 Page 38 (oZ. La Costa Avenue Improvement Plan Did not include restricting size of vehicles able to park on the street. Should have size limits; i.e., nor more than 7 feet high and one car length long. Should strictly prohibit RVs on the street. They should be on the owner's property. LCA is too hazardous and RVs make a mockery of the safety measures being implemented. Carlsbad is no longer the 70's beach town that it was. Carlsbad is now a sophisticated city and RVs should have restrictions, not only on LCA but citywide. Perhaps some landscaping at both ends (ECR & RSF) so it looks "complete." Not enough roundabouts - but they are expensive so I understand Fear of the traffic back up during AM/PM hours. Too little street parking, taking too long. Start immediately! Nothing Need additional roundabouts at Cadenica and Viejo Castilla. Parking in front of residential driveways. Not to reduce the speed limit to 25 mph Time to implement it I am a little uncertain about the roundabouts. I strongly believe that traffic needs to be slowed so roundabouts may be the best answer. Expect that the "plan" will lead to substantial increase in traffic on Levante Street - why - because we have many children (and an elementary school) on Levante St - we live on Levante St. >30 yrs. How could the plan be improved to meet the study objective more effectively? We think every objective was addressed and the response to each was very positive and resulted in an appealing, esthetic plan. Take a deep breath and just implement something with paint stripes before huge amounts of money are expended on something that the citizens of Carlsbad will be forced to live with an tolerate, because there is never enough money to fix bad design in government, never, unless there is death involved. When the plan is implemented, speeds will be reduced and hopefully the speed limit can then be lawfully reduced and enforced. We like the proposed plan as it is. As stated above PLUS: There should be a raised median at the area between the Marbella condos on the south side and Alta Verde, Alteeza, Tres Verde condos on the north side. This is a high density area and left hand turns should be controlled by a raised median. 8/17/11 Page 39 La Costa Avenue Improvement Plan The Marbella condo is right across the street from two single family home driveways, as well as the Tres Verde condos. No suggestions No need to improve -1 love it Nothing, I think it's great Nothing Wider parkways, take away from the medians. Start east, Romeria to Cadencia, consider children to and from La Costa Heights Elem. from homes north of La Costa Ave. No parking in front of driveways; or, at least, limit size of vehicles ie. no RVs and no vehicles above 7 feet high or, longer than one car Do all you have proposed & reduce speed limit and change it to residential designation. Continue to stress: - "changes are not just for those who live on La Costa but for tho9se who travel it - it takes two cars to make an accident" - speeders and those who leave driveways 1 think that the current proposed plan will meet all objectives that I had in mind. I can think of no further improvements at this time. Do away with "on-street" parking on La Costa Ave - reduce width of "turn lane" continue to have 2 lanes of traffic. Traffic representative said they would study impact on Levante St. at 6/23 meeting. How well do you feel the La Costa Avenue Improvement Plan process addressed the community's preferences and concerns? Beautifully - literally. La Costa Avenue will have slower traffic, fewer accidents, be a safe place for pedestrians and bicyclists. It will cut down on noise and add character and beauty to the community. We cannot wait! It really doesn't. It is a crafty and cleaver manipulation of experimentation that has been very well perpetuated upon the citizenry in a very slick manner to create buy-in with delayed timing, mock meetings and much political massage. The city has made it clear without verbiage that the goal is to do what they want to satisfy the court requirements at any and all costs first and foremost. This is the goal and the attempts to make the citizenry feel that they have been participatory and that they have been listened to is merely frosting on an otherwise nearly impalatable cake. I applaud the efforts to correct the long needed safety on La Costaq Ave. I FEEL THAT THE INTERIM PLAN SHOULD INCLUDE AN EAST BOUND BIKE LANE, ESPECIALLY BETWEEN FAIRWAY AND VIEJO CASTILLA. IT IS THE MOST NARROW PORTION OF THE ROAD, WITH THE SLOWIST BIKE SPEEDS. Excellent job and we want to thank all those involved in the project. We have lived on the avenue for over 25 years and plan on staying. With the traffic calming modalities in place, and medians with landscaping, not only will this be a safer place to life, but also for people using our 8/17/11 Page 40 La Costa Avenue Improvement Plan road to get from El Camino to Rancho Santa Fe Rd. And again, it will give our area a sense of being a residential neighborhood, which is what it has always been. And all in all it will certainly add to our property values. As I said before, the Plan is excellent and visionary. Tweaking it a bit to include the aforementioned median by Marbella and the other condos, as well as the vehicle size restrictions, would make it perfect. ALL OF THE PEOPLE, DOUG, SKIP, PAT are amazing! This was an extreme challenge but they navigated the waters beautifully. Thought it was a excellent process, conducted very well. City/consultants clearly listened to community input. Excellent process -1 apologize for my neighbors' comments!! Pat, Doug, Skip great job Perfect - you've won my heart! Thank you for a program well run For the crowd ->50/50 but I agree 95% positive This plan couldn't be more effective. It addresses safety ant that's what's most important! Well done. Excellent - kudos to everyone involved. Now, Council should do their job and get it done! The staff has done very good job so far Good meetings - professionally done - might need some special time with Levante people showing why non-local people will not logically use it as by-pass - most increase will be from those who live there; not using La Costa & cut up to where they live Not everyone will be pleased by any plan as is evident from the public hearings. The third meeting however showed a great response from citizens, nearly all but a few stating that they were happy with the proposed plan. Good and organized efforts! Not everyones! 8/17/11 Page 41 La Costa Avenue Improvement Plan Appendix 3 Technical Memorandum La Costa Avenue Improvement Plan - Level of Service Analysis Planning and Cost Estimate August 2011 8/17/11 Page 42 m KOA CORPORATION PUNNING « ENGINEERING TECHNICAL MEMORANDUM To: Doug Bilse, City of Carlsbad From: Arnold Torma, KOA Corporation KOA No.: JB14055 Date: August 16, 2011 Re: La Costa Avenue Improvement Plan - Level of Service Analysis Planning and Cost Estimate INTRODUCTION Background This technical memorandum is intended to provide the analytic information that, in combination with the La Costa Avenue Road Diet Arterial Traffic Calming Project, is the outcome of the La Costa Avenue Improvement Plan. A separate report describing the process and outcome has been prepared by Pat Noyes & Associates, dated July 2011. Over time, traffic volumes on La Costa Avenue are expected to increase beyond the current level. The weekday, daily traffic volumes on La Costa Avenue vary between 15,000 and 17,000 vehicles, and is expected to increase as high as 20,000 in the future according to SANDAG. Driveways open directly onto the road, which has a 45-mile-per-hour speed limit, making it challenging to enter and exit residences during busy traffic times. Therefore, the City of Carlsbad has commissioned KOA Corporation to prepare the La Costa Avenue Improvement Plan to develop a cost effective, community-preferred plan to address traffic speeds and safety on La Costa Avenue in a way that respects the residential character and arterial function of the roadway. Purpose In order to understand how well the concept plan would function, this documents the intersection and segmental analysis for the La Costa Avenue Improvement Project. The results in this memorandum are presented for the following scenarios: 1. Existing Conditions Without & With Project 2. Future Conditions Without & With Project Figures in Attachment A illustrate the existing and proposed geometries for the following four intersections: 1. La Costa Avenue at Nueva Castilla Way 2. La Costa Avenue at Viejo Castillo Way 3. La Costa Avenue at Romeria Street 4. La Costa Avenue at Cadencia Street These intersections were chosen specifically for future implementation of either signal control or proposed roundabouts. The turning movement counts for each intersection can be found in Attachment B. KOA Corporation August 16, 2011 67 Roadway peak hour segmental LOS analysis was conducted for the following three locations on La Costa Avenue: 1. West of Nueva Castilla Way 2. West of Calle Madero 3. West of Cadencia Street These segmental intersections were chosen specifically because they are located in between the four intersections previously being analyzed. CONCEPT Conceptual Striping Plan A conceptual striping plan intended to respond to concerns about speeds on La Costa Avenue has been prepared. Attachment C shows the proposed striping concept for the La Costa Avenue Improvement Plan. It makes utmost use of the existing median position, reduces the through lanes to one lane in each direction adjacent to residential units, introduces a Class II bikeway and it maintains on-street parking along portions of the roadway. METHODS Intersection Levels of Service Analysis The intersections along the length of the project have been analyzed to determine what the existing and future levels of service are with the Intersection Capacity Utilization (ICU) for existing and future conditions without project. A satisfactory operating intersection is a LOS D or greater during peak hours. The analysis printouts are included in Attachment D. Roundabout Analysis SIDRA, a roundabout software that offers a roundabout capacity model based on US research on roundabouts, was used for this analysis. For the with project scenario the two locations that were analyzed as one-lane roundabouts as part of the La Costa Ave Improvement Plan are listed below. Some additional locations are addressed later in this memo 1. La Costa Avenue and Nueva Castilla Way 2. La Costa Avenue and Romeria Street. A satisfactory operating roundabout is a LOS D or greater. The analysis printouts are included in Attachment D. Segmental Analysis With the use of midblock segmental LOS analysis, the existing and future levels of service for the roadway segments along the length of the project have been determined. This method takes an hourly directional/traffic volume divided by a pre-determined capacity value to produce a volume/capacity ratio. The City of Carlsbad uses a value of 1,800 vehicles per hour per lane for roadway capacity. A satisfactory operating segment is a LOS D or greater. The analysis printouts are included in Attachment D. KOA Corporation 2 August 16, 2011 EXISITING CONDITIONS La Costa Avenue is shown within the City of Carlsbad's Circulation Element as a secondary arterial roadway, which is fed by other local roads leading to regional connections. Therefore, it is currently 2 lanes westbound from Levante Street to Romeria Street and 2 lanes eastbound from Gibraltar Street to Romeria Street. From Gibraltar Street to Levante Street it is three lanes, with two lanes in the westbound direction and one lane in the eastbound direction. Figures in Attachment B show the existing geometry of La Costa Avenue. The results of the effect of the proposed improvement plan with the current roadway configuration scenario for both segments and intersections for existing conditions are shown in Tables 1 through 3. Table 1 Existing Roadway Segment Conditions Without Project Existing geometry Lane Capacity Eastbound Lanes Hourly Volume V/C LOS Westbound Lanes Hourly Volume V/C LOS West of Nueva Castilla Way AM Peak Hour PM Peak Hour 1800 1800 2 2 502 1111 0.14 0.31 A A 2 2 983 624 0.27 0.17 A A West of Calle Madero AM Peak Hour PM Peak Hour 1800 1800 2 2 525 935 0.15 0.26 A A 2 2 838 581 0.23 0.16 A A West of Cadencia Street AM Peak Hour PM Peak Hour 1800 1800 2 2 445 629 0.12 0.17 A A 2 2 667 458 0.19 0.13 A A Table 2 Existing Roadway Segment Conditions With Project Existing geometry Lane Capacity Eastbound Lanes Hourly Volume V/C LOS Westbound Lanes Hourly Volume V/C LOS West of Nueva Castilla Way AM Peak Hour PM Peak Hour 1800 1800 1 1 502 1111 0.28 0.62 A B 1 1 983 624 0.55 0.35 A A West of Calle Madero AM Peak Hour PM Peak Hour 1800 1800 1 1 525 935 0.29 0.52 A B 1 1 838 581 0.47 0.32 A A West of Cadencia Street AM Peak Hour PM Peak Hour 1800 1800 1 1 445 629 0.25 0.35 A B 1 1 667 458 0.37 0.25 A A As can be seen in the above tables, there will only be a shift from a LOS A to LOS B with the implementation of the project during the PM peak hour heading eastbound; therefore, all three segmental intersections will continue to operate at a satisfactory level. KOA Corporation August 16, 20! Table 3 Existing Intersection Conditions #Intersection Existing Without Project Intersection Control ICU LOS Existing With Project Intersectio n Control ICU LOS AM Peak Hour 1 2 3 4 La Costa Ave and Nueva Castilla Way La Costa Ave and Viejo Castilla Way La Costa Ave and Romeria St La Costa Ave and Cadencia St Side Street Stop Signal Signal Signal .36 .36 .35 .39 A A A A Roundabout Signal Roundabout Signal .66 .57 .35 .42 B B A A PM Peak Hour 1 2 3 4 La Costa Ave and Nueva Castilla Way La Costa Ave and Viejo Castilla Way La Costa Ave and Romeria St La Costa Ave and Cadencia St Side Street Stop Signal Signal Signal .33 .32 .53 .50 A A A A Roundabout Signal Roundabout Signal .58 .51 .46 .50 A A A A As can be seen from the above table, there will only be a shift from a LOS A to LOS B with the implementation of the project during the AM peak hour at Nueva Castilla Way and Viejo Castilla Way; therefore, all four intersections will continue to operate at a satisfactory level. FUTURE CONDITIONS 2030 Year Analysis The results of the proposed improvement plan with the without project scenario for both segments and intersections for future conditions are shown in Table 4 through 6. Table 4 Future Roadway Segment Conditions Without Project Existing geometry Lane Capacity Eastbound Lanes Hourly Volume V/C LOS Westbound Lanes Hourly Volume V/C LOS West of Nueva Castilla Way AM Peak Hour PM Peak Hour 1800 1800 2 2 602 1333 0.17 0.37 A A 2 2 1180 749 0.33 0.21 A A West of Calle Madero AM Peak Hour PM Peak Hour 1800 1800 2 2 630 1122 0.18 0.31 A A 2 2 1006 697 0.28 0.19 A A West of Cadencia Street AM Peak Hour PM Peak Hour 1800 1800 2 2 534 755 0.15 0.21 A A 2 2 800 550 0.22 0.15 A A KOA Corporation August 16, 2011 Table 5 Future Roadway Segment Conditions With Project Existing geometry Lane Capacity Eastbound Lanes Hourly Volume V/C LOS Westbound Lanes Hourly Volume V/C LOS West of Nueva Castilla Way AM Peak Hour PM Peak Hour 1800 1800 1 1 602 1333 0.33 0.74 A B 1 1 1180 749 0.66 0.42 A A West of Calle Madero AM Peak Hour PM Peak Hour 1800 1800 1 1 630 1122 0.35 0.62 A B 1 1 1006 697 0.56 0.39 A A West of Cadencia Street AM Peak Hour PM Peak Hour 1800 1800 1 1 534 755 0.30 0.42 A B 1 1 800 550 0.44 0.31 A A As can be seen from the above tables, there will only be a shift from a LOS A to LOS B with the implementation of the project during the PM peak hour heading eastbound; therefore, all three segmental intersections will continue to operate at a satisfactory level. Table 6 Future Intersection Conditions #Intersection 2030 Without Project Intersection Control ICU LOS 2030 With Project Intersectio n Control ICU LOS AM Peak Hour 1 2 3 4 La Costa Ave and Nueva Castilla Way La Costa Ave and Viejo Castilla Way La Costa Ave and Romeria St La Costa Ave and Cadencia St Side Street Stop Signal Signal Signal .41 .42 .38 .42 A A A A Roundabout Signal Roundabout Signal .80 .69 .50 .46 D B A A PM Peak Hour 1 2 3 4 La Costa Ave and Nueva Castilla Way La Costa Ave and Viejo Castilla Way La Costa Ave and Romeria St La Costa Ave and Cadencia St Side Street Stop Signal Signal Signal .38 .36 .60 .55 A A B B Roundabout Signal Roundabout Signal .70 .60 .56 .55 C B A B As can be seen from the above table, the greatest change in level of service will shift from an A to a D at Nueva Castilla Way. This is due to the high volumes of the through movements on La Costa Avenue. All four intersections will continue to operate at a satisfactory level. Based on the segment and intersection analysis shown above the with project conditions produce acceptable level of service. KOA Corporation August 16, 2011 1\ OTHER LOCATIONS The City might eventually consider implementing roundabouts at three additional locations along the same corridor. These locations are not included in the La Costa Improvement Plan and are not in the cost estimates provided in the appendix. However, in case locations are considered further, additional analyses of roundabouts at Cadencia, Gibraltar, and Calle Madero along La Costa Avenue are discussed. The results are shown in tables 7 and 8 below. Table 7 Existing Intersection Conditions #Intersection Ex Witho Intersection Control isting it Proje ICU ct LOS Existing With Project Intersectio n Control ICU LOS AM Peak Hour 4 5 6 La Costa Ave and Cadencia St La Costa Ave and Calle Madero La Costa Ave and Gibraltor St Signal Side Street Stop Side Street Stop .39 .33 .32 A A A Roundabout Roundabout Roundabout .28 .59 .50 A A A PM Peak Hour 4 5 6 La Costa Ave and Cadencia St La Costa Ave and Calle Madero La Costa Ave and Gibraltor St Signal Side Street Stop Side Street Stop .50 .32 .30 A A A Roundabout Roundabout Roundabout .44 .50 .47 A A A As can be seen from the above table, all intersections will continue to operate at a satisfactory level as a roundabout. Table 7 Future Intersection Conditions #Intersection 2 Witho Intersection Control .030 Jt Proje ICU ct LOS 2030 With Project Intersectio n Control ICU LOS AM Peak Hour 4 5 6 La Costa Ave and Cadencia St La Costa Ave and Calle Madero La Costa Ave and Gibraltor St Signal Side Street Stop Side Street Stop .43 .38 .37 A A A Roundabout Roundabout Roundabout .34 .71 .60 A C B PM Peak Hour 4 5 6 La Costa Ave and Cadencia St La Costa Ave and Calle Madero La Costa Ave and Gibraltor St Signal Side Street Stop Side Street Stop .56 .36 .34 B A A Roundabout Roundabout Roundabout .53 .60 .63 A A B KOA Corporation August 16, 201 I As can be seen from the above table, the greatest change in level of service will shift from an A to a C at Calle Madero, however all three intersections would continue to operate at a satisfactory level. DISCUSSION OF PHASE I/11 VERSUS LA COSTA AVENUE IMPROVEMENT PLAN There have been two phases to the La Costa Avenue study process. The earlier, Phase I/I I examination of traffic issues for La Costa Avenue culminated in a report entitled the La Costa Avenue Road Diet Arterial Traffic Calming Project, and was published September of 2008 by KOA. Shortly thereafter the process of moving forward was halted to allow for a new approach and greater involvement of the community. That original study was commissioned to address concerns about speeding and traffic safety, and the focus was to see if a "road diet" was applicable to these concerns. Data was accumulated for this study and presented in the report for both daily and peak periods, and comparisons between having no project versus the conditions with a road diet project were developed in the text and tables. Several methods to assess the adequacy of the road and intersection conditions were applied to determine measures of congestion both for existing and future conditions. More recently the City and the project team have undertaken a process involving community engagement over a series of three public meetings beginning on April 28, 2011, again on May 26, 2011, with the third such meeting occurring on June 23, 2011. This technical memorandum presents new information regarding the traffic volumes and conditions along the length of the project defined for the second and most recent evaluation. The current process is called the La Costa Avenue Improvement Plan. There are some differences in the data and in the results obtained for this Improvement Plan evaluation when compared to the Phase I/I I report. The differences are discussed in the next paragraphs. Traffic counts were originally taken from May 2007 to January 2008 for the Phase I/I I report at ten different segmental locations and at another 14 intersections. More recently, the City of Carlsbad has obtained traffic counts from 2010 and 2011 as part of the ongoing monitoring program of street conditions as well as commissioning a series of "before" and "after" counts to understand what, if any, volume changes may occur as La Costa Avenue begins to have some changes made to it to address speeds and other issues. Interestingly, at the three locations that overlap between the Phase l/ll and Improvement Plan work, we observe that at each location, the volumes have decreased since the original counts. The average decrease on the daily volumes is between two and three percent. Forecasted traffic available from SAN DAG for the period between now and the "horizon" year of 2030 is used as the basis for determining the likely growth in the study area. This growth between two representative years in their forecasts is applied to the existing traffic counts for segmental volumes and intersection volumes to obtain future peak hour volumes for analysis. Since the preparation of the Phase l/ll report and now, several years have passed, so the proportion of growth between the "existing" year and the "horizon" year involves fewer years which has an effect on how the future year volumes are calculated. The result is the growth percentages, and therefore, the future volumes are not as high for the Improvement Plan work as they were for the Phase l/ll analysis. KOA Corporation 7 August 16, 20! I I7 ' *-•« The methods to assess congestion and the techniques employed differ between the Phase I/I I and Improvement Plan reports. For daily, segmental analysis the Phase I report uses a process called the "SANTEC" method published by SANDAG. These are general guidelines for what the upper limit of daily traffic might be on different types of roadway classifications in the region without consideration of the actual conditions during the peak period. The Phase l/ll report also looks at another approach called the "Florida DOT" method to understand the adequacy of roadway segments in the peak hour and in the peak direction. The application of the Florida DOT method in the Phase l/ll report in 2008 necessitates the use of a customized spreadsheet that involves the use of side street volumes rather than one-way volumes as is now the case in the nationally distributed software versions of this same technique that were not available when the Phase l/ll report was prepared. As a result, volumes could have been over-represented leading to the appearance of more congestion than otherwise would occur. For intersections, the techniques described by the 2000 Highway Capacity Manual (HCM) are employed for the Phase l/ll report, and this method determines the amount of delay that a driver would experience on the average at either signalized intersections, or it would be the delay to enter from the side street at stop-controlled intersections. Results using the HCM method rather than the ICU method preferred by the City of Carlsbad can lead to slightly different results. In the Improvement Plan process, this technical memorandum employs a method for the adequacy of operation by using the methodology defined in the City of Carlsbad's Traffic Monitoring Program. These techniques are the same methods used to assess a developer impact study presented for a land use decision and environmental study. The ICU method is the regularly used method for TIS and the growth monitoring studies. For roadway segments, the actual hourly, directional traffic volume is divided by the idealized capacity of 1,800 vehicles per hour per lane to obtain a ratio. Depending on whether the ratio is between certain limits the level of service is determined with a ratio of 1.00 being the "capacity" of the roadway lane, or its carrying capacity of 1,800 vehicles per hour in a direction. The intersection process, called the Intersection Capacity Utilization method (ICU), uses a slightly different method to arrive at another measure of utilization based on the conflicts of vehicles within the intersection. Again, the results are expressed as a decimal with 1.00 representing the "capacity". This method has long been employed throughout the County for decades and enjoys the benefit of being simple, easily reproducible and understandable. All of these methods and the software that drives them have a series of default parameters that the analyst can choose to use or revise as appropriate. One example is the percentage of trucks that are assumed to be part of the traffic stream. In the roundabout software the default percentage for trucks is twenty percent, a relatively large percentage for any street, much less La Costa Avenue which the City prohibits from being used for through trucking movements. Depending on how these parameters are adjusted or not to reflect reality can affect the results. Presented Appendix E Aare side-by-side comparison tables of the results of all of these methods as they were reported originally in the Phase l/ll report and as they are now being calculated for the Improvement Plan work which is explained in the other sections of this memo. COST ESTIMATE KOA Corporation 8 August 16,20! To estimate costs for the proposed improvements along La Costa Avenue, conceptual drawings were measured and scaled to get approximate quantities. For planning-level estimates, itemized quantities were limited to the primary measurable items such as removal of pavement or concrete, construction of curb, gutter, sidewalk, or full depth asphalt concrete, striping, etc. These estimates were done for each location seen on the concept plans and reference numbers shown in a key map graphic. In addition to the specific concept locations, project-wide improvements such as striping and sidewalk construction were shown. Due to the uncertainty of prices and to be able to bracket the likely cost, we have applied lower and a higher pay item prices. The result is a project cost price range between $3.1 and $4.7 million. Without the "missing link" sidewalk portion of construction, the price range is calculated between $2.3 and $3.5 million. As with all cost estimations, assumptions were made to determine the quantities and costs. The major assumptions made include: • Contingency of 20% of each location total • Traffic Control and Mobilization at 8% of the project construction total • Design, construction management, and administration at 20% of the project construction total • Masonry retaining walls approximately 5 feet high needed for 50% of "missing link" sidewalk construction • Roundabouts would not require major pavement grade reconstruction The complete print out of the planning level cost estimates and key map graphic are included in Appendix F. Attachment A: Figures Attachment B: Counts Attachment C: Concept Attachment D: Analysis Printouts Attachment E: PHASE l/ll Versus Comparison Tables Attachment F: Cost Estimate KOA Corporation 9 August 16, 201 I 75' Attachment A: Figures La Costa Avenue Existing & 2030 Conditions LEGEND - Geometric Configuration \ Traffic Signal / Stop Sign 10 J Peak Hour Volumes ~U> Costa Ave.la Cosw Awe. & Nywa I^U Cosfe) Au«, » Vtejo PM Peak Hour 2030 PM Peak Hour Figure 1 - Existing & 2030 Conditions —i KOA August 2011 La Costa Avenue -4 Existing & 2030 Conditions Geometric Configuration «| Traffic Signal / Stop Sign 10 J Peak Hour Volumes N Not To Scale (A 0) 0 o0)0 O) 15 (A '*IU (0.2+i« o 0)o §4-1 IL .Cadencia St see Figure 1 t^La Costa Ave. & CalleMadero Gibraltar St rLa Costa Ave. &Gibraltar St. K^La Costa Ave. &W Cadencia St see Figure 1for volumes AM Peak Hour 2030 AM Peak Hour La Costa Ave. &Gibraltar St <-794 7 -" 457-» la Costa Ave. & CalleMadero <-827 450-» La Costa Ave. &Cadencia St see Figure 1for volumes "La Costa Ave. & CalleMadero <-992 La Costa Ave. &Gibraltar St. <-953 8 -^ 548-> 540-> PM Peak Hour La Costa Ave. &Cadencia St see Figure 1for volumes 2030 PM Peak Hour La Costa Ave. &Gibraltar St <--475 33-^731^ rLa Costa Ave. & CalleMadero <-491 756-^ La Costa Ave.Cadencia St see Figure 1for volumes Madero <-589 La Costa Ave. &Gibraltar St. J 7if >i <-570 40- 877- 907-> 38-i Figure 2 - Existing & 2030 Conditions KOA Corporation August 2011 La Costa Avenue Existing Conditions LEGEND —15— Average Daily Traffic Figure 3 Existing Roadway Segment Average Daily Traffic KOA Corporation t N Not To Scale August 20 11 La Costa Avenue Existing Conditions LEGEND -15/16- AM/PM Peak Hour Traffic Figure 4 Existing AM & PM Peak Hour Segment Volumes KOA Corporation t N Not To Scale August 20 11 La Costa Avenue 2030 Year Conditions LEGEND —15— Average Daily Traffic Figure 5 2030 Roadway Segment Average Daily Traffic KOA Corporation t N Not To Scale August 201 1 La Costa Avenue 2030 Year Conditions LEGEND -15/16- AM/PM Peak Hour Traffic Figure 6 2030 AM & PM Peak Hour Segment Volumes KOA Corporation t N Not To Scale August 20 11 Attachment B: Counts Growth Rate 1.20 Corridor WEST OF NUEVA CASTILLA WAY DATE 5/25/2010 5/25/2010 DAY TU TU DIR EB WB PEAK TIME AM PEAK PM PEAK AM PEAK PM PEAK 7:15-8:15 5:00-6:00 7:15-8:15 2:30-3:30 ACCURAL COUNTS HISTORIC VOLUME VOLUME 502 1111 983 624 AM TOTAL 1485 PM TOTAL 1735 DATE 5/25/2010 5/25/2010 DAY TU TU DIR EB WB PEAKTIME AM PEAK PM PEAK AM PEAK PM PEAK 7:00-8:00 5:00-6:00 7:15-8:15 2:30-3:30 VOLUME 525 935 838 581 AM TOTAL 1363 PM TOTAL 1516 EXISTING Lane Configurtion - LANES LANES 2 2 2 2 CAPACITY | VOL/CAP EXISTING CAPACITY 3600 3600 3600 3600 VOL/CAP 0.14 0.31 0.27 0.17 LOS LOS A A A A LANES 2 2 2 2 CAPACITY 3600 3600 3600 3600 VOL/CAP 0.15 0.26 0.23 0.16 urn LOS A A A A LANES mprovement Plan CAPACITY | VOL/CAP Road Diet LANES 1 1 1 1 CAPACITY 1800 1800 1800 1800 VOL/CAP 0.28 0.62 0.55 0.35 LOS LOS A B A A *£*;--»*• As • -><?~ - 2030 FORECAST" '* '* Sfi-^ - . , -.. , «2030 = - VOLUME, VOLUME 602 1333 1180 749 EXISTING Lane Configuration?, '*-K,. '"LANES ) CAPACITY*VOL/CAH LOS EXISTING LANES 2 2 2 2 CAPACITY 3600 3600 3600 3600 VOL/CAP 0.17 0.37 0.33 0.21 LOS A A A A 1782 2082 -«-. Improvement Plans .-* : ~~ -iANES 'CAPACITY-XVOl/CAP,"LOS Road Diet LANES 1 1 1 1 CAPACITY 1800 1800 1800 1800 VOL/CAP 0.33 0.74 0.66 0.42 LOS A D C A LANES 1 1 1 1 CAPACITY 1800 1800 1800 1800 VOL/CAP 0.29 0.52 0.47 0.32 LOS A A A A VOLUME 630 1122 1006 697 LANES 2 2 2 2 CAPACITY 3600 3600 3600 3600 VOL/CAP 0.18 0.31 0.28 0.19 LOS A A A A 1636 1819 LANES 1 1 1 1 CAPACITY 1800 1800 1800 1800 VOL/CAP 0.35 0.62 0.56 0.39 LOS A A B A DATE 5/19/2011 5/19/2011 DAY W W DIR EB WB PEAKTIME AM PEAK PM PEAK AM PEAK PM PEAK 7:00-8:00 5:00-6:00 7:00-8:00 3:00-4:00 VOLUME 445 629 677 458 AM TOTAL 1122 PM TOTAL 1087 LANES 1 1 2 2 CAPACITY 1800 1800 3600 3600 VOL/CAP 0.25 0.35 0.19 0.13 LOS A A A A LANES 1 1 1 1 CAPACITY 1800 1800 1800 1800 VOL/CAP 0.25 0.35 0.38 0.25 LOS A A A A VOLUME 534 755 812 550 LANES 1 1 2 2 CAPACITY 1800 1800 3600 3600 VOL/CAP 0.30 0.42 0.23 0.15 LOS A B A A 1346 1304 LANES 1 1 1 1 CAPACITY 1800 1800 1800 1800 VOL/CAP 0.30 0.42 0.45 0.31 LOS A B A A Daily Traffic | WEST OF NUEVA CASTILLA WAY Existing APT 17869 15371 12708 2030 APT 21443 15250 Site Nan Jurisdict Study T> Location Directior Date Real Tin Start Da Start Tin Sample Operate Machine Tuesday HR Begin 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 ne La Costa Avenue-350' w/o Nueva Castilla Way on Carlsbad /pe Volume (ch1) Code 1 East 5/24/2010 le 15:38 te 5/24/2010 ie 16:00 Time 00:15 r Number 77 Number 27442 , May 25, 2010 Channel 1 Channel 2 HR Total 00-15 15-30 30-45 45-00 48 29 18 6 11 52 158 493 352 348 399 412 476 517 605 708 852 16 7 6 3 1 3 23 90 WM 82 90 110 121 103 128 175 206 10 6 3 1 3 6 25 mm 92 94 88 106 136 115 160 190 214 12 7 9 1 2 19 49 80 73 100 94 104 143 169 155 211 10 9 0 1 5 24 61 81 99 121 102 115 156 148 188 221 ^•flfl I»?feiIIS'S*Sll31SJjSl!?:Si<l:W • 872 631 468 372 203 97 9238 197 168 136 125 56 26 281 156 118 87 51 26 206 168 105 81 54 33 188 139 109 79 42 12 Total HR Total 00-15 15-30 30-45 45-00 Total Channel 1 + Channel 2 HR Total 00-15 15-30 30-45 45-00 Total Site Name Jurisdiction Study Type Location Code Direction Date Real Time Start Date Start Time Sample Time Operator Number Machine Number Tuesday, May 25, 2010 La Costa Avenue-465' w/o Nueva Castilla Way Carlsbad Volume (ch1) 3 West 5/24/2010 15:51 5/24/2010 16:00 00:15 77 17341 Channel 1 Channel 2 Channel 1 + Channel 2 HR Begin 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 HR Total 16 12 4 6 62 175 533 935 815 585 476 455 492 469 546 548 547 583 456 364 244 186 78 44 8631 00-15 9 4 1 0 9 22 97 185 155 110 115 135 115 85 150 134 150 133 99 49 45 32 16 Total 15-30 4 4 1 2 17 43 114 206 132 126 94 133 97 123 138 143 105 89 68 47 15 6 30-45 2 2 1 2 13 48 152 203 161 122 121 116 140 MM$*5iSMlQig 128 148 153 99 90 6? 48 16 g 45-00 1 2 1 2 23 62 170 173 137 118 125 108 117 Hf»134 127 137 119 86 60 46 15 13 HR Total 00-15 Total 15-30 30-45 45-00 HR Total 00-15 Total 15-30 30-45 45-00 Site Nan Jurisdict Study TV Location Direction Date Real Tin Start Da Start Tin Sample Operate Machine Tuesday HR Begin 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 ie La Costa Avenue-545' e/o Viejo Castilla Way on Carlsbad pe Volume (ch1) Code 2 East 5/24/2010 le 15:43 e 5/24/2010 ie 16:00 Time 00:15 r Number 77 Number 105329 , May 25, 2010 Channel 1 Channel 2 HR Total 00-15 15-30 30-45 45-00 48 26 16 4 9 52 155 21 6 6 2 0 4 21 10 6 2 1 2 7 24 9 6 8 0 2 15 46 8 8 0 1 5 26 64 331 312 343 342 390 405 527 594 732 935 711 510 373 296 167 89 7892 96 76 81 92 101 82 101 147 175 172 138 114 98 47 25 90 77 68 91 107 95 140 152 180 220 123 95 68 43 24 73 70 92 74 84 104 149 133 186 BiKKI!mBBH 170 123 94 65 41 30 72 89 102 85 98 124 137 162 191pi 149 126 70 65 36 10 Total HR Total 00-15 15-30 30-45 45-00 Total Channel 1 + Channel 2 HR Total 00-15 15-30 30-45 45-00 Total Site Name Jurisdiction Study Type Location Code Direction Date Real Time Start Date Start Time Sample Time Operator Number Machine Number Tuesday, May 25, 2010 La Costa Avenue-545' e/o Viejo Castilla Way Carlsbad Volume (ch1) 2 West 5/24/2010 15:46 5/24/2010 16:00 00:15 77 98242 Channel 1 Channel 2 Channel 1 + Channel 2 HR Begin 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 HR Total 18 11 4 7 55 149 457 802 681 485 395 381 411 400 492 482 490 539 428 295 199 183 77 38 7479 00-15 11 4 1 1 8 23 86 167 140 96 88 114 93 72 122 139 119 79 40 44 30 18 Total 15-30 5 4 1 1 12 33 102 172 110 102 73 108 80 100 119 128 101 79 55 51 13 3 30-45 1 1 1 1 12 36 123 Il66 122 101 111 95 124 liiiSl!SpiiSiisw^p 98 129 151 97 73 49 46 19 8 45-00 1 2 1 4 23 57 146 140 113 96 109 94 103 -166 123 120 121 111 64 55 42 15 9 HR Total 00-15 Total 15-30 30-45 45-00 HR Total 00-15 Total 15-30 30-45 45-00 Day: THURSDAY Date: 5/19/11 Classification Report / Prepared by: National Data & Surveying Services Location: La Costa Ave btwn Quinta St & Cadencia St City: Carlsbad Project #: ll-4145-002e East Bound Time 00:00 AM 01:00 : 02:00 ; 03:00 :-- 04:00 05:00 06:00 •07:00 : 08:00 " ^09:00' ^V..-*-- 10:00 11:00 12:00 PM 13:00 14:00 15:00 16:00 17:00 S ; 18:00 19:00 .../ 20:00 ;2i;00 .;; : - 22:00 23:00 - Totals o/o of Totals %AM AM Peak Hour Volume %PM PM Peak Hour Volume Directional Peak All Classes #1 0 0 0 0 0 o 0 -' • 1 : 0 V 2 ' 1 . -.'- o 3 • ••• 2 ' 3 , 0 2 ' _; 5 0 -: >. 3 "' 0 o 0 0 22 0% 4 0% 09:00 2 18 0% 17:00 5 Periods #2 32 16 • 8 3 5 ' 34; 134 369: , 236 •~' r234V? 199 ••"'"•' 24iT-; 302 275; 361 408; 475 ;.' '536= ; 492 - :-375;K; 281 .--i65:-r 105 . •.•-.58:-'. ' 5344 83% 1511 23% 07:00 369 3833 59% 17:00 536 #3 3 -1 0 1 2 • - 5' 27.' -•''•* so': : 60 V-r%lii' 34 •', 47 '• 61 49 70 '-'• "53': 79 66 59 -''-."••=36: 33 •' . V-''29'' 16 •" '-."•"8 : 830 13% 271 4% 08:00 60 559 9% 16:00 79 Volume 762 #4 0 0 0 0 0 o 0 i""/ ' 1 2 0 2 / 2 0 2 0 0 0 1 0 0 0 0 0 : 0 10 0% 7 0% 08:00 2 3 0% 13:00 2 AM 7-9 •< — »• #5 0 . • :.•' 1 0 o 0 ••-' •.- 3 9 20 15 '_"-'. .\ ''--'• 9 12 :-". -: . 8 20 10: 18 18 17 - "t: 19 9 -•- . : 7 4 ";- ' .... 3 5 -•--?- 3 210 3% 77 1% 07:00 20 133 2% 12:00 20 % 12% #6 0 0 0•' •• . o 0 i-: ''.I P •'-• 0•:- •'- .,'' i;}y .'•; 0 \'\:v^o:? '•'"' 0 'i'-.1 : : § ''-^" 2 '' " • 2 ~ '" 0 1- \ ... ."- 1 ;/ ~"i--:_ 0 ". i?;-v /JO -.- 0;^:''--^-Q''. • 0 •' • ' -. '.'-0^' • ' 8 0% 1 0% 07:00 1 7 0% 12:00 2 NOON Volume 731 *— #7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 : 0 0 0 12-2 -*• #8 0 0 0 0 0 0 0 :;. 1 ... 0 :,-•-. -x)Vh 0••• • ":b:""f 0 0 j 0 0:;! 0 0.1 0 0 J 0 0 0 -' - -". 0'-' 1 0% 1 0% 07:00 1 0 %11% #9 0 0 0 0 0 -= o1 • 2 4 •-•: Q i • • : '• 2 1 2 2 1 5 1 1:: o 0 .-.. d". 0 0 23 0% 10 0% 08:00 4 13 0% 16:00 5 Volume 1208 #10 0 0 0 0 0 0 0 '".••:-^:,Q ' - 0 .:;V"-.f-0 '-•' '" 0 -':'"". 0 ; :- 0 0 0 ; 0 ?;-; 0 p 0o 0 - :'v 0.'- •' 0••". 'o -;. 0 0 PM4-6 % ^ — * 19% #11 0 o 0 0 0 ; 0 0 0 0 "-'-' 0 0:~'~'Q-.: 0 0 0 ':0r:- 0 0 0 o 0 0 0 0 0 0 #12 0 : 0 0 0 0; .'.""'-' -o 0;;,.;-;-o 0 '1--..-. :;,.P 0 '-•"'-. ''-.'-'P 0 •-'-(•_ -.0 0 o 0 : '--'-'O 0 : '"' ~: ".p 0 I-'.- o 0 '• •' 0 0 0 Off Volume 3747 #13 Total 0 35 -.v=0" 18 0 8 0 4 0 7 . :, . ~Q . .' -4 42 0 171 -'-, ;' Q ~ '-- -.445 0 317 ,;.-: .-;;''/o:'. 286 0 249 •:.?;':"' ;b,:; " 300 0 389 0 342 0 454 • ! 0 481 0 579 0 6^9 0 561 • - ' Q..:.;'.x.;42i 0 318 . - .. >Q'X; \-': --197 0 126 •'• .'O- >-'--- 69 6448 100% 0 1882 29% 07:00 445 0 4566 71% 17:00 629 Peak Volumes % " — + 58% Day: THURSDAY Date: 5/19/11 Classification Report / Prepared by: National Data & Surveying Services Location: La Costa Ave btwn Quinta St & Cadencia St City: Carlsbad Project #: ll-4145-002w West Bound Time 00:00 AM 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 PM 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Totals % of Totals %AM AM Peak Hour Volume %PM PM Peak Hour Volume Directional Peak All Classes #1 0 0 0 0 0 0 4 :. - 7 - 3 ..: i 3 .1 4 1 1 1 1 . - 2 2 0 1 0 0 0 32 1% 19 0% 07:00 7 13 0% 12:00 4 Periods #2 13 7 10 15 29 100 295 570 432 334 308 240 274 250 344 362 369 404 287 217 199 128 74 22 5283 84% 2353 38% 07:00 570 2930 47% 17:00 404 #3 4 1 1 2 6 18 37 • -, 77 66 41 30 36 52 45 42 64 62 45 34 15 14 17 10 7 726 12% 319 5% 07:00 77 407 7% 15:00 64 Volume 1197 #4 0 0 0 '"•'. Q 0 o 1.'. :-:.• o 1 ' ' ,--".. :.0~ 0 0 0 0 3 1 0 , o 2 o 0 0 0 0 8 0% 2 0% 06:00 1 6 0% 14:00 3 AM 7-9 •« — »• #5 0 0 0 0 0 :" '" - '•'! ' 12 15 12 17 12 r' " 13 11 : 10 11 21 3 - 4 4 1 2 ; 1 1 ^ 1 152 2% 82 1% 09:00 17 70 1% 15:00 21 % 19% #6 0 0 0 0 0 0 0 2 3 2 '- 1 0 1 1 2 3 1 1 1 1 1 0 1 0 21 0% 8 0% 08:00 3 13 0% 15:00 3 NOON Volume 653 *— #7 0 0 0 0 0 o 0 ."• :Q :'. , ' 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12-2 % -* 10% #8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 #9 0 0 0 0 0o 3; 6 3 '-1 4 - :- 2 2 2 3 6 2 2 1 1 0 0 0 0 38 1% 19 0% 07:00 6 19 0% 15:00 6 Volume 896 #10 0 0 0 0 0 0 0 -:.j. \ O ~ 0 ,';•" 0 0 0 0 o 0 0 0 o 0 0 0 0 0 i 0 0 0 PM4-6 % « * 14% #11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 #12 0 0 0 0 0 0 ; 0 " - - " 0.- 0 '- ' r: 0 0 0 0 0 0 0 0 0 0 0 " 0 0 0 0 0 0 Off Peak Volume 3514 +- #13 Total 0 17 . 0 8 0 11 . 0 17 0 35 0 119 0 352 0 677 0 520 ?; 0 396 0 358 0 292 0 344 0 309 0 406 0 458 0 438 0 " 458 0 331 0 235 0 217 0 146 0 86 0 30 6260 100% 0 2802 45% 07:00 677 0 3458 55% 15:00 458 Volumes % -•> 56% Day: THURSDAY Date: 5/19/11 Classification Report / Prepared by: National Data & Surveying Services Location: La Costa Ave btwn Quinta St & Cadencia St City: Carlsbad Project #: 11-4145-002 SUMMARY Time 00:00 AM 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 PM 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Totals % of Totals %AM AM Peak Hour Volume o/o PM PM Peak Hour Volume Peak Period Totals #1 0 0 0 0 0 0 4 8 3 3 4 1 7 3 4 1 3 *7 2 3 1 0 0 0 54 0% 23 0% 07:00 8 31 0% 12:00 7 #2 45 23 18 18 34 134 429 939 668 568 507 481 576 525 705 . 770 844 /94Q : 779 592 480 293 179 BO' 10627 84% 3864 30% 07:00 939 6763 53% 17:00 940 #3 7 2 1 3 8 23 64 127 126 82 64 . 83 113 94 112 117 141 111 93 51 47 46 26 15 1556 12% 590 5% 07:00 127 966 8% 16:00 141 Volume 1959 #4 0 0 0 0 0 0 1 1 3 0 2 2 0 2 3 1 0 1 2 0 0 0 0 0 18 0% 9 0% 08:00 3 9 0% 14:00 3 AM 7-9 % * + 15% #5 0 1 0 0 0 4 21 35 27 26 24 21 31 20 29 39 20 23 13 8 6 4 6 4 362 3% 159 1% 07:00 35 203 2% 15:00 39 #6 0 0 0 0 0 0 0 3 3 2 1 0 3 3 2 4 2 2 1 1 1 0 1 0 29 0% 9 0% 07:00 3 20 0% 15:00 4 NOON Volume 1384 «— #7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12-2 -»• #8 #9 #10 #11 0000 0 0 0 0 0000 0 0 0 0 0000 0000 0400 1 8 0 0 0700 0 1 ; ,0 0 0500 0 40 0 0300 0 40 0 0500 0 70 0 0700 0 30 0 0200 0 100 0000 0 0.0 0 0000 o d o o 1 61 0% 0% 1 29 0 0 0% 0% 07:00 07:00 1 8 0 32 0 0 0% 15:00 7 PM4-6 % Volume % 11% 2104 + * 17% #12 #13 Total 0 0 52 0, JO 26 0 0 19 0 0 21 0 0 42 00 161 0 0 523 0 0 1122 0 0 837 0 ;? 0 682 0 0 607 0 0 592 0 0 733 0 , ; 0 651 0 0 860 0 0 v,- 939 0 0 1017 0 0 1087 0 0 892 0 -":-'VO. 656 0 0 535 0 0 343 0 0 212 ; 0 .":'"- -:'-::'0: . "' -'99 12708 100% 0 0 4684 37% 07:00 1122 0 0 8024 63% 17:00 1087 Off Peak Volumes Volume % 7261 •« *• 57% Intersection Turning Movement Prepared by: National Data & Surveying Services Project ID: City: NS/EW Streets: LANES: 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM CA11_4144J)01 City of Carlsbad ''"^''Nue^'clstillaJWay.:-1:1:.' «• "Nueva Ca.:8""---:-""<V -' 'vW-~~~:>.:?>i''f'?~\r<- ' " .;• '- •>•»» """ .•r'.'v1 AM Day: THURSDAY Date: 5/19/2011 stiltaiWayi •' ; #:! ::»"' ta.Cos&Ave*' • LfV»f». .V,-4t:, '» ; ,f: ..:..••;., ,«•==,•,.«•«:-*•',: NORTHBOUND SOUTHBOUND EASTBOUND NL NT NR SL ST SR EL ET 01000002 9 7 11 7 7 7 15 6 13 1 7 2 11 1 19 3 110 146 77 90 82 67 91 78 ER 0 4 4 5 6 8 4 2 4 'V,;, «?';; La 'cSsta Ave ;' •,. c' ' WL 1 2 4 6 4 4 1 2 2 WESTBOUND WT WR 2 0 200 241 264 234 208 194 182 179 TOTAL 332 413 366 355 316 275 289 285 TOTAL VOLUMES : APPROACH %'s : PEAK HR START TIME : PEAK HR VOL: PEAK HR FACTOR : CONTROL : NL NT NR 92 0 34 73.02% 0.00% 26.98% 700 AM ™ | .' ,42 _ ' ,o'<\ /'27,' • • 0,821 •'.."' 1-Way Stop (NB) SL ST SR 000 #DIV/0! #DIV/0! #DIV/0! :'° ""'" ,$".J:"',$>1^ .' 0.060-""; '*' EL ET ER 0 741 37 0.00% 95.24% 4.76% >i''' ' * o"' \>' 423 ;f I9;f . •'" -.'. •'" ^ •'/,'' .if •' • > QJ37 •'" -v- WL WT WR 25 1702 0 1.45% 98.55% 0.00% * <'ci6/ ' ,~939f 0 : 0.884 TOTAL 2631 TOTAL 1466 0.887 Intersection Turning Movement Prepared by: National Data & Surveying Services Project ID: City: NS/EW Streets: LANES: 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM CA11_4144_001 City of Carlsbad Nueva Castjlla Way „ > ' ' Nueva Ca PM Stilla Way- >»; "V' La Costa %v&~* NORTHBOUND SOUTHBOUND EASTBOUND NL NT NR SL ST SR EL ET 01000002 10 0 7 6 9 3 7 1 5 1 5 3 9 6 8 1 178 192 194 204 203 235 207 185 Day: THURSDAY Date: 5/19/2011 '"..;>' ER 0 9 15 19 11 16 19 22 20 '"' " La Costa Ave WL 1 3 2 0 0 5 4 3 7 WESTBOUND WT WR 2 0 154 146 117 119 115 130 152 116 TOTAL 354 368 342 342 345 396 399 337 TOTAL VOLUMES APPROACH %'s PEAK HR START TIME PEAK HR VOL PEAK HR FACTOR CONTROL NL NT NR 60 0 21 74.07% 0.00% 25.93% 445PM- |- /,!''• ,26' ." p:1"' jiji^ • .' 0,617 • 1-Way Stop (NB) SL ST SR 000 #DIV/0! #DIV/0! #DIV/0! ' . ' ,, * - o' \vC:o,,;>''*" &:'•• , 1 S'1' ' •',"'- o.boo EL ET ER 0 1598 131 0.00% 92.42% 7.58% , '• t: ;>!'Q ,.-•'" 849 ,,»//' 681 . ','' '<' 0.903 ' " WL WT WR 24 1049 0 2.24% 97.76% 0.00% 12 * 516 ; 0 0.852 '' TOTAL 2883 TOTAL 1482 0.929 ITM Peak Hour Summary Prepared by: NDS National Data & Surveying Services Date: Day: Nueva Castilla Way and La Costa Ave. City of Carlsbad Peak Hour Summary;, Southbound Approach Thursday A La Costa Ave law*'. | °| | " | j 0 | *OON| o | | o l'| e | AM •; NOON . PM 981 o NOON AM Peak Hour NOON Peak Hour PM Peak Hour 700 AM 445 PM 542 AM., NOON PM Un«« '*• CZJCO1' ° 2 I 423 I I 0 ll-1 849 '• i ,, ' ' -i, ••,'••.,.,, ... ,/. , ; •. . , ^. •'• ' ' ^'"'^B 4=?.;'S"i'' ^'S:3'SA rn 03 '* atED'r-]^ t»r»« AH • /' «OON"::?,''W;. I ^ 450 , 0 .''-.'.•».• /"•"''"'"'\'"'•;•*'.;'•': <•'•'. AM.\ .-HOOK , '• >HP«r1CKit AM 100N PM Start 7:00 AM 4:00 PM End 9:00 AM 6:00 PM ;-..• «-.^ NOON| ° | V.v ,:. PM | «° | . V •$&&••,&•' '1 « |Jf~°l 1 27 | AM 1 0 1 1 0 1 1 0 J MOON | 26 [/ 1 0 | ] 11 | PH ^lilSSS^^;1*1" ^^^^^^^| Northbound Approach ^^^^^^^B Total Ins & Outs Total Volume Per Leg AM NOON PM 1423 145) AM NOON PM AM NOON PM 14«5 ,1388 AM NOON PM Intersection Turning Movement Prepared by: National Data & Surveying Services Project ID: CA11_4144_002 City: City of Carlsbad AM NS/EW Streets: ' Viejo Castilia Way **'"' ', .ViejoCastla.Way' » >• ^ft tt w<^"<' >< NORTHBOUND SOUTHBOUND NL NT NR SL ST SR LANES: 000010 7:00 AM 8 34 7: 15 AM 18 23 7:30 AM 8 21 7:45 AM 10 24 8:00 AM 3 24 8:15 AM 4 28 8:30 AM 5 31 8:45 AM 5 30 ((La Costa Aye EL 1 5 6 7 3 4 5 3 6 EASTBOUND ET ER 2 0 113 148 73 97 78 60 88 76 Day: THURSDAY Date: 5/19/2011 iaCosiaAve ., , WESTBOUND WL WT WR 020 174 1 216 6 248 4 215 4 189 6 167 2 155 3 148 1 TOTAL 335 417 361 353 304 266 285 266 TOTAL VOLUMES APPROACH %'s PEAK HR START TIME PEAK HR VOL PEAK HR FACTOR CONTROL NL NT NR 000 #DIV/0! #DIV/0! #DIV/0! 700AM | - o *"J o\ ".'"•' o ' - -0.000'": '"•" 1-Way Stop (SB) SL ST SR 61 0 215 22.10% 0.00% 77.90% - " '' ",',' - '''«'• " ' 0.869 , < . EL ET ER 39 733 0 5.05% 94.95% 0.00% >!((,((', „ 1 '' '' '< '&WW!$&'^-. ..',•'• 0.734 ;':' WL WT WR 0 1512 27 0.00% 98.25% 1.75% ' ' -!. ,". 1 <} '"'.'' -853.' , 15. . 0.861 TOTAL 2587 TOTAL 1466 0.879 Intersection Turning Movement Prepared by: National Data & Surveying Services Project ID: CA11_4144_002 City: City of Carlsbad NS/EW Streets: Viejo Castilla Way NORTHBOUND NL NT NR LANES 000 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM PM •"• Viejo' Castilla Way"" SOUTHBOUND SL ST SR 0 1 0 4 11 1 17 5 10 1 9 4 15 2 9 5 16 5 18 ','<''• : 'La Costa Ave' EL 1 23 17 20 18 14 25 22 22 EASTBOUND ET ER 2 0 158 185 174 188 188 211 193 163 Day: THURSDAY Date: 5/19/2011 La Costa Ave WESTBOUND WL WT WR 020 143 8 133 3 106 2 109 7 104 10 125 14 136 7 108 6 TOTAL 347 356 317 332 335 386 379 322 TOTAL VOLUMES APPROACH %'s PEAK HR START TIME PEAK HR VOL PEAK HR FACTOR CONTROL NL NT NR 000 #DIV/0! #DIV/0! #DIV/0! 445 PM | , ;, < , ; fO.,v; ",b, ""''''." VQ<;,"/» 0,000 ' 1-Way Stop (SB) SL ST SR 27 0 105 20.45% 0.00% 79.55% • • • .- '.;. '' : ;"12"'\''*'i;';'d; •», ,49.'; , 0.726 "' •' '• EL ET ER 161 1460 0 9.93% 90.07% 0.00% ,-•79,.,;; '7WT-; r-O"'.' '" ' r, V 0.910'""-' ' "*" WL WT WR 0 964 57 0.00% 94.42% 5.58% 0' ;, >'/474 , 38 :' ' Q.8<35 TOTAL 2774 TOTAL 1432 0.927 ITM Peak Hour Summary Prepared by: NDS National Data & Surveying Services We/o Castilla Way and La Cncfa AvB . city nf r3r,^a Date: Day: 5/19/2011 Southbound Approach Thursday A La Costa Ave NOON PM Un«s • oI;* n^CD El XOOMJ o | [~T] pr] QD GD-^— *• i *-.....- i <* • *i-V . cz:MOON Project*: CA11 4114 002 AM Peak Hour NOON Peak Hour PM Peak Hour 700AM 445PM —I ,/•;•-•-'-,.• • . , '•.;,'„"., ', ' •'• +. ' HOON m ljm»t 23 Vr1'^.'^ -, ','-: %v', '''",;'';*""?/n "•' ' •',''•'-'•'•y^>I 15 I F ° I"F38 I '« - '•• -1 ' • ' "' •^•^EPlIMfl^l^B' •''"'- .'^^BHI SKtJ'PoJ ,| 474 | '-' A%^pH, CD^CD •1-Way Stop (SB) Count Periods AM NOON PM Start 7:00 AM 4:00 PM End 9: 00 AM 6:00 PM '*» L°.1 €13NOON_ PM I " 475 792 AM NOON PM cnczi Gl.lZl C « Total Ins & Outs Total Volume Per Leg True Count 4401 Twain Ave, Suite 27 San Diego, CA92120 File Name Site Code Start Date Page No 1175.01 .LA COSTA AVE.ROMERIA ST 00000000 7/6/2011 1 Groups Printed- Vehicles Start Time 07:00 07:15 07:30 07:45 Total ROMERIA ST Southbound Left 2 3 4 1 10 Thru 0 0 0 0 0 Right 1 4 4 1 10 Peds 0 0 0 0 0 LA COSTA AVE Westbound Left 1 0 0 0 1 Thru 131 118 146 160 555 Right 0 2 1 0 3 Peds 0 0 0 0 0 Left 6 11 14 12 43 ROMERIA ST Northbound Thru 0 0 0 0 0 Right 2 1 1 0 4 Peds 0 0 0 0 0 LA COSTA AVE Eastbound Left 1 1 0 0 2 Thru 39 59 58 75 231 Right 2 3 5 3 13 Peds 0 0 0 0 0 Int. Total 185 202 233 252 872 08:00 08:15 08:30 08:45 Total *** BREAK *** 16:00 16:15 16:30 16:45 Total 17:00 17:15 17:30 17:45 Total Grand Total Apprch % Total % 5020 1030 1030 7020 14 0 10 0 1000 1020 4010 1150 7180 6200 2040 2010 1040 11 2 9 0 42 3 37 0 51.2 3.7 45.1 0 1 0.1 0.9 0 0 107 0 0 0 119 3 0 1 126 1 0 0 132 1 0 1 484 5 0 0 117 3 0 2 79 1 0 0 89 2 0 0 85 5 0 2 370 11 0 1 87 5 0 0 120 5 0 1 78 5 0 0 84 5 0 2 369 20 0 6 1778 39 0 0.3 97.5 2.1 0 0.1 44.1 1 0 13 0 0 0 9000 9030 10 0 2 0 41 0 5 0 8010 7040 9 12 0 14 0 4 0 38 1 11 0 6050 8010 8160 13 0 4 0 35 1 16 0 157 2 36 0 80.5 1 18.5 0 3.9 0 0.9 0 2 66 1 0 0 67 2 0 0 79 4 0 0 107 4 0 2 319 11 0 2 132 4 0 0 154 10 0 0 161 6 0 3 151 14 0 5 598 34 0 1 162 9 0 4 169 7 0 2 160 12 0 4 175 11 0 11 666 39 0 20 1814 97 0 1 93.9 5 0 0.5 45 2.4 0 196 204 227 265 892 268 260 275 283 1086 284 320 276 301 1181 4031 True Count 4401 Twain Ave, Suite 27 San Diego, CA 92120 File Name : 1175.01 .LA COSTA AVE.ROMERIA ST Site Code : 00000000 Start Date : 7/6/2011 Page No : 2 Start Time ROMERIA ST Southbound Left Thru Right Peds App. Total LA COSTA AVE ROMERIA ST Westbound Northbound Left Thru Right Peds App"! Total Left Thru Right Peds App. Total LA COSTA AVE Eastbound Left Thru Right Peds App. Total Peak Hour Analysis From 07:00 to 11:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 08:00 08:15 08:30 08:45 Total Volume % App. Total PHF 5 0 1 0 1 0 7 0 14 0 58.3 0 .500 .000 2 0 3 0 3 0 2 0 10 0 41.7 0 .833 .000 7 4 4 9 24 .667 0 107 0 119 1 126 0 132 1 484 0.2 98.8 .250 .917 0 0 3 0 1 0 1 0 5 0 1 0 .417 .000 107 122 128 133 490 13 0 9 0 9 0 10 0 41 0 89.1 0 .921 .788 .000 0 0 0 0 3 0 2 0 5 0 10.9 0 .417 .000 13 9 12 12 46 .885 2 66 0 67 0 79 0 107 2 319 0.6 96.1 .250 .745 1 0 2 0 4 0 4 0 11 0 3.3 0 .688 .000 69 69 83 .111 332 .748 Int. Total 196 204 227 26? 892 .842 ROMERIA ST Out In TotalL__zl L 24! f 311~24] r 10l Ol 141 I Ol Right Thru Left Peds Peak Hour Data t North Peak Hour Begins at 08:OC Vehicles Left Thru Right P_eds r ,4il ol | si L.IQ] Out In Total PI-IMFPIA ST True Count 4401 Twain Ave, Suite 27 San Diego, CA92120 File Name : 1175.01 .LA COSTA AVE.ROMERIAST Site Code : 00000000 Start Date : 7/6/2011 Page No : 3 Peak Hour Analysis From 12:00 to 17:45 • Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 Start Time ROMERIA ST Southbound Left j Thrui Right Peds App. Total LA COSTA AVE Westbound Left Thru Right Peds ROMERIA ST Northbound T^L Le«Thru Right ""•I TAP,a-i LA COSTA AVE Eastbound Left Thru Right pedsl TAp,p;i Total Int. Total 17:00 17:15 17:30 17:45 Total Volume % App. Total PHF 6200 8 2040 6 2010 3 1040 5 11 2 9 0 22 50 9.1 40.9 0 .458 .250 .563 .000 .688 1 87 5 0 93 0 120 5 0 125 1 78 5 0 84 0 84 5 0 89 2 369 20 0 391 0.5 94.4 5.1 0 .500 .769 1.00 .000 .782 6050 11 8010 9 8160 15 13 0 4 0 17 35 1 16 0 52 67.3 1.9 30.8 0 .673 .250 .667 .000 .765 1 162 9 0 172 4 169 7 0 180 2 160 12 0 174 4 175 11 0 190 11 666 39 0 716 1.5 93 5.4 0 284 320 276 301 1181 .688 .951 .813 .000 .942 i .923 ROMERIA ST Out In Total Right Thru Left Peds<-? I U Peak Hour Data t North Peak Hour Begins at 17:OCJ r> Left Thru Right Peds35l TT ig I 51 Out In Total RDMFRIA RT t 2— 10- True Count 4401 Twain Ave, Suite 27 San Diego, CA92120 Groups Printed- Vehicles File Name Site Code Start Date Page No 1175.02.LA COSTA AVE.CADENCIA ST 00000000 7/6/2011 1 Start Time 07:00 07:15 07:30 07:45 Total CADENCIA ST Southbound Left ! Thru I Right 9 0 10 9 0 19 7 1 23 6 0 29 31 1 81 Peds 0 0 0 0 0 LA COSTA AVE Westbound Left 2 0 1 2 5 Thru 102 90 100 130 422 Right I Peds 4 0 3 0 3 0 1 0 11 0 CADENCIA ST Northbound Left \ Thru 0 0 3 0 2 0 2 2 7 2 Right 1 Peds 2 0 2 0 5 0 5 0 14 0 LA COSTA AVE Eastbound Left 1 Thru 3 44 4 54 5 59 5 74 17 231 Right 1 0 0 0 1 Peds 0 0 0 0 0 Int. Total 177 184 206 256 823 08:00 7 08:15 7 08:30 j 11 08:45 16 Total 41 *** BREAK *** 16:00 6 16:15 8 16:30 8 16:45 12 Total 34 17:00 10 17:15 10 17:30 5 17:45 8 Total 33 Grand Total 139 Apprch % 33.7 Total % 3.7 0 0 1 1 2 0 2 0 4 6 3 2 1 2 8 17 4.1 0.5 23 16 23 21 83 13 12 13 11 49 11 15 6 12 44 257 62.2 6.9 0 2 0 0 0 6 0 2 0 10 0 3 0 4 0 6 0 2 0 15 0 6 0 4 0 1 0 3 0 14 0 44 0 2.8 0 1.2 72 94 99 93 358 88 66 72 68 294 64 108 75 60 307 1381 89.3 36.9 5 6 1 9 21 17 9 6 9 41 11 13 15 9 48 121 7.8 3.2 0 0 0 0 0 1 0 3 0 4 0 1 0 0 0 2 0 1 0 4 0 3 0 4 0 0 0 1 0 8 0 23 0 23.7 0 0.6 1 1 1 0 3 0 4 2 2 8 0 0 1 3 4 17 17.5 0.5 6 3 2 3 14 1 4 1 3 9 8 2 5 5 20 57 58.8 1.5 0 8 0 6 0 6 0 12 0 32 0 8 0 13 0 13 0 14 0 48 0 16 0 16 0 16 0 14 0 62 0 159 0 9.4 0 4.3 63 61 81 98 303 109 127 110 123 469 135 118 130 109 492 1495 88.8 40 2 1 1 0 4 1 4 2 4 11 1 3 5 4 13 29 1.7 0.8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 189 195 233 258 875 247 253 235 253 988 268 295 260 230 0 | 1053 0 0 0 3739 True Count 4401 Twain Ave, Suite 27 San Diego, CA 92120 File Name : 1175.02.LA COSTA AVE.CADENCIA ST Site Code : 00000000 Start Date : 7/6/2011 Page No : 2 Start Time CADENCIA ST Southbound Left Thru Right Peds App. Total LA COSTA AVE Westbound Left Thru Right Peds App. Total CADENCIA ST Northbound Left Thru Right Peds App. Total LA COSTA AVE Eastbound Left Thru Right Peds Peak Hour Analysis From 07:00 to 11:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 App. Total 08:00 08:15 08:30 08:45 Total Volume % App. Total PHF 7 7 11 16 41 32.5 .641 0 23 0 0 16 0 1 23 0 1 21 0 2 83 0 1.6 65.9 0 .500 .902 .000 30 23 35 38 126 .829 2 72 5 0 94 6 6 99 1 2 93 9 10 358 21 2.6 92 5.4 .417 .904 .583 0 0 0 0 0 0 .000 79 100 106 104 389 .917 016 0 1 3 1 1 2 303 4 3 14 19 14.3 66.7 .333 .750 .583 0 0 0 0 0 0 .000 7 4 4 6 21 .750 8 63 6 61 6 81 12 98 32 303 9.4 89.4 .667 .773 2 0 73 1 0 68 10 88 0 0 110 4 0 339 1.2 0 .500 .000 .770 Int. Total 189 195 233 258 875 .848 CADENCIA ST Out _ In Total 43 EU Right Thru Left PedsU Peak Hour Data North Peak Hour Begins at 08:OC Vehicles Left Thru _Rjg|it Peds Out In Total lA ST True Count 4401 Twain Ave, Suite 27 San Diego, CA92120 File Name : 1175.02.LA COSTA AVE.CADENCIA ST Site Code : 00000000 Start Date : 7/6/2011 Page No : 3 Start Time CADENCIA ST Southbound Left Thru Right Peds App. Total LA COSTA AVE Westbound Left Thru Right |pedS| *£ CADENCIA ST Northbound Left Thru Right Peds r App. Total LA COSTA AVE Eastbound Left ThruI Right Peds | Peak Hour Analysis From 12:00 to 17:45 • Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:45 16:45 17:00 17:15 17:30 Total Volume % App. Total PHF 12 4 11 0 27 10 3 11 0 24 10 2 15 0 27 5160 12 37 10 43 0 90 41.1 11.1 47.8 0 .771 .625 .717 .000 .833 2 68 9 0 79 6 64 11 0 81 4 108 13 0 125 1 75 15 0 91 13 315 48 0 376 3.5 83.8 12.8 0 .542 .729 .800 .000 .752 1230 6 3080 11 4020 6 0150 6 8 3 18 0 29 27.6 10.3 62.1 0 .500 .375 .563 .000 .659 14 123 4 0 141 16 135 1 0 152 16 118 3 0 137 16 130 5 0 151 62 506 13 0 581 10.7 87.1 2.2 0 .969 .937 .650 .000 .956 App.T int. Total I Total • 253 268 295 260 1076 .912 CADENCIA ST Out In Total Peak Hour Data T North Peak Hour Begins at 16:45 Vehicles -i Uo T r> Left Thru Right Peds B! 3l ~ ' ITM Peak Hour Summary Prepared by: National Data & Surveying Services Calle Madero and La Costa Ave. Citv of Carlsbad Southbound Approach ' $l~" V ",||'t!^j'v^'** ^tlim?wffi^''*9*''f. ^'iv'' ^f^'-''• "" '-'' jX.X'*' 'j*;<V-"'^ '•^^^•v^'i*'''1 B^"' '''V-'B^^'"'11'^' Count Period* AM NOON PM Start 7:00 AM 4:00 PM End 9:00 AM 6:00 PM NOON NOON PM Northbound Approach Total Ins & Outs Total Volume Per Leg ITM Peak Hour Summary Prepared by: NDS National Data & Surveying Services Gibraltar St and La Costa Ave. City of Carlsbad Date: Day: . . Peak Hour Summary Southbound Approach Project ft CA11_4144_004 Thursday A La Costa Ave 846 9 | 7 [ j 0 | f~33 2> 457 COUIU Plrtodl AM NOON PM Start 7:00 AM 4:00 PM End 9:00 AM 6:00 PM ,CZ] CD CD «• Northbound Approach Total Ins & Outs Total Volume Per Leg Attachment C: Concept .JB-iW^^iailKir. 4fi^%\-€fl gWli&'V^S'C " tl i «TW«»—'on<»te£j>S'^ t "^•Wr ^•sF«i2?C51-*-*''' * ' — — *r**p *%. ^ ^V**i»ir«i»ii-,<-rf^.T«ii»!»,:-(>^ r_? s»r » ?%&» ^.n^-* _J *S i 4 ?m ^1 m .^^T4, l^5*ff**%'.I«l*.-li! ^^F^wjK^-vr^i :.j"*:•-* . t". -" -',-.-— '»»J^*t^ -Si— t-*. "Jl J*^^r^*^ *f~ %^>^^^^^^•^^^^•••^^^^T^''*" ' *L*^ A^/\^l^%ftl ***\ i J/$*%,*$t *TYPICAL SECTION (A) Looking Eastbound TYPICAL SECTION (C) Looking Eastbound TYPICAL SECTION (B)Looking Eastbound ^.^&*^t\ ^-.^ \r*«3f^tv4*H£#.-; Attachment D: Analysis Printouts Existing Conditions Intersection Capacity Utilization 3: La Costa Avenue & Nueva Castilla Way Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped Intf Time (s) ft 423 ' 1900 4.0 4.0 120 423 0.95 1.00 3618 0.0 f 19 No 1900 4.0 4.0 19 1.00 0.85 1615 0.0 1 16 1900 4.0 4.0 16 1.00 0.95 1805 0.0 Pedestrian Frequency (%p.OO Protected Option Allowed Yes Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) 14.0 18.0 1809 14.0 NA NA 14.0 18.0 14.0 14.0 14.0 18.0 1.4 8.0 1.1 8.0 120 16.0 NA NA 1.1 1.1 31.1 35.1 ft 939 1900 4.0 4.0 939 0.95 1.00 3618 0.0 0.00 Yes 31.1 35.1 1809 31.1 NA NA 31.1 35.1 31.1 31.1 31.1 35.1 1 42 1900 4.0 4.0 42 1.00 0.95 1805 0.0 0.00 No 120 41.9 NA NA 2.8 2.8 2.8 8.0 f 27 No 1900 4.0 4.0 27 1.00 0.85 1615 0.0 2.0 8.0 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) 35.1 35.1 53.2 35.1 NA Err 8.0 8.0 43.1 I; Adj Reference Time (s) 8.0 8.0 Cross Thru Ref Time (s) 0.0 18.0 Oncoming Left Ref Time (s) 8.0 0.0 Combined (s) 16.0 26.0 Intersection Capacity Utilization 36.0% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. Existing AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 1 Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: AM V : 'v t Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped IntfTime(s) ^21 1900 4.0 5.0 120 21 1.00 0.95 1805 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) 1.4 9.0 120 20.9 NA NA 1.4 1.4 14.3 18.3 mm Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) Inferslcl^garnmary^ (s) tm* tt 431 1900 4.0 8.0 431 0.95 1.00 3618 0.0 0.00 Yes 14.3 18.3 1809 14.3 NA NA 20.9 24.9 14.3 14.3 14.3 18.3 &SJN& 41.3 32.3 50.6 32.3 ft 853 1900 4.0 8.0 853 0.95 1.00 3618 0.0 0.00 Yes 28.3 32.3 1809 28.3 NA NA 28.3 32.3 28.3 28.3 28.3 32.3 f 15 No 1900 4.0 8.0 15 1.00 0.85 1615 0.0 1.1 12.0 NA Err 9.0 9.0 »j 44 1900 4.0 5.0 44 1.00 0.95 1805 0.0 0.00 No 120 43.9 NA NA 2.9 2.9 2.9 9.0 f 102 No 1900 4.0 5.0 102 1.00 0.85 1615 0.0 7.6 11.6 ;.. ,_;; , SSI^FCI^BR"':^W;^lf^ 12.0 0.0 9.0 21.0 11.6 32.3 0.0 43.9 '^>^$<iS^!K. 41.3 • ^.Vvw, . Intersection Capacity Utilization 36.6% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 Intersection Capacity Utilization 7: La Costa Avenue & Romeria St Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) 2 1900 4.0 5.0 120 Volume Combined (vph) 2 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 0.1 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) 8uiwn3fj?$i!P*kl*5 'SlifSfl Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) Iftie^ctlonWrnrnaryJI'l- 120 2.0 NA NA 0.1 0.1 20.1 24.1 — > t 319 1900 4.0 8.0 319 1.00 1.00 1900 0.0 0.00 Yes 20.1 24.1 1900 20.1 NA NA 20.1 24.1 20.1 20.1 20.1 24.1 33.1 24.1 44.2 24.1 12,0 9.0 (s) 9.0 30.0 IEBMI i*11 No 1900 4.0 8.0 11 1.00 0.85 1615 0.0 0.8 12.0 1 1900 4.0 5.0 1 1.00 0.95 1805 0.0 0.1 9.0 120 1.0 NA NA 0.1 0.1 16.1 20.1 NBvSff"; NA 14.7 18.0 14.7 12.0 9.0 9.0 24.1 9.0 9.0 30.0 42.1 ft 484 1900 4.0 8.0 484 0.95 1.00 3618 0.0 0.00 Yes 16.1 20.1 1809 16.1 NA NA 16.1 20.1 16.1 16.1 16.1 20.1 w&to 9.0 20.1 9.0 38.1 V PiWBMti 5 No 1900 4.0 8.0 5 1.00 0.85 1615 0.0 0.4 12.0 mMnecf*'' 38.9 "N 41 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 10.7 0.0 2.7 2.7 9.0 »Xifej'V t 4 0 1900 4.0 5.0 41 1.00 0.95 1805 0.0 0.00 No 120 40.9 0 10.7 10.7 14.7 2.7 0.0 2.7 9.0 '$%$$•$; r v W8&8®8m 5 14 No 1900 1900 4.0 4.0 5.0 5.0 5 0 1.00 1.00 0.85 0.95 1615 0 0.0 0.0 0.4 9.0 0 0.0 0 8.9 \ 4 0 1900 4.0 5.0 14 1.00 0.95 1805 0.0 0.00 No 120 14.0 0 8.9 8.9 12.9 V CSBR f 10 No 1900 4.0 5.0 10 1.00 0.85 1615 0.0 0.7 9.0 0.0 0.9 0.9 0.0 0.9 0.9 9.0 9.0 Intersection Capacity Utilization 35.1% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report PageS Intersection Capacity Utilization 9: La Costa Avenue & Cadencia > Lane Configurations ^ Volume (vph) 32 Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 5.0 Refr Cycle Length (s) 120 Volume Combined (vph) 32 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1 805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 2.1 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) 120 Reference Time A (s) 31 ,9 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) 2.1 Ref Time Seperate (s) 2.1 Reference Time (s) 19.1 Adj Reference Time (s) 23.1 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) - W^ffiSWfflWi!™ 303 1900 4.0 8.0 303 1.00 1.00 1900 0.0 0.00 Yes 19.1 23.1 1900 19.1 NA NA 31.9 35.9 19.1 19.1 19.1 23.1 32.1 35.9 39.0 32.1 4fy£Bl?l st > 4 No 1900 4.0 8.0 4 1.00 0.85 1615 0.0 0.3 12.0 12.0 12.0 9.0 9.0 9.0 9.0 30.0 30.0 Intersection Capacity Utilization Reference Times and Phasing Options 39.2% do not Timing Plan: AM 10 1900 4.0 5.0 10 1.00 0.95 1805 0.0 0.7 9.0 120 10.0 NA NA 0.7 0.7 11.9 15.9 NA 14.9 18.0 14.9 9.0 23.1 9.0 41.1 <- < tt r 358 21 No 1900 1900 4.0 4.0 8.0 8.0 358 21 0.95 1.00 1.00 0.85 3618 1615 0.0 0.0 0.00 Yes 11.9 1.6 15.9 12.0 1809 11.9 NA NA 11.9 15.9 11.9 11.9 11.9 15.9 47.0 10.2 15.9 9.0 35.0 ^ 4 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 8.3 t S V | ISS**?""WPPiPfflBffillli4 r 4 3 14 41 2 No 1900 1900 1900 1900 4.0 4.0 4.0 4.0 5.0 5.0 5.0 5.0 7 14 1.00 1.00 0.97 0.85 1846 1615 0.0 0.0 0.00 No 1.0 9.0 188 4.5 0 8.5 4.5 9.0 0.0 0.5 0.3 0.2 0.5 0.5 9.0 9.0 mm 3HK$ ICU Level of Service represent an optimized timing A plan. 0 43 1.00 1.00 0.95 0.95 0 1809 0.0 0.0 0.00 No 0 124 0.0 41.5 0 0 10.7 10.9 10.9 14.9 0.0 2.9 2.7 0.1 2.9 2.9 9.0 9.0 V f 83 No 1900 4.0 5.0 83 1.00 0.85 1615 0.0 6.2 10.2 ?;:$'•.•';;•>#. Existing AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 4 Intersection Capacity Utilization 3: La Costa Avenue & Nueva Castilla Way Timing Plan: PM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) - ft 849 1900 4.0 4.0 120 Volume Combined (vph) 849 Lane Utilization Factor 0.95 Turning Factor (vph) 1.00 Saturated Flow (vph) 3618 Ped IntfTime(s) 0.0 Pedestrian Frequency (%p.OO Protected Option Allowed Yes Reference Time (s) 28.2 Adj Reference Time (s) 32.2 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) 1809 28.2 NA NA 28.2 32.2 28.2 28.2 28.2 32.2 (s) r 68 No 1900 4.0 4.0 68 1.00 0.85 1615 0.0 5.1 9.1 40.2 32.2 53.3 32.2 9.1 0.0 8.0 17.1 < 12 1900 4.0 4.0 12 1.00 0.95 1805 0.0 0.8 8.0 120 12.0 NA NA 0.8 0.8 17.1 21.1 8.0 32.2 0.0 40.2 *- ft 516 1900 4.0 4.0 516 0.95 1.00 3618 0.0 0.00 Yes 17.1 21.1 1809 17.1 NA NA 17.1 21.1 17.1 17.1 17.1 21.1 NA Err 8.0 8.0 <*\ 26 1900 4.0 4.0 26 1.00 0.95 1805 0.0 0.00 No 120 25.9 NA NA 1.7 1.7 1.7 8.0 No 1900 4.0 4.0 11 1.00 0.85 1615 0.0 0.8 8.0 40.2 Intersection Capacity Utilization 33.5% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 1 Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: PM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped IntfTime(s) Pedestrian Frequency (% Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time i Combined (s) IWtierseciWWmmiJ^1^ 79 1900 4.0 5.0 120 79 1.00 0.95 1805 0.0 ) 5.3 9.3 120 78.8 NA NA 5.3 5.3 25.9 29.9 Qffittl !M [s) tt 780 1900 4.0 8.0 780 0.95 1.00 3618 0.0 0.00 Yes 25.9 29.9 1809 25.9 NA NA 78.8 82.8 25.9 25.9 25.9 29.9 29.9 82.8 49.6 29.9 12.0 0.0 9.3 21.3 tt 474 1900 4.0 8.0 474 0.95 1.00 3618 0.0 0.00 Yes 15.7 19.7 1809 15.7 NA NA 15.7 19.7 15.7 15.7 15.7 19.7 9.0 19.7 0.0 28.7 V i* 38 No 1900 4.0 8.0 38 1.00 0.85 1615 0.0 2.8 12.0 NA Err 9.0 9.0 V 12 1900 4.0 5.0 12 1.00 0.95 1805 0.0 0.00 No 120 12.0 NA NA 0.8 0.8 0.8 9.0 mm mm. mm. V f No 1900 4.0 5.0 49 1.00 0.85 1615 0.0 3.6 9.0 'l^^^^^^^^^^^y^^^^^ 38.9 Intersection Capacity Utilization 32.4% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 Intersection Capacity Utilization 7: La Costa Avenue & Romeria St Timing Plan: PM t V J S Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped IntfTime(s) ^11 1900 4.0 5.0 120 11 1.00 0.95 1805 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) DtJItv¥tir¥SnB<Jia?3l^^ffiWf*!*Rignt.;jlurris,slw:Mw*>i4.« 0.7 9.0 120 11.0 NA NA 0.7 0.7 42.1 46.1 Sli*Pf"-1nwPhv-i t 666 1900 4.0 8.0 666 1.00 1.00 1900 0.0 0.00 Yes 42.1 46.1 1900 42.1 NA NA 42.1 46.1 42.1 42.1 42.1 46.1 f 39 No 1900 4.0 8.0 39 1.00 0.85 1615 0.0 2.9 12.0 1 tt 2 369 f 20 35 No 1900 1900 1900 1900 4.0 4.0 5.0 8.0 2 369 1.00 0.95 0.95 1.00 4.0 4.0 8.0 5.0 20 0 1.00 1.00 0.85 0.95 1805 3618 1615 0 0.0 0.0 0.00 Yes 0.1 12.2 9.0 16.2 120 1809 2.0 12.2 NA NA NA NA 12.2 16.2 0.1 12.2 0.1 12.2 12.2 12.2 16.2 16.2 0.0 0.0 1.5 12.0 0 0.0 0 10.3 0.0 2.3 2.4 9.0 55.1 46.1 62.3 46.1 HrjtoWe4cSP¥JllH/rjrtai^VVBtcg NA 14.4 18.0 14.4 Hftlfiey^ttlQePi'li;llw,fcC»»botv' v?> 60.5 WMWflMWS&JSP 41 1900 4.0 5.0 36 1.00 0.95 1808 0.0 0.00 No 123 35.2 0 10.4 10.4 14.4 2.4 0.1 2.4 9.0 WMafM*tfSP.ff r 16 No 1900 4.0 5.0 16 1.00 0.85 1615 0.0 1.2 9.0 £$$• pasta 11 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 8.7 0.0 0.7 0.9 9.0 P'tilSiP!swwiJSfv* 4 2 1900 4.0 5.0 13 1.00 0.96 1820 0.0 0.00 No 136 11.5 0 8.9 8.9 12.9 0.9 0.1 0.9 9.0 ^'sXw^^ifc1' *•Vn%,*i?-> •.".•>,« -Vs*W;Ii>H>>*< |f 9 No 1900 4.0 5.0 9 1.00 0.85 1615 0.0 0.7 9.0 ?',*&#: ••'Ki*1^"Jf.SWS?^! Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) 12.0 12.0 9.0 9.0 9.0 9.0 46.1 16.2 9.0 9.0 9.0 9.0 30.0 30.0 64.1 34.2 Intersection Capacity Utilization 53.4% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report PageS 111 Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Timing Plan: PM Lane Configurations Volume (vph) Pedestrians Red Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Red Intf Time (s) ^62 1900 4.0 5.0 120 62 1.00 0.95 1805 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) 4.1 9.0 120 61.8 NA t 506 1900 4.0 8.0 506 1.00 1.00 1900 0.0 0.00 Yes 32.0 36.0 1900 32.0 NA r 13 No 1900 4.0 8.0 13 1.00 0.85 1615 0.0 1.0 12.0 NA NA 4.1 4.1 32.0 36.0 61.8 65.8 32.0 32.0 32.0 36.0 ^13 1900 4.0 5.0 13 1.00 0.95 1805 0.0 0.9 9.0 120 13.0 NA NA 0.9 0.9 10.4 14.4 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) InWrSecttW'SiirBrriirySf mm (s) 45.0 65.8 50.4 45.0 12.0 9.0 9.0 30.0 Intersection Capacity Utilization Reference Times and Phasing Options SllBR- 12.0 9.0 9.0 30.0 •v^r.^irV. 50.0% do not NA 15.1 18.0 15.1 :::NBF* 9.0 36.0 9.0 54.0 •' "'•'••:•' ;/*,' M 315 1900 4.0 8.0 315 0.95 1.00 3618 0.0 0.00 Yes 10.4 14.4 1809 10.4 NA NA 13.0 17.0 10.4 10.4 10.4 14.4 £:.$BR^j 9.0 14.4 9.0 32.4 :Kvlj|*?;.;j ICU Level t 48 8 No 1900 1900 4.0 4.0 8.0 5.0 48 0 1.00 1.00 0.85 0.95 1615 0 0.0 0.0 3.6 12.0 0 0.0 0 8.5 0.0 0.5 0.7 9.0 •/VZ&>!3 ™.tw K'M^j-Jv^'-'ijTnSdTj^?,1^ 60.0 ":tllW:1;;f§? 4*^T.4*-fy/$ of Service represent an optimized timing t f' ^ 4 r 3 18 No 1900 1900 4.0 4.0 5.0 5.0 11 18 1.00 1.00 0.96 0.85 1831 1615 0.0 0.0 0.00 No 1.3 9.0 153 8.6 0 8.7 8.6 12.6 0.7 0.2 0.7 9.0 A plan. 37 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 10.5 0.0 2.5 3.1 9.0 K$j$£*?,: 1 8B»$ 4 10 1900 4.0 5.0 47 1.00 0.96 1825 0.0 0.00 No 144 39.2 0 11.1 11.1 15.1 3.1 0.6 3.1 9.0 >Jp3Pjft' *f~1KU V ff 43 No 1900 4.0 5.0 43 1.00 0.85 1615 0.0 3.2 9.0 TSi-^ •?1|y| '"'•} Vi'^yfc^ Existing PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 4 S1DRA - ~ INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Nuevo Castilla Way - Ex AM With Project CD £D Oo 03 CD Intersection Type Roundabout No color code in this display LJJ 42 «r^ |".»* 21 I i Nueva Castillo - Li- _ L ' ' I ' - Site: Ex AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Nueva Castilla Wy.aap Processed Jul 08, 2011 11:06:28AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Nuevo Castilla Way Ex AM With Project Intersection ID: 1 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 17 0.0 17 0 N 0.998 South: Nueva Castillo Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 445 0.0 445 0 N 0.988 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 44 0.0 44 0 N 0.993 Table S.15 - Capacity and Level of Service La Costa Ave Nuevo Castilla Way Ex AM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T ALL W T R . L R E L T Mov Total Typ Flow (veh /h) La Costa Ave 445 20 Nueva Castillo 44 28 . La Costa Ave 17 988 Total Cap. (veh /h) 1505 68 562 358 26 1487 VEHICLES: 1542 0 0 0 0 0 0 0 Deg. of Satn (v/c) .296 .294 .078 .078 .654 .664* .664 Aver. Delay (sec) 6 7 14 10 12 7 .8 .6 .2 .0 .3 .1 LOS A A A A B B B Longest Queue 95% Back (vehs) (ft) 2 2 0 0 9 9 9 .5 .5 .5 .5 .6 .6 .6 62 62 13 13 241 241 241 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped Intf Time (s) > •'ftcM-VS:v&Xit#1 21 1900 4.0 5.0 120 21 1.00 0.95 1805 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) 1.4 9.0 120 20.9 NA NA 1.4 1.4 27.2 31.2 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) fritdrs^ction' 'SuiwK3n^:i: (s) _^ t 431 1900 4.0 8.0 431 1.00 1.00 1900 0.0 0.00 Yes 27.2 31.2 1900 27.2 NA NA 27.2 31.2 27.2 27.2 27.2 31.2 *- t 853 1900 4.0 8.0 853 1.00 1.00 1900 0.0 0.00 Yes 53.9 57.9 1900 53.9 NA NA 53.9 57.9 53.9 53.9 53.9 57.9 66.9 57.9 89.1 57.9 12.0 0.0 9.0 21.0 11.6 57.9 0.0 69.5 < f 15 No 1900 4.0 8.0 15 1.00 0.85 1615 0.0 1.1 12.0 S?S8;t: NA Err 9.0 9.0 V ySBG ^44 1900 4.0 5.0 44 1.00 0.95 1805 0.0 0.00 No 120 43.9 NA NA 2.9 2.9 2.9 9.0 :%$€& HiSf Wl^lll V ^''tttrtJ^1.1--;-<i.ODrV'. >»'•?• f 102 No 1900 4.0 5.0 102 1.00 0.85 1615 0.0 7.6 11.6 r; a'Wf ** 1*!*I^IWi 66.9 ^^mff^^^^^-'K^^^i^m.^ Intersection Capacity Utilization 57.9% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. B Existing AM with Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 1 SIDRA -"- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Romeria St - Ex AM With Project Oow. oT CD T N Romeria St S Romeria St -i'JL 0)> +stooO CO_J LU Intersection Type Roundabout No color code in this display Site: Ex AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Romeria St.aap Processed Jul 08, 2011 11:13:09AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Romeria St Ex AM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Plow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 I I 13.00 17 0.0 17 0 N 0.997 South: S Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 353 0.0 353 0 N 0.991 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 46 0.0 46 0 N 0.994 North: N Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 554 0.0 554 0 N 0.969 Table S.15 - Capacity and Level of Service La Costa Ave Romeria St Ex AM With Project Intersection ID: 3 Roundabout Mov Mov ID Typ West: W La Costa 5L L 2T T 2R R South: S Romeria 3L L 8T T 8R R East: E La Costa 1L L 6T T 6R R North: N Romeria 7L L 4T T 4R R ALL VEHICLES: Total Flow (veh /h) Ave 2 336 12 St 43 1 5 Ave 1 509 5 St 15 1 11 941 Total Cap. (veh /h) 9 1485 53 867 20 101 3 1433 14 464 31 340 Deg. of Satn (v/c) 0.222 0.226 0.226 0.050 0.050 0.050 0.333 0.355 0.357* 0.032 0.032 0.032 0.357 Aver. Delay (sec) 11.9 6.8 7.6 13.6 8.5 9.3 12.1 7.0 7.8 14.8 9.6 10.5 LOS A A A A A A A A A A A A A Longest 95% Be (vehs) 1.8 1.8 1.8 0.3 0.3 0.3 3.2 3.2 3.2 0.2 0.2 0.2 3.2 Queue ick (ft) 46 46 46 8 8 8 80 80 80 5 5 5 80 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) IfEB® 32 1900 4.0 5.0 120 Volume Combined (vph) 32 Lane Utilization Factor 1 .00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 2.1 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) RightmMsWM!^? Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) rnt0^rs9Cuor^!Suririrri0ry^-^ 120 31.9 NA NA t 303 1900 4.0 8.0 303 1.00 1.00 1900 0.0 0.00 Yes 19.1 23.1 1900 19.1 NA NA 31.9 35.9 EBRr 4 No 1900 4.0 8.0 4 1.00 0.85 1615 0.0 0.3 12.0 2.1 19.1 2.1 19.1 19.1 19.1 23.1 23.1 (s) mm 35.6 35.9 49.7 35.6 12.0 9.0 9.0 30.0 WBR 12.0 9.0 9.0 30.0 iis 10 1900 4.0 5.0 10 1.00 0.95 1805 0.0 0.7 9.0 120 10.0 NA NA 0.7 0.7 22.6 26.6 NA 14.9 18.0 14.9 9.0 23.1 9.0 41.1 t 358 1900 4.0 8.0 358 1.00 1.00 1900 0.0 0.00 Yes 22.6 26.6 1900 22.6 NA NA 22.6 26.6 22.6 22.6 22.6 26.6 r^fsGcimi 10.2 26.6 9.0 45.8 *- A 21 4 No 1900 1900 4.0 4.0 8.0 5.0 21 0 1.00 1.00 0.85 0.95 1615 0 0.0 0.0 1.6 12.0 0 0.0 0 8.3 0.0 0.3 0.5 9.0 50.5 •S4^*^|i!iY *: t A 4 r 3 14 No 1900 1900 4.0 4.0 5.0 5.0 7 14 1.00 1.00 0.97 0.85 1846 1615 0.0 0.0 0.00 No 1.0 9.0 188 4.5 0 8.5 4.5 9.0 0.5 0.2 0.5 9.0 V 41 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 10.7 0.0 2.7 2.9 9.0 1 roe***iSpTii; 42 1900 4.0 5.0 43 1.00 0.95 1809 0.0 0.00 No 124 41.5 0 10.9 10.9 14.9 2.9 0.1 2.9 9.0 V I$8R.r 83 No 1900 4.0 5.0 83 1.00 0.85 1615 0.0 6.2 10.2 Intersection Capacity Utilization 42.1% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing AM with Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 SiDRA • -~- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Nueva Castilla Way - Ex PM With Project CD Intersection Type Roundabout No color code in this display CD ooC/5 CD * do & LLJ Nueva Castillo Site: Ex PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Nueva Castilla Wy.aap Processed Jul 08, 2011 11:06:28AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Nueva Castilla Way Ex PM With Project Intersection ID: 1 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 13 0.0 13 0 N 0.999 South: Nueva Castillo Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 894 0.0 894 0 N 0.958 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 27 0.0 27 0 N 0.994 12$ Table S.15 - Capacity and Level of Service La Costa Ave Nueva Castilla Way Ex PM With Project Intersection ID: 1 Roundabout Mov Mov ID Typ West: W La C 2T T 2R R South: Nueva 3L L 8R R East: E. La 1L L 6T T Total Flow (veh /h) osta Ave 894 72 Castillo 27 12 Costa Ave 13 543 Total Cap. (veh /h) 1525 123 436 194 36 1491 Deg. of Satn (v/c) 0.586* 0.585 0.062 0.062 0.361 0.364 Aver. Delay (sec) 6.8 7.7 18.2 13.9 12.0 6.8 LOS A A A A A A Longest 95% Ba (vehs) 6.9 6.9 0.5 0.5 3.6 3.6 Queue ck (ft) 173 173 11 11 90 90 ALL VEHICLES:1561 0.586 6.9 173 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) 111 Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: PM Lane Configurations ^ Volume (vph) 79 Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 5.0 Refr Cycle Length (s) 120 Volume Combined (vph) 79 Lane Utilization Factor 1 .00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 5.3 Adj Reference Time (s) 9.3 Permitted Option Adj Saturation A (vph) 1 20 Reference Time A (s) 78.8 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) 5.3 Ref Time Seperate (s) 5.3 Reference Time (s) 49.3 Adj Reference Time (s) 53.3 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) ihWrieSBn^S«marys*Wi^'' t 780 1900 4.0 8.0 780 1.00 1.00 1900 0.0 0.00 Yes 49.3 53.3 1900 49.3 NA NA 78.8 82.8 49.3 49.3 49.3 53.3 B-«? 53.3 82.8 87.2 53.3 m8& 12.0 0.0 9.3 21.3 t474 1900 4.0 8.0 474 1.00 1.00 1900 0.0 0.00 Yes 29.9 33.9 1900 29.9 NA NA 29.9 33.9 29.9 29.9 29.9 33.9 •;$;Rv •SBR^ 9.0 33.9 0.0 42.9 !*^»-,','v;-i f 38 No 1900 4.0 8.0 38 1.00 0.85 1615 0.0 2.8 12.0 '. 'ISBl NA Err 9.0 9.0 •£f1i''3 ;,;{^;.f3 ^12 1900 4.0 5.0 12 1.00 0.95 1805 0.0 0.00 No 120 12.0 NA NA 0.8 0.8 0.8 9.0 $$'•»"' ff 49 NO 1900 4.0 5.0 49 1.00 0.85 1615 0.0 3.6 9.0 fiBhW;^^^ 62.3 '•£:•>;$?• '?;> v ':^W.!m$^^W3$&&f%W /^Ii*njj^rs#"vfc'''''^»Y J'i'1'^*!."' '*'? '•'-'•!":'/,'?" X' f.^lKv^f/yy*'*!"?* f. '''.'• < Intersection Capacity Utilization 51.9% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing PM with Project Synchro 6 Report KOA Corporation. Formerly Page 1 Katz, Okitsu & Associates StDRA Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Romeria St - Ex PM With Project <?^^»r" CD Oo Cfl1— (- 03 5> CD N Romeria St Ji9• ./' X / f /' n Jv <y>«^Kt-!S>TT«^-B^, Ab CT>"""""*!*5*?^\ \ i 15 **i 1 |L 11>1 \\\ \ \ CM &(%!(#! tlai!* <g -^a^^M^wwS^ I "* CM / / \ i 1^^- "]( ii 0) ^<c OJ Intersection •*•_ .__ -^Type Roundabout No color code in this display 4_> CO 1 O \ Cu_i | LU S Romeria St S! O R A BOL.U T IONS Site: Ex PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Romeria St.aap Processed Jul 08, 2011 11:13:09AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Rorneria St Ex PM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 16 0.0 16 0 N 0.998 South: S Romeria St Environment Factor: 1,00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 724 0.0 724 0 N 0.969 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 49 0.0 49 0 N 0.993 North: N Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 427 0.0 427 0 N 0.979 Table S.15 - Capacity and Level of Service La Costa Ave Romeria St Ex PM With Project Intersection ID: 3 Roundabout Mov ID West: W 5L L 2T T 2R R South: 3L L 8T T 8R R East: E 1L L 6T T 6R R North: 7L L 4T T 4R R Mov Total Typ Flow (veh /h) La Costa Ave 12 701 41 S Romeria St 37 1 17 La Costa Ave 2 388 21 N Romeria St 12 2 9 Total Cap. (veh /h) 26 1500 88 494 13 227 7 1340 72 482 80 362 Deg. of Satn (v/c) 0.462 0.467* 0.466 0.075 0.077 0.075 0.286 0.290 0.292 0.025 0.025 0.025 Aver. Delay (sec) 11.9 6.8 7.7 16.3 11.2 12.1 12.1 7.0 7.8 13.9 8.8 9.7 LOS A A A A A A A A A A A A Longest 95% Be (vehs) 4.9 4.9 4.9 0.5 0.5 0.5 2.5 2.5 2.5 0.2 0.2 0.2 Queue ick (ft) 124 124 124 13 13 13 61 61 61 4 4 4 ALL VEHICLES:1243 0.467 A 4.9 124 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) 133 Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Lane Configurations *S Volume (vph) 62 Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 5.0 Refr Cycle Length (s) 120 Volume Combined (vph) 62 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 4.1 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) 1 20 Reference Time A (s) 61 .8 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) Adj Reference Time (s) t r 506 13 No 1900 1900 4.0 4.0 8.0 8.0 506 13 1.00 1.00 1.00 0.85 1900 1615 0.0 0.0 0.00 Yes 32.0 1.0 36.0 12.0 1900 32.0 NA NA 61.8 65.8 Split Option Ref Time Combined (s) 4.1 32.0 Ref Time Seperate (s) 4.1 32.0 Reference Time (s) 32.0 32.0 Adj Reference Time (s) 36.0 36.0 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) 45.0 65.8 59.9 45.0 12.0 12.0 9.0 9.0 9.0 9.0 30.0 30.0 13 1900 4.0 5.0 13 1.00 0.95 1805 0.0 0.9 9.0 120 13.0 NA NA 0.9 0.9 19.9 23.9 SBW* NA 15.1 18.0 15.1 9.0 36.0 9.0 54.0 *- < «\ t t i* 315 48 8 No 1900 1900 1900 4.0 4.0 4.0 8.0 8.0 5.0 315 48 0 1.00 1.00 1.00 1.00 0.85 0.95 1900 1615 0 0.0 0.0 0.0 0.00 Yes 19.9 3.6 23.9 12.0 1900 0 19.9 0.0 NA 0 NA 8.5 19.9 23.9 19.9 0.0 19.9 0.5 19.9 0.7 23.9 9.0 60.0 9.0 23.9 9.0 41.9 4 3 1900 4.0 5.0 11 1.00 0.96 1831 0.0 0.00 No 153 8.6 0 8.7 8.6 12.6 0.7 0.2 0.7 9.0 Timing Plan: PM f V \ r 4 18 37 10 No 1900 1900 1900 4.0 4.0 4.0 5.0 5.0 5.0 18 0 47 1.00 1.00 1.00 0.85 0.95 0.96 1615 0 1825 0.0 0.0 0.0 0.00 No 1.3 9.0 0 144 0.0 39.2 0 0 10.5 11.1 11.1 15.1 0.0 3.1 2.5 0.6 3.1 3.1 9.0 9.0 L 43 No 1900 4.0 5.0 43 1.00 0.85 1615 0.0 3.2 9.0 Intersection Capacity Utilization 50.0% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. Existing PM with Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 Future Conditions 135 Intersection Capacity Utilization 3: La Costa Avenue & Nueva Castilla Way Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Red Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped IntfTime(s) ft 508 1900 4.0 4.0 120 508 0.95 1.00 3618 0.0 f 23 No 1900 4.0 4.0 23 1.00 0.85 1615 0.0 1 19 1900 4.0 4.0 19 1.00 0.95 1805 0.0 Pedestrian Frequency (%p.OO Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Yes 16.9 20.9 1809 16.9 NA NA 16.9 20.9 16.9 16.9 16.9 20.9 1.7 8.0 1.3 8.0 120 18.9 NA NA 1.3 1.3 37.4 41.4 H 1127 1900 4.0 4.0 1127 0.95 1.00 3618 0.0 0.00 Yes 37.4 41.4 1809 37.4 NA NA 37.4 41.4 37.4 37.4 37.4 41.4 \ 50 1900 4.0 4.0 50 1.00 0.95 1805 0.0 0.00 No 120 49.9 NA NA 3.3 3.3 3.3 8.0 f 32 NO 1900 4.0 4.0 32 1.00 0.85 1615 0.0 2.4 8.0 Protected Option (s) 41.4 NA Permitted Option (s) 41.4 Err Split Option (s) 62.2 8.0 Minimum (s) 41.4 8.0 49.4 Adj Reference Time (s) 8.0 8.0 Cross Thru Ref Time (s) 0.0 20.9 Oncoming Left Ref Time (s) 8.0 0.0 Combined (s) 16.0 28.9 Intersection Capacity Utilization 41.2% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. 2030 AM without Project Synchro 6 Report KOA Corporation. Formerly Page 1 Katz, Okitsu & Associates Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) ' 25 1900 4.0 5.0 120 Volume Combined (vph) 25 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) 1.7 9.0 120 24.9 NA NA 1.7 1.7 17.1 21.1 Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) lnterse^ibnfSuwlreiiyS\i^^^4' tt 517 1900 4.0 8.0 517 0.95 1.00 3618 0.0 0.00 Yes 17.1 21.1 1809 17.1 NA NA 24.9 28.9 17.1 17.1 17.1 21.1 47.0 38.0 59.1 38.0 12.0 0.0 9.0 21.0 IWBtt?? tt 1024 1900 4.0 8.0 1024 0.95 1.00 3618 0.0 0.00 Yes 34.0 38.0 1809 34.0 NA NA 34.0 38.0 34.0 34.0 34.0 38.0 13.1 38.0 0.0 51.0 ^ V 18 No 1900 4.0 8.0 18 1.00 0.85 1615 0.0 1.3 12.0 tlSBi NA Err 9.0 9.0 iss $$*$ V 53 1900 4.0 5.0 53 1.00 0.95 1805 0.0 0.00 No 120 52.9 NA NA 3.5 3.5 3.5 9.0 f 122 No 1900 4.0 5.0 122 1.00 0.85 1615 0.0 9.1 13.1 47.0 *x%*i&y Intersection Capacity Utilization 42.5% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 Intersection Capacity Utilization 7: La Costa Avenue & Romeria St Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) ilia 2 1900 4.0 5.0 120 Volume Combined (vph) 2 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 0.1 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) 120 2.0 NA NA t r 383 13 No 1900 1900 4.0 4.0 8.0 8.0 383 13 1.00 1.00 1.00 0.85 1900 1615 0.0 0.0 0.00 Yes 24.2 1.0 28.2 12.0 1900 24.2 NA NA 24.2 28.2 0.1 24.2 0.1 24.2 24.2 24.2 28.2 28.2 osffiXSifqnjffp: (s) «£. 1 1900 4.0 5.0 1 1.00 0.95 1805 0.0 0.1 9.0 120 1.0 NA NA 0.1 0.1 19.3 23.3 m$m 37.2 NA 28.2 15.3 51.5 18.0 28.2 15.3 12.0 12.0 9.0 9.0 9.0 9.0 30.0 30.0 tt r 581 6 No 1900 1900 4.0 4.0 8.0 8.0 581 6 0.95 1.00 1.00 0.85 3618 1615 0.0 0.0 0.00 Yes 19.3 0.4 23.3 12.0 1809 19.3 NA NA 19.3 23.3 19.3 19.3 19.3 23.3 ^!;0oMbfnl£N 43.4 9.0 9.0 28.2 23.3 9.0 9.0 46.2 41.3 <\ t A 4 f 49 0 6 No 1900 1900 1900 4.0 4.0 4.0 5.0 5.0 5.0 0 49 6 1.00 1.00 1.00 0.95 0.95 0.85 0 1805 1615 0.0 0.0 0.0 0.00 No 0.4 9.0 0 120 0.0 48.9 0 0 11.3 11.3 11.3 15.3 0.0 3.3 3.3 0.0 3.3 3.3 9.0 9.0 V 17 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 9.1 0.0 1.1 1.1 9.0 1 v 4 r 0 12 No 1900 1900 4.0 4.0 5.0 5.0 17 12 1.00 1.00 0.95 0.85 1805 1615 0.0 0.0 0.00 No 0.9 9.0 120 17.0 0 9.1 9.1 13.1 1.1 0.0 1.1 9.0 Intersection Capacity Utilization 38.5% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report PageS 133 Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Timing Plan: AM _« Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped Intf Time (s) L,*\ 38 1900 4.0 5.0 120 38 1.00 0.95 1805 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) 2.5 9.0 120 37.9 NA NA 2.5 2.5 23.0 27.0 t 364 1900 4.0 8.0 364 1.00 1.00 1900 0.0 0.00 Yes 23.0 27.0 1900 23.0 NA NA 37.9 41.9 23.0 23.0 23.0 27.0 36.0 41.9 45.3 36.0 f 5 No 1900 4.0 8.0 5 1.00 0.85 1615 0.0 0.4 12.0 Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) inlers^trontsyfwnarlfcPi (s) ,'"?I^§5| 12.0 9.0 9.0 30.0 12.0 9.0 9.0 30.0 *s 12 1900 4.0 5.0 12 1.00 0.95 1805 0.0 0.8 9.0 120 12.0 NA NA 0.8 0.8 14.3 18.3 NA 15.4 18.0 15.4 it f 430 25 No 1900 1900 4.0 4.0 8.0 8.0 430 25 0.95 1.00 1.00 0.85 3618 1615 0.0 0.0 0.00 Yes 14.3 1.9 18.3 12.0 1809 14.3 NA NA 14.3 18.3 14.3 14.3 14.3 18.3 ^GSffliiel^ 51.4 9.0 27.0 9.0 45.0 11.4 18.3 9.0 38.7 5 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 . 8.3 0.0 0.3 0.6 9.0 t r 4 ? 4 17 No 1900 1900 4.0 4.0 5.0 5.0 9 17 1.00 1.00 0.97 0.85 1847 1615 0.0 0.0 0.00 No 1.3 9.0 193 5.6 0 8.6 5.6 9.6 0.6 0.3 0.6 9.0 jj$$®3*%$f$:. V 49 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 11.3 0.0 3.3 3.4 9.0 mm !;':'|«*f! i 3S3SBK 4 2 1900 4.0 5.0 51 1.00 0.95 1809 0.0 0.00 No 124 49.5 0 11.4 11.4 15.4 3.4 0.1 3.4 9.0 £•?$$?$• V r 100 No 1900 4.0 5.0 100 1.00 0.85 1615 0.0 7.4 11.4 ; '*. > •''. '. Intersection Capacity Utilization 42.8% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 AM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 4 Intersection Capacity Utilization 3: La Costa Avenue & Nueva Castilla Way Timing Plan: PM Lane Configurations f f Volume (vph) 1019 Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 4.0 Refr Cycle Length (s) 120 Volume Combined (vph) 1019 Lane Utilization Factor 0.95 Turning Factor (vph) 1.00 Saturated Flow (vph) 3618 Ped IntfTime(s) 0.0 Pedestrian Frequency (%p.OO Protected Option Allowed Yes Reference Time (s) 33.8 Adj Reference Time (s) 37.8 Permitted Option Adj Saturation A (vph) 1 809 Reference Time A (s) 33.8 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) 33.8 Adj Reference Time (s) 37.8 > f 82 No 1900 4.0 4.0 82 1.00 0.85 1615 0.0 6.1 10.1 Split Option Ref Time Combined (s) 33.8 Ref Time Seperate (s) 33.8 Reference Time (s) 33.8 Adj Reference Time (s) 37.8 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) *- -•'U'WB'sjB.i'ptf •!;»«.— '5*fJSMw ;*!>*** 4.,, j^t. <** "Y.1$K&%Intersection Summary^ •• •frJfal 45.8 37.8 62.3 37.8 10.1 0.0 8.0 18.1 Intersection Capacity Utilization Reference Times and Phasing Options S \ 14 1900 4.0 4.0 14 1.00 0.95 1805 0.0 0.9 8.0 120 14.0 NA NA 0.9 0.9 20.5 24.5 8.0 37.8 0.0 45.8 38.2% do not M 619 1900 4.0 4.0 619 0.95 1.00 3618 0.0 0.00 Yes 20.5 24.5 1809 20.5 NA NA 20.5 24.5 20.5 20.5 20.5 24.5 NA Err 8.0 8.0 -N \ 31 1900 4.0 4.0 31 1.00 0.95 1805 0.0 0.00 No 120 30.9 NA NA 2.1 2.1 2.1 8.0 A f 13 No 1900 4.0 4.0 13 1.00 0.85 1615 0.0 1.0 8.0 45.8 ICU Level of Service A represent an optimized timing plan. 2030 PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 1 Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: PM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) r1/ wOl*^ 95 1900 4.0 5.0 120 Volume Combined (vph) 95 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 6.3 Adj Reference Time (s) 10.3 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Surnmlr^««l|gl»':*!. 120 94.7 NA NA 6.3 6.3 31.0 35.0 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) InlimeclrcSiSirofrialyS (s) -* «- V V ft 936 1900 4.0 8.0 936 0.95 1.00 3618 0.0 0.00 Yes 31.0 35.0 1809 31.0 NA NA 94.7 98.7 31.0 31.0 31.0 35.0 EB'IWte? 35.0 98.7 57.9 35.0 12.0 0.0 10.3 22.3 ft 569 1900 4.0 8.0 569 0.95 1.00 3618 0.0 0.00 Yes 18.9 22.9 1809 18.9 NA NA 18.9 22.9 18.9 18.9 18.9 22.9 9.0 22.9 0.0 31.9 r 46 No 1900 4.0 8.0 46 1.00 0.85 1615 0.0 3.4 12.0 HPSB NA Err 9.0 9.0 mm 14 1900 4.0 5.0 14 1.00 0.95 1805 0.0 0.00 No 120 14.0 NA NA 0.9 0.9 0.9 9.0 V f* 59 No 1900 4.0 5.0 59 1.00 0.85 1615 0.0 4.4 9.0 iMiSi»?ai^S?i?it %$: 44.0 Intersection Capacity Utilization 36.7% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 Intersection Capacity Utilization 7: La Costa Avenue & Romeria St > Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) Volume Combined (vph) Lane Utilization Factor Turning Factor (vph) Saturated Flow (vph) Ped IntfTime(s) *j 13 1900 4.0 5.0 120 13 1.00 0.95 1805 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) Adj Reference Time (s) Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) 0.9 9.0 120 13.0 NA NA 0.9 0.9 50.5 54.5 _* t 799 1900 4.0 8.0 799 1.00 1.00 1900 0.0 0.00 Yes 50.5 54.5 1900 50.5 NA NA 50.5 54.5 50.5 50.5 50.5 54.5 63.5 54.5 73.2 54.5 > r 47 No 1900 4.0 8.0 47 1.00 0.85 1615 0.0 3.5 12.0 < &«KB$ +\ 2 1900 4.0 5.0 2 1.00 0.95 1805 0.0 0.1 9.0 120 2.0 NA NA 0.1 0.1 14.7 18.7 Mtf^OEJii NA 14.9 18.0 14.9 <- mtm% ft 443 1900 4.0 8.0 443 0.95 1.00 3618 0.0 0.00 Yes 14.7 18.7 1809 14.7 NA NA 14.7 18.7 14.7 14.7 14.7 18.7 jB&KffXf < r 24 No 1900 4.0 8.0 24 1.00 0.85 1615 0.0 1.8 12.0 69.3 RligWTunill^tiW^^ Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) InfeBe^orfSufrlmaryW (s) 12.0 9.0 9.0 30.0 12.0 9.0 9.0 30.0 9.0 54.5 9.0 72.5 9.0 18.7 9.0 36.7 •\ mm 42 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 10.8 0.0 2.8 2.9 9.0 mm •<a.X&^fr$ t A 4 I* 1 19 No 1900 1900 4.0 4.0 5.0 5.0 43 19 1.00 1.00 0.95 0.85 1807 1615 0.0 0.0 0.00 No 1.4 9.0 122 42.2 0 10.9 10.9 14.9 2.9 0.1 2.9 9.0 Timing Plan: PM V |V 13 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 8.9 0.0 0.9 1.0 9.0 mm ft",4;jfl 4 2 1900 4.0 5.0 15 1.00 0.96 1818 0.0 0.00 No 133 13.5 0 9.0 9.0 13.0 1.0 0.1 1.0 9.0 r11 No 1900 4.0 5.0 11 1.00 0.85 1615 0.0 0.8 9.0 '*•.&'.•' j.fij J/VJ Intersection Capacity Utilization 60.4% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. B 2030 PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report PageS Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Timing Plan: PM > Lane Configurations ^ Volume (vph) 74 Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 5.0 Refr Cycle Length (s) 1 20 Volume Combined (vph) 74 Lane Utilization Factor 1 .00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 4.9 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) 1 20 Reference Time A (s) 73.8 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) 4.9 Ref Time Seperate (s) 4.9 Reference Time (s) 38.3 Adj Reference Time (s) 42.3 _* t 607 1900 4.0 8.0 607 1.00 1.00 1900 0.0 0.00 Yes 38.3 42.3 1900 38.3 NA NA 73.8 77.8 38.3 38.3 38.3 42.3 > I* 16 No 1900 4.0 8.0 16 1.00 0.85 1615 0.0 1.2 12.0 S *i 16 1900 4.0 5.0 16 1.00 0.95 1805 0.0 1.1 9.0 120 16.0 NA NA 1.1 1.1 12.5 16.5 •4— <^ M r 378 58 No 1900 1900 4.0 4.0 8.0 8.0 378 58 0.95 1.00 1.00 0.85 3618 1615 0.0 0.0 0.00 Yes 12.5 4.3 16.5 12.0 1809 12.5 NA NA 16.0 20.0 12.5 12.5 12.5 16.5 ^mm 10 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 8.7 0.0 0.7 0.9 9.0 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) IlifsecfSff'Slirli^*!^ 51.3 77.8 58.9 51.3 12.0 9.0 9.0 30.0 ^ISlfilflf i#BM 12.0 9.0 9.0 30.0 XJ7JWWiX-WS* ;• NA 15.7 18.0 15.7 IJNBR- 9.0 42.3 9.0 60.3 67.0 fe^SBR^I'£li^: 9.0 16.5 9.0 34.5 \ 4 4 1900 4.0 5.0 14 1.00 0.96 1832 0.0 0.00 No 156 10.8 0 8.9 8.9 12.9 0.9 0.3 0.9 9.0 WM S V f 22 44 No 1900 1900 4.0 4.0 5.0 5.0 22 0 1.00 1.00 0.85 0.95 1615 0 0.0 0.0 1.6 9.0 0 0.0 0 10.9 0.0 2.9 3.7 9.0 J 4 12 1900 4.0 5.0 56 1.00 0.96 1825 0.0 0.00 No 144 46.6 0 11.7 11.7 15.7 3.7 0.8 3.7 9.0 V •SBRr 52 No 1900 4.0 5.0 52 1.00 0.85 1615 0.0 3.9 9.0 #,'%* Intersection Capacity Utilization 55.8% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 PM without Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 4 S1DRA -"- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Nueva Castilla Way - 2030 AM With Project CD 32 Nueva 0) Intersection Type Roundabout No color code in this display Q> Oo(/)r-t- •»_ <jn C^ """I ' S ^ ""f1^«• f f^ oa ^ CD•*-» O O CO1 111 Site: 2030 AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Nueva Castilla Wy.aap Processed Jul 08, 2011 11:06:28AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Nueva Castilla Way 2030 AM With Project Intersection ID: 1 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. O-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 20 0.0 20 0 N 0.997 South: Nueva Castillo Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 535 0.0 535 0 N 0.980 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 53 0.0 53 0 N 0.991 Table S.15 - Capacity and Level of Service La Costa Ave Nueva Castilla Way 2030 AM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T ALL Mov Typ Total Flow (veh /h) Total Cap. (veh /h) Deg. of Satn (v/c) Aver. Delay (sec) LOS Longest Queue 95% Back (vehs) (ft) W La Costa Ave T R : Nueva L R 535 24 Castillo 53 34 1499 67 522 335 0. 0. 0. 0. 357 358 102 101 6. 7. 14. 10. 8 7 9 6 A A A A 3. 3. 0. 0. 4 4 7 7 84 84 17 17 E. La Costa Ave L T VEHICLES 20 1186 : 1852 25 1475 0. 0. 0. 800 804* 804 12. 7. 6 5 C D D 16. 16. 16. 6 6 6 416 416 416 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: AM > -* «- V V V Lane Configurations *j Volume (vph) 25 Pedestrians Fed Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 5.0 Refr Cycle Length (s) 120 Volume Combined (vph) 25 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 1 .7 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) 120 Reference Time A (s) 24.9 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) 1.7 Ref Time Seperate (s) 1 .7 Reference Time (s) 32.7 Adj Reference Time (s) 36.7 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) lnBite^on^immav;^S?i^l; t 517 1900 4.0 8.0 517 1.00 1.00 1900 0.0 0.00 Yes 32.7 36.7 1900 32.7 NA NA 32.7 36.7 32.7 32.7 32.7 36.7 79.0 70.0 106.6 70.0 13.1 70.0 0.0 83.0 t1024 1900 4.0 8.0 1042 1.00 1.00 1895 0.0 0.00 Yes 66.0 70.0 1895 66.0 NA NA 66.0 70.0 66.0 64.8 66.0 70.0 18 No 1900 4.0 4.0 0 1.00 0.85 0 0.0 0.0 0.0 NA Err 9.0 9.0 1 53 1900 4.0 5.0 53 1.00 0.95 1805 0.0 0.00 No 120 52.9 NA NA 3.5 3.5 3.5 9.0 *om t 122 No 1900 4.0 5.0 122 1.00 0.85 1615 0.0 9.1 13.1 a^v- 79.0 Intersection Capacity Utilization 69.2% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 AM with Project Synchro 6 Report KOA Corporation. Formerly Page 1 Katz, Okitsu & Associates ill SIDRA -~- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Romeria St - 2030 AM With Project ^mm^ CD O O C/3 ffl <CD N / //ro -Jf•mum » iBWfw^k- jpo"*!„ \\\\\\\\ s Romeria 2 I 11f 1 1 9 6 III Romeria St \ \\ '\ <0 L«.oa '^ms^Mfftsm^m^r /'/ St QD ^*%*« "wO CD LJJ Intersection Type Roundabout No color code in this display SSDRA SOLUTIONS Site: 2030 AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Romeria St.aap Processed Jul 08, 2011 11:13:09AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Romeria St 2030 AM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1.1 13.00 20 0.0 20 0 N 0.996 South: S Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 423 0.0 423 0 N 0.987 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 55 0.0 55 0 N 0.992 North: N Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 664 0.0 664 0 N 0.949 Table S.15 - Capacity and Level of Service La Costa Ave Romeria St 2030 AM With Project Intersection ID: 3 Roundabout Mov ID West: W 5L L 2T T 2R R South: S 3L L 8T T 8R R East: E 1L L 6T T 6R R North: N 7L L 4T T 4R R Mov Total Typ Flow (veh /h) La Costa Ave 2 403 14 Romeria St 52 1 6 La Costa Ave 1 612 6 Romeria St 18 1 13 Total Cap. (veh /h) 7 1483 52 824 16 95 2 1422 14 424 24 306 Deg. of Satn (v/c) 0.286 0.272 0.269 0.063 0.062 0.063 0.500* 0.430 0.429 0.042 0.042 0.042 Aver . Delay (sec) 11.9 6.8 7.7 14.0 8.9 9.8 12.2 7.0 7.9 15.7 10.5 11.4 LOS A A A A A A A A A A A A Longest 95% Be (vehs) 2.4 2.4 2.4 0.4 0.4 0.4 4.3 4.3 4.3 0.3 0.3 0.3 Queue ick (ft) 59 59 59 10 10 10 106 106 106 7 7 7 ALL VEHICLES:1129 0.500 4.3 106 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Timing Plan: AM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) 38 1900 4.0 5.0 120 Volume Combined (vph) 38 Lane Utilization Factor 1 .00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 2.5 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) tiffiWISMH&ffifflIK Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) lftteiS!Cttorf,Sun'irriary..v'A" 120 37.9 NA NA 364 1900 4.0 8.0 364 1.00 1.00 1900 0.0 0.00 Yes 23.0 27.0 1900 23.0 NA NA 37.9 41.9 5 No 1900 4.0 8.0 5 1.00 0.85 1615 0.0 0.4 12.0 2.5 23.0 2.5 23.0 23.0 23.0 27.0 27.0 (s) 40.2 41.9 58.1 40.2 12.0 9.0 9.0 30.0 12.0 9.0 9.0 30.0 mom 12 1900 4.0 5.0 12 1.00 0.95 1805 0.0 0.8 9.0 120 12.0 NA NA 0.8 0.8 27.2 31.2 *$se$ NA 15.4 18.0 15.4 9.0 27.0 9.0 45.0 *~ ^ "\ t 430 1900 4.0 8.0 430 1.00 1.00 1900 0.0 0.00 Yes 27.2 31.2 1900 27.2 NA NA 27.2 31.2 27.2 27.2 27.2 31.2 11.4 31.2 9.0 51.6 r 25 No 1900 4.0 8.0 25 1.00 0.85 1615 0.0 1.9 12.0 55.5 5 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 8.3 0.0 0.3 0.6 9.0 t mr, 4 4 1900 4.0 5.0 9 1.00 0.97 1847 0.0 0.00 No 193 5.6 0 8.6 5.6 9.6 0.6 0.3 0.6 9.0 tffl A V r 17 49 NO 1900 1900 4.0 4.0 5.0 5.0 17 0 1.00 1.00 0.85 0.95 1615 0 0.0 0.0 1.3 9.0 0 0.0 0 11.3 0.0 3.3 3.4 9.0 i 4 2 1900 4.0 5.0 51 1.00 0.95 1809 0.0 0.00 No 124 49.5 0 11.4 11.4 15.4 ir 100 No 1900 4.0 5.0 100 1.00 0.85 1615 0.0 7.4 11.4 3.4 0.1 3.4 9.0 >•$> %vxf:-iW Intersection Capacity Utilization 46.3% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 AM with Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 isi SIDRA -"- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Nueva Castilla Way - 2030 PM With Project ooo>»-*• 03 CD ^^^m 5 en <£} Nu 1 I eva Cast T OJ CO4—1 O co Intersection Type Roundabout No color code in this display Site: 2030 PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Nueva Castilla Wy.aap Processed Jul 08, 2011 11:06:28AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Nueva Castilla Way 2030 PM With Project Intersection ID: 1 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 15 0.0 15 0 N 0.999 South: Nueva Castillo Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 1073 0.0 1073 0 N 0.925 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 33 0.0 33 0 N 0.992 Table S.15 - Capacity and Level of Service La Costa Ave Nueva Castilla Way 2030 PM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T W T R . L R E L T Mov Total Typ Flow (veh /h) La Costa Ave 1073 86 Nueva Castillo 33 14 . La Costa Ave 15 652 Total Cap. (veh /h) 1523 122 356 151 34 1483 0 0 0 0 0 0 Deg. of Satn (v/c) .705* .705* .093 .093 .441 .440 Aver. Delay (sec) 6 7 21 17 12 6 .8 .7 .4 .1 .0 .9 LOS C C A A A A Longest Queue 95% Back (vehs) (ft) 10 10 0 0 4 4 .8 .8 .7 .7 .9 .9 270 270 18 18 122 122 ALL VEHICLES:1873 0.705 10.8 270 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) 151 Intersection Capacity Utilization 4: La Costa Avenue & Viejo Castilla Wy Timing Plan: PM Lane Configurations *j Volume (vph) 95 Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow 1900 Lost Time (s) 4.0 Minimum Green (s) 5.0 Refr Cycle Length (s) 120 Volume Combined (vph) 95 Lane Utilization Factor 1 .00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 6.3 Adj Reference Time (s) 10.3 Permitted Option Adj Saturation A (vph) 1 20 Reference Time A (s) 94.7 Adj Saturation B (vph NA Reference Time B (s) NA Reference Time (s) Adj Reference Time (s) t 936 1900 4.0 8.0 936 1.00 1.00 1900 0.0 0.00 Yes 59.1 63.1 1900 59.1 NA NA 94.7 98.7 Split Option Ref Time Combined (s) 6.3 59.1 Ref Time Seperate (s) 6.3 59.1 Reference Time (s) 59.1 59.1 Adj Reference Time (s) 63.1 63.1 Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time (s) Combined (s) 63.1 98.7 103.1 63.1 12.0 0.0 10.3 22.3 <- 569 1900 4.0 8.0 569 1.00 1.00 1900 0.0 0.00 Yes 35.9 39.9 1900 35.9 NA NA 35.9 39.9 35.9 35.9 35.9 39.9 -y^ffii* tm$x*' ^'Tj-'Tw'W •''JoElJiV^ 9.0 39.9 0.0 48.9 V r 46 No 1900 4.0 8.0 46 1.00 0.85 1615 0.0 3.4 12.0 W$B NA Err 9.0 9.0 &'fy'?$i$i V V 14 59 No 1900 1900 4.0 4.0 5.0 5.0 14 59 1.00 1.00 0.95 0.85 1805 1615 0.0 0.0 0.00 No 4.4 9.0 120 14.0 NA NA 0.9 0.9 0.9 9.0 72.1 iM^:>1^?^^ Intersection Capacity Utilization 60.1% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. B 2030 PM with Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 1 SIDRA •""**"" INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Romeria St - 2030 PM With Project N Romeria St CO Oo V)r-4- 03 oo M&w«iS*>Jt -^J^WWSwW.WW^ to )AW!-Bt«« tO 1 ~c*.«^1 CD <D JS"w O 03 LJJ Intersection Type Roundabout No color code in this display S Romeria St Site: 2030 PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\July 2011\LOS Analysis\Sidra\Romeria St.aap Processed Jul 08, 2011 11:13:09AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Romeria St 2030 PM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No. of No. of Av.Ent -------------------------------- Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 I 13.00 18 0.0 18 0 N 0.997 South: S Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 868 0.0 868 0 N 0.948 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 59 0.0 59 0 N 0.991 North: N Romeria St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 . 13.00 513 0.0 513 0 N 0.967 Table S.15 - Capacity and Level of Service La Costa Ave Romeria St 2030 PM With Project Intersection ID: 3 Roundabout Mov ID West: 5L 2T 2R L T R South: 3L 8T 8R East: 1L 6T 6R North 7L 4T 4R ALL L T R L T R ; L T R Mov Total Typ Flow (veh /h) W La Costa Ave 14 841 49 S Romeria St 44 1 20 E La Costa Ave 2 466 25 N Romeria St 14 2 12 Total Cap. (veh /h) 25 1501 87 432 10 196 6 1328 71 429 61 368 VEHICLES: 1490 0 0 0 0 0 0 0 0 0 0 0 0 0 Deg. of Satn (v/c) .560 .560 .563* .102 .100 .102 .333 .351 .352 .033 .033 .033 .563 Aver LOS Delay Longest 95% Queue Back (vehs)(ft) (sec) 11. 6. 7. 18. 12. 13. 12. 7. 7. 14. 9. 10. 9 8 7 0 9 8 2 0 9 5 4 3 A A A A A A A A A A A A A 6. 6. 6. 0. 0. 0. 3. 3. 3. 0. 0. 0. 6. 9 9 9 8 8 8 2 2 2 2 2 2 9 173 173 173 19 19 19 80 80 80 5 5 5 173 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) Intersection Capacity Utilization 9: La Costa Avenue & Cadencia St Timing Plan: PM Lane Configurations Volume (vph) Pedestrians Ped Button Pedestrian Timing (s) Free Right Ideal Flow Lost Time (s) Minimum Green (s) Refr Cycle Length (s) rio! 74 1900 4.0 5.0 120 Volume Combined (vph) 74 Lane Utilization Factor 1.00 Turning Factor (vph) 0.95 Saturated Flow (vph) 1805 Ped Intf Time (s) 0.0 Pedestrian Frequency (%) Protected Option Allowed Reference Time (s) 4.9 Adj Reference Time (s) 9.0 Permitted Option Adj Saturation A (vph) Reference Time A (s) Adj Saturation B (vph Reference Time B (s) Reference Time (s) Adj Reference Time (s) Split Option Ref Time Combined (s) Ref Time Seperate (s) Reference Time (s) Adj Reference Time (s) SS^WS^^i^f^M^ 120 73.8 NA NA 4.9 4.9 38.3 42.3 ym Protected Option (s) Permitted Option (s) Split Option (s) Minimum (s) Adj Reference Time (s) Cross Thru Ref Time (s) Oncoming Left Ref Time Combined (s) (s) t 607 1900 4.0 8.0 607 1.00 1.00 1900 0.0 0.00 Yes 38.3 42.3 1900 38.3 NA NA 73.8 77.8 38.3 38.3 38.3 42.3 •esipBti 51.3 77.8 70.2 51.3 12.0 9.0 9.0 30.0 i* 16 NO 1900 4.0 8.0 16 1.00 0.85 1615 0.0 1.2 12.0 mm 12.0 9.0 9.0 30.0 rrWBi 16 1900 4.0 5.0 16 1.00 0.95 1805 0.0 1.1 9.0 120 16.0 NA NA 1.1 1.1 23.9 27.9 UR OR NA 15.7 18.0 15.7 9.0 42.3 9.0 60.3 »»•»^?*t¥?%*; mym-?w&m.t r 378 58 No 1900 1900 4.0 4.0 8.0 8.0 378 58 1.00 1.00 1.00 0.85 1900 1615 0.0 0.0 0.00 Yes 23.9 4.3 27.9 12.0 1900 23.9 NA NA 23.9 27.9 23.9 23.9 23.9 27.9 67.0 S3?/«fiE>W^2tS«:'SPK^PlASjf-^^JlS'Wfti 9.0 27.9 9.0 45.9 ^ t A v | 10 1900 4.0 5.0 0 1.00 0.95 0 0.0 0 0.0 0 8.7 4 4 1900 4.0 5.0 14 1.00 0.96 1832 0.0 0.00 No 156 10.8 0 8.9 8.9 12.9 0.0 0.9 0.7 0.3 0.9 0.9 9.0 9.0 Pfffl 22 44 NO 1900 1900 4.0 4.0 5.0 5.0 22 0 1.00 1.00 0.85 0.95 1615 0 0.0 0.0 1.6 9.0 0 0.0 0 10.9 0.0 2.9 3.7 9.0 4 12 1900 4.0 5.0 56 1.00 0.96 1825 0.0 0.00 No 144 46.6 0 11.7 11.7 15.7 3.7 0.8 3.7 9.0 ym^ V ? 52 No 1900 4.0 5.0 52 1.00 0.85 1615 0.0 3.9 9.0 Intersection Capacity Utilization 55.8% ICU Level of Service Reference Times and Phasing Options do not represent an optimized timing plan. 2030 PM with Project KOA Corporation. Formerly Katz, Okitsu & Associates Synchro 6 Report Page 2 Additional Roundabout Locations SiDRA - - INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Cadencia St Ex AM With Project < r~ CO Oow. Q) CD Cadencia St JL53 I 41? 2 /\\/ \. fO CM *&> A •».J o> 00 L™wg$mxfft'&K$&' f£* "2 -!^W(g^^«jws^ """1 i 4*. ^\\/\ /\ /\ / 34i!r Cadencia St CD <C CO toO ! O CO_J LU Intersection Type Roundabout No color code in this display '£; , Hv,% - OLUTIONS Site: Ex AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\Jgly 2011\LOS Analysis\Sidra\Cadencia.aap Processed Aug 15, 2011 01:17:44PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Cadencia St Ex AM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 56 0.0 56 0 N 0.993 South: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 396 0.0 396 0 N 0.981 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 41 0.0 41 0 N 0.998 North: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 392 0.0 392 ON 0.983 Table S.15 - Capacity and Level of Service La Costa Ave Cadencia St Ex AM With Project Intersection ID: 3 Roundabout Mov ID West: W 5L L 2T T 2R R South: 3L L 8T T 8R R East: E 1L L 6T T 6R R North: 7L L 4T T 4R R Mov Total Typ Flow (veh /h) La Costa Ave 34 319 4 Cadencia St 4 3 15 La Costa Ave 11 377 22 Cadencia St 43 2 87 Total Cap. (veh /h) 132 1242 16 172 129 646 39 1336 78 310 14 628 ALL VEHICLES: 921 Deg. of Satn (v/c) 0.258 0.257 0.250 0.023 0.023 0.023 0.282* 0.282* 0.282* 0.139 0.143 0.139 0.282 Aver. Delay (sec) 12.1 7.0 7.9 13.8 8.6 9.5 12.0 6.9 7.8 14.0 8.9 9.8 LOS Longest Queue 95% Back A A A A A A A A A A A A A (vehs) 2.1 2.1 2.1 0.1 0.1 0.1 2.2 2.2 2.2 0.9 0.9 0.9 2.2 (ft) 51 51 51 4 4 4 55 55 55 23 23 23 55 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) 5IDRA -~- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Cadencia St Ex PM With Project Cadencia St |3 I 3^ 10 0) CD Oo COft" Q) CD GO Q CD_J LLJ Cadencia St Intersection Type Roundabout No color code in this display Site: Ex PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Cadencia.aap Processed Aug 15, 2011 01:17:44PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Cadencia St Ex PM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 63 0.0 63 0 N 0.993 South: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 637 0.0 637 0 N 0.949 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 77 0.0 77 0 N 0.995 North: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 I 1 13.00 354 0.0 354 0 N 0.978 Table S.15 - Capacity and Level of Service La Costa Ave Cadencia St Ex PM With Project Intersection ID: 3 Roundabout Mov Mov ID Typ West: W La Costa 5L L 2T T 2R R South: Cadencia 3L L 8T T 8R R East: E La Costa 1L L 6T T 6R R North: Cadencia 7L L 4T T 4R R ALL VEHICLES: Total Flow (veh /h) Ave 65 533 14 St 8 3 19 Ave 14 332 51 St 39 11 45 1134 Total Cap. (veh /h) 150 1233 32 205 77 487 48 1128 173 400 113 461 Deg. of Satn (v/c) 0.433 0.432 0.438* 0.039 0.039 0.039 0.292 0.294 0.295 0.097 0.097 0.098 0.438 Aver. Delay (sec) 12.2 7.1 8.0 15.4 10.3 11.2 12.3 7.1 8.0 13.7 8.6 9.4 LOS A A A A A A A A A A A A A Longest 95% Be (vehs) 4.2 4.2 4.2 0.3 0.3 0.3 2.3 2.3 2.3 0.7 0.7 0.7 4.2 Queue ick (ft) 104 104 104 7 7 7 58 58 58 16 16 16 104 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) SiDRA -""- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Cadencia St 2030 AM With Project Q) Oo05,_*. 0) (D eo * Cadencia St £2^»WHi"itR 5 CO O CO 11 Cadencia St Intersection Type Roundabout No color code in this display S1 D R A. <=> O L U T1 O N S Site: 2030 AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Cadencia.aap Processed Aug 15, 2011 01:17:45PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Cadencia St 2030 AM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 66 0.0 66 0 N 0.991 South: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 I I 13.00 475 0.0 475 0 N 0.972 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 I 13.00 49 0.0 49 0 N 0.997 North: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 471 0.0 471 0 N 0.975 Table S.15 - Capacity and Level of Service La Costa Ave Cadencia St 2030 AM With Project Intersection ID: 3 Roundabout Mov Mov ID Typ West: W La Costa 5L L 2T T 2R R South: Cadencia 3L L 8T T 8R R East: E La Costa 1L L 6T T 6R R North: Cadencia 7L L 4T T 4R R ALL VEHICLES: Total Flow (veh /h) Ave 40 383 4 St 5 4 18 Ave 13 453 26 St 52 2 105 1105 Total Cap. (veh /h) 129 1233 13 164 131 591 38 1326 76 292 11 589 Deg. of Satn (v/c) 0.310 0.311 0.308 0.030 0.031 0.030 0.342* 0.342* 0.342* 0.178 0.182 0.178 0.342 Aver. Delay (sec) 12.2 7.1 7.9 14.2 9.1 10.0 12.1 7.0 7.9 14.6 9.5 10.4 LOS A A A A -A A A A A A A A A Longest ' 95% Ba (vehs) 2.6 2.6 2.6 0.2 0.2 0.2 2.8 2.8 2.8 1.3 1.3 1.3 2.8 Queue ck (ft) 66 66 66 5 5 5 71 71 71 31 31 31 71 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) SIDRA -"- INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Cadencia St 2030 PM With Project r— Oil 0o CO,_*. Q) > 0 Cadencia St !Ii 1 i^^ • 12 ,/' \ / \ \/ \/ _J . L- m ^^m&j, ~*- bjjmMimm f I ™-w «> ^•(S , 1H"« x\ _/"" \ //•'\ 4 0 22 HI Cadencia St I s"GOO \J CO LJJ Intersection Type Roundabout No color code in this display Site: 2030 PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011ALOS Analysis\Sidra\Cadencia.aap Processed Aug 15, 2011 01:17:45PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Cadencia St 2030 PM With Project Intersection ID: 3 Roundabout Circulating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 76 0.0 76 0 N 0.991 South: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 763 0.0 763 0 N 0.914 East: E La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 93 0.0 93 0 N 0.993 North: Cadencia St Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 425 0.0 425 0 N 0.967 (7 Table S.15 - Capacity and Level of Service La Costa Ave Cadencia St 2030 PM With Project Intersection ID: 3 Roundabout Mov Mov ID Typ West: W La Costa 5L L 2T T 2R R South: Cadencia 3L L 8T T 8R R East: E La Costa 1L L 6T T 6R R North: Cadencia 7L L 4T T 4R R Total Flow (veh /h) Ave 78 639 17 St 11 4 23 Ave 17 398 61 St 46 13 55 Total Cap. (veh /h) 149 1217 32 194 71 407 47 1110 170 369 104 441 Deg. of Satn (v/c) 0.523 0.525 0.531* 0.057 0.056 0.057 0.362 0.359 0.359 0.125 0.125 0.125 Aver. Delay (sec) 12.4 7.3 8.2 16.6 11.5 12.4 12.4 7.3 8.1 14.2 9.1 9.9 LOS A A A A A A A A A A A A Longest 95% Ba (vehs) 5.7 5.7 5.7 0.4 0.4 0.4 3.1 3.1 3.1 0.9 0.9 0.9 Queue ck (ft) 143 143 143 10 10 10 76 76 76 22 22 22 ALL VEHICLES:1362 0.531 A 5.7 143 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) II SIDRA - - INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Calle Madero Ex AM With Project QJ ooeni— i-Q) CD CD CD•4-t00oO OJ _J LU Calle Madero Intersection Type Roundabout No color code in this display Site: Ex AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Calle Madero.aap Processed Aug 15, 2011 01:35:44PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Calle Madero Ex AM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 20 0.0 20 0 N 0.998 South: Calle Madero Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 474 0.0 474 0 N 0.985 East: E. La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 39 0.0 39 0 N 0.994 Table S.15 - Capacity and Level of Service La Costa Ave Calle Madero Ex AM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T T R L R L T Mov Total Typ Flow (veh /h) W La Costa Ave 474 27 Calle Madero 39 14 E. La Costa Ave 20 871 Total Cap. (veh /h) 1476 84 662 238 34 1487 0 0 0 0 0 0 Deg. of Satn (v/c) .321 .321 .059 .059 .588* .586 Aver. Delay (sec) 6. 7. 14. 10. 12. 7. 8 7 3 1 1 0 LOS A A A A A A Longest Queue 95% Back (vehs) (ft) 2 2 0 0 7 7 .7 .7 .4 .4 .4 .4 67 67 10 10 186 186 ALL VEHICLES:1445 0.588 7.4 186 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) 5IDRA • ~* INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Calle Madero Ex PM With Project CO Oo 05<-+•03 CD CD OO cc LLJ ' 8 Calle Madero Intersection Type Roundabout No color code in this display Site: Ex PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Calle Madero.aap Processed Aug 15, 2011 01:39:23PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Calle Madero Ex PM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 8 0.0 SON 1.000 South: Calle Madero Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 796 0.0 796 0 N 0.976 East: E. La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 20 0.0 20 0 N 0.996 Table S.15 - Capacity and Level of Service La Costa Ave Calle Madero Ex PM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T W T R . L R E L T Mov Total Typ Flow (veh /h) La Costa Ave 796 34 Calle Madero 20 8 . La Costa Ave 8 517 Total Cap. (veh /h) 1598 68 499 200 24 1537 0 0 0 0 0 0 Deg. of Satn (v/c) .498 .500* .040 .040 .333 .336 Aver. Delay (sec) 6. 7. 16. 12. 11. 6. 7 6 9 6 9 8 LOS A A A A A A Longest Queue 95% Back (vehs) (ft) 5 5 0 0 3 3 .1 .1 .3 .3 .2 .2 126 126 7 7 80 80 ALL VEHICLES:1383 0.500 5.1 126 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) SIDRA ~ ~" INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Calle Madero 2030 AM With Project Q) Oo</)r-t- Q) CD 14 I i^-i*,,^3 CD -2~woO CD Intersection Type Roundabout No color code in this display Calie Madero Site: 2030 AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Calle Madero.aap Processed Aug 15, 2011 09:46:31AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Calle Madero 2030 AM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 24 0.0 24 0 N 0.997 South: Calle Madero Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 568 0.0 568 0 N 0.976 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 46 0.0 46 0 N 0.992 Table S.15 - Capacity and Level of Service La Costa Ave Calle Madero 2030 AM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T W T R . L R E L T Mov Total Typ Flow (veh /h) La Costa Ave 568 33 Calle Madero 46 17 . La Costa Ave 24 1044 Total Cap. (veh /h) 1467 85 607 224 34 1475 0 0 0 0 0 0 Deg. of Satn (v/c) .387 .388 .076 .076 .706 .708* Aver. Delay (sec) 6. 7. 15. 10. 12. 7. 8 7 0 8 3 2 LOS A A A A C C Longest Queue 95% Back (vehs) (ft) 3. 3. 0. 0. 11. 11. 6 6 5 5 3 3 90 90 13 13 284 284 ALL VEHICLES:1732 0.708 11.3 284 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) (76 5IDRA INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Calle Madero 2030 PM With Project § r~m 0 ^* S^^^j^^^^"* "-si " i> CD \\ \\ \ 13 '16 ® 03 «, ^5CD j«k :on -^^^^ws^^^S^S f"j1— ., ^ •v <=» CO1 / LLJ/ /// f-nt ; f i Calle Madero Intersection Type Roundabout No color code in this display Jc Site: 2030 PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Calle Madero.aap Processed Aug 15, 2011 09:49:36AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Calls Madero 2030 PM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 11 0.0 11 0 N 0.999 South: Calle Madero Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 955 0.0 955 0 N 0.958 East: E. La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 24 0.0 24 0 N 0.994 Table S.15 - Capacity and Level of Service La Costa Ave Calle Madero 2030 PM With Project Intersection ID: 1 Roundabout Mov ID West: 2T 2R South 3L 8R East: 1L 6T T R L R L T Mov Total Typ Flow (veh /h) W La Costa Ave 955 40 Calle Madero 24 11 E. La Costa Ave 11 620 Total Cap. (veh /h) 1594 67 408 187 27 1525 Deg. of Satn (v/c) 0. 0. 0. 0. 0. 0. 599* 597 059 059 407 407 Aver. Delay (sec) 6. 7. 19. 14. 12. 6. 8 7 0 8 0 8 LOS A A A A A A Longest Queue 95% Back (vehs) (ft) 7 7 0 0 4 4 .2 .2 .4 .4 .3 .3 181 181 11 11 107 107 ALL VEHICLES:1661 0.599 7.2 181 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) 51DRA - - INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Gibraltar St Ex AM With Project Gibraltar St r~QJ ooC/JI— f Q> CD ^J ft 0 CD •4— '0)O O m LLJ Intersection Type Roundabout No color code in this display S ( D R A SOL U f I O N S Site: Ex AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Gibraltar.aap Processed Aug 15, 2011 01:29:53PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Gibraltar St Ex AM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 55 0.0 55 0 N 0.989 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 7 0.0 7 0 N 0.999 North: Gibraltar St Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 836 0.0 836 0 N 0.976 Table S.15 - Capacity and Level of Service La Costa Ave Gibraltar St Ex AM With Project Intersection ID: 1 Roundabout MOV ID West: 5L 2T East: 6T 6R North 7L 4R Mov Total Typ Flow (veh /h) W La Costa L T E. La Costa T R : Gibraltar L R Ave 7 481 Ave 836 3 St 55 2 Total Cap. (veh /h) 20 1393 1667 6 652 24 Deg. of Satn (v/c) 0. 0. 0. 0. 0. 0. 350 345 501* 500 084 083 Aver. Delay (sec) 12. 7. 6. 7. 17. 13. 1 0 7 6 6 3 LOS A A A A A A Longest Queue 95% Back (ve'hs) (ft) 3. 3. 5. 5. 0. 0. 2 2 3 3 6 6 81 81 133 133 15 15 ALL VEHICLES:1384 0.501 5.3 133 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) SIDRA INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Gibraltar St Ex PM With Project Q) oo CO CD fctS »,*#*!, Gibraltar St I! U-5 S 0 oO CO LJJ Intersection Type Roundabout No color code in this display Site: Ex PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Gibraltar.aap Processed Aug 15, 2011 01:31:08PM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com Table R.O - Roundabout Basic Parameters La Costa Ave Gibraltar St Ex PM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 1 0.0 ION 1.000 East: E. La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 35 0.0 35 0 N 1.000 North: Gibraltar St Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 500 0.0 500 0 N 0.979 Table S.15 - Capacity and Level of Service La Costa Ave Gibraltar St Ex PM With Project Intersection ID: 1 Roundabout Mov ID West: 5L 2T East: 6T 6R North 7L 4R Mov Total Typ Flow (veh /h) W La Costa L T E. La Costa T R : Gibraltar L R Ave 35 769 Ave 500 6 St 1 27 Total Cap. (veh /h) 74 1636 1479 18 31 845 Deg. of Satn (v/c) 0. 0. 0. 0. 0. 0. 473* 470 338 333 032 032 Aver. Delay (sec) 11. 6. 6. 7. 14. 10. 8 7 9 8 4 2 LOS A A A A A A Longest Queue 95% Back (vehs) (ft) 5 5 2 2 0 0 .2 .2 .7 .7 .2 .2 130 130 67 67 5 5 ALL VEHICLES:1338 0.473 5.2 130 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) SfDRA - " INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Gibraltar St 2030 AM With Project CO OoOT«— *•03 CD Gibraltar St \ ' ** rO83 •*• 0) woO LU Intersection Type Roundabout No color code in this display S1 D R A SO LU T 1 ON5 Site: 2030 AM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Gibraltar.aap Processed Aug 15, 2011 10:21:07AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.coin Table R.O - Roundabout Basic Parameters La Costa Ave Gibraltar St 2030 AM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. . 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 65 0.0 65 0 N 0.986 East: E. La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 8 0.0 SON 0.999 North: Gibraltar St Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 1003 0.0 1003 0 N 0.958 Table S.15 - Capacity and Level of Service La Costa Ave Gibraltar St 2030 AM With Project Intersection ID: 1 Roundabout Mov ID West: 5L 2T East: 6T 6R North 7L 4R W L T E T R . L R Mov Total Typ Flow (veh /h) La Costa Ave 8 577 . La Costa Ave 1003 4 Gibraltar St 65 2 Total Cap. (veh /h) 19 1377 1666 7 550 17 0 0 0 0 0 0 Deg. of Satn (v/c) .421 .419 .602* .571 .118 .118 Aver. Delay (sec) 12 7 6 7 20 15 .2 .1 .8 .6 .2 .9 LOS A A B A A A Longest Queue 95% Back (vehs) (ft) 4 4 7 7 0 0 .3 .3 .6- .6 .9 .9 108 108 191 191 23 23 ALL VEHICLES:1659 0.602 B 7.6 191 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) SIDRA INTERSECTION Input Volumes Total flow rates as given by the user (veh/60 min) La Costa Ave Gibraltar St 2030 PM With Project Gibraltar St if CD o O CD 0 r-^ f CO•*-» oO CO_J LU Intersection Type Roundabout No color code in this display S i O R A S O L U T IONS Site: 2030 PM With Project N:\KOA11\B14055 La Costa Road Evaulation-Phase II\Deliverables\July 2011\LOS Analysis\Sidra\Gibraltar.aap Processed Aug 15, 2011 10:48:29AM A1620, KOA Corporation, Small Office Produced by SIDRA Intersection 3.1.061208.34 Copyright 2000-2006 Akcelik and Associates Pty Ltd www.sidrasolutions.com /SI Table R.O - Roundabout Basic Parameters La Costa Ave Gibraltar St 2030 PM With Project Intersection ID: 1 Roundabout Cent Circ Insc No.of No.of Av.Ent Island Width Diam. Circ. Entry Lane Diam Lanes Lanes Width (ft) (ft) (ft) (ft) Circulating/Exiting Stream Flow %HV Adjust. %Exit Cap. 0-D (veh/ Flow Incl. Constr. Factor h) (pcu/h) Effect West: W La Costa Ave Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 33 0.0 33 0 N 0.994 East: E. La Costa Ave Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium 52 18 88 1 1 13.00 42 0.0 42 0 N 0.997 North: Gibraltar St Environment Factor: 1.00 52 18 88 1 Entry/Circulating Flow Adjustment: Medium 1 13.00 600 0.0 600 0 N 0.963 Table S.15 - Capacity and Level of Service La Costa Ave Gibraltar St 2030 PM With Project Intersection ID: 1 Roundabout Mov ID West: 5L 2T East: 6T 6R North 7L 4R Mov Total Typ Flow (veh /h) W La Costa Ave L 42 T 923 E. La Costa Ave T 600 R 7 : Gibraltar St L 33 R 1 Total Cap. (veh /h) 67 1483 1465 17 779 24 0 0 0 0 0 0 Deg. of Satn (v/c) .627* .622 .410 .412 .042 .042 Aver LOS Delay Longest 95% Queue Back (vehs)(ft) (sec) 12. 7. 6. 7. 15. 10. 1 0 9 8 1 9 B B A A A A 8. 8. 3. 3. 0. 0. 6 6 8 8 3 3 216 216 94 94 7 7 ALL VEHICLES:1606 0.627 B 8.6 216 Level of Service calculations are based on v/c ratio (ICU criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the SIDRA Output Guide or the Output section of the on-line help. Maximum v/c ratio, or critical green periods Movement Level of service has been determined using adjacent lane v/c ratio rather than short lane v/c ratio (v/c=1.0) Attachment E: PHASE l/ll Versus Comparison Tables Table 7 Existing Conditions Segmental Comparison #Segment Location Phase I/I I SANTEC Daily Florida AM- WB PM- EB La Costa Improvement Plan Carlsbad AM-WB PM-EB Existing Without Project 1 2 3 West of Nueva Castilla Way West of Calle Madero West of Cadencia Street C C C C C D C C D A A A A A A Existing With Project 1 2 3 West of Nueva Castilla Way West of Calle Madero West of Cadencia Street F F E C C D F D D A A A B B B Table 8 Future Conditions Segmental Comparison #Segment Location Phase l/ll SANTEC Daily Florida AM- WB PM- EB La Costa Improvement Plan Carlsbad AM-WB PM-EB Future Without Project 1 2 3 West of Nueva Castilla Way West of Calle Madero West of Cadencia Street D C D C C D C D D A A A A A A Future With Project 1 2 3 West of Nueva Castilla Way West of Calle Madero West of Cadencia Street F F F F F D F F F A A A B B B Table 9 Existing Conditions Intersection Comparison #Intersection Location Phase l/ll - HCM (delay) Control LOS AM PM La Costa Avenue Improvement Plan - ICU (vie) Control LOS AM PM Existing Without Project 1 2 3 4 La Costa Avenue at Nueva Castilla Way La Costa Avenue at Viejo Castillo Way La Costa Avenue at Romeria Street La Costa Avenue at Cadencia Street Side Street Stop Signal Signal Signal C A A A F A A B Side Street Stop Signal Signal Signal A A A A B B A A Existing With Project 1 2 3 4 La Costa Avenue at Nueva Castilla Way La Costa Avenue at Viejo Castillo Way La Costa Avenue at Romeria Street La Costa Avenue at Cadencia Street Signal Signal Signal Signal A A B B A A A A Roundabout Signal Roundabout Signal A A A A A A A A Table 10 Future Conditions Intersection Comparison #Intersection Location Phase l/ll - HCM (delay) Control LOS AM PM La Costa Avenue Improvement Plan - ICU (vie) Control LOS AM PM Future Without Project 1 2 3 4 La Costa Avenue at Nueva Castilla Way La Costa Avenue at Viejo Castillo Way La Costa Avenue at Romeria Street La Costa Avenue at Cadencia Street Side Street Stop Signal Signal Signal A A B B A A A B Side Street Stop Signal Signal Signal A A A A A A B B Future With Project 1 2 3 4 La Costa Avenue at Nueva Castilla Way La Costa Avenue at Viejo Castillo Way La Costa Avenue at Romeria Street La Costa Avenue at Cadencia Street Signal Signal Signal Signal A A B B C B A B Roundabout Signal Roundabout Signal D B A A C B A B Attachment F: Cost Estimate Order of Magnitude, Planning-Level Cost Estimate CONSTRUCTION COSTS LOCATION I LOCATION 2 LOCATION 3 LOCATION 4 LOCATION 5 LOCATION 6 LOCATION 7 LOCATION 8 LOCATION 9 LOCATION 10 LOCATION 11 LOCATION 12 LOCATION 13 STRIPING (ENTIRE PROJECT) SIDEWALK (MISSING LINKS) LOW HIGH $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ 180,000 100,000 110,000 100,000 210,000 120,000 80,000 100,000 290,000 160,000 30,000 40,000 180,000 100,000 640,000 $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ 290,000 160,000 170,000 150,000 320,000 180,000 120,000 160,000 450,000 250,000 50,000 60,000 270,000 140,000 870,000 SUBTOTAL 2,440,000 $3,640,000 ENGINEERING, ADMINISTRATIVE, AND OTHER COSTS TRAFFIC CONTROL AND MOBILIZATION i DESIGN, CM, AND ADMIN. @ 20% 195,200 $ 488,000 $ 291,200 728,000 TOTAL 3,123,200 $4,659,200 LOCATION I - ENTRY, MEDIAN, & NARROWING (A) Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Landscape SUBTOTAL Contingency @20% TOTAL 8520 3000 sqft sqft 1680 sqft 3000 sqft 600 ft 240 ft 6840 sqft LOW Unit Price $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 12.00 LOW TOTAL $ $ $ $ $ $ $ 12,780 9,000 13,440 15,000 12,000 2,880 82,080 HIGH Unit Price $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 16.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ 25,560 15,000 16,800 18,000 20,400 3,840 136,800 $ 147,180 $ 29,440 $ 180,000 $ 236,400 $ 47,280 $ 290,000 LOCATION 2 - PARTIAL MEDIAN & NARROWING (B) Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Landscape SUBTOTAL Contingency @20% TOTAL 4680 1 500 sqft sqft 1080 sqft 1500 sqft 300 ft 240 ft 3600 sqft LOW Unit Price $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 12.00 LOW TOTAL $ $ $ $ $ $ $ 7,020 4,500 8,640 7,500 6,000 2,880 43,200 HIGH Unit Price $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 16.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ 14,040 7,500 10,800 9,000 10,200 3,840 72,000 $ 79,740 $ 15,950 $ 100,000 $ 127,380 $ 25,480 $ 160,000 LOCATION 3 • NARROWING (C) Removal Items AC Pavement Removal Concrete Removal Construction /terns Full Depth AC Concrete Sidewalk Curb and Gutter Concrete Driveway Landscape SUBTOTAL Contingency @20% TOTAL 3040 sqft 3000 sqft 1200 sqft 3000 sqft 600 ft 2000 sqft 1840 sqft LOW Unit Price $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 8.00 12.00 LOW TOTAL $ $ $ $ $ $ $ 4,560 9,000 9,600 15,000 12,000 16,000 22,080 HIGH Unit Price $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 12.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ 9,120 15,000 12,000 18,000 20,400 24,000 36,800 $ 88,240 $ 17,650 $ 110,000 $ 135,320 $ 27,070 $ 170,000 LOCATION 4 - NARROWING (C ) & PARTIAL MEDIAN Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Concrete Driveway Landscape SUBTOTAL Contingency @20% TOTAL 4880 2000 1520 2000 400 360 2000 1360 sqft sqft sqft sqft ft ft sqft sqft LOW Unit Price $ $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 8.00 12.00 LOW TOTAL $ $ $ $ $ $ $ $ 7,320 6,000 12,160 10,000 8,000 4,320 16,000 16,320 HIGH Unit Price $ $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 16.00 12.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ $ 14,640 10,000 15,200 12,000 13,600 5,760 24,000 27,200 $ 80,120 $ 16,030 $ 100,000 $ 122,400 $ 24,480 $ 150,000 LOCATION 5 - ROUNDABOUT (NUEVA CASTILLA WAY) Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Concrete Driveway Landscape SUBTOTAL Contingency @20% TOTAL 10800 3750 3500 3750 750 250 2500 4800 sqft sqft sqft sqft ft ft sqft sqft LOW Unit Price $ $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 8.00 12.00 LOW TOTAL $ $ $ $ $ $ $ $ 16,200 11,250 28,000 18,750 15,000 3,000 20,000 57,600 HIGH Unit Price $ $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 16.00 12.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ $ 32,400 18,750 35,000 22,500 25,500 4,000 30,000 96,000 $ 169,800 $ 33,960 $ 210,000 $ 264,150 $ 52,830 $ 320,000 LOCATION 6 - NARROWING (C ) Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Concrete Driveway Landscape SUBTOTAL Contingency @20% TOTAL 5040 sqft 3000 sqft 1200 sqft 3000 sqft 600 ft 1250 sqft 2590 sqft LOW Unit Price $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 8.00 12.00 LOW TOTAL $ $ $ $ $ $ $ 7,560 9,000 9,600 15,000 12,000 10,000 31,080 HIGH Unit Price $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 12.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ 15,120 15,000 12,000 18,000 20,400 15,000 51,800 $ 94,240 $ 18,850 $ 120,000 $ 147,320 $ 29,470 $ 180,000 LOCATION 7 - PARTIAL MEDIAN & LEFT-TURN MEDIAN Removal Items AC Pavement Removal 4320 sqft LOW LOW Unit Price TOTAL $ 1.50 $ 6,480 HIGH HIGH Unit Price TOTAL $ 3.00 $ 12,960 Construction Items Full Depth AC Median curb Landscape SUBTOTAL Contingency @20% TOTAL 1280 sqft 640 ft 3040 sqft $ 8.00 $ 10,240 $ 12.00 $ 7,680 $ 12.00 $ 36,480 $ 60,880 $ 12,180 $ 80,000 $ 10.00 $ 12,800 $ 16.00 $ 10,240 $ 20.00 $ 60,800 $ 96,800 $ 19,360 $ 120,000 'J-o LOCATION 8 - PARTIAL MEDIAN & NARROWING Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Landscape SUBTOTAL Contingency @20% TOTAL 4680 1 500 sqft sqft 1080 sqft 1500 sqft 300 ft 240 ft 3600 sqft LOW Unit Price $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 12.00 LOW TOTAL $ $ $ $ $ $ $ 7,020 4,500 8,640 7,500 6,000 2,880 43,200 HIGH Unit Price $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 16.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ 14,040 7,500 10,800 9,000 10,200 3,840 72,000 $ 79,740 $ 15,950 $ 100,000 $ 127,380 $ 25,480 $ 160,000 LOCATION 9 - ROUNDABOUT (ROMERIA ST) Removal Items AC Pavement Removal 13000 sqft Concrete Removal 5000 sqft Traffic Signal Removal I ea LOW LOW HIGH HIGH Unit Price TOTAL Unit Price TOTAL $ 1.50 $ 19,500 $ 3.00 $ 39,000 $ 3.00 $ 15,000 $ 5.00 $ 25,000 $ 20,000 $ 20,000 $ 30,000.00 $ 30,000 Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Concrete Driveway Landscape SUBTOTAL Contingency @20% TOTAL 4600 5000 1000 300 750 7650 sqft sqft ft ft sqft sqft $ $ $ $ $ $ 8.00 5.00 20.00 12.00 8.00 12.00 $ $ $ $ $ $ 36,800 25,000 20,000 3,600 6,000 91,800 $ $ $ $ $ $ 10.00 6.00 34.00 16.00 12.00 20.00 $ $ $ $ $ $ 46,000 30,000 34,000 4,800 9,000 153,000 $ 237,700 $ 47,540 $ 290,000 $ 370,800 $ 74,160 $ 450,000 LOCATION 10 • NARROWING & PARTIAL MEDIAN Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Median Curb Concrete Driveway Landscape SUBTOTAL Contingency @20% TOTAL 8280 1500 1800 2700 540 360 1500 4980 sqft sqft sqft sqft ft ft sqft sqft LOW Unit Price $ $ $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 8.00 12.00 LOW TOTAL $ $ $ $ $ $ $ $ 12,420 4,500 14,400 13,500 10,800 4,320 12,000 59,760 HIGH Unit Price $ $ $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 16.00 12.00 20.00 HIGH TOTAL $ $ $ $ $ $ $ $ 24,840 7,500 18,000 16,200 18,360 5,760 18,000 99,600 $ 131,700 $ 26,340 $ 160,000 $ 208,260 $ 41,660 $ 250,000 LOCATION I I - NARROWING Removal Items AC Pavement Removal Concrete Removal Construction Items Full Depth AC Concrete Sidewalk Curb and Gutter Landscape SUBTOTAL Contingency @20% TOTAL 1 400 500 sqft sqft 200 sqft 500 sqft 100 ft 1200 sqft LOW Unit Price $ $ $ $ $ $ 1.50 3.00 8.00 5.00 20.00 12.00 LOW TOTAL $ $ $ $ $ $ 2,100 1,500 1,600 2,500 2,000 14,400 HIGH Unit Price $ $ $ $ $ $ 3.00 5.00 10.00 6.00 34.00 20.00 HIGH TOTAL $ $ $ $ $ $ 4,200 2,500 2,000 3,000 3,400 24,000 $ 24,100 $ 4,820 $ 30,000 $ 39,100 $ 7,820 $ 50,000 LOCATION 12 - ENTRY MEDIAN (D) Removal Items AC Pavement Removal I960 sqft Construction Items Full Depth AC Median curb Landscape 560 280 1400 sqft ft sqft $ $ $ SUBTOTAL Contingency @20% TOTAL LOW Unit Price $ $ $ $ 1.50 8.00 12.00 12.00 $ $ $ $ LOW TOTAL 2,940 4,480 3,360 16,800 HIGH Unit Price $ $ $ $ 3.00 10.00 16.00 20.00 $ $ $ $ HIGH TOTAL 5,880 5,600 4,480 28,000 $ 27,580 $ 5,520 $ 40,000 $ 43,960 $ 8,800 $ 60,000 LOCATION 13 - FUTURE SIGNAL (LEVANE ST) LOW LOW HIGH HIGH Construction Items Unit Price TOTAL Unit Price TOTAL Traffic Signal I ea $ 150,000 $ 150,000 $ 220,000 $ 220,000 SUBTOTAL $ 150,000 $ 220,000 Contingency @20% $ 30,000 $ 44,000 TOTAL $ 180,000 $ 270,000 STRIPING Remove) Items Striping Removal I LS LOW LOW Unit Price TOTAL $ 20,000 $ 20,000 HIGH HIGH Unit Price TOTAL $ 40,000 $ 40,000 Construct/on Items Striping 75000 ft $ 0.75 $ 56,250 $ 1.00 $ 75,000 SUBTOTAL Contingency @20% TOTAL $ 76,250 $ 15,250 $ 100,000 $ 115,000 $ 23,000 $ 140,000 SIDEWALK (MISSING LINKS) Removal Items Curb & Gutter Removal 5400 LOW LOW HIGH HIGH Unit Price TOTAL Unit Price TOTAL $ 2.00 $ 10,800 $ 3.00 $ 16,200 Construct/on Items Concrete Sidewalk 27000 sqft Retaining Wall* 15500 sqft *Est@50%ofS/W/ength SUBTOTAL Contingency @20% TOTAL $ 5.00 $ 135,000 $ 6.00 $ 162,000 $ 25.00 $ 387,500 $ 35.00 $ 542,500 $ 533,300 $ 106,660 $ 640,000 $ 720,700 $ 144,140 $ 870,000 1 RESOLUTION NO. 2011-266 2 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF 3 CARLSBAD, CALIFORNIA, TO ACCEPT THE LA COSTA AVENUE INTERIM STRIPING AND PARKING RECORD AS- 4 BUILT PLAN. 5 WHEREAS, the implementation of the Interim Striping and Parking Plan Project No. 6 6038 Drawing No. 471-8 and 471-8A, are completed and accepted; and 7 WHEREAS, the record as-built plans have been prepared and are on file in the office of 8 the Director of the Transportation Department; and 9 WHEREAS, all work was performed by the City of Carlsbad Transportation Department 10 staff and inspected by the City Traffic Engineer and his staff to be completed satisfactorily; and 11 WHEREAS Project No. 6038 Drawing No. 471-8 and 471-8A were prepared under the 12 direction and supervision of licensed professional civil and traffic engineers and are known as the 13 "Interim Striping and Parking Plan". The Transportation Department Director and Deputy 1^ Director/City Traffic Engineer exercised the discretionary authority vest in them by the City 15 Council and find that there is substantial evidence upon which to recommend approval of the "Interim Striping and Parking Plan" and that it substantially conforms to the intent of the plan 17 previously approved by the City Council on June 28, 2011; and 1R WHEREAS, the City Traffic Engineer and Transportation Director reviewed the Interim 19 Striping and Parking Plan, which sets forth the location where parking is prohibited on La Costa 20 Avenue in order to enhance sight distance taking into account horizontal and vertical curvature's, prevailing speeds, and existing driveways; and 22 WHEREAS, the City Council has carefully weighed the factors to reduce or eliminate risk 23 of injuries or damages to the public users of La Costa Avenue and to provide the maximum 24 condition for safe travel and use of La Costa Avenue and having received the recommendations 25 of its professional staff and considered all of the input from the public, it finds that the plans and 26 design are necessary, appropriate and reasonable. It further finds that the "Interim Striping and 27 Parking Plan" was approved in advance of its implementation and the "as-built" plans accurately 28 1 reflect the previous approvals. It further finds that the approval of said plan is reasonable and 2 prepared in conformity with applicable engineering and safety standards as used in Government 3 Code § Section 830.6-lmmunity; 4 NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad, California, as follows: 1. That the above recitations are true and correct. 2. That the City accept the record as-built plans for the La Costa Avenue Interim 8 Striping and Parking Plan. 9 /// 10 /// 11 /// 12 /// 13 /// 14 /// 15 /// 16 /// 17 /// 18 /// 19 /// 20 /// 21 /// 22 23 24 25 26 27 28 1 PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council 2 of the City of Carlsbad on 8th day of November 2011, by the following vote to wit: 3 .. AYES: Council Members Hall, Kulchin, Blackburn, Douglas, Packard. 4 " 5 NOES: None. 6 ABSENT: None. s" 9 10 ///a 11 MATT[ HALL, Mayor 12 ATTEST: 13 14 15 JRAINE^M. WOOD,"City Clerk 16 (SEAL) 10 =o^mw^;; 20 *' r"" 21 22 23 24 25 26 27 28 1 n ORDINANCE NO. CS-165 2 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF 3 CARLSBAD, CALIFORNIA, AMENDING TITLE 10, CHAPTER 10.44, OF THE CARLSBAD MUNICIPAL CODE BY THE 4 REVISION OF SECTION 10.44.070 TO DECREASE THE EXISTING 45 MILE PER HOUR PRIMA FACIE SPEED LIMIT 5 UPON LA COSTA AVENUE FROM 1,000 FEET EAST OF EL CAMINO REAL TO RANCHO SANTA FE ROAD TO 40 MILES 6 PER HOUR. The City Council of the City of Carlsbad, California, hereby ordains as follows: 8 That Title 10, Chapter 10.44 of the Carlsbad Municipal Code is amended by the revision 9 of Section 10.44.070 to read as follows: 10 "10.44.070 La Costa Avenue: (a) Upon La Costa Avenue from El Camino Real to a point one thousand feet easterly the prima facie speed limit shall be thirty-five miles per hour. 12 (b) Upon La Costa Avenue from a point one thousand feet easterly of El Camino Real to 13 its intersection with Rancho Santa Fe Road shall be forty miles per hour. 14 (c) Upon La Costa Avenue from Rancho Santa Fe Road to its intersection with Camino de los Coches shall be forty-five miles per hour. I O 16 (d) Upon La Costa Avenue from Interstate Highway 5 to its intersection with El Camino Real the prima facie speed limit shall be fifty-five miles per hour. 17 EFFECTIVE DATE: This ordinance shall be effective thirty (30) days after its adoption; and 18 the City Clerk shall certify the adoption of this ordinance and cause it to be published at least once 19 in a newspaper of general circulation in the City of Carlsbad within fifteen (15) days after its 20 adoption. 21 22 23 24 25 26 27 28 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 INTRODUCED AND FIRST READ at a regular meeting of the Carlsbad City Council on the 8th day of November 2011, and thereafter PASSED AND ADOPTED at a regular meeting of the City Council of the City of Carlsbad on the day of , 2011, by the following vote, to wit: AYES: NOES: ABSENT: APPROVED AS TO FORM AND LEGALITY: RONALD R. BALL, City Attorney MATT HALL, Mayor ATTEST: LORRAINE M. WOOD, City Clerk (Seal) 1 2 ORDINANCE NO. 3 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA, AMENDING TITLE 10, CHAPTER 4 10.44, OF THE CARLSBAD MUNICIPAL CODE BY THE REVISION OF SECTION 10.44.070 TO DECREASE THE 5 EXISTING 45 MILE PER HOUR PRIMA FACIE SPEED LIMIT UPON LA COSTA AVENUE FROM 1,000 FEET EAST OF EL 6 CAMINO REAL TO RANCHO SANTA FE ROAD TO 40 MILES PER HOUR. 7 The City Council of the City of Carlsbad, California, hereby ordains as follows: 8 That Title 10, Chapter 10.44 of the Carlsbad Municipal Code is amended by the revision 9 of Section 10.44.070 to read as follows: 10 "10.44.070 La Costa Avenue: 11 (a) Upon La Costa Avenue from El Camino Real to a point one thousand feet easterly 12 the prima facie speed limit shall be thirty-five miles per hour. 13 (b) Upon La Costa Avenue from a point one thousand feet easterly of El Camino Real to its intersection with Camino de los Coches the prima facie speed limit shall be forty- 14 five miles per hour. 15 (c) Upon La Costa Avenue from Interstate Highway 5 to its intersection with El Camino Real the prima facie speed limit shall be fifty-five miles per hour.16 17 (b) Upon La Costa Avenue from a point one thousand feet easterly of El Camino Real to its intersection with Rancho Santa Fe Road shall be forty miles per hour. 18 (c) Upon La Costa Avenue from Rancho Santa Fe Road to its intersection with Camino 19 de los Coches shall be forty-five miles per hour. (d) Upon La Costa Avenue from Interstate Highway 5 to its intersection with El Camino Real the prima facie speed limit shall be fifty-five miles per hour. 22 EFFECTIVE DATE: This ordinance shall be effective thirty (30) days after its adoption; and the City Clerk shall certify the 23 adoption of this ordinance and cause it to be published at least once in a newspaper of general circulation in the City of Carlsbad within 24 fifteen (15) days after its adoption. 25 26 27 28 1 2 3 4 5 6 7 8 9 10 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 INTRODUCED AND FIRST READ at a Regular Meeting of the Carlsbad City Council on the day of , 2010, and thereafter PASSED AND ADOPTED at a Regular Meeting of the City Council of the City of Carlsbad, California, on the day of , 2010, by the following vote, to wit: AYES: NOES: ABSENT: APPROVED AS TO FORM AND LEGALITY: RONALD R. BALL, City Attorney CLAUDE LEWIS, Mayor ATTEST: LOfetfAIN^ M. WOOD, City Clerk (SEAL) «BW1>» 1 RESOLUTION NO. 2011-267 2 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF 3 CARLSBAD, CALIFORNIA, TO ACCEPT THE LA COSTA AVENUE IMPROVEMENT PLAN. 4 WHEREAS, the City Council of the City of Carlsbad previously approved the planning objective to 5 develop a cost effective, community-preferred plan to address traffic speeds and safety on La 6 Costa Avenue in a way that respects the residential character and arterial function of the roadway; and 8 WHEREAS, all publication and posting of public workshops, pursuant to said Resolution 9 adequately informed the stakeholders and invited the community to participate in the planning 10 process; and WHEREAS, three community public workshops were conducted along with surveys and comments forms were used to receive public input and develop the community-preferred plan; 1 O 14 WHEREAS, the City of Carlsbad Transportation Department developed and regularly15 updated a webpage for the La Costa Avenue Improvement Plan to provide a transparent process16 and access to project documents and receive public input; and WHEREAS, the Traffic Safety Commission unanimously recommended City Council1o approval of the La Costa Avenue Improvement Plan;i y 2Q NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad, 21 California, as follows: 22 1 • That the above recitations are true and correct. 23 2. That the City accept the La Costa Avenue Improvement Plan. 24 /" 25 /// 26 /// 27 /// 28 1 PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council 2 of the City of Carlsbad on 8th day of November 20 11 , by the following vote to wit: 3 .. AYES: Council Members Hall, Kulchin, Douglas, Packard. 4" 1 NOES: Council Member Blackburn. 6 7 ABSENT: None. 9 10 11 MATf <HALL{ Mayor 12 ATTEST: 13 14 15 LORRAINE/M. WOOD, City Clerk 16 (SEAL) 17 ^""*'*"<f,18 19 20 21 22 23 24 25 26 27 28