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
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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
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CONTINUED TO DATE SPECIFIC
CONTINUED TO DATE UNKNOWN
RETURNED TO STAFF
OTHER -SEE MINUTES
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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
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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
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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
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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.
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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.
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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
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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
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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
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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
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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.
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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
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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.
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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.
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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
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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
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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?
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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.
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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
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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.
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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
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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
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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
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(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.
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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
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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!
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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
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O
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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