HomeMy WebLinkAbout2021-04-05; Traffic and Mobility Commission; ; Faraday Avenue and Palmer Way Intersection Control EvaluationItem 4
Meeting Date: April 5, 2021
To: Traffic and Mobility Commission
Staff Contact: Edd Alberto, Associate Engineer
Edd.Alberto@Carlsbadca.gov, 760-268-4794
Subject: Faraday Avenue and Palmer Way Intersection Control Evaluation
Recommended Action Receive the presentation and support staff’s recommendations.
Background
In December 2020, staff was contacted by local residents and businesses to consider the
installation of a traffic signal at the intersection of Faraday Avenue and Palmer Way due to traffic
collisions which have occurred at the intersection. The location map of the El Camino Real and
Faraday Avenue intersection is provided in Exhibit 1. In response to the request, staff executed
a task order with Chen Ryan Associates to conduct an Intersection Control Evaluation (ICE) which
is provided as Exhibit 2. The ICE evaluated the intersection for feasible control options for vehicles
entering the right-of-way through the intersection and if they would impact the operations of
the transportation system.
Discussion
Existing Conditions:
Faraday Avenue (an east-west roadway) is a designated truck route configured as a four-lane
roadway with a two-way left-turn lane and a posted speed limit of 40 miles per hour (mph). The
curb-to-curb width along Faraday Avenue is approximately 64 feet. A Class II bike lane is
painted along westbound Faraday Avenue and terminates at Palmer Way, while a Class III bike
route is marked along eastbound Faraday Avenue in the vicinity of the intersection with Palmer
Way. Palmer Way (a north-south roadway) is a two-lane undivided roadway with a posted
speed limit of 35 mph and a curb-to-curb width of approximately 50 feet. On-street parking is
allowed on both sides of Palmer Way.
The intersection of Palmer Way with Faraday Avenue currently operates as a side-street stop-
controlled intersection. Palmer Way and the southern driveway are stop-controlled with
Faraday Avenue having uncontrolled free movements. It should be noted that the southern leg
of the intersection is a driveway that is offset with Faraday Avenue by approximately 55 feet
(center-to-center).
Count Data:
Historic intersection turning movement counts collected in March 2019 (pre-pandemic) are
available at two adjacent intersections of Faraday Avenue and Palmer Way, at El Camino Real
and Faraday Avenue and Orion Road and Faraday Avenue, as well as historic 24-hour roadway
segment counts, also collected in March 2019, on Faraday Avenue between Palmer Way and
Orion Road. Historic roadway segment counts taken in June 2020 are available on Palmer Way
between Faraday Avenue and Cougar Drive.
Intersection turning movement counts were taken at Faraday Avenue and Palmer Way in
January 2021 for this ICE. The counts collected during the pandemic have been adjusted to
reflect pre-pandemic traffic conditions using the pre-pandemic historic counts available in the
area.
Intersection Operations (Pre-Pandemic Conditions):
An intersection operation analysis performed per procedures outlined in the Highway Capacity
Manual (HCM) 6th Edition shows that Faraday Avenue and Palmer Way intersection operates at
level of service (LOS) E in both the AM and PM peak hours and the Faraday Avenue and El
Camino Real intersection operates at LOS E in the AM and LOS F in the PM peak hours.
Intersection Control Alternatives:
The ICE analyzed two intersection control alternatives at Faraday Avenue and Palmer Way:
1) Roundabout
2) Traffic Signal
Alternative 1: Roundabout
The roundabout alternative was evaluated based on physical constraints and traffic operations.
The evaluation results are summarized below.
Per Federal Highway Administration (FHWA) standards, a single-lane roundabout guidelines
include an inscribed diameter of at least 105 feet, however well-functioning roundabouts have
been constructed in urban setting with inscribed diameters at 90 feet and 100 feet regularly.
For reference the roundabout at Carlsbad Boulevard and State Street has an inscribed diameter
of approximately 100 feet. The Faraday Avenue and Palmer Way intersection can accommodate
a roundabout with a diameter of approximately 85 feet within the existing right-of-way.
The Faraday Avenue and Palmer Way intersection is approximately 345 feet east of the limit
line at the intersection of Faraday Avenue and El Camino Real. A 95th percentile queue analysis
for the signalized intersection of Faraday Avenue and El Camino Real under the existing
conditions shows that the westbound through movement on Faraday Avenue at El Camino Real
has a queue length of approximately 575 feet in the AM peak. There is 230 feet of queue
spillback into the intersection of Faraday Avenue and Palmer Way. If a roundabout is
constructed at Faraday Avenue and Palmer Way, this spillback from El Camino Real would cause
vehicles to queue within the roundabout obstructing access to Palmer Way and blocking traffic
flow at the roundabout.
Due to the queue spillback for westbound Faraday Avenue at Palmer Way, a roundabout is not
recommended for the intersection at this time.
Alternative 2: Traffic Signal
The traffic signal alternative was evaluated by conducting traffic signal warrant analysis as
defined in the California Manual of Uniform Traffic Control Devices (CAMUTCD) and analyzing
traffic signal operations. The CAMUTCD provides traffic signal warrants which are the minimum
conditions under which a traffic signal should be considered, however, satisfaction of a traffic
signal warrant or warrants does not in itself require the installation of a traffic signal.
The applicable warrants to this intersection that were evaluated are Warrant 1 (Eight-Hour
Vehicular Volume), Warrant 2 (Four-Hour Vehicular Volume), Warrant 3 (Peak Hour), and
Warrant 7 (Crash Experience). The following are the results of the warrant analysis:
Warrant 1 – Eight-Hour Vehicular Volume: Based on the Eight-Hour Vehicular Volume warrant,
the Palmer Way and Faraday Avenue intersection does not meet the signal warrant.
Warrant 2 – Four-Hour Vehicular Volume: Based on the Four-Hour Vehicular Volume warrant,
the Palmer Way and Faraday Avenue intersection meets the four-hour vehicular volume
warrant between 2 to 6 p.m.
Warrant 3 – Peak Hour: Based on the Peak Hour warrant, the Palmer Way and Faraday Avenue
intersection meets the peak hour volume warrant between 4:30 to 5:30 p.m.
Warrant 7 – Crash Experience Warrant: The severity and frequency of historical crashes at the
intersection does not meet the minimum criteria for crash experience based on crashes that
have occurred at the subject intersection between 2016 and 2020. The criterion for collision
frequency is five or more injury or property damage only (PDO) collisions, susceptible to
correction by a traffic signal control within a 12-month period. Although five (5) collisions were
reported in 2016, none of these would have been susceptible to correction by a traffic signal
such as turning movement or angle crashes. The collisions recorded in 2016 included two due
to excessive speeds, two due failure to yield, and one rear-end collision. Therefore, the Palmer
Way and Faraday Avenue intersection does not meet the crash experience signal warrant.
When evaluating a signalized Faraday Avenue and Palmer Way intersection, certain traffic
signal operation assumptions must be made. The operational analysis of the traffic signal
alternative assumed the following:
• Traffic signal timing would be coordinated between Faraday Avenue and Palmer Way
and Faraday Avenue and El Camino Real traffic signals due to close proximity of the two
intersections
• The eastbound and westbound left-turn movements would have protective phasing
(left-turn movement with green arrows)
• The northbound and southbound movements would be split phasing (only one direction
will be green at a time and not simultaneously) due to offset of the southern driveway
and Palmer Way.
The intersection operation of Faraday Avenue and Palmer Way would improve from LOS E
(side-street-stop-controlled under existing conditions) to LOS C (signalized) in the both the AM
and PM peak hours and the Faraday Avenue and El Camino Real intersection LOS would remain
at LOS E and F in the AM and PM peak hours, respectively.
The 95th percentile queue analysis shows that in the AM peak hour the eastbound left-turn
movement at Faraday Avenue and Palmer Way would require 220 feet of storage to
accommodate the queue. Due to its close proximity to the intersection of Faraday Avenue and
El Camino Real, an eastbound left-turn storage length of only 95 feet could be provided at
Faraday Avenue and Palmer Way, the 95th percentile queue would exceed the available storage
by approximately 120 feet and would block the eastbound through movement on Faraday
Avenue. The westbound left-turn movement at Faraday Avenue and El Camino Real
intersection would also exceed the available storage by approximately 90 feet in the AM peak.
The westbound through movement at Faraday Avenue and El Camino Real would continue to
spillback to Faraday Avenue and Palmer Way intersection as discussed previously.
Due to the excessive queue of the eastbound left-turn movement at Faraday Avenue and
Palmer Way as well as queuing of the westbound movements at Faraday Avenue and El Camino
Real in the AM peak, implementation of a traffic signal at Faraday Avenue and Palmer Way is
not recommended.
Recommendations:
The ICE does not recommend a roundabout or traffic signal at the Faraday Avenue and Palmer
Way intersection based on the analyses performed. Therefore, staff recommends that the
intersection would remain as a side-street-stop-controlled intersection.
Based upon field review, staff recommends the following signage improvements to raise
drivers’ awareness of the roadway conditions on Faraday Avenue between Orion Way and El
Camino Real:
• Install an intersection ahead warning signage (W2-1) on westbound Faraday Avenue
approaching the Palmer Way and Faraday Avenue intersection
• Install a curve warning signage (W1-1a) that also indicates advisory speed for entering
the curve on westbound Faraday Avenue approaching the Palmer Way and Faraday
Avenue intersection
• Install a one-directional warning sign (W1-6) on westbound Faraday Avenue
approaching the Palmer Way and Faraday Avenue intersection
• Install an intersection/curve ahead warning signage (W1-10a) on eastbound Faraday
Avenue approaching the Palmer Way and Faraday Avenue intersection
• Install a reverse turn warning sign (W1-3) with advisory speed warning sign on
eastbound Faraday Avenue approaching the Palmer Way and Faraday Avenue
intersection.
Next Steps
Staff will create a work order for the installation of intersection ahead warning signage and
curve warning signage on Faraday Avenue.
Exhibits
1. Location Map
2. Intersection Control Evaluation Dated March 5, 2021
PACIFIC
OCEAN
NOT TO
SCALE
LOCATION MAP
CITY OF OCEANSIDE FARADAY AVE & PALMER WAY
HIGHWAY 78
CITY OF VISTA
EXHIBIT
1
3900 Fifth Avenue, Suite 310 | San Diego, CA 92103 | (619) 795-6086
www.ChenRyanMobility.com
Memorandum
TO: Edd Alberto, TE; Public Works Branch, City of Carlsbad
FROM: Phuong Nguyen, PE; Chen Ryan Associates
Joseph Perez; Chen Ryan Associates
DATE: March 5, 2021
RE: Palmer Way & Faraday Avenue Intersection Control Evaluation
The purpose of this technical memorandum is to document the results of an intersection control evaluation
(ICE) conducted for the Palmer Way & Faraday Avenue intersection at the request of the City of Carlsbad.
An intersection control evaluation serves to assess changes in traffic conditions and engineering feasibility
associated with the various intersection control alternatives.
Project Setting
The intersection of Palmer Way & Faraday Avenue is located within the City of Carlsbad, approximately 400
feet east of the El Camino Real & Faraday Avenue intersection. Faraday Avenue (an east-west roadway) is
a designated truck route configured as a 4-lane roadway with a two-way left-turn lane and a posted speed
limit of 40 MPH. The curb-to-curb width along Faraday Avenue is approximately 64 feet. A Class II bike lane
is painted along westbound Faraday Avenue and terminates at the Palmer Way, while a Class III bike route
is marked along eastbound Faraday Avenue in the vicinity of the intersection with Palmer Way. Palmer Way
(a north-south roadway) is a 2-lane undivided roadway with a posted speed limit of 35 MPH and a curb-to-
curb width of approximately 50 feet. On-street parking is allowed on both sides of Palmer Way.
The intersection of Palmer Way & Faraday Avenue currently operates as a side-street stop-controlled
intersection with Palmer Way and the southern driveway as stop-controlled and Faraday Avenue with
uncontrolled free movements. It should be noted that the southern leg of the intersection is a driveway
that is offset with Faraday Avenue by approximately 55 feet (center-to-center). Due to community concern,
an ICE analysis was conducted for this intersection to determine if a change to the current intersection
control should be recommended. The El Camino Real & Faraday Avenue intersection was also evaluated
as a part of the ICE analysis due to its close proximity to the Palmer Way & Faraday Avenue intersection.
The following intersection configurations were evaluated under the ICE analysis:
x Alternative A: Roundabout – A single lane roundabout in accordance with the Federal Highway
Administration’s (FHWA) Roundabout: An Informational Guide, 2nd Edition (2010).
x Alternative B: Signalized Intersection – Signalization of the Palmer Way & Faraday Avenue with
interconnect system to connect with the adjacent intersection of El Camino Real & Faraday Avenue.
Analysis Methodology
Intersection analysis utilized the operational analysis procedures outlined in the Highway Capacity Manual
(HCM) 6th Edition. The computerized analysis of intersection operations was performed utilizing the
Synchro Version 10.0 traffic analysis software by Trafficware Ltd. Detailed information on intersection
analysis methodologies, standards, and thresholds are provided in Attachment A.
Exhibit 2
Page 2
Additionally, a 95th percentile queuing analysis was conducted to assess potential overflow issues at these
closely spaced intersections. Limitations in turn-lane storage capacity could result in turning vehicles
overflowing into adjacent lanes, while queue length exceeding the distance to the upstream intersection
at closely spaced intersections could negatively affect upstream intersection operations. Note that “Keep
Clear” pavement markings are currently present in the intersection. 95th Percentile queue lengths were
calculated using Synchro Version 10 traffic analysis software.
Existing Conditions
Intersection Traffic Counts
Intersection turning movements were conducted at the intersection of Palmer Way & Faraday Avenue by
Counts Unlimited, Inc. on January 14th, 2021. However, due to the COVID-19 pandemic, counts collected
do not reflect normal traffic patterns. Historic traffic counts at near-by locations, provided by City Staff,
were used to adjust existing traffic counts at this intersection.
Historic traffic counts conducted by National Data and Surveying (NDS) on March 7, 2019 include the El
Camino Real & Faraday Avenue and Orion Road & Faraday Avenue intersections located directly west and
east of the Palmer Way & Faraday Avenue intersection, respectively. As such, January 2021 traffic counts
at Palmer Way & Faraday Avenue were adjusted by balancing traffic volumes along Faraday Avenue
between El Camino Real and Orion Road. As a result, the January 2021 overall intersection counts at the
Palmer Way & Faraday Avenue intersection were adjusted with an approximate increase of 64% during the
AM peak hour and an increase of 58% during the PM peak hour. Traffic counts and adjustment worksheets
are provided in Attachment B. It should be noted that unsafe movements, such as westbound left-turn and
southbound through movements (both into the private driveway), were observed during peak hours. It was
also observed that westbound vehicles along Faraday Avenue typically exceed the posted speed limit.
Intersection LOS
Table 1 displays intersection level of service (LOS) and average vehicle delay results under Existing
Conditions. LOS calculation worksheets for Existing Conditions are provided in AAttachment C.
Table 1 Peak Hour Intersection LOS Results – Existing Conditions
AM Peak Hour PM Peak Hour
Intersection Control
Avg. Delay
(sec) LOS
Avg. Delay
(sec) LOS
El Camino Real & Faraday Avenue Signal 59.8 EE 263.5 FF
Palmer Way & Faraday Avenue SSSC 46.4 E 38.8 E
Notes:
Bold letter indicates substandard Level of Service E or F.
SSSC = Side-Street Stop-Control; the delay shown is the worst delay experienced by any of the approaches.
As shown in Table 1, both study intersections currently operate at substandard LOS E or F during the AM
and PM peak hours.
95th Percentile Queue
Table 2 displays intersection control, storage length, 95th percentile queue length, and excess queue (if
applicable) for each movement identified to be approaching critical capacity under Existing Conditions.
Intersection queuing reports are provided in Attachment C.
Exhibit 2
CHEN RYAN
Page 3
TTable 2 Queue Analysis Results – Existing Conditions
Intersection Control Movement
Storage
(ft)
AM / PM 95tth %%
Queue (ft)
AM / PM Excess
Queue (ft)
El Camino Real & Faraday
Avenue Signal
WBL 150 240 / 257 990 / 1107
WBT 345 574 / 197 2229 / 0
WBR 270 82 / 343 0 / 773
Palmer Way & Faraday
Avenue SSSC EBL 135 53 / 8 0 / 0
EBT1 3352 0 / 0 0 / 0
Notes:
1 Uncontrolled Free Movement.
2 Measured from the upstream intersection.
SSSC = Side-Street Stop-Control.
Bold indicates calculated 95th percentile queue exceeds storage length via HCM 6th methodology.
As shown Table 2, the 95th percentile queues at the El Camino Real & Faraday Avenue intersection
currently exceed the available storage capacity with specific movements identified below:
x Westbound Left-Turn Movement – exceeds by 90 feet during the AM peak hour and by 107 during
the PM peak hour;
x Westbound Through Movement – exceeds by 229 feet during the AM peak hour; and
x Westbound Right-Turn Movement – exceeds by 73 feet during the PM peak hour.
Intersection Control Evaluation
As mentioned previously, a roundabout and traffic signal were the two alternatives considered for this
intersection control evaluation. Detailed information, including analysis results and feasibility, for each
alternative are provided below.
Alternative A: Roundabout
The roundabout alternative was evaluated based on the physical constraints of the Palmer Way & Faraday
Avenue intersection as well as operations of the nearby El Camino Real & Faraday Avenue intersection.
Per FHWA standards, a standard single-lane roundabout requires an inscribed diameter of at least 105 feet.
As shown in FFigure 1, existing conditions at the Faraday Avenue & Palmer Way intersection provide for a
maximum inscribed diameter of approximately 85 feet. To construct a roundabout and meet FHWA
standards, obtaining additional right-of-way from adjacent private properties would be required on all four
corners of the intersection.
An urban roundabout – which requires an inscribed diameter of at least 90 feet – was also considered.
However, existing conditions do not currently provide for an inscribed diameter of 90 feet. Additionally,
urban roundabouts are most effective at calming traffic when multiple roundabouts and/or other traffic
calming measures are present. Further, urban roundabouts are typically constructed along roadways with
a speed limit less than 40 mph. The posted speed limit along Faraday Avenue is 40 mph. Thus, an urban
roundabout is not appropriate for this intersection.
Exhibit 2
CHEN RYAN
Page 4
FFigure 1: Maximum Inscribed Diameter Under Existing Conditions at Faraday Avenue & Palmer Way
Regarding operations, the 95th percentile westbound through queue at the El Camino Real & Faraday
Avenue intersection extends past the Palmer Way & Faraday Avenue intersection during the AM peak hour.
This queue from the El Camion Real & Faraday Avenue intersection would extend into the roundabout,
causing additional congestion, and result in poor operations at the roundabout. Thus, for the reasons
above, a roundabout is not recommended for the Palmer Way & Faraday Avenue intersection.
Alternative B: Signalized Intersection
A signal warrant analysis was conducted using Warrant 1 (Eight-Hour Vehicular Volume), Warrant 2 (Four-
Hour Vehicular Volume), Warrant 3 (Peak Hour), and Warrant 7 (Crash Experience) from the California
Manual of Uniform Control Devices (CAMUTCD) Revision 5, to determine if the Palmer Way & Faraday
Avenue intersection would meet either signal warrant. It should be noted that the satisfaction of a traffic
signal warrant or warrants does not in itself require the installation of a traffic control signal. A summary of
the signal warrant analysis is provided below. Signal warrant worksheets are provided in Attachment D.
x Warrant 1 – Eight-Hour Vehicular Volume: Based on the Eight-Hour Vehicular Volume warrant,
the Palmer Way & Faraday Avenue intersection does not meet the signal warrant.
x Warrant 2 – Four-Hour Vehicular Volume: Based on the Four-Hour Vehicular Volume warrant, the
Palmer Way & Faraday Avenue intersection meets the four-hour vehicular volume warrant
between 2:00 PM and 6:00 PM.
x Warrant 3 – Peak Hour: Based on the Peak Hour warrant, the Palmer Way & Faraday Avenue
intersection meets the peak hour volume warrant between 4:30 PM and 5:30 PM.
Exhibit 2
Path Polygon 3D path
Measure the drrumference or area of a drde on the ground
42.55 I Feet :====~ 5,710.14 1 Square Feet
267.90 Feet
CHEN RYAN
Page 5
x Warrant 7 – Crash Experience Warrant: Based on the Crash Experience warrant, although five (5)
collisions were reported due to injury or property damage within the year of 2016, these
collisions would not be susceptible to correction by a traffic signal. Therefore, the Palmer Way &
Faraday Avenue intersection does not meet the signal warrant.
Since the Palmer Way & Faraday Avenue intersection met the four-hour vehicular and peak hour warrants,
an operational analysis was conducted for the signalization alterative. Under this alternative, it is assumed
that the Palmer Way & Faraday Avenue intersection would be inter-connected to the El Camino Real &
Faraday Avenue intersection to ensure optimal operation between the two closely spaced intersections.
The following was assumed under the signalization alternative:
x The eastbound left-turn movement would be a leading protective phasing;
x The westbound left-turn would be a lagging protective phasing;
x The northbound and southbound movements would be split phasing; and
x The eastbound stop-bar would be relocated approximately 40 feet to the west to align with the
private driveway to the south.
Table 3 displays intersection LOS and average vehicle delay results under Existing with Signalization
Conditions. LOS calculation worksheets for this alternative are provided in AAttachment E.
Table 3 Peak Hour Intersection LOS Results – Existing with Signal Conditions
AM Peak Hour PM Peak Hour
Intersection Control Type
Avg. Delay
(sec) LOS Avg. Delay (sec) LOS
El Camino Real & Faraday Avenue Signal 59.8 EE 261.6 FF
Palmer Way & Faraday Avenue Signal 30.1 C 25.8 C
Note:
Bold letter indicates substandard Level of Service E or F.
As shown in Table 3, the Palmer Way & Faraday Avenue intersection is projected to operate at acceptable
LOS C during both the AM and PM peak hour with the signalization alternative.
95th Percentile Queue
Table 4 displays intersection control, storage length, 95th queue length, and excess queue (if applicable) for
each movement identified to be approaching critical capacity with the signalization alternative under
Existing Conditions. Intersection queuing reports are provided in Attachment E.
Exhibit 2
CHEN RYAN
Page 6
TTable 4 Queue Analysis Results – Existing with Signal Conditions
Intersection Control Movement
Storage
(ft)
AM / PM 95tth %%
Queue (ft)
AM / PM Excess
Queue (ft)
El Camino Real & Faraday
Avenue Signal
WBL 150 240 / 172 990 / 222
WBT 3051 574 / 137 22669 / 0
WBR 270 82 / 168 0 / 0
Palmer Way & Faraday
Avenue Signal EBL 951 217 / 30 122 / 0
EBT 2951,2 180 / 70 0 / 0
Notes:
1 Storage length updated with relocation of eastbound approach stop-bar.
2 Measured from upstream intersection.
Bold indicates calculated 95th percentile queue exceeds storage length via HCM 6th methodology.
As shown Table 4, the following movements would experience a 95th percentile queue that exceeds
available storage length:
El Camino Real & Faraday Avenue
x Westbound Left-Turn Movement – by 90 feet during the AM peak hour and by 22 feet during the
PM peak hour.
x Westbound Through Movement – by 269 feet during the AM peak hour.
Palmer Way & Faraday Avenue
x Eastbound Left-Turn Movement – by 122 feet during the AM peak hour.
Conclusion
The intersection control evaluation indicated that implementation of a roundabout (Alternative A) at the
Palmer Way & Faraday Avenue intersection iis not feasible due to right-of-way and operational constraints.
Implementation of a traffic signal (Alternative B) at the Palmer Way & Faraday Avenue intersection iis not
recommended, due to the excessive queue (eastbound left-turn movement) at the Palmer Way & Faraday
Avenue intersection during the AM peak hour. Based upon field review, the following recommendations
are made:
x Intersection ahead warning signage (W2-2) should be installed along Faraday Avenue before the
Palmer Way & Faraday Avenue intersection in the westbound direction.
x Install traffic calming measures such as speed feedback signs or speed warning signs to encourage
vehicle traffic to travel at or below the posted speed limit along Faraday Avenue (westbound
approaching Palmer Way).
x Consider converting the private driveway to right-in/right-out only. This option would restrict
movements to this driveway and additional traffic control measures would need to be
implemented. Traffic control devices such as plastic bollard median delineators would need to be
installed to prevent turning movements into the driveway not allowed by the current configuration
(southbound through and westbound left-turn movements).
Exhibit 2
CHEN RYAN
AAttachment A
Intersection Operation Analysis Methodology
Exhibit 2
CHEN RYAN
AAnalysis Methodology
Detailed information on intersection analysis methodology, standards, and thresholds are discussed in the
following sections.
LOS Definition
LOS is a quantitative measure describing operational conditions within a traffic stream, and the motorist’s
and/or passengers’ perception of operations. A LOS definition generally describes these conditions in terms
of such factors as delay, speed, travel time, freedom to maneuver, interruptions in traffic flow, queuing,
comfort, and convenience. Table A.1 describes generalized definitions of the various LOS categories (A
through F) as applied to roadway operations.
Table A.1 LOS Definitions
LOS
Category Definition of Operation
A
This LOS represents a completely free-flow condition, where the operation of vehicles is virtually
unaffected by the presence of other vehicles and only constrained by the geometric features of the
highway and by driver preferences.
B
This LOS represents a relatively free-flow condition, although the presence of other vehicles
becomes noticeable. Average travel speeds are the same as in LOS A, but drivers have slightly less
freedom to maneuver.
C At this LOS, the influence of traffic density on operations becomes marked. The ability to maneuver
within the traffic stream is clearly affected by other vehicles.
D At this LOS, the ability to maneuver is notably restricted due to traffic congestion, and only minor
disruptions can be absorbed without extensive queues forming and the service deteriorating.
E
This LOS represents operations at or near capacity. LOS E is an unstable level, with vehicles operating
with minimum spacing for maintaining uniform flow. At LOS E, disruptions cannot be dissipated
readily thus causing deterioration down to LOS F.
F
At this LOS, forced or breakdown of traffic flow occurs, although operations appear to be at capacity,
queues form behind these breakdowns. Operations within queues are highly unstable, with vehicles
experiencing brief periods of movement followed by stoppages.
Peak Hour Intersection LOS Standards and Thresholds
This section presents the methodologies used to perform peak hour intersection capacity analysis for
signalized intersections and unsignalized intersections.
Signalized Intersection Analysis
The analysis of signalized intersections utilized the operational analysis procedure as outlined in the
Highway Capacity Manual (HCM) 6th Edition signalized intersection analysis methodology. This method
defines LOS in terms of delay, or more specifically, average stopped delay per vehicle. Delay is a measure
of driver and/or passenger discomfort, frustration, fuel consumption and lost travel time. This technique
uses 1,900 vehicles per hour per lane (VPHPL) as the maximum saturation volume of an intersection. This
saturation volume is adjusted to account for lane width, on-street parking, pedestrians, traffic composition
(i.e., percentage trucks) and shared lane movements (i.e., through and right-turn movements originating
from the same lane). The LOS criteria used for the analysis of signalized intersections are described in Table
A.2, identifying the thresholds of control delays and the associated LOS. The computerized analysis of
intersection operations was performed utilizing the Synchro Version 10 traffic analysis software by
Trafficware Ltd.
Exhibit 2
CHEN RYAN
TTable A.2 Signalized Intersection LOS Operational Analysis
Average Stopped
Delay Per Vehicle
LOS Characteristics
<10
LOS A describes operations with very low delay. This occurs when progression is
extremely favorable, and most vehicles do not stop at all. Short cycle lengths may also
contribute to low delay.
>10 – 20 LOS B describes operations with generally good progression and/or short cycle lengths.
More vehicles stop than for LOS A, causing higher levels of average delay.
>20 – 35
LOS C describes operations with higher delays, which may result from fair progression
and/or longer cycle lengths. Individual cycle failures may begin to appear at this level.
The number of vehicles stopping is significant at this level, although many still pass
through the intersection without stopping.
>35 – 55
LOS D describes operations with high delay, resulting from some combination of
unfavorable progression, long cycle lengths, or high volumes. The influence of
congestion becomes more noticeable, and individual cycle failures are noticeable.
>55 – 80 LOS E is considered the limit of acceptable delay. Individual cycle failures are frequent
occurrences.
>80
LOS F describes a condition of excessively high delay, considered unacceptable to most
drivers. This condition often occurs when arrival flow rates exceed the LOS D capacity of
the intersection. Poor progression and long cycle lengths may also be major
contributing causes to such delay.
Source: Highway Capacity Manual 6th Edition
Exhibit 2
CHEN RYAN
AAttachment B
Existing &Historical Traffic Counts
Count Growth Calculations
Exhibit 2
CHEN RYAN
Day:City:Carlsbad
Date:Project #:CA19_4114_004
NB SB EB WB
0 0 10,361 10,249
AM Period NB SB EB WB NB SB EB WB
00:00 13 13 26 167 160 327
00:15 4 4 8 154 146 300
00:30 9 3 12 158 149 307
00:45 2 28 4 24 6 52 145 624 189 644 334 1268
01:00 2 11 13 140 174 314
01:15 1 1 2 127 151 278
01:30 11 4 15 203 157 360
01:45 6 20 2 18 8 38 165 635 155 637 320 1272
02:00 2 0 2 194 161 355
02:15 2 3 5 192 146 338
02:30 3 1 4 275 207 482
02:45 6 13 2 6 8 19 221 882 168 682 389 1564
03:00 2 5 7 220 135 355
03:15 9 2 11 205 140 345
03:30 13 7 20 228 171 399
03:45 37 61 14 28 51 89 235 888 167 613 402 1501
04:00 10 16 26 301 186 487
04:15 6 16 22 240 151 391
04:30 11 33 44 317 203 520
04:45 19 46 74 139 93 185 281 1139 182 722 463 1861
05:00 47 42 89 388 223 611
05:15 36 48 84 348 179 527
05:30 55 69 124 293 192 485
05:45 125 263 166 325 291 588 237 1266 144 738 381 2004
06:00 85 104 189 205 118 323
06:15 80 131 211 169 104 273
06:30 119 182 301 115 75 190
06:45 137 421 233 650 370 1071 88 577 69 366 157 943
07:00 140 277 417 74 66 140
07:15 182 272 454 83 58 141
07:30 171 303 474 63 41 104
07:45 246 739 358 1210 604 1949 50 270 27 192 77 462
08:00 221 295 516 45 33 78
08:15 145 287 432 40 14 54
08:30 119 278 397 31 33 64
08:45 155 640 298 1158 453 1798 28 144 20 100 48 244
09:00 117 215 332 26 19 45
09:15 96 224 320 24 19 43
09:30 115 177 292 26 15 41
09:45 107 435 167 783 274 1218 32 108 26 79 58 187
10:00 86 143 229 28 18 46
10:15 97 117 214 15 9 24
10:30 128 130 258 23 11 34
10:45 118 429 135 525 253 954 11 77 9 47 20 124
11:00 151 130 281 16 19 35
11:15 132 134 266 12 8 20
11:30 139 119 258 11 11 22
11:45 189 611 135 518 324 1129 6 45 7 45 13 90
TOTALS 3706 5384 9090 6655 4865 11520
SPLIT %40.8% 59.2%44.1%57.8% 42.2%55.9%
NB SB EB WB
0 0 10,361 10,249
AM Peak Hour 07:15 07:30 07:15 16:30 16:30 16:30
AM Pk Volume 820 1243 2048 1334 787 2121
Pk Hr Factor 0.833 0.868 0.848 0.860 0.882 0.868
7 - 9 Volume 0 0 1379 2368 3747 0 0 2405 1460 3865
7 - 9 Peak Hour 07:15 07:30 07:15 16:30 16:30 16:30
7 - 9 Pk Volume 0 0 820 1243 2048 0 0 1334 787 2121
Pk Hr Factor 0.000 0.000 0.833 0.868 0.848 0.000 0.000 0.860 0.882 0.868
4 - 6 Peak Hour
4 - 6 Pk Volume
SPLIT %
TOTAL
Pk Hr Factor
PM Peak Hour
PM Pk Volume
Pk Hr Factor
4 - 6 Volume
20:45
TOTAL
23:45
TOTALS
Total
20,610
DAILY TOTALS
21:00
21:15
20:30
DAILY TOTALS
22:15
22:30
22:45
23:00
23:15
23:30
Faraday Ave Bet. Orion Rd & Palmer Way
21:30
21:45
22:00
Total
20,610
19:30
19:45
20:00
20:15
18:00
18:15
18:30
18:45
19:00
19:15
16:45
17:00
17:15
Thursday
17:30
17:45
15:15
15:30
15:45
16:00
16:15
16:30
14:00
14:15
14:30
3/7/2019
14:45
15:00
DAILY TOTALS
PM Period
VOLUME
Prepared by NDS/ATD
13:15
13:30
13:45
12:00
12:15
12:30
12:45
13:00
Exhibit 2
Project #:CA19_4114_004City:CarlsbadLocation:Date:3/7/2019Faraday Ave Bet. Orion Rd & Palmer WayPrepared by NDS/ATD020040060080010001200140000:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00VehiclesNBSBEBWBExhibit 2
Day:City:Carlsbad
Date:Project #:Historical
NB SB EB WB
1,443 1,055 0 0
AM Period NB SB EB WB NB SB EB WB
00:00 1 1 2 35 26 61
00:15 0 1 1 21 31 52
00:30 2 0 2 30 22 52
00:45 1 4 2 4 3 8 19 105 28 107 47 212
01:00 0 0 0 14 17 31
01:15 1 0 1 16 7 23
01:30 0 0 0 21 18 39
01:45 1 2 0 1 2 18 69 13 55 31 124
02:00 0 1 1 16 11 27
02:15 2 0 2 29 22 51
02:30 2 0 2 31 39 70
02:45 2 6 1 2 3 8 12 88 36 108 48 196
03:00 3 2 5 13 21 34
03:15 3 2 5 12 9 21
03:30 10 0 10 16 56 72
03:45 6 22 0 4 6 26 15 56 30 116 45 172
04:00 2 13 15 22 33 55
04:15 2 2 4 12 23 35
04:30 6 4 10 12 19 31
04:45 4 14 1 20 5 34 7 53 10 85 17 138
05:00 3 5 8 7 15 22
05:15 13 4 17 6 7 13
05:30 33 6 39 8 11 19
05:45 52 101 5 20 57 121 7 28 7 40 14 68
06:00 43 10 53 0 5 5
06:15 30 11 41 3 12 15
06:30 42 11 53 3 8 11
06:45 68 183 9 41 77 224 2 8 4 29 6 37
07:00 48 16 64 5 4 9
07:15 40 13 53 6 5 11
07:30 23 13 36 1 3 4
07:45 37 148 4 46 41 194 4 16 5 17 9 33
08:00 57 11 68 3 7 10
08:15 36 19 55 1 3 4
08:30 35 12 47 1 1 2
08:45 33 161 26 68 59 229 0 5 0 11 0 16
09:00 33 20 53 2 2 4
09:15 26 12 38 1 0 1
09:30 31 15 46 1 2 3
09:45 41 131 29 76 70 207 0 4 0 4 0 8
10:00 28 17 45 1 5 6
10:15 22 18 40 0 0 0
10:30 35 15 50 0 0 0
10:45 21 106 18 68 39 174 1 2 0 5 1 7
11:00 35 24 59 1 0 1
11:15 35 30 65 0 2 2
11:30 32 40 72 0 0 0
11:45 28 130 33 127 61 257 0 1 0 2 0 3
TOTALS 1008 476 1484 435 579 1014
SPLIT %67.9% 32.1%59.4%42.9% 57.1%40.6%
NB SB EB WB
1,443 1,055 0 0
AM Peak Hour 06:30 11:30 11:15 12:00 15:30 12:00
AM Pk Volume 198 130 259 105 142 212
Pk Hr Factor 0.728 0.813 0.899 0.750 0.634 0.869
7 - 9 Volume 309 114 0 0 423 81 125 0 0 206
7 - 9 Peak Hour 07:45 08:00 08:00 16:00 16:00 16:00
7 - 9 Pk Volume 165 68 0 0 229 53 85 0 0 138
Pk Hr Factor 0.724 0.654 0.000 0.000 0.842 0.602 0.644 0.000 0.000 0.627
4 - 6 Peak Hour
4 - 6 Pk Volume
SPLIT %
TOTAL
Pk Hr Factor
PM Peak Hour
PM Pk Volume
Pk Hr Factor
4 - 6 Volume
20:45
TOTAL
23:45
TOTALS
Total
2,498
DAILY TOTALS
21:00
21:15
20:30
DAILY TOTALS
22:15
22:30
22:45
23:00
23:15
23:30
Palmer Way Bet. Cougar Dr & Faraday Ave
21:30
21:45
22:00
Total
2,498
19:30
19:45
20:00
20:15
18:00
18:15
18:30
18:45
19:00
19:15
16:45
17:00
17:15
Tuesday
17:30
17:45
15:15
15:30
15:45
16:00
16:15
16:30
14:00
14:15
14:30
6/9/2020
14:45
15:00
DAILY TOTALS
PM Period
VOLUME
Prepared by National Data & Surveying Services
13:15
13:30
13:45
12:00
12:15
12:30
12:45
13:00
Exhibit 2
Project #:HistoricalCity:CarlsbadLocation:Date:6/9/2020Palmer Way Bet. Cougar Dr & Faraday AvePrepared by National Data & Surveying Services02040608010012014016018020000:0001:0002:0003:0004:0005:0006:0007:0008:0009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00VehiclesNBSBEBWBExhibit 2
File Name : CAR_Palmer_Faraday AM
Site Code : 22921022
Start Date : 1/14/2021
Page No : 1
City of Carlsbad
N/S: Palmer Way
E/W: Faraday Avenue
Weather: Clear
Groups Printed- Total Volume
Palmer Way
Southbound
Faraday Avenue
Westbound
Concentra Urgent Care
Driveway
Northbound
Faraday Avenue
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
07:00 AM 006 60 108 9 117 000 013 94 0 107 230
07:15 AM 103 40 119 13 132 000 018 86 0 104 240
07:30 AM 406 100 180 8 188 000 024 103 0 127 325
07:45 AM 207 90 194 18 212 000 030 142 0 172 393
Total 7 0 22 29 0 601 48 649 0 0 0 0 85 425 0 510 1188
08:00 AM 509 140 167 10 177 000 030 99 0 129 320
08:15 AM 209 111 141 13 155 000 053 99 0 152 318
08:30 AM 5 0 11 16 0 140 12 152 000 021 91 0 112 280
08:45 AM 4 0 14 18 0 128 8 136 000 037 88 0 125 279
Total 16 0 43 59 1 576 43 620 0 0 0 0 141 377 0 518 1197
Grand Total 23 0 65 88 1 1177 91 1269 000 0226 802 0 1028 2385
Apprch %26.1 0 73.9 0.1 92.8 7.2 000 22 78 0
Total %102.73.70 49.4 3.8 53.2 000 09.5 33.6 0 43.1
Palmer Way
Southbound
Faraday Avenue
Westbound
Concentra Urgent Care
Driveway
Northbound
Faraday Avenue
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 406 100 180 8 188 000 024 103 0 127 325
07:45 AM 207 90 194 18 212 000 030 142 0 172 393
08:00 AM 5 0 9140 167 10 177 000 030 99 0 129 320
08:15 AM 209 111 141 13 155 000 053 99 0 152 318
Total Volume 13 0 31 44 1 682 49 732 0 0 0 0 137 443 0 580 1356
% App. Total 29.5 0 70.5 0.1 93.2 6.7 0 0 0 23.6 76.4 0
PHF .650 .000 .861 .786 .250 .879 .681 .863 .000 .000 .000 .000 .646 .780 .000 .843 .863
Counts Unlimited, Inc.
PO Box 1178 Corona, CA 92878(951)268-6268
Exhibit 2
I I I I I I I I I I I I I
I I I I I I I I I I I I I
File Name : CAR_Palmer_Faraday AM
Site Code : 22921022
Start Date : 1/14/2021
Page No : 2
City of Carlsbad
N/S: Palmer Way
E/W: Faraday Avenue
Weather: Clear
Palmer Way Faraday Avenue Faraday Avenue Concentra Urgent Care Driveway
Right31 Thru0 Left13
InOut Total186 44 230
Right49Thru682Left1OutTotalIn456 732 1188
Left0 Thru0 Right0
Out TotalIn101Left137Thru443Right0TotalOutIn713 580 1293
Peak Hour Begins at 07:30 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:30 AM 07:00 AM 07:30 AM
+0 mins.5 09 140 180 8 188 000 024 103 0 127
+15 mins.209 110 194 18 212 000 030 142 0 172
+30 mins.5 0 11 16 0 167 10 177 000 030 99 0 129
+45 mins.4014 18 1 141 13 155 000 053 99 0 152
Total Volume 16 0 43 59 1 682 49 732 0 0 0 0 137 443 0 580
% App. Total 27.1 0 72.9 0.1 93.2 6.7 0 0 0 23.6 76.4 0
PHF .800 .000 .768 .819 .250 .879 .681 .863 .000 .000 .000 .000 .646 .780 .000 .843
Counts Unlimited, Inc.
PO Box 1178 Corona, CA 92878(951)268-6268
Exhibit 2
~~~
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c=i c=i
File Name : CAR_Palmer_Faraday PM
Site Code : 22921022
Start Date : 1/14/2021
Page No : 1
City of Carlsbad
N/S: Palmer Way
E/W: Faraday Avenue
Weather: Clear
Groups Printed- Total Volume
Palmer Way
Southbound
Faraday Avenue
Westbound
Concentra Urgent Care
Driveway
Northbound
Faraday Avenue
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
04:00 PM 13 0 15 28 0 139 3 142 000 09144 0 153 323
04:15 PM 10 0 11 21 0 124 7 131 000 014 136 0 150 302
04:30 PM 8 2 14 24 0 165 8 173 000 013 150 0 163 360
04:45 PM 12 0 15 27 0 106 6 112 000 012 173 0 185 324
Total 43 2 55 100 0 534 24 558 0 0 0 0 48 603 0 651 1309
05:00 PM 12 0 23 35 0 177 7 184 000 011 174 0 185 404
05:15 PM 8 0 15 23 0 120 2 122 000 06153 0 159 304
05:30 PM 308 110 98 3 101 000 06115 0 121 233
05:45 PM 805 13079 7 86 000 0887 0 95 194
Total 31 0 51 82 0 474 19 493 0 0 0 0 31 529 0 560 1135
Grand Total 74 2 106 182 0 1008 43 1051 000 079 1132 0 1211 2444
Apprch %40.7 1.1 58.2 0 95.9 4.1 000 6.5 93.5 0
Total %3 0.1 4.3 7.4 0 41.2 1.8 43 000 03.2 46.3 0 49.5
Palmer Way
Southbound
Faraday Avenue
Westbound
Concentra Urgent Care
Driveway
Northbound
Faraday Avenue
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 8 2 14 24 0 165 8 173 000 013 150 0 163 360
04:45 PM 12 015 27 0 106 6 112 000 012 173 0 185 324
05:00 PM 12 0 23 35 0 177 7 184 000 011 174 0185404
05:15 PM 8 0 15 23 0 120 2 122 000 06153 0 159 304
Total Volume 40 2 67 109 0 568 23 591 0 0 0 0 42 650 0 692 1392
% App. Total 36.7 1.8 61.5 0 96.1 3.9 0 0 0 6.1 93.9 0
PHF .833 .250 .728 .779 .000 .802 .719 .803 .000 .000 .000 .000 .808 .934 .000 .935 .861
Counts Unlimited, Inc.
PO Box 1178 Corona, CA 92878(951)268-6268
Exhibit 2
I I I I I I I I I I I I I
I I I I I I I I I I I I I
File Name : CAR_Palmer_Faraday PM
Site Code : 22921022
Start Date : 1/14/2021
Page No : 2
City of Carlsbad
N/S: Palmer Way
E/W: Faraday Avenue
Weather: Clear
Palmer Way Faraday Avenue Faraday Avenue Concentra Urgent Care Driveway
Right67 Thru2 Left40
InOut Total65 109 174
Right23Thru568Left0OutTotalIn690 591 1281
Left0 Thru0 Right0
Out TotalIn202Left42Thru650Right0TotalOutIn635 692 1327
Peak Hour Begins at 04:30 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:15 PM 04:00 PM 04:30 PM
+0 mins.8 2 14 24 0 124 7 131 000 013 150 0 163
+15 mins.12 015 27 0 165 8 173 000 012 173 0 185
+30 mins.12 0 23 35 0 106 6 112 000 011 174 0 185
+45 mins.8 0 15 23 0 177 7 184 000 06153 0 159
Total Volume 40 2 67 109 0 572 28 600 0 0 0 0 42 650 0 692
% App. Total 36.7 1.8 61.5 0 95.3 4.7 0 0 0 6.1 93.9 0
PHF .833 .250 .728 .779 .000 .808 .875 .815 .000 .000 .000 .000 .808 .934 .000 .935
Counts Unlimited, Inc.
PO Box 1178 Corona, CA 92878(951)268-6268
Exhibit 2
~~~
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National Data & Surveying Services
Intersection Turning Movement CountLocation:El Camino Real & Faraday AveCity:Carlsbad Project ID:19-04113-005
Control:Signalized Date:
NS/EW Streets:
2 3 0 0 2 3 1 0 1 2 1 0 1 2 1 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL7:00 AM 87 185 25 0 121 369 23 3 6 31 15 0 31 158 41 0 10957:15 AM 103 163 16 1 144 383 28 8 4 43 24 0 27 220 42 0 12067:30 AM 96 214 22 3 127 441 40 6 3 61 32 0 29 218 59 0 1351
7:45 AM 164 127 23 1 171 362 39 13 10 73 17 0 21 247 53 0 13218:00 AM 133 145 20 4 110 348 34 2 7 72 22 0 32 227 42 0 11988:15 AM 163 136 38 3 125 340 30 9 6 57 36 0 26 185 45 0 11998:30 AM 150 157 19 2 80 277 33 6 5 54 33 0 24 205 58 0 1103
8:45 AM 114 127 29 3 87 248 22 10 4 56 38 0 43 203 39 0 1023
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTALTOTAL VOLUMES :1010 1254 192 17 965 2768 249 57 45 447 217 0 233 1663 379 0 9496APPROACH %'s :40.84%50.71%7.76%0.69%23.89%68.53%6.16%1.41%6.35%63.05%30.61%0.00%10.24%73.10%16.66%0.00%
PEAK HR :07:15 AM 38 37 44 07:30 AM TOTALPEAK HR VOL :496 649 81 9 552 1534 141 29 24 249 95 0 109 912 196 0 5076
PEAK HR FACTOR :0.756 0.758 0.880 0.563 0.807 0.870 0.881 0.558 0.600 0.853 0.742 0.000 0.852 0.923 0.831 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
2 3 0 0 2 3 1 0 1 2 1 0 1 2 1 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL4:00 PM 42 403 13 4 70 203 8 3 30 158 84 0 41 53 99 0 12114:15 PM 25 333 30 1 57 195 3 2 18 139 104 0 39 63 94 0 11034:30 PM 42 410 16 7 63 189 7 5 19 182 127 0 33 61 117 0 12784:45 PM 43 348 23 11 59 186 7 3 32 183 125 0 58 73 94 0 12455:00 PM 35 339 20 4 84 189 6 2 20 271 166 0 59 90 133 0 14185:15 PM 26 408 18 5 62 201 1 5 20 191 114 0 33 78 96 0 12585:30 PM 26 342 15 4 48 189 4 2 16 163 115 0 44 79 96 0 11435:45 PM 24 313 17 6 57 166 3 1 6 146 107 0 20 48 66 0 980
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :263 2896 152 42 500 1518 39 23 161 1433 942 0 327 545 795 0 9636APPROACH %'s :7.84%86.37%4.53%1.25%24.04%72.98%1.88%1.11%6.35%56.51%37.15%0.00%19.62%32.69%47.69%0.00%
PEAK HR :04:30 PM 291 289 296 05:00 PM TOTAL
PEAK HR VOL :146 1505 77 27 268 765 21 15 91 827 532 0 183 302 440 0 5199PEAK HR FACTOR :0.849 0.918 0.837 0.614 0.798 0.951 0.750 0.750 0.711 0.763 0.801 0.000 0.775 0.839 0.827 0.000
EASTBOUND
3/7/2019
Faraday Ave
NORTHBOUND
Faraday Ave
0.948
WESTBOUND
El Camino Real El Camino Real
0.919 0.911
EASTBOUND
PM
AM
07:15 AM - 08:15 AM
NORTHBOUND
0.922 0.939
Total
0.9170.793
WESTBOUND
0.820
SOUTHBOUND
0.924 0.951
04:30 PM - 05:30 PM
SOUTHBOUND
Exhibit 2
National Data & Surveying Services
Intersection Turning Movement Count
Location:El Camino Real & Faraday AveCity:Carlsbad Project ID:19-04113-005Control:Signalized Date:
NS/EW Streets:
2 3 0 0 2 3 1 0 1 2 1 0 1 2 1 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 17:15 AM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 27:30 AM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 37:45 AM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 0 0 38:00 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 28:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 3 0 0 0 2 0 0 0 2 1 0 1 1 0 0 11
APPROACH %'s :25.00%75.00%0.00%0.00%0.00%100.00%0.00%0.00%0.00%66.67%33.33%0.00%50.00%50.00%0.00%0.00%PEAK HR :07:15 AM 38 37 44 TOTAL
PEAK HR VOL :1 3 0 0 0 2 0 0 0 2 1 0 1 0 0 0 10PEAK HR FACTOR :0.250 0.375 0.000 0.000 0.000 0.500 0.000 0.000 0.000 0.500 0.250 0.000 0.250 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
2 3 0 0 2 3 1 0 1 2 1 0 1 2 1 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL4:00 PM 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2
4:15 PM 0 0 0 0 1 0 0 0 0 2 0 0 0 1 0 0 44:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 14:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 PM 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 25:30 PM 0 0 1 0 0 0 0 0 0 1 0 0 0 16 0 0 185:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTALTOTAL VOLUMES :0 2 1 0 1 1 0 0 1 3 2 0 0 18 1 0 30
APPROACH %'s :0.00%66.67%33.33%0.00%50.00%50.00%0.00%0.00%16.67%50.00%33.33%0.00%0.00%94.74%5.26%0.00%
PEAK HR :04:30 PM 291 289 296 TOTAL
PEAK HR VOL :0 1 0 0 0 0 0 0 0 0 2 0 0 1 1 0 5PEAK HR FACTOR :0.00 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.500 0.000 0.000 0.250 0.250 0.000
3/7/2019
04:30 PM - 05:30 PM
0.6250.250 0.500 0.250
07:15 AM - 08:15 AM
0.8330.500
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.500 0.375 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Bikes
El Camino Real El Camino Real Faraday Ave Faraday Ave
Exhibit 2
National Data & Surveying Services
Intersection Turning Movement CountLocation:El Camino Real & Faraday Ave Project ID:19-04113-005City:Carlsbad Date:3/7/2019
NS/EW Streets:
EB WB EB WB NB SB NB SB TOTAL7:00 AM 0 2 0 2 0 2 0 0 67:15 AM 0 2 0 0 0 0 0 0 27:30 AM 0 3 0 0 0 0 0 0 37:45 AM 0 0 0 1 0 1 0 0 28:00 AM 0 0 0 0 0 0 1 0 18:15 AM 0 0 0 0 0 0 0 0 08:30 AM 0 0 0 2 0 1 0 0 38:45 AM 0 1 0 0 0 0 0 0 1
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :0 8 0 5 0 4 1 0 18
APPROACH %'s :0.00%100.00%0.00%100.00%0.00%100.00%100.00%0.00%
PEAK HR :07:15 AM 37 36 43 TOTAL
PEAK HR VOL :0 5 0 1 0 1 1 0 8
PEAK HR FACTOR :0.417 0.250 0.250 0.250
Headers NEB NWB SEB SWB ENS ESB WNB WSB
EB WB EB WB NB SB NB SB TOTAL
4:00 PM 0 0 0 0 0 0 1 0 1
4:15 PM 2 1 0 0 0 1 2 0 6
4:30 PM 1 0 0 1 0 1 0 0 3
4:45 PM 1 0 0 0 0 0 0 0 1
5:00 PM 0 1 0 0 0 0 0 0 1
5:15 PM 0 0 2 0 2 0 0 0 4
5:30 PM 0 0 0 0 0 0 1 1 2
5:45 PM 0 0 0 0 0 0 0 0 0
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :4 2 2 1 2 2 4 1 18
APPROACH %'s :66.67%33.33%66.67%33.33%50.00%50.00%80.00%20.00%
PEAK HR :04:30 PM 288 286 293 TOTAL
PEAK HR VOL :2 1 2 1 2 1 0 0 9
PEAK HR FACTOR :0.500 0.250 0.250 0.250 0.250 0.250
AM NORTH LEG SOUTH LEG EAST LEG
El Camino Real El Camino Real Faraday Ave
0.6670.417 0.250 0.250 0.250
PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
0.5630.750 0.375 0.375
Pedestrians (Crosswalks)
WEST LEG
07:15 AM - 08:15 AM
Faraday Ave
04:30 PM - 05:30 PM
Exhibit 2
Prepared by National Data & Surveying Services
ID:19-04113-005 Day:
City:Carlsbad Date:
AM 141 1534 552 29 AM
NOON 0000 NOON
PM 21 765 268 15 PM
AM NOON PM PM NOON AM
1320 1 440 0 196
2 302 0 912
000 01183 0 109
24 0 91 1 TEV 5076 0 5199 0 000
249 0 827 2 PHF 0.94 0.92
95 0 532 1 0230
AM NOON PM PM NOON AM
PM 27 146 1505 77 PM
NOON 0000NOON
AM 9 496 649 81 AM Faraday Ave07:00 AM - 09:00 AM
NONE
1549 0 469
El Camino Real
1747
0
El Camino Real
SOUTHBOUND
04:00 PM - 06:00 PM
NORTHBOUND
1172
0PEAK HOURSTotal Vehicles (AM)
NONE
04:30 PM - 05:30 PM
898
2051
0
Signalized
Faraday AveEASTBOUNDPeak Hour Turning Movement Count
1507
Total Vehicles (PM) Bikes (PM)
El Camino Real & Faraday Ave
Thursday
03/07/2019
CONTROL WESTBOUND07:15 AM - 08:15 AM
Total Vehicles (Noon)
Pedestrians (Crosswalks)
Bikes (NOON)
882 COUNT PERIODSBikes (AM)
NOONAM PM
1 0
1 2 1 0 0 0 5 0 1 0 0 2 0 1
0 2
0 0 0 1 0 0
PM
AM
AM
NOON
PM
PM
NOON
AM
AM
NOON
PM
NOON
1
0
0
1
2
0 020130N/A
N/A
N/A
N/A
N/A
N/A N/AN/AN/AN/AN/AN/A109
912
196
95
249
24 141153455249664981N/A
N/A
N/A
N/A
N/A
N/A N/AN/AN/AN/AN/AN/A183
302
440
532
827
91 217652681461505770
1
1
2
0
0 000010NOONPMAMNOONAMPMNOONAMPMNOONPMAMExhibit 2
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National Data & Surveying Services
Intersection Turning Movement CountLocation:Orion Rd & Faraday AveCity:Carlsbad Project ID:19-04113-004
Control:Signalized Date:
NS/EW Streets:
1 1 0 0 1 1 0 0 1 2 0 0 1 2 0 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL7:00 AM 7 5 10 0 1 1 1 0 2 113 6 1 7 251 15 0 4207:15 AM 7 1 14 0 3 2 2 0 5 143 6 0 9 272 9 0 4737:30 AM 12 3 19 0 4 1 3 0 7 144 5 1 6 282 21 0 508
7:45 AM 19 2 18 0 0 1 1 0 6 192 6 0 9 355 17 0 6268:00 AM 9 4 23 0 4 1 3 0 3 160 6 0 9 293 21 1 5378:15 AM 10 0 22 0 4 0 1 0 1 151 4 1 4 273 17 0 4888:30 AM 8 2 20 0 7 1 1 0 0 104 6 2 5 268 10 0 434
8:45 AM 18 8 23 0 5 1 2 0 9 127 5 3 10 276 12 0 499
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTALTOTAL VOLUMES :90 25 149 0 28 8 14 0 33 1134 44 8 59 2270 122 1 3985APPROACH %'s :34.09%9.47%56.44%0.00%56.00%16.00%28.00%0.00%2.71%93.03%3.61%0.66%2.41%92.58%4.98%0.04%
PEAK HR :07:30 AM 39 37 44 07:45 AM TOTALPEAK HR VOL :50 9 82 0 12 3 8 0 17 647 21 2 28 1203 76 1 2159
PEAK HR FACTOR :0.658 0.563 0.891 0.000 0.750 0.750 0.667 0.000 0.607 0.842 0.875 0.500 0.778 0.847 0.905 0.250
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
1 1 0 0 1 1 0 0 1 2 0 0 1 2 0 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL4:00 PM 16 6 36 0 19 0 9 0 5 255 7 8 4 135 3 0 5034:15 PM 8 2 10 0 13 0 4 0 4 201 10 10 7 139 11 2 4214:30 PM 11 0 24 0 23 0 4 0 1 242 6 8 8 183 4 0 5144:45 PM 4 0 21 0 14 0 1 0 4 220 6 13 6 164 7 0 4605:00 PM 14 3 26 0 33 0 4 0 4 310 2 11 5 189 3 0 6045:15 PM 5 0 30 0 16 0 4 0 2 329 8 12 3 158 5 0 5725:30 PM 10 5 12 0 18 0 2 0 2 264 6 11 2 171 1 0 5045:45 PM 6 0 7 0 10 0 2 0 -1 219 2 13 1 120 6 0 385
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :74 16 166 0 146 0 30 0 21 2040 47 86 36 1259 40 2 3963APPROACH %'s :28.91%6.25%64.84%0.00%82.95%0.00%17.05%0.00%0.96%92.98%2.14%3.92%2.69%94.17%2.99%0.15%
PEAK HR :04:30 PM 291 289 296 05:00 PM TOTAL
PEAK HR VOL :34 3 101 0 86 0 13 0 11 1101 22 44 22 694 19 0 2150PEAK HR FACTOR :0.607 0.250 0.842 0.000 0.652 0.000 0.813 0.000 0.688 0.837 0.688 0.846 0.688 0.918 0.679 0.000
EASTBOUND
3/7/2019
Faraday Ave
NORTHBOUND
Faraday Ave
0.858
WESTBOUND
Orion Rd Orion Rd
0.719 0.842
EASTBOUND
PM
AM
07:30 AM - 08:30 AM
NORTHBOUND
0.904 0.862
Total
0.8900.839
WESTBOUND
0.933
SOUTHBOUND
0.802 0.669
04:30 PM - 05:30 PM
SOUTHBOUND
Exhibit 2
National Data & Surveying Services
Intersection Turning Movement Count
Location:Orion Rd & Faraday AveCity:Carlsbad Project ID:19-04113-004Control:Signalized Date:
NS/EW Streets:
1 1 0 0 1 1 0 0 1 2 0 0 1 2 0 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL7:00 AM 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 37:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 17:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 17:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 18:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 1 2 0 0 1 0 0 0 2 0 0 6
APPROACH %'s :0.00%33.33%66.67%0.00%0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%PEAK HR :07:30 AM 39 37 44 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 2PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
1 1 0 0 1 1 0 0 1 2 0 0 1 2 0 0NLNTNRNUSLSTSRSUELETEREUWLWTWRWU TOTAL4:00 PM 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 0 3
4:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 14:30 PM 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 0 44:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 15:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 25:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 15:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTALTOTAL VOLUMES :0 1 0 0 0 0 0 0 0 8 1 0 0 2 0 0 12
APPROACH %'s :0.00%100.00%0.00%0.00%0.00%88.89%11.11%0.00%0.00%100.00%0.00%0.00%
PEAK HR :04:30 PM 291 289 296 TOTAL
PEAK HR VOL :0 1 0 0 0 0 0 0 0 4 1 0 0 1 0 0 7PEAK HR FACTOR :0.00 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.333 0.250 0.000 0.000 0.250 0.000 0.000
3/7/2019
04:30 PM - 05:30 PM
0.4380.250 0.417 0.250
07:30 AM - 08:30 AM
0.500
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.250 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Bikes
Orion Rd Orion Rd Faraday Ave Faraday Ave
Exhibit 2
National Data & Surveying Services
Intersection Turning Movement CountLocation:Orion Rd & Faraday Ave Project ID:19-04113-004City:Carlsbad Date:3/7/2019
NS/EW Streets:
EB WB EB WB NB SB NB SB TOTAL7:00 AM 1 0 0 1 0 0 2 1 57:15 AM 0 0 0 0 0 0 0 0 07:30 AM 0 0 0 0 0 0 0 0 07:45 AM 0 0 0 0 0 0 0 1 18:00 AM 0 0 3 0 1 1 0 0 58:15 AM 0 0 0 0 0 0 0 0 08:30 AM 0 0 0 0 0 0 0 0 08:45 AM 0 0 0 1 0 0 0 0 1
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :1 0 3 2 1 1 2 2 12
APPROACH %'s :100.00%0.00%60.00%40.00%50.00%50.00%50.00%50.00%
PEAK HR :07:30 AM 38 36 43 TOTAL
PEAK HR VOL :0 0 3 0 1 1 0 1 6
PEAK HR FACTOR :0.250 0.250 0.250 0.250
Headers NEB NWB SEB SWB ENS ESB WNB WSB
EB WB EB WB NB SB NB SB TOTAL
4:00 PM 1 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 1 0 1
4:30 PM 0 0 0 2 0 2 3 3 10
4:45 PM 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :1 0 0 2 0 2 4 3 12
APPROACH %'s :100.00%0.00%0.00%100.00%0.00%100.00%57.14%42.86%
PEAK HR :04:30 PM 288 286 293 TOTAL
PEAK HR VOL :0 0 0 2 0 2 3 3 10
PEAK HR FACTOR :0.250 0.250 0.250 0.250
AM NORTH LEG SOUTH LEG EAST LEG
Orion Rd Orion Rd Faraday Ave
0.3000.250 0.250 0.250
PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
0.2500.250 0.250 0.250
Pedestrians (Crosswalks)
WEST LEG
07:30 AM - 08:30 AM
Faraday Ave
04:30 PM - 05:30 PM
Exhibit 2
Prepared by National Data & Surveying Services
ID:19-04113-004 Day:
City:Carlsbad Date:
AM 83120 AM
NOON 0000 NOON
PM 13 0 86 0 PM
AM NOON PM PM NOON AM
0110 0 19 0 76
2 694 0 1203
2044 0122 0 28
17 0 11 1 TEV 2159 0 2150 0 001
647 0 1101 2 PHF 0.86 0.89
21 0 22 0 0110
AM NOON PM PM NOON AM
PM 0343101PM
NOON 0000NOON
AM 050982AM Faraday Ave07:00 AM - 09:00 AM
NONE
1263 0 785
Orion Rd
52
0
Orion Rd
SOUTHBOUND
04:00 PM - 06:00 PM
NORTHBOUND
1288
0PEAK HOURSTotal Vehicles (AM)
NONE
04:30 PM - 05:30 PM
102
33
0
Signalized
Faraday AveEASTBOUNDPeak Hour Turning Movement Count
44
Total Vehicles (PM) Bikes (PM)
Orion Rd & Faraday Ave
Thursday
03/07/2019
CONTROL WESTBOUND07:30 AM - 08:30 AM
Total Vehicles (Noon)
Pedestrians (Crosswalks)
Bikes (NOON)
742 COUNT PERIODSBikes (AM)
NOONAM PM
2 1
2 0 0 0 0 0 0 0 0 3 0 0 0 1
00
3 0 1 003
PM
AM
AM
NOON
PM
PM
NOON
AM
AM
NOON
PM
NOON
0
1
0
0
1
0 000000N/A
N/A
N/A
N/A
N/A
N/A N/AN/AN/AN/AN/AN/A28
1203
76
21
647
17 831250982N/A
N/A
N/A
N/A
N/A
N/A N/AN/AN/AN/AN/AN/A22
694
19
22
1101
11 130863431010
1
0
1
4
0 000010NOONPMAMNOONAMPMNOONAMPMNOONPMAMExhibit 2
~ ... ~ lt
t. ¢=i ..
~ " ., C"
-+
~ ¢
IntersectionSBL SBT SBR EBL EBT EBR WBL WBT WBR TOTAL %growth202113 31 137 443 682 49 13552021(Adjusted)21 50 196 710 1162 79 2218 64%IntersectionSBL SBT SBR EBL EBT EBR WBL WBT WBR TOTAL %growth202140 67 42 650 568 23 13902021(Adjusted)64 110 68 1114 810 37 2203 58%PMPeakHourAMPeakHourPalmerWay&FaradayAvenueGrowthCalculatuionsExhibit 2
EB WB Total NB SB Total NB SB Total PostͲCOVID PreͲCOVID
12:00AM 13 13 26 1 1 2 2 2 4 30 ADT 4359 4660
12:15AM 448011022 10 %Change
12:30AM 9 3 12202303 15
12:45AM 246123235 11
01:00AM 2 1113000000 13
01:15AM 112101202 4 BothApproaches HighestApproach
01:30AM 11 4 15000000 15 MajorStreet MinorStreet
01:45AM 6 2 8 1 0 1 2 0 2 10 10:30 1058 96
02:00AM 2 0 2 0 1 1 0 2 2 4 11:30 1209 141
02:15AM 2 3 5 2 0 2 3 0 3 8 12:30 1233 81
02:30AM 3 1 4 2 0 2 3 0 3 7 01:30 1373 70
02:45AM 6 2 8 2 1 3 3 2 5 13 02:30 1571 114
03:00AM 2 5 7 3 2 5 4 3 7 14 03:30 1679 154
03:15AM 9 2 11 3 2 5 4 3 7 18 04:30 2121 176
03:30AM 13 7 20 10 0 10 11 0 11 31 05:30 1462 56
03:45AM 37 14 51 6 0 6 7 0 7 58
04:00AM 10 16 26 2 13 15 3 14 17 43
04:15AM 6 1622224336 28
04:30AM 11 33 44 6 4 10 7 5 12 56 BothApproaches HighestApproach
04:45AM 19 74 93 4 1 5 5 2 7 100 MajorStreet MinorStreet
05:00AM 47 42 89 3 5 8 4 6 10 99 02:00 1564 117
05:15AM 36 48 84 13 4 17 14 5 19 103 03:00 1501 126
05:30AM 55 69 124 33 6 39 36 7 43 167 04:00 1861 159
05:45AM 125 166 291 52 5 57 56 6 62 353 05:00 2004 115
06:00AM 85 104 189 43 10 53 46 11 57 246
06:15AM 80 131 211 30 11 41 33 12 45 256
06:30AM 119 182 301 42 11 53 45 12 57 358
06:45AM 137 233 370 68 9 77 73 10 83 453
07:00AM 140 277 417 48 16 64 29 60 89 506
07:15AM 182 272 454 40 13 53 33 58 91 545
07:30AM 171 303 474 23 13 36 67 23 90 564
07:45AM 246 358 604 37 4 41 87 22 109 713
08:00AM 221 295 516 57 11 68 61 16 77 593
08:15AM 145 287 432 36 19 55 60 10 70 502
08:30AM 119 278 397 35 12 47 25 58 83 480
08:45AM 155 298 453 33 26 59 28 52 80 533
09:00AM 117 215 332 33 20 53 36 22 58 390
09:15AM 96 224 320 26 12 38 28 13 41 361
09:30AM 115 177 292 31 15 46 34 17 51 343
09:45AM 107 167 274 41 29 70 44 32 76 350
10:00AM 86 143 229 28 17 45 30 19 49 278
10:15AM 97 117 214 22 18 40 24 20 44 258
10:30AM 128 130 258 35 15 50 38 17 55 313
10:45AM 118 135 253 21 18 39 23 20 43 296
11:00AM 151 130 281 35 24 59 38 26 64 345
11:15AM 132 134 266 35 30 65 38 33 71 337
11:30AM 139 119 258 32 40 72 35 43 78 336
11:45AM 189 135 324 28 33 61 30 36 66 390
12:00PM 167 160 327 35 26 61 38 28 66 393
12:15PM 154 146 300 21 31 52 23 34 57 357
12:30PM 158 149 307 30 22 52 33 24 57 364
12:45PM 145 189 334 19 28 47 21 30 51 385
01:00PM 140 174 314 14 17 31 15 19 34 348
01:15PM 127 151 278 16 7 23 18 8 26 304
01:30PM 203 157 360 21 18 39 23 20 43 403
01:45PM 165 155 320 18 13 31 20 14 34 354
02:00PM 194 161 355 16 11 27 18 12 30 385
02:15PM 192 146 338 29 22 51 32 24 56 394
02:30PM 275 207 482 31 39 70 34 42 76 558
02:45PM 221 168 389 12 36 48 13 39 52 441
03:00PM 220 135 355 13 21 34 14 23 37 392
03:15PM 205 140 345 12 9 21 13 10 23 368
03:30PM 228 171 399 16 56 72 18 60 78 477
03:45PM 235 167 402 15 30 45 17 33 50 452
04:00PM 301 186 487 22 33 55 24 36 60 547
04:15PM 240 151 391 12 23 35 13 25 38 429
04:30PM 317 203 520 12 19 31 37 64 101 621
04:45PM 281 182 463 7 10 17 24 34 58 521
05:00PM 388 223 611 7 15 22 23 53 76 687
05:15PM 348 179 527 6 7 13 21 25 46 573
05:30PM 293 192 485 8 11 19 16 24 40 525
05:45PM 237 144 381 7 7 14 20 13 33 414
06:00PM 205 118 323 0 5 5 10 6 16 339
06:15PM 169 104 273 3 12 15 4 13 17 290
06:30PM 115 75 190 3 8 11 4 9 13 203
06:45PM 88 69 157 2 4 6 3 5 8 165
07:00PM 74 66 140 5 4 9 6 5 11 151
07:15PM 83 58 141 6 5 11 7 6 13 154
07:30PM 63 41 104 1 3 4 2 4 6 110
07:45PM 50 27 77 4 5 9 5 6 11 88
08:00PM 45 33 78 3 7 10 4 8 12 90
08:15PM 40 14 54 1 3 4 2 4 6 60
08:30PM 31 33 64 1 1 2 2 2 4 68
08:45PM 28 20 48 0 0 0 0 0 0 48
09:00PM 26 19 45 2 2 4 3 3 6 51
09:15PM 24 19 43 1 0 1 2 0 2 45
09:30PM 26 15 41 1 2 3 2 3 5 46
09:45PM 32 26 58 0 0 0 0 0 0 58
10:00PM 28 18 46 1 5 6 2 6 8 54
10:15PM 15 9 24000000 24
10:30PM 23 11 34 0 0 0 0 0 0 34
10:45PM 11 9 20101202 22
11:00PM 16 19 35 1 0 1 2 0 2 37
11:15PM 12 8 20022033 23
11:30PM 11 11 22 0 0 0 0 0 0 22
11:45PM 6 7 13000000 13
TOTAL 20610 2498 3233
Warrant1Ͳ8ͲHrADT
Warrant2Ͳ4ͲHrADT
Time
Time
FaradayAvenue PalmerWay
(adjusted)
Faraday+
Palmer
(adjusted)
StreetlightData
6.9%
PalmerWay
(June2020)
Exhibit 2
I I
AAttachment C
Existing Conditions
Peak Hour Intersection LOS Worksheets & Queue Reports
Exhibit 2
CHEN RYAN
Faraday Avenue & Palmer Way ICE Existing
2: Faraday Avenue & Palmer Way AM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Intersection
Int Delay, s/veh 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 196 710 1 0 1162 79 0 0 0 21 0 50
Future Vol, veh/h 196 710 1 0 1162 79 0 0 0 21 0 50
Conflicting Peds, #/hr 0 00000000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 70 -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 22222222222
Mvmt Flow 213 772 1 0 1263 86 0 0 0 23 0 54
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1349 0 0 - - 0 1831 2548 387 2118 2505 675
Stage 1 ------1199 1199 - 1306 1306 -
Stage 2 ------6321349 - 812 1199 -
Critical Hdwy 4.14-----7.546.546.947.546.546.94
Critical Hdwy Stg 1 ------6.545.54-6.545.54-
Critical Hdwy Stg 2 ------6.545.54-6.545.54-
Follow-up Hdwy 2.22 -----3.524.023.323.524.023.32
Pot Cap-1 Maneuver 506 - - 0 - - 47 26 611 29 28 396
Stage 1 - - - 0 - - 197 257 - 169 228 -
Stage 2 - - - 0 - - 435 217 - 339 257 -
Platoon blocked, %- -- -
Mov Cap-1 Maneuver 506 -----2715611~ 1916396
Mov Cap-2 Maneuver - - - - - - 73 3 - 67 89 -
Stage 1 ------114149-98228-
Stage 2 ------375217-196149-
Approach EB WB NB SB
HCM Control Delay, s 3.7 0 0 46.4
HCM LOS A E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBRSBLn1
Capacity (veh/h)- 506 ----161
HCM Lane V/C Ratio - 0.421 ----0.479
HCM Control Delay (s) 0 17.2 ----46.4
HCM Lane LOS A C ----E
HCM 95th %tile Q(veh) - 2.1 ----2.3
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Exhibit 2
tf+
Faraday Avenue & Palmer Way ICE Existing
2: Faraday Avenue & Palmer Way PM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Intersection
Int Delay, s/veh 3.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 68 1114 1 0 810 37 0 0 0 64 2 110
Future Vol, veh/h 68 1114 1 0 810 37 0 0 0 64 2 110
Conflicting Peds, #/hr 0 00000000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 70 -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 22222222222
Mvmt Flow 74 1211 1 0 880 40 0 0 0 70 2 120
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 920 0 0 - - 0 1801 2280 606 1654 2260 460
Stage 1 ------1360 1360 - 900 900 -
Stage 2 ------441920-7541360 -
Critical Hdwy 4.14-----7.546.546.947.546.546.94
Critical Hdwy Stg 1 ------6.545.54-6.545.54-
Critical Hdwy Stg 2 ------6.545.54-6.545.54-
Follow-up Hdwy 2.22 -----3.524.023.323.524.023.32
Pot Cap-1 Maneuver 738 - - 0 - - 50 39 440 ~ 65 40 548
Stage 1 - - - 0 - - 156 215 - 300 355 -
Stage 2 - - - 0 - - 565 348 - 367 215 -
Platoon blocked, %- -- -
Mov Cap-1 Maneuver 738 -----3635440~ 6036548
Mov Cap-2 Maneuver ------105119-163129-
Stage 1 ------140194-270355-
Stage 2 ------439348-330194-
Approach EB WB NB SB
HCM Control Delay, s 0.6 0 0 38.8
HCM LOS A E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBRSBLn1
Capacity (veh/h)- 738 ----289
HCM Lane V/C Ratio - 0.1 ----0.662
HCM Control Delay (s) 0 10.4 ----38.8
HCM Lane LOS A B ----E
HCM 95th %tile Q(veh) - 0.3 ----4.3
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Exhibit 2
tf+
Faraday Avenue & Palmer Way ICE Existing
1: El Camino Real & Faraday Avenue AM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 26 274 104 115 960 206 549 793 632 1667 153
v/c Ratio 0.51 0.35 0.22 0.91 0.92 0.35 0.95 0.53 0.86 0.95 0.23
Control Delay 100.6 46.0 1.0 120.8 61.1 9.3 84.5 43.4 64.9 57.6 3.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 100.6 46.0 1.0 120.8 61.1 9.3 84.5 43.4 64.9 57.6 3.3
Queue Length 50th (ft) 25 109 0 110 457 17 ~274 235 298 ~588 0
Queue Length 95th (ft) #72 152 0 #240 #574 82 #398 297 355 #700 32
Internal Link Dist (ft)547 373 1357 567
Turn Bay Length (ft) 137 422 149 272 204 248 182
Base Capacity (vph)51 982 559 127 1134 620 576 1496 905 1749 655
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.51 0.28 0.19 0.91 0.85 0.33 0.95 0.53 0.70 0.95 0.23
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Exhibit 2
Faraday Avenue & Palmer Way ICE Existing
1: El Camino Real & Faraday Avenue PM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 115 1047 673 223 368 537 188 1720 298 805 22
v/c Ratio 0.71 2.20 1.37 0.68 0.46 0.90 0.20 0.87 0.79 0.68 0.05
Control Delay 88.5 575.7 200.0 67.1 52.2 43.0 33.4 38.0 81.0 56.2 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 88.5 575.7 200.0 67.1 52.2 43.0 33.4 38.0 81.0 56.2 0.2
Queue Length 50th (ft) 111 ~888 ~586 197 160 236 91 627 147 275 0
Queue Length 95th (ft) 153 #873 #636 257 197 #343 m113 m#693 199 311 0
Internal Link Dist (ft)547 332 1245 567
Turn Bay Length (ft) 137 422 149 272 204 248 182
Base Capacity (vph) 214 476 493 391 818 599 922 1978 418 1806 643
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.54 2.20 1.37 0.57 0.45 0.90 0.20 0.87 0.71 0.45 0.03
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Exhibit 2
AAttachment D
Signal Warrants
Exhibit 2
CHEN RYAN
LocaƟŽŶ͗:ƵƌŝƐĚŝĐƟŽŶ͗CouŶt Data DatĞ͗ŶĂůysis DatĞ͗MaiŶRoadway SpeeĚ͗PoƉƵůaƟŽŶ ůĞƐƐƚŚĂŶϭϬ͕ϬϬϬ͍͗YES / NOŶĂůysƚ͗Reviewer͗IŶterseĐƟŽŶŝĂŐramPalmer Way & Faraday AvenueCity of CarlsbadJanuary 14, 2021February 15, 2021Posted: 40 MPH85th Percentile: 43 MPHCBExhibit 20 CHEN RYAN
California MUTCD 2014 Edition Page 841
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California)
Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014
Part 4 – Highway Traffic Signals $0 $0 30 30 30 30 30 30 $0 $0 30 30 30 30 30 30
PSKFaraday Avenue
Palmer Way
11 SD
January 14, 2021
Exhibit 2
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 1 of 5)
DIST co RTE PM
Major St: ______________ _
Minor St:---------------
COUNT DATE _________ _
CALC ____ _ DATE ____ _
CHK ____ _ DATE ____ _
Critical Approach Speed
Critical Approach Speed
______ mph
______ mph
Speed limit or critical speed on major street traffic> 40 mph ......................... □ } or RURAL (R)
In built up area of isolated community of < 10,000 population ....................... _SJ,
V URBAN(U)
WARRANT 1 -Eight Hour Vehicular Volume SATISFIED YES O NO ~
(Condition A or Condition B or combination of A and B must be satisfied)
Condition A -Minimum Vehicle Volume 100% SATISFIED YES □ NO ~
MINIMUM REQUIREMENTS 80% SATISFIED YES □ NO IV
(80% SHOWN IN BRACKETS)
u R u R
APPROACH 1 2 or More LANES Ill/Ill H our
Both Approaches 500 350 600 420
Major Street (400) (280) (480) (336)
Highest Approach 150 105 200 140
Minor Street (120) (84) (160) (112)
Condition B -Interruption of Continuous Traffic 100% SATISFIED YES O NO rs/
MINIMUM REQUIREMENTS 80% SATISFIED YES 0 NO ~
(80% SHOWN IN BRACKETS)
u R u R
APPROACH 1 2 or More Ill/Ill H LANES our
Both Approaches 750 525 900 630
Major Street (600) (420) (720) (504)
Highest Approach 75 53 100 70
Minor Street (60) (42) (80) (56)
Combination of Conditions A & B SATISFIED YES O NO g
REQUIREMENT CONDITION ✓ FULFILLED
A. MINIMUM VEHICULAR VOLUME
No rJ/ TWO CONDITIONS Yes D SATISFIED 80% AND,
B. INTERRUPTION OF CONTINUOUS TRAFFIC
AND, AN ADEQUATE TRIAL OF OTHER ALTERNATIVES THAT COULD
Yes D No fil CAUSE LESS DELAY AND INCONVENIENCE TO TRAFFIC HAS FAILED
TO SOLVE THE TRAFFIC PROBLEMS
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.
California MUTCD 2014 Edition Page 848
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California)
Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014
Part 4 – Highway Traffic Signals
Exhibit 2
Table 4C-1. Warrant 1, Eight-Hour Vehicular Volume
Condition A-Minimum Vehicular Volume
Number of lanes for moving
traffic on each approach
Vehicles per hour on major street
(total of both approaches)
Vehicles per hour on higher-volume
minor-street approach (one direction only)
Major Street Minor Street 100%· 80%b 70%' 56%d 100%• 80%b 70%' 56%d
1 1 500 400 350 280 150 120 105 84
2 or more 1 600 480 420 336 150 120 105 84
2 or more 2 or more 600 480 420 336 200 160 140 11 2
1 2 or more 500 400 350 280 200 160 140 112
Condition B-lnterruption of Continuous Traffic
Number of lanes for moving
traffic on each approach
Vehicles per hour on major street
(total of both approaches)
Vehicles per hour on higher-volume
minor-street approach (one direction only)
Major Street Minor Street 100%· 80%b 70%' 56%d 100%· 80%b 70%' 56%d
1 1 750 600 525 420 75 60 53 42
2 or more 1 900 720 630 504 75 60 53 42
2 or more 2 or more 900 720 630 504 100 80 70 56
1 2 or more 750 600 525 420 100 80 70 56
" Basic minimum hourly volume
b Used for combination of Conditions A and B after adequate trial of other remedial measures
' May be used when the major-street speed exceeds 40 mph or in an isolated community with a population of less
than 10,000
' May be used for combination of Conditions A and B after adequate trial of other remedial measures when the
major-street speed exceeds 40 mph or in an isolated community with a population of less than 10,000
California MUTCD 2014 Edition Page 842
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California)
Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014
Part 4 – Highway Traffic Signals 30 30 30 30
30
Exhibit 2
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 2 of 5)
WARRANT 2 -Four Hour Vehicular Volume SATISFIED* YES -'if NO □
Record hourly vehicular volumes for any four hours of an average day.
APPROACH LANES
Both Approaches -Major Street
Higher Approach -Minor Street
2 or
One More
l(
*All plotted points fall above the applicable curve in Figure 4C-1 . (URBAN AREAS)
Hour
OR, All plotted points fall above the applicable curve in Figure 4C-2. (RURAL AREAS)
Yes ~ No □
Yes D No □
WARRANT 3 -Peak Hour SATISFIED YES d NO □
(Part A or Part B must be satisfied)
PART A SATISFIED YES □ NO □
(All parts 1, 2, and 3 below must be satisfied for the same
one hour, for any four consecutive 15-minute periods)
1. The total delay experienced by traffic on one minor street approach (one direction only)
controlled by a STOP sign equals or exceeds four vehicle-hours for a one-lane Yes D No D
approach, or five vehicle-hours for a two-lane approach; AND
2. The volume on the same minor street approach (one direction only) equals or exceeds Yes D No D
100 vph for one moving lane of traffic or 150 vph for two moving lanes; AND
3. The total entering volume serviced during the hour equals or exceeds 800 vph
for intersections with four or more approaches or 650 vph for intersections with
three approaches.
Yes D No D
PARTB SATISFIED YES d NO □
2 or H APPROACH LANES One More our
Both Approaches -Major Street X
Higher Approach -Minor Street X
The plotted point falls above the applicable curve in Figure 4C-3. (URBAN AREAS) Yes g No □
OR, The plotted point falls above the applicable curve in Figure 4C-4. (RURAL AREAS) Yes D No □
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.
Data points fall outside ofthe extents of this figure.If plotted, however, alldata points (see inputs forWarrant 2) would fallabovethe"2orMoreLanes & 1 Lane" curve.Exhibit 2• I C-icu Vo 1 1 oc
Data point fallsabove the "2 orMore Lanes & 1Lane" curve.(2029, 176)Exhibit 2A p ur C 3 EET-VE CL rr n 3 o r 0 CHE )
Collision Date Report # Cause
12/4/2020 TBD TBD
04/10/20 20‐02203 failure to stop
01/31/20 20‐00696 unsafe speed
11/20/19 19‐07761 unsafe speed
07/01/19 19‐04418 unsafe speed
03/13/18 18‐01863 unsafe speed
02/27/17 17‐01239 failure to yield
12/04/16 16‐08308 unsafe speed
10/27/16 16‐07500 failure to yield
05/23/16 16‐03646 unsafe speed
03/04/16 16‐01507 rear end collision
01/14/16 16‐00265 failure to yield
Faraday Ave and Palmer Way Collision Summary
Exhibit 2
California MUTCD 2014 Edition Page 843
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California)
Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014
Part 4 – Highway Traffic Signals 1RW$SSOLFDEOHExhibit 2
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 3 of 5)
WARRANT 4 -Pedestrian Volume
(Parts 1 and 2 Must Be Satisfied)
A.
B.
Part 1 (Parts A or B must be satisfiedv
Hours --->
Vehicles per hour for
any 4 hours
Pedestrians per hour for
any 4 hours
Hours --->
Vehicles per hour for
any 1 hour
Pedestrians per hour for
any 1 hour
Part 2
I I
SATISFIED YES □ NO □
Figure 4C-5 or Figure 4C-6
SATISFIED YES □ NO □
Figure 4C-7 or Figure 4C-8
SATISFIED YES □ NO □
SATISFIED YES □ NO □
AND, The distance to the nearest traffic signal along the major street is greater Yes □ No □ than 300 ft
OR, The proposed traffic signal will not restrict progressive traffic flow along the major street. Yes □ No □
WARRANT 5 -School Crossing
(Parts A and B Must Be Satisfied)
SATISFIED YES □ NO □
ar P tA
G
SATISFIED YES □ NO □
ap/Minutes and # of Children Ho ur
Gaps Minutes Children Using Crossing vs
Minutes Number of Adequate Gaps G aps < Minutes
School Age Pedestrians Crossing Street / hr A ND Children > 20/hr
AND, Consideration has been given to less restrictive remedial measures.
YES O NO 0
YES □ NO 0
Yes D No D
Part B SATISFIED YES □ NO □
The distance to the nearest traffic signal along the major street is greater Yes □ No □ than 300 ft
OR, The proposed signal will not restrict the progressive movement of traffic. Yes □ No □
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.
California MUTCD 2014 Edition Page 844
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California)
Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014
Part 4 – Highway Traffic Signals
1RW$SSOLFDEOH
1RW$SSOLFDEOH
In the year 2016, five (5) collisions were reported due to injury or property damage.
Exhibit 2
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 4 of 5)
WARRANT 6 -Coordinated Signal System
(All Parts Must Be Satisfied)
SATISFIED YES □ NO □
MINIMUM REQUIREMENTS DISTANCE TO NEAREST SIGNAL
.::. 1000 ft N __ ft, s __ ft, E __ ft, w __ ft Yes □ No□
On a one-way street or a street that has traffic predominantly in one direction, the adjacent
traffic control signals are so far apart that they do not provide the necessary degree of
vehicular platooning. Yes □ No□ ~---------------------------------OR, On a two-way street, adjacent traffic control signals do not provide the necessary
degree of platooning and the proposed and adjacent traffic control signals will collectively
provide a progressive operation.
WARRANT 7 -Crash Experience Warrant
(All Parts Must Be Satisfied)
SATISFIED YES □ NO v'
Adequate trial of alternatives with satisfactory observance and enforcement has failed to
reduce the crash frequency. Yes □ No M'°'
REQUIREMENTS Number of crashes reported within a 12 month period Yes □ NJ susceptible to correction by a traffic signal, and involving injury
or damage exceeding the requirements for a reportable crash. -------------------------------------------------SOR MORE
REQUIREMENTS CONDITIONS ✓
Warrant 1, Condition A -
Minimum Vehicular Volume Yes □ No~ ONE CONDITION QB., Warrant 1, Condition B -
SATISFIED 80% Interruption of Continuous Traffic
OR, Warrant 4, Pedestrian Volume Condition
Ped Vol .::. 80% of Figure 4C-5 through Figure 4C-8
WARRANT 8 -Roadway Network
(All Parts Must Be Satisfied)
SATISFIED YES □ NO □
MINIMUM VOLUME ENTERING VOLUMES -ALL APPROACHES ✓ FULFILLED REQUIREMENTS
During Typical Weekday Peak Hour Veh/Hr
and has 5-year projected traffic volumes that meet one or more
1000 Veh/Hr of Warrants 1, 2, and 3 during an average weekday. Yes □ No□ ~-------------------------OR
During Each of Any 5 Hrs. of a Sat. or Sun ___ Veh/Hr
CHARACTERISTICS OF MAJOR ROUTES MAJOR MAJOR
ROUTE A ROUTE B
Hwy. System Serving as Principal Network for Through Traffic ~---------------------------------Rural or
Suburban Highway Outside Of, Entering, or Traversing a City ---------~------------------------Appears as Major Route on an Official Plan
Any Major Route Characteristics Met, Both Streets Yes □ No□
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.
California MUTCD 2014 Edition Page 845
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California)
Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014
Part 4 – Highway Traffic Signals 1RW$SSOLFDEOHExhibit 2
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 5 of 5)
WARRANT 9 -Intersection Near a Grade Crossing
(Both Parts A and B Must Be Satisfied)
SATISFIED YES □ NO □
PART A
A grade crossing exists on an approach controlled by a STOP or YIELD sign and the
center of the track nearest to the intersection is within 140 feet of the stop line or yield
line on the approach. Track Center Line to Limit Line __ ft
PARTB
There is one minor street approach lane at the track crossing -During the highest
traffic volume hour during which rail traffic uses the crossing, the plotted point falls above
the applicable curve in Figure 4C-9.
Major Street -Total of both approaches: __ VPH
Minor Street -Crosses the track (one direction only, approaching the intersection):
__ VPH X AF (Use Tables 4C-2, 3, & 4 below to calculate AF) = __ VPH
Yes □ No□
- ----------------------------------Yes □ No□
OR, There are two or more minor street approach lanes at the track crossing -
During the highest traffic volume hour during which rail traffic uses the crossing,
the plotted point falls above the applicable curve in Figure 4C-10.
Major Street -Total of both approaches : __ VPH
Minor Street -Crosses the track (one direction only, approaching the intersection):
__ VPH X AF (Use Tables 4C-2, 3, & 4 below to calcualte AF) = __ VPH
The minor street approach volume may be multiplied by up to three following adjustment factors (AF)
as described in Section 4C.10.
1-Number of Rail Traffic per Day _____________ Adjustment factor from table 4C-2 __
2-Percentage of High-Occupancy Buses on Minor Street Approach __ Adjustment factor from table 4C-3 __
3-Percentage of Tractor-Trailer Trucks on Minor Street Approach ___ Adjustment factor from table 4C-4 __
NOTE: If no data is availale or known, then use AF= 1 (no adjustment)
AAttachment E
Existing with Traffic Signal Conditions
Peak Hour Intersection LOS Worksheets & Queue Reports
Exhibit 2
CHEN RYAN
Faraday Avenue & Palmer Way ICE Existing - Signal
2: Faraday Avenue & Palmer Way AM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 196 710 1 1 1162 7911121150
Future Volume (veh/h) 196 710 1 1 1162 7911121150
Initial Q (Qb), veh 0 0 0 000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 213 772 1 1 1263 86 1 1 1 23 1 54
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, %222222222222
Cap, veh/h 240 1056 1 493 1457 99 58 58 58 38 2 89
Arrive On Green 0.13 0.29 0.29 0.28 0.43 0.43 0.10 0.10 0.10 0.08 0.08 0.08
Sat Flow, veh/h 1781 3642 5 1781 3376 230 579 579 579 484 21 1136
Grp Volume(v), veh/h 213 377 396 1 664 685 3 0 0 78 0 0
Grp Sat Flow(s),veh/h/ln 1781 1777 1870 1781 1777 1829 1737 0 0 1642 0 0
Q Serve(g_s), s 8.3 13.4 13.4 0.0 23.8 24.0 0.1 0.0 0.0 3.2 0.0 0.0
Cycle Q Clear(g_c), s 8.3 13.4 13.4 0.0 23.8 24.0 0.1 0.0 0.0 3.2 0.0 0.0
Prop In Lane 1.00 0.00 1.00 0.13 0.33 0.33 0.29 0.69
Lane Grp Cap(c), veh/h 240 515 542 493 767 789 173 0 0 128 0 0
V/C Ratio(X) 0.89 0.73 0.73 0.00 0.87 0.87 0.02 0.00 0.00 0.61 0.00 0.00
Avail Cap(c_a), veh/h 240 932 980 493 821 845 173 0 0 128 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 29.9 22.5 22.5 18.4 18.1 18.2 28.6 0.0 0.0 31.4 0.0 0.0
Incr Delay (d2), s/veh 30.1 2.0 1.9 0.0 9.2 9.2 0.2 0.0 0.0 19.6 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.4 5.5 5.8 0.0 10.7 11.0 0.1 0.0 0.0 1.9 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 60.0 24.5 24.4 18.4 27.3 27.3 28.8 0.0 0.0 51.0 0.0 0.0
LnGrp LOS E C C B C C C A A D A A
Approach Vol, veh/h 986 1350 3 78
Approach Delay, s/veh 32.2 27.3 28.8 51.0
Approach LOS CCCD
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 10.0 14.0 34.9 11.5 24.0 24.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.5 9.5 32.5 7.0 5.1 36.9
Max Q Clear Time (g_c+I1), s 5.2 10.3 26.0 2.1 2.0 15.4
Green Ext Time (p_c), s 0.0 0.0 4.4 0.0 0.0 5.0
Intersection Summary
HCM 6th Ctrl Delay 30.1
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
Exhibit 2
Faraday Avenue & Palmer Way ICE Existing - Signal
2: Faraday Avenue & Palmer Way PM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 68 1114 1 1 810 37 1 1 1 64 1 110
Future Volume (veh/h) 68 1114 1 1 810 37 1 1 1 64 1 110
Initial Q (Qb), veh 0 00000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 74 1211 1 1 880 40 1 1 1 70 1 120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, %222222222222
Cap, veh/h 93 1907 2 394 2397 109 2 2 2 80 1 137
Arrive On Green 0.05 0.52 0.52 0.22 0.69 0.69 0.00 0.00 0.00 0.13 0.13 0.13
Sat Flow, veh/h 1781 3644 3 1781 3462 157 579 579 579 606 9 1039
Grp Volume(v), veh/h 74 591 621 1 452 468 3 0 0 191 0 0
Grp Sat Flow(s),veh/h/ln1781 1777 1870 1781 1777 1842 1737 0 0 1653 0 0
Q Serve(g_s), s 6.2 35.6 35.6 0.1 15.7 15.7 0.3 0.0 0.0 17.0 0.0 0.0
Cycle Q Clear(g_c), s 6.2 35.6 35.6 0.1 15.7 15.7 0.3 0.0 0.0 17.0 0.0 0.0
Prop In Lane 1.00 0.00 1.00 0.09 0.33 0.33 0.37 0.63
Lane Grp Cap(c), veh/h 93 930 979 394 1230 1275 7 0 0 218 0 0
V/C Ratio(X) 0.80 0.64 0.64 0.00 0.37 0.37 0.44 0.00 0.00 0.88 0.00 0.00
Avail Cap(c_a), veh/h 101 930 979 394 1230 1275 214 0 0 325 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.09 0.09 0.09 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh70.3 25.5 25.5 45.5 9.5 9.5 74.5 0.0 0.0 63.9 0.0 0.0
Incr Delay (d2), s/veh 3.9 0.3 0.3 0.0 0.8 0.8 39.0 0.0 0.0 16.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln2.9 15.1 15.9 0.0 6.3 6.5 0.2 0.0 0.0 8.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 74.2 25.8 25.8 45.5 10.4 10.3 113.6 0.0 0.0 80.1 0.0 0.0
LnGrp LOS E C C D B B F A A F A A
Approach Vol, veh/h 1286 921 3 191
Approach Delay, s/veh 28.6 10.4 113.6 80.1
Approach LOS C B F F
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 24.3 12.3 108.4 5.1 37.7 83.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 8.5 75.5 18.5 5.5 78.5
Max Q Clear Time (g_c+I1), s 19.0 8.2 17.7 2.3 2.1 37.6
Green Ext Time (p_c), s 0.7 0.0 7.4 0.0 0.0 10.8
Intersection Summary
HCM 6th Ctrl Delay 25.8
HCM 6th LOS C
Exhibit 2
Faraday Avenue & Palmer Way ICE Existing - Signal
2: Faraday Avenue & Palmer Way AM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Lane Group EBL EBT WBL WBT NBT SBT
Lane Group Flow (vph) 213 773 1 1349 3 78
v/c Ratio 0.91 0.37 0.01 0.87 0.02 0.44
Control Delay 74.5 9.4 28.0 25.5 27.0 23.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 74.5 9.4 28.0 25.5 27.0 23.1
Queue Length 50th (ft) 96 72 0 270 1 10
Queue Length 95th (ft) #217 180 5 #372 8 49
Internal Link Dist (ft)373 552 199 626
Turn Bay Length (ft)70 150
Base Capacity (vph) 234 2160 157 1596 171 177
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.91 0.36 0.01 0.85 0.02 0.44
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Exhibit 2
Faraday Avenue & Palmer Way ICE Existing - Signal
2: Faraday Avenue & Palmer Way PM Peak Hour
Faraday Avenue & Palmer Way ICE Synchro 10 Report
Lane Group EBL EBT WBL WBT NBT SBT
Lane Group Flow (vph) 74 1212 1 920 3 191
v/c Ratio 0.52 0.43 0.02 0.38 0.04 0.77
Control Delay 87.6 7.5 70.0 11.7 61.7 66.4
Queue Delay 0.0 5.1 0.0 0.0 0.0 0.0
Total Delay 87.6 12.6 70.0 11.7 61.7 66.4
Queue Length 50th (ft) 76 253 1 172 2 137
Queue Length 95th (ft) m30 m70 8 330 14 215
Internal Link Dist (ft)332 543 135 630
Turn Bay Length (ft)70 150
Base Capacity (vph) 144 2795 64 2435 216 369
Starvation Cap Reductn 0 15010000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.51 0.94 0.02 0.38 0.01 0.52
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Exhibit 2