HomeMy WebLinkAboutRP 89-06; Carl's Jr. Restaurant; Redevelopment Permits (RP) (3)FEE: S175.00
RECEIPT NO:
ENVIRONMENTAL IMPACT ASSESSMENT FORJI - Part I
(To Be Completed by APPLICANT)
CASE NO: _
DATE: _
Applicant: CARL KARCHER ENTERPRISES
Address of Applicant: 1200 N. Harbor Blvd.
Anaheim, CA 92803
Phone Nuinber: (714 ) 774-5796
N^une, address and phone number of person to be contacted (if other than
Applicant): Jim Middleton 222 S. Harbor Bl. 714-491-4319
GENERAL INFORMATION:
Description of Project: Add additional Dining Room, Storage and Toilet
Rooms to existing restaurant.
Project Location/Address: 950 Elm St., Carlsbad, CA
Assessor Parcel Number: 203 - 320 - 41
Zone of Subject Property: VR Sub area 2
Proposed Use of Site; Same
List all other applicable applications related to this project:
Health Dept. & Buiiding Dept. ;
I. ENVIRONMENTAL IMPACT ANALYSIS
Answer the following questions by placing a check in the appropriate
space. (Discuss all items checked "yes". Attach additional sheets as
necessary.)
1) Could the project significantly change present
land uses in the vicinity of the activity?
2) Could the activity affect the use of a recreational
area, or area of important aesthetic value?
YES NO
K_
4) Could the activity result in the displacement of
community residents?
5) Could the activity increase the number of low and
modest cost housing units in the city?
6) Could the activity decrease the number of low and
modest cost housing units in the city?
7) Are any of the natural or man-made features in the
activity area unique, that is, not found in other
parts of the county, state or nation?
10) Does the activity significantly affect the
potential use, extraction, or conservation of a
scarce natural resource?
11) Could the activity significantly affect fish,
wildlife or plant life?
12) Are there any rare or endangered plant species
in the activity area?
13) Could the activity change existing features of
any of the city's lagoons, bays, or tidelands?
14) Could the activity change existing features of
any of the city's beaches?
15) Could the activity result in the erosion or
elimination of agricultural lands?
16) Could the activity serve to encourage development
of presently undeveloped areas or intensify develop-
ment of already developed areas?
3) Could the activity affect the functioning of an
established community or neighborhood? X *
8) Could the activity significantly affect an
historical or archaeological site or its settings? X_
9) Could the activity significantly affect the
potential use, extraction, or conservation of a
scarce natural resource? X
VES NO
17) Will the activity require a variance from
established environmental standards (air, water,
noise, etc.)? ^^^^^ X
18) Will the activity require certification, authoriza-
tion or issuance of a permit by any local, state or
federal environmental control agency? X
19) Will the activity require issuance of a variance
or conditional use permit by the City? X
20) Will the activity involve the application, use, or
disposal of potentially hazardous materials? X
21) Will the activity involve construction of
facilities in a flood plain? X
22) Will the activity involve construction of
facilities in the area of an active fault? x
23) Will the activity involve construction of
facilities on a slope of 25 percent or greater? X
24) Could the activity result in the generation of
significant amounts of noise? x
25) Could the activity result in the generation of
significant amounts of dust? X
26) Will the activity involve the burning of brush,
trees, or other materials? X
27) Could the activity result in a significant change
in the quality of any portion of the region's air
or water resources? (Should note surface, ground
water, off-shore.) X
28) Will the project substantially increase fuel .
consumption (electricity, oil, natural gas, etc.)? x
29) Will there be a significant change to existing
land fom? X
(a) Indicate estimated grading to be done in
cubic yards: .
(b) Percentage of alteration to the present
land form:
(c) Maximum height of cut or fill slopes:
30) Will the activity result in substantial increases
in the use of utilities, sewers, drains or streets?
31) Is the activity carried out as part of a larger
project or series of projects?
2. Describe the activity area, including distiguishing natural and man-
made characteristics; also provide precise slope analysis when
appropriate.
The existing restaurants located in a commerical activity
Corridor. There is a Service Station and Motel to the East, rental
apartments to the North, Restaurant and Service Station/Mart to
the West and Shopping Center to the South.
3. Describe energy conservation measures incorporated into the desiqn
and/or operation of the project.
No special energy measures are being used other then those
required by the uniform building code.
4. If residential, include the number of units, schedule OL nit ^zes,
range of sale prices or rents, and type of household size expected.
N/A
5. If commercial, indicate the type, whether neighborhood, city or
regionally oriented, square footage of sales area, and loading
facilities.
The facility is an existing restaurant within a city oriented location
There is 2565 S.F. of existing dining area which we propose to add
822 S.F.
6. If industrial, indicate type, estimated employment per shift, and
loading facilities.
N/A
7. If institutional, indicate the major function, estimated employment oer
shift, estimated occupancy, loading facilities, and community benefits
to be derived from the project.
N/A
II. STATEMENT OF NON-SIGNIFICANT ENVIRONMENTAL EFFECTS
If you have answered yes to one or more of the questions in Secion
I but you think the activity will have no significant environmental
effects, indicate your reasons below:
ITEM (19) The use requires a C.U.P. because of the Drive-Thru.
The addition is not changing the Drive-Thru or use.
The project meets current zoning and site requirements.
We feel that the project has no impact on the surrounding
areas and zoning.
III. COMMENTS OR ELABORATIONS TO ANY OF THE QUESTIONS IN SECTION I
(If additional space is needed for answering any questions, attach
additional sheets as needed.)
Signature j^m Middleton/Site Dev. Manager
(Person Completing Report)
Date Signed
r3 f :,*
Report on:
TRAFFIC & CIRCULATION STUDY
CARL'S JR. RESTAURANT
950 EAST ELM AVENUE
CARLSBAD, CALIFORNIA
wu.* c. • y'.j^-o
SITE D2V£IGPL;;UT
Prepared for:
MR. JIM MIDDLETON
CARL KARCHER ENTERPRISE
222 SOUTH HARBOR BOULEVARD,SUITE 300
ANAHEIM, CALIFORNIA 92805
Prepared by:
JUSTIN F. FARMER
TRANSPORTATION ENGINEERS, INC.
207 S. Brea Boulevard
Brea, C:A 92621
(714) 671-0226
Our File F737
September 26, 1989
TABLE OF CONTENTS
INTRODUCTION 1
THE PROJECT 1
SETTING 1
Figure 1 - Site Vicinity Map 2
Figure 2 - Site Plan 3
EXISTING TRAFFIC VOLUMES 4
Table 1 - Existing Daily Traffic Volumes Elm Avenue 4
Figure 3 - Directional Traffic Count Sheet 5
Figure 4 - Directional Traffic Count Sheet 6
Figure 5 - Directional Traffic Count Sheet 7
IMPACT ANALYSIS 8
Trip Generation Forecast 8
Table 2 - Trip Generation Forecast 8
Trip Generation Survey 9
Tcible 3 - Summary of Lunch Period Trip Generation 9
Table 4 - Trip Generation Existing & Future 9
Trip Distribution 10
Cxmulative Projects 10
Intersection Capacity Analysis 10
Figure 6 - Trip Distribution 11
Table 5 - Level of Service Descriptions 12
Table 6 - Summary of ICU and LOS 14
Mid-block Capacity Analysis 15
TcUDle 7 - Mid-block Capacity Analysis 15
Table 8 - Arterial Segment Capacities 16
Table 9 - LOS Descriptions - Roadway Sections 17
ACCESS 18
Driveway Volumes/Circulation 18
Figure 7 - Existing Driveway Volumes & Access Circ. 19
Figure 8 - Forecasted Driveway Volumes & Access Circ.... 20
SUMMARY AND CONCLUSION 21
APPENDIX
.HJSTIN F. FARMER TRANSPORTATION KNGINKKRS. INC
INTRODUCrriON
A proposal has been made to expand an existing Carl's Jr.
Restaurant, located at 950 East Elm Avenue, in the City of
Carlsbad, by adding approximately 822 square feet of building
area. Figure 1, Page 2, illustrates the site location.
The City of Carlsbad has requested a traffic study evaluating
traffic impacts of the proposed expansion project. This report,
which follows the City of Carlsbad "Guideline and Instruction for
the Preparation of Local Facilities Management Plan,
Transportation Impact Studies", addresses the project, traffic to
be generated by that project, and impacts which that traffic will
have on the adjacent street network.
THE PROJECT
The project consists of expanding an existing 2,565 square foot
Carl's Jr. Restaurant. The alterations include adding 822 square
feet of building area (509 square feet of dining area and 313
square feet of dry storage and restroom area) and reworking the
parking lay-out so that 40 parking stalls will be provided. The
project is anticipated to be completed by 1990. Figure 1, Page
3, is a drawing of the proposed expansion.
The site currently has one driveway on Elm Avenue and takes
access via an alley southwest of the site as well. Location of
access points and the drive-thru lane lay-out will not change as
a result of the proposed expansion.
SETTING
Land uses in the vicinity of the site are predominantly
commercial of nature. There are older residential units along
the alley south of the site. Streets serving the site are
Interstate Route 5, Elm Avenue and Harding Street.
Interstate Route 5 (San Dieao Freeway^ is the major facility
providing regional access for the site area. There is a full
freeway interchange at Elm Avenue. Both northbound and
southbound ramps intersections are signalized.
Elm Avenue is an east-west (northeast-southwest) secondary
arterial street with two travel lanes in each direction and
left-turn lines at major intersections. It is 64 feet wide along
the site frontage with a two-way left-turn lane along its
centeriine. Parking is not permitted on either side. The
intersection of Elm Avenue at Harding Street is signalized.
U-turns are not allowed at this intersection.
JUSTLN F. FARMFR 1 TRANSPORTATION KNCINLERS. INC
MAP SOURCE: THOMAS BROS.
SITE VICINITY MAP
FIG
1
JUSTIN F. FARMER 2 TRANSPORTATION KNCINKKRS. INC.
I
. J = Carl's Jr. CUR Tan.
archHeclurat division
po box 4999
anahwn, c. 92803
(714) 491-4363
SITE PLAN
FIG
2
s 1 !^ k i A KM i K
The City of Carlsbad has an improvement program for Elm Avenue
which is expected to be implemented by September, 1990. Based on
that plan, Elm Avenue will have a raised median island with
limited access to abutting properties and two travel lanes in
each direction. The intersection of Elm Avenue at Harding Street
will be widened enough to provide adequate room for both
eastbound and westbound U-turn maneuvers.
Harding Street is a north-south collector type street which
begins,to the north at its intersection at Grand Avenue and
terminates to the south at Magnolia Avenue. It is 54 wide
curb-to-curb with one travel lane, one parking lane, and one bike
lane in each direction.
EXISTING TRAFFIC VOLUMES
Daily traffic volumes on Elm Avenue and peak hour traffic volumes
for the intersection of Elm Avenue at Harding Street were
obtained from the City of Carlsbad traffic data file. Peak hour
traffic volumes at the intersections of Elm Avenue with freeway
ramps were manually counted during both morning and evening
commuter rush periods: i.e., 7:00 AM - 9:00 AM and 4:00 PM -
6:00 PM. From these peak "rush hour" data, the highest 60
minutes (one hour) was selected for "worst case" analysis.
Table 1, below lists daily traffic volumes while peak hour
traffic volumes are summarized and presented on Pages 5,6, and 7.
TABLE 1
EXISTING DAILY TRAFFIC VOLUMES*
ELM AVENUE
East of Jefferson West of Valley View
Eastbound Westbound Total Eastbound Westbound Total
12,033 13,328 25,361 7,729 7,472 15,201
*Source: City of Carlsbad, August 22, 1989
JUSTIN F. FARMER 4 TRANSPORTATION KNGINEFRS, INC.
Elm
VD
iH
rH
VD
y
AM PEAK PMPEAK TOTAL
19 23
419 642
X
cn
CNJ
Avenue
AM PEAK PM PEAK TOTAL
39 54
cn c
-H
T5 U
(d
a::
( 477l 7191 ) \
in
160 200
601 800
-cm 98
( 853 1098 I )
X
a\
CO
CM
DIRECTIONAL TRAFFIC COUNT
Elm Avenue
Harding Street
INTERSECTION
Carlsbad, CA
CITY
2|14|89
DAY OATE
Source: City of Carlsbad
PEAK
HOUR VO LUME
DIRECTIONAL TRAFFIC COUNT SHEET
F IG
3
JUSTIN F. FARMER TRANSPORTATION r.Nc 1NF.F:RS
a
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c o
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X)
j::
p
o w
Elm
vn
VD
CO
rH
ro
Avenue
620 728
AM PEAK PMPEAK TOTAL
I 230 I 1381"
436 573
>] 200 I 236 I
^ ( 820 l964 I )
( 666l 711 I )
a'
E
<n
Pi c o
C
P o
XI x:
D
O
CO
N ^
X DIRECTIONAL TRAFFIC COUNT
Elm Avenue
Southbound Ramp
INTERSECTION
Carlsbad, CA
CITY
Tuesday 9 19 89
DAY OATE
PEAK
7;.45 - 8:45
PM 4:30 - 5:30
HOUR VOLUME
FIG
DIRECTIONAL TRAFFIC COUNT SHEET 4
JUSTIN F. FAi^MFR 6 TRANSPORTATION F.NCI.NEERS
E
03
CC
V4-I
H-l
O
T)
C
P
O
X)
x:
4-1
o
Elm
AM PEAK PMPEAK TOTAL
266 308
290 737
( 556 11045 ); )
a e
Q:
HH
MH
O
C
P
o
x:
4J
LJ
O
2
Avenue
AM PEAK PMPEAK TOTAL
161 171
547 540
^ ( 708 I 7111 )
00
X
CO
DIRECTIONAL TRAFFIC COUNT
Elm Avenue
Northbound Ramps
INTERSECTION
Carlsbad/ CA
CITY
Wednesday 9|20|89
OAY OATE
AM 7:45 - 8:45
PEAK
HOUR VO LUME
FIG
DIRECTIONAL TRAFFIC COUNT SHEET 5
JUSTIN F. FAI^MER 7 TRANSPORTATION F.NClNF.tRS
IMPACT ANALYSIS
TRIP GENERATION FORECAST
Daily and peak hour traffic generation for projects such as that
being proposed here are normally expressed in terms of trip ends
per 1,000 square feet of gross floor area. A trip is defined as a
one-way vehicular journey either to or from the site, or it may
be a journey totally within the site. The latter is referred to
as an internal trip. Each trip will have two trip ends; one at
the origin and one at the destination of the trip.
Trip making characteristics for a vari
been collected from a large number o
projects, both in Southern Californi
the United States. The results of
reported upon by the ITE (Institute of
SANDAG (San Diego Association
(California Department of Transportat
and unpublished private studies.
ety of land use types have
f field studies at actual
a and elsewhere throughout
these studies have been
Transportation Engineers),
of Government), Caltrans
ion) and various published
For purposes of this study, SANDAG trip rates were used in order
to forecast daily, morning , and evening peak hour traffic which
will be generated by the proposed expansion. As a "worst case",
no deduction was applied due to potential passer-by trips. Trip
generation forecast is summarized in Table 2, below.
TABLE 2
TRIP GENERATION FORECAST
Carl's Jr. Restaurant Expansion, Carlsbad
EXISTING
2,565 SF
Daily
2-Way
(1)
(700.00)
1,800
AM Peak Hour
In Out
(2)
(16.8) (11.2)
EXPANDED
3,389 SF 2,370
NET INCREASE
822 SF 570
45
55
10
30
40
10
PM Peak Hour
In Out
(28.0) (28.0)
70 70
95
25
95
25
Trips are rounded to the nearest 10 for daily and nearest 5 for
peak hour.
(1) Number in parenthesis are trip rates per each 1,000 square
feet.
(2) Mid-day peak data not available. See text Page 9.
JUSTIN F. FARMER 8 TRANSPORTATION ENGINEERS, INC.
TRIP GENERATION SURVEY
A survey was conducted at the existing site in order to quantify
the trip generation during a lunch period. The study consisted
of manually counting all vehicles entering and leaving the site
from 11:45 AM until 2:30 PM. These data was then aggregated in
15 minute increments and are summarized in Table 3, below.
TABLE 3
SUMMARY OF LUNCH PERIOD TRIP GENERATION
Carl's Jr. Restaurant, Calsbad
Wednesday, September 20, 1989
Vehicles
Time Period In Out Total
11 .45 12' 00 28 18 46
12 :00 -12 :15 28 26 54*
12 :15 -12 :30 31 28 59*
12 :30 -12 :45 30 28 58*
12 :45 -1 :00 24 28 52*
1 00 -1 :15 22 30 52
1 .15 -1 : 30 16 20 38
1 •30 -1 :45 14 16 30
1 .45 -2 :00 12 16 28
2 .00 -2 :15 8 10 18
2 .15 -2 .30 8 12 20
* Highest 60 minute period is 12:00 to 1:00PM
Trip generation for the existing Carl's Jr. Restaurant during
mid-day peak hour, therefore is as summarized in Table 4, below.
TABLE 4
TRIP GENERATION
Existing Carl's Jr. Restaurant, Calsbad
Mid-day Peak Hour
Mid-day Peak Hour In Out Total
12:00 - 1:00 PM
Trips/1,000 SF
113
44.1
110
42 . 9
223
86.9
FUTURE CARL'S JR. RESTAURANT
12:00 - 1:00 PM
Expansion only
149
36
145
35
294
71
JUSTIN F. FARMER TRANSPORTATION ENGINEERS, INC.
TRIP DISTRIBUTION
Trip distribution for commercial/retail projects will vary
considerably during the day. In early and mid-morning hours
trips are largely made by vendors, delivery and sales people.
From late morning until late afternoon trips are predominantly
made by housewives, or non-working people. During evening peak
hours trips are made in part by non-working people and in part by
employed persons returning home from work. For a restaurant, on
the other hand, lunch periods are typically the time during which
both inbound and outbound traffic volumes are highest. During
this period, however, through traffic on the adjacent roadway is
usually not at its peak volume. Therefore, the noon traffic
period is normally not critical with respect to roadway capacity
conditions. The period and time that coincides with the evening
peak traffic period, i.e. 4:00 to 6:00 PM, is when the
combination of adjacent street and site traffic is the highest.
Because evening peak hour will be the critical time period for
the adjacent street network, as well as for this project, trip
distribution was based upon that evening peak hour. Figure 4, on
the following page, illustrates morning and evening peak, as well
as daily, traffic expected to be generated when the proposed
expansion will be implemented. Note that trips represent net
increase in traffic activity at intersections due to the proposed
822 square feet of building addition. Trip distribution also
assumes a raised median island will be installed along the site
frontage on Elm Avenue.
CUMULATIVE PROJECTS
Field observations as well as discussion with the City
Engineering staff indicated that inasmuch as the site vicinity
region is predominately developed, cumulative impacts of the very
few projects which may be constructed by 1990 will be minimal.
However, a 3% Annual growth was applied to the existing traffic
to account for potential increase in traffic due to future
regional growth.
INTERSECTION CAPACITY ANALYSIS
An assessment of impacts, which a project my have on a street
system generally consists of first analyzing key site vicinity
intersections under current conditions with ambient (non-project)
traffic. An analysis is next made of conditions at a time just
prior to full build-out of the project (assumed to be by 1990),
assuming that a number of nearby projects, which have been
approved but are not constructed, will have been fully occupied
and are contributing traffic to the street network.
JUSTIN F. FARMER 10 TRANSPORTATION ENGINEERS, INC
'A
H
a
H
00
c
o
o
L EGLND
AM - PM - DAILY
TRIPS ( NET INCREASE )
IN OUT
DAILY 285 285
AM 10 10
PM 25 25
4-10-114
6-15-170
40%
60%
ELM
40 ,^ 4-^0-114 40% 4-10-114
Discussions with the City of Carlsbad Engineering Department
indicate that the following intersections will be most critically
impacted and thus are to be analyzed.
1. Elm Avenue and Harding Street
2. Elm Avenue and southbound freeway ramps.
3. Elm Avenue and northbound freeway ramps.
Level of service analyses utilized the ICU (Intersection Capacity
Utilization) procedure. This process consists of comparing the
maximum capacity* of each street entering an intersection with
the actual volume on that street(s). The result is a
calculated volume to capacity (V/C) ratio. A summation of the
critical V/C ratios, plus allowance for yellow signal time
results in an ICU which may be thought of as the percentage of
an intersections' capacity that is actually utilized. A
correlation between ICU and LOS can be described as ranging frora
A (perfect) to F (failure) as described in Table 5, on Page .
Level of service analysis considered the following scenarios.
A. 1989 ambient (on-street, non-project) traffic.
B. 1990 ambient plus project traffic (expansion only).
Per City's guideline, maximum capacity was assumed to be 1,600
vehicles per hour per green for all lanes and conditions.
JUSTIN F. FARMER 12 TRANSPORTATION ENGINEERS, INC
TABLE 5
LEVEL OF SERVICE DESCRIFIIONS
Lavel of
Service
TRAFFIC QUALITY Nominal Range
of ICU (a)
A Low volumes; high speeds; speed noc restricted
by other vehicles; all signal cycles clear
with no vehicles waiting through more than
one signal cycle.
0.00 - 0.60
B Operating speeds beginning to be affected
by Other craffic; between one and ten percenc
of the signal cycles have one or more vehicles
which wait through more Chan one signal
cycle during peak traffic periods.
0.61 - 0.70
C Operacing speeds and maneuverabilicy closely
controlled by ocher craffic; becween 11 and
30 percent of che signal cycles have one or
more vehicles which waic chrough more chan
one signal cycle during peak Craffic periods;
recommended ideal design standard.
0.71 - 0.80
D Tolerable operacing speeds; 31 co 70 percent
of che signal cycles have one or more vehicles
which waic chrough more chan one signal cycle
during peak craffic periods; ofcen used as
design standard in urban areas.
0.81 - 0.90
E Capacity; the maximum traffic volume an inter-
section can accommodate; rescricced speeds;
71 CO 100 percenc of che signal cycles have
one or more vehicles which waic chrough
more Chan one signal cycle during peak
traffic periods.
0.91 - 1.00
F Long queues of craffic; unstable flow; stoppages
of long duracion; craffic volume and craffic
speed can drop co zero; craffic volume will be
less than Che volume which occurs aC Level of
Service E.
Noc Meaningful
(a) ICU (Intersection Capacity Utilization) at various level of
service versus level of service E for urban arcerial screecs.
Source: Highway Capacicy Manual. Highway Research Board Special Report 87,
National Academy of Sciences, Washington D.C, 1965, page 320.
JUSTIN F. FARMER 13 TRANSPORTATION ENGINEERS, INC.
A summary of the ICU's and level of service (LOS) for each
scenario is listed in Table 6, below. Calculation sheets are
enclosed in the Appendix herein.
TABLE 6
SUMMARY OF ICU AND LOS
AM Peak
ICU LOS
PM Peak
ICU LOS
Elm Avenue at
Harding Street
A. Existing
B. 1990 + Project
C. Mitigated
Elm Avenue at
SB Freeway Ramps
A. Existing
B. 1990 + Project
C. Mitigated
Elm Avenue at
NB Freeway Ramps
A. Existing
B. 1990 + Project
C. Mitigated
0.37 A
0.38 A
Not needed
0.58 A
0.60 A
Not needed
0.58 A
0.60 A
Not needed
0.50 A
0.53 A
Not needed
0.54 A
0.55 A
Not needed
0.73 C
0.76 C
Not needed
Data in Table 6 indicates that the three study intersections are
currently operating satisfactorily and will continue to do so in
1990 with full build-out of the proposed project. Project
impact, therefore, is nominal.
JUSTIN F. FARMER 14 TRANSPORTATION ENGINEERS, INC
MID-BLOCK CAPACITY ANALYSIS
Analysis of mid-block conditions consists of equating a given
daily traffic volume to a given level of service. The given
level of service and its equivalent daily volume have been
determined through years of observations by numerous professional
traffic engineers and by use of empirical data. One such
determination was made by the City of Calsbad which is shown in
Table 8, Page 16. The figures in that table were derived by
assuming average daily traffic volumes for the City's various
roadway classifications. Using methods derived from the Highway
Capacity Manual a range of service levels was also determined
which is depicted in Table 9, Page 17. The minimum level of
service allowable using this approach is a C level.
A comparison was made between daily volumes and corresponding
capacity for Elm Avenue (4-lane secondary arterial) in the
project vicinity. Table 7, below summarizes the results of that
comparison.
TABLE 7
MID-BLOCK CAPACITY ANALYSIS
Elm Avenue Between Harding and
Southbound Freeway Ramps
Volumes Capacity LOS C Elm St. LOS
A. Existing 25,360 26,670 C
B. 1990 + Project 26,690 26,670 C
(Existing geometries)
C. 1990 + Project 26,690 26,670 C
(Planned improvements)
Elm Avenue, therefore, will operate satisfactorily at a C level
of service when the planned improvement (raised median island)
will be implemented. The project traffic will not significantly
impact Elm Avenue traffic operation.
JUSTIN F. FARMER 15 TRANSPORTATION ENGINEERS, INC.
H
5
>
PC
o
H >
7.
7
TABLE B
ARTERIAL SBGMEOT CAPACITIES*
CITY OF CARLSBAD
ARTERIAL
CLASSIFICATIC^ ACCESS
6 LANE PRIME ARTERIAL NO
6 lANE HUME ARTERIAL SCME
4 LANE MAJC»^ ARTERIAL NO
4 LANE SECONDARY ARTERIAL SCME
4 LANE ODLLECrOR YES
2 LANE OOIIECrOR
2 LANE OOLLECIOR
2 LANE liXAL
NO
YES
YES
MEDIAN
YES
YES
YES
YES
NO
NO
NO
NO
LINK ADT
(IDS A)
40,000
33,340
26,670
20,000
16,670
13,340
10,000
6,675
KCNK ADI
(IDS B)
46,670
38,890
31,120
23,240
19,450
15,560
11,670
7,785
LINK ADT
(IDS C)
53,340
44,450
35,560
26,670
22,220
17,780
13,340
8,900
LINK ADT
(IDS D)
60,000
50,000
40,000
30,000
25,000
20,000
15,000
10,000
LINK ADT
(LOS E)
66,670
55,560
44,450
33,340
27,780
22,230
16,670
11,120
* Numbers represent maxiraum capacity allcwed for the identified level of service.
Source: City of Carlsbad, CA
Table 9
LEVEL OF SERVICE DESCRIPTIONS
ROADWAY SECTIONS
LEVEL OF
SERVICE
Low Volumes; primarily free flow operations.
Density is low and vehicle can freely maneuver
within the traffic stream. Drivers can maintain
their desired speeds with little or no delay.
Stable flow with potential for some restriction
of operation speeds due to traffic conditions.
Maneuvering is only slightly restricted. The
stopped delays are not bothersome and drivers are
not subject to appreciable tension.
Stable operations, however the ability to maneuver
is more restricted by the increase in traffic volumes.
Relatively satisfactory operating speeds prevail but
adverse signed coordination or longer queues cause
del ays.
Approaching unstable traffic flow where small
increases in volume could cause substantial delays.
Most drivers are restricted in their ability to
maneuver and their selection of travel speeds.
Comfort and convenience are low but tolerable.
Operations characterized by significant approach
delays and average travel speeds of one-half to
one-third the free flow speed. Flow is unstable
and potential for stoppages of brief duration.
High signal density, extensive queuing, or signal
progression/timing are the typical causes of the
delays.
Forced flow operations with high approach delays at
critical signalized intersections. Speeds are reduced
substantially and stoppages may occur for short or
long periods of time because of downstream congestion.
NOMINAL RANGE OF
VOLUME TO CAPACITY
RATIO
0.00-0.60
0.61-0.70
0.71-0.80
0.81-0.90
0.91-1.00
Not meaningful
SOURCE: Highway Capacity Manual, Special Report 209, Transportation Research
Board, 1985.
JUSTIN F. FARMER 17 TRANSPORTATION ENGINEERS, INC.
ACCESS
There exist access to the site from Elm Avenue and from the
existing alley which borders the site to the southwest. The
proposed expansion will not alter the size and location of
existing driveways.
DRIVEWAY VOLUMES/CIRCULATION
Figure 7, Page 19, shows existing driveway volumes during noon
peak hour. Note that the existing two-way left-turn lane along
Elm Avenue allows all possible movements to be made at either
driveway. It is anticipated however, that a continuous raised
median island be installed along the centeriine of Elm Avenue
along the site frontage. No median opening has been planned for
the Carl's Jr. Restaurant driveway. The improvement will also
include widening the intersection of Elm Avenue/Harding Street to
provide room for westbound U-turn maneuvers.
Eastbound drivers wishing to enter the site, therefore, are
expected to use the planned opening which will be located east of
the Carl's Jr. Restaurant driveway and exiting drivers heading
east are expected to use the intersection of Elm Avenue/Harding
Street, and make a U-turn. Figure 8, Page 20, shows estimated
driveway volumes based upon the planned improvements on Elm
Avenue. Inasmuch as the majority of entering trips will approach
from the east (southbound on 1-5 and eastbound on Elm Avenue),
no undue problem is envisioned as a result of planned
improvements.
JUSTIN F. FARMER 18 TRANSPORTATION ENGINEERS, INC.
9 I
:3 SITE
58 58
31 • "
aw A VENUE
NOT TO SCALE
FOR CIRCULATION PRESENTATION ONLY
EXISTING DRIVEWAY VOLUMES FIG
& ACCESS CIRCULATION j
NOON PEAK HOUR
Jl S I FN F. FARMER 19 1 RANSPOK i A MON K\(.INKKKS, IN(
'A
>
m
7Z
ro o
>
7" o o z
> o o
-n m
m 0) >
I
O c
30
03
O
3D O C
o z
-n O
3D m o
>
H m o
o
< m
>
-<
< o r-c
m
0)
Tl
00 T:. O
-WIDENING CONCEPT
52
LEGEND
NOON VOL.
IN
OUT
149
145
SITE
y- ^'v r-J L
< 114
ELM AVENUE
^ r NOT TO SCALE
FOR CIRCULATION PRESENTATION ONLY
o
SUMMARY AND CONCLUSION
The Carl's Jr. Restaurant, located at 950 E. Elm Avenue, in
the City of Carlsbad is proposed to be expanded. The
expansion consists of approximately 822 square feet of
building area.
The proposed expansion will generate the following daily and
peak hour trips.
Daily
2-Way
570
AM Peak Hour
In Out
10 10
PM Peak Hour
In Out
25 25
A capacity analysis at the intersections of Elm Avenue with
Harding Street and with 1-5 freeway ramps was performed. The
results are as follows:
SUMMARY OF ICU AND LOSS
AM Peak
Elm Avenue at
Harding Street
A. Existing
B. 1990 + Project
C. Mitigated
Elm Avenue at
SB Freeway Ramps
A. Existing
B. 1990 + Project
C. Mitigated
Elm Avenue at
NB Freeway Ramps
A. Existing
B. 1990 + Project
C. Mitigated
ICU
0.37
0.38
0.58
0.60
0.58
0.60
LOS
A
A
Not needed
A
A
Not needed
A
A
Not needed
PM Peak
ICU LOS
0.50 A
0.53 A
Not needed
0.54 A
0.55 A
Not needed
0.73 C
0.76 C
Not needed
Data in Table 6 indicates that the three study intersections are
currently operating satisfactorily and will continue to do so in
1990 with full build-out of the proposed project. Project
impact, therefore, is nominal.
o Mid-block capacity analyes were made for Elm Avenue, in the
site vicinity, results of which are as follows:
JUSTIN F. FARMER 21 TRANSPORTATION ENGINEERS, INC.
MID-BLOCK CAPACITY ANALYSIS
Elm Avenue Between Harding and
Southbound Freeway Ramps
Volumes Capacity LOS C Elm St. LOS
A. Existing 25,360 26,670 C
B. 1990 + Project 26,690 26,670 C
(Existing geometries)
C. 1990 + Project 26,690 26,670 C
(Planned improvements)
Elm Avenue, therefore, will operate satisfactorily at a C
level of service when the planned improvement (raised median
island) will be implemented. The project traffic will not
significantly impact Elm Avenue traffic operation.
o Mid-day trip generation count was mad at the existing site in
order to quantify the trip generation during lunch period.
Results of that count is summarized below.
TRIP GENERATION
Existing Carl's Jr. Restaurant, Calsbad
Mid-day Peak Hour
Mid-day Peak Hour In Out Total
12:00 - 1:00 PM 113 110 223
Trips/1,000 SF 44.1 42.9 86.9
FUTURE CARL'S JR. RESTAURANT
12:00 - 1:00 PM 149 145 294
Expansion only 36 35 71
o Esixting driveway volumes during lunch period as well as full
build-out driveway volumes were assessed. No undue problem is
envisioned as a result of the proposed expansion and the
City's planned improvement program on Elm Avenue.
Respectfully submitted,
JUSTIN F. FARMER, TI^ANSPORTATION ENGINEERS, INC.
Abi Mogharabi, Ph.D., P.E.
Senior Transportation Engineer
AM:dr
JUSTIN F. FARMER 2 2 TRANSPORTATION ENGINEERS, INC.
APPENDIX
I UTT.nsr.CT I OH :
CITY Ofl
T I KE P E RI OO :
(NB/SB)
ci^y/<tA^^ AHO
CALC. DY:
el
A-PAJL DATE:_
SHEET' OF
c
00
>
LT ( 2 )
STR
RTOR (K-B STR-EB STR)
]SB LT
STR
RT
RTOR (EE STR-Vt-B STR)
EB LT t
RT (2 )
111
NO
OF I
LA>^ESJ+/-
SCENARIO: SXlS4>l^ d
VOL.
UCL IZZ.
CAP .
•TIM.
v/c
SCENARIO: ' ' ' ' J
+/- VOL. CAP. V/C
(To?"
(3)
EB LT
STR
RT
RTOR (NB STR-SB STR)
NB LT ^
23 I boo
fWB LT
STR
RT
<?'.3 I
RTOR (SB STR-KB STR)
SB LT ^
SUI-1 CRITICAL VOL. B 1 _4
CLEARANCE (YELLOW) Use ^Sec. cycle
SUM CRITICAL V/C - ICU t LQS
0'<?5
0-5O
S3: ill. 0-0^
il
TZT JzJ± 2IH
SCENARIO:
+/- VOL. CAP, V/C
« IO
OoS
SCENAJIIO:
+/- VOL CAP, V/C
ICU of 0.0-0.6-LOS A, 0.61-0.70-LOS B, 0.71-0.80-LOS C, 0.01-0.90-LOS D, 0,91-1.0-LOS E
• Indicates critical movement, the sum of which is the ICU » H- nominal ainount
(1) Turn lanes arcj A - Exclusive, B - Exclusive-Pormissivo
(2) Turning lanes have a capacity of 1600 Veh. Per Hour of Green for 1 lane, + * for add'l lane.
(J) A66uir.es \ of drivers will turn Right-On-Rcd (RTOR), \ will turn ricjht on othar green arrow
.N- NOMINAL TRAFTIC
NC NO CHANCE FROM PREVIOUS
O
n m
n >
>
n
c;
t-4
I KTER.SECTION ;
CITY OF I
TIKE PERIOO:
(NB/SB) Hc^^ <i^^^ 54-re42^4 , AND
CALC. BY:
: (ED/WB) g Iw^ /tvA<Z-Ht^ .
/^BX /DATE: ^I\C.JP,^'
SHEET ' ' Ol'
C CO
H
NB LT { 2 )
STR
RT (2)
RTOR (K-B STR-EB STR)
K--B LT. (3)
111
NO I SCENARIO: E-XlSi'^'^^
OF cr
rj>.NEsf| +/~ I VOL. |CAP. | .V/C
LT
STR
RT
RTOR (EE STR-W3 STR)
Ea LT A ^
c EB LT
STR
KT
RTOR (NB STR-SB STR)
NB LT ~V
"27 V,T3 LT
STR
• RT
KTOR (SB STR-KB STR)
SB LT t.
21
ii
SCENARIO: / f f ^ Y"/^j/^^'
+/- VOL. CAP. V/C
(3)
HE OQ7
13 I boo \o-o7
bo/ Q'24
SUM CRITICAL VOL. li I ; |
CLEARANCE (YELLOW) Use ^Sec. cycle
SL'M CRITICAL V/C - JCU & LQS
0^
0:^
9h
0^
lihrxn \o-ol
0-I5
SCENARIO:
+/- VOL. CAP. V/C
IF lol I boo ,0.0^
/65
^'38
SCEKAJIIO!
+/- VOL. CAP, V/C
ICU of 0.0-0.6-LOS A, 0.61-0.70-LOS 8, 0.71-0.80-LOS C, 0.Ol-O.90-LOS D, 0,91-1.0-LOS E
' Indicates critical movement, the sure of which is the ICU » N- nominal amount
(1) Turn lancB are; A - Exclusive, B - Exclusive-PormisBIve
(?) Turning lanes havo a capacity of 1600 Veh. Per Hour of Green for 1 lane, + * for add'l lane.
(3) A6Eun-.es \ of drivers will turn Right-On-Rcd (RTOR), \ will turn ri<jht on othor green arrow
.N- NOMINAL TRAFFIC
NC NO CHANCE FROM PREVIOUS
o m
ni n
n >
> n
>
INTERSECTION
CITY OF
TIME PERIOD ,
(NB/SB ) X-5 M/n^5 (5SJ
4M pe^L
AND ( EB / WB )
CALC. BY DATE :
SHEET OF
NO
OF
LANCS
SCEN
+ / -
ARIO : ^
VOL. CAP. v/c
SCEN
+ / -
ARIO : 1
VOL. CAP. v/c
SCEh
+ / -
JARIO :
VOL. CAP. V/C
SCEN
+ / -
lARIO :
VOL. CAP. V/C
NB LT
STR
RT
NB LT
STR
RT
^ NB LT
STR
RT y^ \
RTOR (WB STR - EB
STR) WB LT AA
SB LT
STR
RT
/hoo ool //& /(fc DO 0-07 SB LT
STR
RT
SB LT
STR
RT 1 /(hoo O'ZO It 1 ihoo O'2.0 r
RTOR (EB STR - WB
STR) EB LT Jj
EB LT
STR
QT
EB LT
STR
QT
2. 3ZOO f 4-H53 k EB LT
STR
QT Z3 0 z.
RTOR (NB STR - SB
STR) NB LT
WB LT
STR
RT
RTOR (SB i
STR) SB Ll
-1 Zoo Ihoo 0/3 r Ihoo [-WB LT
STR
RT
RTOR (SB i
STR) SB Ll
o/^ 5 (&VV 0' lo
WB LT
STR
RT
RTOR (SB i
STR) SB Ll
WB LT
STR
RT
RTOR (SB i
STR) SB Ll
5TR - NB
SUM CRITICAL VOL.
CLEARANCE(YELLOWj
SUM CRITICAL V/C - 1
1
CLE
1 \ 1 1 1 1 SUM CRITICAL VOL.
CLEARANCE(YELLOWj
SUM CRITICAL V/C - 1
CLE 0 o5
\ 1 1 SUM CRITICAL VOL.
CLEARANCE(YELLOWj
SUM CRITICAL V/C - 1 CU & LOS
CLE
A O'bO A
Crt
O m •n o
m o ? ^ o o
m >
•D
SB
cn H ^ -<
:^ c
O Ij
3 r-
m O
H 2
ICU OF 0.0-0.6 : LOS A . 0.61-0.70 : LOS B . 0.71-0.80 : LOS C , 0.81-0.90 : LOS D . 0.91-1.0 : LOS E
• INDICATES CRITICAL MOVEMENT . THE SUM OF WHICH IS THE ICU . N : NOMINAL AMOUNT
(1) TURN LANES ARE . A : EXCLUSIVE . B : EXCLUSIVE - PERMISSIVE
(2) TURNING LANES HAVE A CAPACITY OF 1600 VEH. PER HOUR OF GREEN FOR 1 LANE,+ % FOR ADD'L LANE
(3^ ASSUMES % OF DRIVERS WILL TURN RIGHT-ON-RED ( RTOR ) . % WILL TURN RIGHT ON OTHER GREEN ARROW
N . NOMINAL TRAFFIC
NC NO CHANGE FROM PREVIOUS
INTERSECTION
CITY OF .
T IME PERIOD :
(NB/SB ) 1-5 K^^/H£pJ LSB) AND
CALC,
( EB / WB ) 5 \m
BY DATE :
SHEET OF
NO
OF
LANES
SCEN
+ / -
ARIO : t
VOL. CAP, V/C
SCEN
+ / -
ARIO : /
VOL.
??^ + F
CAP. V/C
SCEh
+ / -
MRIO :
VOL. CAP. V/C
SCEN
+ / -
JARIO :
VOL. CAP. V/C
NB LT
STR
•RT
NB LT
STR
•RT
NB LT
STR
•RT y RTOR (V/B STR - EB
STR) WB LT AA
SB LT
STR
RT
—1— Ihoo 0/2. /if /hoo Q-/Z SB LT
STR
RT
SB LT
STR
RT 1 115 lh>oo O'/l / /boo n-1/
RTOR (EB STR - WB
STR) EB LT Aj
EB LT
STR
RT
EB LT
STR
RT
'^TJOO OZZ it A-0-2?)
EB LT
STR
RT /3J^ /
RTOR (NB STR - SB
STR) NB LT -^-^
WB LT
STR
RT
-1 iboo 0'I5 /hco 0-/5 WB LT
STR
RT
Z-5
WB LT
STR
RT
RTOR (SB STR - NB
STR) SB LT
SUM CRITICAL VOL. 1
CLE
1 1 1
CLEARANCE(YELLOW)
SUM CRITICAL V/C - l(
USE SEC.CY CLE o 05 CLEARANCE(YELLOW)
SUM CRITICAL V/C - l( ::u i LOS o-5^ 4
ICU OF 0.0-0.6 : LOS A . 0.61-0.70 : LOS B , 0.71-0.80 : LOS C , 0.81-0.90 : LOS D , 0.91-1.0 : LOS E
• INDICATES CRITICAL MOVEMENT . THE SUM OF WHICH IS THE ICU , N : NOMINAL AMOUNT
(1) TURN LANES ARE . A : EXCLUSIVE . B : EXCLUSIVE - PERMISSIVE
(2) TURNING LANES HAVE A CAPACITY OF 1600 VEH. PER HOUR OF GREEN FOR 1 LANE.+ % FOR ADD'L LANE
(3^ ASSUMES % OF DRIVERS WILL TURN RIGHT-ON-RED ( RTOR ) , % WILL TURN RIGHT ON OTHER GREEN ARROW
N NOMINAL TRAFFIC
NC NO CHANGE FROM PREVIOUS
m o
<
o o m >
> o
H -<
C
n
N > -j
O
2
INTERSECTION
CITY OF .
TIME PERIOD :
(NB/SB )
^ ^ ~ / J i AND ( EB / WB ) BJm Al\M^ynUL
_ CALC. BY DATE :
SHEET OF
NO
OF
LANES
SCEN
+ / -
ARIO : '
VOL. CAP.
"5
V/C
SCEN
+ / -
ARIO : '
VOL.
11^ fF
CAP. v/c
SCEh
+ / -
MRIO :
VOL. CAP. V/c
SCEN
+ / -
JARIO :
VOL. CAP. V/C
NB LT
STR
RT
1 IdjOC 3/5 (boo O'LO NB LT
STR
RT
0
NB LT
STR
RT ( \I6 Iboo 0 ol IZL. Ihoo 0-06
RTOR (WB STR - EB
STR) WB LT AA
SB LT
STR
RT
SB LT
STR
RT
SB LT
STR
RT
RTOR (EB STR - WB
STR) EB LT Jj
EB LT
STR
RT
—/-^ Zb<o I boo o-n 115 Ihoo 0/7 EB LT
STR
RT z. 37A>0 0 09 3 30 A 'MA>0
EB LT
STR
RT • r'
RTOR (NB STR - SB
STR) NB LT
WB LT
STR
RT
WB LT
STR
RT
sv? 3200 O'/l * 3 o-/b WB LT
STR
RT Ibf 1 hoo b/b /bh ibvo 0 '/O
RTOR (SB STR - NB
STR) SB LT
'SUM CRITICAL VOL. 1
CLE
1 1 1
CLFi ARANCE (YELLOW)
SUM CRITICAL V/C - 1
USE SEC CY CLE 0 • o9 CLFi ARANCE (YELLOW)
SUM CRITICAL V/C - 1 ::u i LOS 056 0-hO
m < m n
O -n
CO m
33 <
o m
O
CO
^
O
33
7^
CO
I m m
H
(CU OF 0 0-0.6 ; LOS A , 0.61-0.70 : LOS B , 0.71-0.80 : LOS C . 0.81-0.90 ; LOS D . 0.91-1.0 : LOS E
• INDICATES CRITICAL MOVEMENT . THE SUM OF WHICH IS THE ICU . N : NOMINAL AMOUNT
(1) TURN LANES ARE . A : EXCLUSIVE . B : EXCLUSIVE - PERMISSIVE
(2) TURNING LANES HAVE A CAPACITY OF 1600 VEH. PER HOUR OF GREEN FOR 1 LANE.+ % FOR ADD'L LANE
(3^ ASSUMES % OF DRIVERS WILL TURN RIGHT-ON-RED ( RTOR ) . % WILL TURN RIGHT ON OTHER GREEN ARROW
N NOMINAL TRAFFIC
NC NO CHANGE FROM PREVIOUS
IN TERSE CTION
CITY OF .
TIME PERIOD ;
(NB/SB ) Z-5" Ir^rtn^ jos C/^d)
CAif/i/ot>d'
AND ( EB / WB )
CALC. BY DATE :
SHEET OF
NO
OF
LANES
SCEN
+ / -
ARIO : t
VOL. CAP. V/C
SCEN
+ / -
ARIO : I
VOL. CAP. v/c
scEr
+ / -
MRIO :
VOL. CAP. V/c
SCEN
+ / -
iARIO :
VOL. CAP. V/C
NB LT
STR
•RT
—\~-Ihoo /hoo 0- Z'b NB LT
STR
•RT
NB LT
STR
•RT \ Ihoo o.zi ^5/ Iboo 0'28
RTOR (WB STR - EB
STR) V/B LT AA
SB LT
STR
RT
SB LT
STR
RT
SB LT
STR
RT y RTOR (EB STR - WB
STR) EB LT Jj
EB LT
STR
RT
/ •506 I^CO o-/i f Z Ihoo OlO if EB LT
STR
RT
2-137 3 200 &
EB LT
STR
RT
RTOR (NB STR - SB
STR) NB LT
WB LT
STR
RT
WB LT
STR
RT
2. 5^ HO ^7 CO O-ZZ-^ & 5-^ V (? • 2
WB LT
STR
RT 111 f 11
RTOR (SB STR - NB
STR) SB LT 0^
SUM CRITICAL VOL. 1
CLE
1 1 1 1
CLE ARANCE (YELLOW)
SUM CRITICAL V/C - 1
USE SEC.CY CLE O-O 5
1
CLE ARANCE (YELLOW)
SUM CRITICAL V/C - 1 3U & LOS C C
ICU OF 0.0-0.6 : LOS A , 0.61-0.70 : LOS B , 0.71-0.80 : LOS C , 0.81-0.90 : LOS D , 0.91-1.0 : LOS E
• INDICATES CRITICAL MOVEMENT . THE SUM OF WHICH IS THE ICU , N : NOMINAL AMOUNT
(1) TURN LANES ARE . A : EXCLUSIVE . B : EXCLUSIVE - PERMISSIVE
(2) TURNING LANES HAVE A CAPACITY OF 1600 VEH. PER HOUR OF GREEN FOR 1 LANE.+ % FOR ADD'L LANE
(3) ASSUMES % OF DRIVERS WILL TURN RIGHT-ON-RED ( RTOR ) . % WILL TURN RIGHT ON OTHER GREEN ARROW
N NOMINAL TRAFFIC
NC NO CHANGE FROM PREVIOUS
m
CO m
33 <
o o