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CITY OF CARLSBAD
PALOMAR AIRPORT ROAD
CONNECTION TO
CARLSBAD BOULEVARD
CONCEPTUAL DESIGN REPORT
SD-C17-100-51
APRIL 10, 1992
CITY OF CARLSBAD
PALOMAR AIRPORT ROAD
CONNECTION TO
CARLSBAD BOULEVARD
CONCEPTUAL DESIGN REPORT
Michael R. Crull, Project Manager
PE 34522, Exp. 9/30/95
April 10, 1992
SD-C17-100-51
D
CONCEPTUAL DESIGN REPORT
PALOMAR AIRPORT ROAD
CONNECTION TO CARLSBAD BOULEVARD
INTRODUCTION
This report covers a proposed project to improve Palomar Airport Road west of
Interstate Route 5 (1-5), between Avenida Encinas and Carlsbad Boulevard. The existing
two-lane roadway will be replaced by four through lanes with turn lanes as required, and
the overhead above the railroad tracks will be widened or replaced with an appropriate
structure. A new signalized intersection at Carlsbad Boulevard will be implemented to
replace the existing interchange (see Aerial Photograph, Attachment 3), which is
complex and unwarranted by traffic volumes. Additionally, Carlsbad Boulevard will be
realigned and improved, creating excess right of way.
EXECUTIVE SUMMARY
Palomar Airport Road has repeatedly been identified in City of Carlsbad community
plans as the City's major east-west arterial. The City has already upgraded the road to a
six-lane Prime Arterial from El Camino Real to Paseo del Norte, and a Caltrans project is
underway to widen the overcrossing and the ramps of the interchange at 1-5. The
project described in this report constitutes the final stage in completing the improvement
of Palomar Airport Road as the primary link among Carlsbad Boulevard, Interstate 5, El
Camino Real, and other north-south routes.
The primary goal of this project is to alleviate traffic problems along Carlsbad Boulevard
* and Palomar Airport Road, including future congestion which is anticipated due to
Carlsbad's continually strong growth. Another significant benefit of this work will be the
reclamation of land currently occupied by the interchange with Carlsbad Boulevard;
when replaced by a signalized intersection, the existing facility will be removed and
approximately 12 acres of coastal property will be available for use by the City.
The total estimated construction costs are as follows:
ALT1 ALT 2 ALT 3
Roadway $2,892,300 $3,343,600 $3,529,200
Railroad Overhead 1,598,100 1,534,700 1,573,600
Seismic Retrofit 150,000 250,000
Mobilization/Contingency 1.856.200 2.051.300 2.041.100
Totals $6,496,600 $7,179,600 $7,143,900
Funding will be provided entirely by the City of Carlsbad and/or developers. No major
utility or right of way conflicts have been identified, although extensive coordination with
|J the Atchison, Topeka, and Santa Fe (AT & SF) Railroad will be required. Environmental
impacts are considered to be minimal.
BACKGROUND
This project is located in the City of Carlsbad along Palomar Airport Road between
Interstate Route 5 and Carlsbad Boulevard (see Vicinity Map, Attachment 1). At the time
of the freeway's construction in 1966, Palomar Airport Road was a secondary county
road serving Palomar County Airport, San Marcos, and other points to the east. The City
of Carlsbad annexed Palomar Airport Road, the interchange with 1-5, and the airport
j between 1974 and 1979. During this time period and in the following years, the City of
Carlsbad adopted several community plans identifying Palomar Airport Road as the
U City's primary east-west arterial through the geographic heart of the City. As a result of
pi the growth of Carlsbad and the region as a whole, there has been a dramatic increase in
traffic volumes along Palomar Airport Road.
D
In 1981, as a result of rapid increases in congestion throughout the area, and in
LJ anticipation of future growth, the City of Carlsbad authorized studies of this project and
pi others in the area. Palomar Airport Road has already been widened to six through lanes
east of I-5. Additionally, a project is currently under way to widen the interchange at I-5,
F] which will complete Palomar Airport Road as a Prime Arterial between I-5 and Yarrow
Drive, just west of El Camino Real.
D
n EXISTING FACILITY
"-J The existing facility consists of Palomar Airport Road (including the railroad overhead
(~| and the Las Encinas Overcrossing), Carlsbad Boulevard, one loop ramp, and three
direct ramps. The railroad overhead and portions of the interchange at Carlsbad
nU Boulevard were constructed by Caltrans in 1966 at the time of the construction of I-5. At
n that time, the extant Las Encinas Overcrossing, which spans northbound Carlsbad
U Boulevard, was reused with some modifications to the bridge deck. Palomar Airport
[~~| Road terminates at Carlsbad Boulevard with a loop ramp for westbound to southbound
traffic, and direct ramps for the other three moves: westbound to northbound,
jj northbound to eastbound, and southbound to eastbound (see Aerial Photograph,
Attachment 3). There is an additional "tee" intersection of Solamar Drive with Palomar
U Airport Road, between the railroad overhead and the Overcrossing. All of Palomar
Airport Road west of Avenida Encinas is currently one-lane in each direction. Carlsbad
Boulevard consists of two lanes in each direction with a wide, unpaved median.
The existing railroad overhead, Bridge Number 57C-176, is 34 feet wide with one 14-foot
lane in each direction, and a 3-foot wide Type 2 Barrier on each side. The bridge deck is
superelevated at 3.0%. The structure is three-span, with a bent on either side of the
railroad tracks. In addition to the railroad facilities, overhead power lines and several
buried utilities pass beneath the overhead, parallel to the railroad tracks.
The Las Encinas Overcrossing, Bridge Number 57-281, is 35 feet wide with one 13-foot
lane in each direction, a 3-foot wide sidewalk with steel railing on the north side, and a 6-
P| foot wide sidewalk with steel railing on the south side. The structure is four-span, with
one bent on each side of Carlsbad Boulevard as well as one in the median.
Carlsbad Boulevard is a four-lane divided north-south coastal highway. It lies west of
and parallel to I-5, and routes directly between Del Mar and Oceanside. With future
traffic build-up on I-5, it will be used as a means of bypassing I-5 at times when I-5 or its
interchanges become oversaturated. Currently, Carlsbad Boulevard in the vicinity south
of Palomar Airport Road consists of two 12-foot lanes in each direction, 8-foot outside
shoulders, and two-foot inside shoulders. An unpaved median of 36 feet separates the
inside edges of pavement. The roadway was originally constructed as Highway 101,
and was reconstructed in 1966 as part of the I-5 project. Abandoned portions of Old
Highway 101 lie between Carlsbad Boulevard and the water.
Solamar Drive serves as an access road to housing developments south of Palomar
I Airport Road and east of Carlsbad Boulevard. The intersection of Solamar Drive with
Palomar Airport Road lies between the overcrossing and the overhead (see Aerial
Photograph, Attachment 3). It is anticipated that this intersection will be eliminated,
requiring other access to the development along Carlsbad Boulevard.
TRAFFIC DATA
Attachment 4 contains recent Average Daily Traffic (ADT) and peak hour volumes.
These September 1988 traffic counts, along with SANDAG's model run assignments of
May 1989, provided the basis for the year 2010 roadway link and turning movement
traffic projections as displayed in Attachment 5. Input data for SANDAG's model runs
outside the study area were based on the latest Series 7 Year 2010 land use and road
network. Model inputs within the study area (southerly portion of the City) were based
on more detailed land use and future road network projections recently developed by the
City of Carlsbad. Since the City of Carlsbad forecasts City development to be complete
by the year 2010, this also represents buildout within the study area.
An intersection Level of Service (LOS) analysis was also performed for the proposed
lane configurations using Year 2010 turning movements. The method used was the
Transportation Research Circular 212 for signalized intersections. Listed below are the
mitigated LOS results based on estimated Year 2010 land development and road
network. The numerical values represent the ratios of volume over capacity.
PEAK HOUR
INTERSECTION OF PALOMAR AIRPORT RD WITH: A.M. P.M.
Carlsbad Boulevard
Avenida Encinas
A
0.58
A
0.50
C
0.78
A
0.51
Intersection lane configuration requirements are based on the mitigated LOS analysis for
Year 2010 traffic patterns and roadway network. Without the proposed improvements,
the roadway will operate at undesirable Levels of Service.
PROPOSAL DESCRIPTION
Three alternatives are presented in this report. Each alternative is shown in plan and
profile on Attachments 6, 7, and 8. The railroad overhead, utility concerns, right of way
limitations, and vertical geometry are the major controlling factors in alignment selection.
A 40 MPH design speed is maintained for each alternative. Many of the features of the
three alternatives are similar; these are discussed first, followed by the unique features of
each alternative.
The bridge work must allow the existing overhead to be used for traffic control during
construction, and at the same time avoid major utility conflicts adjacent to the railroad
tracks, south of the structure. East of the overhead, each alignment matches that of the
I-5 interchange widening project, which has been designed with this project in mind.
West of the overhead, the alignments generally curve westerly in order to meet Carlsbad
Boulevard at as much of a right angle as possible.
In each alternative, the existing overcrossing at Carlsbad Boulevard and its associated
ramps are functionally replaced by a signalized intersection, with turn lanes as required.
It is possible to interconnect this signal with the other signals along Carlsbad Boulevard if
this is desirable. Carlsbad Boulevard in the area will also be improved and realigned as
part of this project. The horizontal alignment of Carlsbad Boulevard, the same for each
alternative, minimizes grading by following existing fills as much as possible.
In each alternative, Palomar Airport Road is reconstructed from its existing 40-foot width
(consisting of two 12-foot lanes and two 8-foot shoulders) to a width of 92 feet. This
width, which is appropriate for buildout within the City of Carlsbad, includes four 12-foot
through lanes with 8-foot outside shoulders, 5-foot sidewalks, and an 18-foot median.
Left turn pockets will be located in the median. Traffic projections do not indicate the
need for any double left turn pockets. Right turn pockets will be provided where needed.
The required width of the new overhead will be 94 feet for each alternative. This includes
four through lanes, an 18-foot median with room for an eastbound to northbound left
turn lane, 8-foot outside shoulders, five-foot sidewalks, and one-foot concrete bridge
railings. Signal analysis has shown that the right turn move from eastbound Palomar
Airport Road to southbound Avenida Encinas is not sufficient to require a right turn
pocket. It is anticipated that the new structure, like the existing, will be three-span, with a
bent located on each side of the railroad tracks. The required minimum clearance above
the top of the railroad tracks is 23 feet. For eastbound traffic, a sign showing freeway
lane assignments should be placed near the easterly bridge abutment.
Because of the project's proximity to the ocean, and hence its environmental sensitivity,
an attempt has been made to maintain existing areas which contain either planted or
native species. Unfortunately, because of the extensive nature of the existing
interchange, it is likely that the majority of the site will be regraded and replanted.
Existing paving will be removed. All alternatives will require grading _and other
construction activities within the AT&SF right of way. Also, the existing crib wall at the
northwest corner of Palomar Airport Road and Avenida Encinas will need to be enlarged
s^__ .
for each alternative.
The major differences among the three alternatives are the horizontal and vertical
alignment of Palomar Airport Road and the vertical alignment of Carlsbad Boulevard] In
turn, these differences affect the quantities of required right of way, excess right of way,
grading, paving, and various other items. This is reflected in the cost estimates.
ALTERNATIVE 1:
This alignment of Palomar Airport Road parallels the existing railroad overhead, matches
its superelevation, and remains centered within the existing right of way; therefore, the
existing structure can be widened pjn^bjDth^side^see Pla^6rj)Maj^xig|]loLw§yJnnpacts
are minimal. These are accomplished at the expense of the angle of intersection with
Carlsbad Boulevard, which is about 50°. Total estimated cost is $6,496,600. The two
right of way takes total 11,700 square feet (0.3 acres) and excess-tight^of way totals 11.7
acres.
ALTERNATIVE 2:
The second alignment widens the existing railroad overhead on the north side only, then
curves with a radius of 600 feet to meet Carlsbad Boulevard at an angle of about 70°.
Due to the tangent alignment of Palomar Airport Road over the railroad overhead, the
existing structure can be utilized if a superelevated roadway is maintained (see Plate 7D).
This means that eastbound traffic will experience an "adverse" 3.0% superelevation (on
tangent alignment). During final design, a lightweight concrete overlay of the existing
bridge deck should be considered. This would reduce the "adverse" superelevation from
3.0% to 1.0%. Previously, removal and replacement of just the bridge deck was studied
and found not feasible.
Additional right of way will be required along the north edge of the project. Total project
costs are estimated to be $ 7,179,600. The one right of way take is 6,650 square feet
(0.2 acres) and excess right of way totals 12.4 acres.
ALTERNATIVE 3:
PI This is the most southerly alignment of Palomar Airport Road, and the only one requiring
U
removal and replacement of the existing railroad overhead. A significant right of way
take is required to the south. Of the three alternatives, this one best approaches a 90°
to^^ to extensive grading near the railroad and
utility corridor, care must be taken to avoid conflicts with existing facilities. Total project
cost is estimated to be $ 7,143,900. The one right of way take is 22,300 square feet (0.5
acres) and excess right of way totals 13.2 acres.
SEISMIC CONSIDERATIONS
Because the railroad overhead is a publicly owned bridge, both the new and existing
portions of the bridge structure will need to be analyzed for seismic considerations. The
existing overhead was built in 1964, well before the design criteria were changed to
consider present day seismic forces; therefore, a seismic retrofit will likely be required to
bring it up to current standards.
10
A preliminary review of the existing structure has been completed. The existing
H abutments are end diaphragm type, which are considered reasonably adequate. AtI _ I _ _______________ „__» ---------- ....... - — — — —---_-....__ _t^^.^__ _^^Jm,^^_™_«™M™«™«=™™«'«-— =~— ™™>~™~j""*'"
most an additional shear wall or two might be needed behind_ejch^bujnnent to help
Pile capacity needs to be checked, as the main
reinforcement does not extend to the tips of the piles. The columns are inadequately
reinforced and there is not any steel in the top of the pile caps. These are serious
deficiencies and will require retrofit.
The existing superstructure appears adequate for the most part, although more stirrups
would be required near the southwest and northeast corners due to the large skew
angle of the bridge. This skew is large enough that a detailed analysis should be
performed to consider its effect during a seismic event. Soils at the site dictate the use of
the most sizeable earthquake forces for this factor; however, the actual forces due to a
maximum credible earthquake at the specific site will be moderate relative to other areas
of California. The potential for liquefaction of the soils should be evaluated by a
geotechnical engineer.
Alternative 1 includes widening on both sides of the existing structure. This configuration
should result in the least seismic retrofit cost due to the supporting and confining effects
the new portions provide to the existing. A similar retrofit scheme as that employed at
the I-5 / Palomar Airport Road Overcrossing could be utilized. $150,000 for seismic
retrofit has been included in the opinion of probable cost.
Alternative 2 includes widening on one side only. This will decrease the stabilizing effect
of the new structure (compared to Alternative 1), although much of the load can still be
transferred satisfactorily to the new structure portions. Additional retrofit will probably be
11
required for the columns. A retrofit "can" consisting of a steel and concrete casing
around each existing column would be a likely strategy. In this case, horizontal
clearances to the railroad facilities would need to be considered. $250,000 for seismic
U retrofit has been included in the opinion of probable cost for this alternative.
Alternative 3, an entirely new bridge, will not require any seismic retrofit costs.
D
ENVIRONMENTAL
U Environmental issues should be considered for this project, especially in consideration of
PI its proximity to the Pacific Ocean. A Coastal Development Permit will be required from
the California Coastal Commission. Noise and visual impacts should be addressed in
PI terms of both construction and the final product. As the project site is somewhat
removed from residential areas, and is separated from the beach by high cliffs, it should
U be possible to meet desired noise levels. The overall visual impact should be considered
P, positive, since the Las Encinas Overcrossing to be removed is currently a major
L' obstruction to the ocean view. Although the roadway will be widened, the total land use
H will be significantly decreased and land reclamation, approximately 12 acres, will be a
valuable consideration. No environmentally sensitive areas or hazardous waste sites are
jj known. Extensive grading is required. Planting and irrigation could greatly improve the
n appearance of the area. At a minimum, replacement planting and erosion control will be
U required for disturbed areas.
D
RIGHT OF WAY AND UTILITIES
M Minor right of way acquisition will be required for each alternative, as shown on the
plans. Several major utilities run parallel to the railroad tracks, beneath the overhead.
12
Additional utilities branch off from these main lines south of the overhead and run
easterly. Utility owners and facilities which may be affected by this project include:
Cablevision
Pacific Bell
SDG&E
City of Carlsbad
Carlsbad Municipal
Water District
-Buried Cable TV
-Buried Telephone
-Buried High Pressure Gas
-Buried High Voltage Electric
-Overhead High Voltage Electric
-Street Lighting
-Storm Drainage
-Buried Water Facilities
D
Street lighting and storm drainage facilities will be upgraded with this project.
Additionally, in light of expected development in the area, the City, the Water District, and
private utilities may wish to install other facilities at the time of construction.
RAILROAD COORDINATION
For construction of the railroad overhead, a Construction and Maintenance agreement
between the City and the AT & SE-BallroacLwill bejiejqjLiired. It is anticipated that this will
require about twelve months. An additional six months should be allowed for a Public
Utilities Commission application. In order to eliminate duplication of effort, it is not
recommended that the design process continue during this eighteen-month period.
13
D
LIST OF ATTACHMENTS
1. Vicinity Map
2. City of Carlsbad Circulation Plan
3. Aerial Photograph
4. 1988 Existing Traffic Volumes
5. 2010 Projected Traffic Volumes
6A. Alternative 1 - Plan
6B. Alternative 1 - Profile of Palomar Airport Road
6C. Alternative 1 - Profile of Carlsbad Boulevard
6D. Alternative 1 - Typical Overhead Section ,
6E. Alternative 1 - Opinion of Probable Cost
7A. Alternative 2 - Plan
7B. Alternative 2 - Profile of Palomar Airport Road
7C. Alternative 2 - Profile of Carlsbad Boulevard
7D. Alternative 2 - Typical Overhead Section
7E. Alternative 2 - Opinion of Probable Cost
8A. Alternative 3 - Plan
8B. Alternative 3 - Profile of Palomar Airport Road
8C. Alternative 3 - Profile of Carlsbad Boulevard
8D. Alternative 3 - Typical Overhead Section
8E. Alternative 3 - Opinion of Probable Cost
14
CAMP
PENDLETON
PROJECT
LOCATION
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OCEAN
10 MILES
GRAPHIC SCALE
BOYLE
CITY OF CARLSBAD
PALOMAR AIRPORT ROAD
CONNECTION
TO CARLSBAD BOULEVARD
VICINITY PLAN
SD-C17-100-51 PLATE 1
OCIAMSHM
BUENA VISTA
LAGOON
AGUA HEOIONOA
LAGOON
PACIFIC OCEAN
AVKNIOA ENC1NAS
SAMIMAIICOS
BATtQUITOS LAGOON
N
CITY OF CARLSBAD
CIRCULATION PLAN
-H-H RAILROAD
••• FREEWAY
—• PRIME ARTERIAL
MAJOR ARTERIAL
SECONDARY ARTERIAL
•••—•"COLLECTOR STREET BOVLE CORf*Of9ftTian
CITY OF CARLSBAD
PALOMAR AIRPORT ROAD
CONNECTION
TO CARLSBAD BOULEVARD
CIRCULATION PLAN
SD-C17-100-51 PLATE 2
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CZD en en 1=3 c=i
A 223
P 316
(1989)
A 433
P 620
(1990)
A 86
P 233
1989)
AOOO.
POOO.
A 199
P 413
(1989)
A 401
P 474
(1991)
A 307
P 500
(1991)
YEAR
AM PEAK
PM PEAK
A 173
P 64
(1988)
HOUR
HOUR
A 86
P 268
(1991)
A 447
P 622
(1989)
BOVLE EneinEEHints coar»oaaTion
CITY OF CARLSBAD
PALOMAR AIRPORT ROAD
CONNECTION
TO CARLSBAD BOULEVARD
TRAFFIC VOLUMES
SD-C17-100-51 PLATE 4
A 1,633
P 1,632
A 1,327
P 1,698
A 1,552
P 1,474
A 652
P 996
A 936
P 927
AOOO..
POOO. .
AM PEAK HOUR
PM PEAK HOUR BOVLE EHGinEEHinG
CITY OF CARLSBAD
PALOMAR AIRPORT ROAD
CONNECTION
TO CARLSBAD BOULEVARD
2010 TRAFFIC VOLUMES
SD-C17-100-51 PLATE 5
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CITY OF CARLSBAD - Alternative 1 - PLATE 6E
Palornar Airport Road Connection to Carlsbad Blvd
Opinion of Probable Cost
costaltl.CAL- 4/10/1992
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
DESCRIPTION
DEMOLITION AND REMOVAL
Remove Existing Paving
Remove Existing Structure
CONSTRUCTION STAKING & MARKING
TRAFFIC CONTROL
EARTHWORK
Excavation and Fill Onsite
Excavation and Haul Offsite
DRAINAGE
RAILROAD OVERHEAD (WIDENING)
SEISMIC RETROFIT
CONCRETE
Curb and Gutter
Sidewalk
Colored Median Paving
AC OVERLAY
AC STRUCTURAL SECTION
TRAFFIC SIGNAL - NEW
TRAFFIC SIGNAL - MODIFY
LIGHTING
SIGNING
LANDSCAPE AND IRRIGATION
UTILITY RELOCATIONS
MISCELLANEOUS (Striping, etc.)
SUBTOTAL
MOBILIZATION (10%)
CONTINGENCY (30%)
TOTAL
UNIT
cy
ea
Is
Is
cy
cy
Is
sf
Is
If
If
sf
sf
sf
ea
ea
Is
Is
Is
Is
Is
QUANTITY
22,000
1
1
1
49,024
5,349
1
14,528
1
13,420
1,380
60,390
38,440
225,150
1
1
1
1
1
1
1
UNIT COST
$12.00
$100,000.00
$45,000.00
$140,000.00
$8.00
$12.00
$300,000.00
$110.00
$150,000.00
$12.00
$12.00
$3.50
$.75
$2.75
$120,000.00
$50,000.00
$50,000.00
$65,000.00
$200,000.00
$25,000.00
$40,000.00
COST
$264,000.00
$100,000.00
$45,000.00
$140,000.00
$392,192.00
$64,188.00
$300,000.00
$1,598,080.00
$150,000.00
$161,040.00
$16,560.00
$211,365.00
$28,830.00
$619,162.50
$120,000.00
$50,000.00
$50,000.00
$65,000.00
$200,000.00
$25,000.00
$40,000.00
$4,640,417.50
$464,041.75
$1,392,125.25
$6,496,584.50
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CITY OF CARLSBAD - Alternative 2 - PLATE 7E
Palomar Airport Road Connection to Carlsbad Blvd
Opinion of Probable Cost
costalt2.CAL - 4/10/1992
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
DESCRIPTION
DEMOLITION AND REMOVAL
Remove Existing Paving
Remove Existing Structure
CONSTRUCTION STAKING & MARKING
TRAFFIC CONTROL
EARTHWORK
Excavation and Fill Onsite
Import and Fill Onsite
DRAINAGE
RAILROAD OVERHEAD (WIDENING)
SEISMIC RETROFIT
CONCRETE
Curb and Gutter
Sidewalk
Colored Median Paving
AC OVERLAY
AC STRUCTURAL SECTION
TRAFFIC SIGNAL - NEW
TRAFFIC SIGNAL - MODIFY
LIGHTING
SIGNING
LANDSCAPE AND IRRIGATION
UTILITY RELOCATIONS
MISCELLANEOUS (Striping, etc.)
SUBTOTAL
MOBILIZATION (10%)
CONTINGENCY (30%)
TOTAL
UNIT
cy
ea
Is
Is
cy
cy
Is
sf
Is
If
If
sf
sf
sf
ea
ea
Is
Is
Is
Is
Is
QUANTITY
22,000
1
1
1
32,206
58,857
1
13,952
1
12,380
1,040
53,170
41,610
219,022
1
1
1
1
1
1
1
UNIT COST
$12.00
$100,000.00
$45,000.00
$140,000.00
$8.00
$12.00
$300,000.00
$110.00
$250,000.00
$12.00
$12.00
$3.50
$.75
$2.75
$120,000.00
$50,000.00
$50,000.00
$65,000.00
$200,000.00
$25,000.00
$40,000.00
COST
$264,000.00
$100,000.00
$45,000.00
$140,000.00
$257,648.00
$706,284.00
$300,000.00
$1,534,720.00
$250,000.00
$148,560.00
$12,480.00
$186,095.00
$31,207.50
$602,310.50
$120,000.00
$50,000.00
$50,000.00
$65,000.00
$200,000.00
$25,000.00
$40,000.00
$5,128,305.00
$512,830.50
$1,538,491.50
$7,179,627.00
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CITY OF CARLSBAD - Alternative 3 - PLATE 8E
Palomar Airport Road Connection to Carlsbad Blvd
Opinion of Probable Cost
COSTALT3.CAL - 6/18/1991
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
DESCRIPTION
DEMOLITION AND REMOVAL
Remove Existing Paving
Remove Existing Structure
CONSTRUCTION STAKING & MARKING
TRAFFIC CONTROL
EARTHWORK
Excavation and Fill Onsite
Import and Fill Onsite
DRAINAGE
RAILROAD OVERHEAD (NEW)
CONCRETE
Curb and Gutter
Sidewalk
Colored Median Paving
AC OVERLAY
AC STRUCTURAL SECTION
TRAFFIC SIGNAL - NEW
TRAFFIC SIGNAL - MODIFY
LIGHTING
SIGNING
LANDSCAPE AND IRRIGATION
UTILITY RELOCATIONS
MISCELLANEOUS (Striping, etc.)
SUBTOTAL
MOBILIZATION (10%)
CONTINGENCY (30%)
TOTAL
UNIT
cy
ea
Is
Is
cy
cy
Is
sf
If
If
sf
sf
sf
ea
ea
Is
Is
Is
Is
Is
QUANTITY
22,000
2
1
1
49,122
57,357
1
17,484
12,220
1,000
52,980
39,300
209,240
1
1
1
1
1
1
1
UNIT COST
$12.00
$100,000.00
$45,000.00
$140,000.00
$8.00
$12.00
$300,000.00
$90.00
$12.00
$12.00
$3.50
$.75
$2.75
$120,000.00
$50,000.00
$50,000.00
$65,000.00
$200,000.00
$25,000.00
$40,000.00
COST
$264,000.00
$200,000.00
$45,000.00
$140,000.00
$392,976.00
$688,284.00
$300,000.00
$1 ,573,560.00
$146,640.00
$12,000.00
$185,430.00
$29,475.00
$575,410.00
$120,000.00
$50,000.00
$50,000.00
$65,000.00
$200,000.00
$25,000.00
$40,000.00
$5,102,775.00
$510,277.50
$1,530,832.50
$7,143,885.00