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HomeMy WebLinkAbout6661; Rancho Santa Fe Rd; Rancho Santa Fe Rd btwn Olivenhain Rd & Cadencia; 1984-12-01TRAFFIC AND ALIGNMENT STUDY For RANCHO SANTA FE ROAD BETWEEN OLIVENHAIN ROAD AND CADENCIA STREET Prepared By: MILLDAN ASSOCIATES 3633 Camino del Rio South Suite 207 San Diego, CA 92108-9042 December, 1984 Job Number: 6661 INTRODUCTION Rancho Santa Fe Road is currently shown as a major street on the City of Carlsbad's Circulation Element of their General Plan. Recent studies completed by SANDAG for the City have indicated that traffic volumes on this road will necessitate upgrading the street to prime arterial standards. If this proposed amendment to the Circulation Element is approved, it could significantly affect the land uses immediately adjacent to Rancho Santa Fe Road. Portions of this roadway have already been improved to the major street standards and the remaining area is covered by an approved master plan. Due to this potential impact on the surrounding property, the City of Carlsbad has retained Will dan Associates to prepare an independent analysis of the street needs. It is intended that the roadway will be widened to provide a street consistent with accepted standards while still maintaining the integrity of the existing improvements and approved master plan. This study has been completed in three basic steps. First, each feature of the street cross-section was evaluated in terms of its necessity and the minimum acceptable widths. Secondly, using an intersection capacity utilization analysis, the number of through and turning lanes required for each segment and intersection was evaluated. Finally, combining the first two tasks, the street alignment was layed out in plain view. This shows both existing and proposed improvements maintaining consistency with proper geometric controls. W1UDAH ASSOCBATES The analysis has been completed for Rancho Santa Fe Road and is applicable only to this roadway. It has not been an attempt nor should it be interpreted as an attempt to modify the City's Street Design Standards. Because of the unique situation of the require- ments for additional travel lanes through an existing approved master plan, it has been necessary to use minimum standards as opposed to the full City Street Standards which are normally utilized and which provide additional street capacity. STREET CROSS SECTION The City standard street widths for both the prime arterial and major arterial streets are shown on Figure 1. As can be seen, these differ only by the addition of one twelve foot travel lane in each direction on the prime arterial. It should be noted, however, that horizontal and verticle alignments of these roadways differ to some extent, based on an increased design speed for prime arterials. The basic cross section provides a ten foot distance from the right of way line to the face of curb, which includes a five foot sidewalk area. There is then provided, an eight foot lane for bicycles or emergency parking, along with twelve foot travel lanes. The 18 foot median area, which is provided mid-block, also creates space for protected turn lanes at the intersections. Looking at each of the features of the street cross section individually, we have found that some of them may be reduced in size. The ten foot parkway provides room for a five foot sidewalk, which is generally the minimum allowable, although the requirements for handicap access do allow sidewalks to be reduced to four feet in width. This, however, is generally undesireable on high speed roadways such as Rancho Santa Fe Road. The parkway area behind the sidewalk allows room for utility companies to place their facilities outside of the street area. It also provides a space for traffic control signs and street lights. In this case, we believe that the parkway area could be reduced to seven feet, allowing a five foot sidewalk with two feet behind the sidewalk to place street lights and signs. Any utilities that are necessary along this roadway could then be placed under the sidewalk or in the street area. 126' 10'108'IO' ,«. MEDIAN .PRIME STREET. BA»« 102' 10' I .'•• «» .MAJOR ARTERIAL STREET. SsT^X ARTERIAL STREET. B/W««tf .COLLECTOR STREET. 1 ° M*^ BE REDUCED TO 56' FOR CUL-OE-SACOR Loop STREETg -LOCAL STREET- REV.APPROVED DATE CITY OF CARLSBAD STANDARD STREET WIDTHS ^L t^amA. iQ-is-ea OATB STANDARD CITY STANDARDS FIGURE 2 WILLDAN ASSOCIATES Bike lanes provide an exclusive area /for bicyclist and are intended >l to promote an orderly flow of traffic, while increasing the bicyclist's confidence that motorists will not stray into their path. The lanes may also provide an emergency parking area for motorists who breakdown along the roadway... The "Planning and Design Criteria for Bikeways, in California" manual published by CALTRANS indicates that "whenever, possible, the width of bike lanes should be increased to 6-8. feet, to provide for greater safety." The manual, however, does provide that the minimum width for a bike lane should be five feet. While bicyclist do use Rancho Santa Fe Road on occasion, this is not an area having significant amounts of bicycle traffic. We therefore, believe that the minimum width would be acceptable for this roadway. The width of through lanes and turn lanes for vehicular traffic have been set forth by AASHTO in their book A Policy On Geometric Design Of Highways And Streets - 1984. This publication, states': Lane widths may vary from ten feet to twelve feet. The ten foot widths are used in highly restricted areas, : having little or no truck traffic. Eleven foot lanes are used quite extensively for urban arterial street designs.. The twelve foot lane widths are most desireable and are generally used on all higher speed, free flowing, principal arterials. ... Reduced lane widths allow greater numbers of lanes in restricted right-of-way and allow better pedestrian cross movements because of the reduced distance. They are also more economical to construct. An eleven foot lane width is adequate for thru lanes, continuous two-way left-turn lanes and a lane adjacent to a painted median. A ten foot left-turn lane and a combination lane used for parking with traffic during peak hours are acceptable. It is clear from this, that eleven foot travel lanes, as opposed to the City Standard twelve feet are generally acceptable and could be used in the situation where the right-of-way is somewhat restricted. This, however, must be modified in two areas. First, where the travel lane is immediately adjacent to the raised median, an additonal foot should be provided to account for the "shy distance" in which a driver tends to avoid the raised obstruction of the curbed median. The other situation is the 'outside' lane immediately adjacent to the bicycle lane. 5 The previously cited CALTRANS design criteria indicates that "the typical motor vehicle lane width, next to a bike lane is twelve feet. There are situations where it may be necessary to reduce the width of motor vehicle lanes in order to stripe bike lanes. In determining the appropriateness of narrower motor vehicle lanes, consideration should be given to factors such as motor vehicle speeds, truck volumes, alignment and sight distance. Where favorable conditions exist, motor vehicle lanes of eleven feet may be feasible." In this case, because of the grades on Rancho Santa Fe Road and the high speed nature of the roadway, we do not believe that it is appropriate to reduce the twelve foot vehicular lane to eleven feet. With respect to medians, these are provided on major streets to separate opposing flows of traffic, thus increasing the street's capacity, as well as the safety characteristics of the roadway. AASHTO recommends a minimum width of fourteen feet in mid-block locations where left-turn lanes are to be provided. This median can then be reduced to four feet to accommodate a ten foot left- turn lane at intersections. Where dual left-turn lanes are provided at an intersection, the median may be flared out to provide a protected turn bay or this can be accomplished through striping. This reduced median width (18 feet is the City Standard) restricts the amount of landscaping which can be provided in the median. While this may affect aesthetic goals, it should not affect street capacity. The minimum desireable street sections for various configurations of lanes at both mid-block and intersections are shown on Figure 2- S/W I B . Thru. Thru i Thru ,Turn, M jThru .Thru .Thru . B |S/W 7 ' 5 ' 12 ' 11—' 11*' 10 'i» ' 12 .'' 11 •' 12 ' 5 ' 7 107* Section with Single Turn Lane S/W | B Thru. Thru i Thru iTurniTarn. M iThru iThru ijh.ru . B I S/W 7 ' 5 12 11 ' 11*' 10 10 4 ' 12 11 12 5 7 -1 T7* Section with Dual Turn Lanes- Lane width increased by one foot midblock. STREET SECTIONS FIGURE 3 WBUDAH MSOOATES TRAVEL LANE REQUIREMENTS The number of lanes required on any specific roadway can normally be determined from a planning standpoint by looking at the daily traffic volumes. In this case, because of this critical nature of the right-of-way needs, we have looked at the peak hour lane requirements specifically at each intersection since this is a more accurate means of evaluating the number of lanes. To accomplish this, we have used the year 2005 travel forecast and turning movements prepared by SANDAG. Then, using the critical movement analysis method described in "Transportation Research Board Circular No. 212, Interim Materials on Highway Capacity", the levels of service for varing lane configurations were evaluated. The results of this analysis is shown on Table 1 with Tables 2 and 3 providing a description of the various levels of service. The specific turning movements and ICU calculations are included in the appendix. In completing this analysis, we have made several assumptions about future intersection configurations, specifically with respect to the cross streets. These assumptions are as follows: 1. The intersection of Rancho Santa Fe Road with Olivenhain Road has been assumed to be a four-way intersection with southbound Rancho Santa Fe connecting directly with Olivenhain Road and northbound Rancho Santa Fe Road intersecting at right angles opposite Camino Alvaro the access to the Santa Fe Ridge subdivision. 2. Traffic volumes for Camino Alvaro are not available since ., the street is currently under construction. The volumes, however, have been estimated to be 2,000 cars per day based on the number of homes in the subdivision. TABLE 1 Lane Configuration 2 Thru + 1 Left 2 Thru + 2 Left 3 Thru + 1 Left 3 Thru + 2 Left 2 Thru + 1 Left 2 Thru + 2 Left 3 Thru + 1 Left 3 Thru + 2 Left c 03JZc o F E F C C B A A RANCHO SANTA Levels of 03 U C034-* (ft UJ C 0.— 4-1 (S> <St.- 0) E E B B B B A A FE ROAD Service Intersecting . LU 03 c oo c .- 03 t/1 4-1.— (/] 2C LU A.M. D D B B P.M. B B A A 034-1 l/lO0 03 PEAK F E C/D C PEAK F F E D* Street 03 OC0)T303O D - D A A B/C B A A "Could improve to LOS C with Right-turn lane for westbound La Costa, TABLE 2 Descriptions of Conditions for various levels of service. Level of Service Ope rating Conditions C 0 Free flow; speed controlled by driver's desires, speed limits, or physical roadway conditions. Stable flows; operating speeds beginning to be restricted; little or no restrictions on maneu- verability from other vehicles. Stable flow; speeds and maneuverability more closely restricted. Approaches unstable flow; tolerable speeds can be maintained, but temporary restrictions to flow cause substantial drops In speed. Little freedom to maneuver, comfort and convenience low. Volumes near capacity; flow unstable; stoppages of momentary duration. Ability to oaneuver severely limited. Forced flow; low operating speeds,-volumes below capacity, queues form. Level of Service Ranges Level of Service A B C 0 E F TABLE 3 Maximum Sum of Critical Volumes In vph for Two- Three- Four or Phase Phase more Phases 900 1,050 1.200 1,350 1,500 855 1,000 1,140 1,275 1,^25 -NOT APPLICABLE- 825 965 1.100 1,225 1,375 10 It has also been estimated that traffic would be distributed in the same proportions, as the traffic distributes at the Mision Estancia/Rancho Santa Fe Road intersection. 3. The intersections of Mision Estancia, with Rancho Santa Fe Road, have been assumed to be "T" intersections with two left-turn lanes and one right-turn lane on Mision Estancia. 4. La Costa Avenue has been assumed to have two through lanes plus two left-turn lanes, as it meets Rancho Santa Fe Road. 5. Traffic volumes on Cadencia Street are not available. They however, have been estimated based on the number of homes served and distributed 70% north and 30% south. 6. All intersections have been designed to maintain Level of Service C, where feasible. By reviewing the results summarized on Table 1, the necessary lane configurations for Rancho Santa Fe Road through the study area can be determined. In general, it will be necessary to provide three thru lanes in each direction plus necessary turn lanes from the Rancho Santa Fe Road/01ivenhain Road intersection on the south to the north side of the Rancho Santa Fe Road/La Costa Avenue intersection. North from this point, the roadway can transition back to the standard major street configuration of two lanes in each direction with protected turn lanes at the Cadencia intersection. In general, the midblock segments would provide sidewalks, bicycle lanes and three thru lanes in each direction, separated by a fourteen foot median. The intersection geometries, however, will vary from intersection to intersection based on the turning movements. The specifics of each of the five intersections in question will be discussed in the succeeding paragraphs. 11 Olivenhain/Rancho Santa Fe/Camino Alvaro: The predominate movements at this intersection are the north-south movements along Rancho Santa Fe Road and Olivenhain, as well as the turning movements continuing southbound on Rancho Santa Fe Road to and from the community of Olivenhain. This is somewhat surprising, as there is not a large attractor of traffic in the Olivenhain area. However, this could be caused by people attempting to avoid El Camino Real through Encinitas. Based on the ICU analysis, shown on Figures Bl and Cl in the Appendix. It is clear the morning peak constitutes the most significant capacity constraint. Looking at the analysis, it is necessary to provide two southbound thru lanes and dual left turn lanes on Rancho Santa Fe Road, opposing northbound Olivenhain Road consisting of a single left turn lane and three northbound thru lanes. This leaves the intersection somewhat unbalanced, however, it is feasible to have the lanes aligned by widening the median on the south side of the intersection. This lane configuration can also be accomplished essentially within the previously proposed 102 foot right-of-way with only minor widening. To make this intersection work, however, it is necessary to provide two lanes for westbound Rancho Santa Fe Road in each direction allowing dual lefts to occur from westbound Rancho Santa Fe to southbound Olivenhain Road and to accept turn traffic on from the dual left turn lanes on southbound Rancho Santa Fe. Due to the significant right turn traffic from westbound Rancho Santa Fe to northbound Rancho Santa Fe it is recommended that the existing free right turn lane be retained, thus omitting this traffic from the ICU analysis and improving the intersection's capacity signficantly. It should be noted that if it is infeasible to widen Olivenhain Road to three northbound lanes adajacent to the Olivenhain Water District's office, the level of service at the intersection would drop to Level D during the morning peak hours. It would, however, still operate at a favorable level of service during the evening peak. 12- Mision Estancia/Rancho Santa Fe Road: Both intersections of Mision Estancia with Rancho Santa Fe Road operate essentially the same. The predominate movement is the thru traffic on Rancho Santa Fe Road with only a minor amount of traffic from Mision Estancia. As a result, each intersection will operate at an unacceptable level of service (Level of Service E) until Rancho Santa Fe is widened to three lanes. The turning movements however, do not justify provisions for dual left turn lanes as their addition does not effect the level of service at the intersection significantly. La Costa/Santa Fe: This is the highest volume intersection within the study area and is the only intersection where the evening peak provides the capacity constraint. The predominate movements are along Rancho Santa Fe Road, however, the movements along La Costa Avenue are also very heavy. In evaluating the ICU at this intersection, it became clear that simply widening Rancho Santa Fe Road to three lanes with dual left turn lanes would be inadequate to bring the level of service to an acceptable level. It will also be necessary to provide two thru and two left turn lanes on La Costa Avenue, this is beyond the exisiting street configuration and will require some additional widening along La Costa Avenue. Even with the full widening as described the intersection will operate at Level D during the evening peak. The intersection however, could be improved to Level C if a Right Turn Only lane were provided for west- bound La Costa Avenue, in addition to the two thru and two left turn lanes. The specific design for this intersection should be prepared at such time as the property to the east develops and more specific land uses are determined. Cadencia/Rancho Santa Fe: As with the Mision Estancia intersections, here, the primary movements are also along Rancho Santa Fe Road with only minor volumes from 13 Cadencia. Again, the morning peak hour is the primary capacity constraint. With the City Standard major street section of two thru lanes and either single or dual left turn lanes, Level of Service D would be maintained. If the roadway were widened to provide three thru lanes in each direction plus single left turn lanes, the Level of Service would improve to Level A. Since the level of service in the evening with the two thru lanes and single left turn lanes would be at Level of Service B/C, we do not see that there is a substantial justification for widening the roadway to three lanes to provide such an inordinate improvement in the level of service. Adding credence to this thought is the fact that both the curb and gutter and the median curb for southbound Rancho Santa Fe Road are in place at the major street's cross section. 14 STREET ALIGNMENT Utilizing the information from the previous task, a proposed alignment for Rancho Santa Fe Road may now be prepared. Figures 4 thru 6 show the existing improvements and right-of-way along the study area. We have then overlayed on this, the proposed alignment for Rancho Santa Fe Road which incorporates the necessary travel lanes as previously identified. In addition to the travel lanes, we have also included approximate lengths for left-turn pockets. These have been sized using a Poisson statistical distribution utilizing the turning movements from the SANDAG model. Since the turn pockets are based, to some extent, on the length of the signal cycle, we have assumed the worst case where the signal cycle at each intersection would be two minutes. It should be noted, of course, that the turning movements we are using are rough and the length of the pockets should be flexible. As additional information is known, they could be modified in their final design. The horizontal and vertical alignment criteria for major streets and prime arterials differ with respect to the design speed of the roadway. Rancho Santa Fe Road, however, is controlled to a great extent in its vertical alignment by the existing intersections at Cadencia, La Costa, and Olivenhain Road. We, however, have not identified any significant problem with the proposed vertical alignment. The horizontal alignment is also generally acceptable, in that the radius of the curves exceed both the standards for primary and major arterial streets. Therefore, no significant changes are necessary, with the exception of the curve on Olivenhain Road. Due to the approval of the Santa Fe Ridge development, there is very little that can be done with this curve short of removing a number of brand new houses or constructing very large retaining walls. 15 PHASING OF IMPROVEMENTS Our analysis is centered around future year (2005) travel forecasts, looking at general plan build out conditions. Rancho Santa Fe Road however, is only two lanes wide at this point with no turn lanes. Traffic will not increase to the 2005 level immediately and therefore, it may be feasible to phase the improvement of Rancho Santa Fe Road. To determine the timing in which a road should be widened is extremely difficult, if not impossible to do accurately, due to the considerable number of variables including: the timing of development of adjacent properties, the construction of the side streets entering the major intersections, and land use changes away from the study area in San Marcos or in Olivenhain and Encinitas. There are however certain thresholds which can be determined at this time and can be used as a basis for conditioning future projects. The generally accepted upper limit for traffic volumes on a two lane road- way is 10,000 cars per day. Rancho Santa Fe Road currently carries just under this. It is therefore, important that the roadway be widened in the near future to provide four lanes through this study area. This is currently being undertaken both north and south of Olivenhain Road, however, there do not appear to be any plans currently for widening north of La Costa Avenue. It is less necessary in this segment, however, because the traffic volumes are tending to decrease at the northern end of the study area. In reviewing the ICU calculations, it appears that six lanes will be required once Rancho Santa Fe Road reaches an ADT of between 30,000 and 35,000 cars 16 per day. This, of course, is subject to considerable variation based on the amount of side street traffic which approaches each intersection. The most important aspect of a phased improvement program however, is the widening of the intersections. We recommend that each of the intersections be constructed with four lanes and the ultimate number of turn lanes as soon as the cross streets are constructed. This may cause some temporary incon- venience and longer than normal transitions, but it will provide a means of installing the ultimate traffic control devices at this time thus saving cost and disruption to traffic in the future. The outside travel lanes could then be constructed in the future as they are warranted when traffic volumes increase beyond 30,000 cars per day. Along with the construction of the four-lane roadway in the near future, it is also extremely important that bicycle lanes and sidwalks be provided at this time, particularly along the east side of Rancho Santa Fe Road. This area is currently being developed and will be occupied in the very near future. The children in this Vista Santa Fe subdivision will be attending schools in the Village Park area and will be walking and riding their bicycles along Rancho Santa Fe Road. It is clear that sidewalks and bicycles facilities should be provided. Students on the west side of Rancho Santa Fe Road will, in all likelihood, be bused to junior high and elementary schools and therefore, the provision for sidewalks is not as great, however they should be provided as the adjacent property developes. 17 CONCLUSIONS AND RECOMMENDATIONS This study has reviewed the street capacity needs for Rancho Santa Fe Road from Cadencia Street to the south city limits at Olivenhain Road. We have evaluated not only the capacity needs in terms of travel lanes and turn lanes, but also the width requirements of each of the features of the road- way. Based on the projected traffic volumes and turning movements prepared by SANDAG for the City, it is clear that Rancho Santa Fe Road will need to be updated to prime arterial standards to accomodate the year 2005 traffic volumes. Since this area has been master planned and a number of improvements have already been constructed, there is considerable justification for devi- ating from the City's current standards for the prime arterials. With the exception of the area immediately adjacent to the La Costa Avenue inter- section, the necessary street widening for prime arterial can be accomodated within an 108-foot right-of-way, which is only an increase of 6-feet from the current 102-foot major street standard. North of La Costa Avenue the major street standard can be retained, this is particularly important since both the curb and gutter and the median curb for ultimate southbound traffic have already been installed. La Costa Avenue presents a difficult situation to work with due to the high volumes of traffic on both Rancho Santa Fe Road and La Costa Avenue. In order to accomodate the anticipated traffic, it will be necessary to widen Rancho Santa Fe Road to a 120-foot right-of-way, this could be reduced to 117-feet if the existing curb and gutter on the west side of the road were removed for several hundred feet in either direction of the intersection. 18 In addition to widening Rancho Santa Fe Road, it will also be necessary to widen La Costa Avenue from it's current secondary arterial standards to accomodate the necessary travel lanes, turn lanes and bicycle lanes. A specific design for this intersection should be completed prior to the approval of any projects to the east which will extend La Costa Avenue. At the Olivenhain/Rancho Santa Fe Road intersection, it will be important to not only widen Rancho Santa Fe Road/01ivenhain Road, but also the southerly portion of Rancho Santa Fe Road after it makes it's right angle turn to con- tinue towards the Olivenhain Valley area. The current free right turn lane is located at this intersection, should be retained to improve the capacity at the intersection thus assuring an acceptable level of service. Since this intersection is currently being reconstructed by the developers of the Santa Fe Ridge development, it is important to incorporate the findings of this study into the construction plans for that project. Finally, while this study has attempted to be as specific as possible, it should again be clearly noted that the conclusions in this study are based on travel forecasts which are only approximations and may be subject to change as more details of developments surrounding the study area are known. It should also be clearly understood that the conclusions reached relate to Rancho Santa Fe Road only and should not be considered a justification for reducing street standards throughout the City of Carlsbad. Adjustments in this case are necessary due to improved travel forecasts identifying the need to widen Rancho Santa Fe Road, combined with restrictions imposed by the previously approved master plan and subdivisions. 19 APPENDIX RANCHO SANTA FE SOUTH Source: SANDAG 1984 2005 TRAVEL FORECAST DAILY TURN MOVEMENTS 01ivenhain/Rancho Santa Fe/Camino Alvaro FIGURE A-1 WiiiDASS ASSOCIA1ESJ • MIS ION ESTANCIA WEST Source: SANDAG 1984 2005 TRAVEL FORECAST DAILY TURN MOVEMENTS Mision Estancia West/Rancho Santa Fe FIGURE A-2 WEST Source: SANDAG 1984 2005 TRAVEL FORECAST DAILY TURN MOVEMENTS Mision Estencia West/Rancho Santa Fe FIGURE A-3 WiUDAN ASSOCIATES Source: SANDAG 2005 TRAVEL FORECAST DAILY TURN MOVEMENTS La Costa/Rancho Santa Fe FIGURE A-J WIULD&gf ASSOOAIfSJ- Source: SANDAG 1984 2005 TRAVEL FORECAST DAILY TURN .MOVEMENTS Cadencia / Rancho Santa Fe FIGURE A-5 WlilDAN ASSOCIATED RANCHO SANTA FE SOUTH ICU ANALYSIS Assume Rancho Santa Fe/01ivenhain - 2 Thru + 2 Left Assume Rancho Santa Fe South/Camino Alvaro - 1 Left + 1 Thru 6 Left 1397 501 397 + 1 12.1 1360 LOS E Assume Rancho Santa Fe South - 2 Thru + Left & Free Right 1397 501 397 + *t K). 2 + 2 + 2 + 1 = 1160 LOS D Assume Rancho Santa Fe North/01ivenhain - 3 Thru + 2 Left 1397 501 397 + 4 W_ 2 + 3 + 2 + 1 + 1076 LOS C Source: SANDAG 1984 2005 TRAVEL FORECAST A.M. PEAK Ol ivenhain/Rancho Santa Fe North £ Camino Alvaro/Rancho Santa Fe South FIGURE B-1 MIS ION ESTANCIA WEST ICU ANALYSIS Assume Mision Estancia Striped for 2 Left 6 1 Right Rancho Santa Fe 2 Thru and 1 Left 2335 + 185/2 2-8 129 2 + 1 + 2 Rancho Santa Fe 2 Thru and 2 Left 2335 + 185/2 _2_8 129 2 + 2 + 2 * Rancho Santa Fe 3 Thru and 1 Left 2335 + 185/2 2j8 129 3 + 1 + 2 Rancho Santa Fe 3 Thru and 2 Left 2335 + 185/2 28^ 129 3 + 2 + 2 1306 1292 902 LOS E LOS E LOS B LOS B Source: SANDAG 2005 TRAVEL FORECAST A.M. PEAK HOUR MisionEstancia West / Rancho Santa Fe FIGURE B-2 ASSOCIATES) ESTANCIA EAST ICU ANALYSIS Assume Mision Estancia Striped for 2 Left and 1 Right Rancho Santa Fe 2 Thru and 1 Left 2241 0^ 229 2+1+2 = 1235 * Rancho Santa Fe 3 Thru and 1 Left 2241 0^ 229 3+1+2 = 862 LOS D LOS B Source: SANDAG 1984 2005 TRAVEL FORECAST A.M. PEAK HOUR Mision Estancia East / Rancho Santa Fe FIGURE B-3 ASIOCIATESJ- ICU ANALYSIS Rancho Santa Fe 2 Thru and 1 Left & La Costa 2 Thru and 1 Left 1575 + 265/2 152 199 538 2 +1+2 + 1 = \(>kk ----- LOS F Rancho Santa Fe 2 Thru and 2 Left & La Costa 2 Thru and 2 Left 1575 + 268/2 152 199 538 2 +2 + 2 + 2 = 1299 LOS E Rancho Santa Fe 3 Thru and 1 Left & La Costa 2 Thru and 2 Left 1575 + 268/2 152 199 538 3 + 1 + 2 + 2 1090 LOS C Rancho Santa Fe 3 Thru and 2 Left £ La Costa 2 Thru and 2 Left 1575 + 268/2 152 199 538 3 +2 + 2 + 2 = 1014 LOS C Rancho Santa Fe 3 Thru and 2 Left & La Costa 2 Thru and 1 Left 1575 + 268/2 152 199 538 3 4.94-04-1 1 ORT Z T / T 1 — 1 £O 2005 TRAVEL FORECAST A.M. PEAK HOUR La Costa / Rancho Santa Fe 1 no CLUo tSource: SANDAG 1984 FIGURE B-4 W mmm ASSOCIATES!--- . / ICU ANALYSIS Assume Rancho Santa Fe - 2 Thru + 1 Left 2157 1 1 1160 LOS D Assume Rancho Santa Fe - 2 Thru + 2 Left 13 215769 T LOS D Assume Rancho Santa Fe - 3 Thru + 1 Left 69_ Jl 2157 1 + 1 + 3 = 801 LOS A Source: SANDAG 2005 TRAVEL FORECAST A.M. PEAK HOUR Cadencia & Rancho Santa Fe FIGURE B-5 WSU0AM RANCHO SANTA FE SOUTH ICU ANALYSIS Rancho Santa Fe North/01ivenhain 2 thru + 2 Left Rancho Santa Fe South 1 thru, 1 left + 1 right 304 1214 114 879 LOS B Source: SANDAG 1984 2005 TRAVEL FORECAST P.M. PEAK HOUR 01ivenhain/Rancho Santa Fe North & Camino Alvaro /Rancho Santa Fe South FIGURE C-1 W9UGAN MSOC8A7E2J Ml SIGN ESTANCIA WEST ICU ANALYSIS Assume Mis ion Estancia West - 2 Left + 2 Right Rancho Santa Fe - 2 Thru + 1 Left 1832 89 2 + 2 = 960 LOS B Rancho Santa Fe - 2 Thru + 2 Left 1832 8^ 2 + 2 = 960 LOS B Rancho Santa Fe - 3 Thru + 1 Left 1832 89_ 3 + 2 + 655 LOS A Source: SANDAG 1984 2005 TRAVEL FORECAST P.M. PEAK HOUR Mision Estancia West & Rancho Santa Fe FIGURE C-2 ASSOCIATES) V .Ml SI ON ESTANCIA EAST 1373 ICU ANALYSIS Assume Mision Estancia East - 2 Left + 1 Right Rancho Santa Fe - 2 Thru + 1 Left 1794 199 2 + 2 = 952 LOS B Rancho Santa Fe - 3 Thru + 1 Left 199 + 2 = 643 LOS A Source: SANDAG 1984 2005 TRAVEL FORECAST P.M. PEAK HOUR Mision Estancia East £ Rancho Santa Fe FIGURE C-3 W1UDAH ASSOOAliaj- ICU ANALYSIS Assume La Cost - 2 Thru + 2 Left Rancho Santa Fe - 2 Thru + 1 Left 1161 + 368/2 331 309 653 + ^59/2 2 + 1 + 2 + 2 Rancho Santa Fe - 2 Thru + 2 Left = 1599 1161 + 368/2 331 2 +2 309 653 + ^59/2 2 + 2 Rancho Santa Fe - 3 Thru + 1 Left 116 + 368/2 331 309 653 + ^53/2 3 + 1 + 2 +• 2 Rancho Santa Fe - 3 Thru + 2 Left 1161 + 368/2 331 309 653 + ^59/2 3 + 1 + 2 + 2 = 1375 = 1210 LOS F LOS F LOS E LOS D Source: SANDAG 1984 2005 TRAVEL FORECAST P.M. PEAK HOUR La Costa & Rancho Santa Fe FIGURE C-* WWIW ASSOdAIBJ- Assume Rancho ICU ANALYSIS Santa Fe - 2 Thru + 1 Left 1839 1003 LOS B/C Source: SANDAG 1984 2005 TRAVEL FORECAST P.M. PEAK HOUR Cadencia / Rancho Santa Fe FIGURE C-5 1 \^Pw/ WtUDAtl ASSOCIATES!