TABLE of CONTENTS 1.0 Introduction

Midway | Pacific Highway | Old Town Existing Conditions Mobility Report Community Plan Update

Fehr & Peers Transportation Consultants 101 West Broadway, Suite 1970 San Diego, CA 92101 T: (619) 234-3190 F: (619) 702-9345 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE OF CONTENTS 1.0 Introduction...... 1 1.1 Study Background and Purpose ...... 1 1.2 Study Location ...... 1 1.3 Supporting Information ...... 4 2.0 Methodology ...... 5 2.1 Selection of Study Area ...... 5 2.2 Vehicular Analysis...... 7 2.3 Multi-modal Analysis ...... 11 3.0 Existing Conditions ...... 14 3.1 Existing Settings ...... 14 3.2 Pedestrian Travel ...... 20 3.3 Public Transit Services and Facilities ...... 45 3.4 Regional Access ...... 71 3.5 Roadway Facilities ...... 75 3.6 Intelligent Transportation Systems (ITS) ...... 122 3.7 Transportation Demand Management ...... 123 3.8 Bicycle System ...... 124 3.9 Parking ...... 150 3.10 Airports ...... 152 3.11 Passenger Rail ...... 154 3.12 Goods Movement Facilities ...... 156 4.0 Midway/Pacific Highway Corridor Community...... 158 4.1 Pedestrian Travel ...... 158 4.2 Bicycle System ...... 160 4.3 Public Transit and Facilities ...... 163 4.4 Roadway System ...... 167 4.5 Parking ...... 172 4.6 Next Steps ...... 172 5.0 Old Town Community ...... 175 5.1 Pedestrian Travel ...... 175 5.2 Bicycle System ...... 180 5.3 Public Transit and Facilities ...... 180 5.4 Roadway System ...... 184 5.5 Parking ...... 187 5.6 Next Steps ...... 192

APPENDICES Appendix A American Community Survey 2006-2010 Journey to Work Estimates by Census Block Group Appendix B Peak Hour Pedestrian and Bicycle Count Worksheets Appendix C Peak Hour Pedestrian MMLOS Worksheets Appendix D Transit Boarding Worksheets Appendix E Peak Hour Transit MMLOS Worksheets Appendix F Caltrans Freeway Volume Worksheets Appendix G Daily Roadway Segment Vehicle Counts Appendix H Peak Hour Arterial Analysis Worksheets Appendix I Peak Hour Intersection Turning Movement Count Worksheets Appendix J Signal Timing Plans Appendix K Peak Hour Intersection Analysis Worksheets Appendix L Peak Hour Queuing Analysis Worksheets Appendix M Peak Hour Auto MMLOS Worksheets Appendix N Peak Hour Bicycle MMLOS Worksheets Appendix O Parking Occupancy Data

Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

LIST OF FIGURES Figure 1-1 Midway/Pacific Highway Corridor and Old Town within the Region ...... 2 Figure 2-1 Project Study Area ...... 6 Figure 3-1 City of San Diego Pedestrian Route Typologies ...... 21 Figure 3-2 Midway/Pacific Highway Corridor and Old Town Pedestrian Routes ...... 22 Figure 3-3 Midway/Pacific Highway Corridor and Old Town Pedestrian Routes ...... 24 Figure 3-4 Midway/Pacific Highway Corridor and Old Town Pedestrian Priority Model (PPM) ...... 26 Figure 3-5A AM/PM Peak Hour Existing Pedestrian Counts ...... 28 Figure 3-5B AM/PM Peak Hour Existing Pedestrian Counts ...... 29 Figure 3-5C AM/PM Peak Hour Existing Pedestrian Counts ...... 30 Figure 3-5D AM/PM Peak Hour Existing Pedestrian Counts ...... 31 Figure 3-5E AM/PM Peak Hour Existing Pedestrian Counts ...... 32 Figure 3-6A Existing Pedestrian Segment Level of Service (AM Peak) ...... 41 Figure 3-6B Existing Pedestrian Segment Level of Service (PM Peak) ...... 42

Figure 3-7 Pedestrian Crashes (January 2005 – June 2010) ...... 44 Figure 3-8 Existing Public Transit Facilities ...... 55 Figure 3-9 Transit Stop Average Daily Boardings and Alightings ...... 57 Figure 3-10A Existing Transit Level of Service (AM Peak) ...... 65 Figure 3-10B Existing Transit Level of Service (PM Peak) ...... 66 Figure 3-11 Key Roadway Existing Functional Classifications ...... 76 Figure 3-12 Existing Roadway Level of Service ...... 82 Figure 3-13A Existing Intersection Geometrics ...... 87 Figure 3-13B Existing Intersection Geometrics ...... 88 Figure 3-13C Existing Intersection Geometrics ...... 89 Figure 3-14A Existing Intersection Peak Hour Turning Movements ...... 90 Figure 3-14B Existing Intersection Peak Hour Turning Movements ...... 91 Figure 3-14C Existing Intersection Peak Hour Turning Movements ...... 92 Figure 3-15 Existing Intersection Peak Hour Level of Service ...... 93 Figure 3-16A Existing Auto Speed LOS (AM Peak)...... 109 Figure 3-16B Existing Auto Speed LOS (PM Peak)...... 110 Figure 3-17 Vehicle Crash Locations (January 2005 and June 2010) ...... 120 Figure 3-18 Regional Bicycle Facilities ...... 125 Figure 3-19 Existing Bicycle Facilities ...... 128

Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Figure 3-20 Bicycle Demand Model ...... 129 Figure 3-21A AM/PM Peak Period Existing Bicycle Counts ...... 131 Figure 3-21B AM/PM Peak Period Existing Bicycle Counts ...... 132 Figure 3-21C AM/PM Peak Period Existing Bicycle Counts ...... 133 Figure 3-22A Existing Bicycle Level of Service (AM Peak) ...... 134 Figure 3-22B Existing Bicycle Level of Service (PM Peak) ...... 135 Figure 3-23 Bicycle Crash Locations (January 2005 through June 2010) ...... 147 Figure 3-24 Planned Bicycle Network ...... 149 Figure 3-25 Observed Peak On-Street Parking Occupancy ...... 151 Figure 3-26 California High Speed Train Map ...... 155 Figure 4-1 Existing Pedestrian Facilities - Midway/Pacific Highway Corridor ...... 159 Figure 4-2 Pedestrian Issues/Needs - Midway/Pacific Highway Corridor ...... 161 Figure 4-3 Existing Bicycle Network - Midway/Pacific Highway Corridor ...... 162 Figure 4-4 Bicycle Related Issues/Needs - Midway/Pacific Highway Corridor ...... 164 Figure 4-5 Existing Transit Network - Midway/Pacific Highway Corridor ...... 165 Figure 4-6 Transit Coverage - Midway/Pacific Highway Corridor ...... 166 Figure 4-7 Existing Roadway Network - Midway/Pacific Highway Corridor ...... 168 Figure 4-8 Regional Access Midway/Pacific Highway Corridor Community ...... 169 Figure 4-9 Roadway Network Issues/Needs - Midway/Pacific Highway Corridor ...... 171

Figure 4-10 Observed Parking Demand – Midway/Pacific Highway Corridor ...... 173 Figure 5-1 Existing Pedestrian Facilities – Old Town ...... 176 Figure 5-2 Pedestrian Issues/Needs – Old Town ...... 179 Figure 5-3 Existing Bicycle Network – Old Town...... 181 Figure 5-4 Bicycle Related Issues/Needs - Midway/Pacific Highway Corridor ...... 182

Figure 5-5 Existing Transit Facilities – Old Town ...... 183 Figure 5-6 Transit Coverage – Old Town ...... 185 Figure 5-7 Existing Roadway Network – Old Town ...... 186 Figure 5-8 Roadway Network Issues/Needs – Old Town ...... 188 Figure 5-9 Parking Facility Locations – Old Town ...... 190 Figure 5-10 Observed Parking Demand – Old Town ...... 191

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Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

LIST OF TABLES Table 2.1 Level of Service Definitions ...... 8 Table 2.2 City of San Diego - Roadway Classifications and LOS Standards ...... 8 Table 2.3 Signalized Intersection Level of Service Criteria ...... 9 Table 2.4 Unsignalized Intersection Level of Service Criteria ...... 10 Table 2.5 Freeway Segment Level of Service Definitions...... 11 Table 2.6 Multi-Modal Level of Service Letter Grade Numerical Equivalents ...... 12 Table 2.7 Multi-Modal Level of Service Roadway Segment Speed LOS ...... 12 Table 3.1 Existing Roadway Characteristics ...... 15 Table 3.2 Percent of Community Walking to Work ...... 25 Table 3.3A Summary of Roadway Segment Pedestrian MMLOS (AM Peak) ...... 33 Table 3.3B Summary of Roadway Segment Pedestrian MMLOS (PP Peak) ...... 37 Table 3.4 Pedestrian Crash Locations ...... 43 Table 3.5 Transit Station/Stop Amenities and Average Daily Boardings and Alightings (Year 2010) ... 58 Table 3.6 Percent Using Transit for Commuting to Work...... 61 Table 3.7A Transit-Auto Connectivity Comparison - Midway/Pacific Highway Corridor Community ...... 63 Table 3.7B Transit-Auto Connectivity Comparison - Old Town Community ...... 64 Table 3.8A Summary of Roadway Segment Transit MMLOS (AM Peak) ...... 67 Table 3.8B Summary of Roadway Segment Transit MMLOS (PM Peak) ...... 69 Table 3.9 Freeway Segment Level of Service ...... 74 Table 3.10 Freeway Ramp Meter Analysis ...... 72 Table 3.11 Roadway Segment Count Data Summary ...... 77 Table 3.12 Roadway Level of Service ...... 79 Table 3.13 Peak Hour Arterial Analysis for Roadway Segments Operating at LOS E or F ...... 83 Table 3.14 Intersection Count Data Summary ...... 85 Table 3.15 Summary of Peak Hour Intersection LOS Analysis ...... 94 Table 3.16 Peak Hour Intersection Queuing Analysis - Turning Movements Exceeding Pocket Lengths ...... 96 Table 3.17 Peak Hour Intersection Queuing Analysis - Closely Spaced Intersections ...... 98 Table 3.18A Summary of Roadway Segment Auto MMLOS (AM Peak) ...... 101 Table 3.18B Summary of Roadway Segment Auto MMLOS (PM Peak) ...... 105 Table 3.19A Vehicular Crash Locations - Midway/Pacific Highway Corridor ...... 112 Table 3.19B Vehicular Crash Locations (Old Town) ...... 116 Table 3.20 Crash Rate Summary ...... 118 Table 3.21 Percent of Community Bicycling to Work ...... 130 Table 3.22A Summary of Roadway Segment Bicycle MMLOS (AM Peak) ...... 136 Table 3.22B Summary of Roadway Segment Bicycle MMLOS (PM Peak) ...... 140 Table 3.23 Bicycle Crash Locations ...... 145

Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

1.0 INTRODUCTION

1.1 STUDY BACKGROUND AND PURPOSE This Existing Conditions Report summarizes the physical and operational conditions of the Midway/Pacific Highway Corridor and Old Town Communities (study communities) transportation system as part of the City of San Diego’s community plan update process. The evaluation includes an overview of existing conditions for pedestrian and bicycle facilities, transit systems, roadways, parking, airports, passenger rail and freight within the communities. The report also describes key terms and methodologies utilized for conducting these analyses and identifies current deficiencies within the respective communities’ transportation systems. The information will be used to support decisions about proposals and recommendations for updating the communities’ circulation elements. The study communities’ transportation systems are comprised of diverse elements, including an extensive roadway system, public transit in the form of bus, light rail and commuter rail transit, bicycle and pedestrian facilities, and truck routes. Each of these elements is discussed in the following chapters. Several key planning efforts and legislative actions of the past decade have redefined the way community transportation planning is carried out. An important unifying theme is to achieve a more balanced multi- modal transportation system that allows people of varying physical and economic conditions to accomplish daily activities without making a single-occupant vehicle trip.

The most noteworthy planning effort and legislative action includes adoption of the City of San Diego’s Strategic Framework Element and the updated General Plan in 2008. These documents define a land use-transportation strategy for the City of San Diego predicated on new growth occurring in already urbanized areas of the City – or “villages” – that are served by high-capacity transit and provide high quality pedestrian and bicycle networks. The San Diego Association of Government’s (SANDAG) Smart Growth Concept Map (2008) proposes a similar land use-transportation strategy, and provides funding incentives to local governments to pursue these strategies within their boundaries.

The California Complete Street Act of 2007 requires local circulation element updates undertaken after January 2011 to show evidence of planning for all roadway users, including “pedestrians, bicyclists, users of public transit, motorists, children, the elderly, and the disabled”.

Adoption of the 2008 Senate Bill 375 requires metropolitan planning organizations in the State to formulate a “sustainable communities strategy” as part of their regional transportation plans, specifically identifying how the region will achieve specified reductions in greenhouse gas emissions from automobiles and light trucks.

Taken together, these developments and associated planning initiatives reflect a growing recognition across the City, the region and the State, that our communities should be working to reduce reliance on automobile travel and to increase the ease of walking, bicycling and using transit to support daily life.

City of San Diego’s General Plan Mobility Element Goal … “To improve mobility through development of a balanced, multi-modal transportation network.”

1.2 STUDY LOCATION The communities of Midway/Pacific Highway Corridor and Old Town are located within the City of San Diego, approximately eight miles north of downtown San Diego. Interstates 5 and 8, along with the Blue and Green Trolley (LRT) Lines and the Coaster commuter train, provide regional accessibility between these communities and other locations across the County of San Diego. The presence of two interstate freeways, however, also has a tendency to impede pedestrian and bicycling activity, as do the highly auto-oriented roadways that traverse these communities, especially in the Midway/Pacific Highway Corridor community. Figure 1-1 displays the location of the study communities within the San Diego region. 1 OCEANSIDE

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IMPERIAL ·|}þ905 [ BEACH 042Miles MEXICO Figure 1-1: Midway/Pacific Highway and Old Town within the Region Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 7/1/11 2 Source: SANDAG (2011) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Midway/Pacific Highway Corridor The Midway/Pacific Highway Corridor Community is situated north of the Centre City community between the communities of Old Town and Peninsula. The community encompasses approximately 800 acres of mostly flatland and is comprised of two basic elements: the central Midway area and the narrow, linear- shaped Pacific Highway Corridor. Central Midway has an urbanized commercial core containing numerous shopping centers and institutional facilities which cater to the commercial needs of nearby residential and visitor populations. The area is characterized by wide streets, flat topography, and a varied mixture of flat-roofed large and small commercial buildings. The Pacific Highway Corridor, between Interstate 5 and Lindbergh Field, contains some of the City's oldest industrial areas. The corridor is defined by large scale buildings and unscreened commercial parking lots in the southern portion, and a group of smaller scale, low lying industrial buildings located between Witherby Street and Washington Street in the northern portion. There are a few multifamily residential complexes located in the western portion of the community, adjacent to the Point Loma area. The planning area is generally characterized by a variety of commercial retail activities, and wide, multi-directional traffic intersections. Since the 1960s, the Midway area has experienced an irregularld development l t pattern, tt whichhi h hhas resulted lt d in i ththe lack l k off a clearlil visual form, both in terms of orientation and community legibility. The resulting diversity in development patterns, architectural styles, setbacks, and other development criteria has contributed to a disjointed and sporadic community image, where few buildings have compatibility or any functional relationship to each other and the surrounding neighborhood. Due to the area’s low land valuations, high traffic utilization and inadequate zoning and development regulation, many auto-oriented commercial uses have located throughout the industrially zoned portions of the community. Much of the commercial development, including retail oriented auto sales and services, adult entertainment, and drive-thru restaurants, now exhibit a general lack of adequate parking, landscaping, and other commercial development amenities. The SANDAG Regional Comprehensive Plan (RCP), first adopted in 2004 (last updated in January 2012), has designated the entire Midway/Pacific Highway Corridor Community as a Smart Growth opportunity area, where it is classified as an existing Urban Center. Old Town The Old Town community contains 230 acres and is bound on the north by I-8 and Mission Valley, on the West by I-5 and Midway, and on the south and east by the Uptown/ Mission Hills hillsides. Old Town San Diego, considered the "birthplace" of California, is the site of the first permanent Spanish Mission and settlement in California. The first Spanish Mission and Presidio were built on a hillside overlooking what is currently known as Old Town San Diego. At the base of the hill in the 1820’s, a small Mexican community of adobe

3 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012) buildings was formed and by 1835 had attained the status of El Pueblo de San Diego. In 1968, the State of California Department of Parks and Recreation established Old Town State Historic Park to preserve the rich heritage that characterized San Diego during the 1821 to 1872 period. The park includes a main plaza, exhibits, museums and living history demonstrations. Due to the historical nature and attractions within the community, Old Town San Diego is currently one of the region’s largest tourist attractions. Within the community’s central core (San Diego Avenue & Congress Street, between Twiggs Street and Ampudia Street) there are currently more than 150 shops, several restaurants, 17 museums, and historical sites. There is currently a small number of residential neighborhoods located along the eastern, western and southern boundaries of the community. The SANDAG RCP does not designate any areas within the Old Town Community as Smart Growth opportunity areas.

1.3 SUPPORTING INFORMATION Certain components of studies done by others were used in a collaborative effort to help form the existing conditions summary that is provided in this report. This report summarizes the findings and recommendations from previous transportation studies that should be taken into consideration during the Midway/Pacific Highway Corridor and Old Town Community Plan Update process. These documents include:

x Old Town Community Plan, July 1987 x Midway/Pacific Highway Corridor Community Plan and Local Coastal Program Land Use Plan, May 1991 (last amended March 2006) x 2050 Regional Transportation Plan, October 2011 x City of San Diego Pedestrian Master Plan, December 2006 x City of San Diego Bicycle Master Plan, May 2002 x City of San Diego Bicycle Master Plan Update, June 2011 Draft x Rosecrans Corridor Mobility Study, February 2010 x Destination Lindbergh Technical Report: San Diego International Airport, November 2008 x San Diego International Airport Master Plan, November 2008 x Phase II Visitor Oriented Parking Facilities Study of the Old Town Community, May 2002 x SANDAG Regional Comprehensive Plan (RCP), January 2012

4 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

2.0 METHODOLOGY

The following sections describe the various methodologies used to determine key study area transportation facilities identified for further study and the processes in which the existing transportation network within the Midway/Pacific Highway Corridor and Old Town communities was evaluated.

2.1 SELECTION OF STUDY AREA

INTERSECTIONS Intersections were evaluated if one of the following applied: x The intersection is a circulation element roadway intersecting with another circulation element roadway. This includes both existing and future or planned circulation element roadways per the currently adopted Community Plans of the Midway/Pacific Highway Corridor or Old Town Communities. x The intersection is a freeway ramp interchange intersection located within the Midway/Pacific Highway Corridor or Old Town communities or is a major gateway to either of the communities. x Major intersections located outside of either community that may influence or impact the flow of transportation within the communities, or be influenced or impacted by it.

Based on the criteria listed above, 59 intersections were selected for study, as displayed in Figure 2-1. This includes 11 intersections located outside of either study community; however, due to their close proximity along the main corridors accessing either community, it was determined that their operations may directly impact the flow of traffic into and out of each community. The studied intersections outside of the respective communities include: x Hugo Street/N. Harbor Drive and Rosecrans Street x Pacific Highway and West Hawthorn Street x Lowell Street/Nimitz Boulevard and Rosecrans Street x Pacific Highway and West Grape Street x Laning Road and Rosecrans Street x Friars Rd and Sea World Drive x Kettner Boulevard and West Hawthorn Street x I-5 SB Ramps and Sea World Drive x Kettner Boulevard and West Grape Street x I-5 NB Ramps and Sea World Drive x Pacific Highway and Sea World Drive

ROADWAY SEGMENTS Roadway segments were evaluated if any of the following applied: x The roadway segment is an existing or planned circulation element roadway per the currently adopted community plans for the Midway/Pacific Highway Corridor or Old Town communities. x The roadway segment provides freeway access for the Midway/Pacific Highway Corridor or Old Town communities. x Roadway segments located outside of either community that may influence or impact the flow of transportation within the communities, or be influenced or impacted by it.

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GO ST HU 49 Study Intersections Study Roadways Study Peninsula Figure 2-1: Project Study Area Study Project 2-1: Figure 4/4/12 Date: Source: Fehr & Peers (2011) Midway/Pacific Highway Corridor and Old Town Community Plan Update Community Town and Old Corridor Highway Midway/Pacific Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

URBAN STREET SEGMENTS Certain roadway segments within the project boundary were identified as being Urban Streets and were subject to multi-modal level of service analyses for auto, bicycles, pedestrians, and transit. These segments were selected based on several factors, including:

x Circulation Element Roadways providing access throughout the communities x Existing transit facilities x Roadways with intersections predominantly controlled by traffic signals

The following roadway segments were selected as Urban Streets and multi-modal analyses were performed on each, as documented in this report:

Midway/Pacific Highway Corridor Old Town x Barnett Avenue x Pacific Highway x Congress Street x Camino Del Rio West x Rosecrans Street x San Diego Avenue x Hancock Street x Sports Arena Boulevard x Juan Street x Kemper Street x Taylor Street x Kettner Boulevard x Twiggs Street x Kurtz Street x Harney Street x Laurel Street x Old Town Avenue x Lytton Street x Morena Boulevard x Midway Drive

Multi-Modal Level of Service (MMLOS) analyses include quantitative assessments of the facilities provided within the analyzed roadway corridor for all modes of travel including vehicular, pedestrian, bicycle, and transit. The following sections describe in detail the methodologies used to analyze the roadway facilities evaluated in this report:

2.2 VEHICULAR ANALYSIS Level of Service (LOS) is a quantitative measure describing operational conditions within a traffic stream, and the motorists’ and/or passengers’ perception of operations. A LOS definition generally describes these conditions in terms of such factors as delay, speed, travel time, freedom to maneuver, interruptions in traffic flow, queuing, comfort, and convenience. Table 2.1 describes generalized definitions of the various LOS categories (A through F) as applied to roadway operations.

7 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 2.1 LEVEL OF SERVICE DEFINITIONS LOS Category Definition of Operation This LOS represents a completely free-flow condition, where the operation of vehicles is virtually A unaffected by the presence of other vehicles and only constrained by the geometric features of the highway and by driver preferences. This LOS represents a relatively free-flow condition, although the presence of other vehicles B becomes noticeable. Average travel speeds are the same as in LOS A, but drivers have slightly less freedom to maneuver. At this LOS the influence of traffic density on operations becomes marked. The ability to maneuver C within the traffic stream is clearly affected by other vehicles. At this LOS, the ability to maneuver is notably restricted due to traffic congestion, and only minor D disruptions can be absorbed without extensive queues forming and the service deteriorating. This LOS represents operations at or near capacity. LOS E is an unstable level, with vehicles E operating with minimum spacing for maintaining uniform flow. At LOS E, disruptions cannot be dissipated readily thus causing deterioration down to LOS F. At this LOS, forced or breakdown of traffic flow occurs, although operations appear to be at capacity, F queues form behind these breakdowns. Operations within queues are highly unstable, with vehicles experiencing brief periods of movement followed by stoppages. Highway Capacity Manual 2000

ROADWAY SEGMENT LEVEL OF SERVICE STANDARDS AND THRESHOLDS Roadway segment LOS standards and thresholds provide the basis for analysis of arterial roadway segment performance. The analysis of roadway segment LOS is based on the functional classification of the roadway, the maximum capacity, roadway geometrics, and existing or forecast Average Daily Traffic (ADT) volumes. Table 2.2 presents the roadway segment capacity and LOS standards utilized to analyze roadways evaluated in this report. TABLE 2.2 CITY OF SAN DIEGO ROADWAY CLASSIFICATIONS AND LOS STANDARDS Roadway Classification LOS A LOS B LOS C LOS D LOS E Expressway (6-lane) < 30,000 < 42,000 < 60,000 < 70,000 < 80,000 Prime Arterial (6-lane) < 25,000 < 35,000 < 50,000 < 55,000 < 60,000 Major Arterial (6-lane, divided) < 20,000 < 28,000 < 40,000 < 45,000 < 50,000 Major Arterial (4-lane, divided) < 15,000 < 21,000 < 30,000 < 35,000 < 40,000 Secondary Arterial/Collector (4-lane w/ center lane) < 10,000 < 14,000 < 20,000 < 25,000 < 30,000 Collector (4-lane w/o center lane) < 5,000 < 7,000 < 10,000 < 13,000 < 15,000 Collector (2-lane w/continuous left-turn lane) < 5,000 < 7,000 < 10,000 < 13,000 < 15,000 Collector (2-lane no fronting property) < 4,000 < 5,500 < 7,500 < 9,000 < 10,000 Collector (2-lane w/commercial fronting) < 2,500 < 3,500 < 5,000 < 6,500 < 8,000 Collector (2-lane multi-family) < 2,500 < 3,500 < 5,000 < 6,500 < 8,000 Sub-Collector (2-lane single-family) - - < 2,200 - - City of San Diego Traffic Impact Study Manual (1998)

These standards are generally used as long-range planning guidelines to determine the functional classification of roadways. The actual capacity of a roadway facility varies according to its physical attributes. Typically, the performance and LOS of a roadway segment is heavily influenced by the ability 8 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012) of its intersections to accommodate peak hour traffic volumes. For the purposes of this traffic analysis, LOS D is considered acceptable for circulation element roadway segments.

PEAK HOUR INTERSECTION LEVEL OF SERVICE STANDARDS AND THRESHOLDS This section presents the methodologies used to perform peak hour intersection capacity analysis, including both signalized and unsignalized intersections. The following assumptions were utilized in conducting all intersection level of service analyses: x Pedestrian Calls per Hour: Based on existing pedestrian count data. Where data was not available, 10 calls per hour for each pedestrian movement was assumed. x Heavy Vehicle Factor: A 2% heavy vehicle factor was assumed for all intersections within the study area. x Signal Timing: Based on existing signal timing plans (as of September 2011) x Peak Hour Factor: Based on existing peak hour count data

SIGNALIZED INTERSECTION ANALYSIS The analysis of signalized intersections utilized the operational analysis procedures as outlined in the 2000 Highway Capacity Manual (HCM), Transportation Research Board Special Report 209. This method defines LOS in terms of delay, or more specifically, average stopped delay per vehicle. Delay is a measure of driver and/or passenger discomfort, frustration, fuel consumption and lost travel time. This technique uses 1,900 vehicles per hour per lane (VPHPL) as the maximum saturation volume of an intersection. This saturation volume is adjusted to account for lane width, on-street parking, pedestrians, traffic composition (i.e., percentage trucks) and shared lane movements (i.e. through and right-turn movements originating from the same lane). The LOS criteria used for this technique are described in Table 2.3. The computerized analysis of intersection operations was performed utilizing the SYNCHRO 7.0 traffic analysis software. TABLE 2.3 SIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA Average Stopped Delay Per Vehicle Level of Service (LOS) Characteristics (seconds) LOS A describes operations with very low delay. This occurs when progression is extremely favorable, <10.0 and most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. LOS B describes operations with generally good progression and/or short cycle lengths. More vehicles 10.1 – 20.0 stop than for LOS A, causing higher levels of average delay. LOS C describes operations with higher delays, which may result from fair progression and/or longer 20.1 – 35.0 cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. LOS D describes operations with high delay, resulting from some combination of unfavorable 35.1 – 55.0 progression, long cycle lengths, or high volumes. The influence of congestion becomes more noticeable, and individual cycle failures are noticeable.

55.1 – 80.0 LOS E is considered the limit of acceptable delay. Individual cycle failures are frequent occurrences.

LOS F describes a condition of excessively high delay, considered unacceptable to most drivers. This >80.0 condition often occurs when arrival flow rates exceed the LOS D capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes to such delay. Highway Capacity Manual 2000, TRB Special Report 209

9 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

UNSIGNALIZED INTERSECTION ANALYSIS Unsignalized intersections, including two-way and all-way stop controlled intersections, were analyzed using the 2000 Highway Capacity Manual (Section 10) unsignalized intersection analysis methodology. The SYNCHRO 6.0 Traffic Analysis software supports this methodology and was utilized to produce LOS results. The LOS for a two-way stop controlled (TWSC) intersection is determined by the computed control delay and is defined for each minor movement. Table 2.4 summarizes the LOS criteria for unsignalized intersections. The City of San Diego considers LOS D or better during the AM and PM peak hours to be acceptable for intersection LOS. TABLE 2.4 UNSIGNALIZED INTERSECTION LEVEL OF SERVICE CRITERIA Average Control Delay (sec/veh) Level of Service (LOS) <10 A >10 and <15 B >15 and <25 C >25 and <35 D >35 and <50 E >50 F Highway Capacity Manual 2000, TRB Special Report 209

FREEWAY SEGMENT LEVEL OF SERVICE Freeway segment Level of Service and performance is based upon procedures developed by Caltrans District 11, which are derived from the 2000 Highway Capacity Manual (HCM 2000). The procedure for determining freeway Level of Service involves calculating a peak hour volume to capacity (V/C) ratio. Peak hour volumes are calculated by multiplying the ADT by the design hour factor (“K”) and directional factor (“D”), and then dividing by the Heavy Vehicle Factor (“HVF”). The analysis assumed a capacity of 2,350 passenger-cars per hour per lane (pc/h/ln) for freeway mainlines and 1400 passenger-cars per hour per lane (pc/h/ln) for auxiliary lanes. The resulting V/C is then compared to the ranges of V/C values corresponding to the various Levels of Service for each facility classification, as shown in Table 2.5 Based upon The City of San Diego Traffic Impact Study Manual (1998), LOS D or better is used in this study as the threshold for acceptable freeway operations.

10 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 2.5 FREEWAY SEGMENT LEVEL OF SERVICE DEFINITIONS LOS V/C Congestion/Delay Traffic Description

Used for freeways, expressways and conventional highways "A" <0.41 None Free flow. "B" 0.42-0.62 None Free to stable flow, light to moderate volumes. Stable flow, moderate volumes, freedom to maneuver noticeably "C" 0.63-0.79 None to minimal restricted. Approaches unstable flow, heavy volumes, very limited freedom to "D" 0.80-0.92 Minimal to substantial maneuver. Extremely unstable flow, maneuverability and psychological comfort "E" 0.93-1.00 Significant extremely poor. Used for conventional highways Forced or breakdown flow. Delay measured in average travel speed "F" >1.00 Considerable (MPH). Signalized segments experience delays >60.0 seconds/vehicle. Used for freeways and expressways Considerable Forced flow, heavy congestion, long queues form behind breakdown "F(0)" 1.01-1.25 0-1 hour delay points, stop and go. Severe "F(1)" 1.26-1.35 Very heavy congestion, very long queues. 1-2 hour delay Very Severe Extremely heavy congestion, longer queues, more numerous "F(2)" 1.36-1.45 2-3 hour delay breakdown points, longer stop periods. Extremely Severe "F(3)" >1.46 Gridlock 3+ hours of delay Source: Caltrans, 1992

FREEWAY RAMP OPERATIONS

On-Ramp Metering Analysis - Ramp metering analyses to calculate delays at the study area freeway on-ramps were conducted based upon procedures outlined in the City of San Diego Traffic Impact Study Manual (1998). Ramp meter delays are calculated by dividing the Excess Ramp Demand (Ramp Demand – Ramp Meter Rate) by the Caltrans provided Ramp Meter Rate and multiplied by 60 minutes/hour (Delay = Excess Demand/Ramp Meter Rate x 60 minutes/hour). Ramp delays in excess of 15 minutes are not acceptable when the ramp is accessing a freeway segment operating at a LOS E or F.

Ramp Queue Lengths are calculated by multiplying the Excess Ramp Demand by the average car length (29 feet).

2.3 MULTI-MODAL ANALYSIS

Multi-Modal Level of Service (MMLOS) is a method for assessing how well an urban street serves the needs of all users (pedestrians, transit passengers, motorists and bicyclists). The MMLOS methodology is based on research sponsored by the Transportation Research Board (TRB), through the National Cooperative Highway Research Program (NCHRP) Project 3-70, Multimodal Level of Service Analysis for Urban Streets. The method that NCHRP 3-70 developed evaluates, by mode, the feel, comfort, accessibility and safety of an urban street based upon the design, control and operations of the roadway. MMLOS uses Quality of Service (QOS) as an indicator of the traveler’s perceived degree of satisfaction with the traveling experience provided within the urban street.

11 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

The computerized analysis of MMLOS for all modes was performed utilizing the Complete Streets LOS, A Multimodal Level of Service Toolkit, Version 3 analysis software developed by Dowling Associates, Inc. This software outputs numerical ratings of the mode of travel, and these ratings are then converted into the traditional A-F letter grade system. Tables 2.6 and 2.7 display the LOS letter grade numerical equivalents for transit, bicycle and pedestrian facilities. TABLE 2.6 MULTI-MODAL LEVEL OF SERVICE LETTER GRADE NUMERICAL EQUIVALENTS LOS Model Outputs LOS Letter Grade Model < 2.00 A 2.00 < Model < 2.75 B 2.75 < Model < 3.50 C 3.50 < Model < 4.25 D 4.25 < Model < 5.00 E Model > 5.00 F Transportation Research Board NCHRP Project 3-70

The following provides a more detailed description of the specific analysis methodologies and data inputs for each mode.

AUTO TABLE 2.7 MULTI-MODAL LEVEL OF SERVICE ROADWAY SEGMENT SPEED LOS Travel Speed as a LOS by Critical Volume-to-Capacity Percentage of Base Free- Ratio Flow Speed (%) ≤1.0 >1.0 >85 A F >67-85 B F >50-67 C F >40-50 D F >30-40 E F ≤30 F F Highway Capacity Manual 2010: Chapter 16, Exhibit 16-4

Auto LOS is a function of the auto user’s perceived average speed on the roadway. The following variables are used to calculate the auto LOS: x Speed and makeup of the vehicular traffic x The length of the segment x Delay at intersection for through traffic x Stops per segment x Cross traffic per segment

TRANSIT The transit LOS is based on a combination of the access experience, the waiting experience, and the rideing experience. The access experience is represented by the pedestrian LOS score for pedestrian 12 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012) access to bus stops in the direction of travel along the street. The waiting and riding experiences are combined into a transit wait/ride score. The transit wait/ride score is a function of the average headway between transit vehicles and the perceived travel time. The following six (6) variables are used to determine the transit LOS: x Frequency of service x Load factors x Mean speed x Quality of pedestrian access to transit stops x Reliability of service x Transit stop amenities

BICYCLE The bicycle LOS is a weighted combination of the bicyclists’ experiences at intersections and on street links between the intersections. Bicycle LOS is a function of the following five (5) variables: x Lateral separation between bicycles and vehicular traffic x Speed and makeup of the vehicular traffic x Pavement conditions x Directional vehicular traffic volumes x Intersection crossing distance

PEDESTRIAN The pedestrian LOS is a measurement of the pedestrians’ experiences at intersections and on street links between the intersections. Pedestrian LOS is a function of the following variables: x Lateral separation between pedestrians x Left-turn during “Walk” phase and vehicular traffic x Delay waiting to cross at signal x Width of sidewalk x Intersection crossing distance x Speed and makeup of the vehicular traffic x Cross-street vehicular traffic volume and x Difficulty of crossing arterial speed x Directional vehicular traffic volumes x Pedestrian density x Right-turn on red

13 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.0 EXISTING CONDITIONS

This chapter summarizes the existing conditions within the Midway/Pacific Highway Corridor and Old Town communities with respect to the following:

x Pedestrian Travel x Public Transit x Roadway Network x Regional Accessibility x Intelligent Transportation Systems (ITS) x Transportation Demand Management (TDM) x Bicycling x Parking x Airports x Passenger Rail x Goods Movement and Freight

3.1 EXISTING SETTINGS The following section provides a description of the existing study roadways within the study communities. Ultimate roadway classifications were taken from both the current Midway/Pacific Highway Corridor (May 1991) and Old Town (July 1987) Community Plans. The portions of the roadways described are intended to reflect the areas within the given community, and may not reflect the entirety of the roadway. Functional classifications are based on field observations performed during preparation of this report. Table 3.1 summarizes the existing physical roadway characteristics for the roadway segments within the study communities.

14 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.1 EXISTING ROADWAY CHARACTERISTICS Pavement Existing Speed Width / Functional Abutting Land On-Street Limit Curbs & Bicycle Right-of- Ultimate Roadway From To Classification Use Parking (mph) Sidewalks Facilities Way Width Classification North-South Midway/Pacific Highway Corridor 4-Lane Major w/ Commercial & Lytton Street/ Rosecrans St Midway Dr None 40 Yes Class II 76’/86’ 4-Lane Major CLTL Military Use Barnett Commercial & 6-Lane Primary Avenue Midway Dr Pacific Hwy 4-Lane Major None 40 Yes Class III 92’/108’ Industrial Arterial W. Mission I-8 WB Ramps I-8 EB Ramps 4 Lane Major None None 35 Yes Class III 72’/84 4-Lane Major Bay Dr W. Point Loma Blvd/ 4-Lane Major Kemper St Commercial None 35 Yes None 60’/76 4-Lane Major Sports Arena Blvd w/CLTL 4-Lane Major w/ Kemper St East Dr Commercial None 35 Yes None 60’/76’ 4-Lane Major CLTL Midway Dr 4-Lane Major w/ Parallel East Dr Rosecrans St Commercial 35 Yes None 60’/80’ 4-Lane Major CLTL (NE Side) 4-Lane Major w/ Commercial & Rosecrans St Barnett Ave None 35 Yes None 56’/72’ 4-Lane Major CLTL Industrial W. Point Loma Blvd/ Commercial & Multi- Parallel I-8 EB Ramps 6-Lane Major 35 Yes Class III 76’/88’ 6-Lane Major Sports Arena Blvd Family Residential (SW Side) W. Point Loma 5-Lane Major w/ Commercial & Multi- Parallel Kemper St 35 Yes None 96’/106’ 6-Lane Major Blvd/Midway Dr CLTL Family Residential (Both) Sports Arena Commercial & Parallel Kemper St East Dr 5-Lane Major 35 Yes None 96’/106’ 6-Lane Major Blvd Private Recreation (SW Side) East Dr Rosecrans St 5-Lane Major Commercial None 35 Yes None 82’/92’ 6-Lane Major Commercial & Parallel Rosecrans St Pacific Hwy 2-Lane Collector 35 Intermittent None 52’/82’ 4-Lane Collector Industrial (Both) 2-Lane Collector Commercial & Parallel 3-Lane Major Hancock St Rosecrans St 30 Yes None 40’/48’ (One-Way) Industrial (Both) (One Way) Kurtz St Commercial & Parallel Rosecrans St Pacific Hwy 2-Lane Collector 30 Gutter Only None 48’/48’ 4-Lane Major Industrial (Both)

15 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.1 EXISTING ROADWAY CHARACTERISTICS Pavement Existing Speed Width / Functional Abutting Land On-Street Limit Curbs & Bicycle Right-of- Ultimate Roadway From To Classification Use Parking (mph) Sidewalks Facilities Way Width Classification 2-Lane Collector Parallel Only on 3-Lane Major Sports Arena Blvd Kurtz St Industrial 30 None 62’/78’ w/ CLTL (Both) south side (One Way) Camino Del Rio 2-Lane Collector Parallel 3-Lane Major Kurtz St Industrial 30 Yes None 40’/50’ West (One-Way) (Both) (One Way) Camino Del Rio 3-Lane Major Rosecrans St 3-Lane Collector Industrial None 30 Yes None 40’/50’ West (One Way) Hancock St Old Town Ave Witherby St 2-Lane Collector Industrial None 30 Curb Only None 44’/44’ 2-Lane Collector Parallel (North) Witherby St Washington St 2-Lane Collector Industrial 30 Yes None 60’/70’ 2-Lane Collector Diagonal (south) 3-Lane Collector Commercial & Sidewalk on 3-Lane Major Washington St Vine St None 40 None 42’/58’ (One-Way) Industrial SW Side (One Way) 3-Lane Collector Commercial & Parallel Sidewalk on 3-Lane Major Kettner Blvd Vine St Sassafras St 40 None 52’/58’ (One-Way) Industrial (Both) SW Side (One Way) 3-Lane Collector Commercial & Parallel 3-Lane Major Sassafras St Laurel St 40 Yes None 52’/68’ (One-Way) Industrial (Both) (One Way) Transportation Diagonal 6-Lane Primary Sea World Dr Taylor St 2-Lane Collector 45 Yes Class II 86’/108’ Related Utilities (Both) Arterial Institutional & 6-Lane Primary Taylor St Kurtz St 6-Lane Major None 45 Yes Class II 88’/110’ Industrial Arterial 6-Lane Primary Kurtz St Sports Arena Blvd 6-Lane Major Industrial None 45 Yes Class II 88’/110’ Arterial Pacific Hwy 5-Lane Primary Commercial & Sidewalk on 6-Lane Primary Sports Arena Blvd Barnett Ave None 45 Class III 92’/110’ Arterial Industrial NE Side Arterial Harney Washington 7-Lane Primary Commercial & Barnett Ave None 55 None Class II 118’/118’ Expressway St Arterial Industrial 6-Lane Primary Commercial & 42’ SB / 6-Lane Primary Washington St Sassafras St None 45 None Class III Arterial Industrial 46’ NB Arterial Commercial & Sassafras St Laurel St 6-Lane Major None 45 Yes Class III 98’/110’ 6-Lane Major Industrial

16 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.1 EXISTING ROADWAY CHARACTERISTICS Pavement Existing Speed Width / Functional Abutting Land On-Street Limit Curbs & Bicycle Right-of- Ultimate Roadway From To Classification Use Parking (mph) Sidewalks Facilities Way Width Classification Old Town Commercial & Parallel Taylor St Twiggs St 2-Lane Collector 25 Yes Class III 36’/48’ 2-Lane Collector Transit Station (Both) Commercial & Parallel Twiggs St Harney St 2-Lane Collector Single Family 25 Yes Class III 36’/48’ 2-Lane Collector Congress St (Both) Residential Commercial, Single San Diego Ave/ Parallel Harney St 2-Lane Collector Family Residential & 25 Yes Class III 36’/48’ 2-Lane Collector Ampudia St (Both) School Parallel Twiggs St Harney St 2-Lane Collector Commercial 25 Yes None 52’/70’ 2-Lane Collector (Both) Parallel Harney St Ampudia St 2-Lane Collector Commercial 25 Yes None 40’/52’ 2-Lane Collector San Diego (Both) Ave Parallel Ampudia St Old Town Ave 2-Lane Collector Commercial 25 Yes None 42’/54’ 2-Lane Collector (Both) Commercial & Multi- Parallel Old Town Ave Hortensia St 2-Lane Collector 25 Yes Class II 40’/56’ 2-Lane Collector Family Residential (Both) Institutional, Parallel Taylor St Twiggs St 2-Lane Collector Commercial & Multi- 30 Yes Class III 36’/48’ 2-Lane Collector (Both) Family Residential Juan St Commercial & Multi- Parallel Twiggs St Harney St 2-Lane Collector 30 Yes Class III 36’/48’ 2-Lane Collector Family Residential (Both) Commercial & Parallel Harney St San Juan Rd 2-Lane Collector 30 Yes Class III 36’/48’ 2-Lane Collector Park (Both) East-West Midway/Pacific Highway Corridor Commercial & Multi- Parallel Channel Wy W. Mission Bay Dr Hancock St 2-Lane Collector 25 Yes None 40’/50’ 4-Lane Collector Family Residential (Both) 2-Lane Collector Commercial & Parallel NW side Kenyon St Midway Dr 25 None 62’/76’ 4-Lane Collector w/ CLTL Industrial (NW Side) only Kemper St 2-Lane Collector Parallel Midway Dr Sports Arena Blvd Commercial 25 Yes None 50’/60’ 4-Lane Collector w/ CLTL (Both)

17 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Laurel St Pacific Hwy Kettner Blvd 4-Lane Major Commercial None 25 Yes Class III 54’/70’ 4-Lane Major Old Town Pacific Hwy/ Congress St 5-Lane Major Transit Station None 35 Yes None 94’/118’ 4-Lane Major Rosecrans St Taylor St Congress St Juan St 5-Lane Major Institutional None 35 Yes Class III 80’/98’ 4-Lane Major Commercial & Juan St Morena Blvd 4-Lane Major None 35 Yes Class III 80’/100’ 4-Lane Major Park Commercial & Morena Blvd I-8 EB Ramps 2-Lane Collector None 35 Curb Only Class III 20’/20’ 4-Lane Major Park Commercial & Congress St San Diego Ave 2-Lane Collector Single Family None 25 Yes None 30’/42’ 2-Lane Collector Twiggs St Residential Commercial & Parallel San Diego Ave Juan St 2-Lane Collector 25 Yes None 30’/50’ 2-Lane Collector Institutional (Both)

18 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

19 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.2 PEDESTRIAN TRAVEL Pedestrian travel is a key mode of transportation within the study communities. The convergence of two light rail lines, a commuter rail line and ten bus routes at the Old Town Transit Center, along with the provision of significant County of San Diego social services in the Midway community and tourist destinations in Old Town, all create high pedestrian activity. Moreover, a substantial portion of the walking population, within the Midway/Pacific Highway community, is low income and transit dependent. The pedestrian environment in the Midway/Pacific Highway Corridor community can be challenging in several locations, with wide roadway crossings, high traffic volumes, poor shading, missing curb ramps, and sidewalk gaps. For the most part, Old Town provides a more pleasant pedestrian environment with a dense network of narrow roadways, attractive storefront commercial land uses abutting the sidewalk area, and with stimulating visual interest and tree shading.

The walkability goals as expressed in the City’s 2008 General Plan Mobility Element include the following: x A city where walking is a viable travel choice, particularly for trips of less than one-half mile. x A safe and comfortable pedestrian environment. x A complete, functional, and interconnected pedestrian network, that is accessible to pedestrians of all abilities. x Greater walkability achieved through pedestrian friendly streets, sites and building design.

The remainder of this section describes the City’s pedestrian route typology and classifications within the Midway/Pacific Highway Corridor and Old Town communities, the pedestrian priority model results for these communities, analysis results, and lastly, an analysis of pedestrian-vehicle crashes within the communities.

PEDESTRIAN ROUTE TYPES AND STUDY AREA The 2006 City of San Diego Pedestrian Master Plan – Phase 1 (PMP-Phase 1) established a pedestrian route typology to differentiate roadways across the City by function and environment for the pedestrian. Specifically, the pedestrian route typology is based upon the functional classification of the roadway, the planned village propensity, and adjacent land uses. The Pedestrian Master Plan presents a Citywide long-range vision for improving pedestrian mobility that is aligned with the City’s General Plan’s mobility goals. As part of the City’s Pedestrian Master Plan, a pedestrian priority model was also created to identify areas that have or will have the potential to have higher levels of pedestrian activity than other areas of a community based on land use and roadway characteristics. The model also helps to show locations that could have a higher priority for pedestrian infrastructure improvements. The model results are intended as a first step and will require additional input and refinement as part of the community plan update process since there could be other areas that could be addressed or areas shown that may not be as high of priority. Figure 3-1 displays the pedestrian route typology as defined in the 2006 PMP-Phase 1. Figure 3-2 displays the proposed pedestrian route types for the Midway/Pacific Highway Corridor and Old Town communities using the route type assignment methods presented in the City of San Diego’s Pedestrian Master Plan – Phases 2 & 3 (Phases 2 & 3). As shown, most sidewalks within the study communities are connector sidewalks along roads that support industrial and business complexes and with limited lateral access and low pedestrian volumes.

20 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Figure 3-1 City of San Diego Pedestrian Route Typologies

Source: City of San Diego Pedestrian Master Plan – Phase 1

PEDESTRIAN ACCESSABILITY The City of San Diego’s Pedestrian Master Plan noted the City of San Diego’s 1997 ADA Transition Plan. This plan was developed to help create better accessibility and connectivity throughout San Diego by making all sidewalks and pedestrian ramps ADA compliant. Figure 3-2 displays the existing pedestrian route types in each community.

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Figure 3-3 illustrates study roadway segments that have missing sidewalks, missing pedestrian ramps and non-ADA compliant pedestrian ramps. The following is a summary of the figure by community: Midway/Pacific Highway Corridor

x Channel Way between La Salle Street and Hancock Street has missing and pedestrian ramps x Hancock Street between Channel Way and Hancock Street has missing sidewalk x Sports Arena Boulevard between Rosecrans Street and Pacific Highway has missing sidewalks and pedestrian ramps x Midway Drive between East Drive and Wing Street has a section of missing sidewalk x Midway Drive between Enterprise Street and Rosecrans Street has a section of missing sidewalk x Kurtz Street between Rosecrans Street and Pacific Highway has missing sidewalks and a pedestrian ramp x Sports Arena Boulevard is missing a pedestrian ramp at Hancock Street x Midway Drive is missing a pedestrian ramp at Duke Street x Lytton Street has missing pedestrian ramps between Rosecrans Street and St Charles Street x Hancock Street is missing pedestrian ramps between Rosecrans Street and Sherman Street x Rosecrans Street has missing pedestrian ramps at Seville Street and Jefferson Street x Pacific Highway has missing Pedestrian Ramps at Kurtz Street, Whiterby Street, Palm Street and Laurel Street x Hancock Street has missing sidewalks and pedestrian ramps between Old Town Avenue and Whitherby Street x Hancock Street has a missing pedestrian ramp at Noell Street x Kettner Boulevard has substandard sidewalks and pedestrian ramps between Washington Street and Vine Street x Pacific Highway Frontage Road is missing pedestrian ramps between Barnett and Washington Street.

Old Town Community

x Old Town Avenue between Moore Street and Hancock Street has a missing sidewalk and pedestrian ramp x Taylor Street is missing sidewalks and pedestrian ramps between Presidio Drive and the I-8 Eastbound Ramps.

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POINT LO POINT WEST Midway/Pacific Highway Corridor and Old Town Community Plan Update Plan Community Town Old and Corridor Highway Midway/Pacific Figure 3-4: Midway/Pacific Highway Corridor and Old Town Missing Pedestrian Facilities Pedestrian Missing Town Old and Corridor Highway Midway/Pacific 3-4: Figure Date: 4/4/2012 Source:National Data Services (2011);True Counts (2006, 2007);Fehr & Peers (2011) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

PEDESTRIAN PRIORITY MODEL AND EXISTING COUNTS Figure 3-4 displays the results of the City’s pedestrian priority model as updated during Phases 2 & 3 of the City’s Pedestrian Master Plan effort. The model inputs and interpretation of outputs is well documented in the PMP-Phase 1 document. In general, higher values of “priority” signify both high levels of existing or latent demand for walking, as well as high levels of barriers to walking. The coincidence of these two factors – both high demand and high barriers – indicates a strong need for investment in pedestrian facilities. As shown in Figure 3-4, there are several locations within the Midway/Pacific Highway Corridor and Old Town communities that have been identified as high pedestrian priorities:

x West of Midway Drive in the northwest portion of the Pacific/Highway Corridor, and along San Diego Avenue in Old Town where there are high concentrations of retail and commercial land uses.

x Along Taylor Street, Camino Del Rio West, Rosecrans Street, Kettner Boulevard, and the intersections of Washington Street and Pacificic HighwayHighway, where there are relatively relatively higher vehicular traffic volumes and speeds.

Several sources of actual walking rates and pedestrian counts are publically available or were collected as part of this planning effort. Table 3.2 displays January 2006 - December 2010 estimated walk to work rates, as reported by the American Community Survey (ACS), for both study communities as well as the City of San Diego and County as a whole. Journey to work census block group data is provided in Appendix A. As shown, approximately 68 residents (2.1%) regularly walk to work within the Midway/Pacific Highway Corridor community and 22 residents (4.6%) within the Old Town community. Across the City of San Diego as a whole, about 3.1 percent of all workers regularly walk to work.

TABLE 3.2 PERCENT OF COMMUNITY WALKING TO WORK Midway/Pacific Highway Corridor Old Town City of San County of San Community Community Diego Diego

Number of Residents Using 68 22 19,494 41,509 Transit to Commute to Work Percent of Total Workers 2.1% 4.6% 3.1% 2.9% Source: American Community Survey 2006-2010 Estimates by Census Block Group

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ST POINT LOMA BL LOMA POINT ST WE Pedestrian Priority Model (2009) Figure 3-4: Midway/Pacific Highway Corridor and Pedestrian Old Town Priority Model (PPM) Date: 4/4/12 Source: City of San Diego (2009) Midway/Pacific Highway Corridor and Old Town Community Plan Update Plan Community Town Old and Corridor Highway Midway/Pacific Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Figures 3-5A through 3-5E display existing pedestrian volumes at all key study area intersections. Pedestrian counts were conducted on Wednesday, May 18th 2011 with the exception of the counts along the Rosecrans Corridor which were derived from the Rosecrans Corridor Mobility Study, February 2010. AM and PM peak period counts were taken at approximately 50 study area intersection locations. The highest peak hour pedestrian count in the Midway/Pacific Highway Corridor is at the south leg of the Kurtz Street / Rosecrans Street intersection, with 145 pedestrians crossing during the PM peak hour. The highest peak hour pedestrian count in the Old Town community was found crossing the east leg of the San Diego Avenue / Harney Street intersection, with 292 pedestrians crossing during the PM peak hour. However, there are other intersections in the Old Town community with high pedestrian counts, including the intersection of Twiggs Avenue and San Diego Avenue, as well as the intersection of Pacific Highway and Taylor Street. Appendix B displays the AM and PM peak hour pedestrian counts for the communities’ study intersections.

PEDESTRIAN LEVEL OF SERVICE AND ANALYSIS RESULTS Tables 3.3A and 3.3B display the existing LOS for pedestrians on the study roadways during the AM and PM peak periods. Pedestrian LOS was evaluated along the major pedestrian corridors within the community using the multi-modal LOS methodology. The following pedestrian facilities were analyzed: Midway/Pacific Highway Corridor x Lytton Street/Barnett Avenue between Rosecrans Street and Midway Drive (AM: LOS C | PM: LOS C) x Barnett Avenue between Midway Drive and Pacific Highway (AM: LOS C | PM: LOS D) x Midway Drive between W. Point Loma Boulevard/Sports Arena Boulevard and Barnett Avenue (AM: LOS C | PM: LOS C) x Sports Arena Boulevard between I-8 Westbound Off-Ramp and Pacific Highway (AM: LOS C | PM: LOS C) x Kurtz Street between Hancock Street and Pacific Highway (AM: LOS C | PM: LOS C) x Hancock Street Between Sports Arena Boulevard and Rosecrans Street (AM: LOS C | PM: LOS C) x Hancock Street between Old Town Avenue and Washington Street (AM: LOS C | PM: LOS C) x Kettner Boulevard between Washington Street and Grape Street (AM: LOS C | PM: LOS C) x Pacific Highway between Taylor Street/Rosecrans Street and Grape Street (AM: LOS C | PM: LOS C) x Kemper Street between Kenyon Street and Sports Arena Boulevard (AM: LOS C | PM: LOS C) x Camino Del Rio West between Sports Arena Boulevard and Moore Street (AM: LOS C | PM: LOS C) x Rosecrans Street between Lytton Street/Barnett Avenue and Pacific Highway (AM: LOS C | PM: LOS C)

Old Town x Congress Street between Taylor Street and San Diego Avenue (AM: LOS B | PM: LOS B) x San Diego Avenue between Twiggs and Old Town Avenue (AM: LOS B | PM: LOS B) x Juan Street between Taylor Street and Sunset Road (AM: LOS B | PM: LOS B) x Taylor Street between Pacific Highway and I-8 Hotel Circle Ramps (AM: LOS C | PM: LOS C) x Twiggs Street between Congress Street and San Diego Avenue (AM: LOS B | PM: LOS B) x Harney Street between Congress Street and Juan Street (AM: LOS B | PM: LOS B) x Old Town Avenue between Hancock Street and Congress Street (AM: LOS C | PM: LOS C) x Morena Boulevard between I-5 Ramps and Taylor Street (AM: LOS C | PM: LOS C)

As shown in the table, all of the pedestrian facilities are operating at an acceptable level of service. Figure 3-6A illustrate the LOS results for the pedestrian facilities analyzed during the AM Peak period, while in Figure 3-6B the PM Peak period is illustrated. The LOS analysis worksheets are provided in Appendix C.

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TP ST WE Number of Pedestrians Midway/Pacific Highway and Old Town Community Plan Update Figure 3-5 B: Total Number of Pedestrians Crossing atDate: 4/4/2012 Study Intersections (PM) Source: National Data Services (2011); True Counts (2006, 2007); Fehr & Peers (2011) ROSECRANS ST I-8 WB OFF-RAMP CHANNEL WY W. PT. LOMA BL/SPORTS ARENA BL 1 2 3 4 8 (6) 0 (0) 0 (2) 8 (6)

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Figure 3-5C: Existing Pedestrian Peak Hour Volumes XX (XX) AM (PM) Peak Hour Volumes Midway/Pacific Highway Corridor and Old Town Community Plan Update Crosswalk STOP Traffic Control Source: National Data Services (2011); True Count (2006, 2007); Fehr & Peers (2011) 30 PACIFIC HWY CHANNEL WY CAM DEL RIO W. ROSECRANS ST 21 22 23 24

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XX (XX) AM (PM) Peak Hour Volumes Figure 3-5D: Existing Pedestrian Peak Hour Volumes Crosswalk Midway/Pacific Highway Corridor and Old Town Community Plan Update STOP Traffic Control Source: National Data Services (2011); True Count (2006, 2007); Fehr & Peers (2011) 31 AMPUDIA ST TWIGGS ST HARNEY ST OLD TOWN AVE 41 42 43 44

1 (11) 0 (0) 65 (84) 5 (5) STOP 9 (18)

SAN DIEGO AVE STOP STOP STOP STOP STOP 1 (16) 3 (6) 4 (10) STOP 104 (205) 170 (292) 88 (176) 134 (169) STOP SAN DIEGO AVE SAN DIEGO SAN DIEGO AVE SAN DIEGO 0 (0) STOP AVE SAN DIEGO STOP

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32 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Midway/Pacific Highway Corridor Lytton Street / Barnett Avenue NB 3.46 C Rosecrans Street to Midway Drive 3.13 C SB 2.79 C 3.17 C NB 3.53 D Midway Drive to Pacific Highway 3.41 C SB 3.29 C Midway Drive W. Point Loma Blvd/Sports Arena Blvd to NB 3.07 C 2.92 C Kemper Street SB 2.76 C NB 2.69 C Kemper Street to East Drive 2.76 C SB 2.82 C 2.96 C NB 2.81 C East Drive to Rosecrans Street 2.94 C SB 3.06 C NB 3.12 C Rosecrans Street to Barnett Avenue 3.10 C SB 3.07 C Sports Arena Boulevard 1-8 WB Ramps to W. Point Loma NB 3.25 C 3.26 C Blvd/Midway Drive SB 3.26 C W. Point Loma Blvd/Midway Drive to NB 2.99 C 2.84 C Hancock Street SB 2.68 B NB 2.79 C Hancock Street to Kemper Street 2.69 B SB 2.59 B NB 2.90 C Kemper Street to Sports Arena Driveway 2.89 C 3.07 C SB 2.88 C NB 2.84 C Sports Arena Driveway to East Drive 2.85 C SB 2.85 C NB 2.79 C East Drive to Rosecrans Street 2.92 C SB 3.05 C NB 3.44 C Rosecrans Street to Pacific Highway 3.40 C SB 3.35 C Kurtz Street NB 2.75 B Hancock Street to Camino Del Rio West 2.98 C SB 3.20 C Camino Del Rio West to Rosecrans NB 3.06 C 2.93 C 2.87 C Street SB 2.67 B Rosecrans Street to Pacific Highway NB 2.80 C 2.88 C 33 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS SB 2.95 C Hancock Street (Near Old Town) NB 3.06 C Old Town Avenue to Witherby Street 3.30 C SB 3.53 D 2.76 C NB 2.60 B Witherby Street to Washington Street 2.66 B SB 2.72 B Hancock Street (Near Sports Arena) Sports Arena Boulevard to Camino Del NB 3.07 C 3.14 C Rio West SB 3.21 C 3.15 C Camino Del Rio West to Rosecrans NB 3.13 C 3.21 C Street SB 3.28 C Kettner Boulevard NB 2.70 B Washington Street to Sassafras Street 2.89 C SB 3.07 C NB 2.63 B Sassafras Street to Laurel Street 2.76 C SB 2.89 C 2.78 C NB 2.82 C Laurel Street to Hawthorn Street 2.68 B SB 2.54 B NB 2.50 B Hawthorn Street to Grape Street 2.46 B SB 2.42 B Pacific Highway NB 3.02 C Taylor Street and Washington Street 2.88 C SB 2.74 B NB 2.92 C Washington Street to Sassafras Street 2.83 C SB 2.74 B NB 2.82 C Sassafras Street to Laurel Street 2.85 C 2.84 C SB 2.87 C NB 2.79 C Laurel Street to Hawthorn Street 2.68 B SB 2.57 B NB 2.83 C Hawthorn Street to Grape Street 2.79 C SB 2.74 B Kemper Street EB 2.87 C Kenyon Street to Midway Drive 2.76 C WB 2.64 B 2.79 C EB 2.79 C Midway Drive to Sports Arena Boulevard 2.82 C WB 2.85 C

34 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Camino Del Rio West EB 3.06 C Sports Arena Boulevard to Kurtz Street 3.27 C WB 3.47 C EB 3.19 C Kurtz Street to Hancock Street 3.18 C 3.20 C WB 3.16 C EB 3.07 C Hancock Street to Moore Street 3.15 C WB 3.23 C Rosecrans Street Lytton Street / Barnett Avenue to Midway EB 3.18 C 3.14 C Drive WB 3.10 C EB 3.31 C Midway Drive to Sports Arena Boulevard 3.31 C WB 3.30 C 3.03 C EB 2.82 C Sports Arena Boulevard to Kurtz Street 2.88 C WB 2.94 C EB 2.88 C Kurtz Street to Pacific Highway 2.67 B WB 2.45 B Old Town Congress Street NB 2.82 C Taylor Street to Twiggs Street 2.68 B SB 2.53 B NB 2.51 B Twiggs Street to Harney Street 2.49 B 2.58 B SB 2.47 B NB 2.51 B Harney Street to San Diego Avenue 2.49 B SB 2.47 B San Diego Avenue NB 2.49 B Twiggs Street to Harney Street 2.45 B SB 2.41 B Harney Street to Congress Street / NB 2.60 B 2.57 B 2.59 B Ampudia Street SB 2.54 B Congress Street / Ampudia Street to Old NB 2.71 B 2.75 B Town Avenue SB 2.79 B Juan Street NB 2.92 C Taylor Street to Twiggs Street 2.77 C SB 2.62 B 2.60 B NB 2.55 B Twiggs Street to Harney Street 2.55 B SB 2.55 B

35 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS NB 2.58 B Harney Street to Sunset Road 2.48 B SB 2.37 B Taylor Street EB 2.62 B Pacific Highway to Congress Street 2.88 C WB 3.14 C EB 2.81 C Congress Street to Juan Street 2.69 B WB 2.56 B 3.19 C EB 2.76 C Juan Street to Morena Boulevard 2.83 C WB 2.90 C Morena Boulevard to I-8 Hotel Circle EB 3.26 C 3.47 C Ramps WB 3.67 D Twiggs Street EB 2.47 B Congress Street to San Diego Avenue 2.50 B WB 2.52 B 2.46 B EB 2.40 B San Diego Avenue to Juan Street 2.43 B WB 2.46 B Harney Street EB 2.38 B Congress Street to San Diego Avenue 2.37 B WB 2.35 B 2.44 B EB 2.46 B San Diego Avenue to Juan Street 2.50 B WB 2.53 B Old Town Avenue EB 2.87 C Hancock Street to Moore Street 3.03 C WB 3.19 C EB 2.92 C Moore Street to San Diego Avenue 2.82 B 2.81 C WB 2.71 B EB 2.23 B San Diego Avenue to Congress Street 2.34 B WB 2.45 B Morena Boulevard NB 2.99 C I-5 Ramps to Taylor Street 2.83 C 2.83 C SB 2.67 B Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E or F The pedestrian LOS is calculated based on the NCHRP 3-70 methodology. ¹ The score for the combined direction is the average of the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

36 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Midway/Pacific Highway Corridor Lytton Street / Barnett Avenue NB 3.46 C Rosecrans Street to Midway Drive 3.15 C SB 2.83 C 3.26 C NB 4.17 D Midway Drive to Pacific Highway 3.81 D SB 3.45 C Midway Drive W. Point Loma Blvd/Sports Arena Blvd to NB 3.31 C 3.18 C Kemper Street SB 3.05 C NB 3.02 C Kemper Street to East Drive 3.00 C SB 2.98 C 3.22 C NB 2.99 C East Drive to Rosecrans Street 3.13 C SB 3.26 C NB 3.38 C Rosecrans Street to Barnett Avenue 3.31 C SB 3.36 C Sports Arena Boulevard 1-8 WB Ramps to W. Point Loma NB 3.59 D 3.45 C Blvd/Midway Drive SB 3.31 C W. Point Loma Blvd/Midway Drive to NB 3.29 C 3.16 C Hancock Street SB 3.03 C NB 2.91 C Hancock Street to Kemper Street 2.87 C SB 2.82 C NB 2.98 C Kemper Street to Sports Arena Driveway 3.00 C 3.08 C SB 3.01 C NB 2.95 C Sports Arena Driveway to East Drive 3.02 C SB 3.09 C NB 2.92 C East Drive to Rosecrans Street 3.16 C SB 3.39 C NB 2.97 C Rosecrans Street to Pacific Highway 2.92 C SB 2.86 C Kurtz Street NB 2.74 B Hancock Street to Camino Del Rio West 3.07 C SB 3.39 C Camino Del Rio West to Rosecrans NB 3.10 C 2.92 C 3.01 C Street SB 2.74 B NB 2.82 C Rosecrans Street to Pacific Highway 2.92 C SB 3.01 C

37 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Hancock Street (Near Old Town) NB 3.29 C Old Town Avenue to Witherby Street 3.38 C SB 3.46 C 3.03 C NB 2.89 C Witherby Street to Washington Street 2.97 C SB 3.05 C Hancock Street (Near Sports Arena) Sports Arena Boulevard to Camino Del NB 3.10 C 3.15 C Rio West SB 3.20 C 3.17 C Camino Del Rio West to Rosecrans NB 3.19 C 3.30 C Street SB 3.41 C Kettner Boulevard NB 2.83 C Washington Street to Sassafras Street 2.93 C SB 3.03 C NB 2.53 B Sassafras Street to Laurel Street 2.76 C SB 2.99 C 2.80 C NB 2.77 C Laurel Street to Hawthorn Street 2.72 B SB 2.67 B NB 2.45 B Hawthorn Street to Grape Street 2.50 B SB 2.55 B Pacific Highway NB 3.23 C Taylor Street and Washington Street 3.18 C SB 3.12 C NB 3.29 C Washington Street to Sassafras Street 3.07 C SB 2.84 C NB 2.90 C Sassafras Street to Laurel Street 2.93 C 3.06 C SB 2.96 C NB 2.87 C Laurel Street to Hawthorn Street 2.76 C SB 2.64 B NB 2.75 B Hawthorn Street to Grape Street 2.80 C SB 2.84 C Kemper Street EB 3.05 C Kenyon Street to Midway Drive 2.95 C WB 2.84 C 2.94 C EB 2.92 C Midway Drive to Sports Arena Boulevard 2.94 C WB 2.95 C

38 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Camino Del Rio West EB 3.12 C Sports Arena Boulevard to Kurtz Street 3.34 C WB 3.55 D EB 3.27 C Kurtz Street to Hancock Street 3.25 C 3.28 C WB 3.23 C EB 3.22 C Hancock Street to Moore Street 3.26 C WB 3.29 C Rosecrans Street Lytton Street / Barnett Avenue to Midway EB 3.27 C 3.17 C Drive WB 3.07 C EB 3.45 C Midway Drive to Sports Arena Boulevard 3.40 C WB 3.35 C 3.13 C EB 2.98 C Sports Arena Boulevard to Kurtz Street 3.06 C WB 3.13 C EB 3.18 C Kurtz Street to Pacific Highway 2.90 C WB 2.61 B Old Town Congress Street NB 3.07 C Taylor Street to Twiggs Street 2.83 C SB 2.58 B NB 2.55 B Twiggs Street to Harney Street 2.54 B 2.65 B SB 2.53 B NB 2.52 B Harney Street to San Diego Avenue 2.50 B SB 2.48 B San Diego Avenue NB 2.50 B Twiggs Street to Harney Street 2.47 B SB 2.44 B Harney Street to Congress Street / NB 2.62 B 2.61 B 2.61 B Ampudia Street SB 2.59 B Congress Street / Ampudia Street to Old NB 2.72 B 2.75 B Town Avenue SB 2.77 B Juan Street NB 2.93 C Taylor Street to Twiggs Street 2.81 C SB 2.69 B NB 2.57 B Twiggs Street to Harney Street 2.57 B 2.60 B SB 2.56 B NB 2.56 B Harney Street to Sunset Road 2.45 B SB 2.34 B

39 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.3B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT PEDESTRIAN LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Taylor Street EB 2.83 C Pacific Highway to Congress Street 3.12 C WB 3.41 C EB 3.06 C Congress Street to Juan Street 2.88 C WB 2.70 B 3.22 C EB 2.97 C Juan Street to Morena Boulevard 2.97 C WB 2.96 C Morena Boulevard to I-8 Hotel Circle EB 3.26 C 3.39 C Ramps WB 3.52 D Twiggs Street EB 2.49 B Congress Street to San Diego Avenue 2.54 B WB 2.58 B 2.52 B EB 2.55 B San Diego Avenue to Juan Street 2.51 B WB 2.46 B Harney Street EB 2.47 B Congress Street to San Diego Avenue 2.42 B WB 2.37 B 2.48 B EB 2.46 B San Diego Avenue to Juan Street 2.52 B WB 2.57 B Old Town Avenue EB 3.08 C Hancock Street to Moore Street 3.25 C WB 3.41 C EB 2.95 C Moore Street to San Diego Avenue 2.86 C 2.92 C WB 2.76 C EB 2.35 B San Diego Avenue to Congress Street 2.42 B WB 2.49 B Morena Boulevard NB 2.99 C I-5 Ramps to Taylor Street 3.01 C 3.01 C SB 3.02 C Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E or F The pedestrian LOS is calculated based on the NCHRP 3-70 methodology. ¹ The score for the combined direction is the average of the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

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PEDESTRIAN CRASH ANALYSIS Pedestrian related crash data was obtained from the City of San Diego for the study communities over a period of five and a half years (January 2005 – June 2010). During the reported timeline, there were 43 reported pedestrian related crashes within the Midway/Pacific Highway Corridor community and eight within the Old Town community. Table 3.4 and Figure 3-7 show the distribution and location of the 51 pedestrian related crashes within the study communities.

TABLE 3.4 PEDESTRIAN CRASH LOCATIONS Not Nearest Intersection¹ Total Day Night Unknown Fatality Injured Adult Child Reported Midway-Pacific Highway Barnett Avenue and Jessop Lane 2 2 0 0 0 2 2 0 0 Cauby Street and Rosecrans Street 2 1 1 0 0 2 1 1 0 Grape Street and Laurel Street 1 0 1 0 0 1 1 0 0 Hancock Street and Camino Del Rio West 1 1 0 0 0 1 1 0 0 Hancock Street and Noell Street 1 0 1 0 0 1 0 1 Jefferson Street and Rosecrans Street 1 0 1 0 0 1 1 0 0 Kemper Street and Kenyon Street 3 1 2 0 0 3 3 0 0 Kettner Boulevard and Sassafras Street 1 0 1 0 0 1 1 0 0 Kurtz Street and Camino Del Rio West 1 1 0 0 0 1 1 0 0 Kurtz Street and Houston Street 1 0 1 0 0 1 1 0 0 Kurtz Street and Riley Street 1 0 1 0 0 1 1 0 0 Kurtz Street and Rosecrans Street 2 0 2 0 0 2 2 0 0 Laurel Street and California Street 1 1 0 0 0 1 1 0 0 Midway Drive and Rosecrans Street 4 2 1 1 0 4 4 0 0 Midway Drive and Wing Street 2 1 1 0 0 2 2 0 0 Moore Street and Camino Del Rio West 2 0 1 1 1 1 2 1 0 North Evergreen Street and Rosecrans Street 2 0 1 1 0 2 1 1 0 Palm Street and Pacific Highway 1 1 0 0 0 1 1 0 0 Sports Arena Boulevard and East Drive 1 1 0 0 0 1 1 0 0 Sports Arena Boulevard and Hancock Street 2 0 2 0 0 2 2 0 0 Sports Arena Boulevard and Kemper Street 2 1 1 0 0 2 2 0 0 Sports Arena Boulevard and Midway Drive 3 2 0 1 0 3 3 0 0 Sports Arena Boulevard and Rosecrans Street 3 0 2 1 1 2 2 0 1 Washington Street and Pacific Highway 1 1 0 0 0 1 1 0 0 Witherby Street and Pacific Highway 1 1 0 0 0 1 1 0 0 Midway/Pacific Highway Corridor Total 42 17 20 5 2 40 38 3 2 Old Town Ampudia Street and San Diego Avenue 1 0 1 0 0 1 1 0 0 Old Town Avenue and San Diego Avenue 1 0 1 0 0 1 1 0 0 Taylor Street and Juan Street 2 1 1 0 0 2 2 0 0 Taylor Street and Pacific Highway 3 2 1 0 1 2 2 0 1 Twiggs Street and San Diego Avenue 1 0 1 0 0 1 1 0 0 Old Town Total 8 3 5 0 1 7 7 0 1 Source: City of San Diego (January 2005 – June 2010) Note:

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Figure 3-7: Pedestrian Crashes (January 2005 - June 2010) Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 8/02/2012 44 Source: City of San Diego (2010) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

PLANNED PEDESTRIAN FACILITY IMPROVEMENTS The adopted Public Facilities Financing Plans for both communities currently contain planned pedestrian improvements that have not yet been completed. Midway/Pacific Highway Corridor Public Facilities Financing Plan (2004)

Install / upgrade 169 curb ramps to meet ADA standards (T25) – These improvements are currently not scheduled or funded. Old Town Public Facilities Financing Plan (2004)

Install / upgrade 20 curb ramps to meet ADA standards (Project T12) – These improvements are currently not scheduled or funded.

3.3 PUBLIC TRANSIT SERVICES AND FACILITIES Public transportation in the Midway/Pacific Highway Corridor and Old Town communities consists of bus, light rail transit (trolley), and commuter rail. The currently adopted citywide Mobility Element identifies the following goals for transit service and travel:

x An attractive and convenient transit system that is the first choice of travel for many of the trips made in the City. x Increased transit ridership. The following sections describe the various transit facilities, modes, and services within the study communities.

EXISTING TRANSIT SERVICES AND FACILITIES The following sections describe the existing transit services and facilities that serve the Midway/Pacific Highway Corridor and Old Town communities, including transit routes, station/stop amenities and ridership. BUS TRANSIT There are currently ten MTS bus routes with a total of 94 bus stops and one Transit Center serving the Midway/Pacific Highway Corridor and Old Town communities. It should be noted that while Express Route 50 does run through the communities via I-5, it does not currently stop in either community, and was therefore not included within this study. Midway/Pacific Highway Corridor Community The following seven bus routes currently serve the Midway/Pacific Highway Corridor community1:

1 All seven bus routes serving the Midway/Pacific Highway Corridor Community currently stop at the Old Town Transit Center and therefore also serve the Old Town community. 45 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Routes 8 & 9 (Serves both the Midway/Pacific Highway Corridor and Old Town communities)

Route 8 – Runs from the Old Town Transit Center to Mission Beach and Pacific Beach. Major roadways served include Sports Arena Boulevard, West Mission Bay Drive, and Mission Boulevard. Route 8 currently runs between 5:36 AM and 12:37 AM on weekdays and Saturdays. Route 8 runs at 20 minute headways during its peak period (9:30 AM to 6:47 PM) and 30 minute headways during off-peak periods, including all day on Sundays and holidays. Route 9 – Runs from the Old Town Transit Center to Sea World and Pacific Beach. Major roadways served include Sports Arena Boulevard, Ingraham Street, and Garnet Avenue. Route 9 currently runs between 5:52 AM and 9:22 PM on weekdays and Saturdays. Route 9 runs at 20 minute headways during its peak period (8:31 AM to 6:57 PM) and 30 minute headways during off-peak periods, including all day on Sundays and holidays.

MTS Bus Routes 8 & 9

Source: MTS, June 2013

46 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Route 10 (Serves both the Midway/Pacific Highway Corridor and Old Town communities) Route 10 runs from the Old Town Transit Center, along University Avenue to College Avenue. Major roadways served include Pacific Highway, Washington Street, University Avenue, and College Avenue. Route 10 operates between 5:49 AM and 12:21 AM during weekdays, and runs at 15 minute headways all day. Route 10 operates on an abbreviated route during weekends and holidays running between the Old Town Transit Center and the University Ave & I-15 bus stop and runs at 30 minute headways.

MTS Bus Route 10

Source: MTS, January 2013

47 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Route 28 (Serves both the Midway/Pacific Highway Corridor and Old Town communities) Route 28 runs from the Old Town Transit Center to Shelter Island near the San Diego International Airport, Lindbergh Field. Major roadways served included Rosecrans Street and Shelter Island Drive. Route 28 currently runs between 5:22 AM and 11:02 PM on weekdays and runs at 10 to 30 minute headways. Route 28 runs at 30 minute headways on Saturday and 60 minute headways on Sundays and holidays.

MTS Bus Route 28

Source: MTS, September 2012

48 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Route 30 (Serves both the Midway/Pacific Highway Corridor and Old Town communities) Route 30 is an express bus route that runs from Downtown San Diego to the University Towne Center (UTC) Transit Center via Pacific Beach and La Jolla. Major roadways served include Grand Avenue, Mission Boulevard, La Jolla Boulevard, Torrey Pines Road, and La Jolla Village Drive. Route 30 currently runs between 4:57 AM and 12:49 AM on weekdays. Route 30 runs at 15 minute headways during its peak period (5:41 AM to 8:08 PM) and 30 minute headways during off-peak periods, including weekends and holidays.

MTS Bus Route 30

Source: MTS, June 2013

49 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Route 35 (Serves both the Midway/Pacific Highway Corridor and Old Town communities) Route 35 runs from the Old Town Transit Center to Ocean Beach. Major roadways serviced include Rosecrans Street, Midway Drive, West Point Loma Boulevard, and Sunset Cliffs Boulevard. Route 35 currently runs between 5:11 AM and 11:10 PM on weekdays. Route 35 runs at 30 headways during its hours of operation including weekends and holidays, with the exception of 7:00 AM to 10:00 AM on Sundays and holidays where it runs at 60 minute headways.

MTS Bus Route 35

Source: MTS, September 2012

50 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Route 150 (Serves both the Midway/Pacific Highway Corridor and Old Town communities) Route 150 is an express bus route that runs from Downtown San Diego to the UTC Transit Center along Interstate 5 to Gilman Drive then to UTC. Route 150 currently runs between 5:56 AM and 7:23 PM on weekdays and runs at 30 headways during its hours of operation. Route 150 does not operate on weekends and holidays.

MTS Bus Route 150

Green Line, Amtrak, COASTER

Source: MTS, November 2011 51 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Old Town Community The following three bus routes currently serve the Old Town Community: Route 44 (Serves the Old Town community) Route 44 runs from the Old Town Transit Center to the Clairemont Square Shopping Center. This route also serves the Morena/Linda Vista Trolley Station along the Green Line. Major roadways serviced include Linda Vista Road, Convoy Street, and Clairemont Mesa Boulevard. Route 44 currently runs between 4:30 AM and 11:54 PM on weekdays and runs at 15 headways during its peak period (6:15 AM to 7:10 PM) and 30 minute headways during off-peak periods including all day Saturday. Route 44 runs at 60 minute headways on Sundays and holidays.

MTS Bus Route 44

Source: MTS, September 2012

52 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Route 88 (Serves the Old Town community) Route 88 runs from the Old Town Transit Center to the Fashion Valley Mall along North and South Hotel Circle Drive. Route 88 currently runs at 30 minute headways between 6:01 AM and 6:29 PM on weekdays and 60 minute headways on Saturdays and after 6:29 PM on weekdays. Route 88 does not operate on Sundays and holidays.

MTS Bus Route 88

Source: MTS, September 2012

53 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012) x Route 105 – Runs from the Old Town Transit Center to the UTC Transit Center. Major roadways served include Morena Boulevard, Clairemont Drive, Clairemont Mesa Boulevard, Regents Road, Governor Drive, and Genesee Avenue. Route 105 currently runs between 5:08 AM and 10:37 PM on weekdays and runs at 30 minute headways. Route 105 runs at 60 minute headways on weekends, holidays and after 7:30 PM on weekdays.

MTS BusRoute 105

Source: MTS, September 2012

Source: MTS, November 2011 Figure 3-8 displays the current bus routes and stops within the study communities.

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! ! ! Figure 3-8: Existing PublicTransit Facilities Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 4/09/12 55 Source: SANDAG (2011), MTS (2011) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

LIGHT RAIL TRANSIT AND COMMUTER RAIL SERVICE The Midway/Pacific Highway Corridor and Old Town communities are served by the San Diego Trolley (LRT) with stations located at Washington Street, Palm Avenue (Middletown Station) and the transit center in Old Town. The COASTER commuter rail service stops at the Old Town Transit Center, as does Amtrak. Green Line – The MTS Green Line was the third light rail line implemented as part of the San Diego Trolley System. Service began in 2005 operating between the Old Town Transit Center and the Santee Town Center station. The Green Line service currently operates between 4:15 AM to 12:55 AM on all days. The Green Line currently runs at 15 minute headways between 4:15 AM and 8:18 PM during weekdays and 30 minute headways during off-peak times, weekends and holidays. The Green Line accesses the study communities via the Old Town Transit Center. COASTER - The COASTER commuter rail service runs 41.1 miles along the San Diego coastline, serving eight (8) stations between Oceanside and downtown San Diego. COASTER service began in February 1995 and as of 2010 carries over 1.3 million passengers annually. The COASTER currently accesses the study communities via the Old Town Transit Center. COASTER service operates primarily during weekday peak periods (5:18 AM to 7:42 AM and 3:45 to 7:08 PM) and in the peak direction (southbound in the AM and northbound in the PM), but does have limited, midday, Friday evening, Saturday, and seasonal Sunday service. Special evening service is also provided when the San Diego Padres play Monday–Thursday evening home games.

Amtrak – Amtrak provides passenger rail service from San Diego to several destinations throughout the state and country. The main route serving San Diego is the Pacific Surfliner which connects most of the major cities along California’s central coast. Amtrak currently accesses the Midway/Pacific Highway Corridor and the Old Town communities via the Old Town station. Amtrak service currently has trains departing between 6:00 AM and 9:00 PM seven days a week from the Old Town station.

TRANSIT STOPS Table 3.5 and Figure 3-9 displays the average daily (year 2010) boardings and alightings at each of the 94 transit stops, as well as station amenities, within the study communities. There are a total of approximately 18,700 boardings and 18,870 alightings on a daily basis – for a total 36,887 daily transit trip ends within the study communities. Appendix D displays the boarding worksheets, as provided by SANDAG.

The vast majority of the daily transit boardings/alightings, within the study communities, an estimated 32,284 average daily trips ends (88%), occur at the Old Town Transit Center. The Middletown Trolley station shows a total of 585 daily trips ends, while the Washington Street Trolley station shows 1,047 daily transit trip ends. The bus stop with the highest level of existing boardings/alightings (149 daily) is found along the Route 10 in the eastbound direction at the stop located near the Pacific Highway / Witherby intersection. Old Town Transit Center The Old Town Transit Center is a major transit hub not only serving the two study communities, but the region as a whole. The Old Town Transit Center serves a connection/transfer point for both the Blue and Green Line Trolleys, 10 local MTS bus routes, the COASTER and Amtrak’s Pacific Surfliner. The Old Town Transit Center has a variety of station amenities, including benches, bike racks, ticketing machines, directional signage, route location maps, time tables, an MTS Information Center and a convenience market.

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OIN P WEST 8,9 35 Figure 3-9: Average Daily Boardings and Alightings Date: 4/4/11 Source: SANDAG (2011), MTS (2011) Midway/Pacific Highway Corridor and Old Town Community Plan Update Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.5 TRANSIT STATION/STOP AMENITIES AND AVERAGE DAILY BOARDINGS AND ALIGHTINGS (YEAR 2010) Amenities at the Stops Trash Route # and Location Boardings Alightings Total Trips Shelters Benches Cans Bus Route 8 Clockwise Sports Arena Blvd and Midway Dr. 16 17 33 9 9 9 Sports Arena Blvd and Midway Dr. 85 25 110 Sports Arena Blvd Between Hancock and 32 7 38 Kemper Sports Arena Blvd 35 24 89 9 Between Kemper and Sports Arena Driveway Sports Arena Blvd and East Dr. 66 26 92 9 Rosecrans St. and Pacific Highway 18 19 38 9 9 9 Old Town Transit Center 11 624 635 9 9 9 Bus Route 9 Counter Clockwise Old Town Transit Center 633 8 640 9 9 9 Rosecrans St. and Moore St. 14 6 20 9 9 Rosecrans St. and Kurtz St. 6 22 28 9 Sports Arena Blvd. and Camino Del Rio West 11 29 40 9 Sports Arena Blvd. and East Dr. 11 49 60 9 9 Sports Arena Blvd. and Sports Arena Driveway 24 70 94 9 Sports Arena Blvd. and Hancock St. 34 98 132 9 Bus Route 10 East Old Town Transit Center 1,012 14 1,027 9 9 9 Pacific Highway and Sports Arena Blvd. 24 15 39 Pacific Highway and Witherby St. 56 93 149 9 9 Washington St. and Pacific Highway 49 40 90 9 Washington St. and Hancock St. 21 3 24 9 9 Washington St. and India St. 47 17 64 9 9 Bus Route 10 West Washington St. and India St. 6 47 53 9 Washington St. and Hancock St. 2 10 13 9 9 Washington St. and The Trolley Tracks 16 82 97 Pacific Highway and Washington St. 16 15 31 9 Pacific Highway and Witherby St. 51 61 112 9 9 9 Pacific Highway and Enterprise St. 7 34 41 Pacific Highway and Kurtz St. 0 0 0 Old Town Transit Center 12 829 840 9 9 9 Bus Route 28 East Rosecrans St. and Lytton St. 13 6 19 9 9 9 Rosecrans St. and North Evergreen St. 14 15 29 9 9

58 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.5 TRANSIT STATION/STOP AMENITIES AND AVERAGE DAILY BOARDINGS AND ALIGHTINGS (YEAR 2010) Amenities at the Stops Trash Route # and Location Boardings Alightings Total Trips Shelters Benches Cans Rosecrans St. and Loma Square 44 33 77 9 9 9 Rosecrans St. and Sports Arena Blvd. 34 29 63 9 9 9 Rosecrans St. and Pacific Highway 13 3 16 9 9 9 Old Town Transit Center N/A 621 621 9 9 9 Bus Route 28 West Old Town Transit Center 529 N/A 529 9 9 9 Rosecrans St. and Moore St. 8 N/A 8 9 9 Rosecrans St. and Kurtz St. 7 9 16 9 Rosecrans St. and Midway Drive 23 23 46 9 9 Rosecrans St. and Midway Drive 41 46 87 9 9 9 Rosecrans St. and North Evergreen St. 13 21 34 Rosecrans St. and Lytton St. 2 11 13 Bus Route 30 North Pacific Highway and Witherby St. 48 44 92 9 9 9 Pacific Highway and Enterprise St. 6 21 27 Pacific Highway and Kurtz St. 0 0 0 Old Town Transit Center 632 347 978 9 9 9 Bus Route 30 South Old Town Transit Center 338 623 961 9 9 9 Pacific Highway and Sports Arena Blvd. 9 338 30 Bus Route 35 East Midway Drive and Duke St. 57 33 90 9 9 9 Midway Dive and Kemper St. 38 22 60 9 9 9 Midway Drive and Fordham St. 62 18 80 9 9 9 Midway Drive and East Drive 40 37 77 9 9 9 Rosecrans St. and Sports Arena Blvd. 55 16 71 9 9 9 Rosecrans St. and Pacific Highway 7 7 14 9 9 9 Old Town Transit Center N/A 567 567 9 9 9 Bus Route 35 West Old Town Transit Center 580 N/A 580 9 9 9 Rosecrans St. and Moore St. 20 4 24 9 9 Rosecrans St. and Kurtz St. 6 13 19 9 Rosecrans St. and Midway Drive 26 37 63 9 9 Midway Drive and East Drive 43 34 77 9 Midway Drive and Fordham St. 18 61 79 9 Midway Drive and Kemper St. 23 59 82 9 Midway Dive and Duke St. 18 71 89 9

59 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.5 TRANSIT STATION/STOP AMENITIES AND AVERAGE DAILY BOARDINGS AND ALIGHTINGS (YEAR 2010) Amenities at the Stops Trash Route # and Location Boardings Alightings Total Trips Shelters Benches Cans Bus Route 44 North Old Town Transit Center 1045 5 1050 9 9 9 Taylor St. and Juan St. 9 2 11 9 Bus Route 44 South Taylor St. and Sunset St 0 5 6 9 Old Town Transit Center 23 900 923 9 9 9 Bus Route 88 East Old Town Transit Center 137 6 143 9 9 9 Taylor St. and Juan St. 2 0 2 9 Taylor St. and Presidio Drive 3 1 4 9 Taylor St. and I-8 East 0 1 1 Bus Route 88 West Taylor St. and I-8 East 1 0 2 9 Taylor St. and Presidio Drive 0 0 1 9 Taylor St. and Sunset St 0 0 1 9 Old Town Transit Center 2 79 81 9 9 9 Bus Route 105 North Old Town Transit Center 441 2 444 9 9 9 Taylor St. and Juan St. 3 1 4 9 Bus Route 105 South Taylor St. and Juan St. 0 3 3 9 Old Town Transit Center 3 323 327 9 9 9 Bus Route 150 North Pacific Highway and Witherby St. 28 10 38 9 9 9 Pacific Highway and Enterprise St. 3 6 9 Pacific Highway and Kurtz St. 0 0 0 Old Town Transit Center 266 78 345 9 9 9 Bus Route 150 South Old Town Transit Center 66 378 44 9 9 9 Pacific Highway and Sports Arena Blvd. 7 3 10 Blue Line Trolley North Middletown Station 73 222 295 9 9 9 Washington Street Station 156 374 530 9 9 9 Old Town Transit Center N/A 6,379 6,379 9 9 9 Blue Line Trolley South Old Town Transit Center 6,085 N/A 6,085 9 9 9 Washington Street Station 395 122 517 9 9 9

60 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.5 TRANSIT STATION/STOP AMENITIES AND AVERAGE DAILY BOARDINGS AND ALIGHTINGS (YEAR 2010) Amenities at the Stops Trash Route # and Location Boardings Alightings Total Trips Shelters Benches Cans Middletown Station 186 104 290 9 9 9 Green Line Trolley East Old Town Transit Center 4,679 N/A 4,679 9 9 9 Green Line Trolley West Old Town Transit Center N/A 4406 4,406 9 9 9 Source: MTS, 2011

As shown, all stations that experience 100 or more total daily boardings and alightings currently provide a shelter, bench and trash can, with the exceptions of the following: Midway/Pacific Highway Corridor x Sports Arena Boulevard and Midway Drive (110 total daily trips) – No Amenities provided x Sports Arena Boulevard and Hancock Street (132 total daily trips) – Only a Bench is provided x Pacific Highway and Witherby Street (149 total daily trips) – Benches and trash cans are provided, but no shelter

Old Town None

EXISTING TRANSIT USAGE Several sources of transit ridership data are publically available or were obtained from the Metropolitan Transportation System (MTS) as summarized in the following section. COMMUTING RATES

Table 3.6 displays January 2006 – December 2010 estimated transit journey to work rates as reported by the American Community Survey (ACS) for both study communities, as well as the City of San Diego and County as a whole. TABLE 3.6 PERCENT USING TRANSIT FOR COMMUTING TO WORK Midway/Pacific Highway Corridor Old Town City of San County of San Community Community Diego Diego

Number of Residents Using 315 47 25,410 46,951 Transit to Commute to Work Percent of Total Workers 9.8% 9.8% 4.1% 3.3% Source: American Community Survey 2006-2010 Estimates by Census Block Group

As shown, approximately 315 residents within the Midway/Pacific Highway Corridor community, and 47 within the Old Town community currently use transit to commute to work on a regular basis. This represents about 9.8% percent of all workers within both communities. Across the City about 4.1 percent of all workers regularly use transit to get to work. Based on ACS data both study communities have roughly twice the rate of transit usage for the journey to work as compared to the City as a whole.

61 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

To better understand the dynamics of choosing a mode of travel, a comparison was made between transit costs and time to those using automobiles. Tables 3.7A and 3.7B compare automobile and transit travel from each of the communities to eight popular destinations within San Diego. Travel time was obtained using Google Maps directions. Transit costs are based on standard fare of a one-way ticket. Auto costs are based on the standard business travel reimbursement rates, which reflect the costs of gas, insurance, and vehicle wear and tear, and are also calculated based on a one-way trip to the destination. For the Midway/Pacific Highway Corridor community, travel estimates were calculated from the Sports Arena Square Shopping Center. For Old Town travel estimates were calculated from the Old Town Transit Center. As shown in the tables, the travel time to/from Midway/Pacific Highway Corridor community is significantly faster driving an automobile as compared to using transit, on average taking ¼ of the time. However, the cost of using transit is only slightly higher, $0.80 on average, as compared to driving. The majority of transit trips studied within the Midway/Pacific Highway Corridor community requires at least one transfer, typically at the Old Town Transit Center, to reach the ultimate study destinations. This adds additional delays to the transit patron. Due to its proximity to the Old Town Transit station, the Old Town community achieves, on average, significantly better transit travel times and less expensive fares (about $0.90) as compared to the Midway/Pacific Highway Corridor community. This time and cost savings is primarily due to the number of direct transit routes provided to the key study destinations from the Old Town Transit Center, resulting in the need for fewer transfers.

TRANSIT LEVEL OF SERVICE AND ANALYSIS RESULTS Tables 3.8A and 3.8B show the transit LOS for roadway segments where transit service is currently provided within the study communities. Figures 3-10A and 3-10B graphically display the transit LOS results for the AM and PM peak hours, respectively. Transit level of service analysis output is provided in Appendix E. As shown in the tables, all of the transit corridors within the two communities that are currently service by transit are operating at an acceptable LOS. However the following segments operate at LOS E or F: Midway/Pacific Highway Corridor

Southbound Sports Arena Boulevard between I-8 WB Ramp to W. Point Loma Blvd/Midway Drive - Operates at LOS F during both the AM and PM peak hours due to no transit stops within a quarter mile of the mid-block area servicing northbound transit.

Both Directions of Pacific Highway between Washington Street and Sassafras Street - Operates at LOS F during both the AM and PM peak hours due to the lack of transit stops servicing either direction within a quarter mile of the mid-block area of this segment.

Eastbound Rosecrans Street between Lytton Street/Barnett Avenue and Midway Drive - Operates at LOS E during the PM peak hour due to a passenger to seat ratio grater than1.0.

Old Town

Eastbound Taylor Street between Morena Boulevard to I-8 Hotel Circle Ramps - Operates at LOS E during the AM peak hour due to infrequent service (only served by Route 88 which operates at 30 minute headways).

62 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.7A TRANSIT-AUTO CONNECTIVITY COMPARISON MIDWAY/PACIFIC HIGHWAY CORRIDOR COMMUNITY

Auto Transit Distance Time Time Destination Actual Location (Miles) (Min) Cost ($) (Min) Cost ($) San Diego International Airport San Diego International Airport 4.3 10 $2.54 52 $5.00 San Diego State University San Diego State University 10.5 14 $6.17 47 $4.75 University of California San Diego Price Center at UCSD 10.2 13 $5.98 40 $4.75 San Diego City Hall San Diego City Hall 4.5 11 $2.61 23 $4.75 San Diego Spectrum Center (Kearny Mesa) National University at Spectrum Center 9.3 13 $5.45 75 $5.00 General Dynamics NASSCO General Dynamics NASSCO 6.9 13 $4.03 50 $5.00 Fashion Valley Shopping Center Fashion Valley Transit Center 3.7 7 $2.15 18 $4.75 Petco Park Petco Park 6.1 11 $3.55 39 $4.75 Average 6.9 11.5 $4.06 43.0 $4.84 Source: Fehr & Peers, August 2012 Notes All travel estimates originated at the Sports Arena Square Shopping Center The time for the Auto trip is estimated based on the free flow speed. Delay due to congestion was not included in the estimate. The Auto trip cost was estimated based on the distance between the start and end locations, multiplied by the standard cost per mile that tax regulations allow business to deduct ($ 0.585/mile). This cost does not account for tolls, parking fees or variation in gas mileage for different vehicle types. The Transit trip cost is based on actual per trip cost. Travel time and costs were evaluated using Google Maps direction finding website. For the transit information, departure time was 7:00 a.m.

63 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.7B TRANSIT-AUTO CONNECTIVITY COMPARISON OLD TOWN COMMUNITY

Auto Transit Distance Time Time Destination Actual Location (Miles) (Min) Cost ($) (Min) Cost ($) San Diego International Airport San Diego International Airport 4.4 11 $2.57 54 $4.75 San Diego State University San Diego State University 9.9 14 $5.79 35 $2.50 University of California San Diego Price Center at UCSD 10.4 14 $6.08 26 $2.50 San Diego City Hall San Diego City Hall 4.4 11 $2.58 13 $2.25 San Diego Spectrum Center (Kearny Mesa) National University at Spectrum Center 8.7 14 $5.08 42 $5.00 General Dynamics NASSCO General Dynamics NASSCO 6.8 14 $4.00 37 $2.50 Fashion Valley Shopping Center Fashion Valley Transit Center 3.0 7 $1.76 6 $2.50 Petco Park Petco Park 6.0 12 $3.52 29 $2.50 Average 6.7 12.1 $3.92 30.3 $3.06 Source: Fehr & Peers, August 2012 Notes All travel estimates were originated at the Old Town Transit Center The time for the Auto trip is estimated based on the free flow speed. Delay due to congestion was not included in the estimate. The Auto trip cost was estimated based on the distance between the start and end locations, multiplied by the standard cost per mile that tax regulations allow business to deduct ($ 0.585/mile). This cost does not account for tolls, parking fees or variation in gas mileage for different vehicle types. The Transit trip cost is based on actual per trip cost. Travel time and costs were evaluated using Google Maps direction finding website. For the transit information, departure time was 7:00 a.m.

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TABLE 3.8A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT TRANSIT LOS (AM PEAK) Both Directions Roadway By Direction Combined¹ By Facility² Roadway Segment Segment Score LOS Score LOS Score LOS Midway/Pacific Highway Corridor Community Midway Drive W. Point Loma Blvd/Sports Arena Blvd to NB 3.95 D 3.98 D Kemper Street SB 4.00 D NB 3.88 D Kemper Street to East Drive 3.98 D 3.99 D SB 4.08 D NB 3.90 D East Drive to Rosecrans Street 4.02 D SB 4.14 D Sports Arena Boulevard 1-8 WB Ramps to W. Point Loma NB 6.49 F 4.57 E Blvd/Midway Drive SB 2.63 B W. Point Loma Blvd/Midway Drive to NB 2.60 B 2.57 B Hancock Street SB 2.54 B NB 2.56 B Hancock Street to Kemper Street 2.55 B SB 2.54 B 3.07 C NB 2.58 B Kemper Street to Sports Arena Driveway 2.58 B SB 2.57 B NB 2.57 B Sports Arena Driveway to East Drive 2.58 B SB 2.58 B NB 2.56 B East Drive to Rosecrans Street 2.58 B SB 2.60 B Pacific Highway NB 2.00 A Taylor Street and Washington Street 1.92 A SB 1.83 A NB 6.44 F Washington Street to Sassafras Street 6.43 F 2.83 C SB 6.41 F NB 2.09 B Sassafras Street to Laurel Street 1.97 A SB 1.84 A Rosecrans Street Lytton Street / Barnett Avenue to Midway EB 3.58 D 3.67 D Drive WB 3.75 D EB 2.70 B Midway Drive to Sports Arena Boulevard 2.75 B WB 2.79 C 2.95 C EB 1.98 A Sports Arena Boulevard to Kurtz Street 1.99 A WB 1.99 A EB 1.86 A Kurtz Street to Pacific Highway 1.88 A WB 1.90 A

67 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.8A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT TRANSIT LOS (AM PEAK) Both Directions Roadway By Direction Combined¹ By Facility² Roadway Segment Segment Score LOS Score LOS Score LOS Old Town Community Taylor Street EB 1.66 A Pacific Highway to Congress Street 1.43 A WB 1.20 A EB 2.68 B Congress Street to Juan Street 2.35 B WB 2.02 B 3.35 C EB 2.68 B Juan Street to Morena Boulevard 2.37 B WB 2.05 B Morena Boulevard to I-8 Hotel Circle EB 4.34 E 4.22 D Ramps WB 4.10 D Morena Boulevard NB 2.20 B I-5 Ramps to Taylor Street 2.36 B 2.36 B SB 2.52 B Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E or F The transit LOS is calculated based on the NCHRP 3-70 methodology. Roadway segments not included in the table are not currently served by transit and therefore would failing transit LOS. ¹ The score for the combined direction is the average of the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

68 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.8B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT TRANSIT LOS (PM PEAK) Both Directions Roadway By Direction Combined¹ By Facility² Roadway Segment Segment Score LOS Score LOS Score LOS Midway/Pacific Highway Corridor Community Midway Drive W. Point Loma Blvd/Sports Arena Blvd to NB 3.98 D 3.96 D Kemper Street SB 3.94 D NB 3.93 D Kemper Street to East Drive 3.93 D 3.94 D SB 3.92 D NB 3.93 D East Drive to Rosecrans Street 3.92 D SB 3.91 D Sports Arena Boulevard 1-8 WB Ramps to W. Point Loma NB 6.54 F 4.59 E Blvd/Midway Drive SB 2.64 B W. Point Loma Blvd/Midway Drive to NB 2.65 B 2.63 B Hancock Street SB 2.60 B NB 2.58 B Hancock Street to Kemper Street 2.58 B SB 2.58 B 3.10 C NB 2.59 B Kemper Street to Sports Arena Driveway 2.59 B SB 2.59 B NB 2.59 B Sports Arena Driveway to East Drive 2.61 B SB 2.62 B NB 2.58 B East Drive to Rosecrans Street 2.62 B SB 2.65 B Pacific Highway NB 1.85 A Taylor Street and Washington Street 1.87 A SB 1.89 A NB 6.49 F Washington Street to Sassafras Street 6.46 F 2.98 C SB 6.43 F NB 3.60 D Sassafras Street to Laurel Street 2.73 B SB 1.85 A Rosecrans Street Lytton Street / Barnett Avenue to Midway EB 4.45 E 4.02 D Drive WB 3.58 D EB 3.51 D Midway Drive to Sports Arena Boulevard 3.16 C WB 2.80 C 3.24 C EB 2.20 B Sports Arena Boulevard to Kurtz Street 2.11 B WB 2.02 B EB 2.17 B Kurtz Street to Pacific Highway 2.05 B WB 1.93 A 69 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.8B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT TRANSIT LOS (PM PEAK) Both Directions Roadway By Direction Combined¹ By Facility² Roadway Segment Segment Score LOS Score LOS Score LOS Old Town Community Taylor Street EB 1.15 A Pacific Highway to Congress Street 1.20 A WB 1.24 A EB 2.07 B Congress Street to Juan Street 2.05 B WB 2.02 B 3.14 C EB 2.08 B Juan Street to Morena Boulevard 2.08 B WB 2.08 B Morena Boulevard to I-8 Hotel Circle EB 4.04 D 4.07 D Ramps WB 4.09 D Morena Boulevard NB 2.20 B I-5 Ramps to Taylor Street 2.37 B 2.37 B SB 2.53 B Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E & F The transit LOS is calculated based on the NCHRP 3-70 methodology. Roadway segments not included in the table are not currently served by transit and therefore would failing transit LOS. ¹ The score for the combined direction is the average of the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

PLANNED TRANSIT SYSTEM IMPROVEMENTS The SANDAG 2050 Regional Transportation Plan (Adopted October 2011), indicates that a number of transit improvements are planned for the Midway/Pacific Highway Corridor and Old Town communities, including:

BUS x Increase local bus service in key corridors to 15 minute headways by Year 2020 and 10 minute headways programmed and scheduled for Year 2035. x Implementation of a new rapid bus route between Point Loma and Kearny Mesa, via Old Town and Linda Vista with peak and non-peak headways of 10 minutes, programmed and scheduled by Year 2030. x Implementation of a new rapid bus route between Old Town to Sorrento Mesa via Pacific Beach La Jolla and UTC with peak and non-peak headways of 10 minutes programmed and scheduled for Year 2030.

70 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

LRT x Increase Blue Line Trolley Service to 7.5 minute headways during both the peak and off-peak periods, programmed and scheduled for Year 2030. x Increase Green Line Trolley service to 7.5 minute headways during both the peak and off-peak periods, programmed and scheduled for Year 2040. x Extension of the Blue Line Trolley from the Old Town Transit Service to University Town Center (Mid Coast LRT Project), programmed and scheduled for Year 2018. x Extension of Green Line Trolley from the Old Town Transit Center to the 12th / Imperial Transit Center, programmed and scheduled for Year 2018. x Extension of the Orange Line Trolley to Airport Intermodal Transit Center, programmed and scheduled for Year 2035. x Implementation of express service for the Blue Line Trolley, programmed and scheduled for Year 2040. x Grade Separations at the Taylor Street, Washington Street and Sassafras Street rail crossings, programmed and scheduled for Year 2050.

COASTER x Increase in Coaster Service to 20 minute peak hour headways, programmed and scheduled for year 2018. x Extension of existing COASTER line to Petco Park and the Convention Center, programmed and scheduled for year 2018.

3.4 REGIONAL ACCESS The Midway/Pacific Highway Corridor and Old Town communities are regionally served by both the I-5 and I-8 freeways, both of which are described below:

Interstate 5 is a north-south freeway that traverses the United States from the Mexican to the Canadian border through the states of California, Oregon, and Washington. Within California, I-5 connects the major metropolitan areas of San Diego, Los Angeles, Sacramento, and the eastern portion of the San Francisco Bay Area. I-5 bisects the two study communities and can be accessed via the following roadway interchanges:

Midway/Pacific Highway Corridor x Camino Del Rio West (NB on & SB off only) x Pacific Highway (SB on & NB off only) x Washington Street x Palm Street (SB on only) x Sassafras Street (NB & SB off only)

Old Town x Old Town Avenue

Interstate 8 is an east-west freeway that traverses from the western coast of San Diego to Central Arizona. I-8 runs just north of the study communities, with direct access via the following roadway interchanges:

71 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Midway/Pacific Highway Corridor x West Mission Bay Drive (EB on & WB off only) x Camino Del Rio West (EB on & WB off only)

Old Town x Taylor Street

The I-5 / I-8 freeway-to-freeway interchange is currently missing connector ramps from I-8 eastbound to I- 5 northbound and from I-5 northbound to I-8 westbound. With the lack of these connections, the Camino Del Rio West / I-5 interchange is the only access point to/from the north on I-5 for the communities and regional employment centers (Navy) to the west of the Midway/Pacific Highway Corridor community. This dependence on the Camino Del Rio West interchange channels traffic from both inside and outside of the community along Rosecrans Street and Camino Del Rio West, resulting in high traffic volumes and heavy congestion throughout the two corridors.

The San Diego International Airport (Lindbergh Field) attracts approximately 51,0002 passengers each day. There is currently no direct access between Lindbergh Field and the regional freeway system. Airport patrons have to use local roadways within the Midway/Pacific Highway Corridor community to access the airport. Local access to/from I-5 within the direct vicinity of the Lindbergh Field is provided only by the Sassafras Street SB off-ramp, India Street NB on-ramp, Hawthorne Street NB on-ramp, Grape Street SB on-ramp and Grape NB off-ramp. The lack of direct connections between the airport and the regional freeway system in conjunction with the limited number of I-5 access points focuses airport traffic along Kettner Boulevard and Laurel Street, resulting in high traffic volumes throughout both corridors.

RAMP METER ANALYSIS Table 3.9 displays the ramp metering analysis conducted for the existing on-ramp meter locations within the study communities. TABLE 3.9 FREEWAY RAMP METER ANALYSIS EXISTING CONDITIONS Lanes Flow Excess Delay Queue Ramp Peak SOV HOV Rate Volume Demand (Minutes) (Feet) I-8 EB / Sports Arena Boulevard PM 2 1 490 913 423 51.8 12,267 AM 1 1 318 375 57 10.8 1,653 I-5 SB / Sea World Drive PM 1 1 318 528 210 39.6 6,090 AM 2 0 1,118 1,261 143 7.7 4,147 I-5 NB / Sea World Drive PM 2 0 1,320 1,170 0 0.0 0 I-5 SB / Old Town Avenue PM 1 0 352 360 8 1.4 232 AM 2 0 670 466 0 0.0 0 I-5 NB / Old Town Avenue PM 2 0 636 631 0 0.0 0 Source: Fehr & Peers, August 2012

As shown in Table 3.9, none of the ramp meters within the study communities are currently experiencing delays over 15 minutes, with the exception of the following:

x I-8 EB / Sport Arena Boulevard during the PM Peak (51.8 minutes of delay and 12,267 feet of queue) x I-5 SB / Sea World Drive during the PM Peak (39.6 minutes of delay and 6,090 feet of queue)

2 Source: San Diego International Airport Master Plan EIR, May 2008 72 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

As outlined above, motorists accessing eastbound I-8 via the Sports Arena Boulevard on-ramp currently experience significant delays and queuing during the PM peak hour. Queues at this on-ramp currently spill back to, and affect the operations of the Sports Arena Boulevard / Channel Way and Sports Arena Drive / Midway Drive intersections, potentially causing additional queuing and delays.

FREEWAY LEVEL OF SERVICE AND ANALYSIS RESULTS Table 3.10 displays freeway segment LOS analysis results for the key study I-8 and I-5 freeway segments located within the two study communities. Caltrans freeway volume worksheets are provided in Appendix F.

As shown, all freeway segments within the study communities are currently operating at LOS D or better with the exception of the following two (2) segments:

x I-5 SB between I-8 and Old Town Avenue (LOS E) x I-5 NB between Old Town Avenue and Washington Avenue (LOS E)

PLANNED FREEWAY IMPROVMENTS The SANDAG 2050 Regional Transportation Plan (RTP) - outlines the following planned freeway improvements on Interstate 5 and Interstate 8 in the vicinity of the study communities:

Freeway Widening

x Construct two managed lanes (one northbound, one southbound) on I-5 between I-8 and La Jolla Village Drive, year 2050. Managed lanes typically have controlled ingress/egress access points and are restricted to only certain vehicle types and/or vehicles with a certain number of occupants. Value pricing may be employed within these lanes, meaning that if there’s additional capacity (up to LOS C) single occupancy vehicles would be allowed to use the managed lanes for a fee.

Operational Improvements

x Construct operational improvements along I-5 between I-15 and I-8, year 2050 x Construct operational improvements along I-8 between I-5 and I-15, year 2050.

The proposed operational improvements include the implementation of auxiliary lanes between freeway on-and off-ramps, freeway ramp improvements, and the adjustment and/or implementation of ramp meters. These improvements are not anticipated to require any additional right-of-way from either community.

The Midway/Pacific Highway Corridor Public Facilities Financing Plan, 2004 – includes the completion of the missing ramp connections between the I-8 and I-5 freeways. It should be noted that these freeway connections are not included in the SANDAG 2050 RTP.

• Eastbound I-8 to Northbound I-5 (Project T9) • Southbound I-5 to Westbound I-8 (Project T10)

Interstate 8 San Diego County Transportation Concept Summary, 2012 – This study is needed to comprehensively address service and safety issues on this regionally and inter-regionally significant corridor. The study will focus on the portion of I-8 from the beginning of the route near the Ocean Beach community to State Route 125 (SR-125). The environmental document for the I-5/I-8 interchange was completed in 2011. This project will construct auxiliary lanes and widen the connector between I-5 northbound to I-8 westbound.

73 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.10 EXISTING CONDITIONS FREEWAY SEGMENT LEVEL OF SERVICE Daily Total Peak Freeway From To Volume K HVF D Direction Lanes Aux Volume V/C LOS 0.52 EB 2 0 2,336 0.50 B Beginning of Freeway Sports Arena Boulevard 46,500 8.7% 1.2% 0.48 WB 2 0 2,139 0.46 B 0.52 EB 3 1 5,075 0.60 B Sports Arena Boulevard I-5 102,000 8.6% 2.8% 0.48 WB 3 1 4,724 0.56 B I-8 0.52 EB 4 1 6,402 0.59 B I-5 Morena Boulevard 132,000 8.4% 2.8% 0.48 WB 5 0 5,958 0.51 B 0.52 EB 4 1 9,055 0.84 D Morena Boulevard Hotel Circle 191,000 8.2% 2.8% 0.48 WB 5 0 8,427 0.72 C 0.51 NB 5 0 10,352 0.88 D Clairemont Drive Sea World Drive 220,000 8.3% 4.5% 0.49 SB 5 0 10,206 0.87 D 0.52 NB 4 1 9,632 0.89 D Sea World Drive I-8 199,000 8.4% 4.5% 0.48 SB 4 2 9,124 0.75 C 0.39 NB 4 1 7,051 0.65 C I-8 Old Town Avenue 199,000 8.2% 4.1% 0.61 SB 5 0 11,270 0.96 E 0.51 NB 4 0 8,711 0.93 E I-5 Old Town Avenue Washington Avenue 192,000 8.0% 4.1% 0.49 SB 5 0 8,553 0.73 C 0.36 NB 4 0 4,592 0.49 B Washington Avenue Pacific Highway 142,000 8.1% 4.1% 0.64 SB 4 0 8,342 0.89 D 0.52 NB 4 1 7,152 0.66 C Pacific Highway Laurel Street 147,000 8.4% 4.1% 0.48 SB 4 1 6,746 0.62 C 0.52 NB 4 1 8,305 0.77 C Laurel Street Hawthorne Avenue 183,000 7.9% 4.1% 0.48 SB 4 1 7,834 0.73 C Source: Fehr & Peers, March 2012 Notes: Bold letters indicate LOS E or F. D = Direction Split; Source: Caltrans K = Peak Hour Split; Source: Caltrans HVF = Heavy Vehicle Factor

74 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.5 ROADWAY FACILITIES The 2008 City of San Diego General Plan Mobility Element identifies the following roadway system goals for the City:

x A street and freeway system that balances the needs of multiple users of the public right-of-way. x An interconnected street system that provides multiple linkages within and between communities. x Vehicle congestion relief. x Safe and efficient street design that minimizes environmental and neighborhood impacts. x Well maintained streets.

EXISTING ROADWAYS The City of San Diego’s roadway system is comprised of a range of facilities including arterials, collectors and local roads. Two major functions of a roadway are to serve through traffic and provide access to adjacent property. Different roadway types are intended to serve different functions. For instance, arterials, which are higher capacity roadways, are intended to carry through traffic whereas local roads are intended to provide access for residential properties. Roadways are also intended to provide bicycle and pedestrian access and circulation, and as such form the backbone of the bicycle and pedestrian network. Figure 3-11 displays the functional classifications of the study area roadway segments within the Midway/Pacific Highway Corridor and Old Town communities. Average daily traffic volumes were collected from various sources including the 2009 Rosecrans Corridor Mobility Study (RCMS), the 2010 ITC Mobility Study (ITCMS), 2010 historic counts provided by National Data Services (NDS), as well as 2011 data collection efforts conducted in support of this study. Table 3.11 displays the date and source for each daily segment count utilized in the study. Average daily traffic count worksheets are provided in Appendix G.

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TABLE 3.11 ROADWAY SEGMENT COUNT DATA SUMMARY Date of Roadway From To Source Count North-South Midway/Pacific Highway Corridor Rosecrans St Midway Dr 5/25/2011 NDS Lytton St/ Barnett Ave Midway Dr Pacific Hwy 4/15/2010 NDS W. Mission Bay Dr I-8 WB Ramps I-8 EB Ramps 5/25/2011 NDS W. Point Loma Blvd/Sports Arena Blvd Kemper St 5/25/2011 NDS Kemper St East Dr 3/16/2010 NDS Midway Dr East Dr Rosecrans St 6/16/2009 RCMS Rosecrans St Barnett Ave 6/17/2010 NDS I-8 EB Ramps W. Point Loma Blvd/Sports Arena Blvd 5/25/2011 NDS W. Point Loma Blvd/Midway Dr Kemper St 5/25/2011 NDS Sports Arena Blvd Kemper St East Dr 5/25/2011 NDS East Dr Rosecrans St 7/28/2008 RCMS Rosecrans St Pacific Hwy 5/25/2011 NDS Hancock St Rosecrans St 8/9/2010 NDS Kurtz St Rosecrans St Pacific Hwy 5/24/2011 NDS Sports Arena Blvd Kurtz St 7/8/2010 NDS Kurtz St Camino Del Rio West 5/24/2011 NDS Hancock St Camino Del Rio West Rosecrans St 5/24/2011 NDS Old Town Ave Witherby St 6/17/2010 NDS Witherby St Washington St 5/26/2011 NDS Washington St Vine St 5/24/2011 NDS Kettner Blvd Vine St Sassafras St 5/24/2011 NDS Sassafras St Laurel St 5/25/2011 NDS Sea World Dr Taylor St 5/13/2010 NDS Taylor St Kurtz St 5/13/2010 NDS Kurtz St Sports Arena Blvd 12/9/2010 NDS Pacific Hwy Sports Arena Blvd Barnett Ave 4/15/2010 NDS Barnett Ave Washington St 5/24/2011 NDS Washington St Sassafras St 5/24/2011 NDS Sassafras St Laurel St 12/9/2010 NDS Old Town Taylor St Twiggs St 5/24/2011 NDS Congress St Twiggs St Harney St 5/24/2011 NDS Harney St San Diego Ave/ Ampudia St 10/28/2010 NDS Twiggs St Harney St 5/25/2011 NDS Conde St Arista Ave 5/25/2011 NDS San Diego Ave Ampudia St Old Town Ave 6/24/2010 NDS Old Town Ave Hortensia St 6/9/2011 NDS

77 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.11 ROADWAY SEGMENT COUNT DATA SUMMARY Date of Roadway From To Source Count Taylor St Twiggs St 5/25/2011 NDS Juan St Twiggs St Harney St 5/25/2011 NDS Harney St San Juan Rd 5/25/2011 NDS Morena Boulevard I-5 Ramps Taylor Street 5/25/2011 NDS East-West Midway/Pacific Highway Corridor Channel Wy W. Mission Bay Dr Hancock St 6/9/2011 NDS Kenyon St Midway Dr 6/9/2011 NDS Kemper St Midway Dr Sports Arena Blvd 6/9/2011 NDS Camino Del Rio West Rosecrans St I-5/I-8 Ramps 9/10/2008 RCMS Lytton St Midway Dr 5/6/2009 RCMS Rosecrans St Midway Dr Sports Arena Blvd 9/9/2008 RCMS Sports Arena Blvd Pacific Hwy/Taylor St 5/6/2009 RCMS Barnett Ave Midway Dr Pacific Hwy 4/15/2010 NDS Frontage Rd Pacific St 5/11/2010 NDS Washington St Pacific St Hancock St 5/26/2011 NDS Vine St California St Kettner Blvd 6/9/2011 NDS Sassafras St Pacific Hwy Kettner Blvd 5/26/2011 NDS Laurel St Pacific Hwy Kettner Blvd 5/26/2011 NDS Old Town City of Pacific Hwy/ Rosecrans St Congress St 8/20/2008 SD Taylor St Congress St Juan St 5/26/2011 NDS Juan St Morena Blvd 6/8/2010 NDS Morena Blvd I-8 EB Ramps 5/26/2011 NDS Congress St San Diego Ave 6/24/2010 NDS Twiggs St San Diego Ave Juan St 5/26/2011 NDS Congress St San Diego Ave 5/26/2011 NDS Harney St San Diego Ave Juan St 5/26/2011 NDS Hancock St Moore St 5/26/2011 NDS Old Town Ave Moore St San Diego Ave 5/26/2011 NDS Source: Fehr & Peers, August 2012 Notes: NDS = National Data Services RCMS = Rosecrans Street Corridor Mobility Study

78 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

ROADWAY LEVEL OF SERVICE AND ANALYSIS RESULTS Table 3.12 summarizes the results of the roadway LOS analysis of the key study roadway segments within the Midway/Pacific Highway Corridor and Old Town communities. Figure 3-12 graphically displays LOS by roadway segment along with existing average daily traffic volumes TABLE 3.12 ROADWAY LEVEL OF SERVICE EXISTING CONDITIONS Maximum Existing Functional Capacity at Roadway From To Classification LOS E ADT V/C LOS North-South Midway/Pacific Highway Corridor Lytton Street/ Rosecrans St Midway Dr 4-Lane Major w/ CLTL 30,000 22,070 0.74 D Barnett Avenue Midway Dr Pacific Hwy 4-Lane Major 40,000 57,954 1.45 F W. Mission Bay Dr I-8 WB Ramps I-8 EB Ramps 4 Lane Major 40,000 35,670 0.89 E W. Point Loma Blvd/Sports Kemper St 4-Lane Major w/CLTL 30,000 19,960 0.67 C Arena Blvd Midway Dr Kemper St East Dr 4-Lane Major w/ CLTL 30,000 20,240 0.67 D East Dr Rosecrans St 4-Lane Major w/ CLTL 30,000 27,600 0.91 E Rosecrans St Barnett Ave 4-Lane Major w/ CLTL 30,000 23,000 0.77 D W. Point Loma Blvd/Sports I-8 EB Ramps 6-Lane Major 50,000 31,010 0.62 C Arena Blvd W. Point Loma Kemper St 5-Lane Major w/ CLTL 37,500 17,600 0.47 B Blvd/Midway Dr Sports Arena Blvd Kemper St East Dr 5-Lane Major 37,500 19,520 0.52 C East Dr Rosecrans St 5-Lane Major 37,500 26,800 0.71 D Rosecrans St Pacific Hwy 2-Lane Collector 8,000 2,600 0.33 B 2-Lane Collector (One- Hancock St Rosecrans St 15,000 5,340 0.36 B Kurtz St Way) Rosecrans St Pacific Hwy 2-Lane Collector 8,000 6,690 0.84 E 2-Lane Collector w/ Sports Arena Blvd Kurtz St 15,000 3,930 0.26 A CLTL 2-Lane Collector (One- Kurtz St Camino Del Rio West 15,000 4,710 0.31 A Way) Hancock St Camino Del Rio West Rosecrans St 3-Lane Collector 11,500 2,990 0.26 A Old Town Ave Witherby St 2-Lane Collector 8,000 9,680 1.21 F Witherby St Washington St 2-Lane Collector 8,000 2,740 0.34 B 3-Lane Collector (One- Washington St Vine St 30,000 23,720 0.79 D Way) 3-Lane Collector (One- Kettner Blvd Vine St Sassafras St 30,000 23,080 0.77 D Way) 3-Lane Collector (One- Sassafras St Laurel St 30,000 20,150 0.67 D Way) Sea World Dr Taylor St 2-Lane Collector 10,000 7,460 0.75 D Pacific Hwy Taylor St Kurtz St 6-Lane Major 50,000 13,300 0.27 A

79 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.12 ROADWAY LEVEL OF SERVICE EXISTING CONDITIONS Maximum Existing Functional Capacity at Roadway From To Classification LOS E ADT V/C LOS Kurtz St Sports Arena Blvd 6-Lane Major 50,000 21,470 0.43 B 5-Lane Primary Sports Arena Blvd Barnett Ave 45,000 11,600 0.26 A Arterial Pacific Hwy 7-Lane Primary Barnett Ave Washington St 60,000 54,690 0.91 D Continued Arterial 6-Lane Primary Washington St Sassafras St 60,000 11,650 0.19 A Arterial Sassafras St Laurel St 6-Lane Major 50,000 19,160 0.38 B Old Town Taylor St Twiggs St 2-Lane Collector 8,000 4,230 0.53 C Congress St Twiggs St Harney St 2-Lane Collector 8,000 4,380 0.55 C Harney St San Diego Ave/ Ampudia St 2-Lane Collector 8,000 4,280 0.54 C Twiggs St Harney St 2-Lane Collector 8,000 3,540 0.44 C Conde St Arista Ave 2-Lane Collector 8,000 4,350 0.54 C San Diego Ave Ampudia St Old Town Ave 2-Lane Collector 8,000 10,160 1.27 F Old Town Ave Hortensia St 2-Lane Collector 8,000 5,400 0.68 D Taylor St Twiggs St 2-Lane Collector 8,000 5,430 0.68 D Juan St Twiggs St Harney St 2-Lane Collector 8,000 4,810 0.6 C Harney St San Juan Rd 2-Lane Collector 8,000 2,930 0.37 B Morena Blvd I-5 Ramps Taylor Street 3-lane Major 30,000 7,585 .25 A East-West Midway/Pacific Highway Corridor Channel Wy W. Mission Bay Dr Hancock St 2-Lane Collector 8,000 1,280 0.16 A 2-Lane Collector w/ Kenyon St Midway Dr 15,000 9,010 0.6 C CLTL Kemper St 2-Lane Collector w/ Midway Dr Sports Arena Blvd 15,000 8,120 0.54 C CLTL Camino Del Rio 6-Lane Primary Rosecrans St I-5/I-8 Ramps 60,000 50,700 0.85 D West Arterial Lytton St Midway Dr 6-Lane Major 50,000 46,400 0.93 E Rosecrans St Midway Dr Sports Arena Blvd 6-Lane Major 50,000 59,100 1.18 F Sports Arena Blvd Pacific Hwy/Taylor St 4-Lane Major w/ CLTL 30,000 15,500 0.52 C Frontage Rd Pacific St 4-Lane Major 40,000 10,680 0.27 A Washington St Pacific St Hancock St 4-Lane Major 40,000 12,870 0.32 A Vine St California St Kettner Blvd 2-Lane Collector 8,000 250 0.03 A 3-Lane Collector One- Sassafras St Pacific Hwy Kettner Blvd 15,000 8,700 0.58 B Way Laurel St Pacific Hwy Kettner Blvd 4-Lane Major 40,000 26,290 0.66 C

80 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.12 ROADWAY LEVEL OF SERVICE EXISTING CONDITIONS Maximum Existing Functional Capacity at Roadway From To Classification LOS E ADT V/C LOS Old Town Pacific Hwy/ Rosecrans St Congress St 5-Lane Major 45,000 22,100 0.49 B Congress St Juan St 5-Lane Major 40,000 13,560 0.34 A Taylor St Juan St Morena Blvd 4-Lane Major 40,000 17,530 0.44 B Morena Blvd I-8 EB Ramps 2-Lane Collector 9,000 13,140 1.46 F Twiggs St Congress St San Diego Ave 2-Lane Collector 8,000 2,080 0.26 A San Diego Ave Juan St 2-Lane Collector 8,000 2,670 0.33 B Harney St Congress St San Diego Ave 2-Lane Collector 8,000 1,520 0.19 A San Diego Ave Juan St 2-Lane Collector 8,000 2,350 0.29 A

Old Town Ave Hancock St Moore St 2-Lane Collector 8,000 11,750 1.47 F Moore St San Diego Ave 2-Lane Collector 8,000 6,120 0.77 D Source: Fehr & Peers, August 2012 Note: Bold letters indicate LOS E or F. CLTL = Continuous Left Turn Lane

As shown in the table above, the following ten (10) roadway segments were identified as operating at LOS E or F: Midway/Pacific Highway Corridor x West Mission Bay Drive, between the I-8 Ramps (LOS E) x Midway Drive, between East Drive and Rosecrans Street (LOS E) x Kurtz Street, between Rosecrans Street and Pacific Highway (LOS E) x Hancock Street, between Old Town Avenue and Witherby Street (LOS F) x Rosecrans Street between Lytton Street and Midway Drive (LOS E) x Rosecrans Street, between Midway Drive and Sports Arena Boulevard (LOS F) x Barnett Avenue, between Midway Drive and Pacific Highway (LOS F)

Old Town x San Diego Avenue, between Ampudia Street and Old Town Avenue (LOS F) x Taylor Street, between Morena Blvd and I-8 EB Ramps (LOS F) x Old Town Avenue between Hancock Street and Moore Street (LOS F)

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35.7 EST W Roadway Level of Service XX.X Figure 3-12: Existing Roadway Level of Service Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 8/02/2012 Date: Source: Fehr and Peers (2012) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

An HCM peak hour arterial analysis was conducted for the roadway segments listed above as operating at a LOS E or F. This analysis calculates the average speed of the roadway segment based upon the traffic flow and operations of adjacent intersections as documented in Table 3.13. Peak hour arterial analyses were conducted using Synchro 6 Traffic Analysis software. Peak hour arterial analysis worksheets are provided as Appendix H. TABLE 3.13 PEAK HOUR ARTERIAL ANALYSIS FOR ROADWAY SEGMENTS OPERATING AT LOS E OR F

AM PM EB/NB WB/SB EB/NB WB/SB Speed Speed Speed Speed Roadway From To (mph) LOS (mph) LOS (mph) LOS (mph) LOS North-South Midway/Pacific Highway Corridor W. Mission Bay Dr I-8 WB Ramps I-8 EB Ramps 23.6 C 22.6 C 15.5 D 11.3 E Midway Dr East Dr Rosecrans St 24.6 B 10.4 E 19.3 C 8.0 F Kurtz St Rosecrans St Pacific Hwy 10.1 E N/A N/A 8.9 F N/A N/A Hancock St Old Town Ave Witherby St N/A N/A 20.4 C N/A N/A 24.0 C Old Town San Diego Ave Ampudia St Old Town Ave 7.6 E 10.0 D 8.5 E 10.9 D East-West Midway/Pacific Highway Corridor Lytton St Midway Dr 21.4 C 16.5 D 22.3 C 20.5 C Rosecrans St Midway Dr Sports Arena Blvd 13.8 E 9.5 F 9.9 F 7.6 F Barnett Ave Midway Dr Pacific Hwy 17.6 D 23.5 C 30.8 B 17.2 D Old Town Taylor St Morena Blvd I-8 EB Ramps 19.3 B 11.9 D 17.9 C 11.6 D Old Town Ave Hancock St Moore St 9.4 D 13.2 C 2.9 F 13.5 C Source: Fehr & Peers, August 2012 Note: HCM Arterial Analysis cannot be conducted between two stop-controlled intersections (i.e. Hancock Street)

As shown, based on the results of their HCM arterial analysis, the following study roadway segments operate at LOS E or F during the AM and/or PM peak hour(s): Midway/Pacific Highway Corridor x West Mission Bay Drive, between the I-8 Ramps - operates at LOS E during the PM peak hour in the southbound direction. x Midway Drive, between East Drive and Rosecrans Street - operates at LOS E during the AM peak hour and LOS F during the PM peak hour in the southbound direction. x Kurtz Street, between Rosecrans Street and Pacific Highway - operates at LOS E and F during the AM and PM peak hours, respectively, in the northbound direction. x Rosecrans Street, between Midway Drive and Sports Arena Boulevard – operates at LOS E or F during both peak hours in both directions.

83 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Old Town x San Diego Avenue, between Ampudia Street and Old Town Avenue – operates at LOS E during both the AM and PM peak hours in the northbound direction. x Old Town Avenue, between Hancock Street and Moore Street operates at and LOS F in the westbound direction during the PM peak hour.

However, per the HCM 2000, the portion of the urban street being analyzed should be at least 1 mile long in a downtown area and 2 miles long elsewhere for the LOS speed criteria to be meaningful; therefore, the above analyses may not be meaningful. HCM 2000 recommends that study lengths shorter than 1 mile be analyzed as individual intersections and the LOS assessed according to individual intersection criteria.

INTERSECTION LEVEL OF SERVICE AND ANALYSIS RESULTS Figures 3-13A through 3-13C display the existing intersection geometrics within both study communities. Figures 3-14A though 3-14C display the peak hour turning movement counts at each study intersection, for both the AM and PM peak hours. Recent turning movement data was obtained from the 2009 Rosecrans Street Corridor Mobility Study (RCMS), the 2010 Intermodal Transit Center Mobility Study (ITCMS), or collected for this study in May 2011. Table 3.14 provides a summary of the date and source for each peak hour intersection count utilized by this study. Existing peak hour intersection turning movement count worksheets are provided in Appendix I. Table 3.15 summarizes AM and PM peak hour average intersection delay and level of service analysis results at the study intersections. Intersection signal timing was based on the existing signal timing plans from the City of San Diego and Caltrans as appropriate. These timing sheets are provided in Appendix J. As shown, five (5) study intersections are currently operating at LOS E or F, as follows:

x Lytton Street / Rosecrans Street (LOS E – AM peak hour) x W. Mission Bay Drive / I-8 WB Off-Ramp (LOS E – PM peak hour) x Pacific Highway / Taylor Street (LOS E – AM peak hour) x Lowell Street/Nimitz Boulevard / Rosecrans Street (LOS E – PM peak hour) x I-5 SB Ramps / Sea World Drive (LOS E – PM peak hour)

Figure 3-15 graphically displays the existing intersection level of service during both the AM and PM peak hours.

84 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.14 INTERSECTION COUNT DATA SUMMARY

No. Intersection Date of Count Source Midway/Pacific Highway Corridor 1 Lytton St and Rosecrans St 4/28/2009 RCMS 2 W Mission Bay Dr and I-8 WB Off-Ramp 5/19/2011 NDS 3 W Mission Bay Dr and Channel Way 6/9/2011 NDS 4 Midway Dr and Sports Arena/W Point Loma Blvd 5/19/2011 NDS 5 Midway Dr and Kemper St 5/19/2011 NDS 6 Midway Dr and East Dr 5/19/2011 NDS 7 Midway Dr and Rosecrans St 4/23/2009 RCMS 8 Midway Dr and Unknown Future Connector 1 N/A N/A 9 Midway Dr and Enterprise St 5/18/2011 NDS 10 Midway Dr and Barnett Ave 5/19/2011 NDS 11 Sports Arena Blvd and Hancock St 5/19/2011 NDS 12 Sports Arena Blvd and Kemper St 5/19/2011 NDS 13 Sports Arena Blvd and Sports Arena Driveway 5/19/2011 NDS 14 Sports Arena Blvd and East Dr 5/19/2011 NDS 15 Sports Arena Blvd and Rosecrans St 4/23/2009 RCMS 16 Sports Arena Blvd and Unknown Future Connector 1 N/A N/A 17 Sports Arena Blvd and Pacific Hwy 5/18/2011 NDS 18 Kurtz St and Hancock St 5/19/2011 NDS 19 Kurtz St and Camino Del Rio West 5/19/2011 NDS 20 Kurtz St and Rosecrans St 4/23/2009 RCMS 21 Kurtz St and Pacific Hwy 5/18/2011 NDS 22 Hancock St and Channel Wy 6/9/2011 NDS 23 Hancock St and Camino Del Rio West 5/27/2009 RCMS 24 Hancock St and Rosecrans St 4/23/2009 RCMS 25 Hancock St and Old Town Ave 5/18/2011 NDS 26 Hancock St and Witherby St 5/18/2011 NDS 27 Hancock St and Washington St 4/2011 ITC 28 Kettner Blvd and Vine St 5/18/2011 NDS 29 Kettner Blvd and Sassafras St 4/2011 ITC 30 Kettner Blvd and West Laurel St 4/2011 ITC 31 Pacific Hwy and Barnett Ave 5/18/2011 NDS 32 Pacific Hwy and Washington St @ Frontage Rd 4/2011 ITC 33 Pacific Hwy and Washington St @ Pacific St 4/2011 ITC City of SD historic 34 Pacific Hwy and Sassafras St 4/6/2010 counts 35 Pacific Hwy and West Laurel St 4/2011 ITC

85 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.14 INTERSECTION COUNT DATA SUMMARY

No. Intersection Date of Count Source Old Town 36 Pacific Hwy and Taylor St 4/23/2009 RCMS 37 Moore St and Old Town Ave 5/18/2011 NDS 38 Congress St and Taylor St 4/23/2009 RCMS 39 Congress St and Twiggs St 5/18/2011 NDS 40 Congress St and Harney St 5/18/2011 NDS 41 Congress St and San Diego Ave/Ampudia St 5/18/2011 NDS 42 San Diego Ave and Twiggs St 5/18/2011 NDS 43 San Diego Ave and Harney St 5/18/2011 NDS 44 San Diego Ave and Old Town Ave 5/18/2011 NDS 45 Juan St and Taylor St 5/18/2011 NDS 46 Juan St and Twiggs St 5/18/2011 NDS 47 Juan St and Harney St 5/18/2011 NDS 48 Morena Blvd and Taylor St 5/18/2011 NDS Intersections Outside of Study Communities 49 Hugo St/N. Harbor Dr and Rosecrans St 4/29/2009 RCMS 50 Lowell St/Nimitz Blvd and Rosecrans St 4/29/2009 RCMS 51 Laning Rd and Rosecrans St 4/28/2009 RCMS 52 Kettner Blvd and West Hawthorn St 5/18/2011 NDS 53 Kettner Blvd and West Grape St 5/18/2011 NDS 54 Pacific Hwy and Sea World Dr 5/18/2011 NDS 55 Pacific Hwy and West Hawthorn St 5/18/2011 NDS 56 Pacific Hwy and West Grape St 5/18/2011 NDS 57 Friars Rd and Sea World Dr 5/18/2011 NDS 58 I-5 SB Ramps and Sea World Dr 5/18/2011 NDS 59 I-5 NB Ramps and Sea World Dr 5/18/2011 NDS

Notes: RCMS – Rosecrans Corridor Mobility Study NDS – National Data & Surveying Services ITC – intermodal Transit Center Study (4/2011)

86 Figure 3-13A: Existing Intersection Geometrics Geometrics Intersection Existing 3-13A: Figure Source: Fehr & Peers (2012) Peers & Fehr Source: Date: 8/12/12 Date: Midway/Pacific Highway Corridor Corridor Highway Midway/Pacific

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89 Figure 3-14A: Existing Intersection Turning Movements Movements Turning Intersection Existing 3-14A: Figure Source: Fehr & Peers (2012) Peers & Fehr Source: Date: 8/12/12 Date: Midway/Pacific Highway Corridor Corridor Highway Midway/Pacific Rosecrans St Sports Arena DrivewaySports Arena Kemper St Kemper 1,019 (1,495)

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0 (14)

45 (75) 152 (244) acf 101 (183) cf 6 (14) 78 (177) acf 215 (338) 255 (490) 112 (295) 484 (905) c 897 (1,200) acf acf 207 (312)

acf 242 (372) acf 19. 15. 104 (86) èéëìí èéëìí èéëìí èéëìí Rosecrans St 7. 3.

Kurtz St Sports Arena Bl Sports Arena Bl .11Midway Dr W. Mission Bay Dr Camino Del Del Rio West Camino acf

acf !"$ 64 (130) cf acf 204 (425) 1,658 (1,298) 246 (332) 1 (20) acf 921 (1,380) f34 (136) 83 (85) 2,142 (2,133) 155 (251) ac af18 (56) 33 (185) 297 (577) 1,887 (1,621) 1,887 154 (262) cf296 (587) 331 (996) 169 (328) 41 (25) 52 (51) WayChannel 10 (26) St Hancock LEGEND LEGEND AM (PM) AM Future Connector 1 Connector Future Rosecrans St Future Connector 1 St Kemper W. Bl Loma Point 349 (672) 277 (445) 277 412 (359) 412 84 (199) 244 (30) Peak Period Turn Period Movements Peak 90 (40) 40 (14) 62 (27)

76 (19) 171 (287) 125 (209) acf cf 481 (806) acf 428 (206)

af 41 (67)

acf 68 (136)

acf 298 (350) 12. 16. 20. èéëìí èéëìí èéëìí 8. 4. Kurtz St Sports Arena Bl Sports Arena Bl Sports Arena Bl Midway Dr Midway Dr acf acf af 117 (56) 149 (39)

103 (167) acf16 (312) (594) 125 (294) 223 46 (102) 23 (21) 100 (102) ac87 (80) 294 (464) 327 (938) acf 327 (503) 142 (124) 80 (108) 19 (610) Bl Sports Arena 90

Peak Period Turn Movements Turn Period Peak AM (PM) AM Source: Fehr & Peers (2012) Peers & Fehr Source:

Date: 8/12/12 Date:

LEGEND LEGEND

y Corridor and Old Town Community Plan Update Plan Community Town Old and Corridor y Highwa Midway/Pacific Figure 3-14B: Existing Intersection Turning Movements Movements Turning Intersection Existing 3-14B: Figure Congress St Congress Congress St Congress Moore St Moore Congress St Congress 122 (106) 122 116 (102) 116 84 (157) 185 (95) 185 (88) 161 74 (88) 36 (71)

8 (15) 7 (13) 5 (12)

5 (5) 3 (5) 3 1 (3) 1

!"$ (9) 35

!"$

0 (2) 0 2 (10) 2 (296) 52

219 (183) 219 af acf acf

acf

13 (21) 13 (8) 4 (902) 376 ! " $ ! " $

cf (406) 109

acf

acf acf

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ay r t S or yl Ta Ave Town Old tS yenraH tS sggiwT

2 (5) 2

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0 (5) 0 (132) 124

14 (29) 14 !"$ !"$ 2 (1) 1 (2) 16 (21)

20 (43)

5 (20) 91 (96) 18 (40) 91 (136) 1 (9) acf 196 (137) 196 5 (8) 5 (47) 25 acf acf (392) 517

!"$ !"$

38. 40. 39. 37. Pacific Hwy Pacific Pacific Hwy Pacific Pacific Hwy Pacific Hwy Pacific 161 (456) 161 (235) 127 231 (549) 222 (421) 222 85 (206)

73 (155)

70 (84) 27 (19) 64 (51)

15 (15) 15 90 (78) 90 36 (64) 36

16 (139) 16

204 (685) 204

401 (524) 401 acf acf acf 47 (53) 47

2 (23) 2

81 (100) 81

208 (278) 208

acf (367) 186

acf acf

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Sassafras St Sassafras ay r t S or yl Ta St Washington West Laurel St Laurel West

131 (270) 131

276 (174) 276 ac acf

230 (143) 230 49 (89) 49 acf

acf

397 (652) 397

93 (29) 93

270 (257) 270

319 (352) 319 26 (76) 258 (404) 19 (1) 63 (57) (97) 138 (338) 209 (562) 148 44 (52) 40 (150) 130 (283) 130 15 (27) (358) 224

acf acf (72) 66 acf acf 91 (80) 91 60 (89) 60

Pacific St Pacific

34. 33. 36. 35. 1,665 (1,644) Kettner Bl Kettner Kettner Bl Kettner Pacific Hwy Frontage Rd Frontage Hwy Pacific Pacific Hwy Pacific 678 (870) 55 (140) 154 (93) 154

9 (11)

37 (100) 37 acf 59 (97) 59 267 (511) 267

1,181 (1,971) 1,181 637 (813) 637 64 (202) 64 49 (139) 49

f cf ac

è é ë ì í è é ë ì í è é ë ì í

Laurel St Laurel St Sassafras Barnett Ave Barnett Washington St Washington

29 (49) 29 ac 352 (766) 352 cf (82) 135

178 (196) 178 277 (372) 277 532 (828) 532 73 (16) (34) 192

510 (438) 287 (732) 250 (334) 353 (248) 1,036 (686)

cf 221 (241)

29 (20) acf acf af22 (63)

29. 30. 32. 31. Hancock St Hancock Hancock St Hancock Hancock St Hancock Kettner Bl Kettner 113 (504) 19 (75)

7 (10)

3 (0) 3 (18) 3

!"$ (35) 35 360 (801) 360

95 (124) 95

2 (2) 2

acf cf

I-5 SB On-Ramp SB I-5 f

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256 (547) 256

10 (18) 10 93 (422) 93 ! " $ ! " $

cf ! acf

è é ë ì í

Witherby St Witherby e v A n w o T dlO Vine St Vine tS n otg nih s a W

0 (4) 0 acf

a 28 (51) 28 a 157 (78) 157

112 (233) 112 ac

ac (6) 1

448 (346) 448 !"$

1,404 (2,034) 1,404 (78) 157 14 (4)

!"$ 1 (13) 1 9 (8) (154) 166 (172) 471 158 (96) 158 (228) 188 (760) 233 250 (315) 250 489 (258) 489

cf (378) 396 acf!"$ ac

acf !"$

!"$

26. 25. 27. 28. Hancock St Hancock Kurtz St Kurtz Hancock St. Hancock 391 (656) 294 (214)

23 (146) (81) 184

10 (40)

15 (29) 15

125 (72) 125

397 (675) 397 acf ac 1,594 (2,175) 1,594

31 (51) 31

152 (195) 152

75 (87) 75 ac

acf

è é ë ì í

Hancock St Hancock Pacific Hwy Pacific Rosecrans St. Rosecrans W. Rio Del Cam

! " $ 294 (423) 294 cf (159) 67 cf

cf 2,215 (0) 2,215 62 (60) 62 26 (59) 26

444 (444) 444 247 (423) 247 286 (2,178) 286 cf

4 (10) 14 (70) W

Channel af

22. 23. 21. 24.

41. 42. 43. 44.

" $ ! 1) (1 )

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Congress St Congress 8

cf 0 (

9 ! " $ a ! " $ acf

acf acf 4 (17)

2 (2) 67 (107) 0 (0) 12 (6) 8 (8) 27 (58) 3 (3)

San Diego Ave 63 (147) 40 (48) 9 (8) " $ 29 (35) ! 18 (18) 22 (45) acf

acf 0 (7) ac 29 (41) Ampudia St Twiggs St èéëìí Harney St 37 (40) Old Town Av èéëìí acf acf acf

cf 254 (160) 2 (6) 18 (30) !"$ 5 (14) !"$ af 7 (18) acf 87 (28) acf

acf ! " $ 10 (5) 9 (28) 65 (91) ! " $ 3 (13)

9 (6) ! " $ 6 (4) 3 (30) 15 (9) 18 (34) 83 (46) 124 (85) 124 125 (99) 125 128 (99) 218 (100) 218 159 (121) 223 (290) San DiegoAv San DiegoAv San DiegoAve San DiegoAv 45. 46. 47. 48.

! " $

75 (6) ! " $ 192 (107)

acf acf acf acf " $ 1 (5) ! 33 (40) 54 (96) 13 (4) 5 (9) 16 (5) 0 (2) 2 (15) 214 (200) 5 (7) 59 (78) " $ 563 (454) ! 54 (71) 92 (127) 30 (6) 3 (1) 0 (3) 522 (448) acf 98 (188) acf 0 (3) acf

Ta yl or S t Twiggs St 2 (0) Harney St acf 0 (0) Ta yl or S t

èéëìí acf èéëìí

acf acf 26 (22) !"$ acf 33 (52) 54 (98) !"$ 368 (468) acf acf 9 (3) acf f 395 (909) 5 (4) 253 (606) 26 (42) ! " $ 5 (29)

32 (98) 6 (13) ! " $ 5 (4) 5 (3) 4 (2) 0 (4) lB aneroM lB 4 (14) 62 (65) 41 (21) 130 (91) 109 (67) 109 229 (179) 229 Juan St Juan St Juan St

49. 50. 51. 52.

1 (1) cf 62 (67) (393) 218 ace 12 (26) acf acf 29 (184) 215 (135) 215 (190) 341 (287) 233 8 (1) 1 (10) 55 (40) 8 (3) 32 (76) 56 (24) 1,355 (969) 1,192 (799) 1,318 (1,217) 1,696 (900) ac acf acf 24 (32) acf 110 (165) 303 (142) 168 (197) Rosecrans Av èéëìí Rosecrans Av èéëìí Rosecrans Av èéëìí West Hawthorn St èéëìí acf acf 6 (16) acf 140 (352) 0 (0) 679 (1,386) acf 612 (1,316) acf 947 (1,855) acf 66 (63) 23 (24) 70 (83) 4 (1) lB rentteK lB 54 (87) 20 (99) 33 (18) 58 (124) 80 (181) 132 (203) 217 (105) 103 (370) 103

Hugo St Laning Rd Nimitz Bl Nimitz

53. 54. 55. 56.

ac ac cf 460 (276) 41 (92) 276 (350) 110 (240) acf 189 (189) 70 (70) 59 (59) 70 (82)

116 (13) 19 (18) 139 (258) 691 (1276) 1,326 (775) acf

acf 111 (142) 362 (110) Grape St èéëìí Sea World Dr èéëìí West Hawthorne St èéëìí Grape St èéëìí acf acf cf 100 (78) 39 (43) 833 (1,526) 926 (1077) acf ac cf 30 (39) 609 (1,141) 35 (116) 25 (24) ywH cificaP ywH 32 (41) 64 (52) 77 (116) 37 (102) 158 (375) 158 209 (384) 209 (332) 213 Pacific Hwy Kettner Bl Pacific Hwy 57. 58. 59.

291 (306)

779 (1,297) I-5 SBOff-Ramp I-5 NBOn-Ramp 627 (1,125) 300 (333) af 464 (384) ac ac 138 (270) 315 (292)

cf 438 (432) Sea World Dr èéëìí Sea World Dr èéëìí Sea World Dr èéëìí ac cf 1,002 (1,016) cf 963 (1,153) af 797 (783) 60 (236) 5-I BN pmaR-ffO acf 244 (391) 505 (566) 0 (3) 98 (118) 197 (301) 168 (166) 168 (418) 276 Friars Rd I-5 SB On-Ramp SBI-5 Figure 3-14C: Existing Intersection Turning Movements Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 8/12/12 LEGEND Source: Fehr & Peers (2012) AM (PM) Peak Period Turn Movements 92 <=!<=! <=! Legend

6 7 <=! AM PM <=!

ST <=! San Diego River M ¨¦§8 OREN TA YL O R No Data/Not Analyzed

A BL ST N ST !<= ANCOCK MA H <=! PR E P WHIT ACI SIDIO D

<=! FI WEST <=! Level of Service C HWY R MIS HANCOC JUAN E ST S WY <=! JA IO EL ST CK N BA MAN ST JE FFER CA S Y D ANN ST ON LHOUN S WALLAC R CH K SHER S E ST ST ON ST ON ST LI ST OL <=! T MAS ! M <= OO <=! A - C L WOOD RE ST B ! N A <= OM ! EE L <= NT POI GR NS ST <=! ST WE CONGRE T <=! <=! S R ST ST E E S ! PORTS <= ! ROSECRA SS UK <= ARENA B ST D KEM P RNEY D MIDW L !<= <=! <=! HA AY D R <=! ! R <= D ! <=! <=! <= ST Uptown

EAST <=! ST <=! CONDE A E ST T ST AR I M IA S HA UD T S ORD AMP AV F <=!CAUB T <=! WN WING S JE Y ST S RILEY ST <=! FF TO KE !<= ERSON ST F NY INE <=! LD ON GA O ST ST <=! NSIA MOO RE ST HORTE SP !<= OR TS <=! A RE NA SA B N D <=!L IE GO AV PL <=! ST NS MIDW S <=!HANC AN ROSECRA AY DR !<= ST AV OC NETT PAC BY ST BAR K SECR OOSA IF ST DURHA L ! PELELIU <= CA TUS GUAM IC CA MENDO ! HWY WITHER RO <= DI SHO W Z ST M UTS ST LY UP ST WY Y TT ES R NCA CO NI ST ! ID DR <=ON DI S GE PL T HARL D ST R 5 Peninsula BAN HT ¨¦§ ST C

WRIG T S

ELL

NO <=! ST ON

GT <=!IN WASH AV ! NUT <= AL W <=!

PAC IF ST IC HWY <=!

ASSAFRAS <=!S INDIA ST

Lindbergh Field

T M S PAL ST IVE <=!LANIN OL G R D

RANS <=! ST EC <=!LAU REL ROS <=!NIMI TZ BL

HU ORNE ST <=!GO ST <=!HAWTH <=! ST <=!<=!GRAPE

Figure 3-15: Existing Peak Hour Intersection Level of Service Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 8/02/2012 93 Source: Fehr & Peers (2012) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.15 SUMMARY OF PEAK HOUR INTERSECTION LOS ANALYSIS EXISTING CONDITIONS AM PM Delay Delay No. Intersection Traffic Control¹ (Sec) LOS (Sec) LOS Midway/Pacific Highway Corridor 1 Lytton St and Rosecrans St Signal 65.4 E 44.5 D 2 W Mission Bay Dr and I-8 WB Off-Ramp Signal 14.8 B 59.5 E 3 Sports Arena Blvd and Channel Way OWSC 11.2 B 14.7 B² 4 Midway Dr and Sports Arena/W Point Loma Blvd Signal 36.6 D 47.2 D² 5 Midway Dr and Kemper St Signal 22.7 C 37.3 D 6 Midway Dr and East Dr Signal 4.8 A 13.0 B 7 Midway Dr and Rosecrans St Signal 34.9 C⁴ 49.1 D⁴ 8 Midway Dr and Unknown Future Connector 1 Unknown N/A N/A N/A N/A 9 Midway Dr and Enterprise St OWSC 11.0 B 18.1 C 10 Midway Dr and Barnett Ave Signal 13.8 B 19.8 B 11 Sports Arena Blvd and Hancock St Signal 10.0 A 13.1 B 12 Sports Arena Blvd and Kemper St Signal 18.8 B 17.5 B 13 Sports Arena Blvd and Sports Arena Driveway Signal 17.1 B 24.8 C 14 Sports Arena Blvd and East Dr Signal 26.0 C 11.9 B 15 Sports Arena Blvd and Rosecrans St Signal 35.7 D⁴ 43.2 D⁴ 16 Sports Arena Blvd and Unknown Future Connector 1 Unknown N/A N/A N/A N/A 17 Sports Arena Blvd and Pacific Hwy OWSC 10.6 B 12.0 B 18 Kurtz St and Hancock St OWSC No Control Delay 19 Kurtz St and Camino Del Rio West Signal 9.4 A⁴ 20.2 C⁴ 20 Kurtz St and Rosecrans St Signal 20.0 B⁴ 31.7 C⁴ 21 Kurtz St and Pacific Hwy OWSC 11.2 B 13.7 B 22 Hancock St and Channel Wy OWSC 9.3 A 10.5 B 23 Hancock St and Camino Del Rio West Signal 24.3 C 20.3 C 24 Hancock St and Rosecrans St Unsignalized No Control Delay 25 Hancock St and Old Town Ave AWSC 16.9 C 14.6 B 26 Hancock St and Witherby St AWSC 16.0 C 23.5 C 27 Hancock St and Washington St Signal 22.8 C³ 25.9 C³ 28 Kettner Blvd and Vine St TWSC 14.3 B 23.2 C 29 Kettner Blvd and Sassafras St Signal 12.0 B³ 11.9 B³ 30 Kettner Blvd and West Laurel St Signal 20.0 B 29.7 C 31 Pacific Hwy and Barnett Ave Grade Separated No Control Delay 32 Pacific Hwy and Washington St @ Frontage Rd Signal 19.4 B³⁴ 36.0 D³⁴ 33 Pacific Hwy and Washington St @ Pacific St Signal 18.7 B³⁴ 31.2 C³⁴ 34 Pacific Hwy and Sassafras St Signal 14.4 B³ 27.3 C³ 35 Pacific Hwy and West Laurel St Signal 48.4 D 42.9 D 94 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.15 SUMMARY OF PEAK HOUR INTERSECTION LOS ANALYSIS EXISTING CONDITIONS AM PM Delay Delay No. Intersection Traffic Control¹ (Sec) LOS (Sec) LOS Old Town 36 Pacific Hwy and Taylor St Signal 64.6 E³ 33.5 C³ 37 Moore St and Old Town Ave Signal 16.4 B 16.4 B 38 Congress St and Taylor St Signal 19.9 B³ 21.7 C³ 39 Congress St and Twiggs St AWSC 8.1 A 8.6 A 40 Congress St and Harney St AWSC 8.1 A 8.3 A 41 Congress St and San Diego Ave/Ampudia St TWSC 12.3 B 11.5 B 42 San Diego Ave and Twiggs St AWSC 7.9 A 8.0 A 43 San Diego Ave and Harney St AWSC 8.2 A 8.2 A 44 San Diego Ave and Old Town Ave Signal 18.4 B 11.6 B 45 Juan St and Taylor St Signal 10.4 B 10.7 B 46 Juan St and Twiggs St AWSC 8.8 A 8.5 A 47 Juan St and Harney St AWSC 8.3 A 7.9 A 48 Morena Blvd and Taylor St Signal 22.4 C 16.4 B Intersections Outside of Study Communities 49 Hugo St/N. Harbor Dr and Rosecrans St Signal 14.7 B 20.7 C 50 Lowell St/Nimitz Blvd and Rosecrans St Signal 41.2 D 63.3 E 51 Laning Rd and Rosecrans St Signal 15.5 B 12.9 B 52 Kettner Blvd and West Hawthorn St Signal 11.1 B³ 15.0 B³ 53 Kettner Blvd and West Grape St Signal 7.4 A³ 8.7 A³ 54 Pacific Hwy and Sea World Dr Signal 19.9 B 25.6 C 55 Pacific Hwy and West Hawthorn St Signal 35.4 D 20.2 C³ 56 Pacific Hwy and West Grape St Signal 16.8 B³ 24.2 C³ 57 Friars Rd and Sea World Dr Signal 11.5 B 13.8 B 58 I-5 SB Ramps and Sea World Dr Signal 18.9 B 71.6 E 59 I-5 NB Ramps and Sea World Dr Signal 21.4 C 28.4 C

Notes: Bold letters indicate substandard LOS E or F. ¹ Signal = Traffic Signal, OWSC = One-way Stop-Control, 3WSC = Three-way Stop-Control, AWSC = All-Way Stop- Control, Unknown is for Future Connectors ² LOS may be degraded due to excessive queuing at adjacent ramp meter. ³ LOS may be degraded due to queuing from at-grade rail crossings. ⁴ LOS may be degraded by excessive queuing from downstream intersections

Intersection level of service analysis worksheets for the AM and PM peak hours are provided in Appendix K.

95 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

AT-GRADE RAIL CROSSINGS The Burlington Northern Santa Fe Railway Company (BNSF) and MTS Trolley shared right-of-way is located along the Pacific Highway corridor, between Hancock Street/Kettner Boulevard and Pacific Highway. There are currently three at-grade rail crossings within the Midway/Pacific Highway Corridor community (Washington Street, Sassafras Street and Palm Street) and one within the Old Town community (Taylor Street). There are also two additional at-grade rail crossings located just south of the study communities at Hawthorne Street and Grape Street. Each crossing location typically experiences 21 train crossings during each (vehicular) peak hour, as outlined below: x MTS Trolley Blue Line - 16 crossings (8 trains in each direction) x NCTD COASTER – 3 crossings (2 trains in the peak direction, 1 in the non-peak direction) x AMTRAK – 2 crossings (1 train in each direction)

Gate down times for each crossing event can last between 30 seconds to 3 minutes, depending on the train type and number of cars within the train. During these gate down times all other modes of transportation are prohibited from accessing the roadway link in which the train is crossing. This can directly affect the operations of the adjoining intersections on either side of the link, resulting in additional intersection delay, queuing and congestion. The following intersections within the study area are currently impacted during gate down times due to either the closure of an intersection leg and/or spillback due to the queuing traffic.

Midway Old Town x Hancock Street/Washington Street x Pacific Highway / Taylor Street / Rosecrans Street x Pacific Highway/Washington Street @ Frontage Road x Congress Street / Taylor Street x Pacific Highway/Washington @ Pacific Street Adjacent Communities x Kettner Boulevard/Sassafras Street x Kettner Boulevard/W Hawthorn Street x Pacific Highway/Sassafras Street x Pacific Highway/W Hawthorn Street

x Kettner Boulevard/W Grape Street x Pacific Highway/W Grape Street

INTERSECTION QUEUING ANALYSIS RESULTS A queuing analysis was conducted at each of the study intersections to identify limitations in storage capacity and the potential for overflow into adjacent lanes. When this occurs traffic can be impeded resulting in additional levels of congestion. Table 3.16 displays intersection turning movements within both communities which were found to exceed their existing turn pocket lengths during the either the AM and/or PM peak hour. Queuing analysis worksheets are provided as Appendix L. TABLE 3.16 PEAK HOUR INTERSECTION QUEUING ANALYSIS TURNING MOVEMENTS EXCEEDING POCKET LENGTHS 95th % Pocket Excess Turning Peak Queue Length Queue No. Intersection Movement Hour Length (Feet) (Feet) (Feet) Midway/Pacific Highway Corridor WBR PM 337 240 97 NBL PM 282 230 52 1 Lytton St and Rosecrans St AM 875 185 690 SBL PM 403 185 218 AM 625 380 245 Midway Dr and Sports Arena/W Point Loma EBL 4 Blvd PM 420 380 40 NBL PM 594 230 364 96 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.16 PEAK HOUR INTERSECTION QUEUING ANALYSIS TURNING MOVEMENTS EXCEEDING POCKET LENGTHS 95th % Pocket Excess Turning Peak Queue Length Queue No. Intersection Movement Hour Length (Feet) (Feet) (Feet) EBL PM 223 50 173 5 Midway Dr and Kemper St NBL PM 175 160 15 EBL PM 437 290 147 WBL PM 304 245 59 AM 161 130 31 7 Midway Dr and Rosecrans St SBL PM 240 130 110 NBL PM 237 190 47 NBR PM 194 190 4 11 Sports Arena Blvd and Hancock St SBL AM 166 100 66 Sports Arena Blvd @ Camino Del Reo West AM 225 130 95 15 WBL and Rosecrans St PM 325 130 195 19 Kurtz St and Camino Del Rio West SBL PM 328 110 218 AM 150 75 75 20 Kurtz St and Rosecrans St NBL PM 253 75 178 WBR AM 173 150 23 23 Hancock St and Camino Del Rio West NBL PM 163 110 53 27 Hancock St and Washington St SBR PM 504 330 174 WBL PM 311 150 161 33 Pacific Hwy and Washington St @ Pacific St SBR PM 162 150 12 AM 305 250 55 EBL PM 404 250 154 35 Pacific Hwy and West Laurel St NBL PM 182 90 92 AM 308 250 58 SBL PM 470 250 220 Old Town EBL PM 178 150 28 WBL AM 191 160 31 36 Pacific Hwy and Taylor St AM 239 100 139 NBL PM 380 100 280 NBR PM 301 200 101 AM 144 100 44 38 Congress St and Taylor St WBL PM 155 100 55 AM 193 180 13 48 Morena Blvd and Taylor St EBL PM 212 180 32 Source: Fehr & Peers, August 2012

97 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

As shown, there are numerous turning movements (24 within the Midway/Pacific Highway Corridor community and 6 within the Old Town community) which currently exceed the existing turn pocket storage length during either the AM or PM peak hour. Turning movement queues which exceed their turn-pocket lengths could potentially backup into other lanes approaching the intersection, thus blocking other vehicles from going through the intersection with a negative effect on intersection operations (additional congestion, delays and queuing).

CLOSELY SPACED INTERSECTION QUEUING ANALYSIS Within both communities, there are groups of intersections which are within close proximity (less than 500 feet) to one another. In these situations, excessive queuing from an intersection can potentially negatively affect the operations of the upstream intersection when the queues from the intersection exceed the distance between the two intersections. Under these circumstances queuing from the downstream intersection can potentially block movements from moving through the upstream intersection, resulting in additional congestion, delays and queuing at the downstream intersection. To identify which intersections are potentially being impacted by excessive downstream queuing, the existing queue lengths (during both the AM and PM peak hours) were analyzed at intersections within 500 feet of one another and/or any queue length exceeding 500 feet were analyzed. Table 3.17 summarizes the intersections that have been identified as potentially being impacted by excessive upstream queuing. TABLE 3.17 PEAK HOUR INTERSECTION QUEUING ANALYSIS CLOSELY SPACED INTERSECTIONS Distance Between Exceeding Queue Peak Intersections Queuing Length # Impacted Intersection Hour Upstream Intersection (Feet) Movement (Feet) Midway Dr and Rosecrans Sports Arena Blvd @ Camino 7 PM 665 EBT 720 St Del Rio West and Rosecrans St AM Kurtz St and Camino Del Rio 400 Sports Arena Blvd @ 380 NET 15 Camino Del Reo West and PM West 580 Rosecrans St AM Kurtz St and Rosecrans St 310 EBT 434 Kurtz St and Camino Del Hancock St and Camino Del 19 PM 315 NET 789 Rio West Rio West Sports Arena Blvd @ Camino 20 Kurtz St and Rosecrans St PM 310 WBT 325 Del Rio West and Rosecrans St I-5 SB Off-Ramp and AM Hancock St and Camino Del 987 N/A 490 SWT Camino Del Rio West PM Rio West 794 Pacific Hwy and Washington AM Pacific Hwy and Washington 354 32 180 WBT St @ Frontage Rd PM St @ Pacific St 666 Pacific Hwy and Washington Pacific Hwy and Washington 33 PM 180 EBL 247 St @ Pacific St St @ Frontage Rd Source: Fehr & Peers, August 2012

As shown, the operations at seven (7) intersections (all within the Midway/Pacific Highway Corridor Community) are likely being impacted due to excessive downstream intersection queuing. As noted previously, intersections adjacent to the at-grade rail crossings also will typically experience greater queue lengths during train crossing events. During these events the queue lengths at the adjacent intersections could potentially backup to the nearest upstream intersection and affect its operations.

98 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Roadway Segment Speed Based Analysis Using the Multi-Modal Level of Service methodology, an analysis of the Urban Street segments within the study area were conducted for the AM and PM peak periods. The LOS for auto users is based on the average speed a vehicle maintains along the roadway segment. The AM and PM peak auto speed LOS for Urban Street segments, under existing conditions results are displayed on Tables 3.18A and 3.18B. As seen in the tables there are a number of roadway segments operating at LOS E or F within the two communities. The following are roadway segments that are operating at a deficient LOS:

Midway/Pacific Highway Corridor x Barnett Avenue/Lytton Street between Rosecrans Street and Midway Drive operates at a LOS E in the PM peak hour due to the volume at the Barnett Avenue/Lytton Street and Rosecrans Street intersection not getting significant green time. x Midway Drive between East Drive and Rosecrans Street operates at a LOS E in PM peak hour due to volume at the Midway Drive and Rosecrans Street intersection not receiving significant green time. x Sports Arena Boulevard from the I-8 Westbound Off-Ramps to W. Point Loma Boulevard/Midway Drive operates at LOS E in the AM peak hour and at LOS F in the PM peak hour due to queuing from the I-8 on-ramp which delays through traffic. x Sports Arena Boulevard from W. Point Loma Boulevard/Midway Drive to Hancock Street operates at LOS E in both the AM and PM peak hours due to the close proximity of intersections. x Sports Arena Boulevard from Kemper Street to Sports Arena Driveway operates at LOS E in the PM peak hour due to the close proximity of the intersections and the short length of the turn pocket at the Sports Arena Driveway. x Kurtz Street between Camino Del Rio West and Rosecrans Street operates at a LOS F, in both the AM and PM, due to volumes at the intersection of Kurtz Street and Rosecrans Street not receiving sufficient green time. x Hancock Street between Camino Del Rio West and Rosecrans Street operates at a LOS F in both the AM and PM peak hours due to volume at the intersection of Hancock Street and Camino Del Rio West not receiving sufficient green time. x Kettner Boulevard between Hawthorn Street and Grape Street operates at a LOS F in both the AM and PM peak hours due to the short block distance between intersections and the volume at the intersection of Kettner Boulevard and Grape Street not receiving sufficient green time. x Pacific Highway between Laurel Street and Hawthorn Street operates at a LOS E in the AM and at a LOS F in the PM due to turning movements which exceed the length of the turn pocket and cause delays for through traffic. x Pacific Highway between Hawthorn Street and Grape Street operates at LOS F in both the AM and PM peak hours due to the short block distance between intersections and the volume at the intersections of not receiving sufficient green time. x Kemper Street between Kenyon Street and Midway Drive at a LOS E, in the AM peak hour, in the east bound direction, due to heavy traffic attempting to access I-8 by way of Midway Drive. The roadway operates at a LOS F, in the AM peak hour, in the west bound direction. x Rosecrans Street between Barnett Avenue and Midway Drive operates at LOS F in the PM peak hour due to heavy vehicular traffic flow which results in queuing and traffic delay at the intersections x Rosecrans Street between Midway Dive and Sports Arena Boulevard operates at a LOS E in the AM peak hour and LOS F in the PM peak hour due to closely spaced intersection that are combined with heavy vehicular traffic flow rates.

99 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

x Rosecrans Street between Sports Arena Boulevard and Kurtz Street operates at LOS F in both the AM peak hour due to the close proximity of intersections.

Old Town

x Congress Street between Twiggs Street and Harney Street operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x San Diego Avenue between Twiggs Street and Harney Street operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x San Diego Avenue between Congress Street and Old Town Avenue operates at a LOS E, in both the AM and PM, due to the close proximity of intersections. x Juan Street between Twiggs Street and Harney Street operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x Taylor Street between Pacific Highway and Congress Street operates at a LOS E, in the AM peak hour, in the west bound direction due to the close proximity of intersections which leads to excessive queuing downstream, as well as crossing events at the nearby at-grade railroad crossing. x Twiggs Street between Congress Street and San Diego Avenue operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x Twiggs Street between San Diego Avenue and Juan Street operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x Harney Street between Congress Street and San Diego Avenue operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x Harney Street between San Diego Avenue and Juan Street operates at a LOS F, in both the AM and PM, due to the vehicular volume on the short block distances between stop controlled intersections. x Old Town Avenue between San Diego Avenue and Congress Street operates at a LOS E, in the AM and PM peak hours, due to the vehicular volume at the intersection of Old Town Avenue and San Diego Avenue not receiving sufficient green time.

Illustrated in Figures 3-16A and 3-16B are the AM and PM LOS results for auto facilities analyzed based on existing conditions using the multi-modal LOS analysis speed based methodology. The MMLOS worksheets are provided in Appendix M.

100 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Midway/Pacific Highway Corridor Lytton Street / Barnett Avenue NB 2.19 F Rosecrans Street to Midway Drive 16.49 D SB 30.79 B 17.27 D NB 11.81 F Midway Drive to Pacific Highway 21.07 C SB 30.32 B Midway Drive W. Point Loma Blvd/Sports Arena Blvd to NB 11.7 E 15.77 D Kemper Street SB 19.84 C NB 16.19 D Kemper Street to East Drive 21.56 C SB 26.92 B 19.28 C NB 25.37 B East Drive to Rosecrans Street 17.80 C SB 10.22 F NB 18.23 C Rosecrans Street to Barnett Avenue 20.92 C SB 23.6 B Sports Arena Boulevard 1-8 WB Ramps to NB 12.69 E 12.27 E W. Point Loma Blvd/Midway Drive SB 11.85 E W. Point Loma Blvd/Midway Drive to NB 6.34 F 12.68 E Hancock Street SB 19.01 C NB 19.52 C Hancock Street to Kemper Street 17.32 D SB 15.11 D NB 15.47 D Kemper Street to Sports Arena Driveway 15.53 D 16.74 D SB 15.59 D NB 17.96 C Sports Arena Driveway to East Drive 20.52 C SB 23.08 C NB 25.21 B East Drive to Rosecrans Street 18.30 C SB 11.38 D NB 12.62 D Rosecrans Street to Pacific Highway 18.73 C SB 24.83 B Kurtz Street Hancock Street to Camino Del Rio West SB 17.53 C 17.53 C Camino Del Rio West to Rosecrans Street SB 3.87 F 3.87 F 20.92 B NB 32.43 A Rosecrans Street to Pacific Highway 32.43 A SB 32.43 A

101 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Hancock Street (Near Old Town) NB 20.0 C Old Town Avenue to Witherby Street 13.65 D SB 7.3 F 22.07 B NB 23.3 B Witherby Street to Washington Street 23.55 B SB 23.8 B Hancock Street (Near Sports Arena) Sports Arena Boulevard to Camino Del NB 23.54 B 26.77 A Rio West SB 30.0 A 24.69 B Camino Del Rio West to Rosecrans Street NB 6 F 6.0 F Kettner Boulevard Washington Street to Sassafras Street SB 28.67 B 28.67 B Sassafras Street to Laurel Street SB 27.33 B 27.33 B 24.65 C Laurel Street to Hawthorn Street SB 16.69 D 16.69 D Hawthorn Street to Grape Street SB 6.41 F 6.41 F Pacific Highway NB 27.19 C Taylor Street and Washington Street 28.13 C SB 29.06 C NB 24.09 C Washington Street to Sassafras Street 27.90 C SB 31.71 B NB 32.09 B Sassafras Street to Laurel Street 29.52 C 26.74 C SB 26.94 C NB 19.01 D Laurel Street to Hawthorn Street 16.88 E SB 14.74 E NB 12.34 F Hawthorn Street to Grape Street 11.86 F SB 11.38 F Kemper Street EB 9.24 E Kenyon Street to Midway Drive 8.11 E WB 6.98 F 12.8 C EB 9.2 E Midway Drive to Sports Arena Boulevard 14.6 C WB 20.0 B Camino Del Rio West EB 15.99 D Sports Arena Boulevard to Kurtz Street 22.40 C WB 28.8 B EB 6.06 F Kurtz Street to Hancock Street 17.43 D 18.36 C WB 28.8 B EB 0.19 F Hancock Street to Moore Street 14.50 D WB 28.8 B

102 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Rosecrans Street EB 19.71 C Lytton Street / Barnett Avenue to Midway 19.95 C Drive WB 20.18 C EB 13.86 E Midway Drive to Sports Arena Boulevard 12.79 E WB 11.71 E 18.55 C EB 11.2 E Sports Arena Boulevard to Kurtz Street 9.76 F WB 8.32 F EB 19.97 C Kurtz Street to Pacific Highway 21.94 C WB 23.91 B Old Town Congress Street NB 24.32 A Taylor Street to Twiggs Street 19.12 B SB 13.92 C NB 4.65 F Twiggs Street to Harney Street 4.78 F 13.92 C SB 4.91 F NB 10.76 D Harney Street to San Diego Avenue 10.70 D SB 10.63 D San Diego Avenue NB 5.21 F Twiggs Street to Harney Street 5.16 F SB 5.11 F NB 11.34 D Harney Street to 11.73 D 9.03 E Congress Street / Ampudia Street SB 12.12 D NB 6.51 F Congress Street / Ampudia Street to 4.84 E Old Town Avenue SB 11.29 D Juan Street NB 16.26 C Taylor Street to Twiggs Street 15.25 C SB 14.23 D NB 4.89 F Twiggs Street to Harney Street 5.06 F 13.5 D SB 5.23 F NB 16.09 C Harney Street to Sunset Road 15.37 C SB 14.64 D

103 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Taylor Street EB 15.61 D Pacific Highway to Congress Street 13.20 E WB 10.79 E EB 14.3 D Congress Street to Juan Street 16.03 D WB 17.76 C 24.37 B EB 20.39 C Juan Street to Morena Boulevard 18.96 C WB 17.53 C EB 34.62 A Morena Boulevard to 29.90 A I-8 Hotel Circle Ramps WB 25.17 B Twiggs Street EB 5.16 F Congress Street to San Diego Avenue 5.19 F WB 5.22 F 6.29 F EB 7.08 F San Diego Avenue to Juan Street 7.03 F WB 6.97 F Harney Street EB 5.35 F Congress Street to San Diego Avenue 5.32 F WB 5.29 F 6.22 F EB 6.85 F San Diego Avenue to Juan Street 6.83 F WB 6.8 F Old Town Avenue EB 11.43 D Hancock Street to Moore Street 13.90 C WB 16.36 C EB 10.76 D Moore Street to San Diego Avenue 11.65 D 12.16 D WB 12.53 C EB 13.58 C San Diego Avenue to Congress Street 9.86 E WB 6.14 F Morena Boulevard NB 37.44 A I-5 Ramps to Taylor Street 30.98 B 30.98 B SB 24.51 C

Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E or F Auto LOS is calculated based on HCM 2000 methodology. ¹ The score for the combined direction is the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

104 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Midway/Pacific Highway Corridor Lytton Street / Barnett Avenue NB 2.11 F Rosecrans Street to Midway Drive 15.37 E SB 28.62 B 16.32 D NB 12.43 E Midway Drive to Pacific Highway 21.00 C SB 29.57 B Midway Drive NB 12.16 E W. Point Loma Blvd/Sports Arena Blvd to 15.49 D Kemper Street SB 18.82 C NB 14.13 D Kemper Street to East Drive 18.53 C SB 22.93 C 17.96 C NB 20.44 C East Drive to Rosecrans Street 13.95 E SB 7.45 F NB 6.72 F Rosecrans Street to Barnett Avenue 20.67 C SB 34.62 A Sports Arena Boulevard 1-8 WB Ramps to NB 1.53 F 4.73 F W. Point Loma Blvd/Midway Drive SB 7.93 F W. Point Loma Blvd/Midway Drive to NB 5.72 F 11.63 E Hancock Street SB 17.54 C NB 19.78 C Hancock Street to Kemper Street 18.00 C SB 16.21 D NB 14.18 D Kemper Street to Sports Arena Driveway 13.49 E 15.03 D SB 12.79 E NB 16.08 D Sports Arena Driveway to East Drive 18.75 C SB 21.42 C NB 26.01 B East Drive to Rosecrans Street 17.34 D SB 8.66 F NB 13.62 E Rosecrans Street to Pacific Highway 19.23 C SB 24.83 B Kurtz Street Hancock Street to Camino Del Rio West SB 15.2 C 15.20 C Camino Del Rio West to Rosecrans Street SB 2.26 F 2.26 F 18.4 C NB 29.27 B Rosecrans Street to Pacific Highway 29.27 B SB 29.27 B

105 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Hancock Street (Near Old Town) NB 23.23 B Old Town Avenue to Witherby Street 14.56 D SB 5.88 F 23.60 B NB 22.34 B Witherby Street to Washington Street 25.20 B SB 28.05 A Hancock Street (Near Sports Arena) Sports Arena Boulevard to NB 30.0 A 30.0 A Camino Del Rio West SB 30.0 A 27.58 A Camino Del Rio West to Rosecrans Street NB 5.75 F 5.75 F Kettner Boulevard Washington Street to Sassafras Street SB 32.2 B 32.2 B Sassafras Street to Laurel Street SB 24.01 C 24.01 C 26.21 C Laurel Street to Hawthorn Street SB 23.56 C 23.56 C Hawthorn Street to Grape Street SB 9.16 F 9.16 F Pacific Highway NB 27.09 C Taylor Street and Washington Street 27.63 C SB 28.17 C NB 23.86 C Washington Street to Sassafras Street 28.63 C SB 33.39 B NB 31.83 B Sassafras Street to Laurel Street 26.48 C 25.47 C SB 21.12 D NB 15.22 E Laurel Street to Hawthorn Street 11.11 F SB 7.0 F NB 10.73 F Hawthorn Street to Grape Street 12.02 F SB 13.31 F Kemper Street EB 2.61 F Kenyon Street to Midway Drive 4.71 F WB 6.8 F 9.71 E EB 7.95 E Midway Drive to Sports Arena Boulevard 13.98 C WB 20 B Camino Del Rio West EB 14.09 D Sports Arena Boulevard to Kurtz Street 21.45 C WB 28.8 B EB 6.45 F Kurtz Street to Hancock Street 17.63 C 22.5 C WB 28.8 B EB 28.8 B Hancock Street to Moore Street 28.8 B WB 28.8 B

106 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Rosecrans Street Lytton Street / Barnett Avenue to Midway EB 18.74 C 10.17 F Drive WB 1.59 F EB 11.6 E Midway Drive to Sports Arena Boulevard 5.93 F WB 0.26 F 13.48 E EB 11.05 E Sports Arena Boulevard to Kurtz Street 17.94 C WB 24.83 B EB 16.93 D Kurtz Street to Pacific Highway 23.47 B WB 30.0 A Old Town Congress Street NB 24.32 A Taylor Street to Twiggs Street 19.0 B SB 13.67 C NB 4.63 F Twiggs Street to Harney Street 4.73 F 13.84 C SB 4.83 F NB 10.79 D Harney Street to San Diego Avenue 10.65 D SB 10.51 D San Diego Avenue NB 5.21 F Twiggs Street to Harney Street 5.06 F SB 4.97 F Harney Street to NB 11.33 D 11.65 D 9.80 E Congress Street / Ampudia Street SB 11.96 D Congress Street / Ampudia Street to NB 5.83 F 8.61 E Old Town Avenue SB 11.39 D Juan Street NB 16.24 C Taylor Street to Twiggs Street 14.89 D SB 13.53 D NB 4.31 F Twiggs Street to Harney Street 4.70 F 14.16 D SB 5.09 F NB 15.68 C Harney Street to Sunset Road 15.46 C SB 15.24 C

107 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.18B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT AUTO LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Speed Speed Speed Roadway Segment Direction (MPH) LOS (MPH) LOS (MPH) LOS Taylor Street EB 14.62 D Pacific Highway to Congress Street 19.73 C WB 24.83 B EB 11.14 E Congress Street to Juan Street 17.99 C WB 24.83 B 24.19 B EB 17.69 C Juan Street to Morena Boulevard 18.66 C WB 19.63 C EB 34.62 A Morena Boulevard to 27.96 B I-8 Hotel Circle Ramps WB 21.3 C Twiggs Street EB 5.13 F Congress Street to San Diego Avenue 5.17 F WB 5.2 F 6.3 F EB 7.09 F San Diego Avenue to Juan Street 7.05 F WB 7.01 F Harney Street EB 5.22 F Congress Street to San Diego Avenue 5.29 F WB 5.36 F 6.21 F EB 6.89 F San Diego Avenue to Juan Street 6.83 F WB 6.77 F Old Town Avenue EB 12.43 D Hancock Street to Moore Street 14.40 C WB 16.36 C EB 9.96 E Moore Street to San Diego Avenue 11.60 D 12.25 D WB 13.24 C EB 13.58 C San Diego Avenue to Congress Street 9.45 E WB 5.31 F Morena Boulevard NB 37.44 A I-5 Ramps to Taylor Street 31.58 B 31.58 B SB 25.72 C Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E or F Auto LOS is calculated based on the NCHRP 3-70 methodology. ¹ The score for the combined direction is the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

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Midway/Pacific Highway Corridor and Old Town Community Plan Update Community Town and Old Corridor Highway Midway/Pacific EB Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

VEHICLE CRASH ANALYSIS Vehicle crash data was obtained from the City of San Diego for the time period between January 2005 and June 2010. During this time period, there were a total of 1,079 vehicle related crashes within the Midway/Pacific Highway Corridor community and 84 in the Old Town community. Figure 3-17 displays the crash locations. Tables 3.19A and 3.19B summarize various aspects of the crash context, such as type, crash location within the roadway right-of-way, lighting at the time of the crash, and cause of crash. Within the Midway/Pacific Highway Corridor community 866 crashes resulted in injuries (632 vehicle occupants, 64 pedestrians, 77 bicyclists) and 8 resulted in a fatality (5 auto, 1 bicyclist, and 2 pedestrians). Approximately 70% of the crashes occurred at intersections, the other 30% located mid- block. Approximately 65% occurred during daylight hours. There were a variety of primary causes listed, but the most frequent causes were speeding, and running a sign/signal. The pedestrian was at fault for 24 crashes and the bicyclist was at fault for 14 crashes.

Within the Old Town community 49 crashes resulted in injuries (34 vehicle occupants, 7 pedestrians, 8 bicyclists) and 3 resulted in a fatality (2 auto, 0 bicyclist, and 1 pedestrian). Approximately 55% of the crashes occurred at intersections, the other 45% located mid-block. Approximately 57% occurred during daylight hours. There were a variety of primary causes listed, but the most frequent causes were speeding, and unsafe movements. The pedestrian was at fault for 2 crashes and the bicyclist was at fault for 2 crashes.

Tables 3.20A and 3.20B summarize the accident rates along the roadway segments within the community based on the roadway classification.

111 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.19A VEHICULAR CRASH LOCATIONS (MIDWAY/PACIFIC HIGHWAY CORRIDOR NORTH/SOUTH) Lytton St/Barnett West Mission Bay Pacific Roadway Ave Dr Midway Dr Sport Arena Blvd Kurtz St Kettner Blvd Hancock St Hancock St Highway Sports Arena Hancock St Washington Sports Arena Old Town Ave Rosecrans St & I-8 WB Ramps & I- Blvd & Barnett I-8 EB Ramps & & Pacific St & Laurel Blvd & & Washington Taylor St to Segment Pacific Highway 8 EB Ramps Ave Pacific Highway Highway St Rosecrans St St Laurel St Total Total Number of Crashes 58 60 336 80 47 58 18 14 117 788 Injuries 55 58 274 70 36 48 9 4 79 633 Fatalities 0 0 2 2 0 0 0 0 2 6 Pedestrians Involved 1 0 18 9 4 2 1 1 5 41 Bicyclists involved 4 7 28 7 2 0 2 0 8 58 Location Type Intersection 46 55 228 48 34 39 10 7 65 532 Midblock 12 5 108 32 13 19 8 7 52 256 Lighting Dark (Including Dusk/Dawn) 17 21 134 31 14 20 4 3 47 291 Daylight 41 39 202 49 33 38 14 11 70 497 Primary Cause Avoid Another Vehicle 2 1 2 0 0 2 1 0 0 8 Bike at Fault 1 0 6 1 0 1 1 0 2 12 Confrontation 0 1 0 0 0 0 0 0 1 2 Didn't Yield 0 0 0 1 0 0 0 0 1 2 Distraction In Vehicle 0 1 4 0 0 1 0 0 1 7 Fell Asleep 0 0 2 0 0 0 0 0 1 3 Following Too Close 2 4 22 5 1 3 0 0 3 40 Foot Slip off Brake 0 0 0 0 1 0 0 0 0 1 Hit Object 0 0 0 1 1 1 0 0 2 5 Hit By Run Away Vehicle 0 0 4 0 0 0 0 0 1 5 Improper Lane Change 1 2 8 3 2 0 0 0 4 20 Improper Pass 1 1 4 2 1 1 0 2 0 12

112 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.19A VEHICULAR CRASH LOCATIONS (MIDWAY/PACIFIC HIGHWAY CORRIDOR NORTH/SOUTH) Lytton St/Barnett West Mission Bay Pacific Roadway Ave Dr Midway Dr Sport Arena Blvd Kurtz St Kettner Blvd Hancock St Hancock St Highway Sports Arena Hancock St Washington Sports Arena Old Town Ave Rosecrans St & I-8 WB Ramps & I- Blvd & Barnett I-8 EB Ramps & & Pacific St & Laurel Blvd & & Washington Taylor St to Segment Pacific Highway 8 EB Ramps Ave Pacific Highway Highway St Rosecrans St St Laurel St Total Improper Start 6 1 38 8 3 1 0 0 3 60 Improper Turn 4 3 14 5 3 8 2 1 7 47 Lost Control of Vehicle 0 0 0 1 1 0 0 0 1 3 Left-Turn Didn't Yield 4 0 20 1 1 4 1 0 4 35 Mechanical Condition 1 0 4 0 0 1 1 0 3 10 Medical Condition 0 0 4 0 0 0 0 0 0 4 On - Sidewalk 0 0 2 0 0 0 0 0 0 2 Open Vehicle Door 0 0 0 0 1 0 0 0 0 1 No Fault 1 2 4 1 1 0 0 0 3 12 Pedestrian at Fault 1 0 10 2 2 0 0 1 3 19 Police In Pursuit 0 0 2 0 0 0 0 0 1 3 Ran Stop Sign 0 0 6 2 0 0 0 0 0 8 Ran Traffic Signal 7 10 42 8 11 8 2 0 9 97 Rode Beyond Limit Line 1 0 0 0 0 0 0 0 0 1 Run Into Road / Play 0 0 0 1 0 0 0 0 0 1 Runoff Rd/Cut Corner 1 0 0 0 0 0 0 0 0 1 Speeding 12 28 82 18 11 8 3 1 30 193 Unsafe Movement 13 5 50 17 7 19 7 9 33 160 Violated Pedestrian R/W 0 0 0 0 0 0 0 0 1 1 Violated Vehicle R/W 0 1 4 1 0 0 0 0 1 7 Violation of Signs 0 0 0 1 0 0 0 0 0 1 Wrong Side of Road 0 0 0 1 0 0 0 0 2 3 Yield to Party in intersection 0 0 2 0 0 0 0 0 0 2 Source: City of San Diego (January 2005 through June 2010)

113 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.19A VEHICULAR CRASH LOCATIONS (MIDWAY/PACIFIC HIGHWAY CORRIDOR EAST/WEST) Camino Del Rio Roadway Kemper St West Rosecrans St Barnett Ave Washington St Vine St Sassafras St Laurel

Kenton St & Rosecrans St & Lytton St & Midway Dr & Frontage Rd & California St & Pacific Hwy & Pacific Hwy & Segment Midway Dr I-5 NB Pacific Hwy Pacific Hwy Hancock St Kettner Blvd Kettner Blvd Kettner Blvd Total

Total Number of Crashes 22 72 162 16 5 0 0 14 291 Injuries 19 67 116 8 1 0 0 12 223 Fatalities 0 1 1 0 0 0 0 0 2 Pedestrians Involved 2 5 13 1 0 0 0 2 23 Bicyclists involved 1 5 0 0 13 0 0 0 19

Location Type 0 0 Intersection 14 53 131 5 4 0 0 12 219 Midblock 8 19 31 11 1 0 0 2 72 Lighting 0 0 Dark (Including Dusk/Dawn) 9 26 41 5 0 0 5 86 Daylight 13 46 121 11 5 0 0 9 205 Primary Cause 0 0 Avoid Another Vehicle 0 1 1 2 0 0 0 0 4 Bike at Fault 0 0 2 0 0 0 0 0 2 Brake Suddenly 0 1 1 0 0 0 0 0 2 Didn't Yield 0 2 0 0 0 0 0 0 2 Distraction In Vehicle 0 0 3 0 0 0 0 1 4 Fell Asleep 0 0 0 1 0 0 0 0 1 Following Too Close 1 4 3 0 0 0 0 2 10 Foot Slipped off Brake 0 0 1 0 0 0 0 0 1 Hit Object 0 0 0 1 1 0 0 0 2 Improper Lane Change 0 6 4 0 0 0 0 0 10

114 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.19A VEHICULAR CRASH LOCATIONS (MIDWAY/PACIFIC HIGHWAY CORRIDOR EAST/WEST) Camino Del Rio Roadway Kemper St West Rosecrans St Barnett Ave Washington St Vine St Sassafras St Laurel

Improper Pass 1 3 1 0 0 0 0 0 5 Improper Start 5 2 11 0 0 0 0 0 18 Improper Turn 0 3 9 0 1 0 0 3 16 Lost Control of Vehicle 0 1 1 1 0 0 0 0 3 Left-Turn Didn't Yield 1 5 6 0 0 0 0 0 12 Mechanical Condition 1 0 1 1 0 0 0 0 3 Medical Condition 0 0 1 0 0 0 0 0 1 Open Vehicle Door 0 0 1 0 0 0 0 0 1 No Fault 0 1 4 0 0 0 0 0 5 Pedestrian at Fault 0 2 2 1 0 0 0 0 5 Police In Pursuit 0 1 2 0 0 0 0 0 3 Ran Traffic Signal 4 11 16 0 0 0 0 3 34 Runoff Rd/Cut Corner 0 0 1 0 0 0 0 0 1 Speeding 4 18 47 3 1 0 0 4 77 Unsafe Movement 4 11 37 6 1 0 0 0 59 Vehicle Hit By Object 0 0 0 0 1 0 0 0 1 Violated Pedestrian R/W 1 0 3 0 0 0 0 0 4 Violated Vehicle s R/W 0 0 1 0 0 0 0 0 1 Wrong Side of Road 0 0 2 0 0 0 0 1 3 Yield to Party In Intersection 0 0 1 0 0 0 0 0 1 Source: City of San Diego (January 2005 through June 2010)

115 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.19B VEHICULAR CRASH LOCATIONS (OLD TOWN) Old Town San Diego Roadway Congress Street Harney Street Juan Street Avenue Avenue Twiggs St Taylor Street Taylor Street & Hancock Street Pacific Highway Congress Street Twiggs Street & San Diego Taylor Street & & & & Hortensia Congress Street Avenue/Ampudia San Juan Road San Diego I-8 Eastbound Juan Street Avenue & Between Street Avenue Juan Street Ramps Totals Total # Of Accidents 10 11 5 10 11 0 37 84 Injuries 3 1 1 6 7 0 31 49 Fatalities 0 0 0 0 0 0 3 3 Pedestrians 0 0 0 0 3 0 4 7 Bicycles 1 1 1 3 0 0 2 8 Location Type 0 Intersection 6 2 2 5 9 0 22 46 Midblock 4 9 3 5 2 0 15 38 Lighting 0 Night 3 7 4 5 2 0 15 36 Day 7 4 1 5 9 0 22 48

Primary Cause 0 Bike at Fault 0 1 1 0 0 0 0 2 Brake Suddenly 0 0 0 0 0 0 1 1 Cut Corner on Turn 0 0 0 1 0 0 0 1 Enter Road Unsafely 1 0 0 0 0 0 0 1 Following Too Close 0 0 0 1 0 0 2 3 Going Straight From Turn Lane 0 0 0 0 0 0 1 1 Improper Lane Change 0 0 0 0 0 0 1 1 Improper Pass 0 0 0 0 0 0 2 2 Improper Start 1 2 0 1 4 Improper Turn 0 2 0 0 0 0 2 4 Left Turn Did Not Yield 1 0 0 1 0 0 1 3

116 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.19B VEHICULAR CRASH LOCATIONS (OLD TOWN) Old Town San Diego Roadway Congress Street Harney Street Juan Street Avenue Avenue Twiggs St Taylor Street Taylor Street & Hancock Street Pacific Highway Congress Street Twiggs Street & San Diego Taylor Street & & & & Hortensia Congress Street Avenue/Ampudia San Juan Road San Diego I-8 Eastbound Juan Street Avenue & Between Street Avenue Juan Street Ramps Totals Police Listed As "No Fault" 1 0 0 1 0 0 0 2 Pedestrian at Fault 0 0 0 0 1 0 1 2 Ran Stop Sign 0 0 0 1 0 0 0 1 Ran Traffic Signal 0 0 0 0 1 0 1 2 Speed To Fast For Conditions 0 2 1 1 2 0 12 18 Traffic Stopped For Signal 0 0 0 1 0 0 0 1 Unsafe Backing 1 2 2 1 0 0 0 6 Unsafe Movement 5 4 1 2 5 0 11 28 Violated Vehicles Right of Way 0 0 0 0 0 0 1 1 Source: City of San Diego (January 2005 – June 2010)

117 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.20 CRASH RATE SUMMARY City Segment Total # Segment Wide Length of # of Crash Crash Roadway From To Type¹ (Miles) ADT Crashes Years Rate¹ Rate² North-South Midway/Pacific Highway Corridor Lytton Street/ Barnett Rosecrans St Midway Dr Major 0.9 22,070 58 5 1.67 0.47 Avenue W. Mission Bay Dr I-8 WB Ramps I-8 EB Ramps Major 0.1 35,670 60 5 6.22 0.47 Midway Dr W. Point Loma Blvd/Sports Arena Blvd Barnett Ave Major 1.3 22,700 336 5 6.25 0.47 I-8 EB Ramps Rosecrans St Major 1.7 23,750 80 5 1.09 0.47 Sports Arena Blvd Minor Rosecrans St Pacific Hwy 0.9 2,600 0 5 0.00 0.86 Collector Minor Kurtz St Hancock St Pacific Hwy 0.5 6,000 47 5 8.60 0.86 Collector Minor Kettner Blvd Washington St Laurel St 1.4 22,317 58 5 0.99 0.86 Collector Minor Hancock St Sports Arena Blvd Rosecrans St 1.1 4,230 18 5 2.13 0.86 Collector Minor Hancock St Old Town Ave Washington St 0.7 5,140 14 5 2.14 0.86 Collector Pacific Hwy Taylor St Laurel St Major 2.7 20,830 117 5 1.14 0.47 Old Town Minor Congress St Taylor St San Diego Ave/ Ampudia St 0.6 5,550 10 5 1.57 0.86 Collector Minor San Diego Ave Twiggs St Hortensia St 0.4 3,540 11 5 4.71 0.86 Collector Minor Juan St Taylor St San Juan Rd 0.4 4,390 5 5 1.43 0.86 Collector

118 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.20 CRASH RATE SUMMARY City Segment Total # Segment Wide Length of # of Crash Crash Roadway From To Type¹ (Miles) ADT Crashes Years Rate¹ Rate² East-West Midway/Pacific Highway Corridor Minor Channel Wy W. Mission Bay Dr Hancock St 0.3 1,280 0 5 0.00 0.86 Collector Minor Kemper St Kenyon St Midway Dr 0.3 8,570 22 5 4.88 0.86 Collector Camino Del Rio West Rosecrans St I-5/I-8 Ramps Major 0.3 50,700 72 5 3.10 0.47 Rosecrans St Lytton St Pacific Hwy/Taylor St Major 1.0 40,330 162 5 2.17 0.47 Barnett Ave Midway Dr Pacific Hwy Major 0.2 57,954 16 5 0.82 0.47 Washington St Frontage Rd Hancock St Major 0.1 11,780 5 5 2.80 0.47 Minor Vine St California St Kettner Blvd 0.1 250 0 5 0.00 0.86 Collector Major Sassafras St Pacific Hwy Kettner Blvd 0.1 8,700 0 5 0.00 0.56 Collector Major Laurel St Pacific Hwy Kettner Blvd 0.1 26,290 14 5 2.78 0.56 Collector Old Town Taylor St Pacific Hwy/ Rosecrans St I-8 EB Ramps Major 0.8 16,580 37 5 1.51 0.47 Minor Twiggs St Congress St Juan St 0.2 2,380 0 5 0.00 0.86 Collector Minor Harney St Congress St Juan St 0.1 1,940 11 5 24.63 0.86 Collector Minor Old Town Ave Hancock St San Diego Ave 0.2 8,940 10 5 2.71 0.86 Collector Source: Fehr & Peers, August 2012 Note: ¹ Roadway type based on the City of San Diego Design Manual ² Reported in crashes / million vehicle miles traveled

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TP ST WE Figure 3-17: Location of Crashes (January 2005 -Date: June 11/20/11 2010) Source: City of San Diego (2010) Midway/Pacific Highway Corridor and Old Town Community Plan Update Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

PLANNED ROADWAY IMPROVMENTS The following section outlines planned roadway improvements within the two study communities. Planned improvements are based upon a review of the SANDAG 2050 RTP (October 2011) as well as documents for other improvement projects within or adjacent to the study communities.

The Rosecrans Corridor Mobility Study proposed several roadway and intersection improvements within the Midway/Pacific Highway Corridor community, including the following:

x Retime all traffic signals along Rosecrans Street (Completed) x Construct a raised center median along Rosecrans Street (Completed) x Construct a second northbound left-turn lane and extend both the northbound and southbound the left-turn pocket lengths at the Rosecrans Street / Midway Drive intersection. x Construct raised median at Moor Street/Camino Del Rio West Intersection x Construct exclusive right-turn lanes at all legs of the Rosecrans Street / Midway Drive intersection. x Construct extension of Sports Arena Boulevard through Rosecrans Street intersection.

The SANDAG 2050 RTP outlines the following roadway improvements to major arterials within the two study communities:

x Widen the West Mission Bay Drive Bridge over the San Diego River from four to six-lanes, constructed by Year 2018. x Widen the Sea World Drive bridge over I-5 from four to eight-lanes, include exclusive right turn- lanes onto the freeway on-ramps, constructed by Year 2020.

The San Diego International Airport (SDIA) Master Plan outlines several improvement measures to local roadways surrounding the airport in order to help provide better access and service a higher demand. Improvements within the two study communities include the following:

San Diego International Airport Consolidated Rental Car Facility (CONRAC) - The CONRAC project proposes to consolidate all of the rental car facilities that currently serve the San Diego International Airport to a single location, located west of Pacific Highway and north of Sassafras Street. The project proposes to extend Sassafras Street west of Pacific Highway and along the east end of Lindberg Field to serve as the access point for the project.

Midway/Pacific Highway Corridor Public Facilities Financing Plan, 2004 – contains several roadway improvements that have not yet been completed. It should be noted that all of these improvements are unfunded and currently not scheduled for implementation.

Signal Modifications • Barnett Avenue / Midway Drive (Project T7) • Pacific Highway / West Washington Street (Project T29)

121 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Extension/New Street • Extension of Barnett Avenue from Pacific Highway to Old Town Avenue (Project T8) • Extension of Kemper Street as a Four Lane Major Collector from Sports Arena Boulevard to Hancock Street (Project T14) • New Four Lane Collector Street Connecting Sports Arena Boulevard and Midway Drive (Project T13)

Street Widening • Kurtz Street to a Four-Lane Major Between Rosecrans Street and Pacific Highway (Project T15) • Sports Arena Boulevard to a Four-Lane Collector Between Rosecrans Street and Pacific Highway (Project T16)

Intersection Improvements • Midway Drive / Sports Arena Boulevard (Project T17)

Old Town Public Facilities Financing Plan, 2004 – Identifies the widening of Presidio Drive to allow for a right-turn lane on Taylor Street (Project T10). This improvement is unfunded and is not currently scheduled for implementation.

3.6 INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Implementation of Intelligent Transportation Systems (ITS) can provide many benefits to the local roadway network, including improving roadway traffic operations, improving transit operations, relaying valuable traffic-related information and providing guidance to drivers (e.g. locations of available parking, traffic congestion points, and the location of accidents). Coordinated traffic signals and transit signal priority treatments are examples of ITS programs that can help improve both transit and roadway operations.

EXISTING ITS SYSTEMS

SIGNAL COORDINATION Signal coordination can dramatically improve the operations of a roadway corridor by allowing motorists to travel through the corridor with minimal delays and with minimal stopping at traffic signals. This is done by linking the signals, via underground copper or fiber optic wire or by using radio communication , and coordinating signal timing in order to account for the time it takes for a motorist, traveling at the speed limit, to drive from one signal to the next.

The following roadways within the study area have coordinated traffic signal timing plans in place: x Rosecrans Street x Midway Drive x Sports Arena Drive x Pacific Highway x Kettner Boulevard x Washington Street

TRANSIT PRIORITY Transit Priority treatments are designed to improve transit operations and overall schedule adherence. There is currently a transit priority treatment at the intersection of Rosecrans Street/Taylor Street and Pacific Highway. At this location an eastbound queue jumper lane and transit signal have been implemented along eastbound Rosecrans Street. The queue jumper lane gives buses their own exclusive eastbound through lane which allows them to bypass intersection queuing, and the transit signal allows buses to proceed through the intersection prior to vehicular traffic, thus helping avoid potential congestion. 122 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

POTENIAL ITS IMPROVEMENTS Additional ITS improvement concepts for future consideration include:

x Expand signal coordination x Regularly update the timing of traffic signals to reflect shifting travel patterns x Use traffic responsive or adaptive traffic control in areas with variable traffic patterns x Implement transit signal priority treatments at signalized intersections serving rapid bus routes x Use variable message signs to direct motorists to available parking and to alert them of street closures.

3.7 TRANSPORTATION DEMAND MANAGEMENT The goal of the City's Transportation Demand Management (TDM) program is to improve mobility, reduce congestion and air pollution, and provide options for employees and residents to commute to and from work. Typical TDM strategies include promoting the following: x Teleworking x Vanpooling x Alternative Work Schedules x Transit x Walking x Car-sharing x Bicycling x Mixed-Use Development x Carpooling x Other Transportation Options

TDM measures improve the efficiency of the transportation system by helping to reduce vehicle trips during peak periods of demand. According to the January 2006 - December 2010 American Community Survey (ACS), 10.5% of Midway/Pacific Highway Corridor residents carpool to work. In Old Town, 3.1% of the residents carpool to work. The San Diego Association of Governments (SANDAG) has an established program (iCommute) that serves as the administrator for TDM progress throughout the region. iCommute provides the following services:

x RideMatcher – resources for finding carpool partners or available vanpool seats x SchoolPool – a program that enrolls schools to encourage parents to carpool x Transit Information - provides a linkage to transit service provider web pages x Bicycle Information – provides a link to SANDAG’s Regional Bikeway Master Plan, which has been updated to show bicycle paths, lanes and routes in the region x Guaranteed Ride Home – a program that allows vanpool riders affordable rides home to deal with emergency meetings or illness

In addition to the iCommute program, Caltrans owns and/or maintains several park-and-ride lots in the region that are used to promote carpool activity. However, there are no park-and-ride facilities within either of the study communities.

The City of San Diego’s Land Development Code (LDC) requires new development to provide sufficient bicycle parking stalls, carpool parking and motorcycle facilities to encourage the use of alternative modes of transportation. The City is early in the process of developing recommendations to amend the LDC requirements for pedestrian, bicycle, carpool, and commuter information facilities. The City is also coordinating with SANDAG on the implementation of a car-sharing demonstration program. Pricing strategies are also used to reduce demand on the transportation system. Managed lanes, such as the managed or express lanes on Interstate 15, are included in the 2050 RTP.

123 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.8 BICYCLE SYSTEM The study communities are located at a critical juncture for both north-south and east-west bicycle travel. The corridors traversing these communities, especially the Pacific Highway and Rosecrans Street/Taylor Street corridors, serve as key regional connections with very limited alternative bicycling routings. In general, due to the lack of alternatives, most regional north-south bicycle trips traveling within and through these communities are required to use Pacific Highway. In a similar manner, most east-west bicycle trips traveling within and through these communities are required to access Rosecrans Street/Taylor Street or the Ocean Beach Bike Path. Given the absence of facilities and the high automobile speeds and volumes along the Pacific Highway and Rosecrans Street/Taylor Street corridors, using these corridors is not ideal for cyclists. Figure 3-18 displays the regional bicycle facilities surrounding the study communities. The currently adopted General Plan Mobility Element identifies several goals for bicycle travel and facilities within the City, as follows:

x A city where bicycling is a viable travel choice, particularly for trips of less than five miles, x A safe and comprehensive local and regional bikeway network, and x Environmental quality, public health, recreation and mobility benefits through increased bicycling.

The City of San Diego Bicycle Master Plan Update (June 2011 draft) identifies several high priority projects, four of which traverse the study communities.

Project #15: Taylor Street between Pacific Highway and the I-8 freeway interchange – Install Class II bike lane, Project #24: Pacific Highway between the OB Bike Path and Sassafras Street – Upgrade the existing Class II bike lane to cycle track. Project #29: Midway Drive between W. Point Loma Boulevard and Barnett Avenue –Install a Class II bike lane.

EXISTING BICYCLE FACILIITES The existing bicycle network in Midway/Pacific Highway Corridor and Old Town is comprised of primarily on-street bicycle lanes or roadways designated as bicycle routes using signage. Caltrans defines three standard classifications of bicycle facilities:

Class I Bikeway (Bike Path): Paved “Bike Path” within an exclusive right-of-way, physically separated from vehicular roadways and intended specifically for non-motorized use.

Class I Shared Use Paths are paved right-of-way completely separated from an adjacent street or highway. Class I Cycle Track: A separated Bike Path (via grade or curb) along a vehicular roadway. The study communities currently have no Class I Shared Use Paths located within their boundaries, although the Ocean Beach Bicycle Path runs directly adjacent to the study communities in an east-west direction along the northern boundary of the study communities.

124 125 8 § ¨ ¦ 5 § ¨ ¦

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! San Diego River Class I - Bicycle Path Class II - Bicycle Lane Class III - Bicycle Route Sharrows Existing Bicycle Facilities !! Figure 3-18: Regional Bicycle Facilities Date: 7/1/11 Source: SANDAG (2011); City of San Diego (2011) Midway/Pacific Highway Corridor and Old Town Community Plan Update Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Class II Bikeway (Bike Lane): Signed and striped “Bike Lane” within a street right-of-way.

Class II Bike Lanes are painted lanes for one way travel on a street or highway. Midway/Pacific Highway Corridor currently has 1.1 miles of Class II bike lanes, and Old Town has none.

Class III Bikeway (Bike Route): “Bike Route” within a street right-of-way identified by signage only.

Class III Bike Routes are roadways shared by bicyclist and motor vehicle traffic and are identified by signage only. Enhanced Class III Bikeway (Bike Route): A Class III Bike Route that is identified by shared-use arrows (commonly called “Sharrows”) painted in the roadway.

The study communities currently have 2.5 miles of Class III Bikeways. The following bicycle facilities are located within the study communities: Midway/Pacific Highway Corridor Class II Facilities (Bike Lanes): x Barnett Avenue between Truxton Road and Midway Drive. x Pacific Highway between Taylor Street and Washington Street 126 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Class III Facilities (Bike Route): x Enterprise Street and Jesop Lane and parts of Barnett Avenue acting as a connection for the existing Class II facilities on Pacific Highway and Barnett Avenue x Pacific Highway between Laurel Street and Washington Street x Pacific Highway north of Washington Street there are sections of Class III bike routes used to connect the non-contiguous Class II facilities x Washington Street is a Class III facility between Pacific Highway and Kettner Boulevard x Laurel Street between Pacific Highway and India Street x Whitherby Street between Pacific Highway and Hancock Street Enhanced Class III Facilities (Bike Route with Sharrows) x Noell Street between Hancock Street and the Interstate 5 underpass

Bicycle Racks/Lockers

x None

Old Town Class II Facilities (Bike Lanes) x The northern section of Pacific Highway that runs through the community is striped with bike lanes Class III Facilities (Bike Route) x Taylor Street between Congress Street and the eastern terminus of the community. x Juan Street between Taylor Street and the southern terminus of the community. x Presidio Drive from the Mission Hills Community down onto Taylor Street is a bike route. Enhanced Class III Facilities (Bike Route with Sharrows) x Congress Street/San Diego Avenue between Taylor Street and Hortensia Avenue Public Bicycle Racks/Lockers x There are currently both public bicycle racks and lockers at the Old Town Transit Center.

Figure 3-19 displays the existing bicycle facilities within the study communities.

BICYCLE DEMAND MODEL AND EXISTING COUNTS As part of the City’s Bicycle Master Plan update process, a ranked demand model was developed to estimate existing bicycle demands. This modeling effort is documented in Chapter 5 of the June 2011 draft City of San Diego Bicycle Master Plan Update. Figure 3-20 displays the results of this modeling effort for the study communities. As shown, relatively high demands are estimated along Pacific Highway, Congress Street, San Diego Avenue, Juan Street, portions of Rosecrans Street and Taylor Street. In addition to the model estimated demands for cycling within these communities, several sources of actual bicycle rates and counts are publically available or were collected as part of this planning effort. Table 3.21 displays January 2006 - December 2010 estimated bicycle to work rates, as reported by the American Community Survey (ACS), for both study communities as well as the City of San Diego and County as a whole. Journey to work census block group data is provided in Appendix A. As shown, approximately 44 residents (1.4%) regularly bicycle to work within the Midway/Pacific Highway Corridor community and no reported residents (0%) within the Old Town community. Across the City of San Diego as a whole, about 0.9 percent of all workers regularly bicycle to work.

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ST POINT LOMA BL LOMA POINT ST WE Bicycle Demand Model Demand Bicycle Figure 3-20: Bicycle Master Plan Update Demand Model Results Model Demand Update Plan Master Bicycle 3-20: Figure Date: 7/29/11 Source: Fehr & Peers (2011) Midway/Pacific Highway Corridor and Old Town Community Plan Update Plan Community Town Old and Corridor Highway Midway/Pacific Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.21 PERCENT OF COMMUNITY BICYCLING TO WORK Midway/Pacific Highway Corridor Old Town City of San County of San Community Community Diego Diego

Number of Residents Using 44 0 5,348 8,783 Bicycles to Commute to Work Percent of Total Workers 1.4% 0% 0.9% 0.6% Source: American Community Survey 2006-2010 Estimates by Census Block Group

Figures 3-21A through 3-21C display bicycle counts taken as part of this existing conditions assessment. AM and PM peak period counts were taken at approximately 50 study area intersection locations. The highest peak hour bicycle count in the Midway/Pacific Highway Corridor community was found at the north leg of the Sports Arena / Pacific Highway intersection, with 31 bicyclists crossing in the AM peak hour. The highest peak hour bicycle count in the Old Town community was found at the east leg of the Congress Street / Twiggs Street intersection, with 11 cyclists crossing during the PM peak hour. Appendix B displays AM and PM peak period bicycle counts at the study intersections.

BICYCLE LEVEL OF SERVICE AND ANALYSIS RESULTS Tables 3.22A and 3.22B display the existing LOS for bicyclists on the study roadways during the AM and PM peak periods. Bicycle LOS was evaluated along the Urban Streets within the communities using the multi-modal LOS methodology. MMLOS analysis worksheets are provided in Appendix N. The following bicycle facilities were analyzed: Midway/Pacific Highway Corridor x Lytton Street/Barnett Ave between Rosecrans Street and Pacific Highway (AM: LOS D | PM: LOS D) x Midway Drive between W. Point Loma Boulevard/Sports Arena Boulevard and Barnett Avenue (AM: LOS D | PM: LOS D) x Sports Arena Boulevard between I-8 Westbound Off-Ramp and Pacific Highway (AM: LOS D | PM: LOS D) x Kurtz Street between Hancock Street and Pacific Highway (AM: LOS D | PM: LOS D) x Hancock Street Between Sports Arena Boulevard and Rosecrans Street (AM: LOS E | PM: LOS E) x Hancock Street between Old Town Avenue and Washington Street (AM: LOS C | PM: LOS D) x Kettner Boulevard between Washington Street and Grape Street (AM: LOS D | PM: LOS E) x Pacific Highway between Taylor Street/Rosecrans Street and Grape Street (AM: LOS C | PM: LOS D) x Kemper Street between Kenyon Street and Sports Arena Boulevard (AM: LOS D | PM: LOS D) x Camino Del Rio West between Sports Arena Boulevard and Moore Street (AM: LOS F | PM: LOS F) x Rosecrans Street between Lytton Street/Barnett Avenue and Pacific Highway (AM: LOS D | PM: LOS E)

Old Town x Congress Street between Taylor Street and San Diego Avenue (AM: LOS D | PM: LOS D) x San Diego Avenue between Twiggs and Old Town Avenue (AM: LOS C | PM: LOS C) x Juan Street between Taylor Street and Sunset Road (AM: LOS D | PM: LOS D) x Taylor Street between Pacific Highway and I-8 Hotel Circle Ramps (AM: LOS D | PM: LOS D) x Twiggs Street between Congress Street and San Diego Avenue (AM: LOS D | PM: LOS D) x Harney Street between Congress Street and Juan Street (AM: LOS D | PM: LOS D) x Old Town Avenue between Hancock Street and Congress Street (AM: LOS D | PM: LOS C) x Morena Boulevard between I-5 Ramps and Taylor Street (AM: LOS D | PM: LOS D)

Figures 3-22A and 3-22B display the bicycle LOS analyzed during the AM and PM Peak periods based on the MMLOS analysis methodology. 130 ROSECRANS ST I-8 WB OFF-RAMP CHANNEL WY W. PT. LOMA BL/SPORTS ARENA BL 1 2 3 4 5 (3) 0 (0) 0 (0) 0 (0)

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Figure 3-21A: Existing Bicycle Peak Hour Volumes XX (XX) AM (PM) Peak Hour Volumes Crosswalk Midway/Pacific Highway Corridor and Old Town Community Plan Update STOP Traffic Control Source: National Data Services (2011); True Count (2006, 2007); Fehr & Peers (2011) 131 PACIFIC HWY CHANNEL WY CAM DEL RIO W. ROSECRANS ST 21 22 23 24

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XX (XX) AM (PM) Peak Hour Volumes Figure 3-21B: Existing Bicycle Peak Hour Volumes Crosswalk Midway/Pacific Highway Corridor and Old Town Community Plan Update STOP Traffic Control

Source: National Data Services (2011); True Count (2006, 2007); Fehr & Peers (2011) 132 AMPUDIA ST TWIGGS ST HARNEY ST OLD TOWN AVE 41 42 43 44

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Figure 3-21C: Existing Bicycle Peak Hour Volumes XX (XX) AM (PM) Peak Hour Volumes Midway/Pacific Highway Corridor and Old Town Community Plan Update Crosswalk STOP Traffic Control

Source: National Data Services (2011); True Count (2006, 2007); Fehr & Peers (2011) 133

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TABLE 3.22A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Midway/Pacific Highway Corridor Lytton Street / Barnett Avenue NB 3.91 D Rosecrans Street to Midway Drive 3.63 D SB 3.35 C 3.67 D NB 4.31 E Midway Drive to Pacific Highway 3.85 D SB 3.39 C Midway Drive NB 3.87 D W. Point Loma Blvd/Sports Arena Blvd to 3.91 D Kemper Street SB 3.94 D NB 3.40 C Kemper Street to East Drive 3.86 D SB 4.32 E 3.89 D NB 3.78 D East Drive to Rosecrans Street 3.68 D SB 3.57 D NB 3.85 D Rosecrans Street to Barnett Avenue 3.97 D SB 4.09 D Sports Arena Boulevard NB 3.26 C 1-8 WB Ramps to 3.55 D W. Point Loma Blvd/Midway Drive SB 3.83 D NB 3.55 D W. Point Loma Blvd/Midway Drive to 3.46 C Hancock Street SB 3.37 C NB 4.30 E Hancock Street to Kemper Street 4.51 E SB 4.71 E NB 3.67 D Kemper Street to Sports Arena Driveway 3.95 D 4.07 D SB 4.23 D NB 4.17 D Sports Arena Driveway to East Drive 4.07 D SB 3.96 D NB 4.18 D East Drive to Rosecrans Street 4.40 E SB 4.61 E NB 4.24 D Rosecrans Street to Pacific Highway 4.28 E SB 4.32 E Kurtz Street Hancock Street to Camino Del Rio West SB 3.96 D 3.96 D Camino Del Rio West to Rosecrans SB 3.69 D 3.69 D Street 3.95 D NB 3.71 D Rosecrans Street to Pacific Highway 4.02 D SB 4.32 E

136 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Hancock Street (Near Old Town) NB 3.43 C Old Town Avenue to Witherby Street 3.81 D SB 4.19 D 3.50 C NB 3.27 C Witherby Street to Washington Street 3.45 C SB 3.62 D Hancock Street (Near Sports Arena) Sports Arena Boulevard to NB 4.28 E 4.66 E Camino Del Rio West SB 5.03 F 4.89 E Camino Del Rio West to Rosecrans Street NB 7.03 F 7.03 F Kettner Boulevard Washington Street to Sassafras Street SB 4.28 E 4.28 E Sassafras Street to Laurel Street SB 3.93 D 3.93 D 4.14 D Laurel Street to Hawthorn Street SB 4.35 E 4.35 E Hawthorn Street to Grape Street SB 3.82 D 3.90 C Pacific Highway NB 3.30 C Taylor Street and Washington Street 3.50 C SB 3.70 D NB 3.18 C Washington Street to Sassafras Street 3.34 C SB 3.49 C NB 3.17 C Sassafras Street to Laurel Street 3.20 C 3.41 C SB 3.23 C NB 3.51 D Laurel Street to Hawthorn Street 3.55 D SB 3.59 D NB 3.32 C Hawthorn Street to Grape Street 3.19 C SB 3.05 C Kemper Street EB 3.87 D Kenyon Street to Midway Drive 3.61 D WB 3.34 C 3.68 D EB 4.29 E Midway Drive to Sports Arena Boulevard 3.74 D WB 3.18 C Camino Del Rio West EB 4.10 D Sports Arena Boulevard to Kurtz Street 6.58 F WB 9.06 F EB 4.17 D Kurtz Street to Hancock Street 5.80 F 6.06 F WB 7.43 F EB 4.78 E Hancock Street to Moore Street 5.71 F WB 6.63 F 137 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Rosecrans Street EB 3.96 D Lytton Street / Barnett Avenue to Midway 3.60 D Drive WB 3.23 C EB 4.48 E Midway Drive to Sports Arena Boulevard 4.27 E WB 4.06 D 3.79 D EB 4.48 E Sports Arena Boulevard to Kurtz Street 4.26 E WB 4.03 D EB 3.98 D Kurtz Street to Pacific Highway 3.77 D WB 3.55 D Old Town Congress Street NB 3.61 D Taylor Street to Twiggs Street 3.50 C SB 3.39 C NB 3.82 D Twiggs Street to Harney Street 3.52 D 3.59 D SB 3.22 C NB 4.01 D Harney Street to San Diego Avenue 3.70 D SB 3.39 C San Diego Avenue NB 3.68 D Twiggs Street to Harney Street 3.30 C SB 2.92 C NB 3.49 C Harney Street to 3.30 C 3.36 C Congress Street / Ampudia Street SB 3.11 C NB 3.85 D Congress Street / Ampudia Street to 3.56 D Old Town Avenue SB 3.26 C Juan Street NB 3.82 D Taylor Street to Twiggs Street 3.75 D SB 3.68 D NB 3.66 D Twiggs Street to Harney Street 3.70 D 3.60 D SB 3.73 D NB 3.50 C Harney Street to Sunset Road 3.47 C SB 3.44 C

138 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22A EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (AM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Taylor Street EB 3.51 D Pacific Highway to Congress Street 3.65 D WB 3.79 D EB 3.9 D Congress Street to Juan Street 3.93 D WB 3.95 D 3.76 D EB 3.85 D Juan Street to Morena Boulevard 3.76 D WB 3.67 D EB 3.63 D Morena Boulevard to 3.76 D I-8 Hotel Circle Ramps WB 3.88 D Twiggs Street EB 4.56 E Congress Street to San Diego Avenue 3.81 D WB 3.06 C 3.95 D EB 3.76 D San Diego Avenue to Juan Street 4.05 D WB 4.33 E Harney Street EB 5.30 F Congress Street to San Diego Avenue 4.18 D WB 3.05 C 3.82 D EB 3.92 D San Diego Avenue to Juan Street 3.58 D WB 3.24 C Old Town Avenue EB 3.53 D Hancock Street to Moore Street 3.41 C WB 3.28 C EB 4.78 E Moore Street to San Diego Avenue 4.56 E 3.94 D WB 4.33 E EB 4.08 D San Diego Avenue to Congress Street 3.50 C WB 2.91 C Morena Boulevard NB 3.60 D I-5 Ramps to Taylor Street 3.63 D 3.63 D SB 3.65 D Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E & F The Bicycle LOS is calculated based on the NCHRP 3-70 methodology. ¹ The score for the combined direction is the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

139 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Midway/Pacific Highway Corridor Lytton Street / Barnett Avenue NB 4.11 D Rosecrans Street to Midway Drive 3.74 D SB 3.36 C 3.8 D NB 4.77 E Midway Drive to Pacific Highway 4.10 D SB 3.43 C Midway Drive W. Point Loma Blvd/Sports Arena Blvd to NB 3.86 D 3.95 D Kemper Street SB 4.03 D NB 3.82 D Kemper Street to East Drive 4.11 D SB 4.39 E 4.19 D NB 3.68 D East Drive to Rosecrans Street 3.80 D SB 3.92 D NB 4.48 E Rosecrans Street to Barnett Avenue 4.53 E SB 4.56 E Sports Arena Boulevard 1-8 WB Ramps to NB 4.07 D 3.96 D W. Point Loma Blvd/Midway Drive SB 3.85 D W. Point Loma Blvd/Midway Drive to NB 3.55 D 4.01 D Hancock Street SB 4.47 E NB 4.36 E Hancock Street to Kemper Street 4.42 E SB 4.48 E NB 3.69 D Kemper Street to Sports Arena Driveway 3.96 D 4.05 D SB 4.23 D NB 4.23 D Sports Arena Driveway to East Drive 4.15 D SB 4.06 D NB 4.26 E East Drive to Rosecrans Street 4.56 E SB 4.86 E NB 3.71 D Rosecrans Street to Pacific Highway 3.71 D SB 3.71 D Kurtz Street Hancock Street to Camino Del Rio West SB 4.01 D 4.01 D Camino Del Rio West to Rosecrans SB 3.69 D 3.69 D Street 3.87 D NB 3.71 D Rosecrans Street to Pacific Highway 3.66 D SB 3.6 D

140 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Hancock Street (Near Old Town) NB 3.85 D Old Town Avenue to Witherby Street 3.98 D SB 4.11 D 3.61 D NB 3.53 D Witherby Street to Washington Street 3.55 D SB 3.57 D Hancock Street (Near Sports Arena) Sports Arena Boulevard to NB 4.04 D 4.42 E Camino Del Rio West SB 4.8 E 4.69 E Camino Del Rio West to Rosecrans Street NB 7.14 F 7.14 F Kettner Boulevard Washington Street to Sassafras Street SB 4.3 E 4.3 E Sassafras Street to Laurel Street SB 4.1 D 4.10 D 4.26 C Laurel Street to Hawthorn Street SB 4.6 E 4.60 E Hawthorn Street to Grape Street SB 3.9 D 3.90 D Pacific Highway NB 3.4 C Taylor Street and Washington Street 3.62 D SB 3.84 D NB 3.33 C Washington Street to Sassafras Street 3.44 C SB 3.54 D NB 3.22 C Sassafras Street to Laurel Street 3.25 C 3.50 D SB 3.28 C NB 3.56 D Laurel Street to Hawthorn Street 3.60 D SB 3.64 D NB 3.31 C Hawthorn Street to Grape Street 3.21 C SB 3.11 C Kemper Street EB 3.78 D Kenyon Street to Midway Drive 3.58 D WB 3.37 C 3.67 D EB 4.32 E Midway Drive to Sports Arena Boulevard 3.75 D WB 3.18 C Camino Del Rio West EB 4.13 D Sports Arena Boulevard to Kurtz Street 8.01 F WB 11.88 F EB 4.24 D Kurtz Street to Hancock Street 6.92 F 7.22 F WB 9.6 F EB 4.95 E Hancock Street to Moore Street 6.59 F WB 8.22 F

141 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Rosecrans Street Lytton Street / Barnett Avenue to Midway EB 3.97 D 3.83 D Drive WB 3.69 D EB 4.61 E Midway Drive to Sports Arena Boulevard 7.64 F WB 10.66 F 4.50 E EB 4.59 E Sports Arena Boulevard to Kurtz Street 4.55 E WB 4.51 E EB 4.37 E Kurtz Street to Pacific Highway 3.99 D WB 3.61 D Old Town Congress Street NB 4.23 D Taylor Street to Twiggs Street 3.86 D SB 3.49 C NB 3.93 D Twiggs Street to Harney Street 3.66 D 3.78 D SB 3.39 C NB 4.02 D Harney Street to San Diego Avenue 3.74 D SB 3.45 C San Diego Avenue NB 3.69 D Twiggs Street to Harney Street 3.37 C SB 3.04 C Harney Street to NB 3.53 D 3.42 C 3.45 C Congress Street / Ampudia Street SB 3.30 C Congress Street / Ampudia Street to NB 3.87 D 3.60 D Old Town Avenue SB 3.32 C Juan Street NB 3.93 D Taylor Street to Twiggs Street 3.83 D SB 3.73 D NB 3.87 D Twiggs Street to Harney Street 3.90 D 3.73 D SB 3.93 D NB 3.68 D Harney Street to Sunset Road 3.62 D SB 3.55 D

142 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.22B EXISTING CONDITIONS MULTI-MODAL ANALYSIS SUMMARY OF ROADWAY SEGMENT BICYCLE LOS (PM PEAK) Both Directions By Direction Combined¹ By Facility² Roadway Segment Direction Score LOS Score LOS Score LOS Taylor Street EB 3.65 D Pacific Highway to Congress Street 4.05 D WB 4.44 E EB 4.05 D Congress Street to Juan Street 4.13 D WB 4.21 D 3.92 D EB 3.98 D Juan Street to Morena Boulevard 3.98 D WB 3.97 D Morena Boulevard to EB 3.69 D 3.83 D I-8 Hotel Circle Ramps WB 3.97 D Twiggs Street EB 4.65 E Congress Street to San Diego Avenue 3.91 D WB 3.17 C 4.10 D EB 4.12 D San Diego Avenue to Juan Street 4.22 D WB 4.32 E Harney Street EB 5.6 F Congress Street to San Diego Avenue 4.31 E WB 3.02 C 3.93 D EB 4.0 D San Diego Avenue to Juan Street 3.68 D WB 3.35 C Old Town Avenue EB 3.53 D Hancock Street to Moore Street 3.41 C WB 3.28 C EB 4.78 E Moore Street to San Diego Avenue 4.56 E 3.94 D WB 4.33 E EB 4.08 D San Diego Avenue to Congress Street 3.50 D WB 2.91 C Morena Boulevard NB 3.6 D I-5 Ramps to Taylor Street 3.63 D 3.63 D SB 3.65 D Source: Fehr & Peers, August 2012 Notes: Bold indicates segments operating at LOS E or F The Bicycle LOS is calculated based on the NCHRP 3-70 methodology. ¹ The score for the combined direction is the two individual direction scores. ² The Facility score is calculated as the weighted average of each individual segment taking in consideration the length of each segment.

143 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Less than acceptable bicycle LOS on roadway segments may be caused by: x A lack of Bike Lanes (Class II Facility) x High motorized vehicle speed on the Roadway x High motorized vehicle Volumes x High Percent of On-Street Parking x Poor Roadway Pavement Conditions The following is a list of the individual segments where the bicycle LOS combined for both directions in the AM or PM peak was found to be LOS E or F: Midway/Pacific Highway Corridor x Midway Drive between Rosecrans Street and Barnett Avenue – Operates at LOS E in the PM peak due to the speed of the roadway combined with the volume of vehicular traffic on the roadway. x Sports Arena Boulevard between Hancock Street and Kemper Street – Operates at LOS E during both the AM and PM peak hours due to roadway pavement conditions and high vehicular traffic volumes. x Sports Arena Boulevard between East Drive and Rosecrans Street – Operates at LOS E during both the AM and PM peak hours due to roadway pavement conditions and vehicular volumes. x Sports Arena Boulevard between Rosecrans Street and Pacific Highway – Operates at LOS E during the AM peak hour due to roadway pavement conditions, narrow lane widths and the presence of on-street parking. x Rosecrans Street between Midway Drive and Sports Arena Boulevard – Operates at a LOS E during the AM peak hour and LOS F during the PM peak hour due to high vehicular volumes and lack of bicycle facilities. x Rosecrans Street between Sports Arena Boulevard and Kurtz Street – Operates at a LOS E during the AM and PM peak hours due to high vehicular volumes and lack of bicycle facilities and roadway geometrics. x Hancock Street between Sports Arena Boulevard and Camino Del Rio West – Operates at LOS E during both the AM and PM peak hours due to high vehicular traffic speeds and the presence of on- street parking. x Hancock Street between Camino Del Rio West and Rosecrans Street – Operates at LOS F during both the AM and PM peak hours due to high vehicular traffic speeds and the presence of on-street parking. x Kettner Boulevard between Washington Street and Sassafras Street – Operates at LOS E during both the AM and PM peak hours due to roadway pavement conditions, high vehicular traffic volumes and the presence of on-street parking. x Kettner Boulevard between Laurel Street and Hawthorn Street – Operates at LOS E during both the AM and PM peak hours due to roadway pavement conditions, high vehicular traffic volumes and the presence of on-street parking. x Camino Del Rio West between Sports Arena Boulevard and Kurtz Street – Operates at LOS F during both the AM and PM peak hours due to roadway pavement conditions and vehicular volumes and roadway speed. x Camino Del Rio West between Kurtz Street and Hancock Street - Operates at LOS F during both the AM and PM peak hours due to roadway pavement conditions and vehicular volumes and roadway speed. x Camino Del Rio West between Hancock Street and Moore Street - Operates at LOS F during both the AM and PM peak hours due to high vehicular volumes and roadway speed.

144 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Old Town Community x Harney Street between Congress Street and San Diego Avenue - Operates at LOS E during the PM peak hour due to on-street parking and roadway pavement conditions. x Old Town Avenue between Moore Street and San Diego Avenue - Operates at LOS E during the PM peak hour due to on-street parking, roadway pavement conditions and vehicular volumes and roadway speed.

BICYCLE CRASH ANALYSIS Bicycle related crash data was obtained from the City of San Diego for the study communities between January 2005 and June 2010. For this reported timeframe, there were 54 bicycle related crashes within the Midway/Pacific Highway Corridor community and 11 in the Old Town community. Table 3.23 and Figure 3-23 show the distribution and location of the bicycle related crashes within the study communities. TABLE 3.23 BICYCLE CRASH LOCATIONS Not Nearest Intersection Total Fatality Injured Adult Child Reported¹ Midway/Pacific Highway Corridor Hancock Street and I-5 Southbound Off-Ramp 1 0 1 1 0 0 I-8 Westbound near I-5 Southbound 1 1 0 1 0 0 Jefferson Street and Rosecrans Street 1 0 1 0 1 0 Kurtz Street and Pacific Highway 1 0 1 1 0 0 Kurtz Street and Rosecrans Street 2 0 2 2 0 0 Kurtz Street and Wright Street 1 0 1 1 0 0 Laurel Street and India Street 1 0 1 1 0 0 Laurel Street and Kettner Boulevard 2 0 2 2 0 0 Lytton Street and Rosecrans Street 2 0 2 1 1 0 Midway Drive and Duke Street 1 0 1 1 0 0 Midway Drive and East Drive 2 0 2 2 0 0 Midway Drive and Gaines Street 1 0 1 1 0 0 Midway Drive and Kemper Street 6 0 6 5 1 0 Midway Drive and Rosecrans Street 2 0 1 1 1 0 Midway Drive and United States Postal Service 1 0 1 0 0 1 Parking Lot Midway Drive and Wing Street 1 0 1 1 0 0 North Evergreen Street and Rosecrans Street 3 0 3 2 1 0 Olive Street and India Street 1 0 1 1 0 0 Palm Street and Kettner Boulevard 1 0 1 1 0 0 Redwood Street and Kettner Boulevard 1 0 0 1 0 0 Sassafras Street and Kettner Boulevard 1 0 1 1 0 0 Sassafras Street and Pacific Highway 1 0 1 1 0 0 Sports Arena Boulevard and Camino Del Rio West 1 0 1 1 0 0 Sports Arena Boulevard and Channel Way 1 0 1 1 0 0 Sports Arena Boulevard and East Drive 1 0 0 1 0 0

145 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TABLE 3.23 BICYCLE CRASH LOCATIONS Not Nearest Intersection Total Fatality Injured Adult Child Reported¹ Sports Arena Boulevard and Hancock Street 1 0 1 1 0 0 Sports Arena Boulevard and I-8 Eastbound On-Ramp 1 0 1 1 0 0 Sports Arena Boulevard and Kemper Street 1 0 1 1 0 0 Sports Arena Boulevard and Midway Drive 3 0 3 2 1 0 Sports Arena Boulevard and Pacific Highway 2 0 2 2 0 0 Sports Arena Boulevard and Rosecrans Street 5 0 5 5 0 0 Sports Arena Boulevard and Sports Arena Plaza 2 0 2 2 0 0 Washington Street and Pacific Highway 1 0 1 1 0 0 Witherby Street and Pacific Highway 1 0 1 1 0 0 Community Total 54 1 50 47 6 1 Old Town Congress Street and Harney Street 1 0 1 1 0 0 Congress Street and San Diego Avenue 1 0 1 0 1 0 Congress Street and Twiggs Street 1 0 1 0 1 0 Harney Street and Juan Street 1 0 1 1 0 0 Old Town Avenue and San Diego Avenue 1 0 1 1 0 0 Taylor Street and I-8 Eastbound Off-Ramp 2 0 2 1 0 0 Taylor Street and Pacific Highway 4 0 4 4 1 0 Community Total 11 0 11 8 3 0 Source: City of San Diego; Fehr and Peers, 2011 Note: ¹No age was reported.

PLANNED BICYCLE FACILITY IMPROVMENTS The following section outlines planned bicycle improvements within the two study communities. Planned improvements are based upon both local and regional planning documents in which encompass the study communities. The current City of San Diego Bicycle Master Plan, May 2002, includes several planned local bicycle facilities within the study communities: Midway/Pacific Highway Corridor Old Town x Barnett Avenue (Class II or III) x Taylor Street - Rosecrans Street to Congress x Lytton Street (Class II or III) Street (Class II) x Midway Drive (Class II or III) x Taylor Street East of Congress Street (Class III) x Sports Arena Boulevard - North of x San Diego Avenue (Class II or III) Rosecrans Street (Class II or III) x Juan Street (Class II or III) x Kettner Boulevard (Class II or III) x Rosecrans Street - between Lytton Street and Hancock Street (Class III) x Rosecrans Street - between Hancock Street and Taylor Street (Class II) x Laurel Street (Class II or III)

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EL ST LAUR Figure 3-23: Bicycle Crashes (January 2005 - June 2010) Midway/Pacific Highway Corridor and Old Town Community Plan Update Date: 7/29/11 147 Source: City of San Diego (2010) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

SANDAG’s Regional Bicycle Plan identifies a network of regional facilities, two of which traverse the study communities:

x Coastal Rail Trail – This is a planned regional cycle track located along the BNSF right-of-way connecting from Old Town to Oceanside. x City Heights to Old Town Corridor – This is a planned Class I bicycle facility between the City Heights and Old Town Communities. The draft City of San Diego Bicycle Master Plan Update, June 2011 includes several proposed local bicycle facilities within the study communities:

Midway/Pacific Highway Corridor Old Town x Sports Arena Boulevard (Class II) x Taylor Street (Class II) x Midway Drive (Class II) x Old Town Avenue (Class II) x Hancock Street (Class II) x San Diego Avenue (Class II) x Kemper Street (Class II) x Rosecrans Street (Class II) x Sports Arena Boulevard - South of Rosecrans Street (Class III) x Witherby Street (Class II) x Laurel Street (Class II) x Sassafras Street (Class II)

The draft City of San Diego Bicycle Master Plan Update proposed bicycle network is displayed in Figure 3-24.

A number of bicycle facility improvements are also recommended in the Rosecrans Corridor Mobility Study, with all recommended improvements being consistent with those in the City of San Diego Bicycle Master Plan.

The Midway/Pacific Highway Corridor Public Facilities Financing Plan, Fiscal Year 2004, identifies a Class II Bike Lane on Sports Arena Boulevard between Rosecrans Street and Pacific Highway (Project T23) that would be installed in conjunction with the widening of Sports Arena Boulevard to a six-lane major between Midway Drive and Rosecrans Street. It should be noted that this improvement is not funded or currently scheduled for implementation.

The current Old Town Public Facilities Financing Plan Fiscal Year 2004, identifies two bicycle facility improvements, both of which are neither scheduled nor funded.:

x Implement a Class II design along Taylor Street (Project T11) x Bike racks and storage areas should be designed and considered in streetscape design (Project T11)

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RO San Diego River Figure 3-24: Planned Bicycle Facilities Date: 7/1/11 Source: SANDAG (2011); City of San Diego (2011) Midway/Pacific Highway Corridor and Old Town Community Plan Update Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.9 PARKING The level of employment, commercial, and leisure activity in the study communities makes parking an important component of mobility. While the communities are served by transit, the automobile continues to be the primary mode of transportation. The parking management goals as expressed in the City’s 2008 General Plan Mobility Element include the following: x Parking that is reasonably available when and where it is needed through management. x Solutions to community-specific parking issues through implementation of a broad range of parking management tools and strategies. x New development with adequate parking through the application of innovative citywide parking regulations. x Increased land use efficiencies in the provision of parking

The Midway/Pacific Highway Corridor and Old Town communities have a variety of parking options, including public on-street parking (with and without time restrictions), as well as both public and private off-street parking lots. On-street parking occupancy data was collected on Tuesday, June 7, 2011. Parking occupancy was monitored throughout the day for both communities to identify the peak parking demand period. The observed peak on-street parking demand within both communities is displayed in Figure 3-25. The on- street parking occupancy data is provided in Appendix O.

MIDWAY/PACIFIC HIGHWAY CORRIDOR The Midway/Pacific Highway Corridor community currently has over 1,200 on-street parking spaces along circulation element roadways. However, the majority of parking within the community is provided by off- street private parking lots serving a single specific use. No off-street public parking lots are currently located within the community. Based on the collected parking occupancy data, it was found that the peak weekday parking demand period is between 12:00PM and 1:00PM (midday). As shown in Figure 3-24, there is currently a high demand for on-street parking within the industrial areas along Kurtz Street, Sports Arena Boulevard (South of Rosecrans Street) and Hancock Street (South of Moore Street), as well as the main commercial areas within the community along Kemper Street, Midway Drive and Rosecrans Street (east of Kurtz Street).

OLD TOWN Given the nature of Old Town as a unique visitor-oriented community with high trip generation ratios and attractiveness to both tourists and San Diegans, convenient and adequate parking becomes an integral part of the overall circulation plan for the community. After initially driving into Old Town, most visitors park their vehicles in one location and walk between the various shops, restaurants, and park facilities. In addition to the visitor-related parking demand issues, there are employee and resident parking needs that also have to be addressed. Numerous public parking lots are scattered throughout the commercial core, along with several smaller private lots for some of the restaurants, retail stores, and office buildings. The public lots provide a total of 1,058 spaces, excluding the Caltrans parking lot which is open to the public on nights and weekends (approximately 800 spaces). In addition, there are approximately 400 on-street spaces located within the community. The Old Town Transit Station parking lot is the largest public lot providing approximately 456 automobile parking spaces.

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O ETPO WEST Figure 3-25: Observed Parking Demand Date: 4/09/12 Source: Phase II Visitor Oriented Parking Facilities Study of the Old Town Community Midway/Pacific Highway Corridor and Old Town Community Plan Update w Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Visitors to Old Town San Diego arriving via the freeway system are directed to the appropriate interchanges by special exit signs on Interstates 5 and 8. For those approaching from Pacific Highway, Rosecrans Street or Taylor Street, there are directional parking signs leading them to the Transit Center lot. After leaving the freeway at Old Town Avenue, vehicles are directed north on San Diego Avenue. But without any public parking on the south periphery, motorists at that point must find their way through Old Town San Diego to Juan Street or Congress Street without the benefit of further signage. A lack of identifying signage makes some lots hard to spot from the street, and a comprehensive program directing vehicles exiting from one lot to the next available parking area has not been instituted.

Based upon the occupancy data collected as part of this study, the peak weekday parking period within the Old Town community occurs between 1:00PM and 2;00PM (midday) with a total parking occupancy of 75%. During weekday evenings there was an observed 69% occupancy rate with heavy utilization (90%+) around the Old Town State Park and commercial core areas. As a tourist destination, Old Town presents a number of challenges in terms of parking. A previous study, Old Town Visitor Oriented Parking Facilities Study – Phase II (2001), prepared by Wilbur Smith Associates, assessed parking in the Old Town Community. Even though the study is based on data that is over 10 year old, both the land uses and parking facilities have not changed significantly since that time. The observed parking occupancy rates included in the report were also validated by the parking occupancy data collected as part of this study. Therefore, it is assumed that the findings and recommendations established within the Old Town Visitor Oriented Parking Facilities Study – Phase II study still remain relevant today. The Old Town Visitor Oriented Parking Facilities Study – Phase II found that there was clearly a parking deficiency within the Old Town community, particularly that the off-street parking lots were not accommodating the existing parking demand within the tourist areas of the community. The study also found that there were very few parking management strategies that were being employed throughout the Old Town community to help increase the supply and alleviate the demand. The study ultimately recommended implementing the following strategies:

x Implement additional metered parking x Encourage employees to park in lots further away from the core area (i.e. the Old Town Transit Center Lot) x Improve transit and carpool services x Provide additional and enhanced bicycle parking facilities

However, the study determined that the combination of all of these management strategies would still not increase the existing supply or alleviate the existing demand significantly enough to mitigate the parking deficiencies. The study ultimately determined the need for one or more parking structures within the core area of Old Town.

PLANNED PARKING IMPROVEMENTS The current Old Town Public Facilities Financing Plan, Fiscal Year 2004 plans for an 875 space municipal parking structure located at the City parking lot at Juan and Twiggs Streets (Project T2). This improvement is neither scheduled nor funded at this time.

3.10 AIRPORTS The closest airport serving the Midway/Pacific Highway Corridor and Old Town communities is the San Diego International Airport (Lindbergh Field). Currently there is a lack of direct public transit services connecting either community to the Lindbergh Field.

The Destination Lindbergh Plan was a year-long, comprehensive planning process designed to do the following: determine the ultimate build-out configuration of the San Diego International Airport, evaluate and plan to minimize airport-related traffic impacts to adjacent communities, and improve intermodal 152 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012) access to the airport, while considering the airport as a potential location for a regional transportation hub. The Destination Lindbergh Plan outlined multiple recommended improvements to the local and regional roadway network accessing the San Diego International Airport and the development of new transit routes designed to serve the airport and improvements to the goods movement facilities both within and surrounding the airport. The recommended improvements include the following:

Intermodal Transit Center (ITC) – The ITC will act as an important hub connecting all modes of transportation accessing and departing from Lindbergh Field. The ITC will be located on the north end of the airport, just south of Interstate-5 between Washington Street and Sassafras Street. It is planned that the ITC will act as a major transit hub connecting all three (3) existing trolley lines (Blue, Green and Orange), the COASTER, Amtrak, new express bus routes directly serving the airport, several local bus routes and the planned California High Speed Rail system. In addition to the transit connections, the ITC will also provide the following:

x 360 new parking spaces x 126,000 SF of new retail uses x Direct access to I-5 / via the Pacific Highway on/off-ramps x Grade separation of the Washington Street and Sassafras at-grade rail crossings x New grade separated crossing at Vine Street x Raised bicycle lanes and cycle tracks on the street surrounding the ITC x Wider sidewalks around both the ITC and new retail uses x Curb extensions and planting/parking strips as well as provide new opportunities to employ green street strategies on impacted/new roadways.

The ITC was included in the SANDAG 2050 Regional Transportation Plan (RTP), adopted October 2011, and SANDAG is currently preparing a site feasibility study for the project.

Northside Improvement Project - As discussed in the previous chapter the SDIA is proposing to make several improvements to their cargo and freight facilities.

High-Speed Rail Station – A link to the proposed California High-Speed Rail System is proposed at the ITC. The High-Speed Rail station is also proposed to include a parking garage with 6,000 parking spaces.

San Diego International Airport (SDIA) Master Plan – As discussed in Chapter 6, the SDIA Master Plan outlines several improvement measures to local roadways surrounding the airport in order to provide better access and service a higher demand. Improvements within the two study communities include the following:

x Sassafras Street between Pacific Highway and India Street – provide a second eastbound lane. x Kettner Boulevard between Washington Street and Palm Street – provide a fourth southbound travel lane. x Laurel Street between Pacific Highway and Kettner Boulevard – provide a third westbound travel lane. x Sassafras Street / Kettner Boulevard intersection – change signal cycle length from 70 to 90 seconds. The improvements regarding the airport and its surrounding facilities included in both the SDIA Master Plan and SANDAG 2050 RTP will significantly improve the roadway capacity accessing the airport and provide significant new transit services directly accessing the airport. With the implementation of the ITC, transit access to/from the airport will change from very limited to a major asset, and provide a significant number of multi-modal options for Airport patrons instead of the singular vehicular option offered today.

153 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.11 PASSENGER RAIL Amtrak provides passenger rail service from San Diego to several destinations throughout both the state and country. The main route serving San Diego is the Pacific Surfliner which connects most of the major cities along California’s central coast, as shown to the right. The Pacific Surfliner stops at Union Station in Los Angeles, which functions as a transfer point to rail services across the country. The main Amtrak station within the City of San Diego is Santa Fe Depot (located downtown); however, on weekends and holidays the Pacific Surfliner service also stops at the Old Town Transit station.

PROPOSED IMPROVEMENTS

High-Speed Rail The California High-Speed Rail project is a planned high-speed rail system designed to connect the major cities throughout California (San Francisco, Los Angeles, Sacramento, San Jose, Fresno, Bakersfield, Palmdale, Anaheim, Irvine, Riverside, and San Diego), as displayed in Figure 3-26. Initial funding for the project was approved by California Source: Amtrak, March 2012 voters on November 4, 2008, with the passage of Proposition 1A authorizing the issuance of US bond Amtrak Surfliner Route Map with $9.95 billion in general obligations for the project.

The California High-Speed Rail Authority is currently conducting a rail alignment feasibility study for the section of the corridor connecting Riverside County and San Diego (Santa Fe Depot). While there are currently no stops planned within either of the study communities, one of the proposed high speed rail alignments is along the I-5 corridor, between University City and Downtown San Diego. This alignment would encroach in both study communities; however, the high-speed rail would be grade separated and is not projected to impact the mobility within either community.

154 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Figure 3-26 California High Speed Train Map

Source: California High Speed Rail Authority

155 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

3.12 GOODS MOVEMENT FACILITIES The efficient movement of goods is essential for meeting basic consumer demands and requires interaction among various modes of travel. The San Diego region is supported by intermodal goods movement infrastructure consisting of roadways, railways, maritime facilities, and airport facilities. The proximity of the study communities to Lindbergh Field, coastal freight railways, and regional freeways signifies a tie between freight movement and the economic vitality and quality of life in the study communities. The goods movement goal as expressed in the City's 2008 General Plan Mobility Element includes the following: x Safe and efficient movement of goods with minimum negative impacts.

The following sections describe the various Goods Movement facilities within the study communities by facility type.

TRUCKING Most goods in the San Diego region are transported via truck on highways and roadways. While the City of San Diego does not have a system of designated truck routes, truck access to the Midway/Pacific Highway Corridor and Old Town study area is provided by major freeways, including specifically Interstate 8 and Interstate 5. Within the study communities, industrial and commercial destinations are generally concentrated along the following roadways:

x Midway Drive x Rosecrans Street x Sports Arena Boulevard x Taylor Street x Pacific Highway x Kettner Boulevard x Camino Del Rio

Additional local roadways providing access to these locations include Juan Street, Hancock Street, Old Town Avenue, Kemper Street, Kurtz Street, Enterprise Street, and Washington Street. Local streets provide access to delivery destinations as well as the transition of freight to rail and ocean transport.

AIRFREIGHT In addition to the transport of freight on roadways, cargo may also move through the study communities via air transport. San Diego International Airport (Lindberg Field) is located south of the Midway Community Plan Area and serves as the primary regional airport for freight transported via air. Major cargo airlines serving Lindbergh field include FedEx, DHL Express, and UPS. These and other movers of freight may receive and distribute cargo via maritime operations, rail, or trucks. While Lindbergh Field is not within the study area, the proximity and magnitude of freight activity results in goods traveling through the study communities while in transit. As proposed in the 2008 Airport Master Plan, the Lindberg Field Northside Improvement project would implement the following recommendations to improve the operations of cargo facilities:

x Development of expanded air cargo warehouse facilities and associated improvements x Consolidate Rental Car Facilities (CONRAC) and the reconfiguration of adjacent parking facilities x Construct an internal roadway along the eastern perimeter of the Airport connecting proposed northside facilities to the southside facilities.

RAIL The Burlington Northern Santa Fe Railway Company (BNSF) operates freight rail service within the San Diego region. Freight is transported to points north and east, such as Los Angeles and Arizona, respectively. BNSF railway lines travel along the railroad tracks that are generally located between I-5

156 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012) and Pacific Highway in the study area. According to the LOSSAN Corridor Strategic Assessment, January 2010 freight rail frequencies within this corridor are expected to double (from 4 trains a day to 8) over the next 20 years.

MARITIME While the San Diego Unified Port District has its offices located along Pacific Highway, there are currently no port cargo facilities located within or adjacent to the study communities. Cargo is transported through the study area via the modes summarized above to/from the port cargo facilities located to the south at 10th Avenue and in National City.

157 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

4.0 MIDWAY/PACIFIC HIGHWAY CORRIDOR COMMUNITY Separate summary chapters have been prepared for Old Town and Midway/Pacific Highway Corridor communities. This section provides a summary of the findings from the existing conditions evaluation for the Midway/Pacific Highway Corridor community. The section will serve as a stand-alone summary of the existing transportation and mobility conditions analysis. The intended purpose of this section is to document constraints and opportunities within the Community based on the following inputs:

x Review of existing documentation x Traffic engineering analyses x Field observations x Community input x Other relevant studies

4.1 PEDESTRIAN TRAVEL In general, the pedestrian environment in the Midway/Pacific Highway Corridor community is deficient and/or lacking in several aspects, with wide roadway crossings, high traffic volumes, non-contiguous sidewalks, missing curb ramps, and sidewalk gaps. Walking on a sidewalk that is narrow and/or does not have a buffer from the roadway can degrade the pedestrian experience, particularly on a roadway with high vehicular traffic volumes and speeds. On the other hand, wide sidewalks that are non-contiguous help to enhance the pedestrian environment and experience as does pedestrian oriented lighting. As pedestrian corridors are evaluated during the community plan update process and/or subsequent studies, improvements that enhance the pedestrian experience and address associated safety concerns should be strongly considered. Figure 4-1 displays the existing pedestrian network within the Midway/Pacific Highway Corridor community.

ISSUES/NEEDS Based upon the analyses performed in Section 3.0, the following pedestrian issues/needs were identified within the Midway/Pacific Highway Corridor Community:

Midway Drive / Sports Arena Boulevard / West Point Loma Drive / West Mission Bay Drive Intersection – This is a major vehicular junction point within the community in which two of the major roadways within the community (Sports Arena Boulevard and Midway Drive) intersect with two major regional access points (West Point Loma Boulevard connecting to both the Peninsula and Ocean Beach communities to the west and West Mission Bay Drive and I-8 ramps. To accommodate the high intersecting traffic volumes there is currently a yield control NB right-turn movement, a stop controlled SB right-turn movement and a free WB right-turn movement. The high traffic volumes and uncontrolled right-turn movements create an intimidating environment for pedestrians to cross. East/West Connectivity – Due to the large block sizes within the community, there are currently few pedestrian corridors directly connecting the east and west sides of the community. Rosecrans Street is the only east/west corridor that currently spans the entire community from east to west. Walkability Issues along Rosecrans Street and Camino Del Reo West – As mentioned above, Rosecrans Street is the only east/west pedestrian corridor that spans the entire length of the community and is the only corridor that connects to the Old Town Transit Center, located to the east. The retail and institutional uses along both Rosecrans Street and Camino Del Rio West are also major pedestrian attractions within the corridors. Currently both corridors have 5 - 7 foot sidewalks with no parkways or on-street parking to buffer pedestrians from vehicular traffic. The narrow sidewalks with a lack of buffer create an unfriendly pedestrian environment. Rosecrans Street / I-5 Underpass – This is the only connection point for pedestrians accessing the Old Town Transit Center from the Midway/Pacific Highway Corridor community. The 200 foot wide underpass is poorly lit and has narrow sidewalks, with no parkways or on-street parking to buffer pedestrians from vehicular traffic, creating an unfriendly pedestrian environment.

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Missing Sidewalk Facilities – There are currently no sidewalks provided along Sports Arena Drive, south of Rosecrans Street with the exception of a small portion on its south wide side near the intersection of Rosecrans Street. This area currently predominantly serves industrial uses and attracts little pedestrian traffic; however, it is one of the few major north/south corridors that spans the entire community. As shown in the picture to the right, there are non- contiguous sidewalk facilities along the eastern side of Midway Drive between Rosecrans Street and Barnett Avenue. Barnett Avenue / Pacific Highway – There is currently no way to cross or access Pacific Highway from Barnett Avenue from the eastside. Pedestrians heading east on Barnett Avenue hit a dead end and are forced to head north along Pacific Highway. At-Grade Rail Crossings - pedestrians accessing both the Washington Street and Middletown Trolley stations from Pacific Highway currently have to cross the rail right- of-way to access both stations. During gate down times pedestrians may be delayed from accessing the station by on coming trolleys or trains. Figure 4-2 displays the identified pedestrian issues/needs within the Midway/Pacific Highway Corridor.

COMMUNITY INPUT Input from the community was gathered through community meetings, previous studies conducted within community and previous Midway/Pacific Highway Corridor planning group meeting minutes. The following points summarize the overall community input received regarding the pedestrian facilities and amenities throughout the Midway/Pacific Highway Corridor community.

• The community as a whole is auto oriented with an overall lack of pedestrian amenities, such as pedestrian lighting, crosswalks, shade trees, etc. • Some areas lack continuous sidewalks (as noted in the previous section). • Numerous driveways and side streets create conflict points with pedestrians. • Narrow contiguous sidewalks create little to no buffer from vehicular traffic. • The pedestrian environment at the Rosecrans Street at I-5 underpass could be improved. • Increase the number of pedestrian connections throughout the community. • Provide more landscaping, pedestrian lighting and signage along Rosecrans Street, Midway Drive, and Sports Arena Drive • Provide a pedestrian bridge connection across I-8 to the San Diego River.

4.2 BICYCLE SYSTEM The Midway/Pacific Highway Corridor community is located at an important juncture for both north-south and east-west bicycle travel. The corridors traversing the community, especially the Pacific Highway and Rosecrans Street/Taylor Street corridors, serve as key regional connections with very limited alternative bicycling routings. Due to the lack of alternatives, most regional north-south bicycle trips use Pacific Highway. In a similar manner, most east-west bicycle trips use Rosecrans Street/Taylor Street or the Ocean Beach Bike Path. The Ocean Beach Bike Path follows the San Diego River channel from Ocean Beach to Mission Valley. The only access point to the Ocean Beach Bike Path from the community is at Sports Arena Boulevard. Figure 4-3 displays the existing bicycle facilities within the Midway/Pacific Highway community.

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ISSUES/NEEDS As shown in Figure 3-18 the Midway/Pacific Highway Corridor community is a junction point for several regional bicycle facilities including both the Coastal Rail Trail (along Pacific Highway) and the Ocean Beach Bike Path (along the San Diego River). Good local connections to the surrounding neighborhoods are also provided, such as Class II Bike Lanes, within the Peninsula community, along Rosecrans Street which terminates at Lytton Street and the Class III Bike Route along West Mission Bay Drive which terminates at Sports Arena Boulevard and Midway Drive. These regional and local connections, accessibility to transit and commercial and institutional land uses within the community create a high bicycle demand. However, as shown in Figure 4-3 there are currently no bicycle facilities along the major corridors traversing the Midway community (Midway Drive, Sports Arena Boulevard and Rosecrans Street) to accommodate the high bicycle demand. Also within these corridors there are currently high vehicular traffic volumes and speeds as well as numerous conflict points (intersections, driveways, and alleyways) between motorists and bicyclists, that creates an uncomfortable environment for bicyclists. Figure 4-4 displays the locations of issues/need, based on roadways with high bicycle demand that lack bicycle facilities and have high vehicular traffic volumes and speed, within the Midway/Pacific Highway Corridor community .

COMMUNITY INPUT Input from the community was gathered through community meetings, previous studies conducted within community and previous Midway/Pacific Highway Corridor Planning Group meeting minutes. The following points summarize the overall community input received regarding the bicycle facilities and amenities throughout the Midway/Pacific Highway Corridor community.

• The community as a whole is auto oriented with an overall lack of bicycle facilities and amenities. • Numerous driveways and side streets create conflict points with bicyclists. • Community members desire to improve bicycle facilities on Rosecrans Street, Midway Street and Sports Arena Boulevard. • Community members desire to improve bicycle connections to surrounding communities.

4.3 PUBLIC TRANSIT AND FACILITIES The Midway/Pacific Highway Corridor community is fairly well served by transit. As illustrated in Figure 4-5, the main transit corridors are Sports Arena Boulevard (served by MTS bus routes 8 and 9), Midway Drive (served by the MTS bus route 35), Rosecrans Street (served by MTS routes 8, 9, 28, 30, 35, and 150) and Pacific Highway (served by MTS routes 10, 30, and 150). The Pacific Highway corridor is also served by the Blue Line Trolley with stations at Washington Street and Middletown. Adjacent to the community, the Old Town Transit Center provides multiple bus and rail transit connections to other areas within the City and the region. Transit stop amenities are also displayed in Figure 4-5.

TRANSIT COVERAGE The Midway/Pacific Highway Corridor community is served by many bus routes operating at frequent intervals. Figure 4-6 displays the community’s streets served by bus routes as well as the existing trolley lines. This figure also shows the area within ¼ mile of a bus stop and/or trolley station, which is considered a reasonable walking distance to transit service. As depicted in this figure, nearly all of the commercial, industrial, institutional and residential uses are within ¼ mile of transit service.

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! ! , ! ! ! (! ! Bus Stop ! ! ! ! ! ! ! Figure 4-6: Transit Coverage - Midway/Pacific Highway Corridor Midway/Pacific Highway and Old Town Community Plan Update Date: 4/09/12 166 Source: Fehr & Peers Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

ISSUES/NEEDS A multi-modal evaluation of streets served by transit was conducted. This evaluation considers the spacing of stops, headways between consecutive transit vehicles, and station amenities. This evaluation of existing transit service LOS within the Midway/Pacific Highway Corridor community (As shown in Figures 3-10 A & B) found that the bus transit routes in the community operates at LOS C or better, with the exception of the following:

Northbound Sports Arena Boulevard between I-8 WB Ramp to W. Point Loma Blvd/Midway Drive - Operates at LOS E during both the AM and PM peak hours due to no transit stops within a quarter mile of the mid-block area servicing northbound transit.

Eastbound Rosecrans Street between Lytton Street/Barnett Avenue and Midway Drive - Operates at LOS E during the PM peak hour due to a passenger to seat ratio grater than1.0.

Under Served Areas - As shown in Figure 4-6, the following areas within the Midway/Pacific Highway Corridor community are currently within a quarter mile of a bus stop or transit station:

x Barnett Avenue between Lytton Street and Midway Drive x The northeast portion of the community (east of Kurtz Street and north of Sherman Street) x Pacific Highway between Wright Street and Noell Street x Pacific Highway between Vine Street and Sassafras Street

COMMUNITY INPUT Input from the community was gathered through community meetings, previous studies conducted within community and previous Midway/Pacific Highway Corridor Planning Group meeting minutes. The following points summarize the overall community input received regarding the transit facilities and service throughout the Midway/Pacific Highway Corridor community.

• Preference for more transit oriented development within the community. • Lack of transit connections to the Lindbergh Field.

4.4 ROADWAY SYSTEM The pattern of streets serving the Midway/Pacific Highway Corridor community has not significantly changed in the 20 years since the last community plan update. The Midway neighborhood is predominantly made up of 10 large blocks (35+ acres) along the Midway Drive and Sports Area Boulevard corridors. Due to these large blocks there is limited east/west circulation options within the community, with Rosecrans Street being the only east/west roadway traversing the entire community. Figure 4-7 displays the existing roadway network within the Midway/Pacific Highway community.

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oRiver San Dieg 3-Lane Collector 2-Lane Collector W/ Left-Turn Lane 2-Lane Collector One-Way Street Local Street Freeway 6-Lane Prime 6-Lane Major 5-Lane Major 4-Lane Major ! ! !! !! Street Classifications ## Figure 4-7: Existing Roadway Network - Midway/Pacific Highway Corridor Date: 8/17/12 Source: Fehr & Peers Midway/Pacific Highway Corridor and Old Town Community Plan Update Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

ISSUES/NEEDS There is constrained regional access to/from both the Midway/Pacific Highway Corridor community as well as to adjacent communities. As discussed previously in Section 3.5, due to the limited regional access points serving the area, missing freeway-to-freeway connectors between I-8 and I-5, as well as the major employment centers and trip generators within and adjacent to the community, a significant amount of regional traffic traverses the local roadway system within the community to access the regional freeway system, as shown in Figure 4-8. Figure 4-8 Regional Access Midway/Pacific Highway Corridor Community

The constrained regional access, large trip generators, and limited circulation due to the large blocks within and adjacent to the community result in highly concentrated traffic volumes along the roadways throughout the community which provide freeway access. This concentration of traffic volumes create congestion, low traffic speeds and additional delay on both the Rosecrans Street and Camino Del Rio West. Figure 4-9 displays the location of identified issues/needs within the Midway/Pacific Highway Corridor community.

COMMUNITY INPUT Input from the community was gathered through various community meetings, previous studies conducted within community and previous Midway/Pacific Highway Corridor Planning Group meeting minutes. The following points summarize the overall community input received regarding the current roadway facilities and operations throughout the Midway/Pacific Highway Corridor community. • High traffic volumes throughout the community due to limited regional access and mixing regional and local traffic. • Closely spaced intersections along major roadways throughout the community. • Increase roadway connectivity by providing alternate routes through large blocks. • Prohibit left-turns from Camino del Rio West to Moore Street. • Connect Sports Arena Boulevard at Rosecrans Street through to Pacific Highway. • Provide missing ramp connectors between I-5 and I-8. 169 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

• Confusing signage throughout the community directing motorists to the regional access points and attractions.

170 171 5 § ¨ ¦ Airport Traffic Using Local Airport Traffic Access Freeway To Roads Constrained Regional Access Lindbergh Field 8 § ¨ ¦ Constrained Regional Access Chokepoint • High Traffic Volumes • Constrained Intersection Geometry • Queuing and Delays • Close Intersection Spacing

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Constrained Regional Access San Diego Source: Fehr & Peers April 2012 Figure 4-9 Roadway Network/Issues - Midway/Pacific Highway Corridor Midway/Pacific Highway and Old TownDate: Community Plan 4/09/12 Update Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

4.5 PARKING The Midway/Pacific Highway Corridor community currently has over 1,200 on-street parking spaces along the circulation element roadways. However, the majority of parking within the community is provided by off-street private parking lots serving a single specific use. No off-street public parking lots are currently located within the community.

ISSUES/NEEDS Figure 4-10 displays the peak weekday on-street parking demand throughout the Midway/Pacific Highway Corridor community. As shown in the figure, there is currently a high demand for on-street parking within the industrial areas along Kurtz Street, Sports Arena Boulevard (south of Rosecrans Street) and Hancock Street (south of Moore Street), as well as the main commercial areas within the community along Kemper Street, Midway Drive and Rosecrans Street (east of Kurtz Street).

• Desire for future public parking structure(s) in association with transit oriented or mixed-use developments

4.6 NEXT STEPS This Existing Conditions Report is intended as a summary of current mobility conditions in the Midway/Pacific Highway Corridor community and also as a synopsis of preliminary improvement concepts and recommendations related to mobility in the community. The following recommendations are proposed for inclusion in the Mobility Element of the Midway/Pacific Highway Corridor Community Plan Update:

x Evaluate multi-modal corridors considering all users of the street (Complete Streets Approach) to ensure that the overall community needs are served. It is evident that certain corridors will have the potential for competing mobility needs where a balance of accommodations for multiple modes is required. The following streets should be evaluated using a Complete Streets approach: o Sports Arena Boulevard o Midway Drive o Rosecrans Street x Consider increases in land use density in the corridors that are best served by transit, including those multi-modal streets shown above. x Focus bicycle improvements in the areas of “Very High” and “High” bicycle demand and in the areas that are also operating at less than acceptable bicycle LOS, including: o Sports Arena Boulevard o Midway Drive o Rosecrans Street o Pacific Highway o Kettner Boulevard x Include pedestrian mobility enhancements in all mobility recommendations, concentrating on areas that score ‘High” in the Pedestrian Priority Model and have high crash rates, including: o Midway Drive, between Sports Arena Boulevard and Rosecrans Street o Rosecrans Street, between Lytton Street and Sports Arena Boulevard o Camino Del Rio West, between Sports Arena Boulevard and the Interstate 8 on-ramp

172 173 85-100% 70-84% 50-69% < 50% 5 § ¨ ¦ Surveyed On-Street Occupancy Parking

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MIDWAY DR San Diego River Diego San Midway/Pacific Highway and Old Town Community Plan Update Plan Community Town Old and Highway Midway/Pacific Figure 4-10: Observed Parking Demand -Midway/Pacific Highway Corridor Highway -Midway/Pacific Demand Parking Observed 4-10: Figure Date: 4/09/12 Source: Fehr & Peers Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

x Assess opportunities to improve the multi-modal efficiency of the transportation system through the use of Intelligent Transportation Systems (ITS) strategies including: o Optimization of signal coordination along major corridors throughout the community, including Rosecrans Street, Midway Drive, Sports Arena Boulevard and Camino Del Reo West. o Implementation of traffic response or traffic adaptive signal systems along Rosecrans Street and Camino Del Rio West. o Implementation of transit priority measures along Rosecrans Street, including transit signal priority and queue jumper lanes (in both the eastbound and westbound) direction at the Midway Drive, Sports Arena Boulevard/Camino Del Rio West and Kurtz Street intersections.

174 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

5.0 OLD TOWN COMMUNITY

Separate summary chapters have been prepared for Old Town San Diego and Midway/Pacific Highway Corridor. This section provides a summary of the findings from the existing conditions evaluation for the Old Town community. The section will serve as a stand-alone summary of the existing transportation and mobility conditions analysis. The intended purpose of this section is to document constraints and opportunities within the Community based on the following inputs:

x Review of existing documentation x Traffic engineering analyses x Field observations x Community input x Other relevant studies

BACKGROUND The community of Old Town San Diego is located four miles north of Downtown, west of Mission Hills. Centered on Old Town State Historic Park, the community is a unique visitor-oriented community with high trip generation rates and attractiveness to both tourists and San Diegans. Old Town is adjacent to Interstates 5 and 8. The freeways have isolated the community's older angled grid pattern of local streets in the adjacent Midway/Pacific Highway Corridor community. The exception to the grid pattern is San Diego Avenue which cuts across the grid, The grid was interrupted with the formation of the State Park development. Juan Street and the Congress Street/San Diego Avenue are parallel routes for traffic oriented to the north and south, while Taylor, Twiggs, and Harney Streets provide east-west connections. Except for Taylor Street, the community is composed of two-lane streets of varying width. Taylor Street provides a four-lane street which is a major linkage to other communities, connecting to Rosecrans Avenue and Pacific Highway on the west and Morena Boulevard and Hotel Circle on the east. Freeway access to these streets is available from Interstate 5 at the Old Town Avenue and Sea World Drive interchanges, from Interstate 8 at the Taylor Street/Hotel Circle interchange just east of Presidio Park, and at Sports Arena Boulevard just west of Old Town.

5.1 PEDESTRIAN TRAVEL The convergence of two light rail lines, a commuter rail line and ten bus routes at the Old Town Transit Center and visitor destinations located within the Old Town community. After initially driving into Old Town San Diego, most visitors park their vehicles in one location and walk between the various shops, restaurants, and parks which create high pedestrian activity throughout the community. In general, Old Town provides a grid network of narrow roadways with good pedestrian connections. In a number of locations there are sidewalks along streets with storefront commercial land uses that are too narrow which affects the movement of pedestrians. While the sidewalks do not have a buffer from the street, the vehicle traffic speeds are lower on most of the streets in part due to the narrower streets. As pedestrian corridors are evaluated during the community plan update process and/or subsequent studies, improvements that enhance pedestrian experience and safety should be strongly considered. Figure 5-1 displays the existing pedestrian network within the Old Town community.

ISSUES/NEEDS Based upon the analyses performed in Section 3.0 the following pedestrian issues/needs were identified within the Old Town community: Taylor Street At-Grade Rail Crossing - Pedestrians accessing Old Town community, including the Old Town transit station, from Pacific Highway or Rosecrans Street currently have to cross the shared BNSF and MTS Trolley rail right-of-way. The Taylor Street at-grade rail crossing is over 100 feet wide, gate to gate, and pedestrians have to cross over four sets of rail tracks. During peak hours there are approximately 13 train crossing events lasting between 30 seconds and 3 minutes. During these times pedestrians are forced to wait until the train clears the crossing, ultimately delaying them in reaching their destination. 175

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Old Town Transit Center Wayfinding – There is currently limited signage at the Old Town Transit Center directing pedestrians who are unfamiliar with the area, such as tourists, on how to access the restaurant, shops, historical monuments and structures and parks that the community is known for. Currently there is only a single map (depicted in the picture below) directing patrons to the various community features.

The Old Town San Diego Chamber of Commerce is implementing a Wayfinding signage program that will implement various signage types throughout the community to better help inform patrons on how to access the various community features and help brand the community as a whole.

Missing Sidewalks – There are currently no sidewalks on Taylor Street East of Presidio Drive and on east side of San Diego Avenue just north of Ampudia Street.

Connectivity between Community Features and Parks – There is currently no direct, convenient or identified path connecting the Old Town Transit Center, Old Town State Park and Presidio Park. Both parks are major community features that attract tourists and out of town guests who may not be familiar with the community or its amenities. The development of a clear, concise and well signed path connecting these three community assets would significantly improve pedestrian circulation within the community.

Sidewalk Capacity Issues – The retail and restaurant establishments along San Diego Avenue attract significant pedestrian traffic particularly during evenings and weekends. The sidewalks along San Diego Avenue are currently 7 to 8 feet wide with a limited parkway featuring street trees and planters. Retail shops and other merchants also take up part of the sidewalk with displays, racks and other attractions, as displayed in the photos below.

177 Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

During peak times, typical weekend evenings, pedestrian traffic along San Diego Avenue exceeds sidewalk capacity creating a congested pedestrian environment.

San Diego Avenue / Congress Street / Ampudia Street Intersection – This is currently a five legged intersection in which three of the approaches are stop controlled (SB San Diego Avenue and EB & WB Ampudia Street) and the other two (NB San Diego Avenue and SB Congress Street) are free movements. There is also high vehicular traffic volumes crossing through the intersection along San Diego Avenue and Congress Street with no crosswalk facilities located on any legs of the intersection. Due to the lack of control at two of the intersection approaches, high traffic volumes and missing crosswalk facilities this intersection can be rather confusing and intimidating for pedestrians to cross. The pedestrian related issues/needs within the Old Town community, identified above, are displayed in Figure 5-2.

COMMUNITY INPUT Input from the community was gathered through a public walk audit conducted on October 10, 2011, a public charrette conducted on October 24, 2011, and various Old Town Community Planning Group meetings. The following points summarize the overall community input received regarding the pedestrian facilities and amenities throughout the Old Town community.

• The community identified the following general concerns with the physical characteristics of the pedestrian facilities throughout the community:

− Lack of Connectivity Between Community Features − Narrow Sidewalks − Pedestrian Barriers/Obstacles − Lack of Pedestrian Lighting − Poor Pavement Conditions − Number of Driveways Creating Pedestrian / Vehicle Conflicts

• The community identified the following areas/facilities in which pedestrian facilities are currently lacking:

− No sidewalks or pedestrian facilities on Taylor Street East of Morena Boulevard. − There are no pedestrian connections between the Recreation Center and residential areas (Potentially along Jackson Street). − There is no defined pedestrian connection between the Old Town State Park and Presidio Park.

• Need for improved pedestrian access to/from the Old Town Transit Center. There is currently little signage throughout the community directing pedestrians to/from the Old town Transit Center. The Old Town Transit Center also currently lacks signage directing pedestrians to key community destinations and features.

• Mobility conflicts created by the Taylor Street at-grade rail crossing. • Lack of crosswalks along San Diego Avenue, in particular crossing Twiggs Street to connect to the entrance of Old Town State Park.

• Lack of traffic control at the Ampudia Street / Congress Street / San Diego Avenue intersection (San Diego Avenue leg is currently an uncontrolled movement).

• Lack of ADA accessibility throughout the community.

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SA Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

5.2 BICYCLE SYSTEM Similar to the Midway/Pacific Highway Corridor community, the Old Town community is located at an important juncture for both north-south and east-west bicycle travel. The corridors traversing the community, especially the Pacific Highway and Rosecrans Street/Taylor Street corridors, serve as major regional connections with very limited alternative bicycling routings. Due to the lack of alternatives, most regional north-south bicycle trips use Pacific Highway. The numerous amenities and attractions within the community including, the Old Town Transit Center, along with the adjacent regional tourist facilities attracts bicyclists from throughout the region to the Old Town community. Figure 5-3 displays the existing bicycle network within the Old Town community.

ISSUES/NEEDS Based upon the analyses performed in Section 3.0, the following bicycle network related issues/needs were identified within the Old Town community:

Taylor Street – As mentioned previously, the Taylor Street corridor is a regional east/west bicycle connection point. Taylor Street is currently classified as a Class III Bike Route within the Old Town community; however, east of Presidio Drive Taylor Street narrows to a two-lane roadway with narrow lane widths (10 feet) and no shoulders. Taylor Street is also a regional vehicular access point for the Old Town community connecting the I-8 / Taylor Street interchange and Pacific Highway. The narrow lane widths, high vehicular traffic volumes and speeds along Taylor Street, east of Presidio Drive, creates an uncomfortable environment for bicyclists.

Congress Street / San Diego Avenue – Congress Street and San Diego Avenue (south of Ampudia Street) provide one of the few north/south connections for bicyclists within the Old Town community. Congress Street and San Diego Avenue (south of Ampudia Street) is currently classified as a Class III Bike Route designated by sharrow markings. Congress Street's proximity to the Old Town Transit Center and retail and restaurant uses make it a highly attractive route for bicyclists. The regional connectivity that San Diego Avenue provides to the communities to the south (Hillcrest and Centre City) also makes it an attractive corridor for bicyclists. Both corridors currently have high traffic volumes, and on street parking on both sides of the roadway which create an uncomfortable environment for bicyclists. The bicycle related issues/needs within the Old Town community, identified above, are displayed in Figure 5-4.

COMMUNITY INPUT Input from the community was gathered through a public walk audit conducted on October 10, 2011, a public charrette conducted on October 24, 2011, and various Old Town Community Planning Group meetings. The following points summarize the overall community input received regarding the bicycle facilities and amenities throughout the Old Town community.

• Need for additional bicycle facilities and amenities throughout the community. • Concern about losing existing diagonal parking on Pacific Highway with the implementation of proposed cycle track as part of the Coastal Rail Trail project.

5.3 PUBLIC TRANSIT AND FACILITIES The Old Town community is well served by transit, with most of the community falling within a half mile of the Old Town Transit Station. Figure 5-5 displays the existing transit facilities and services within the Old Town community. As illustrated in Figure 5-5, the Old Town Transit Center is served by MTS routes 8, 9, 10, 28, 30, 35, 44, 88, 105, and 150, as well as the Blue and Green Line Trolleys and the Coaster. Other than the Old Town Transit Center, Taylor Street is the main transit corridor serving the community (served by MTS bus routes 44, 88, and 105).

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Figure 5-5: Existing PublicTransit Facilities - Old Town Midway/Pacific Highway Corridor and Old Town Community Plan Update 183 Date: 4/09/12 Source: SANDAG (2011), MTS (2011) Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

TRANSIT COVERAGE The Old Town community is served by 10 bus routes, two trolley lines, and a commuter rail service all operating from the Old Town Transit Center. Figure 5-6 displays the community’s streets served by bus routes as well as the existing Trolley Lines. This figure also shows the area within 1/2 mile of the Old Town Transit Center, which is considered a reasonable walking distance to a major transit center (as compared to a ¼ mile for bus stops). As depicted in this figure, nearly all of the commercial and recreational uses are within 1/2 mile of transit service.

ISSUES/NEEDS A multi-modal evaluation of streets served by transit was conducted. This evaluation considered spacing of stops, headway between consecutive transit vehicles, and station amenities. This evaluation of existing transit service LOS within the Old Town community found that the transit corridors within the community operate at LOS D or better, with the exception of the following:

COMMUNITY INPUT Input from the community was gathered through a public walk audit conducted on October 10, 2011, a public charrette conducted on October 24, 2011, and various Old Town Community Planning Group meetings. The following points summarize the overall community input received regarding the transit facilities and services throughout the Old Town Community.

• Mobility issues associated with the Taylor Street at-grade rail crossing. • Need wayfinding signage to direct people from the transit center to community destinations.

5.4 ROADWAY SYSTEM The pattern of streets serving the Old Town community have not changed drastically in the 30 years since the last community plan update. The existing functional roadway network within the Old Town community is displayed in Figure 5-7.

ISSUES/NEEDS Based upon the analyses performed in Section 3.0 the following roadway system issues/needs were identified within the Old Town community:

Taylor Street – Taylor Street provides three major regional connection points within the community. To the east Taylor Street provides a connection point with I-8 and the regional freeway system, and to the west Taylor Street connects with both Rosecrans Street (which provides a connection the communities to the west) and to Pacific Highway (which provides a connection to the communities to both the north and the south). Due to these regional connection points Taylor Street accommodates a high amount of both regional and local traffic. There are currently two identified roadway related issues along Taylor Street:

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Figure 5-6: Transit Coverage- Old Town Midway/Pacific Highway and Old Town Community Plan Update Date: 8/02/12 185 Source: Fehr & Peers 186

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x At-Grade Rail Crossing – Currently the BNSF and MTS trolley right-of-way crosses Taylor Street at-grade between Pacific Highway and Congress Street. Gate down times at this crossing typically last between 30 seconds to 3 minutes, depending on the vehicle and number of cars within the train. During these gate down times all other modes of transportation are ceased from accessing the link which can directly impact the operations of the adjacent intersections. This can result in additional intersection delay, queuing and congestion during times in which a train is crossing.

x Between Presidio Drive and I-8 Ramps – Taylor Street east of Presidio Drive reduces from four- lanes to two, with narrow lane widths (10 feet). However, the traffic volumes along this segment are still high (13,140 ADT) due to the I-8 interchange located to the east, which far exceeds the roadway LOS D maximum capacity of 9,000 ADT. The narrow lane widths and high traffic volumes result in congestion along this segment in the eastbound direction accessing the freeway ramps during the PM peak hour.

San Diego Avenue between Ampudia Street and Old Town Avenue – This segment of San Diego Avenue is a key connection point within the community, connecting the commercial uses along both Congress Street and San Diego Avenue to the I-5 interchange located at Old Town Avenue. This segment of San Diego Avenue is a currently two-lane roadway with an average daily traffic volume of 10,160, which far exceeds the roadway LOS D maximum capacity of 6,500 ADT. This results in reduced speeds and congestion in the northbound direction during both the AM and PM peak hours (as shown in Table 3.13).

Old Town Avenue between Moore Street and San Diego Avenue –Old Town Avenue provides regional connection point between the community and I-5. This segment of Old Town Avenue is currently two- lanes with an ADT of 11,750, which far exceeds the roadway LOS D maximum capacity of 6,500 ADT. This results in reduced speeds and congestion in the northbound direction during the PM peak hour (as shown in Table 3.13).

The identified roadway issues/needs within the Old Town community are displayed in Figure 5-8.

COMMUNITY INPUT Input from the community was gathered through a public walk audit conducted on October 10, 2011, a public charrette conducted on October 24, 2011, and various Old Town Community Planning Group meetings. The following points summarize the overall community input received regarding the current roadway facilities and operations throughout the Old Town community.

• The community has identified mobility issues at the following two intersections: − Rosecrans / Taylor Street / Pacific Highway - additional delay due to the at-grade rail crossing − Ampudia Street / Congress Street / San Diego Avenue – confusion arises due to four legs of the intersection being stop controlled and one (San Diego Avenue) being uncontrolled. • Motorists cutting through Presidio Park to access the freeway. • Need for improved and organized wayfinding signage throughout the community directing motorists to community destinations, parking and the transit center.

5.5 PARKING The level of employment, commercial, and leisure activity in the Old Town makes parking an important component of mobility. While Old Town is well served by transit, the automobile continue to be the primary mode of transportation. Given the nature of Old Town as a unique visitor-oriented community with high trip generation ratios and attractiveness to both tourists and San Diegans, convenient and adequate parking becomes an integral part of the overall circulation plan for the community. After initially driving into Old Town, most visitors park their vehicles in one location and walk between the various shops, restaurants, and park facilities. In addition to the visitor-related parking demand issues, there are employee and resident parking needs that also have to be addressed.

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SA Midway/Pacific Highway Corridor and Old Town Community Plan Update Figure 5-8: Roadway Network Issues/Needs - OldDate: 4/09/12 Town Source: Fehr & Peers T w Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

Numerous public parking lots are scattered throughout the commercial core, along with several smaller private lots for some of the restaurants, retail stores, and office buildings. While the public lots provide a total of approximately 1,060 spaces, excluding the Caltrans parking lot which is open to the public on nights and weekends (approximately 800 spaces), there are approximately 400 on-street spaces located throughout the community. The Old Town Transit Station parking lot is the largest public lot providing approximately 456 automobile parking spaces. Figure 5-9 displays the location of both the on-street and off-street parking facilities within the Old Town community. Visitors to Old Town San Diego arriving on the freeways are directed to the appropriate interchanges by special exit signs on Interstates 5 and 8. For those approaching from Pacific Highway, Rosecrans Street or Taylor Street, there are directional parking signs leading them to the Taylor Street lot. After leaving the freeway at Old Town Avenue, vehicles are directed north on San Diego Avenue. But without any public parking on the south periphery, motorists at that point must find their way through Old Town San Diego to Juan Street or Congress Street without the benefit of further signage. A lack of identifying signage makes some lots hard to spot from the street, and a comprehensive program directing vehicles exiting from one lot to the next available parking area has not been instituted.

Old Town has a variety of parking options, including public on-street parking as well as both public and private off-street parking lots. An analysis of on-street parking availability was conducted along the roadway identified in the current community plan element as major and collector roadways and for off- street parking in all public lots.

Based upon the occupancy data collected as part of this study it was determined that the peak weekday parking period within the Old Town community occurs between 1:00PM and 2;00PM (midday) with a total parking occupancy of 75%, for the community. During weekday evenings there was an observed 69% occupancy rate with heavy utilization (90%+) around the Old Town State Park and commercial core areas. Figure 5-10 displays the peak on-street parking demand within the Old Town community. As a tourist destination, Old Town presents a number of challenges in terms of parking. A previous study, Old Town Visitor Oriented Parking Facilities Study – Phase II (2001) prepared by Wilbur Smith Associates reviewed the overall parking situation throughout the Old Town Community and found that the off-street parking lots were not accommodating the existing parking demand within the tourist areas of the community. The study also found that there were very few parking management strategies that were being employed throughout the Old Town community to help increase the supply and alleviate the demand. The study ultimately recommended implementing the following strategies:

COMMUNITY INPUT Input from the community was gathered through a public walk audit conducted on October 10, 2011, a public charrette conducted on October 24, 2011, and various Old Town Community Planning Group meetings. The following points summarize the overall community input received regarding the current parking facilities throughout the Old Town community.

x There is an overall lack of parking throughout the community. x There is a need for improved Wayfinding signage to direct visitors to available parking. x There is a desire for a public parking structure.

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PACIFIC HWY ! ( ! ( Survey Location Caltrans OldTownTransitCenter State Park City of San Diego County of San Diego Off-Street Parking (Public): On-Street Parking Date: 4/09/12 Source: Fehr & Peers Midway/Pacific Highway Corridor and Old Town Community Plan Update Figure 5-9: Parking Facility Locations - Old Town w

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PACIFIC HWY 85 - 100% 70 - 84% 50 - 69% < 50% Surveyed On-Street Parking Occupancy Figure 5-10: Observed Parking Demand - Old Town Date: 4/09/12 Source: Phase II Visitor Oriented Parking Facilities Study of the Old Town Community Midway/Pacific Highway Corridor and Old Town Community Plan Update w Communities of Midway/Pacific Highway Corridor and Old Town Mobility Existing Conditions Report (September 2012)

5.6 NEXT STEPS This Existing Conditions Report is intended as a summary of current mobility conditions in the Old Town community and also as a synopsis of preliminary improvement concepts and related to mobility in the community. The following recommendations are proposed for inclusion in the Mobility Element of the Old Town Community Plan Update:

x Evaluate multi-modal corridors considering all users of the street (Complete Streets Approach) to ensure that the overall community needs are served. It is evident that certain corridors will have the potential for competing mobility needs where a balance of accommodations for multiple modes is required. The following streets should be evaluated using a Complete Streets approach: o Taylor Street o Congress Street o Juan Street o San Diego Avenue x Consider increases in land use density in the corridors that are best served by transit, including those multi-modal streets shown above. x Focus bicycle improvements in the areas of “Very High” and “High” bicycle demand and in the areas that are also currently operating at less than acceptable bicycle LOS, including: o Pacific Highway o Congress Street o Juan Street o San Diego Avenue o Taylor Street x Include pedestrian mobility enhancements in all mobility recommendations, concentrating on areas that score ‘High” in the Pedestrian Priority Model and have high crash rates, including: o Taylor Street, east of Pacific Highway and areas surrounding the Old Town Transit Center, including a potentially grade separating the Taylor Street rail crossing.

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